US1744307A - Taximeter construction - Google Patents

Description

Jan. 21, 1930. .1. GLUCK TAXIMETER CONSTRUCTION Filed July 5, 1924 ll Sheets-Sheet 1 g'wuewlo'z Juli as Gluok,

Jan. 21, 1930. J. GLUCK TAXIMETER CONSTRUCTION 11 Sheets-Sheet 2 Filed July 3, 1924 b K a I c 4 6/ a Q a m m m mm 6 n 9 9 P- w 0 b J0 5 440 w m M gnve'nlo'a. Julius Glue-713,

m m a Jan. 21, 1930. J. GLUCK TAXIMETER CONSTRUCTION Filed July 5, 1924 ll Sheets-Sheet 3 XS PA! MLGE QslEzIEaIEi .752 5515m- 0. ILE

- Jan. 21, 1930. LucK 1,744,307

TAXIMETER CONS TRUCTION .Filed July 3, 1924 I ll Sheets-Sheet 4 Jan. 21, 1930. J. GLUCK TAXIMETER CONSTRUCTION 11 Sheets-Sheet 5 Filed July 5, 1524 Jan. 21, 1930. J. GLUCK 1344,30?

TAXIMETER CONS TRUCTION Filed July 5, 1924 11 Sheets-Sheet 6 FLAG IN VACANT Jan. 2!, 1930. J. GLUCK TAXIMETER CONSTRUCTION Filed July 5, 1924 ll Sheets-Sheet 7 gnvwfloz Juli as GZWE,

Jan. 21, 1936. .1. GLUCK TAXIMETER CONSTRUCTION Filed July 3, 1924 ll Sheets-Sheet 8 a W Mum Jan. 21, 1930. 4, Luc 1,744,307

TAXIMETER CONSTRUCTION Filed July 5, 1924 11 Sheets-Shei 9 gwovntoz ;9 agg Julius GllwE J. GLUCK s TAXIMETER CONSTRUCTION 11 Sheets- Sheet 10 Filed July 5, 1924 y I I gwuerildp Julius Jan. 21, 1930. J. GLUCK TAXIMETER CONSTRUCTION Filed July 5, 1924 Sheets-Sheet 11 Julius Glue/E,

Patented Jan. 21, 1930 UNITED STATES,

PATENT OFFICE JULIUS GL'UGK, OF PARIS, FRANCE, ASSIGNOR, BY MESNE ASSIGNMENTS, TO OHMER FARE REGISTER COMPANY, OF DAYTON, OHIO, A CORPORATION OF NEW YORK TAXIME'IER CONSTRUCTION 7 Application filed July 3, 1924. Serial No. 724,145.-

This invention relates to taximeters of the type used on cabs or other public vehicles for automatically registering the tariff to be collected from the passenger.

To that end the invention has generally in view a simple, compact and reliable construction involving a minimum number of parts and which is easy to manufacture and assemble; In that connection the invention contemplates a meter wherein the drive shaft is arranged to conveniently operate suitable.

counter devices and the cam shaft is divided into two sections which permits of arranging the different parts thereof at right angles to effect a maximum economy of space. Also it is proposed to provide a group of counters for registering the various data desired including what is known as a detector counter, namely, a device for determining the operation of the vehicle with the flag in an improper position.

In addition to the foregoing general object the invention contemplates a novel and practical form of flag lock which does away with the necessity of having a separate manually operated flag locking key or knob, the flag being automatically locked at the end of each complete cycle, and capable of being unlocked by a partial reverse movement at the beginning of the new cycle.

Another object is to provide a novel resetting mechanism for resetting the fare drums as well as the star wheel unit and to also hold the fare drums as well as the star wheel positively locked while the flag is in vacant position.

A further object of the invention is to provide novel and practical means for permitting the fare drums to be read from the top of the meter. That is to say, it is proposed to provide the fare drums with two series of digits spaced 90 apart, circumferentially of the drum, so that one set of numerals can be readily observed by locking at the face of the meter while the second set of figures can be observed from the top. This arrangement has the advantage of permitting the driver to observe the fare registered on the face of the meter while the meter itself is turned toward the occupant of t e vehicle,

A still further object of the invention is to provide a simple and practical differential gearing unit for driving the fare drums at one rate on the initial charge period and at a different rate after the initial charge period has expired. That is to say, in order that a passenger may be given the same value in walting time for the initial charge fee as he would be given for miles travelled on the initial charge period, it is necessary to provide differential gearing which is automatically operated to drive the fare drums at different rates during the initial charge period and subsequently.

A still further object of the invention is to provide a simple and practical extras drum operating mechanism.

With the above and other objects in view which will more readily appear as the nature of the invention is better understood, the same consists in the novel construction, combination and arrangement of parts hereinafter more fully described, illustrated and claimed.

A preferred and practical embodiment of the invention is shown in the accompanying drawings, in which Figure 1 is a front elevation of the meter.

Figure 2 is a rear elevation.

Figure 3 is an enlarged view of the meter mechanism with the front casing and the clock mechanism removed.

Figure 4 is a back View of the meter mechanism with the back plate removed.

Figure 5 is a top plan view of the construction shown in Fig. 4.

Fig. 5 is a detail View of the locking means for the drum transfer wheels.

Figure 6 is a side elevation looking at the left side of the meter shown in Figure 3.

Figure 7 is a side elevation of the opposite side of the meter looking at the right of the meter shown iii-Figure 3.

Figure 7 a is a detail view of the lever for locking the fare drums and the star wheel unit.

Figure Sis a horizontal sectional view more clearly illustrating the location and arrangement of the main driving shaft and the cam shafts.

' rate levers when the ag is up by full lines and indicating by dotted lines the position assumed when the flag is turned to a tariff position.

, Figure .12 isa view similar to Figure 11- illustrating the relative position of parts after the initial waiting time period has expired.

Figure 13 is an enlarged detail sectional View taken on the line 1313 of Figure 3.

Figure 14 is a detail view of the extras drum operating means.

Figure 1 1 is an enlarged detail view of the extras actuator shown in Figure 14.

Figure 15 is a View of the back of the meter illustrating the flag lockng mechanism, the position of the flag in fu line indicating the locked position, and the dotted lines indicating the movement necessary to release the back from its locked position.

Figure 15 is a detail vertical sectional view of the flag locking instrumentalit'ies and a portion of the back of the meter which supports the flag shaft.

Figures 16 and 17 are views similar to Figure 15 showing the relative position of the parts with the flag in an intermediate and substantially the complete position respectively, the latter indicating the position of parts just before the resetting of the lock.

Figure 16 is an enlarged detail view of the flag locking means.

Figure 18 is a top plan view of the modification which contemplates inspection openings in the top of the meter casing.

Figure 19 is a flat view of one of the 10 drum faces illustrating the spacing of the two sets of numerals to permit inspection of the" drum from the face as well as the top of the meter.

Figure 20 is a detail sectional view taken on the line 20 20 of Figure 18.

Figure 21 is a detail bottom plan View of the horizontal frame part showing the shifter lever for throwing out the initial rate lever.

Figure 22 is a detail view illustrating the detector mileage counter operating means.

Figure 22 is a detail viewshowing more clearly the detector counter controlling cam.

Figure 23 is a detail view of the extras counter operating means.

Figure 24 is a detail view of the trip counter operating means.

Figure 2-5 is a detail view of the total miles responding parts throughout the several figures of the drawings. I

As shown in Figures 1 and 2, the present taximeter includes in its organization a suitable back plate 1 and a casing or housing 2, having thereon a window 3 for receiving a suitable dial bearing theusual tariff indicia, the back and easing being connected in any suitable manner as by the fastenings 4. The said back plate 1 is also provided with a window 5 for exposing to view a plurality of counter dials which register respectively Trips, Ext as, Detector mileage, (meaning distance travelled with the flag in an improper position), Units meaning the number of times that the unit of charge has been registered), Paid mileage and Total mileage.

As will also be observed from Figure 2 the back of the meter is provided with a key 6 for winding the clock 6 an extras operating knob K; and the usual flag F for indicating the state of the meter and adapted to be manipulated by the chauffeur according to whether the vehicle is vacant or in use.

Referring first to the meter mechanism in general which is housed within the casing 2 it will be observed from Figure 3 that the said mechanism includes in its organization the opposite frame members or brackets 7 and 8 which are suitably connected in any desired and convenient manner, as for example, by the plate 9 and cross-bar 10 and back plate 11. Mounted in the upper part of the brackets 7 and 8 is a main supporting shaft 12 which is shown in dotted lines in Figures 3 and 5. This shaft carries the main fare drum unit A consisting of the initial or 10 drum A, the $1 drum A and the $10 drum A the extras drum B; the star wheel unit designated generally as C, and also the dual gear unit D of the differential timing unit. All of these various instrumentalities are loose and free on the shaft 12 which simply acts as a carrier or support therefor.

As usual the drums of the main fare unit A are intended to be operated by the movement of the vehicle or by the clock 6 when the vehicle is hired, and to that end the star wheel unit C may be connected with the road wheel of the vehicle through a novel clutch device C which is a part of a driving mechanism designated generally as M, or on the other hand the star wheel unit may be driven by the clock work through the medium of the clock driven gear G shown in dotted lines in Figures 3 and 8. The clock mechanism 6 is of the usual and ordinary type and lays in front of the gear G, but the same has been partially omitted from the drawing for the purpose of more clearly showing other features which are novel and important.

Driving mechanism for main fare drums Referring first to the means for driving the fare drums by the movement of the vehicle reference may be made to Figs. 3, 8, 9 and 10.

In Figure 3 the driving spindle 13 may be connected in any suitable manner with the usual reduction gearing and flexible cable to a wheel of the vehicle. This spindle 13 extends upwardly andat its intermediate portion is provided with a ratchet and pawl arrangement 14 for preventing backward movement, while the upper end thereof is provided with a worm 15 adapted to mesh with a Worm gear 16 journalled upon a main drive shaft 17 (see Figures 3, 9 and 10). This shaft is journalled in a bracket 18 carried by the frame part 9 (Fig. 8) and has at one end thereof a pinion 19 adapted to mesh with a larger pinion 20 carried by the frame part 9 and in turn meshing with a relatively long pinion 21 which is mounted on a fixed spindle 22 extending between the frame parts 9 and 9".

Pivoted to the frame part 9* as clearly shown in Figures 8, 9 and 10 is the clutch device C previously referred to, the same comprising a lever 23 pivoted as at 24 to the frame part 9 and placed under tension by the spring 25 so as to normally have a tendency to move upwardly. This lever 23 is provided with an upward extension 26 (see Figs. 9 and 10) for carrying a clutch gear 27 adapted to engage and disengage a gear 28 of the star wheel assembly (1, thereby to rotate the latter as will hereinafter more fully appear. For the purpose of controlling the movement of the lever 23 against the tension of the spring 25 the same is provided with a rearwardly extending arm 29 having a hook portion 30 adapted to be controlled by a cam 31 on the cam shaft S. As shown in Figure 9 the cam 31 is in position to maintain the lever 23 depressed and therefore hold the clutch gear 27 out of mesh with the star wheel gear 28. This is the condition of parts when the flag is in vacant. however, when theflag is thrown to tarifl position, which is when the flag is in the 90, 180 or 270 positions, the cam is moved to a position permitting the clutch gear 27 to engage with the star wheel gear 28 and drive the star wheel unit direct from the wheel of the vehicle. The cam 31 will likewise depress the cam 29 and disengage the clutch gear 27 from the star wheel gear when the flag is being rotated from the 270 position t0 the vacant position so that the fare drums cannot be operated by driving the car when the flag is in vacant position.

0am shafts Before proceeding to a description of the star wheel and its means of operation it may be pointed out that the cam shaft is preferably in two sections, namely, the section S previously referred to and clearly shown in igure 8 and the section S which is arranged at right angles thereto but connected therewith through the medium of the bevel gears 32. The rear end of the section S of the cam shaft is provided with a main actuating gear 33 which is clearly shown in Figures 4, 5 and 8, and is intended to be actuated and controlled by the flag operated gear 34.- of the flag locking unit shown in Figures 15, 16 and 17. The flag locking mechanism which includes the gear 34 will be hereinafter referred to in detail but for the present it will be sufficient to understand that the flag Foperates the sections S and S of the cam shaft through the medium of the intermeshing gears 33 and 34. It will also be observed from Figures 8 and 8 that the sections of the cam shaft may be provided at convenient points with different cams which will be referred to in connection with parts which they control.

Star wheel unit The star wheel which constitutes a fare drum actuating unit designated generally as C and mounted on the shaft 12 consists of a five tooth star wheel 35, a driving gear 28 previously referred to and the star wheel unit resetting gear 36. The driving gear 28 is connected to the star wheel by means of a suitable pawl and ratchet clutch 28" 28 which is so arranged that when the gears 21 and 28 mesh the star wheel 35 may be driven by the gear 21 of the driving mechanism, but on the other hand when the star wheel 35 is to be driven by the clock work the clutch 259-28" will slip. \Vhen this clutch works idly the star wheel 35 is being driven by the time wheels of the differential time unit through the medium of the pawl and ratchet clutch 36 36 carried by the star wheel unit resetting gear 36. (See Fig. 3; also Fig. 13). As will also be observed from Fig. 13 the star wheel unit resetting gear 36 is'provided with a stop pin 37 adapted to engage with a stop hook 38 pivoted at 39 to the bar 10. The purpose of this arrangement is to permit the star wheel to always be reset to initial position as will hereinafter more fully appear in connection with the description of the resetting mechanism.

Regardless of how the star wheel unit C is driven, that is, by the clock work 6* or by the movement of the vehicle, when the flag is in tariff position, the said star wheel operates the 10 drum A of the main fare drum unit the star wheel after the initial charge period A. That is to say, the star wheel unit C is intended to actuate the fare drums either according to distance traveled or waiting time after the cab has been hired and the flag moved from vacant to either the 90, 180 or 270 position. As this meter is a single tariff meter the fare drums would record the fare when the flag is in the 180 and 270 in the same manner as when the flag is in the 90 position.

Referring to Figures 5, 9 and 10 it will be observed that the 10 or units drum A is fitted with a gear 40 and ten tooth ratchet wheel 41. The gear 40 and ratchet wheel 41 are secured together by suitable fastenings as shown at 41 in Figures 9 and 10, and for the sake of clearness in these figures, the gear 40, which is a part of the resetting mechanism, has been omitted, but can be clearly seen in Figures 3 and 5.

The ratchet wheel 41 is adapted to be advanced one tooth at a time by means of a novel actuating or drop lever which is controlled by the star wheel unit C. In Figures 9 and 10 it will be seen that the ratchet wheel 41 is adapted to be engaged by the tooth 42.

of the lever arm 43, the said lever arm being pivotally supported on the arm 44 carried by the star wheel actuated or drop lever 45 and tensioned by the spring 44. This star wheel engaging lever is keyed to and carried by a rock shaft 46, and the elongated check pawl 47 loosely mounted on the shaft adjacent the lever 45 is adapted to prevent retrograde movement of the ratchet wheel 41. When the meter is idle and the flag in vacant, the star wheel unit is locked through a part of the resetting mechanism as will hereinafter more fully appear, but the pawl 47 is provided for the purpose of preventing retrograde movement of the ratchet wheel while the meter is in operation. This check pawl 47 is yieldingly maintained in contact with the toothed portion of the ratchet wheel by the spring 48 except when the flag is in vacant position.

Referring further to the star wheel actuated lever 45 it will be observed that the same is provided with an extension 49 adapted to be engaged by a cam 50 on the cam shaft S (Fig. 9) when the flag is in vacant to keep the lever rocked backwardly against the tension of the spring 51, so that the star wheel engaging toe 52 is out of the path of movement of the teeth of the star wheel. As shown in Fig. 10, when the flag is turned to the 90 position the cam 50 disengages the extension 49 and permits the spring 51 to exert its infiuence to draw the lever 45 toward the star wheel.

However,'the lever 45 is only drawn toward has expired to thereby prevent the actuation of the fared drums during the initial charge period; that is, the time period or distance towhich the occupant is-entitled for the fare initially appearing on the face of the meter. Therefore, to provide for the receipt by the passenger of t e proper value for the initial charge there is provided a restraining lever 53 which is pivoted to the meter frame as, indicated at 54 and held under tension by the spring 55. This initial charge lever is proyided with two arms 56 and 57, the arm 56 being notched or shouldered as indicated at 56 and; adapted to engage with the pin 58 proecting laterally from the side of the lever 45 opposite the arm 44. When the shoulder 56 engages the pin 58 the star wheel actuated lever 45 will be held in the position shown in Figure 9, and it will remain in the position shown in that fi ure even after the flag is turned to a tarifi position for the period of the initial charge which is controlled directly by the star wheel 35 of the star wheel unit C.

As will be observed from Figures 3, 9 and 10 the star wheel 35 is provided with a laterally projecting pin 59 carried by one of the five teeth of the star wheel. Also, as previously indicated the star wheel begins to actuate as soon as the flag is turnedinto one of the tarifi positions, the said star wheel being actuated either by the movement of the vehicle or by the clock. Therefore, during the period required for the pin 59 to move from its original position shown in Figure 9 to a point to lift the restraining lever 53 so as to disengage the shoulder 56 from the pin 58 determines the length or value of the initial charge period. As the star wheel 35 begins to move under the influence of the traveling of the vehicle or clock work, the pin 59 advances toward the lever 53 and strikes the same at the point 60 thereby lifting the lever against the tension of the spring 55 and permitting the toe 52 of the lever 45 to come into contact with the star wheel.

As previously explained the restraining lever has two arms 56 and 57, and as the former which controls the lever 45 has been described reference will now be made to the arm 57 which is shouldered or notched as indicated at 57 (Figs. 9 and 10) thereby to engage with a pin 61 carried by the lever 62 of the differential gearing mechanism which is intended to drive the star wheel unit C slower on waiting time during the initial charge period than it is subsequently, that is, when the initial charge period has expired.

I shaft.

As will also be observed more particularly from Figure 8 the pin 69 is relatively long and is adapted to also engage the arm 71 of an initial rate lever 72 when the flag is in vacant, that is, vertical position. Furthermore, the subsequent and initial rate levers 62 and 72 respectively have mounted on the upper arm portions thereof gears 62 and 72 adapted respectively in turn to mesh at different times with the gears 62 and 72 of 7 the dual gear unit D loosely journaled upon the shaft 12 and integral with the hub H which carries the ratchet 36 of the pawl and ratchet device previously referred to.

Both ears 62 and 72 are held out of contact wit gears 62 and 72 when the flag is in vacant, as shown in Figure 11 due to the depressing effect of the pin 69 on both levers 62 and 72. Also, the gears 62 and 72 are always in mesh respectively with the relatively large time gear T and the relatively small time gear T mounted on the time shaft T which carries the bevelled gear T which is driven by the clock work driven gear G previously referred to. Thus, it will be seen that the gears 62 and 7 2 have a relatively planetary movement about the gears T and T and they are always in mesh therewith, and, because of the relatively large diameter of the time gear T as compared with the diameter of the time gear T the gear 62 will be driven faster than the gear 72*.

Therefore, the gear 72 is the initial rate gear and is utilized to drive the initial charge unit when the cab is waiting on the initial charge period while the gear 62 is the subsequent rate gear and is utilized to drive the gear 62 on waiting time after the initial charge period has expired. The shifting of the gears 62 and 7 2 into and out of mesh with the gears 72 and 72 isentirely automatic, the first step in the series of automatic operations however being controlled by the moving of the flag from vacant into the tariff positions. After the initial charge period has expired however the slow gear train is thrown out and the fast gear train is thrown in automatically.

Referring further to the lever 72 it will be observed that the same is substantially a duplicate of the lever 62 and is provided with a hub or sleeve 73 adapted to be mounted on the shaft 64, on which shaft the lever 62 is also mounted. The lower end of the lever 72 is formed with a pendant extension 75 adapted to be engaged by a relatively weak spring 76 anchored to the frame as at 77.

The pendant portions 65 and 75 of the levers 62 and 72 are guided in suitable slots 78 and 79 in the frame part 9 (see Fig. 3) and cooperate with an automatic shifterlever 80 which is pivoted to the under face of the frame part 9 as indicated at 90 in such a way that the arm 81 cooperates with the pendant portion 65- of the lever 62 and the arm 82 cooperates with the pendant extension 75 of the lever 72 (see Fig. 21 on sheet with Fig. 12).

When the flag is in vacant, or flag up position as shown in Figure 11 the long pin 69 holds both of the levers 62 and 72 in pre cisely the same position, as shown in full lines,

Y and in that event the shifter lever 80 is not engaged by either of the pendant portions 65 or 5. However, as soon as the flag is turned down, that is, to a quarter turn for example,

as indicated by the dotted line position of the pin 69 in Fig. 11, both levers are released by the pin 69 and the springs 66 and 76 exert their influence on the levers. The spring 66 is a strong spring but its influence on the lever 62 will be of no immediate effect when the flag is first turned down because the lever 62 is restrained by the arm 57 of the restraining lever 53.

However, the lever 72 not being under the restraint of the lever 53, its spring 76 which is relatively weak will immediately come into play and move the lever 72 to the dotted line position shown in Figure 11, in which position the lever 72 will remain until the initial charge period has expired.

When the initial charge period has expired and the lever 53 has been elevated by the star wheel and the arm 57 likewise lifted to disengage the shoulder 57 from the pin 61, the lever 62 will be immediately actuated through the influence of the strong spring 66. The effect of the actuation of the lever 62 by the strong spring 66 is to pull the pendant portion 65 of the lever 62 toward the arm 81 of the shifter lever 80 and thus cause the arm 82 of the shifter lever to throw the pendant port-ion 75 of the lever 72 outwardly and consequently rock the upper end of the lever 72 inwardly as shown in Figure 12 thereby throwing the gear 72 out of mesh with the gear 72 and disconnecting the slow gear train from the initial charge unit C and simultaneously throwing in the fast gear train which includes the gear T and gear 62 which drives the gear 62*.

By way of briefly stating the action of the differential time gearing it may be pointed out that when the flag is in vacant both the levers 62 and 72 are held in such a position that the gears 62 and 72 are entirely free from the gears 62 and 72 which drive the star wheel 35. When the flag is turned to the tarifi positions the levers 62 and 72 are released or unlocked by the cam shaft S but the lever 62 remains restrained in its original position while the lever 72 moves under the influence of the weak spring 76 to cause the gears 7 2 and 7 2 to mesh and thus drive the star wheel 35 at a slow speed.

When the initial charge period has expired either due to distance traveled or waiting time and the restraining lever 53 is shifted to disengage the shoulder 57 from the pin 61, the lever 62 is operated by the strong spring 66 to simultaneously cause its gear 62 to mesh with the gear 62' and also move the shifter lever 80 to counteract the influence of the weak spring 76 and disengage the gears 72 and 72. When the meter is reset the pin 69 under the control of the cam shaft S rocks both levers 62 and 72 to cause their gears to disengage from the gears 62 and 7 2 Detector counter It has been found desirable to provide a check on the driver running with his flag in a position between zero and 90 or between 270 and 360. Between zero and 90 the various instrumentalities of the meter are thrown into operative position and most of them become completely engaged when the flag reaches the full 60 point. Likewise between the 270 position and the 360 position the various parts of themeter are going '80 through the resetting operation and if the meter is operated while the flag is between these two positions incorrect results are obtained.

Therefore, to provide a record when the chauffeur drives his cab with the flag in a prohibited position the detector counter designated generally as 91 is provided. This detector counter is shown in Figures 1, 3, 4, 7 and 22 and it may be of the conventional ratchet-operated type. By reference to Figure 7 it will be observed that the ratchet wheel 92 of the counter is provided with the usual check pawl 93 and the operating pawl 94 which is yieldingly pivoted as at 95 to an actuating arm 96. This actuating arm 96 is pivoted on a pin 95' and extends upwardly and is provided with an offset end 97 (Fig. 22) adapted to be engaged by laterally projecting pins 98 carried by a clutch disk'99 which is slidably mounted upon a counter shaft 100 which is driven by the movement of the wheel of the vehicle directly from the main drive shaft 17 through the medium of the gear 101 and intermediate gear 102 (Fig.

6) which in turn meshes with a gear 103 directly on the main shaft 17. Therefore, the shaft 100 moves continuously when the vehicle is in motion but dueto the fact that the clutch disk 99 is loosely mounted thereon, the clutch disk will be idle except when the flag is in an unauthorized position.

7 As will be seen from Figure 3 the clutch disk 99 is provided with a hub 99 having a clutch face for engaging with a mating clutch face on the hub of the continuously driven gear 101. When the flag is in vacant or tariff positions-the clutch disk 99 is held in the position shown in Figure 3 wherein the clutch faces of the hubs 99 and 101 are disengaged. The clutch disk 99 is controlled by the clutch lever 104 which is pivoted on the. shaft 105 which. also carries additional levers as-will presently appear, and the end 106 of the lever 104 is adapted to be controlled by cam 107 mounted on the cam shaft S. The said cam 107 is provided with cut away portions 108 and 109 corresponding to the prohibited positions of the flag in its cycle of movement as shown in Figures 3 and 22 wherein it inv cludes the projection 110 having on each side thereof the recesses 108 and 109 previously referred to and the smooth periphery 111.

- When the flag is in vacant postion the rojection 110 engages with the end 106 o the lever 104 and maintains the clutch faces of the hubs 99 and 101 disen aged thereby keeping disk 99 disconnected rom disk 101} However, as soon as the flag is moved toward the 90 .position the end 106 of the lever 104 drops into the recess 108 and causes the disk 99 to be connected with the gear 101 so that if the cab is traveling and the flag remains in any position between zero and 90 the mileage accumulated by such traveling will be registered onthe dials of the counter 91.

When the flag is in substantially any posi tion between 90 and 270 the end 106 of the lever 104 will ride on' the periphery 111 of the cam 107 and thereby hold the disk 99 out of engagement with the gear 101. However, between substantially the 270 position of the flag and the 360 position the end 106 of the lever 104 will drop into the recess 109 and againcause the disk 99 to be connected with the gear 101 so that if the cab travels with the flag in that position, the mileage thus accumulated will also be registered on the dials of the counter 91 until the flag is moved back to its vertical or vacant position when the end 106 of the lever 104 will rest on the projection 110.

Therefore. it may be seen that mileage traveled with the flag in an unauthorized position will be readily registered on the counter 91 and the chauffeur of the cab can be held to account for the illegal operation of his cab.

Extras mechanism amt counter therefor The drum 112 of the extras registering mechanism B is intended to be operated by the chauffeur to indicate, in the usual manner, the items of extra fare to be exacted from the passenger and is operated by the knob K on the back of the meter. As will be observed from Figure 14 the said drum 112 is mounted upon the supporting shaft 12 to turn freely thereon, and is placedunder tension of a coil spring 113 whose ends are respectively fitted to the shaft and the drum thereby to tend to maintain the projection 114 on the inside face of the drum in engagement with a stop bracket 115 carried by the bar 10. (See Fig. 3.) Also, the drum is provided with a ratchet 116 which is adapted to be engaged by a check pawl 117 pivotally supported on a stud 118 and tensioned by the spring 119.

The stud 118 which carries the check pawl 117'also carries a main operating lever 120. This lever is provided with an offset ear 121 for carrying a pivoted advancing pawl 122 whose free end 123 is adapted to engage with the ratchet 116 to advance the drum. The lower ends 117 of lever 117 and 124 of the lever are adapted to be engaged by a pin 125 carried by a cam disk 126 on the cam shaft S so that when the flag of the meter is in the vertical or vacant position the pin 125 will engage with the nose formed on the end of 124 and prevent operation of the lever 120. and also pawl 117 out of the ratchet 116. However, when the flag is returned to a tariff postion the pin 125 moves away from the end 124 and permits the extras operating mechanism to be released for operating the drum 112 and also permits pawl 117 to engage the teeth of ratchet 116.

The body of the lever 120 below the ear 121 is provided with an offset operating arm 127 which is provided with a substantially horizontal foot 128 to which is connected :1 tensioning spring 129 for the purpose of maintaining the lever 120 in position to cause the pawl 122 to be clear of the ratchet 116.

As will also be observed from Figures 14 and 14 the foot 128 is adapted to be engaged by the arm 130 of a pivoted actuating lever 131 which is directly under control of the knob K on the outside of the meter. That is to say, the knob K and the lever 131 are connected in any suitable manner, as for example, by the fastening 132 so that movement of the knob K in the direction of the arrow in Figure 14 will cause the arm 130 to move upwardly and lift the foot 128 thereby causing the pawl 122 to dip down into the ratchet 116 and move the drum forward one tooth. The drum will then be held locked by the free end of the pawl 117.

The lever 131 is also provided at the end opposite the arm 130 with an overhanging presser finger 133 which is adapted to engage with the counter actuating arm 134 which is intended to transmit motion to the extras counter 135 (see Figs. 3 and 23). The said arm 134 is pivotally mounted on a supporting shaft 135 and the lower arm 136 thereof (see Figs. 4 and 7) carries a counter operating pawl 137 for operating the ratchet 138 of the counter 135. Thus, each time that the knob K is reciprocated to register a unit of extras on the face of the drum 112, the counter 135 will register an additional unit of extras. The extras Operation of miscellaneous counters Referring further to the group of counters for registering the various totals accumulated by the device it will be observed that immediately above the extras counter 135 above referred to, that there is a so-called trip counter 139 (see Figs. 3, 4 and 7 and 24). This counter is operated by a lever 140 whose upper end is operated by a cam 141 on the cam shaft S and whose lower end 142 is of angular formation carrying therewith at its extremity a pivoted spring tensioned pawl 143 for engaging and advancing the ratchet 144 of the counter 139. Each time that the cam shaft S makes a *complete cycle the lever 140 is rocked by the cam 141 and the complete cycle of the flag shaft is registered on the dials of the counter 139.

The total miles counter 145 includes a ratchet 146 (see Figs. 3, 6 and 25) which is operated by a spring tensioned pawl 147 carried by a lever 148 whose upper end is pivoted as at 149 to a suitable frame part and is provided with the offset arm 150 adapted to be engaged by the pins 151 carried by the gear 101 which is driven from the main shaft 17. Obviously. with this arrangement, since the gear 101 is continuously driven by the movement of the vehicle the rotation of the pins 151 will rock the arm. 148 and thus cause the ratchet 146 to register the total miles on the face of the dials of the counter 145.

The paid mileage counter is designated as 152 and is located above the total mileage counter 145. This counter includes ratchet wheel 153 adapted to be operated by a pawl 154 pivotally carried as at 155 by the lever 156 which is tensioned by the spring 157 and pivoted at its upper end as indicated at 158 (see Fig. 6) The lever 157 also has an offset arm 159 adapted to be engaged by pins 160 carried by the disk 161 of a clutch sleeve 162 (Fig; 3) which is freely slidable on the counter shaft 100 and carries therewith a clutch collar 163 adapted to be engaged by the shifter lever 164. The clutch sleeve 162 is provided with a clutch face 165 for engaging with a clutch face 166 on the hub of the continuously driven gear 101 which is operated from the main shaft 17, and when the cab is hired and earning a fare it is intended to shift the clutch sleeve 162 so that the clutch faces 165 and 166 will engage. Such shifting is accomplished by the lever 164 which is pivotally supported as at 167 and has an upwardly extending arm 168 whose end 169 (see Fig. 8") is adapted to be engaged by the pin 170 projecting from the side of the detector operating cam 107. As the clutch faces 165 and 166 are intended to always engage when the fiag is in the tariif positions it is only necessary to provide the pin 17 0 for holding the clutch open when the flag is in the vertical or vacant position. As soon as the flag is moved from the vertical position the paid miles clutch device immediately goes into operation to register the paid miles on the.

register or counter 152. For the purpose of preventing retrograde movement of the sleeve 162, the edge of the disk 161 may be made in the form of a ratchet edge to engage with a spring detent 161.

The units counter 171 (see Figs. 4 and 6) is mounted above the paid miles counter 152 and includes a ratchet wheel 172 (see Fig. 6) adapted to be actuated by the end 173 of a relatively long arm 174 which is pivotally carried as at 175 by a lever 176 mounted on the rock shaft 46 which carries the soealled drop or star wheel actuated lever 45.

The purpose of this counter 171 is to register each time the nose 52 of the lever 45 is actuated by one of the teeth of the star wheel 35, the shaft 46 which carries the lever 45 will be rocked to thus reciprocate the arm 174 and actuate the ratchet 172. The arm 174 is tensioned by the spring 174 and is also guided against the headed screw 174".

Accordingly, it will be understood that the units register is intended to keep a record of each time that the lever 45 is actuated for the pur ose of checking up on the number of units W ich have been put on the fare drums. These units may be dimes, centimes or any other unit of value according to the money values where the meter is used.

Flag locking mechanism The back plate 1 of the meter carries therewith the fiag F as previously indicated and it is the purpose of the present invention to provide means for locking the flag in vacant position temporarily and yet permitting the same to be readily released without the necessity of the operator using a separate manually manipulated knob or key. In other words it is the purpose of the present invention to provide a flag that becomes automatically locked at the end of each cycle, and can be automatically released by a partial reverse move- 50 ment. 1

Accordingly, as will be observed from Figures 15, 16, 16 and 17, the flag F is provided with a shaft 180 which is journaled in the back of the meter as indicated at 181 and has fitted thereto a series of devices for controlling the meter mechanism and also setting the flag at the different positions of its cycle. From Figure 15 it will be seen that the shaft 180 is provided With a disk 182 portions of which are provided with ratchet teeth to be engaged by a spring pressed pawl 183 (Figs. 15, 16 and 17) thereby to compel movement of the flag in one direction only during the movement from zero to 90 and from 270 to 360. Next to the disk 182 there is provided each actuation of the lever 45, and therefore a position determining cam 184 which preferably includes four equally spaced notches or recesses adapted to receive a roller 185 carried by an arm 186 whose free end is engaged by a spring 187. The purpose of the cam 184 is to cause the flag to stop temporarily at each 90 of movement in accordance with the well known custom.

Adjoining the cam 184 is a novel locking member 188 while at the end of the shaft 180 the gear 34 previously referred to is secured by a set screw 34* or its equivalent.

The locking member 188 and the parts which cooperate therewith constitute one of the novel and distinctive features of the present invention. As shown the member 188 is in the form of a circular disk having an oifset substantially T-shaped locking and releasing head or lug 189. The special formation of the lug 189 provides a keeper socket 190 adapted to receive a detent 191 which is pivotally supported on the back 1 as indicated at 192 and tensioned by the spring 193. When the flag is in vacant position, that is, the full line position shown in Figure 15 the detent 191 will prevent rotation of the flag F in the direction of the heavy arrow and in order to release the flag from the locking effect of the detent 191 it is necessary to move the same backwardly to the dotted line position shown in Figure 15 whereupon the keeper portion of the head 189 will be moved clear of the free end of 191 to permit the spring 193 to pull the detent to the dotted line position shown in Figure 15 or the full line position shownin Figure 16. The flag may then move onward in its cycle. When the flag is turned backwardly in the direction of the dotted arrow in Figure 15 to permit the head 189 to clear the detent 191, the portion 189 of the head 189 is thrust into the socket of the hook 194 formed on the trigger lever 195 thereby preventing too far backward movement of the flag.

The trigger lever 195 is pivotally secured to the back as indicated at 196 and is provided with an offset resetting foot 197 for again placing the detent 191 in obstructing relation to the locking projection 189. That is to say, as the flag moves toward the end of its cycle, and reaches the position shown in Figure 17 the portion 189 of the locking projection 189 will engage the rounded surface of the.hook

194 and thus rock the trigger 195 so that the foot 197 will engage the detent 191 and place it directly in position to fit into the socket 190 formed between the portion 189 of the locking projection and the shank thereof. The detent 191 will remain in the socket 190 and maintain the flag F locked against further progressive movement through a new cycle until it has again been moved backwardly a suiiicient distance to permit the spring 193 to shift the detent 191 out of the socket.

Therefore,-an effective automatic lock for the flag is provided, the same being unlocked or released by a simple partial reverse movement of the flag, as previously indicated.

Resetting mechanism The resetting mechanism for returning to zero the ma n fare drums of the unit A as well as the drum 112- of the extras unit B is clearly shown in Figures 5 and 7 and also partly shown in Figures 3, 13 and 14.

Referring first to the fare drums A A and A ofthe main fare registering unit it will be observed that these drums are of the type wherein the units drum is actuated directly by the star wheel 35, lever and arm 43 and the $1 and $10 drums A and A are actuated in turn as required through the carry-over mechanism which includes the transfer pinions 200 (see Figs. 4, 5 and 5") carried by a bracket 201 mounted on a rock shaft 202 and maintained in operative relation to the drums when the flag is in any of the tariff positions, by a spring 203 which engages with the horizontal arm of the bracket 201.

During the resetting operation an arm 204 on the rock shaft 202 is intended to be engaged by a projection 205 carried by a cam 206 mountedon the cam shaft S thereby to temporarily hold the transfer pinions 200 in the full line position shown in Figure 5 and out of engagement with the fare drums thereby permitting the fare drums to be reset. When the transfer gears 200 are held out of engagement with the fare drums during the resetting operation it is pointed out that the same are held in precisely the position which they left the fare drums due to the fact that the hubs of the transfer pinions are made square as indicated at 207 so that when the pinions are rocked rearwardly they will engage the springs 208 which will hold them against movement through jarring of j the vehicle and permit them to re-engage with the fare drums properly when the flag completes its cycle. For the purpose of properly adjusting the tension of the spring 203 and also adjusting the degree of rocking movement of the bracket- 201 an adjustable stop 209 may be employedf This stop is preferably in the form of a bolt or screw whose threaded shank portion engages with the sup port 201 and receives a crown nut 211, one ofthe fingers of which also serve as a support for the spring 203 (see Figs. 4, 5 and 5).

The units drum A has fitted thereto, as previously described, a resetting gear 40 adapted to engage with a gear 212 carried by a resetting shaft 213 which is journaled in the opposite frame ends 7 and 8 and projects through the frame 8 as indicated in Figures 5 and 7 where it is provided with a pinion 214 and also with a locking cam 215 having a shoulder 215*. The pinion 214 meshes with an idler gear 216 pivotally mounted on the outside of the frame 8 and carries therewith a pinion 217 adapted to mesh with a resetting gear 218 which in turn is equipped with a resetting ratchet 219 adapted to be engaged by the toothed portion 220 of a resetting pawl 221. The said pawl 221 is pivotally carried as at 222 by a main resetting lever 223 which is pivotally supported at its lower end as indicated at 224 to the outside face of the frame 8. For the purpose of tensioning the pawl 221 a spring 221 is utilized, and likewise for the purpose of 'tensioning the lever 223 a spring 225 is attached to its upper end.

As shown in Figure 7 the lever 223 is provided with a finger 226 which is adapted to cooperate with a resetting cam 227 mounted on the end of the cam shaft S which projects beyond the side frame 8. This cam is provided with a notch 228 which is adapted to receive the finger 226 when the flag is traveling through the resetting part of its c cle and also to receive said finger when the ag is in vacant as shown in Figure 7. When the flag is turned to the 90 position the finger 226 is lifted out onto the periphery 229 of the cam thereby rocking the lever 223 rearwardly so as to disengage the initial one of the teeth 220 on the pawl 221 from the ratchet 219 thereby to permit the ratchet 219 to rotate freely when the fare drum A rotates. It will therefore be understood that the finger 226 rides on the periphery 229 of the cam 227 throughout the tarifi positions of the is will also be seen from Figure 7 the cam shaft S is fitted with a cam 230 between the cam 227 and the face of the side frame 8. Thiscam is in the form of a circular disk whose periphery is notched as indicated at 231 thereby to receive the tail portion 232 of a bell crank shaped rocking lever 233 which is pivoted to the frame 8 as indicated at 234 and has an upwardly extending arm 235 provided with an offset portion 236 for engaging with the shoulder of the locking cam 215, (see Figures 7 and 7 The lever 233 also has a horizontal arm 237 which is likewise provided with an offset portion 238 for engaging with the shoulder 239 of a locking cam 240 carried by the star wheel resetting shaft 241 (see Figs. 3, 7 and 13). The purpose of the lever 233 is therefore to lock the resetting shaft 213 for the units fare drum A and also look the resetting shaft 241 of the star wheel resetting mechanism while the flag is in vacant position. As soon as the flag is turned to a tariff position the tail 232 of the lever 233 is lifted out onto the periphery of the cam 230 thereby rocking the lever 233 backwardly on its pivot toward the rear of the frame member 8, against the tension of the spring 233" to thereby remove the projections 236 and 238 out of the path of the shoulders 215 and 239. When the lever 233 is thus rocked backwardly the star

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