US1046808A - Controlling device. - Google Patents

Description

M. KUHN & R. NETTBR. GONTRULLING DEVICE.

v.PPLIGATION H'LED AUG. ze, 1911.

- Patented Dec, 10, w12.

1,046,808p v l l M. I-{UHN & R. NBTTER.

CONTROLLING DEVICE.

APPLICATION FILED AUG. ze, 1911.

Patented Dec. 10,1912.

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GONTROLLING DEVICE. APPLAIGATION FILED maze. 1911.

Patented Dec. 10, 1912.

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GONTROLLING DEVICE.y APPLICATION FILED AUG. 26', 191.1. 4 I l 4 v PatentedDec.l 10 1912.

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GONTRQLLING DEVICE.

APPLICATION .FILED AUG. 26, 1911.

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M. KUHN & R. NBTTER.

CONTROLLING DEVICE. APPLIGATION, FILED AUG. 2e, 1911.

'Patented Dec. 10,1912.

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M. KUHN & R. NETTER.

CUNTROLLING DEVICE.

APPLICATION HLED 11111.26, 1911.

Patented Dee. 10,1912.,

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GONTROLLING DEVICE.

APPLICATION FILED AUG.26,1911.

Patented Dec. 10, 1912.

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M. KUHN & R. NETTER. GONTROLLING DEVGE.

APPLIoATIoN FILED AUG. ze, 1911. y

Patented Dec. 1Q, 1912.

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M. KUHN fp-R. NETTBR.

GONTROLLING'JDEVICE.

APPLIOATION'HLBD AUG. 26, 1911.

Patented Dee. 10,1912, 15 SHEETS-SHEET 14.

, Patented Dec. 10, 1912.

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GONTROLLING DEVICE. l

APPLICATION FILED AUG. 26, 1911.

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" 'f'Mx-KiHNfAND RAPIILAL Nn'r'rnn, 0F NEW. YoRK, N. Y.;fsAID NEzr'fr'ER Assreivon rro SAID KUHN. Y

To all whmn 'it 'may concern:

` Be it known that We, MAX KUHN, a citizen of the.'Unlted States, and RAPHAL Narren, a citizen of the Republic of France,

' both residing iii the' borough of Manhattan,

city, county, and'State ofqNew York, have invented new and useful Improvements in l vControlling; Devices, of which tliej. followponent items of charges for the use ofpub ing` is a full, clear, va'nd'exact specification, referencebei'ng had to the accompanying drawings, illustrating'such a controlling de- 'v-i'ce constructed according to. our invention Aand how the same is used'for control-. lingthe 'operations of apparatus for measuiting, indicating, and recording the conic vehicles, knownhs'taxicabs. --The object of our invention is topi-Ovid a controlling-device Vto be driven -by vthe same -gear driving the .driversA taxinieter,

' v but. measnriiig independently the distance ing, from which the charge for the use of- I the vvehicle may. be computed; and means for setting the device in action b -the pa's-'f enger taking any of the'l seats in .the veni'cle, and then maintaining it in action, un'- interruptedly, as long as the vehicle'is' used,

whether occupiedor not, and untillstoppskl.

The controlling' device, coiistii'icted according to our invention, comprises measuring and recording mechanisms, one for the distance traveled and one for.. the time or duration of stops, i. e. waiting time; mech-- anism foroperating the taximeter lockingl device, mechanism for setting the controlling 'device in action by mechanism operated by the passenger taking any one ofthe ,seats;'meclianism for startingthe time measuring and recordingmechanism, when :the vehicle is stopped, and stopping it again when the vehicleis started; mechanism for printingthe recorded distance and time; mechanism stopping theopcrating mecha- 'iiism of the controlling deviceandf'automatically returning its parts to their 'startlconnectionsinstalle -l therein; Fig. 2 isa `nections/ with the controlling device; Fig. 6 is an enlarged detail. sectional view showing CONTBOLLING DEVICE.

i points, and releasing the taximeter locking .device after. the' operation of printing the record is'perform'ed.

The device 1s shown in the accompanyingl drawings as in stalledin a motor driven've- Specification of Letters Patent. patented Dec. 10, 1912. Application led August 26, 121,1. vSerial No. 646,181. y l

hicle, s o-.called taxi-cab of the usual construction and equipped. with a. taxinieterB- for recording lthe distance traveled and. the time when the car is.'wai ting in the Iusual way when the indicatorag is. turned down by the driver. The device for locking the taxinieter in itsfrecording position iscombined with the taximeter and is `operatively coiin'eted with the 'mechanism of the-controlling device.,l

Irjthese. drawings- Figure 1 is a side 'elevation, partlysectional view-,of the taxi-cab, parts of the sid e "beinglbroken away to disclose' parts of vourv controlling device` and its horizontal, partly. sectional plan view thereof, showing the seats" and their connections with 'the controlling device; Fig.' 3 is an enlarged fvertical section, showing detail of a seat and-of it'sfconnections with the controlling de\ffice;' l1`ig .'4:4 isadetail plan view of the partsshown'inFig. {i-Fig'. 5 is atransverse vertical'section, on line 5 5, indicated in Fg.'2, showing 'the lrear seat audits contransmission gears connecting sectionsof the iiexiblc shaft; Fig.7 is an enlarged front view of the casing, inclosing the mechanisms of the lcontrollii'ig device, showing i the "fsiglitlapertures through which the numerals, indicating the distance traveled, are visible; also check delivery; the lever for printing the check, and the key for winding the clock mechanism on the sidcs; Fig. 8 is a reni-elevation ofthe interior ot the casing, showing.' the ariangcn'ent of the several ineclianisms; Figs.' 9'aiid 10. are vertical sec- I tional views on lines 9 tively indicated in Fig. 8:l1`lg. l1 isa rear elevation of the interior of thc casing, show- Fig. 11,;being shown in sidcelevation; Fig. 13 is an 'enlarged front' view, lpartly secdriven gear 80. is txedly mounted,v preferably between the type Wheels 78 and 79.

This driven gearSO-:meshes with its driving gear 81, mounted on'the driving shaft 73 and pinned thereto the pin passing through the spacing hubof, the gear. Thisgear S1 is the primary driving gear'l for the distance mechanism and is, accordingly, the only one fixed to the driving shaft 73. This driving 'ter-'mile wheel .one-step .at each revolution.

shaft 73 is intermittently rotated by the pawl 212 engaging thel ratchet wheel 82,v

inc uiited on one end of it, to move the quar- Vof theshaft. The unit-wheels lS3 and 845 are 'gears 'Gears 86 andl 88 are mutilated, the' fori'ner having` ten teeth and thelatterf but .thc hubs of'th'esc. gears interlocking radial teeth are formed to moveuthe two gears asa' unit when theiiiechanism isbeiiig positively driven, and to permit each of them to move The gears are maintained in engagement with each other by coil vspring359 mounted on the shaft and vbacked'by the adjacent one. and the gears 85 and 87 .are-of. equal size to drive the units Wheel'the'distance of one:- 'numeral for each revolution 'of'the'quarter- 'mile Wheel. The pailfcf tens wheels 89, 90.

similar in all respectsto therunit wheels, are secured 1n properly spaced" positions on they third sleeve 77. 'and `are drivei1"w1th"one;.

tenth of the velocity of "the unit Vwheels by. the gears- 91,992, 93 and 94. '.Gear 91,-

vmeshing with 92, is'se'cured on sleeve 76 and has but a single space 95 (see Fig. 14) Whose contacting face is slightly extended beyond the periphery of the gear, to secure its better and more extendedfengagement with the.-

teeth of its mate ,92, having only four' teeth formed thereon, these teeth 'engaging the single space of the gear91, whereby the latter 1s turned one-quarter'of a revolution for each complete revolution of the unitwheel.

,Gears 92v and 93 are loosel mounted on the driving-shaft 73, and ont 1e Vadjoining ends of their hubs` radial ,interlocking teeth 'are formed. operating similarly 4to tliose' of ftl ie gears S7 and 88. The gears are 4also yieldiugly held togetherby coil .spring 369.

Gear J1 secured on sleeve 77. meshes with 3 r gem- 9f'l. ille gears 93 and 94 nrc so nr- I i'ungud and pi'oportoneda's to drive thetens I sa wheels with mic-tenth the V'elieit-yof'tlie umtswvlieels, that is to say, when the unit ment, correspon wheel lias made ,one revolution, the .tens

vvheel, througli the rotation of the intetf` mediate gears 92 and 93, is rotated one-tenthof arevolution. The hundreds .wheels 96 ably spaced by spacinghub's formed upon them; they are similar to the tens Whee1s,.

and 97 are mounted on the shaft 7 0 and suitand to movel them at one-tenthkspeed of.'

' the latter, ifa., the tens Wheels,- the one space gear 9 8, mounted on' sleeve 77, meshes with the four-toothed gear 99, and the latter en; gages with the interlocking teeth formed .on

the gear 100 as hereafter described.v Both gears 99 and 100 are' loosely mounted on shaftv 73 and radial interlocking teeth are formed on the'adjoining sidesof their hubs. 'The gearsV are .yieldi'ngly pressed together bythe spring 369 as are the-gears already described. Gear 100 meshes with. the ear 101 mounte'd onshaft'70 and-,driving t e hun` dreds wheels. A'- smooth faced spacing Wheel 102 iszs'ecured-on' the end of sleeve 77 v'adjacent the Wheel 96 to make the spacing' 4of the' type Wheels symmetrical.

The mechanism, driving-the gears,- moving the diSta'mev measurin indicating, 'recording andprinting wh'ee s,-'isA actuated by the 'mechanism'shownin Figs. 8,11f15anddevised to give thedgears an intermittent', movedrivenffr'om `sha-ft `201 when the fmovable I clutch -jaw Meis engaged with the stationary clutch jawlf14. fixed' 4onthe end-of theflexif ble'shaft'lt' (seelFig, 8) driven by the gear, described farther on, preferably from the re- -volving- (front.)' fwheel of the cab. Shaft '203, vjournaled inthe partition 71 and in the siglewvallrof the casing, 4is driven from the 'cl'itchshaft-201 by the 'Worm gears 204-and 205 mountedl respectively on shafts 20 l and 203. Onl 'the latter shaft (203) is also ing-to that- 'ofthe running gear -ofth'efvehicle This v;niechanisin is 95 l mounted va cam Wheel206, .having a drop shoulder 207 vformed on its-face, .This cam contacts with the lug` 208 set in the end of arm '208, fixed to shaft 209, thereby rocking the shaft. AShaft 209, journaled in brackets -210-210, extendstlirough the partition 71. and the rocker arm 211 (see Fig. 15) is mounted,on its end, projecting into the middle portion of' thecasing; the pawl 212, loosely pivoted on the lower ond of arm 211,'

cngagcsthe ratchet wheel 82,'t`1xed Ito shaftl 73. The gears,- transmitting the motion- .from the front Wheell of the carto the `quarter mile -\vheels,..are so arranged that the `quarter milc'wiieels areadvanced a quarter of a turn for each quarter of a mile traveled by the' taxicab.

4rThe four number wheels 121 (seeflligiilfi), Y

showing the numberof miles .It ivele'd, through the sight apertures .6 9 of the. casi-ng.

have numbers and. fractions engraved on their'peripheries'and are arranged like the type wheels.l They have integ-rallv or lixedlyfformedtherewith the 'gears 124-, Vand ....v ...n. mr u .are-drlven at the same speeds as their corre- 4: noieoe are loosely mounted o"n a fixed shaft 122, having its ends secured in bracket 105 and partition 72, respectively. IVheels 121 are Y provided with suitable spacing hubs (or collars) 123V and their gears 124 are driven from the gears mounted on shaft 103 "through the gears 127, 128, 129, 132 and133,

mounted on a countershaft 125, whose one end is journaled in the bracket 105 and the other in the bearing12'6. The wheels 121 sponding type wheels and are therefore coupled with gear of equal size as the corresponding gear of the type wheels. The driving gears mountedon the countershaft 125 are likewise equalV lin size .t0 the corresponding gears on the driving shaft 73.

The driver for the fraction wheel is accordingly made in double shape and comprises the two gears 127 and 128 formed on the same hub. On account of the'described positioning of the wheels, it is necessary to form the drive for the unit wheels double. This comprises the gear 129 mounted on the countershaft 125 and the gear 130 'ixedly mounted on the extended hub 131 of the gear 129. The other two gears, 132 and 133,

are separate andare provided with suitable' spacing hubs or collars. Thus, the number wheels 121 are positively driven synchronously with the printing wheels and similarly driven in the reverseprd r, and are stopped at their zero reading by t` e stopping mech.-

with the three-way gear casing 1 (see Figs.`

anism acting on their corresponding printing wheels.

The driving. power transmission for the distance measuring'` indicating and recording of our controlling device is shown in Figs. 1 to 10 bothinclusive. .Figs 1 to 6 show the transmission as installed in parts of the car and Figs. 7 to 10 show its connection with the parts of the controlling de-A The front wheel D. of the car is the vice. primarysource of the driving power. A

gear casing E is preferably mounted in front' of the axle in such a way that it is free to move with the Steeragev movement -of the frontwheel, and in this casingl is secured the end of tube F for inclosing Athe flexible shaft G. Upon the end\ of shaft G is set, within the casing Era worm meshing with the gear (not shown) set on countershaft H. This shaftis driven byv the Wheel through the gears I and J, mounted respectively on the wheel D and the countershaft I-I. The gear Iis mounted in the Ausual way by attachment to the spokes or hub of the wheel D. Such a drive is usually 'employed for the drivers taximeter, lthe iexible shaft leading directly thereto. For the purposes of our invention, this shaft tube F connects 1 and 6) from which two other tubes 2 and 3 diverge. In these tubes the flexible shafts 4 and- 5, made' of the inner and outer wires 6 and 7, are housed. Beveled gears 8', 9 and 10 are'mounted upon theadjacent ends of the three .shafts 4, 5 and G, and are journaled in the gear casing 1. The gear 10, secured to the wheel driven flexible shaft G, is the driving gear and meshes with gear 9. to drive shaft, while the gear 9 meshes with gear 8 to drive thel shaft 4 with the same velocity. Tube3 leads to the drivers taXim. eter and is connected to the basethereofby the box 11. The iexible shaft 5 is connected to the mechanism in thedrivers taxiineter (not shown) and drives it, when the shaft 44- (see Fig.`35) is set, recording v by lowering the flag C in the position-shown in Afull lines. i connect with-the cboX' 12, projecting from the `base of thecasing 62 of our controlling device. The flexible. shaft'4, housed' therein,

terminates in a solid-'end piece 13 jointed to' the stem of the stationary clutch (see Fig. 8). Collar 16 set on the bottom of the casing '62, holds the jaw 14 and,` the flexible shaft 4 inv posi-tien. '.Thisjaw 14 and its movable mate 14*i"are provided with interlocking teeth 15 andconstitute. a clutch con- Tube' 2 is.` suitably bent to.

nect'ing-the flexible shaft 4 with the mecha- I i.

nisms of the controlling device.

The mechanism shifting the clutch jaw 14 in engagement with its mate 14 is actuated bythe mechanism .operatively connected withithe seats of the taxicab and acting upon the;j' `pul l-cord 17, housed in tubeA 18,

passenger taking aseat in the vehicle, and

is released again when the passenger leaves his seat- In the taxicab shown in the drawings, there* is a double seat K, arranged in position to be sat upon, and three folding seats I secured to its front wall M by hinges 21; two ot the seats being hinged to and cOnnecti-ngit'with the clutch operating j l mechanism within? the casing (see Figs. 8, 9 and 1.0).. .The end .of `tube 18 is suitablythe inner wall to drop into the inclosed part of the car and the third being hinged to the outside wall and dropping outside of the inclosed part next to, the driversseat. Each of the seats is equipped with mechanism for drawing the" pull-cord 17 the latter being divided into branches 27, one for each seat. Tube 18 is correspondingly divided into the three branches 29, supported and held m place by collar brackets 30 secured to the walls of the cab, each branch housingone of thebranches 27 of the pull-cord (see F ig. 3). The mechanism devisedfor the seat K, is shown in Figs. l, 2 and 5. The folding seais L are tunedup when not Occupied, to be out of the way and the mechanism for drawing the pull cord 17 is arranged to act when any of them is dropped and occupied. Upon one sideof each pair ofhinges on seais L a rearwardly projecting arm 22 is formed (see Fig.. 1, and for details Figs. 3 and 4), swinging with the seat and entering the correspondingly loeated'fslot N of the wall of the car. In the spacbetween the two walls, sliding plates 24, covering the slots N, are set to slide between guides 23, branches 2S) of the tube 18 limiting their downward motion, cross-pins 109facting as stops. Abutments 25, made integral with plates 24, project into the 'slots -N and are engaged by the arms 22, to raise the sliding' plates 24, when the seats L are dropped to be occupied bythe passenger. Lugs '28, projecting from the opposite faces of plates 24, connect each with one of the branches 27 of the pull-cord 17, and thus, as the plates 24 are moved up, by the dropping of the seat, the cord 17 is drawn Vto act upon the mechanism, setting the controllingdevice in action. It is advisable to counterbalance the drop seats L by springs or weights (not shown) or to provide means for holding` them when raised (out of the way) to prevent their dropping and drawing the pull-cord, when the car runs unoccupied by a passenger. It is, however, feasible to make. the spring `20 of sufficient strength to resist the weight of the drop seats L when none of them is occupied.

The rear sea-t K is of sul'licient length to acconnnodate two or more passengers and for this reason is designed and' provided with mechanism to draw the pull-cord, whicheif'er part'of it is occupied by a passenger. Seat K ismounted upon a pair of frame-shaped levers 31, having knife-edged pivotal pins (see Fig. 5) projecting from the sides thereof and resting within comparatively large apertures of brackets 33, secured to the rigid frame P. The' side members of the levers 31 converge, those of one lever forming a tongue 34, entering between the sides ofthe other lever. A knife-edged pivotal pin 35, set in the tongue 34, engages in bearings 36 in theends of the sides of the other lever. The frame-shaped levers 31 are supported 'by spring 39, housed in the tubular socket 40, set upon the floor brace Q; the end of tongue 34 being pivotally 'connected to rod 37 and a cross-pin 39, set

" ihtfein. bearing against the said spring.

Four wedge-shaped pins 43 are setr in thel sides of the franie-shape l levers 31, in posithe legs being on each end of the seat K,

which is thus yieldingly supported upon'this freely balancing lever frame, and so that the pressure of a. weight, placed upon it `anywhere, 'will act upon the tongue 34 of the balancing lever frame and thus through rod 37 and upon the spring -39. The other end ot' rod 37 is pivoted to the endy of the horizontal arm of bell crank lever 38, fulcrumed to the lower side of the ioor brace Q. The other, vertically depending "arm of .bell crank. 37 issuitably bifurcated and straddles the pull-cord tube. This arm engages the cross-pin 41, secured to the pull cord 17 and projecting through slots 41a made in the tube, wherein the pull cord is housed. iVhen the seat .K is oecupied--depressedwv cross-pin 41 is engaged `by the forked end.

drawn and acts on the clutch jaw shifting mechanism of the controlling device. Then the passenger leaves the seat, it is raised to its normal position again by the recoil of the spring 39, the, action of the lever 38 upon the pull-cordceases and the clutch jaw shifting mechanism of the controlling device is 'returned by the recoil of spring 20 to its inactive position. 'y

The mechanism for operating thecZutcz.-` From the foregoing description it will be understood that the distance measuring, recording, etc., mechanism is actuated from shaft'201, whose upper end is jurnaled in bracket 202 and Whose lower end is loosely set in a socket of the jaw 14. This shaft 201 is driven by th-e flexiblel 'shaft 4 from the front wheel of the taxicab, when the clutch jaw 14, secured to t-he flexible shaft 4, and its mate, th jaw 14?, are closed. Jaw 14, keyed to slideon the' shaft 201, is .raised from the yjaw 14 by the spring 246 (see Fig. 9) vhung on pin 2463, and having its other end connected to the extendedend of arm 235, and the bell crank 231 (see Fig. 10)

whose one arm is pivot-ally connected to the pull-cord V17, is held by the spring 2O in the position indicated in .dotted lines in Fig. 10.

l'n this position the bell crank 231 raises the arm 232, mounted o-n shaft 233, as also indi.- cated in dotted lines. in Fig. 10. The full lines show the component parts of the mechanism for operating the clutch and of mechanisms for starting and stopping `the drives' rof the distance and time measuring and recording devices in such relative positions as they are when the clutch jaw 14t is closed and the controlling device is in operation.

The mechanism, shifting the clutch jaw 14a in and out of engagement with the jaw 14 (see Figs. 9-12) is operated by the pullcord 17',- pivotally connected to the lower' arm of the bell-crank .231. set in the pull-cord tube 18,1estmg on plug tions to engage foar stunted legs 42, two of l 19 and having its upper end secured in the The spring 20,

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