US3763983A

US3763983A - Ticket issuing and collection systems

Info

Publication number: US3763983A
Application number: US00236582A
Authority: US
Inventors: A James
Original assignee: National Research Development Corp UK
Current assignee: National Research Development Corp UK
Priority date: 1972-03-21
Filing date: 1972-03-21
Publication date: 1973-10-09
Anticipated expiration: 1990-10-09

Abstract

A ticket system for public transport vehicles based on the use of tickets which require to be of a predetermined length when presented for checking as the passenger leaves the vehicle, this length being determined on issue of the ticket by mechanism which allows for the issue point in relation to the complete journey and also in accordance with the fare paid: thus all tickets checked at any particular point should be of the same length irrespective of their several issue points, and any short ticket indicates short payment.

Description

Oct. 9, 1973 TICKET ISSUING AND COLLECTION 194/4 R 194/4 B 194/4 F Ellner et a].

11/1953 DuPont 10/1965 Heller, Jr.

11/1966 Lester et al. 7/1968 n O n U S d e H mm m w mm B F. m ho AC S M m E T m s C Y m S l l 5 [73] Assignee: National Research Development Primary Exammer-J. M. Meister Cm'porafion London England Attorney-Cushman, Darby & Cushman Mar. 21, 1972 [2]] Appl. No.: 236,582

[22] Filed:

Related us. Application Data [63] Continuation of Ser.

ABSTRACT No. 14, Jan. 2, 1970,

abandoned.

A ticket system for public transport vehicles based on the use of tickets which require to be of a predetermined length when presented for checking as the passenger leaves the vehicle, this length being determined on issue of the ticket by mechanism which allows for the issue point in relation to the complete journey and also in accordance with the fare paid: thus all tickets checked at any particular point should be-of the same length irrespective of their several issue points, and any short ticket indicates short payment.

References Cited UNITED STATES PATENTS 2,783,865 Cleave 194/4 R 14 Claims, 11 Drawing Figures PATENTED [JET 9 73 PATENTEU 9 1973 "UT ii UY 3 20 Fig.

AQ /o TICKET ISSUING AND COLLECTION SYSTEMS This application is a continuation of application Ser. No. 14, filed .Ian. 2, 1970, now abandoned.

This invention relates to ticket issuing and collecting systems for Public Transport vehicles.

The objects of the invention are to provide novel systems and related apparatus for use therewith which are adapted (but not exclusively) for use on so-called one-man vehicles or conductor-less vehicles, e.g. omnibuses, which will minimise delays at ingress and egress doors, and control or prevent passengers freely leaving the vehicle after riding in excess of the fare paid distance. The invention is based on the use of so-called logical fare structure where each stage travelled by the passenger (or part stage) incurs unit fare payment.

In accordance with a broad'aspect of the invention, a ticket or token system for use in connection with a transport vehicle comprises a ticket having a significant portion of a length corresponding to the formula a x b x where a is the number of stages travelled by the vehicle before the ticket is issued and b is the number of units or stages of travel paid for.

Also in accorance with the invention, apparatus for issuing tickets or tokens comprises means for delivering tickets having a significant portion of a length dimension corresponding to the formula x b x where a is the number of stages travelled by the vehicle before the ticket is issued and b is the number of units or stages of travel paid for.

Further in accordance with the invention, apparatus for accepting or rejecting tickets or tokens comprises means for comparing the significant length dimension of a ticketwith a standard determined by number of stages travelled by the vehicle at the point of comparison and for accepting tickets equal to or greater than that length, and rejecting others.

The significant length may be the whole of the ticket so that tickets issued at different stages of the journey for a journey to the terminus will be of different lengths.

Alternatively, the tickets may be of standard and invariable length, and have for example a notch or slot cut into the ticket so that the distance between that notch or slot and the end of the ticket comprises the significant length, in which case it may be necessary to provide the said end with a recognisable marking such as another slot or notch; again the tickets may be assymetrical about a longitudinal line, and the notch or the like placed at different positions along one or other side to the same effect.

Instead of using notches or slots to mark one end of the significant portion,the whole ticket length, over the significant portion, may be marked, e.g. with ink, or magnetic ink.

Preferably the whole of the ticket is significant and the formula is n a x b x where n is a constant, and this enables x to be reduced to a small dimension proportional to the sensitivity of a switch or like to be 0perated by the ticket itself. The invention therefore contemplates the use of relatively rigid tickets, as compared with the very thin paper used e.g. in some conventional ticket printing machines, although a light weight thin section extruded thermoplastic synthetic resin especially one adapted to be folded to Vee section may well be suitable. The addition of n gives a minimum length convenient for handling e.g. of one inch, for a minimum journey effective from the beginning of the vehicle journey, and because 1: may be small, e.g. one millimetre or one-sixteenth part of an inch, the maximum ticket length, e.g. for a journey of sixteen stages will still be less than two inches.

Further details of the invention will be apparent from the following description describedwith reference to the accompanying diagrammatic drawings, wherein:

FIG. 1 shows one ticket;

FIG. 2 shows another ticket; both the tickets of FIGS. 1 and 2 being issued by an apparatus according to one embodiment of the invention;

FIGS. 3 and 4 show modified tickets useful in other emboidments referred to hereinafter;

FIG. 5 is a perspective view of part of one embodiment of ticket issuing apparatus;

FIG. 6 is an enlarged fragmentary view in the direction of arrow 6, FIG.5;

FIG; 7 is an end elevation of the parts shown in FIG. 6;

FIG. 8 shows, in enlarged perspective view, another part of the apparatus of FIG. 5;

FIG. 9 is an elevation and FIG.10 an end elevation of an alternative apparatus, showing part only; and

FIG. 11 is a diagrammatic view of a ticket collecting and measuring apparatus.

The system now described is based on use of tickets of predetermined but variable length. The total length of any ticket will be n a x b x. The basic length of a ticket= n which may be any convenient short length, for example one inch. This is increased by two factors. Firstly, the factor a represents the issuing stage number. Thus if a ticket is issued at the commencement of the journey, between stages 0 and 1, the first factor is zero. If issued at or after stage 1 and before stage2, the value of a l and so on. For example a ticket issued at stage 10 will result in a 10. The value ofx may be any convenient small dimension, as will be better understood from a reading of the later parts of the specification, but may be e.g. l/l6 inch.

The value of factor b depends upon the number of stages paid for. Thus, if the logical fare structure is 6d (or any like momentary unit) per stage, then 6d buys a one stage journey, and b 1. If five shillings is paid (being ten of said momentary units), b =10 (that is ten sixpenny stages) and so on.

Hence, using the values quoted, a sixpenny ticket bought at stage 0 will have a length of n +ax+ bx= 1 inch 0.l/16+ 1.1/16 l/l6 inch=l 1/16 inch Equally, atwo shilling ticket bought at stage 3 will have a length of: n+ax+bx= l inch+3.1/l6+4.l/16= l inch+3/16 4/l6 1 7/16 inch The ticket FIG. 1 and 2 comprises a length of an extruded plastics flat ribbon 10 with longitudinal groove 11 to allow the ribbon to be folded into a Vee to give relative rigidity. The required degree of stiffness and rigidity will be better understood from a reading of the later parts of this specification. FIG. 1 shows a ticket for 1 stage bought between stages 0 and 1. FIG. 2 shows a ticket issued after stage 4, for a three stage journey.

Turning now to FIG. 5, the issuing mechanism incudes wound spools or magazines of the ticket material, which is fed in the flat condition, in direction of arrow 14 between spring 15 loaded drive rolls 16 which are geared together at 18. The rolls are driven by a motor 17 not shown in FIGS, which may be constantly 1 inch 0 driven, or started when the apparatus is brought into use by operating a push button or inserting coins (as later described).

On the output side of the rolls is a forming guide comprising complementary Vee

members

19, 20 which form the ticket into like shape and support it.

The guide terminates at a cutter mechanism 22, see FIG. 6, including a guillotine 24, driven via double lever 26, pivoted at 28, and with a follower 30 at its opposite end engaged with a cam 32. At rest, the guillotine closes the guide and the ticket material end abuts the guillotine blade. Beyond the guillotine, in the same direction 14, is a skeleton guide having parallel lateral members 36, and a movable stop 38. The spacing of stop 38 from the guillotine is equal to the n -l a x b x formula for the next ticket to be issued.

Cam 32 is driven from motor 40 via worm gear 42, and the shaft 44 carrying the cam also carries a second cam 46 operative on a lever system 48 which includes plunger 50 displaceable between the double lever 26 (and guided thereby) and terminating between the guides 36.

In operation, the motor is started by the button operation (as described hereinafter) and the cam 44 causes the

levers

26 and 48 to pivot (with the aid of spring means not shown) to allow the ticket material to feed forward, along guide 36, until it hits the stop 38. As the lever 26 reaches one extreme position, a micro switch 54 is hit, and this stops the motor 40. Stop 38 incorporates a further microswitch which restarts the motor to return the lever 26, and cut the ticket by the guillotine 24, and in this part of the shaft movement the second cam 46 causes plunger 50 to be displaced downwards into the Vee of the ticket so as to collapse it and displace it through the guide 36 to fall down a delivery chute 37 (not shown in F165). The lever system actuates a further micro-switch 56 at this point to stop the motor. The ticket material forming part of the store roll or magazine then terminates at the guillotine so that the cycle is complete and ready for repeat.

The position of stop, 38 is adjustable towards and away from the guillotine (never approaching nearer than the dimension n). The adjustment is effected by two control systems. Firstly, a sub-assembly including stop 38 is movable (FIG.8) by a lead screw 60 under the control of motor or rotary solenoid 62 operated by a so-called driversbutton" 64, which is operated at.

each stage point, and fires the single revolution motor or solenoid to advance the complete sub-assembly frame 68 one increment x away from the guillotine. Thus at stage the frame is at position zero, and stage 1 is advanced to 1x from position zero, and so on. Signal lights may show the frame position for ease of reference.

The frame carries a solenoids set, electrically connected to a coin selector and rejection mechanism which may be of any desired complexity. The arrangement shown is on the assumption that coins of three different values may be used, namely a one unit (6d), half unit 3d) or one sixth unit (1d). Obviously the system would be simplified if the arrangement were to use coins of a single value only, but equally the values could be unit and multiples of one unit, as will be clear from the following description.

Three solenoids are employed, indicated by

references

70, 71, 72 and all are alike. Each is connected to a different coin path switch, so that the passage of 6d pieces along one path fires solenoid 3dpieces along another path fire solenoid 71, and 1d pieces fire solenoid 72. Each solenoid armature is connected via a lever and pawl system 74, to turn pinion 75 and shaft 76 (in the case of the first solenoid) and a gear 77 of e.g. 60 teeth meshes with a first rack 78. In the solenoid stroke the pinion and gear are turned through a fixed angle, say 36, and hence the rack 78 is displaced by 6 teeth. A locking pawl 80 holds the pinion in the fired position, whilst the lever system is spring or otherwise returned, so that a succession of like coins will fire the solenoid repeatedly and advance the rack by like increments on each occasion.

The rack 78 is fast with a sub-frame 82 on which the second solenoid is mounted. Hence, coin operated movement of the first solenoid displaces the second solenoid, and as the system is repeated, likewise displaces the third solenoid and rack 88. The difference between the three parts of the system is that the gear 89 operated by the second solenoid 71 has half the number of teeth and hence displaces its rack by 3 tooth increments when solenoid 71 is fired, and solenoid 72 operates gear 90 with a further reduced number of teeth (e.g. 10 teeth) so that its rack (88) is displaced in one tooth increments.

In this arrangement, six rack teeth equal one stage increment, that is the factor x in the formula n a x b x.

Rack 88 carries a further pinion 90 which runs on rack 92 (which is fixed on the frame 68) and on rack 94 (which is displaceable). Hence the two

racks

88 and 94 are moved in accordance with the sum of the coins fed, through distances which are respectively b x and 2 b x.

Considering now the logical fare structure frequently employed in this country, children usually travel at half fare, so that a ticket for a four stage journey requires the stop 38 to be moved for 41: in return for a payment of two momentary units (one shilling). The movement of rack 94 provides this.

Rack 94 carries a first stop 38a which is pivoted for slight movement, and carries a pawl 98 which, when the stop is pivoted by the ticket end impacting the same, moves the pawl into engagement with locking rack 99 which is fixed relative to the whole apparatus, so as to lock that stop 38a and prevent the same being displaced. Behind the stop is the micro-switch previously referred to, which causes lever operation and ticket cutting and ejection.

It will be appreciated that stop 38a moves under coin operation at twice the speed of a second stop 38b carried by rack 88. Stop 38b is located normally out of the path of the ticket material so as to allow unimpeded feed of the ticket material up to stop 380. Stop 38b is pivoted for movement into said path by solenoid 100 and is provided with a pawl for locking rack operation exactly as stop 38a.

The apparatus incorporates a selector mechanism,

FIG. 8, conveniently housing the coin-freed mechanism with

coin slots

102, 103, 104 and push buttons marked free, child" and adult." Operation is to insert the coins and press the appropriate button. If adult is pressed, solenoid 100 is operated, and the ticket is measured to stop 38b and cut to that length. If child is pressed, solenoid 100 does not operate and stop 380 controls the length. If free" is pressed, and no coins inserted, the ticket reaches the first erected stop (38b) but without any solenoid caused frame and stop movement, and the ticket is measured to n a x. Thiskgives a measure of the boarding point only. Should free be pressed and money inserted, the result is the same as if adult is pressed.

Operation of the lever 26 or micro switch 56, terminates the cutting and ejection cycle, also operates lever 105, FIG.8, which releases all of the pawls 70, and frees the pinions and gears for free wheel return motion. Spring 106 then retracts the two sub-frames and closes the three. solenoids togetherjto the start position, ad

similarly at the commencement of a fresh cycle these pawls arere-engaged.

In order to distinguish between half fare and full'fare tickets, a notching device 110, FIGS. 5-7-is employed. Operation of the child" button operates solenoid 112, which displaces an abutment 114 between a stopl16 on the guillotine and a cutter 118, so that the cutter is displaced when the ticket is cut, to form a notch therein. If the child button is not pressed, the cutter is inoperative.

Instead of using series located and arranged solenoids as in FIG. 8, the arrangements of FIGSJ9 and 10 can be used for example. Inthis arrangement, a solenoid 200 angularly turns shaft 202 carrying angularly located and spaced stops204, so that different ones of the stops in turn are erected into the pattern of the ticket 10 from feed rolls 16.

The vehicle driver may select a control position as each stage is reached, by pressing a button, turning a knob orother means, so that the firststop is moved into the path of the material at the first stage, the secondat the second stage, and so on. When coins are accepted, further stops are moved according to the value of the coins. Thus at the third journey stage, the third'stop is erected by the driver's control, and a one and sixpenny payment (using the value suggested hereinbefore) erects the sixth stop. Movement of any one stop cancels the previously erected one, i.e. takes it beyond the operative position.

Solenoid 20 may be moved by the driversselector or other means, and at the otherend of the shaftis a further stepwise turning mechanism moved by the coin acceptance mechanism. For a journey of say eleven stages, ten stops may be provided (because the minitively the cams may operate followers to project as.

aforesaid. The turning mechanism may be rotary solenoids, and another solenoid or motor may return the shaft and cams to the start position aftereach ticket issuing operation, i.e. to the drivers selector switch operated position, or to a zero position at which the drivers selector switch re-sets the shaft to the stage position.

Hence, by suitable and preferably simple electrical or mechanical arrangements, insertion of the coinsresults in setting of the stops, feed of the material up to the selected stop, and the feed rolls or drive then slips on or relative to the material (and hence there is a relationship between stiffness of the material and the frictional grip of feed rolls on the material or the equivalent, for example by providing a torque limiter clutch in the feed roll drive, although alternatively guidemeans may hold the material strip in a straight or flat position), and then the guillotine operates. The ticketlengthsthus severed may be fed, or fall by gravity, to the collection point which may'include issue rolls used, when the ticket is pulled therethrough, to reset the apparatus, or alternatively re-setting may follow guillotine operation automatically. Also ticket extraction may control ingress to t the vehicle.

If the intending passenger pays a fare in excess of the maximum, e.g. boarding at the penultimate stage, a fare for four stages is paid, several possibilities exist: the fare may be rejected, due to a coupling between the coin acceptance mechanism and the drivers selector switch; the excess may be refunded in an automatic change issuing mechanism; or as the simplest possibility in both of the above described with reference to the drawings embodiments, the coins may be accepted and aticket issued. If thecam mechanism in FIGS. 9 and 10 is entirely rotational, it might be possible for the cams to turnbeyond the position in which a maximum length ticketis issued, and therefore if the simplest possibility is followed, a stop may be included to prevent themechanism turning beyond the maximum length position in any one coin-operated actuation, although this does not apply to FIGS. 5 8. a

If desired the severed length, i.e. the ticket may be impressed with some legend by associated punches, eg the legends ticket issued before stage and stages of journeypaid for may be punched or printed on the ticket, and numbers added as the final step before issue, corresponding to the setting of the apparatus.

FIG.3 shows a symmetrical ticket in which the total length is constant, and theposition of a notch 220 is fixed by the stage increment and fare paid measuring system, havinga significant length m from a recognisable end of the ticket.

FIG. 4 shows an assymetrical ticket in which the distance from pointp to the notch (q or v) either along one'side (q) or both (v) gives the: significant length.

At the'exit or doorway, a further apparatus is located and preferably a barrier, turnstile, or (if one is provided at the ingress door) a further barrier or turnstile to control exit. This further apparatus comprises a cup, chute,

or other means for collectingan inserted ticket, aligning the same with powered feed rolls, and for feeding thetickettherethrough. Associated with the feed rolls is a switch adapted to release the turnstile or barrier to allow the passenger to exit from the vehicle.

The switch ispositionedat a predetermined and variable distance from the feed rolls and this distance is equal to n a x. Thus when the vehicle is between stages 0 and 1, the distance (set to the next stage number) is equal to:

n+ l. X+l 1.1/16= 1 H16 inches.

The said distance is the dimension between the nip point and the-switch in its displaced or operated condition, andifx l/l6, the switch must be adapted to operated in a distance of displacement less than Ill 6 inch. Amicro switch is suitable. However, the feed rolls may imparta velocity to the ticket, which may allow the switch to be displaced and operated after the ticket has left the issue rolls, but for reasons which will be apparent from the next following paragraphs, this is only length, and the switch distance is set appropriately, for example at 1 15/32 inches from the roll nip. The ticket length of 1% inch will be possessed for example by passengers loading at stage who have paid 8 units (n 0 x 8 x 1 inch 0 inch k inch) or for example at stage who have paid 3 units (n 5 x 3 x 1 inch 5/16 13/16 1% inch) and so on. These tickets, fed into the appartus will be supported by their trailing l/32 inch portion as they contact the switch, and due to the sensitivity of the switch the latter will be operated as the tickets emerge from the rolls.

lf the passenger has paid excess fare at this point, e.g. has paid for four stages but decides to alight after only one or less than four, a greater portion of the ticket will trail through the roll nip, and the ticket will still operate the switch.

After switch operation the ticket falls or is conveyed to a collection bin, sack or the like, so that the material can be re-processed (and thermoplastics are therefore particularly convenient from this aspect) and more particularly so that a passenger cannot recover the ticket for subsequent use on another journey.

If however the ticket is not of sufficient length, e.g. is for a 3-stage journey and is used for 4 stages, then the ticket will be (at stage 8 or after stage 7) only 1 7/16 inch long instead of 1% inch and when the last l/32 inch of ticket is in the nip the leading end will be l/l6 inch short of the switch and then will be ineffective to operate the switch when discharged from the nip, and the barrier or turnstile will remain locked. The passenger cannot exit from the vehicle.

At this juncture, several possibilities exist depending upon the degree of sophistication required.

Preferably the ticket is collected, and transferred to a short-payment mechanism including a measuring device which measures the ticket length and shortpayment amount, and sets a further mechanism so that insertion of appropriate coins into a device operates another release mechanism at the barrier or turnstile.

The distance of switch from rolls may be varied by a solenoid or other device operated with the drivers selector switch or like, and at the same time a far stop on the measuring device in the short-payment mechanism may be set, by means similar to those used in the ticket issuing apparatus. A second stop may be spring loaded into abutment with the ticket end to hold the ticket between the two stops, and the near stop position relative to a zero position may trigger one of a series of micro switches to set the coin acceptance mechanism at the required level. For example, if two units of payment are short, the ticket will be 56 inch short, and the near stop will step to position 2 and the associated micro switch sets the coin mechanism to accept one shilling or the equivalent and then release the barrier. The ticket then joins the accepted tickets or is otherwise collected.

If desired, the ticket may be conveyed in the issue or collection apparatus by any convenient means including blanket conveyors such as adjacent pairs of bands running in endless loops, with the ticket trapped therebetween, and this may for example guide the ticket between the feed rolls and the operating switch. Alternatively or additionally pivotal guide means may direct the ticket first to the switch and then along acceptance or reject channels according to whether the switch is operated or not. These means may enable relatively flimsy ribbon like tickets to be employed.

The feed rolls of the ticket collecting apparatus are preferably of small diameter, and two pairs may be adjacent, and arranged so that the second pair tend to deflect the ticket, for example by driving one roll only of that pair. This may result in the ticket being fed to the switch and subsequently deflected along an acceptance path, or if the trailing end of the ticket leaves the first pair of rolls before the ticket abuts the switch, the deflection may take the ticket along another path for rejection.

Alternatively in a simpler arrangement, ticket rejection actuates an indicator or alarmand the driver may open a trap, remove the ticket manually, measure the ticket on a scale, and collect and accept payment before releasing the barrier or like.

One presently preferred embodiment of collecting apparatus is shown in FIG. 10. This includes a guide 300, feed rolls 302, and a rotary member 304 with abutment 306. The ticket is fed in, causes the member 304 to move angularly, whilst the ticket is trapped between the member and a guide 308. When the trailing end of the ticket leaves the rolls, angular movement ceases. The rotary member carries a series of regularly spaced signalling devices e.g. magnetic pads 310, and a starting point of the apparatus includes like spaced switches 312, at a slightly greater spacing. The result is based on the Vernier effect, as will be hereinafter explained.

Associated with the drivers position is a panel of lights (for example) including in one column, lights 314, one of which is illuminated in accordance with the drivers stage position. Thus at stage 3 for example, light 314? is lit. 1n the other column 316, lights are lit according to which of the switches 312 are actuated by the close proximity of a magnet 310.

Assuming that a ticket of correct length is inserted, the third switch 312 and magnet 310 will align and a light 316 will be illuminated and also switch 312 and magnet 310 will align and light 316. As two side-byside lamps are lit and a third one directly next to those two, the driver knows that the fare is correct and may operate a release mechanism in a turnstile.

If however the ticket is short-paid by one

penny lamps

316 and 316 will be illuminated,so that the driver will known the amount of fare to be paid, and can recover this before releasing the passenger. If two pennies short,

lamps

316 and 316 will light, showing a gap of two lamps, and again the amount short is known.

If the shortage amounts to one unit (6 pence),

lamps

316 and 316 will light. If one unit plus one penny short, 316 and 316 will light, and so-on.

Operation of the passenger release mechanism, e.g. turnstile, also swings guide 308 away, e.g. axially of the member 304, and the ticket falls, due in part to its resilience tending to straighten it, into collection box 320.

Whilst the foregoing description is based on use of the n a x b x ticket length, it may be possible in small number stage journeys to use d x b x i.e. eliminate n. This is largely a matter of convenient ticket length. A one inch ticket may be the smallest convenient length for manipulation by gloved fingers or the arthritic for example, and more than a two inch length may be cumbersome, and entain delay unless feed rolls run at high speed. However for a two stage journey, x may be one inch and a ticket ofa x b x will be satisfactory. Usually in urban passenger transport, journeys of -15 stages are common.

Although the invention has been described with reference to a system and apparatus useful for a one-man omnibus, in which the crew consists of the driver only, the invention may be applied using apparatus for ticket issue installed at turnstiles controlling exit to vehicles from stationary buildings and the like, with the collection apaparatus at the vehicle exitdoor. lt may also find application on urban (for example) railway lines, when issuing and collection apparatus may be provided at the stations without any modification to the vehicles. The apparatus could also be used for controlling charges proportional to time instead of fare stages, with the length measuring varied by clocks.

Although reference is made to various coins and to multiples of sixpence, it will be appreciated that the same mechanisms are useful with either the forthcoming decimal coinage in Great Britain or with other monetary systems, on the same principles.

l claim: 1. A ticket issuing apparatus for a plural interval event, said apparatus including:

ticket supply means; means for registering the number of intervals, 0,

elapsed prior to the issuance of each ticket;

means for registering the number of succeeding intervals, b, a consumer purchasing a ticket wishes to pay for; and

means responsive to said registering means for providing a ticket from said ticket supply means having a significant portion of a detectable length corresponding to the formula ax bx n, where x is a constant unit of length and n is a constant for the event.

2. The apparatus of claim 1 wherein the ticket supply means includes means for supplying ticket material in lengths at least as long as the longest significant portions of tickets to be issued; and said ticket providing means including ticket material length responsive means for severing the ticket material into each ticket.

3. The apparatus of claim 2 wherein the length responsive means is constructed and arranged to sense against a lateral edge of the ticket material.

4. The apparatus of claim 2 wherein the length responsive means includes stop means for intercepting the leading end of the ticket material to facilitate severance of the ticket material into each ticket, and wherein the ticket material supplying means includes means for intermittently advancing the ticket material into leading end contact with said stop means.

5. The apparatus of claim 4 wherein the length responsive means includes signalling means responsive to both said registering means and operatively connected to at least one of said severing means and said stop means for changing the relative distance between the severing means andthe stop means to establish the length of each ticket being issued.

6. The apparatus of claim 5 wherein the signalling means includes a first signalling means for establishing the length of the ax fragment of the significant portion of all tickets being issued as of a particular location in the pluraltiy of intervals of the event and a second signalling means for establishing the length of the bx fragment of the significant portion of each ticket being issued.

7. A ticket system for use in connection with a transport vehicle, comprising:

means for feeding a supply of ticket strip material;

means associable with, an entrance of the transport vehicle for metering from the supply fed by said feeding means a strip of ticket having a significant portion of a length corresponding to the formula ax bx where a is the number of stages travelled by the vehicle before the ticket-is issued and b is the number of units or stages of travel paid for, and x is a unit length of said significant portion equating to one stage of travel. 8. The ticket system of claim 7 further comprising: a stop positionable to intercept the forward end of ticket strip material being fed by said feeding means;

means for severing a strip of ticket from the supply fed by said feeding means after the forward end of the ticket strip material has engaged said stop;

means for relatively moving the stop and severing means toward and away from one another by increments of x;

means for providing a signal that a travel stage has been completed; means for providing a signal relating to the amount of fare which has been tendered for the issuance of a strip of ticket for b stages of travel;

first and second control means for changing the relative distance between said stop and said severing means to control the length of the strip of ticket issued by =said system;

said first control means being responsive to said signal indicating a travelstage has been completed, said first control means being operable upon completion of each stage of a transit vehicle run to cumulatively add a length x to the distance between said stop and said severing means upon completion of each stage of travel and to change the relative distance between the stop and the severing means to an ax 0 disposition upon completion of all the stagesof a transit vehicle run;

said second control means being responsive to said signal relative to the amount of fare which has been tendered for the issuance of a strip of ticket for b stages of travel, to normally non-cumulatively add a lengthof bx to the distance between said stop and said severing means before each ticket strip ,issuance.

9. The ticket system of claim 8 including a half-fare compensating device including: means for instructing said second control means that a strip of ticket is to be issued to a half-fare paying passenger rather than to a full-fare paying passenger; and :said second control means being responsive to said signal relating to the amount of half-fare which has been tendered for the issuance of a strip of ticket for b stages of travel, and when said instructing means has instructed said second control means as aforesaid, to non-cumulatively add a length of bx to the distance between said stop and said severing means before the respective half-fare ticket strip issuance.

nation, to provide a proportionate portion of the magnitude of said signal.

11. The ticket system of claim including a plurality of racks respectively associated in a cascade with said plurality of solenoids, the one of said stop and said severing means to be moved to provide said relative movement between said stop and said severing means being operatively engaged for consequent movement by the terminal rack in said cascade, the firing of each solenoid advancing the respective rack and all racks between the respective rack to and including the terminal rack to provide said proportionate portion of magnitude of said signal.

12. The ticket system of claim 9 wherein the half-fare compensating device further includes punch means for selectively marking ticket strips being issued to provide a sensible distinction between those ticket strips being issued upon a tendering of full fare and those ticket strips being issued upon a tendering of half-fare.

13. The ticket system of claim 8 further comprising means associated with said severing means for bending each ticket strip about to be issued about the longitudinal axis thereof to V-shape, in transverse cross-section.

14. The ticket system of claim 12 further including a pair of longitudinally extending bars extending from adjacent said severing means towards said stop, said bars being insufficiently far apart to permit the pasasge therebetween, as bent by said bending means, of each ticket strip severed by said severing means; and plunger means disposed transversely adjacent the space between said pair of bars and adapted, when actuated, to plunge between said bars to further bend each ticket strip supported thereon, to issue the respective ticket strip to a passenger.

i ii UNITED STATES PATENT OFFICE CERTIFICATEOF CORRECTION 1 Potent 1N0. 9,763,983 ated October 9, 1973 Inventofls Pilec i I i -iaaar rii aa cha ar ria ara in tfielaboveidentified patent i and that said Letters Patent az fe hereby corrected as shown below:

Add tothe headingi [30] Foreign Application Priority Data Jan! 11, 196 9 a Great Britain l7 83/69 octqz z', 1969 Great Britain 51703/69 Signed and sealed this 15th day of October 19 7 (SEAL) Attest:

. MCCOY M. GIBSON JR. c. MARSHALL 9mm 7 A-ttesti ng, Officer Commissioner of Patents r'omn Po-wso uo-ss) USCOMM-DC 60316-969 us. aovnuugm rguuma mun nu O-lfl-Jh e 'tifiI rE STATES PATENT OFFICE CERTIFICATE. OF CORRECTION Pam: N5. 3 ,763,9 3 befed O o 9, 1973 Inveneor(s) P. JAMES It isveereified t zl lat: errof in the above-i l e i itified-patent and that seid Letters Patentare hereby eorrected as shown below:

In the claims, claim 36, line 1, change "'35" Signed and sealed this 9th day of July l 9'7 p.

(SE L) was e e e 'Mccoi MwIBSON; JR. V e c. MARSHALLDANN Attesting Officer Commissioner of Patents

Claims

1. A ticket issuing apparatus for a plural interval event, said apparatus including: ticket supply means; means for registering the number of intervals, a, elapsed prior to the issuance of each ticket; means for registering the number of succeeding intervals, b, a consumer purchasing a ticket wishes to pay for; and means responsive to said registering means for providing a ticket from said ticket supply means having a significant portion of a detectable length corresponding to the formula ax + bx + n, where x is a constant unit of length and n is a constant for the event.

5. The apparatus of claim 4 wherein the length responsive means includes signalling means responsive to both said registering means and operatively connected to at least one of said severing means and said stop means for changing the relative distance between the severing means and the stop means to establish the length of each ticket being issued.

7. A ticket system for use in connection with a transport vehicle, comprising: means for feeding a supply of ticket strip material; means associable with an entrance of the transport vehicle for metering from the supply fed by said feeding means a strip of ticket having a significant portion of a length corresponding to the formula ax + bx where a is the number of stages travelled by the vehicle before the ticket is issued and b is the number of units or stages of travel paid for, and x is a unit length of said significant portion equating to one stage of travel.

8. The ticket system of claim 7 further comprising: a stop positionable to intercept the forward end of ticket strip material being fed by said feeding means; means for severing a strip of ticket from the supply fed by said feeding means after the forward end of the ticket strip material has engaged said stop; means for relatively moving the stop and severing means toward and away from one another by increments of x; means for providing a signal that a travel stage has been completed; means for providing a signal relating to the amount of fare which has been tendered for the issuance of a strip of ticket for b stages of travel; first and second control means for changing the relative distance between said stop and said severing means to control the length of the strip of ticket issued by said system; said first control means being responsive to said signal indicating a travel stage has been completed, said first control means being operable upon completion of each stage of a transit vehicle run to cumulatively add a length x to the distance between said stop and said severing means upon completion of each stage of travel and to change the relative distance between the stop and the severing means to an ax o disposition upon completion of all the stages of a transit vehicle run; said second control means being responsive to said signal relating to the amount of fare which has been tendered for the issuance of a strip of ticket for b stages of travel, to normally non-cumulatively add a length of bx to the distance between said stop and said severing means before each ticket strip issuance.

9. The ticket system of claim 8 including a half-fare compensating device including: means for instructing said second control means that a strip of ticket is to be issued to a half-fare paying passenger rather than to a full-fare paying passenger; and said second control means being responsive to said signal relating to the amount of half-fare which has been tendered for the issuance of a strip of ticket for b stages of trAvel, and when said instructing means has instructed said second control means as aforesaid, to non-cumulatively add a length of bx to the distance between said stop and said severing means before the respective half-fare ticket strip issuance.

10. The ticket system of claim 9 wherein said means for providing a signal relating to the amount of fare which has been tendered comprises: a coin selector mechanism for accepting a plurality of denominations of coins; and a plurality of solenoids each responsive, by firing, to the acceptance of a coin of one respective denomination, to provide a proportionate portion of the magnitude of said signal.

11. The ticket system of claim 10 including a plurality of racks respectively associated in a cascade with said plurality of solenoids, the one of said stop and said severing means to be moved to provide said relative movement between said stop and said severing means being operatively engaged for consequent movement by the terminal rack in said cascade, the firing of each solenoid advancing the respective rack and all racks between the respective rack to and including the terminal rack to provide said proportionate portion of magnitude of said signal.