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Publication numberUS3809312 A
Publication typeGrant
Publication dateMay 7, 1974
Filing dateMay 23, 1973
Priority dateMay 23, 1973
Publication numberUS 3809312 A, US 3809312A, US-A-3809312, US3809312 A, US3809312A
InventorsHammerle D, Walch L, Warrick E
Original AssigneeRockwell International Corp
Export CitationBiBTeX, EndNote, RefMan
External Links: USPTO, USPTO Assignment, Espacenet
Pushbutton tamper proof taxi-meter
US 3809312 A
Abstract
A taximeter in which the metering apparatus and a control circuit for the metering apparatus are enclosed in a tamperproof housing, in which the control circuit is switch operated to selectively condition the metering apparatus to prevent and provide for the registration of a fare, in which tampering with circuit connections between the taxicab's battery and the control circuit and/or with circuit connections between one or more optional passenger detecting switch devices and the control circuit causes a shutter to conceal one or more of the taximeter's registers, in which the passenger detecting switch devices are effective, upon detecting the presence of a passenger, to render the control circuit effective to place the metering apparatus in a hired condition for registering a fare in the event that the driver fails to initiate operation of the meter upon accepting a passenger, in which the control circuit is switch operated for each hired setting to enable the driver to incrementally dispense a preset amount of free waiting time which is not charged to the passenger when the taxicab is held up by traffic or other conditions, and in which the clock or time drive of the meter is utilized to time the free waiting time period.
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Description  (OCR text may contain errors)

United States Patent [191 Warrick et al.' May 7, 1974 PUSHBUTTON TAMPER PROOF [57] ABSTRACT TAXI-METER I A taximeter in which the metering apparatus and a [75] Inventors: Edward warnck; Leo walch control circuit for the metering apparatus are enclosed r Denms Hammerle an of in a tamperproof housing, in which the control circuit Plttsburgh, is switch operated to selectively condition the meter- [73] Assignee: Rockwell International Corporation, 1 3 apparatus 1 P 3 mid P F l registrapittsburgh p tion of a fare, in which tampering with circuit connections between the taxicabs battery and the control cir- Flledi May 1973 cuit and/or with circuit connections between one or 21] Appl. No.: 363,131

Primary ExaminerStephen J. Tomsky more optional passenger detecting switch devices and the control circuit causes a shutter to conceal one or more of the taximeters registers, in which the passenger detecting switch devices are effective, upon detecting the presence of a passenger, to render the control circuit effective to place the metering apparatus in a hired condition for registering a fare in the event that the driver fails to initiate operation of the meter upon accepting a passenger, in which the control circuit is switch operated for each hired setting to enable the driver to incrementally dispense a preset amount of free waiting time which is not charged to the passenger when the taxicab is held up by traffic or other conditions, and in which the clock or time drive of the meter is utilized to time the free waiting time period.

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saw 7 or 7 PUSHBUTTON TAMPER PROOF TAXI-METER FIELD OF INVENTION AND SUMMARY OF INVENTION The present invention relates to improvements in taximeters provided to register and display the fare to be charged for each hired operation of a taxicab equipped with the meter and to record, for end of day auditing operations by the driver and the operating facilitys representatives, the pertinent data required to determine that proper returns are made to the operating facility and that proper operation of the taxicab according to the operating facilitys rules and regulations has been effected. The present invention is directed to providing taximeters with adequate means to disclose unauthorized operation of the taxicab, tampering with the meter to effect an erroneous recording of the pertinent auditing data, simplified push button controls, means for selectively dispensing increments of a present amount of free waiting time, means to automatically sense the presence of an occupant other than the driver which will automatically initiate operation of the meter and pertient signalling means when occupied by a passenger, and means to prevent undetected access to the interior of the installed meter.

The present invention is an improvement over the type of taximeter disclosed in U.S. Letters Pat. No. 2,596,164 issued to BC. Palmer on May 13, 1962. Examples of other prior art are U.S. Letters Pat. Nos. 1,667,131 to F. Saurer; 1,675,046 to W.G. Arth et al., 1,718,341 to CA. Fauser et al. 1,728,648 to A. Weiss; 1,850,741 and 1,873,539 to J.S. Brownell; 2,198,611 to .1. Gardiner, 2,258,872 to .l. Weisinger; 2,315,569 to White; 2,365,435 to R. Riegger; 2,411,273 to Kennedy et al.; 2,598,348 to 0. Butler; 2,616,622 to Miller; 2,731,100 and 2,742,901 to 0. Butler; 2,815,911 to GM. McMuller; 2,934,159 and 3,1 1 1,185 to 0. Butler; 3,157,352 to W.P. Caywood, 3,235,177, to W. I-Iaupt et al., 3,249,296 to H. Kelch; 3,254,833 to 1.11. Condy et al.; 3,286,917 to H. Kelch; 3,325,097 to A. Slutsky; 3,343,624 to J. Shaheen; 3,501,092 to Mueller; 3,541,343 to 0. Butler; 3,386,651 to S.H. Wallquist; 3,388,859 to H. Kelch et al.; 3,512,706 to J.F. Bruce- Sauders; 3,541,343 to 0. Butler and 3,553,442 to ES. Weisbart.

OBJECTS OF THE INVENTION It is a primary object of the present invention to provide a taximeter wherein the operating mechanism and control circuitry is completely encased in a housing which, when installed in a taxicab, cannot surreptitiously be breached to falsify the recorded auditing data and a power supply cable is provided having a tamper circuit which, upon uncoupling of the power supply cable, will shutter the auditing data recorders rendering them inaccessible for reading to complete the end of day auditing check.

It is a further important object of the present invention to provide a taximeter with simplified push button controls for initiating operation of the meter and controlling its operation during hired setting of the meter to disrupt the time drive mechanism and provide a predetermined increment of free waiting time" to the passenger during abnormal traffic conditions which prevent normal vehicular movement.

Another object of the present invention resides in the provision of a novel taximeter in which only a timed, preset amount of free waiting time can selectively be dispensed by the driver for each fare.

Still another object of the present invention is to provide the taximeter of any of the preceding objects with an occupant actuated starting circuit conditioned to operate after a predetermined timed interval to initiate normal operation of the meter in event the driver fails to initiate operation by actuating the push button controls.

A further object of this invention resides in providing a cam shaft controlled taximeter having a shiftable mileage" drive gear train an a shiftable clock or time drive gear train shiftable from a non-driving for hire position to a hired driving position with the meter drive shaft with reversible motor means drive connected to the cam shaft and driver actuated control circuitry including switch means selectively actuated by the driver to initiate forward rotation of the motor continued under the control of cam actuated switch means operable by respective cams on the cam shaft to terminate the initiated forward motor rotation at the normal for hire" position of the cam shaft thereby conditioning the meters for normal operation and further selective actuation of the switch means by the driver to initiate further forward rotation of the motor continued under control of the cam actuated switch means to terminate further forward motor rotation at a second for hire position of the cam shaft to maintain the display of the recorded fare accumulated when the driver, because of traffic conditions elects to condition the meter to either selectively effect disengagement of the clock or time drive gear train preparatory to dispensing the predetermined increment of free waiting time and then initiating reverse rotation of the motor and cam shaft to the normal for hire position to restore normal meter operation or alternatively wishes to stop the meter operation at the second position to collect the registered fare and then initiate further forward rotation under control of the cam actuated switch means to the for hire position after collection of the accumulated recorded fare to reset the meter for the next trip.

BRIEF DESCRIPTION OF THE DRAWINGS Further objects will appear from the following description and appended claims when read in conjunction with the accompanying drawings wherein:

FIG. 1 is a front elevational view of a taximeter of the present invention installed in the glove box compartment of a conventional taxicab;

FIG. 2 is a sectional view taken substantially on line 22 of FIG. 1 inside the right side frame assembly looking in the direction of the arrows with certain of the conventional meter components omitted to illustrate the shiftable gear train of the clock drive gear train in its normal for hire" position and the operating relay and waiting time switch associated therewith to provide the free waiting time feature of this invention;

FIG. 3 is a view of the left side frame assembly as viewed from the left of FIG. 1 with the cover and a portion of the gear box between the electric motor of the controls and the main control cam shaft broken away to better illustrate the two push button controls and printed circuit board employed to effect proper connection of the electrical switches to secure selective operation of the meter in accord with this invention;

FIG. 4 is a front elevational view of the taximeter of this invention with the cover removed to better illustrate the major control switches and their cooperating actuating cams carried by the end of the conventional cam shaft of the taximeter;

'FIG. 5 is a sectional view taken substantially on line 5-5 of FIG. 4 looking in the direction of the arrows to disclose the major control switches and their operating cams carried by the conventional cam shaft of this invention;

FIG. 6 is an elevational perspective view of the cam shaft of the taximeter of the present invention, illustrating the several switch operating cams in their relative positions to the conventional cams provided to effect operative connection of the conventional mileage and time driven gear trains to the main drive shaft, the clock switch, and waiting time cutout switch provided by this invention and mounted between the right and left side frame assemblies shown in FIGS. 2 and 3;

FIG. 7 is an elevation view of the right side frame assmebly as viewed from the right of FIG. 1 with the cover removed to better illustrate the tamper detection solenoid and its connection to the shutter means which are provided to thwart meter tampering by the driver and others (This figure also illustrates the waiting time disabling switch and a releasable mechanical solenoid latch in its unlatched condition);

FIG. 7A is a fragmentary elevation like FIG. 7, but showing the latched condition of the releasable mechanical solenoid latch;

FIG. 8 is a circuit diagram of the electrical con-trol circuitry of the present invention;

FIG. 8A illustrates a jumper. connection that is applied to the circuit of FIG. 8 when passenger detection is not desired; and

FIGS. 9, 10, l1 and 12 are partially schematic views of four of the control circuit cam-operated switches together with their switch-operating cams.

DESCRIPTION OF THE PREFERRED EMBODIMENT With continued reference to the drawings wherein similar reference numerals are employed throughout the several views to indicate the same parts, the numeral generally designates the push button taximeter of this invention. The taximeter 20 is composed principally of a meter base, cover and mechanical mileage and time drive components and fare and totalizing registers arranged and operating as shown and described in the aforesaid U.S. Letters Pat. No. 2,496,164 and controls generally designated 21 (see FIG. 8) provided by this invention to assure 1) that the meter will be properly used by the driver, (2) that the meter so used will at least partially compensate the passengers (the public) for traffic conditions which abnormally delay passage of the taxicab to its destination, and 3) that the meter will disclose to the operators any tampering or attempts to tamper with it to prevent its proper operation.

Referring for the moment to FIGS. 1 through 5, the meter framing comprises a support base 22 mounting in upstanding laterally spaced relation inwardly from its opposite ends a left side frame and drive gear and lever assembly 23 and a right side frame and extras drum and counter lever assembly 24 adapted to receive a removable cover 25 having a top wall, depending sidewalls and a depending front wall having a window opening to be hereinafter described. As best seen in FIGS. 4 and 5, frame assemblies 23 and 24 are secured to upstanding mounting ears 26 integrally formed on the upper face of support base 22 by screws 27 which are enclosed by cover 25 when in place.

Support base 22 inwardly from side frame assembly 24 and the rear edge of support base'22 mounts a clock assembly C and a clock driven gear and shear shaft assembly 29 (FIG. 2). Clock drive gear and shear shaft assembly 29 is journalled on one end of stub shaft 28 fixed to the frame plate 36 of side frame assembly 24 and supported at its other end in an upstanding arm of clock assembly C.

The opposed frame plates 36 and 37 of assemblies 23 and 24 are through apertured at laterally, coaxially related points to support a register drum shaft assembly R; a combined fare drum transfer pinion frame and clock-stop finger shaft assembly 30; a cam shaft assembly 31; a drive shaft assembly 32 (See FIGS. 2, 5 and 7); a fare and trips counter lever shaft assembly 33 FIGS. 3, 5 and 7) composed of respective stub journal shafts 34 and 35 fixedly secured to the side plates 36 and 37 of side frame assemblies 23, 24; a fare drum stop finger and tariff drum drive gear shaft assembly 38 (FIGS. 5 and 7). The construction and operation of assemblies R, 30, 32, 33, and 38 are substantially the same as that disclosed in the previously identified U.S. Pat. No. 2,596,164. So far as assemblies R, 30, 32, 33 and 38 are concerned, the only noteworthy variation is in assembly 33 where a single journal shaft of the patent extending between the side plates 36 and 37 has been replaced by the laterally aligned stub journal shafts 34 and 35, the latter journalling the fare registering lever assembly as described in the aforementioned Letters Patent. Except for certain significant additions to assembly 29, its construction is essentially the same as that disclosed in U.S. Pat. No. 2,596,164. In accordance with one feature of this invention, assembly 29 has a special operating position for timing free waiting time as will be described in detail later on. Except for a number of significant additions, the construction of assembly 31 which is essentially the same as that disclosed in U.S. Pat. No. 2,596,164. So far as assembly 23 is concerned, the flag, the flag shaft and associated structure of the meter in U.S. Pat. No. 2,596,164 has been replaced by an electric motor and electrical controls which constitute part of this invention. The construction of assembly 24 corresponds to that disclosed in U.S. Pat. No. 2,596,164 except of the addition solenoid-controlled, tamper-detecting shutter mechanism of this invention. Thus, to the extent that the construction and operation of the meter disclosed herein is the same as that of the meter disclosed in U.S. Pat. No. 2,596,164, reference is made to U.S. Pat. No. 2,596,164.

Frame plates 36 and 37 at their front edges are spanned by a face plate 41 bolted to plates 36 and 37 at 42 and through apertured at 43 to define window opernings at the left to. expose the fare drums to view through the clear viewing areas panel 44 (FIG. 1) of cover 25 and a window opening at the right to expose a Mode (hired) drum 45 and an extras drum 46 to view through panel 44. Face plate 41 immediately above the window openings 43 is depressed inwardly to form a laterally coextensive, rearwardly offset groove 47 which is sufficiently deep to house a pair of panel illumination lights 48 (FIG. 4) and circuit wires to be presently described. At its upper edge, face plate 41 is notched at 49 to expose a Total Mileage indicator 51, at 52 to expose a Paid Mileage" indicator 53 and a Units indicator 54, at 55 to expose a Trips indicator 56, and at 57 to expose an Extras indicator 58 to view through panel 44. These fare drums, Mode drum, Extras drum, Total Mileage indicator, Paid Mileage" indicator, Units" indicator, Trips indicator, and Extras indicator provide the information required to enable the driver and passenger to determine the fare to be paid to the driver and the accounting information to enable the driver to properly account to the owner-operator of the taxicab at the end of his days run. The construction an operation of these drums and indicators is fully described in the aforementioned U.S. Letters Pat. 2,596,164 and will now be repeated here.

In a plane immediately above the notches 49, 52, 55 and 57, the side plates are through apertured at laterally aligned points to provide journals for the opposite ends of a small diameter shaft 59 integrally mounting respective eyelid type shutter flaps 61 and 62 normally disposed in their raised position above the respective notches as shown in FIG. 4. This normal positioning of shutters 61 and 62 is assured by fitting respective collars 63 and 64 to shaft 59 at the opposite sides of side plate 36.to establish the lateral positioning above the respective notches and by forming a radial recess or hole 65 in collar 64, to receive the upper end of retention plunger 66 of a tamper disclosure solenoid 67 to be hereinafter described. The uppermost front corners of side plates 36 and 37 are through drilled to receive screws 68 for securing the frame 69 mounting the digital counter wheels of the respective indicators 51, 53, 54, 56 and 58 in spanning relation between the side plates.

Referring for the moment to FIGS. 3 and 4, it will be noted that side plate 37 along its rear edge is provided with a pair of vertically spaced, outwardly protruding, integral ears 71. These ears journal the drive means 72 adapted to drivingly connect the mileage gear and lever mechanism 73 fully described in the aforementioned Letters Patent to the transmission of the taxicab as further pointed out in the aforementioned Letters Patent. Side plate 37 also mounts time delay mechanism 74 which cooperates with a portion of fare and trips counter levers shaft assembly 33 as fully described in the aforementioned Letters Patent to prevent movement of the registering lever of assembly 33 to its operating position until the initial fare registered on the meter has been consumed.

As best seen in FIG. 4, base 22 projects laterally well beyond sidewall 37 and a lesser distance laterally beyond side wall 36. The laterally projecting base beyond wall 37, formerly occupied by the flagshaft and its related structure in the aforementioned Letters Patent, is provided with an L-shaped bracket 81 the short leg 82 of which is bolted to base 22 by machine bolts 83 and the long leg 84 of which extends upwardly and angles r earwardly FIG. 3) to support on its outer face a gear box 85 including an output gear 86 adapted to drive cam shaft assembly 31. The input gear 87 of gear box 85 is fixedly mounted on the end of a motor shaft 88 of an electric motor 89. Motor 89 is secured to the back face of gear box 85 by screws 91 (FIG. 3) passing freely through passages (not shown) in the back face of gear box into tapped passages 92 (FIG. 5) in the motor frame.

Motor 89 preferably comprises a light, low torque reversing motor driving from input gear 87 through a gear train including a series of compound gears 93, 94, 95 the latter of which includes a driving pinion gear 96 meshing with output gear 86 non-rotatably fixed to the shaft 97 of cam shaft assembly 31. While the rotational speed of shaft 97 is not critical, it is preferably sufficiently high to assure a rapid setting of the meter to its Hired Time On" mode and to shift the meter from its Hired Time On mode to its Hired Time Off" mode or its For Hire mode as described.

To effect energization of motor 89 and operation of taximeter 20, the present invention replaces the flag shaft actuator with a push button electrical control system schematically illustrated in FIG. 8 primarily controlled by driver actuation of spring loaded push button switches 101 and 102 (FIGS. 1 and 3) located at the left end of the front wall of cover 25 of the illustrated embodiment of the invention. It is to be understood, however, the push buttons 101 and 102 may be located in any convenient position on cover 25, for example the right end of the front wall should the meter be produced for use on a right hand drive taximeter or for mounting in the drivers compartment at a location to the left of the driver.

To adapt the meter of the aforementioned Letters Patent for push button operation, additional switch actuating cams are added to cam shaft assembly 31 to replace the flag shaft assembly shown in the aforementioned Letters Patent and cam actuated switches are mounted in juxtaposition to the added switching cams and electrically connected as hereinafter described to effect selective operation of the meter as will presently appear. Referring for the moment to FIGS. 3, 4, 5 and 6, the left protruding end of shaft 97 of cam shaft assembly 31 extends through the back wall of gear box 85 and fixedly mounts output gear 86 of the gear box drive gear train. Immediately adjacent the back wall of gear box 85 shaft 97 is fitted with a sleeve-like collar 103 non-rotatably fixed to shaft 97. The end of collar 103 nearest gear box 85 adjustably fixedly mounts a compound switch cam 104 (FIGS. 4, 5, and 6), an Allen set screw 105 (FIG. 4) providing for its angular and axial adjustment relative to collar 103. At its end opposing gear box 85 switch cam 104 is formed to provide a minor diameter arcuate cam surface 106 spanning approximately a angle beginning clockwise at a 75 angle clockwise from the normal 12 oclock rest position of shaft 97 and a major diameter arcuate cam surface 107. The ends of cam surfaces 106 and 107 are connected by inclined camming segments defining with cam surface 106 an included angle greater than 90 adapted to cooperate with the convex face 108 of the free end of a leaf spring switch actuator 109 of a cam operated meter OFF-ON switch 111 (FIGS. 4, 5 and 8). Switch 111 is fixedly mounted to the back face of leg 84 of bracket 81 below shaft 97 at an angle such that face 108 of actuator 109 contacts cam surface 106 midway of its length (See FIG. 5) to predetermine the normal meter OFF position or open position of switch 111 to be hereinafter described in detail.

The opposite end of switch cam 104 is formed to provide an annular cam surface 112 having a diameter equal to the minor diameter of cam surface 106. Cam

surface 112 is interrupted at three angular spaced intervals by triangular protrusions 113, 114, 115 (FIG. Protrusion 113 is disposed 30 anticlockwise from the normal 12 oclock position of shaft 97 (at the normal 11 oclock position of shaft 97 protrusion 114 is disposed 90 anticlockwise from protrusion 113 (at the normal 8 oclock position of shaft 97), the protrusion 115 is disposed 60 anticlockwise from protrusion 114 (at the normal 6 oclock position of shaft 97) as will be clear from an inspection of FIG. 5. In the normal meter OFF or For Hire position of shaft 97, protrusion 113 is engaged by the rounded nose of a follower button 116 fixed to the free end of a leaf spring actuator 117 of a motor control switch 118 (FIGS. 5 and 8) to hold switch 118 open. Motor control switch 118 is fixedly mounted on the short leg 119 of an L-shaped bracket bolted to the back face of bracket 84 and will be presently described in detail.

The opposite end of collar 103 adjustably fixedly mounts a switch cam 121 (FIGS. 4 and 5), an Allen set screw 105 (FIG. 6) providing for its angular and axial adjustment relative to collar 103. Switch cam 121 is formed to provide a major diameter cam surface 122 interrupted by a minor diameter, arcuate cam surface 123 (FIGS. 4, 5 and 6) spanning approximately a 30 angle beginning clockwise from the normal 12 oclock'rest position of shaft 97 and a protuberant formation 123 (FIGS. 5 and 6) at the normal 6 oclock position of shaft 97. The ends of cam surfaces 122 and 123 are connected by inclined camming segments defining with cam surface 123 an included angle greater than 90. In the normal meter OFF or For Hire position of shaft 97, protuberant formation 124 engages the rounded nose of a follower button 125 (FIG. 5) fixed to the free end of a leaf spring actuator 126 ofa motor reversing switch 127 to maintain the switch open in the home or for hire position. Switch 127 fixedly mounts in piggy back relation an optional detection switch 128 (FIGS. 4, 5, and 8) carried by a support bracket 129. As will be clear from an inspection of FIG. 5, switch 128 includes a leaf spring actuator 130 having a round nosed follower button 131 normally abuttingly engaging the under free end of switch actuator 126 to close switch 128 in the home or For Hire position. As a consequence, the switch actuators 126 and 130 move inunison in responseto the camming engagement of switch cam 121 with follower button 125 of switch actuator 126. The details and operation of switches 127 and 128 will be hereinafter described.

Referring now to FIG. 6, cam shaft 97 beginning immediately adjacent side plate 37 adjustably fixedly mounts mileage cam assembly 135; stop cam 136 adapted to cooperate with the fare registering lever assembly as fully described in the aforementioned U.S. Letters Pat. No. 2,596,164; transfer pinion frame actuating disc 137; stop finger operation cam 138; trips counter stop cam 139; tariff drum drive gear 141 fixedly mounting clock switch cam 142 and corresponding to the tariff drum drive gear of U.S. Letters Pat. No. 2,596,164; a trips counter stop cam 143 cooperating with the trips counter operating lever 144 operating as described in US. Letters Pat. No. 2,596,164; a combined clock stop finger and clock shear cam assembly 145 corresponding to and operating as described in detail in U.S. Letters Pat. No. 2,596,l64 to control the clock drive gear and'shear shaft assembly through clock shear 146; and a projecting end through drilled at 147 to mount heart cam 148 FIG. 7) operating as described in U.S. Letters Pat. No. 2,596,164. Since the construction and operation of the several cam shaft components, except for the switch cam 142 and the further clock switch 149 (FIGS. 6 and 8) mounted through bracket 151 on the support base 152 of clock assembly C to be hereinafter described, are fully described in aforementioned U.S. Letters Pat. No. 2,596,164, a detailed description thereof will be omitted here.

Support base 152 of clock assembly C comprises a main planar body portion 153 (FIG. 2) fixed to meter base 22 rearwardly of a vertical plane containing the axis of drive shaft assembly 32 and formed at its forward end with an upwardly offset support flange 154 to carry bracket 15]. Rearwardly of flange 154 and along the edge nearest side frame assembly 36, support base 152 has an upstanding, planar, wall extension 155 mounting the clock drive motor 156, and the main clock drive gear train (not shown except for the primary or sun gear 161 journalled on stub shaft 28 and the cooperating shiftable gear train portion comprising meshingly engaging intermediate gears 162, 163 and final output gear 164 carried by clock shear 146). This main clock drive gear train and clock shear functions in exactly the same manner as that described in U.S. Letters Pat. No. 2,596,164 to time drive the meter drive shaft assembly 32 through one way drive gear 165 carried by shaft 166 of drive shaft assembly 32.

As will become apparent from further consideration of FIG. 2, the present invention provides the clock shear 146 with a depending arm 157 carrying a stub shaft 158 on its near face journalling at its inner end of a second output gear 159 meshingly engaging primary or sun gear 161 and normally disposed in non-meshing relation to a free waiting time drive gear 167 fixed on a stub shaft 168 journalled between its ends in side frame 36 and spring biased to a predetermined home" position as will be presently explained. The opposite outer end of shaft 168 fixedly carries a switch cam 169 (FIG. 7) the purpose and operation of which will be presently described. Gears 164 and 159, by reason of their mountings on the respective arms of clock shear 146,'are constantly driven by primary or sun gear 161 but are normally constrained by the positioning of clock shear 146 shown in FIG. 2 in the home or for hire position of the meter to assume a non-driving relationship with the respective mating gears 165 and 167 along respective clockwise directed arcuate paths having the axis of stub shaft 28 as a center.

As will be explained in greater detail later on, motor 89 is energized by selectively closing switch 101 to rotate cam shaft 97 from its illustrated home or for hire position to its hiredwaiting time on or 3 oclock position. Upon shifting of cam shaft 97 from its illustrated home position to the hired or 3 oclock position, clock shear 146 shifts clockwise as seen in FIG. 2 to drivingly engage gear 164 with meter drive shaft gear 165, and the mileage shear 167 (FIG. 6) under control of mileage cam assembly 135 swings clockwise as seen in FIG. 6 to engage the mileage gear and lever mechanism 73 with the mileage drive gear (not shown) of drive shaft assembly 32 as fully described in U.S. Letters Pat. No. 2,596,164 thereby conditioning the meter for normal metering operation.

It will be appreciated from a consideration of FIG. 2, that shifting of clock shear 146 from its home or for hire" position to hired position as just described swings gear 159 further away from its mating gear 167 -thus necessitating counterclockwise movement of clock shear 146 beyond its illustrated home" position (FIG. 2) to disengage gears 164 and 165 to interrupt the normal time drive and engage gear 159 with free waiting time drive gear 167. This movement is provided for by pivotally slot connecting the free terminal end of clock shear arm 157 to a drive pin 173 carried in the bifurcated end of the armature 174 (FIG. 2) of solenoid 175 mounted on a bracket 176 fixed to the inner face of side frame 36.

As will be described in greater detail shortly, solenoid 175 is energized upon rotation of cam shaft 97 from its "hired waiting time on or 3 oclock position to its "hired waiting time off or 6 o'clock position. By selectively closing switch 101 again, motor 89 is energized to rotate cam shaft 97 from its 3 oclock position to its 6 oclock position.

As shown in FIG. 6, the leaf spring actuator 177 for switch 149 rides on the periphery of cam 142. When cam shaft 97 rotates to its 6 oclock position, cam 142 will be positioned so that its notch or low part is opposite the follower formation on switch actuator 177, and actuator 177 will consequently ride into the notch or low part of cam 142. As a result, the movable contactor of switch 149 (See FIG. 8) will close switch contact 237 and will open switch contact 240.

Contact 240 is connected to the movable contactor of switch 178. Switch 178 has fixed contacts 274 and 274'. Contact 274 is connected through switch 172 to the ungrounded terminal of solenoid 175. Contact 274 also is connected through resistor 183 to the ungrounded terminal of solenoid 175. Resistor 183 and a solenoid 175 are connected in series between contact 274 and ground at 184. Switch 172 and solenoid 175 are also connected in series between contact 274 and ground. Switch 172 is in parallel with resistor 183 so that when it is closed it completes a shunt around resistor 183.

Through engagement with switch actuator 181, the high part or major diameter of cam 169 holds the movable contactor of switch 178 in engagement with contact 274.

Cam 179, which forms a part of the combined clock stop finger and clock shear cam assembly 145, will not shift clock shear 146 upon rotation with cam shaft 97 to its 6 oclock position. Actuator 171 of switch 172 therefore will not be flexed to open switch 172. Thus, when cam shaft 97 reaches its 6 oclock position to cause the movable contactor of switch 178 to close contact 274, switch 172 will be closed.

The engagement of the movable contactor of switch 178 with contact 274 will complete a circuit through switch 172 to energize solenoid 175 when cam shaft 97 is at its 6 oclock position. This solenoid energizing circuit will be traced in greater detail later on.

As a result of energizing solenoid 175, armature 174 will move to the right as seen in FIG. 2 to swing clock shear 146 counterclockwise out of engagment with the actuating cam surface of cam 179 thereby engaging the clock drive gear 159 with gear 167 to effect rotation of gear 167 and shaft 168 clockwise as seen in FIG. 2. This counterclockwise displacement of clock shear 146 opens switch 172. Solenoid 175, however, will remain energized through resistor 183. In advancing movement from its home" position, shaft 97 also swings extras drum control cam 185 FIG. 6) to shift detent lug 185' projecting from the face of cam 185 opposing side frame clockwise to release spring biased antiback-up pawl P (FIG. 2) to swing clockwise to ratchetingly engage its long finger with the teeth of gear 167. This ratcheting engagement permits timed rotation of free waiting time shaft 168 and switch cam 169 carried thereby (counterclockwise as seen in FIG. 7). When the movable contactor of switch 178 closes contact 274 to complete the energizing circuit for solenoid 175, it also completes energizing circuits for illuminating a telltale light 186 and time of panel signal light 186' (FIGS. 1, 3 and 8). Lights 186 and 186 are connected in parallel between contact 274 and ground.

The timed rotated of shaft 168 and cam 169 will continue with cam shaft 97 in its 6 oclock position until solenoid is deenergized. Deenergization of solenoid 175 may be effected in either of two ways. First, the driver may selectively close push button switch 102 to cause reverse rotation of motor 89, thereby rotating cam shaft 87 counterclockwise as viewed from FIG. 2) from its 6 oclock position back to its hired-waiting time on" 3 oclock position. When cam shaft 97 arrives at its 3 o'clock position, cam 142 causes the movable contactor of switch 149 to open contact 240 and close contact 237. As a result, solenoid 175 will be deenergized. Secondly, deenergization of solenoid 175 may be effected by continued timed rotation of shaft 168 and cam 169 (about 108 in a typical installation set to dispense 2 minutes of free waiting time) to position flat 190 of cam 169 opposite switch actuator 181, thereby causing the movable contactor of switch 178 to shift from its normal illustrated position of FIG. 8 to its alternate position where it engages contact 274. This operation of switch 178 will deenergize solenoid 175. Lights 186 and 186 will be extinguished when the movable contactor of switch 178 opens contact 274. Lights 186 and 186' will also be extinguished when the movable contactor of switch 149 disengages from contact 240. A circuit will be completed to illuminate the time on" meter panel light 239 when the movable contactor of switch 149 closes contact 237 or when the movable contactor of switch 178 closes contact 274.

Deenergization of solenoid 175 releases armature 174 allowing clock shear 146, due to its weight bias, to swing clockwise as seen in FIG. 2 to disengage gears 159 and 167 thereby disrupting the timed rotation of shaft 168 and cam 169 required to dispense free waiting time. Since detent lug (FIG. 2) in all operating positions of cam shaft 97 releases anti-back-up pawl P to enter between adjacent teeth of gear 167, gear 167, shaft 168 and cam 169 will be prevented from returning to their normal home position of FIG. 7 until cam shaft 97 is returned to its home position. As a consequence, free waiting time drive shaft 168 will remain in the position to which it has advanced ready to dispense any unused increment of free waiting time should be further traffic delay develop during the single hired trip until the meter push button switch 101 is normally driver actuated to advance cam shaft 97 to the 6 oclock position to disconnect the time drive gear train and effect collection of the registered fare and then onward to the home" position to clear the fare register and reset the meter in its for hire position preparatory to being engaged by a second passenger. It will be understood that return of the meter to its home or for hire position will engage leg 185' of cam 185 with the short leg of anti-back-up pawl P to shift pawl P to its home position of FIG. 2 to disengage the long legfrom gear 167. When thus disengaged, gear 167, shaft 168 and cam 169 will be reversely rotated due to the stored energy in coil return spring 167 surrounding shaft 168 and connected at one end to spring anchor post p fixed to gear 167 and protruding toward side frame 36 and at its other end to post p fixed to side frame 36 and projecting into the path of post p'to engage the free end of post p and establish the home position of the free waiting time shaft 168 and cam 169.

It will be appreciated from the preceding description of the free waiting time" mechanism that dispensing of free waiting time is effected only at the option of the driver. It is also to be understood that the other control cams of cam shaft 97 are designed to maintain the operativeness of the mileage drive mechanism and the various fare registering and totalizing registers even when cam shaft 97 is in its 6 oclock position to dispense free waiting time. It follows, therefore, that the driver cannot, by advancing the cam shaft to its free waiting time position, cause the meter to'operate defectively should he fail to restore the meter to its proper hired waiting time on mode when traffic conditions permit normal movement of the taxicab. Furthermore, the total amount of free waiting time that can be dispensed each time the cam shaft 97 is shifted from its normal 3 oclock hired position to its 6 oclock free waiting time position is predetermined by the angular positioning of cam 169 on shaft 168. This is so since counterclockwise rotation of cam 169 beyond the point where the trailing edge of its major diameter cam surface intersects the flat 190 of cam 169 effects a release of actuator 181 permitting the spring biased actuator button of switch 178 to open switch 178, thereby deenergizing solenoid 175. Deenergization of solenoid 175 frees armature 174 to move to the left under the clockwise biasing force applied to clock shear 146 to reengage gears 164 and 165 conditioning the clock drive gear train to also drive the meter driveshaft assembly 31. t However, the driver can readily restore the meter to its normal operating or 3 oclock (hired wating time on) mode any time that trafiic permits him to proceed by actuating push button switch 102.

Referring for the moment to FIGS. 1, 3, 4, 7 and 8, relays RLA, RLB, meter panel lights 48, motor 89, switches 101, 102, 111, 118, 127, 128, 149, 172 and 178 together with their respective electrical circuits and the full meter control electrical circuitry-shown in FIG. 8 is housed within cover 25 and base plate 22, and connections to the circuit in this enclosed space is provided by an armored supply cable 191 (FIGS. 3 and 7) connectible to the ve'hicles electrical circuit through a well know Cinch-Jones connector plug and socket 192 (FIGS. 3 and 8). This arrangement assures that the driver or any other person who might wish to prevent proper operation and recording of the various registers cannot surreptitiously tamper with the meter or circuitry. To this end cover 25 is secured to base plate 22 by screws 193 (FIG. 2), preferably two at each side, extending upwardly through base plage 22 and threaded into brackets 194 welded or otherwise fixedly secured to the sidewall inner faces of cover 25 together with mounting screws 195 entered upwardly through a mounting plate or glove box bottom wall 196 into threaded cap nuts 197 fitted into passages in base plate 22 and wired together in conventional fashion by Sealed security wiring 198 (FIG. 2). Where desired, passenger detection circuit, which is generally indicated by numeral 199 (FIG. 8) and which includes seat and/or floor switches 210 (FIG. 8), is connected into the tamper proof circuitry so as to disclose any tampering with the passenger detection circuitry.

Referring for the moment to FIG. 2, it will be appreciated that plate or wall 196 covers the access holes in base plate 22 housing the heads of screws 193. As a consequence, removal of cover securing screws 193 can be effected only by severing sealed security wiring 198 and removing mounting screws 195 or by drilling the wall 196 at four points opposite the accessholes to effect removal of screws 193. Gaining of access by either of these ways will, of course, be readily discernible by the checker employed by the owners to check in the drivers and collect the full fare shown by the meter to be due.

Referring next to FIGS. 3 and 8, it will be equally apparent that the housing of cable 191 enclosing the supply leads to the tamper proof electrical circuitry also encloses the supply leads to the passenger detection circuit 199 and that the end fitting 200 (FIG. 3) opening into the meter is a captive fitting secured internally in a passage in the back wall of cover 25. Any attempt to breach the housing of cable 191 to interrupt the supply lines to either the tamper proof electrical circuitry or the passenger detection circuitry 199 would likewise be discernible by the checker.

From the apparatus thus far described, it will be appreciated that cam shaft 197 is rotatable to three different operating positions by selective energization of motor 89. These three different operating positions are the home or for hire position (indicated as position No. 1 in FIGS. 9-12), the 3, oclock, hired waiting time on" position (indicated as position No. 2 in FIGS. 9-12), and the 6 oclock hiredwaiting time of position (indicated as position No. 3 in FIGS. 9l2 Motor 89, as willbe explained in detail shortly, is energized for forward rotation by selectively momentarily closing push button switch 101 and is energized for reverse rotation by selectively momentarily closing push button switch 102. Forward rotation of motor 89 rotates cam shaft 97 in a clockwise direction as viewed from FIG. 2, and reverse rotation of motor 89 rotates cam shaft 97 in a counterclockwise direction as viewed from FIG. 2. Switches 101 and 102 are spring biased to their normally open positions.

Thus, to rotate cam shaft 97 from its for hire position to its above-mentioned 3 oclock position, switch 101 is momentarily selectively closed by the driver. To rotate cam shaft 97 from its 3 oclock position to its above-mentioned 6 oclock position, switch 101 is again selectively momentarily closed by the driver. To rotate cam shaft 97 from its 6 oclock position back to its above-mentioned 3 oclock position switch 102 is selectively momentarily closed by the driver. To rotate cam shaft 97 from its 6 oclock position to its home or for hire position switch 101 is selectively momentarily closed by the driver.

When cam shaft 97 is advanced to its 3 oclock hired position the meter fare computing mechanism will be controlled by the mileage drive and the clock or time drive to advance the fare register indicated at 250a in FIG. 4) as described in the previously identified U.S. Pat. No. 2,596,164. More particularly, the clock drive has an output for advancing register 250a at a preselected rate which corresponds to a predetermined vehicle speed, and the mileage drive has an output for advancing register 250a at a variable rate which is in accord with the speed of the vehicle. In the 3 oclock hired mode, register 250a will be driven at the faster one of these two rates so that if the vehicle is stopped or moving at a speed that is less than the abovementioned predetermined rate, register 250a will be advanced at the above-mentioned pre-selected rate under the control of the clock drive. If the vehicle is moving faster than the above-mentioned predetermined speed, register 250a will be advanced at a rate that is in accord with the speed of the vehicle.

As previously explained, the clock drive in this embodiment is defined by clock 243, motor 156 and the previously described clock drive train components.

When cam shaft 97 is rotated to its 6 oclock hiredtime off" position to provide for the energization of solenoid 175, the clock drive will be disengaged from the meter fare computing mechanism and therefore will be unable to advance fare register 250a as long as solenoid 175 remains energized. However, the mileage drive will still be operative to provide for the advancement of fare register 2 50a when carn shaft 97 is in its 6 oclock position if the vehicle is placed in motion and has a speed that is equal to or greater than the abovementioned predetermined speed.

Referring to FIG. 8, the external circuit connections for the circuit of this invention is provided by connector 192 which comprises a female socket 212 and a male plug 220.

Separate terminals in socket 212 are connected to conductors 213, 214, 215, 217, 208, and 209. Conductor 213 is connected to the positive 12 volt terminal of the vehicle s battery, conductor 214 is connected to the vehicles headlight switch, conductor 215 is connected through a fuse 216 to the vehicles ignition switch, conductor 217 is connected to the taxicabs roof top for hire signal light, and conductors 208 and 209 are connected to the passenger detecting seat and/or floor switches 210.

Separate terminals in plug 220 are connected to conductors 208', 209, 213', 214', 215', and 217'. Con ductors 208, 209', 213', 214, 215, and 217' form the conductor core in cable 191. Selective connection of plug 220 to socket 212 connects leads'208, 209, 213, 214, 215, and 217 respectively to conductors 208, 209', 213', 214, 215', and 217. Conductors 208, 209, 213', 214', 215, and 217 are respectively connected to separate terminals 228, 227, 221, 222, 223, and 214 on the printed circuit board 204.

From the foregoing it will be appreciated that terminal 221 is connected by connector 192 directly to the positive terminal of the vehicle battery so that a positive voltage (such as 12 volts, for example) is applied to terminal 221 with respect to ground. This potential will be applied to terminal 221 regardless of the condition of the vehicles ignition switch.

The control circuit of FIG. 8 is provided with a polarity reversing relay RLA for motor 89. Relay RLA has 14 an operating winding 188 and three switches A,, A and A3.

The solid line positions of switches A, and A provide for current flow through the windings of motor 89 to drive motor 89 in its forward directing. When the movable contactors of switches A, and A are transferred to the alternate dashed line positions in FIG. 8, the current flow through the windings of motor 89 is reversed to drive motor 89 in the reverse direction. Relay RLA is energized by closure of push button switch 102 in a manner to be described in detail later on.

As will be described in greater detail later on. relay RLB has a pair of switches B, and B, which are respectively connected in series with push button switches 101 and 102. The operating winding of relay RLB is indicated at 258. The purpose of switch B, is to interrupt the initial motor energizing circuit that is completed by closing switch 101 and to prevent indefinite energization of motor 89 by holding switch101 closed. Similarly, the purpose of switch B is to interrupt the initial motor energizing circuit that is established by closing switch 102, and it is also capable of preventing indefinite energization of motor 89 by holding switch 102 closed.

As shown in FIG. 8, terminal 221 is connected through fuse 203 to terminal 259 of the relay operating winding 258 and also to terminal 230 of operating winding 188. The ground side terminal of the relay op erating winding 258 is indicated at 332 and is connected through a diode 260 and the normally open switch 118 to ground at 257.

Terminal 332 is also connected to the fixed contact 330 of switch B, and to the fixed contact 331 of switch B The movable contactor of switch B, is connected to one contact of switch 101, and the other contact of switch 101 is connected to ground. The movable contactor of switch B, is connected through switch 127 to one contact of switch 102, and the other contact of switch 102 is connected to ground.

The ground side terminal of operating winding 188 is connected to the fixed contact 283 of switch A, and also to the fixed contact 328 of switch 8,. The fixed contact 322 of switch A, is connected to the fixed contact 323 of switch B,.

The movable contactors of switches A and A are connected through diode 263 and switch 118 to ground. The movable contactor of switch A, is connected through fuse 203 to terminal 221. The fixed contact 320 of switch A, and the fixed contact 327 of switch A, are connected to one of the input terminals of motor 86, and the fixed contact 326 of switch A, and the fixed contact 321 are connected to the other input terminal of motor 89. A resistor 229 which is connected across the input terminals of motor 89 has one of its terminals connected to contact 326 and the other of its terminals connected to contact 327.

The switch and contact positions shown in FIG. 8 are for the for hire mode of the meter.

Assume that cam shaft 97 is in its for hire position and the driver desires to place the meter in its hired mode to register a passenger fare. To accomplish this, he selectively momentarily closes push button switch 101 to establish an initial energizing circuit for motor 89.

This initial energizing circuit may be traced from the positive terminal of the vehicle battery, through conductor 213, through connector 192, through conductor 2'13, through terminal 221, through fuse 203, through the movable contactor of switch A,, through fixed contact 320 of switch A,, through the winding circuit of motor 89, through the fixed contact 321 of switch A through the movable contactor of switch A through the movable contactor of switch A through the fixed contact 322 of switch A through the fixed contact 323 of switch B,, through the movable contactor of switch B,, and through switch 101 to ground. With this circuit it will be appreciated that one input terminal of motor 89 is always connected to the-positive battery terminal through terminal 221 and connector 192.

When switch 101 is momentarily closed to complete the initial energizing circuit for driving motor 89 in the forward direction, cam shaft 97 will be advanced in a clockwise direction as viewed from FIG. 2. Upon initial rotation of cam shaft 97 in a clockwise direction, the

' protrusion 113 of cam 104 disengages from and moves away from the spring leaf actuator 117 of switch 118. As a result, switch 118 will close upon the initial clockwise rotation of cam shaft 97 from its for hire, position towards its 3 oclock hired waiting time on position.

Closure of switch 118 provides a holding circuit for maintaining motor 89 energized to continue the rotation of cam shaft 97 towards its 3 oclock hired waiting time on position. This holding circuit may be traced from the positive terminal of the vehicles battery, through connector -192 through terminal 221, through the movable contactor of switch A,, through fixed contact 320, through the motor windings, through fixed contact 321, through the movable contactor of switch A,, through diode 263 and through switch 118 to ground at 257.

Closure of switch 118 alsocompletes the ground side of the energizing circuit for the relay RLB. This energizing circuit may be traced from the positive terminal of the vehicles battery through connector 192, through terminal 221, through fuse 203, through the relay operating winding 258, through diode 260, and through switch 118 to ground. Energization of relay RLB therefore occurs upon the initial rotation of cam shaft 97 from its for hire position.

As a result of energizing relay RLB, the movable contactors of switches B, and B, will be transferred to the dashed line positions in FIG. 8. The movable contactor of 'B, will open the fixed contact 323 to interrupt or open the initial energizing motor circuit through push button switch 101.

At this stage, therefore, switch 101 may be opened, and motor 89 will remain energized through switch 118. As long as switch 118 remains closed, motor 89 will be energized to rotate cam shaft 97 in a clockwise direction as viewed from FIG. 2.

When cam shaft 97 reaches its 3 oclock hired waiting time on position the protrusion 114 of cam 104 engages the switch actuator 117 to open switch 118. Motor 89 will therefore be deenergized to stop rotation of cam shaft 97 at its 3 oclock hired waiting time on position.

Because of relay RLB, motor 89 will be deenergized by the opening of switch 118 to stop cam shaft 97 at its 3 oclock position even though the driver does not release switch 101 and, instead, holds it closed.

If the driver holds switch 101 closed, relay RLB will not be deenergized upon the opening of switch 118 when cam shaft 97 reaches its 3 oclock hired waiting time on position. Instead, relay RLB will remain energized through switch B, and switch 101. This relay energizing circuit may be traced from the positive terminal of the vehicles battery, through conductor 213, through connector 192, through conductor 213', through terminal 221, through the relay operating winding 258, through the fixed contact 330 of switch 8,, through the movable contactor of switch B, and through switch 101 to ground.

By holding relay RLB energized in this manner, the movable contactor of switch B, will be disengaged from contact 323, thereby preventing the continued energization of motor 89 through switch 101 after switch 118 opens. Thus, in order to continue the clockwise advancement of cam shaft 97 from its 3 oclock hired position it is first necessary to release switch 101 and thereby deenergize relay RLB.

When switch 118 is opened by cam 104 at the 3 oclock hired waiting time on position of cam shaft 97 relay RLB will be deenergized if the driver has released switch 101 to its opened position.

It it is desired to advance cam shaft 97 from its 3 oclock hired-waitingtirne on position to its 6 oclock hired waiting time off position, switch 101, after being opened, is again selectively momentarily closed to complete the previously described'initial energizing circuit through switches A,, A A and B,. This initial energization of motor 89 through switch 101 will again advance cam shaft 97 in a clockwise direction as viewed from FIG. 2.

The initial clockwise rotation of cam Shaft 97 from its 3 oclock hired position towards its 6 oclock hired waiting time off position moves cam protrusion 114 out of engagement with the switch actuator 117. As a result, switch 118 will again close to complete the previously described holding circuit for maintaining motor 89 energized through switches A, A-,. In addition, the closing of switch 118 will again energize relay RLB to thereby transfer the movable contactors of switches B, and B to their illustrated dashed line positions in FIG. 8.

Thus, the movable contactor of switch B, will again open contact 323 to interrupt or open the initial motor energizing circuit that was established through the closure of switch 101. Switch 101 may now be released to its open position without causing deenergization of the motor 89, and motor 89 will remain energized through switch 118 to continue the rotation of cam shaft 97 towards its 6 oclock "hired waiting time off position.

When cam shaft 97 reaches its 6 oclock hired waiting time off" position, cam protrusion 115 engages the switch actuator 117 to open switch 118. Motor 89 will therefore be deenergized to stop rotation of cam shaft 97 at its 6 oclock hired waiting time off position. In addition, the opening of switch 1 18 will deenergize relay RLB if switch 101 is open, thus transferring the movable contactors of switches B, and B to their illustrated full line positions in FIG. 8.

From the foregoing it will be appreciated that switch 118 is open whenever any one of the cam protrusions 113, 114, or 115 engages the actuator 117 of switch 118. Thus, whenever cam shaft 97 is at any one of its three operative positions (namely its for hire position, its 3 oclock hired-waiting time on position, and

its 6 oclock hired-waiting time off position) switch 118 will be open. For all other positions of cam shaft 97, switch 118 will be closed. The ohmic value of resistor 229 is made small enough so that it acts as a brake for motor 89 when power is removed from the motor to assure that cam shaft 97 does not overrun any of its for-hire or hired positions.

At the 6 oclock hired-waiting time off position of cam shaft 97, cam 121 will be in such a position that the follower on the actuator 126 of switch 127 seats in the low part (surface 123) of cam 121. As a result, switch 127 will close when cam shaft 97 is rotated to its 6 oclock hired waiting time off position. For all other positions of cam shaft 97, switch 127 will be open. More specifically, when cam shaft 97 is in its for hire position the follower on switch actuator 126 engages protrusion 124 to thus hold switch 127 open. Switch 127 will remain open as long as the follower on switch actuator 126 engages the high part or surface 122 of cam 121.

By closing switch 127 at the 6 oclock position of cam shaft 97, the circuit is conditioned to energize motor 89 with reverse polarity by momentarily closing switch 102. Therefore, if it is desired to rotate cam shaft 97 in a counterclockwise direction (as viewed from FIG. 2) back to its 3 oclock hired-waiting time on position, the driver momentarily closes switch 102 to complete a circuit for energizing the relay operating winding 188. This relay energizing circuit may be traced from the positive terminal of the vehicles battery, through conductor 213, through connector 192, through conductor 213', through terminal 221, through operating winding 188, through switch B through switch 127, and through switch 102 to ground. Energization of relay operating winding 188 transfers the movable contactors of switches A A and A to the dashed line positions shown in FIG. 8.

By transferring the movable contactors of switches A and A to the dashed line positions shown in FIG. 8, the energizing circuit for reversely rotating motor 189 is completed and may be traced from the positive terminal of the vehicles battery, through conductor 213, through connector 192, through conductor 213', through terminal221, through the movable contactor of switch A,, through the fixed contact.326 of switch A through the motor windings, through the fixed contact 327 of switch A through the movable contactor of switch A through the movable contactor of switch A;,, through the fixed contact 283 of switch A through the fixed contact 328 of switch B through the movable contactor of switch B through switch 127, and through switch 102 to ground. With these circuit connections it will be appreciated that switch A the windings of motor 89, switch A switch A switch B switch 127, and switch 102 are in series between the positive battery terminal and ground.

Motor 89 will therefore be energized in a reverse direction to rotate cam shaft 97 in a counterclockwise direction as viewed from FIG. 2.

The initial rotation of cam shaft 97 in a counterclockwise direction from its 6 oclock hired waiting time off position causes the protrusion 115 of cam 104 to move out of engagement with the actuator 117 of switch 118. As a result, switch 118 will close upon the initial counterclockwise rotation of cam shaft 97 from its 6 oclock position.

Closure of switch 118 will again complete a holding circuit for maintaining motor 89 energized so that switch 102 may be released to its open position without causing deenergization of the motor. This motor holding circuit may be traced from the positive terminal of the vehicles battery, through conductor 213, through connector 192, through conductor 213. through terminal 221, through the movable contacts of switch A,, through fixed contact 326, through the windings of motor 89, through fixed contact 327, through the movable contactor of switch A through diode 263, and through switch 118 to ground.

Closure of switch 118 energizes relay RLB as previously described. As a result, the movable contactors of switches B and B will be transferred to the dashed line positions shown in FIG. 8.

Transfer of the movable contactor of switch B to the dashed line position shown in FIG. 8 interrupts or opens the initial circuit that was established through the closure-of switch 102 for energizing relay operating winding 188. Relay operating winding 188, however, will now be maintained energized through switches A and 118. This relay holding circuit may be traced from the positive battery terminal, through conductor 213, through connector 192, through conductor 213', through terminal 221, through relay operating winding 188, through fixed contact 283, through the movable contactor of switch A through diode 263, and through switch 118 to ground. Thus, motor 89 will continue to be energized for rotating cam shaft 97 in a counterclockwise direction as viewed from FIG. 2.

Switch 127 will open shortly after relay RLB is energized and upon initial counterclockwise rotation of cam 121 with cam shaft 97. Motor 89 will continue to rotate cam shaft 97 in the counterclockwise direction as viewed from FIG. 2 until cam shaft 97 reaches its 3 oclock hired waiting time on position.

When cam shaft 97 is returned to its 3 oclock position, cam protrusion 114 engages the follower on the switch actuator 117 of switch 118. As a result, switch 118 will open to deenergize motor 189 and to thereby stop rotation of cam shaft 97 at its 3 oclock hired waiting time on position. At this stage, motor 89 cannot again be reversely energized to rotate cam shaft 97 in a counterclockwise dirction because switch 127 is now open.

Furthermore, a circuit for energizing motor 89 cannot be completed through switch 102 as long as relay RLB remains energized.

Because of the operation of switch 127, motor 89 can be reversely energized by closing switch 102 only when cam shaft 97 is in its 6 oclock hired waiting time off" position. When cam shaft 97 is in its 3 oclock hired waiting time on position switch 127 will be open, thereby preventing the completion of a circuit for energizing either relay RLA or motor 189. Also, switch 127 will be .open in the for hire position of cam shaft 97 to thereby prevent a circuit from being completed through switch 102 for energizing either motor 89 or relay RLA. Thus, for all positions of cam shaft 97 except its above-mentioned 6 oclock position closure of switch 102 will not result in energization of motor 89.

If it is desired to return cam shaft 97 to its for hire" position when the cam shaft is in its 3 oclock hired waiting time on position, it is necessary for the driver to first advance cam shaft 97 clockwise (as viewed from FIG. 2) by momentarily selectively closing switch 101 and then to advance cam shaft 97 clockwise from 19 its 6 oclock position to its home or for hire position by again momentarily closing switch 101.'

The initial momentary closure of switch 101 energizes motor 89 for rotation in a forward direction to cause cam shaft 97 to be rotated clockwise to its 6 oclock hired waiting time off position as previously described. When cam shaft 97 reaches this 6 oclock position motor 89 will be deenergized even though the driver holds switch 101 closed for the reasons previously mentioned.

Upon reaching the 6 oclock hired waiting time off position the driver then must momentarily re-close switch 101 to again energize motor 89 for rotation in a forward direction. Cam shaft 97 will again rotate clockwise as viewed from FIG. 2. The initial clockwise advancement of cam shaft 97 causes cam protrusion 115 to move away from the follower on switch actuator 117. As a result, switch 118 will close upon initial clockwise rotation of cam shaft 97 from its 6 oclock hired waiting time off" position. Closure of switch 118 completes the previously described holding circuit for maintaining motor 89 energized in its forward direction. Closure of switch 118 also energizes relay RLB, thereby transferring the movable contactors of switches B, and B to the dashed line positions shown in FIG. 8. Shortly after relay RLB is energized, switch 127 will open because of the engagement of cam surface 122 with the follower on switch actuation 126.

When cam shaft 97 reaches its home or for hire position, cam protrusion 113 will again engage the follower of switch actuation 117 thereby opening switch 118. By opening switch 118, motor 189 will be deenergized to stop cam shaft 97 at its for hire position. Also, the opening of switch 118 deenergizes relay RLB.

Diode 260 prevents motor current from bypassing switch 118 if switch 101 is held-closed. Diodes 263a and 263b,-which are respectively in parallel with relay windings 188 and 258, are are suppressors to provide contact protection for the inductive energyin windings I88 and 258.

As shown in FIG. 8, the cam operated switch 111 has a set of normally closed contacts 246 and 247 and a set of normally open contacts 232 and 233. When cam shaft 97 is in its home or for hire position, the movable contactor of switch 111 engages cam surface 106. The movable contactor of switch 111 will therefore be in its illustrated position to close contacts 246 and 247. In this position the normally open contacts 232 and 233 are open. When cam shaft 97 is either in its abovementioned 3 k.992E52 ]..QL aahqys;msn .i sq6 oclock positiomthe movable contactor of switch 111 engages cam surface 167. The movable contactor of switch 111 will therefore be transferred to close the normally open contacts 232 and 233 and to open normally closed contacts 246 and 247.

Still referring to FIG. 8, contact 246 is connected directly to terminal 223. Contact 247 is connected to terminal 224 and also through a telltale light 249 to ground at 22. Thus, when the vehicle ignition switch is turned on and when cam shaft 97 is in its for hire" position, the roof top for hire light of the taxicab and light 249 will be illuminated.

The circuit for illuminating light 249 may be traced from the vehicles battery through the vehicle s ignition switch, through conductor 215, through connector 192, through conductor 215', through switch 111, and

through light 249 to ground. The circuit for energizing the roof top for hire light may be traced from the vehicles battery, through the vehicles ignition switch through conductor 215, through connector 192, through conductor 215, through switch 111, through conductor 217', through connector 192, through conductor 217, through the roof top for hire light to ground.

As shown in FIG. 8, contact 232 is connected directly to terminal 221 so that a 12 volt potential is always applied to contact 232 with respect to ground.

When the movable contactor of switch 111 is transferred to its alternate position to open the circuit between contacts '246 and 247, light 249 and the taxicabs roof top light will be extinguished.

Contact 233 is connected through a diode 267 and through a fuse 277 to corresponding terminals of indicator panel lamps 272. The ground side terminals of lamps 272 are connected to ground at 273. Lamps 272 are connected in parallel between ground and fuse 27 7. Thus, each lamp, fuse 277 and diode 267 are connected in series between ground and contact switch,

In addition, terminal 222 is connected through a further diode 268 and through fuse 277 to the positive potential terminals of lamps 272. Thus, each lamp 272, fuse 277 and diode 267 are connected in series between ground and terminal 222 to provide the energizing circuit for illuminating lamps 272 by operation of the vehicles headlight switch. One terminal of fuse 277 is connected to the positive potential terminals of lamps 272 and the other terminal of fuse 277 is connected to the cathodes of diodes 267 and 268. I From the foregoing it will be appreciated that lamps 272 may be illuminated either by closing the vehicle headlight switch (which illuminates the unshown headlights of the vehicle) or by actuating switch 111 to close contacts 232 and 233. One circuit for illuminating lamps 272 may be traced from the vehicles battery, through the vehicles headlight switch, through conductor 314, through connector 192, through conductor 214', through terminal 222, through diode 268, through fuse 277 and through lamps 272 to ground.

When the movable contactor of switch 111 is transferred to its alternate position to close the circuitbetween contacts 232 and 233, lamps 272 will be illuminated through the circuit that may be traced from the positive terminal of the vehicles battery, through con ductor 231, through connector 192, through conductor 213', through terminal 221, through contact 232, through the movable contactor of switch 111, through contact 233, through diode 267, through fuse 277 and through lamps 272 to ground. Even though the vehicles head-light switch is open, lamps 272 will therefore be illuminated whenever cam shaft 97 is in either its above-mentioned 3 oclock position or its abovementioned 6 oclock position to thereby provide a signal that the taxicab is hired.

From the foregoing it will be appreciated that the vehicle headlight switch and switch 111 are in parallel between the vehicles battery and the lamps 272 so that actuation of either will illuminate lamps 272.

Diode 267 prevents energization of solenoid and a clock 243 by the current that is supplied through diode 268 when the vehicle headlight switch is closed.

As shown in FIG. 8, switch contact 233 is also connected throughfuse 235 to the movable contactor of switch 149 and to the input of clock 243. More specifically, one terminal of fuse 235 is connected to contact 233 and also to the anode of diode 267. The other terminal of fuse 235 is connected to the movable contactor of switch 149 and to the input of clock 243.

The output of clock 243 is connected to the windings 243 of clock drive motor 156 as shown. Clock 243 may be any suitable, conventional power supply circuit for driving motor 156 at a substantially constant, preselected speed. For example, clock 243 may comprise a suitable oscillator for generating a square wave having pulses of constant, pre-selected frequency. Clock 243 is connected between contact 233 and ground so that when contacts 232 and 233 are closed a positive potential will be applied to the circuit of clock 243 to thereby energize the clock circuit. Energization of the circuit of clock 243 energizes motor 156.

From the circuit thus far described, it will be appreciated that the circuit of clock 243 and hence motor 156 will be deenergized when cam shaft 97 is in its home or for hire position because contacts 232 and 233 will be open in this position of the cam shaft. When cam shaft 97 is rotated to either its previously mentioned 3 oclock position or to its previously mentioned 6 oclock position, the movable contactor of switch 111 will be transferred to close the circuit between contacts 232 and 233, thereby completing a circuit to energize clock 243.

Thus, motor 156 will be energized when cam shaft 97 is in either its previously mentioned 3 oclock position or its previously mentioned 6 oclock position. Motor 156 will be deenergized when cam shaft 97 is in its home or for hire position.

The circuit for energizing clock 243 may be traced from the positive terminal of the vehicles battery, through conductor 213, through connector 192, through conductor 213, through terminal 221, through contact 232, through the movable contactor of switch 111, through contact 233, through fuse 235, and through clock 243 to ground.

Although the movable contactor of switch 149 close contact 240 and the movable contactor of switch 178 closes contact 274 when the meter is in its for hire mode, solenoid 175 will not be energized because contacts 232 and 233 are open. When cam shaft 97 is advanced to its 3 oclock hired-waitingtime on position, switch ll l willbe actuated to close contacts 232 and 233, but the energizing circuit for solenoid 175 still will not be completed because advancement of cam shaft 97 to its above-mentioned 3 oclock position transfers the movable contactor of switch 149 so that it opens contact 240.

In order to energize solenoid 175, the movable contactors of switches 149 and 178 must be in the positions illustrated in FIG. 8 and the movable contactor of switch 111 must be transferred to close the circuit between contacts 232 and 233. As previously mentioned, switch 111 is actuated by cam 104 to close contacts 232 and 233 only when the cam shaft 97 is advanced to either its above-mentioned 3 oclock position or its above-mentioned 6 oclock position. When cam shaft 97 is in its 3 oclock position the movable contactor of switch 149 will be transferred to close contact 237 and to open contact 240. When cam shaft 97 is transferred to its above-mentioned 6 oclock position, the movable contactor of switch 149 is transferred back to its illustrated position to close contact 240. The movable contactor of switch 178 will remain in contact with contact 274 as long as it engages the high part or the major diameter cam surface of cam 169 to thereby indicatethat free waiting time" is still available.

From the foregoing it will be appreciated that solenoid can only be energized when cam shaft 97 is in its above-mentioned 6 oclock position and when free waiting time" is still available. Therefore, the clock drive can only be drive connected to shaft 168 when cam shaft 97 is in its above-mentioned 6 oclock position and when free waiting time is still available.

The circuit for energizing solenoid 175 may be traced from the positive terminal of the vehicles battery, through conductor 213, through connector 192, through conductor 213', through terminal 221, through contact 232, through the movable contactor of switch 111, through contact 233, through fuse 235, through the movable contactor of switch 149, through contact 240, through the movable contactor of switch 178, through contact274, through switch 172, and through solenoid 175 to ground. Switch 172, as previously explained, will be closed when clock shear 146 is in the position shown in FIG. 2. Clock shear 146 will be in this illustrated position when solenoid 175 is deenergized.

Energization of solenoid 175 swings clock shear 146 in a counterclockwise direction as viewed from FIG. 2 to thereby open switch 172. Solenoid 175, however, will be maintained energized through resistor 183 which was originally shunted by contacts 172 when they were closed. Contacts 172 shunt resistor 183 to initially apply a relatively high voltage to energize solenoid 175.

From the foregoing solenoid enrgizing circuit it will be appreciated that solenoid 175 will be deenergized when the timed rotation of shaft 168 has moved cam 169 to a position where the cam flat is opposite the switch actuator 181, thereby indicating that the total available free waiting time" has been dispensed for a particular fare. As a result, the movable contactor of switch 178 will open contact 274 and will close contact 274'. Solenoid 175 will consequently be deenergized as previously explained.

if cam' shaft 97 is rotated back to its abovementioned 3 oclock position before all of the free waiting time" is dispensed, the movable contactor of switch 149 will open contact 240 and will close contact 237. This switch operation will also deenergize solenoid 175. If free waiting time" is still available and if cam shaft 97 is advanced from its 6 oclock position to its ham'e'br "for hire position, switch 111, under the action of cam 104, will open contacts 232 and 233 to thereby deenergize solenoid 175.

Deenergization of solenoid 175 releases clock shear 146 to re-establish the clock drive as previously described if cam shaft 97 is in its 3 oclock, hired position.

When cam shaft 97 is in its above-mentioned 6 oclock position, light 239 will be illuminated through a circuit that may be traced from the positive terminal of the vehicles battery, through conductor 213, through connector 192, through conductor 213, through terminal 221, through switch 111, and through the filament of the light to ground. If all of the free waiting time is dispensed and cam shaft 97 is still in its 6 oclock position, light 239 will be illuminated through switch 111, through the movable contactor of switch 149, through contact 240, through the movable contactor of switch 178, through contact 274 and through the filament of the light to ground. When solenoid 175 is energized, lights 186 and 186 will be energized through switches 111, 149 and 178. i

In operation of the meter thus far described it will be appreciated that when cam shaft 97 is in its for hire" position, the roof top for hire light and the for hire panel light 249 will be illuminated when the ignition switch of the vehicle isturned on. In the for hire mode of the meter, a cam and a lever assembly (not shown), which is fixed to drum 45 and which is fully described in the previously identified U.S. Pat. No. 2,596,164, operates to position the for hire shutter 250 to its uppermost position to cover the fare register as shown in FIG. 1. With cam shaft 97 in its for hire position, motors 89 and 156 and solenoid 175 will be deenergized.

When the driver accepts a passenger, he momentarily closes push button switch 101 to effect the advancement of cam shaft 97 to its 3 oclock hired waiting time on" position. As a result, the for hire shutter 250 will be released by drum 45 for downward movement to expose the fare register drums, mode" drum 45, and the extras drum 46, which are viewable through windows 43 (See FIG. 4). In addition, switch 111 will be actuated to open contacts 246 and 247 and to close contacts 232 and 233. Thus, the roof top for hire light and the for hire panel light 249 will be extinguished. Now, however, the time on metal panel light 249 will be illuminated through switches 111 and 149.

Upon advancement of cam shaft 97 to its 3 oclock position, the time drive motor 156 will be energized as previously explained. In addition, the cam shaft mechanism control cams, namely, the cam control mileage cam assembly 135, stop cam 136 which controls the fare registering lever assembly, the transfer pinion frame actuating disc 137, the stop finger operating cam 138, the trips counter stop cam 139 which controls the trips counter tariff drum drive gear 141, the trips counter stop cam 143 which controls the trips counter operating lever 144, the cam controlling combined clock stop finger and clock shear cam assembly 145 which controls clock shear 146, and the heart cam 148 will be positioned to effect registering operation of the meter mechanism as fully described in the previously identified U.S. Pat. No. 2,596,164. As a result, the meter willbe fully conditioned in its 3 oclock operation position to effect both mileage and clock timed driving of the meter drive shaft assembly 32.

If, in the course of proceeding to the passengers destination, traffic or other conditions are encountered that require the driver to stop the taxicab, the driver may permit the meter to continue running by leaving the meter in its 3 oclock hired-waiting time on mode. Under these conditions, the clock or time drive motor 156 willadvance fare register 250a as previously explained. a

Alternatively, the driver may elect to dispense free wating time by momentarily closing switch 101 to effect the advancement of cam shaft 97 to its abovementioned 6 oclock position. In this operating mode of the meter, the fare register 250a will not be advanced by the clock drive motor 156, and no additional fare will be registered by the fare drums as long as the vehicle is not moving. As a result, the passenger will not be charged with additional fare until the driver momentar ily closes switch 102 to effectuate the return of cam shaft 97 to its above-mentioned 3 o'clock position or until the total available free waiting time" period is consumed to cause deenergization of solenoid 175.

Upon advancing cam shaft 97 from its abovementioned 3 oclock position to its above-mentioned 6 oclock position to dispense available free waiting time, the time on meter panel light 239 will be extinguished, the time off" roof top light 186 will be illuminated, the time off panel signal light 186 will be illuminated, and solenoid 175 will be energized.

Energization of solenoid 175 retracts armature 174, thus causing the clock drive gear and shear shaft assembly 29 See FIG. 2) to swing counterclockwise beyond its FIG. 2 position to disengage gears 164 and 165 and to engage gear 159 with the free waiting time drive gear 167. This counterclockwise rotation of the clock shear 146 will open switch 172, and solenoid will remain energized through resistor 183.

From the foregoing it will be appreciated that the normal clock drive gear train to the meter drive shaft assembly 32 is disrupted and that the clock drive will advance movement of the free waiting time shaft 168 and its associated switch-operating cam 169 counterclockwise as seen from FIG. 7. This rotation of shaft 168 and cam 169 continues as long as solenoid 175 remains energized. In the 6 oclock position of cam shaft 97 the mileage gear and lever mechanism 73 is still drivingly coupled to the meter drive shaft assembly 32 to effect mileage drive of drive shaft assembly 32 should the driver initiate movement of the taxicab without disrupting the driving connection of the clock motor to the free waiting time shaft 168.

In proper usage of the meter, the driver terminates the dispensing of the free waiting time by selectively momentarily closing push button switch 102 when the traffic or other conditions permit him to continue towards the passengers destination. As previously explained, momentary closure of switch 102 effectuates the return of cam shaft 97 to its 3 oclock hiredwaiting time on-. position to thereby restore normal meter operation. Any uncomsumed time in the total available fre. waiting period will consequently be reserved.

With cam shaft 97 back at its 3 oclock hiredwaiting time on" position, normal operation of the meter is resumed to provide time responsive, as well as mileage responsive, fare registration by fare register 250a.

Upon the return of cam shaft 97 to its abovementioned 3 oclock position, the assembly of shaft 168 and switch-operating cam 169 is held in the position to which it was advanced at the time that push button switch 102 was momentarily closed because the engagement of the spring biased anti-back-up pawl P with the teeth of gear 167 (See FIG. 5) arrests reverse rotation of shaft 168 by return spring 167 (See FIG. 2).

From the foregoing it will be appreciated that driver actuation of push button switch 101 to effect advancement of cam shaft 97 to its above-mentioned 6 oclock position can repeatedly be effected to dispense free waiting time in selected time increments until the preset 2 minute maximum, which is allowed by the timed I rotation of shaft 168, is used up. Thus, the driver may optionally dispense free waiting time at one or more

Patent Citations
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Referenced by
Citing PatentFiling datePublication dateApplicantTitle
US4001777 *Jun 21, 1974Jan 4, 1977Elmore AlexanderTaximeter protection system
US4217484 *Jan 25, 1978Aug 12, 1980Gerst William JTaximeter
US4336522 *Oct 15, 1979Jun 22, 1982Graham Kenneth GVehicle seat-occupancy recorder
US4389563 *Oct 6, 1980Jun 21, 1983Ricard Claude FTaximeter system for avoiding operator fraud in the computation and display of trip fares
US4547781 *Apr 25, 1983Oct 15, 1985Carolyn GelhornDevice for recording distances traveled on personal and business use
US4574189 *May 23, 1985Mar 4, 1986Kienzle Apparate GmbhTaximeter assembly
US5629856 *Jan 18, 1995May 13, 1997Ricard; ClaudeProcess and device for avoiding fraud on a taxi equipped with a taximeter or on a truck equipped with a chronotachograph
US5706199 *Jul 17, 1995Jan 6, 1998Cummins Engine Company, Inc.System for controlling engine speed in response to detection of vehicle speed signal tampering
US5952739 *Apr 24, 1998Sep 14, 1999Eaton CorporationRemotely operated meter disconnect switch
US20120303533 *May 26, 2011Nov 29, 2012Michael Collins PinkusSystem and method for securing, distributing and enforcing for-hire vehicle operating parameters
EP0027425A1 *Oct 3, 1980Apr 22, 1981Claude RicardMethod and apparatus to prevent tampering with the price indicated by the luminous display of an electronic taximeter and taximeter provided with such an apparatus
Classifications
U.S. Classification235/30.00R, 235/30.00A
International ClassificationG07B13/00
Cooperative ClassificationG07B13/00
European ClassificationG07B13/00
Legal Events
DateCodeEventDescription
Jun 12, 1989ASAssignment
Owner name: M&FC HOLDING COMPANY, INC., A DE. CORP.
Free format text: ASSIGNMENT OF ASSIGNORS INTEREST.;ASSIGNOR:ROCKWELL INTERNATIONAL CORPORATION, A DE. CORP.;REEL/FRAME:005156/0851
Effective date: 19890310