Improvements in Distance Meters or Fare Indicators for Vehicles.
Year: 1894

page_text: COMPLETE SPECIFICATION.
Improvements in Distance Meters or Fare Indicators for Vehicles.
I, OTTO. SCHNEIDER: of -50 Rudersdorferstrasse, Berlin, O, in the German
Empire, Engineer, do hereby declare the nature of this invention and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement:-
This invention relates to improvements in distance meters or fare indicators,
for vehicles plying for hire, and has for its object the indication to the hirer of
the fare which he has to pay, and to the proprietor of the vehicle the gross amount
of fares received during the day, the improvements being designed to ensure the
more perfect action of such apparatus, and 'to prevent the fraudulent interference
of the driver with such apparatus, and to protect it from the influence of dust and
weather.
The apparatus may be operated, as is known at present; by clockwork, where a
time tariff is required; or by a pneumatic transmitter from an air pump, actuated
by the rotation of the vehicle wheel, where a distance tariff is required; and
specific means are hereinafter described, by which a minimum starting fares may
be registered for one, two, or more passengers both on the single journey indi-
cator, and on the gross receipts- control-indicator, together with the tariff for such
surplus time or distance, beyond such minimum tariff, as may be occupied in any
journey.
In order that the said invention may be the better understood, reference is had
to the accompanying drawings, and to the letters and figures marked thereon.
Figure 1 is a detached part sectional view of one form of a pneumatic transmitter,
operating the first motion wheel of the fare-indicating mechanism, combined with
a hand regulating shaft & eccentric to indicate a minimum starting fare.
Fig. 14 is a modification of the same.
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Fig. 2 is an elevation of the fare indicating mechanism for both a single
journey, and for gross receipts'; with hand regulating device for setting on the
starting fare, and flag indicator disengaging gear; the pneumatic transmitter, as in
Figs. 1 and 14, being removed for clearness."
Figure 3 is a sectional elevation through the disengaging. gear of the middle
tariff dial S¹.
ir
1.
Figs. 4 and 5 are a side and end elevation respectively of a modified förm
of the first motion wheel u, with lost motion device, to allow for lapse of starting
farę.
1.
:
Fig. 6 is a vertical section" through a water-catch-box in the pneumatic
transmitter tube.
u Fig. 2 is the first motion wheel of fare-recording device,. which may be
operated direct by clock-work thrown into action when the vehicle starts; and is
equivalent to the wheels c and in Figs. 1 and I, where the wheel is 'showD
operated by a pneumatic transmitter from an air-pump operated (as is well-known)
by the rotation of the vehicle wheel.
Tr
S. SS Fig. 2 are the fare recording dials for each journey, and kis the
gross-receipts-control-indicator to the proprietor.
X, Figure 2, is a shaft operated by the haud of the driver and equivalent to X'
in Figs. 1 and 14, by which the driver indicates a starting fare on both the journey
indicator and gross-receipts-control-indicator, and must simultaneously bring the
journey indicator back-to zero; and throw out the indicating mechanism, when at

page_text: the termination of a journey, by the pin operating on the inclined face of the
pivotted levert lifting the pawl from engagement with the wheel k.
Y is the indicating staff with flag or card, to show when the indicating apparatus
is out of action, and the vehicle. disengaged, or otherwise, when it is.engaged and
automatically indicating fare tariff.
The great disadvantagesof, distance meters and fare indicators, as used hitherto,
is an increased pressure, (during increased travelling velocity of the vehicle) of
the usual air pump operated by the rotation of the vehicle wheel. This increase of
pressure produces an acceleration of the oscillation of the lever which operates the
aindicator. The consequence is an error to the disadvantage of the passenger.
The increased air pressure and consequent reboundsdoftthe lever are showniby
the shakings of the wheel; operating the indicator, whereby thenfarel is indicated
wrongly, ie. increased to the disadvantage of the passenger:
: 2.-
This disadvantage is to be obviated by the arrangement shown in Fig. 1. -
The lever b, which-is-actuated by the pistons a-of-the-transmitter, does not act
direct upon the ratchet wheel which is the first motion wheel of the fure-indicator
(in. Fig. 2)but. indirectly by means of the leverd, which is controlled, and
may be operated by the hand apparatus for indicating a starting fare. The lever d
is pivotted to the lever bat e. ltais actuated at starting & afterwards controlled.
at one end by the eccentric f (on the hand regulating shaft ✗' for minimum
estarting fare).so as to turn at the other end the ratchet-wheel- c,- by means of the
pawl to the extent of one or more teeth, raccording to the eccentricity off,
determined, according to the amount of starting fare. However this rotation of
-the-ratchet: wheel.c-takes place only at the return of the lever. b.from, the position
'given it by the piston a of the transmitters into its normal position. This return
movement is effected by the spring-h. At the same time the stroke of the piston a
and consequent movement of theplever blis limited by a stop i. In consequence
the excess of pressure on the piston a of the transmitter, resulting from increased
-velocity of travel of the vehicle,fcannot effect the indicator. Therefore.the variable
rotation of the wheel o to the extent of tone for more-teeth..depends only on..the
rotation effected by the hand regulating device Xaccording to the various starting
-tariffs, the piston a of the transmitter doing an Jequal stroke for each .revolution
of the vehicle-wheel at all three rates of starting fares.
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A modification of this arrangement is shown in Figure 1.
n-this case. the lever bcarries at one end a frame dwhich surrounds the hand
regulator axle Xandris provided with alpin dwhich engages with the cam f¹.
The latter is constructed, in accordance with the different rates of starting fares at
different places or times and fulfils the-same purpose.as the eccentric fin Figure 1.
The corresponding multiplication of the minimum starting.fare, when there is more
than one passenger is effected by the degree of the angular movement of the crank
haudle:Z, producing: a small. or greater. partial-rotation of the eccentric. fand a
-similar small or greater rectilinear movement of-the-rack o by the cam finger p.on
the stud p' communicated by the ratchet wheel n to k.
The lever bis operated, in the same manner as the lever bin Figure 1, by the
piston a¹ of the transmitter on the one hand, and it carries on the other hand a
ratchet pawl g which moves the ratchet wheel ctonthe-extent of cone or more
teeth according to the eccentricity of the operatives face of the cam for its angular
--movement which corresponds to the respective fare. The throw of the piston a¹
for each revolution of the vehicle wheel after starting and consequent throw of the
lever b' is limited by an adjusting screw . 'A.weight may be substituted for the
spring which effects,the-working movement or travel of the lever b¹..
In Figure'l is shown also a novel form of pneumatic transmitter, or device-for
transmitting.the-work of the air pump operated by the vehicle wheel to the lever
of the fare indicator..
1
1
lopneumatic transmitters, fasoused hitherto, the street dust,-which- entered into
the space between pistonand-cylinder, mixed with the lubricant, and formed a
sticky paste, interfering with the working of the piston, and thus affecting the
B

page_text: proper action of the fare indicator. This disadvantage is avoided in my indicator
by making the transmitter-self-cleansing. The guiding cylinder bracket a of the
transmitter is somewhat longer than is necessary for the reception and guidance
of the piston a.. The lower part of the cylinder bracket is screw threaded in
order to receive a sleeve guide in the form of a stuffing box a² in such a manner
that the upper, bevel of the guide is a suitable-distance.from the upper part of the
cylinder and a chamber as is formed between the stuffing, box and the wall of
the cylinder, bracket. It will be easily seen that the dirt sticking to the piston.a
is continually removed by the, sharp bevel of the stuffing box, during, the working
of the piston. The dirt thus removed accumulates in, the, chamber a from which
it can be easily removed by unscrewing the joint between a and a². To the lower
part of the stuffing, box a²is attached, the air-tube, which carries. the pressure of
the air pump to the piston of the transmitter..
A further improvement is an arrangement by which the minimum starting fare
is added by a hand apparatus directly, to the amount indicated by the gross receipts
control indicating device, so that a multiple of the starting fare, corresponding to
the number of journeys of the day, is included in the amount indicated as having,
been received, during the day... Therefore it is not necessary (as is the case with
the present indicators, as used hitherto), to, calculate the amount of, the sturting
fares from the journey indicator, which has been found to be very troublesome and
liable to give rise to mistakes.
Figure 2 shows a method of carrying out this arrangement, by means of which
the action of the crank handle Z for marking minimum starting fare at the starting
of the vehicle, is transmitted to the gross receipts-control-indicating-device.k_so
that the same makes a movement corresponding to the starting fare,
The figures, mentioned hereinafter to illustrate the working of the apparatus,
refer to the Berlin cab tariff, but of course they can be altered to suit any other¨
tariff...
K
3-
1-
The ratchet wheel k is rotated by the lever m which is connected to the lever
operated by the first motion wheel through the sprocket wheel . The said
wheel operates the gross receipts control indicator on the same axis, and engagės,
with, the ratchet wheel n by toothed gearing. The ratchet wheel can be
rotated by the toothed rack O; which is in turn, operated by means of the camp
on the hand operated shaft X, the camp striking, against the projection fron
rack O
The ratchet, wheel is provided for instance with 10 feetli. Each partial.
rotation of this wheel to the extent of one tooth, indicates on the gross receipts
control indicator the sum of 10 pfennigs, which is the fare for an extra distance
Г $397890%
of. 400 meters, beyond 800,
1,800 metres included in the starting fare. The ratchet
wheelin has 20 teeth, and the proportion of the gearing inserted between-n, and k
isas 12:: so that a partial rotation of to the extent of 5 feeth equals, an
indication of 50 pf on the gross receipts-control-indicator on the axis of .". It this
amount be equal to the starting faren must be rotated to the extent of 5 teeth at
each time of starting or engagement. This is effected in a simple, manner through
the movement of the toothed rack O by means of the camp operated, by the bevil
wheels Cand crank handle 2. The toothed rack O has 5. teeth which engage
successively, each with one tooth, of the, ratchet wheel n.. In. order to prevent
further operation of the latter at the return of the toothed rack. (which is effected
by. the spring 9), the rack O slides, by a slot O on a pin O³ in such a manner that
its teeth are gradually lifted by the pressure of the cam priding over the pro-
jection p during the return movement, and are quickly returned to their position
of disengagement, so that they cannot come into contact with the ratchet wheel n
any longer....
"
-- "I
La fare and distance indicators as used, hitherto, a further disadvantage has been
found to he that the driver. at the starting of the vehicle. can influence the

page_text: In order to prevent this and to remove the indicating mechanism from the
interference of any person, the following arrangement has been designed.
The sprocket or spur wheel u Fig. 2 has a curved slot u in which works a pin
on the first motion ratchet wheel u, the length of which corresponds to the starting
fare. This wheel u² is operated at the descent of the pivotted lever A by means
of the pawl E when the starting fare is being recorded by the hand axle Z, (the
cam A striking the pivotted lever A) and is not influenced by the sudden ascent
of the lever A. effected by the spring F; that is to say the first motion wheel u
is not moved forward to the extent of several teeth by the return jar, as in
apparatus used hitherto, whereby the fare has been increased to the disadvantage
of the passenger.
The operation of the pawl E moves the sprocket wheel u³ away from the driving
pin of the first motion wheel u to the other end of the slot u³, and hence there is a
fost motion between u and us until the length of the slot which is equivalent to the
starting fare, has been covered, and the journey indicator does not operate until
after such lost motion has ceased. The dials S S and S" of the indicator are
adjusted to the zero figures when the hand apparatus is first operated; to record a
starting fare on commencing a journey by the lever A with its three projections
engaging into the spur wheels R, R' and R". The commencement of the working
of the apparatus is not affected by the ascent of the engaging lever A and is
therefore not subjected to the influence of any blow administered to it, and in
consequence the accuracy of the indicator is thus greatly increased.
Instead of the sprocket or spur wheel u² with curved slot us, a' spur wheel u may
be equivalently used (Figures 4 and 5) which by means of a pawl u attached to it,
rotates a ratchet wheel after the completion of the "lost rotation by the first
motion shaft u for the starting fare. The wheel u is set in advance of the pawl u
by the action of the lever A and pawl attached thereto, when marking the starting
fare, and a lost motion between u and u is-therefore created until the pawlu' once
more engages on the next tooth of uº.
.I
However the essence of this arrangement is only that the spur wheel (actuated,
when properly used, only by the pneumatic transmitter or clock work and which
operates the journey fare-indicator, and the gross-receipts-control indicator) shall not
be improperly influenced by the sudden ascent of the lever, which may be caused
by the improper action of the driver.
÷
Figure 2 also illustrates an improvement of the mechanism required to return
the fare indicating dials S, S¹ S₁₁ to the 0 position at the end of the journey, i.e. to
move the indicating apparatus so that the fare paid by the passenger shall not be
carried over into the amount indicated on a following journey.
Contrary to the apparatus used hitherto; this improvement is designed so that
the whole of the wheels of the indicating apparatus shall not travel back the whole
rotation effected during the working of the apparatus. According to the invention
each single wheel is only rotated until the figure 0 is returned to the normal
position. The advantage of this is that the gearing is not worn out, as much as in
indicators used hitherto, because it is not subjected to the sudden force applied to
it in the old indicators.
The dials S. S¹ and S₁ engage separately with spur wheels R. R¹ and R¹¹ by means
of gearing 1:10. Each of the spur wheels R. R¹ R" has 10 sprocket teeth which
are actuated at the finish of the travel by similar teeth of the main lever A;
so that the wheels R. R R can only be moved by the action of the lever A to an
extent equal to one tooth of the large sprocket wheels, which corresponds to
the return of the respective dial to the position, but never more than one
tooth.
The gaps between any two of the teeth of the wheels R. R' and R" corresponds
to 10 teeth of the large cog wheel of each of the wheels R. 'R' R", which is equal
to a complete rotation of the little cog wheel, gearing therein, i.e. of the
dials S, S₁S".
"
For instance if the dial disc S" makes 1-8 rotations (equal to an indicated

page_text: When
amount of M 1. 8.0) the wheel R" is rotated to the extent of nearly two sprocket
teeth, and the large cog wheel thereon to the extent of nearly 18 teeth.
the lever A is depressed by the means of the cam piece A' on the hand operated
axle X, the respective tooth of the lever will rotate the wheel R" to the extent of
nearly one tooth, and therefore the large spur wheel to the extent of 8 teeth which
corresponds to a subtraction of 80 pfennigs on the dial S". There remains
therefore the indication of 100 pfennigs and the dial S" shows again the figure 0
in the corresponding place.
In order to disengage the three dials from one another during their return, one
of them, for instance the middle one S', may be released. This is effected at the
descent of the lever A by the forked piece B Fig. 2 which disengages the operative
wheel from the two neighbouring wheels, shown in section at Figure 3. The
wheel S¹ slides on a feather on its shaft & drives a false dial by steady pins. S' is
therefore pushed out of gear by the fork B and is replaced by a springs after the
ascent of the lever A has lifted the forked piece B, and has thus allowed the disc S¹
to return to its normal position.
A further disadvantage of fare indicators as used hitherto is. that the police or
other controlling authority is never sure whether the apparatus of a vehicle at
stating is really in operation, or whether that of an unused vehicle is still out of
operation, though an indicator of the apparatus with the word "Disengaged" is
depressed or raised; because the operation of this indicator is not directly connected
with the starting of the indicator mechanism.
To meet this disadvantage this improved indicator is so designed that at the
turning over of the indicator flag Y the apparatus is placed into action.
This is effected by merely operating a lever rby means of an eccentric cam piece
situated on the indicator arbors in such a manner that the lever r sets free the
levers'm and I, in order to allow the spring t to bring the lever into engagement
with tlie wheel u.
In a reverse manner the raising of the indicator Y turning on the arbor s actuates
the lever r so that it carries-with it the levers m and -l, and disengages the latter
from u in order that the journey fare indicator, and gross receipts control indicator,
cannot be influenced by the rotation of the wheel operated by the pneumatic
transmitter or by clock-work.
A further improvement is designed to construct the service pipe from the air.
pump of hind axle to the transmitter, so as to permanently resist the influences of
air, moisture, dirt, change of temperature, and weather &c.
This improvement is shewn in Fig. 6 and consists of a cylindrical chamber T
which is attached to the bottom or other suitable part of the vehicle by means of
a flange, and can be connected to the service pipe by means of pieces of tubé.UU.
The chamber T is open at the bottom and can be closed there by means of a
screw V: The latter carries in its interior a vessel V' designed-to receive chloride
of calcium, or other hygroscopic material, to take up thereby the moisture con-
tained in the air. The tubular pieces UU are arranged at a different height in
the chamber so that the compressed air entering at U is forced to pass first upwards
through the chamber, and then through U, and is thus enabled to give off its
moisture. The chamber T can serve as an air or wind vessel, and equalize the
differences of pressure of the air supplied by the pump so that the action of the
transmitter is not injuriously affected.
Another improvement is designed in order to indicate to the driver on his sent, :
the position of the dial visible to the passenger. Hitherto the driver was com-
pelled to turn back and look downwards to inspect the correctness of the position
of the apparatus as regards time or distance traversed, and number of passengers.
This disadvantage is obviated by the present invention.
The hand starting fare axle X is operated by means of bevel gearing C,
Figure 2, through a vertical axle which. carries a crank handle Z. outside of the
casing of the apparatus. The crank bandle is rotated over a disc D, marked as a
-
=

page_text: dial, and easily visible to the driver, so that, the. position of the..handle over the
disc Dialways accurately indicates to the; driver the position of the inner indicator.
as regards starting fare,& number of passengers...
1.
Having now particularly described and ascertained the nature of this inven-
tion and in what manner the same is to be performed I declare that what 'I
claim is :-
1st. In a distance meter or fare indicator, a fluid pressure transmitter in. which
the stroke of the piston is limited by the-stop i and, is transmitted to a- ratchet
wheel operating as first motion wheel the meter or, indicator, on the return of..the
operating lever b, by means of a pivotted lever d controlled by an eccentric fon
the hand operated starting axle.so as to prevent the jolting, of the ratchet-wheel c
by the variable-speed of movement of the pneumatic transmitter substantially as.
described:
2nd. The means of controlling.or: simultaneously operating, the lever.d.claimed.
in Claim 1, consisting of the eccentric situated on the, axle.X, of the...hand
starting fare device!Z,-substantially, as described..
1
3rd. A pneumatic transmitters.consisting ofa stuffing box al with a bevelled, rim
against which the surface-of-the-piston. works, so as to cleanse, the latter con™
tinuously and automatically.;. andia collecting chamber a³ formed about the, piston
in the cylinder bracket, substantially as described.....
:
4th. In a fare indicator a connecting device for transmitting, the operation of the
hand starting fare axle X to the gross receipts control indicator k at the starting
of the apparatus, so that the. iudication of the gross receipts; control indicator
comprises a multiple.of.the starting fare, corresponding, to the number of journeys
made by the vehicle during the day substantially as described.....
5th. A transmitting deviceias claimed in Claim.4; consisting of; a toothed rack O
which is moved by the hand axle at the starting of the apparatus, to the extent of
the length of its gearing; by the rotation of said hand, starting, fare axle.X by
means of the cam piece p in such a manner that, a ratchet, wheel.n engaging, with
the gearing wheels-of: the gross receipts control indicator, receives a rotation.
corresponding to the starting fare, substantially as described.
6th. In fare indicators a device which prevents a.-false adjustment of the
indicating mechanism, in--which a sprocket wheel u operated during ordinary use
by the pneumatic: transmitter or by clock-work, is rotated to show an amount.
corresponding to the starting fare, by means of the pivotted. lever A,, adapted.so.
that the sudden ascent of the regulating lever A. at the starting of the apparatus
effects its disengagement by the pawl E with the said sprocket wheel u² substantially
as.described.
..1
7th. In fare indicators, an. arrangement which places the journey indicating and
gross receipts indicating apparatus, in and out of action direct, consisting of a
lever r actuated by the boss of the signal disc or staff Y, the said lever r controlling.
the levers and m which operate the journey indicating.. and gross receipts.
mechanism, substantially as described.
8th! In fare indicators an arrangement for returning the indicating. dials to zero,
consisting of sprocket wheels R, R¹ and R" operated at the descent of the pivotted
lever A in such a manner, that they rotate the corresponding dials only so far.as.is.
necessary to allow of the figures "0" thereof, to appear at their normal position,
substantially as described...
9th. In fare indicators, an arrangement consisting of a chamber T which collects
the moisture and impurities of. the air delivered from the air.pump, substantially as
described.
J.
.. 1
10th. In fare indicators, an.arrangement which renders visible to the driver the
position of the dial at the place from which the regulation is effected, consisting of
a crank handle-z, operating the ordinary starting fare axle, with special. indicating
dial D above the apparatus, substantially as described...

page_text: 11th. The construction and arrangement of a distance meter or fare indicating
device, substantially as described and shown in the accompanying drawings.
Dated this 23rd day of August 1894.
FELL & WILDING,
Agents for the Applicant.