An Improved Combined Speed Indicator and Odometer.
Year: 1897

page_text: Date of Application, 6th Apr., 1897-Accepted, 26th Mar., 1898
COMPLETE SPECIFICATION.
An Improved Combined Speed Indicator and Odometer.
I, ALBERT EDGAR ALEXANDER, of 19, Southampton Buildings, Chancery Lane,
London, W.C., Chartered Patent Agent, do hereby declare the nature of this inven-
tion (a communication to me from abroad by David Harrington, of 39, Irving
Street, City and County of Worcester, Massachusetts, Manufacturer) and in what
manner the same is to be performed to be particularly described and ascertained
in and by the following statement:
T
This invention relates to a combined speed indicator and odometer which has
been primarily designed for use in connection with bicycles, so that a rider can
accurately compare the distance traversed with the time elapsed.
The objects of the invention are:
1st. To provide a construction having a hand for registering time and a hand
for registering distance, said hands being located in adjacent comparable relations
so that the distance traversed can be readily compared with the time elapsed.
2nd. To combine the means for actuating the distance hand with means for auto-
matically winding up the main spring which drives the time train.
3rd. To provide the main spring of the time train with a suitable relief so as
to prevent the same from being wound too tightly.
4th. To provide a stopping, starting and resetting mechanism, by means of which
the hands may be started, stopped to ascertain accurately the work which has been
accomplished, or may be reset to a zero position ready for another use.
5th. To combine the combined speed indicator and odometer with a constantly
operated cyclometer, which will register the total distance covered by the bicycle,
and
6th. To provide an improved form of bridge or support for the staffs or shafts
of the device.
To these ends, the invention consists of the parts and combinations of parts as
hereinafter described, and more particularly pointed out in the claims at the end
of this specification.
In the accompanying three sheets of drawings,
Fig. 1 is a side view of a bicycle having a device embodying the present invention
applied thereto.
Fig. 2 is a detail of the operating lever which is mounted near the handle bars
of the bicycle, and is employed for actuating the stopping, starting and resetting
mechanism.
Fig. 3 is a detail view illustrating the way the device may be applied to the
front fork of a bicycle.
Fig. 4 is a plan view of a combined speed indicator and odometer constructed
according to this invention.
Fig. 5 is a similar view, the dial, hands and registering mechanism of the
cyclometer being removed.
Fig. 6 is a detail, sectional view of the main spring for driving the chronometric
train, taken on the line 6-6 of Fig. 7.
Fig. 7 is a transverse, sectional view of the parts shown in Fig. 6.

page_text: Fig. 8 is a detail view of a cam employed to actuate the starting, stopping and
resetting mechanism.
Fig. 9 is a sectional plan view taken on the line 9-9 of Fig. 11.
Fig. 10 is a detail view of a frictional bushing used in connection with the
main driving shaft.
Fig. 11 is a transverse sectional view taken on the line 11-11 of Fig. 9.
Fig. 12 is a detail, sectional view taken on the line 12 of Fig. 11.
Fig. 13 is a detail, sectional view taken on the line 13 of Fig. 11.
Fig. 14 is a transverse sectional view, and illustrates part of the starting, stop-
ping and resetting mechanism.
Fig. 15 is a detail sectional view showing the first gears of the train for driving
the distance hand, and
Fig. 16 is a detail view showing the first pair of Geneva gears for driving the
cyclometer.
One convenient manner in which a device constructed according to the present
invention may be applied to a bicycle is illustrated on the first sheet of drawings.
Referring to said drawing, A designates the device as a whole.
Secured into the bottom of the device, as shown in Fig. 11, is a stud 20 on
which is placed a washer 21 and a nut 22.
Mounted on one of the front forks of a bicycle B, Fig. 1, is a frame 23, Fig. 3,
which has a projecting arm 24, into which the stud 21 is fitted, and the device is
held in place by means of the clamping nut 22.
Projecting from the frame 23 is a yoke 25 carrying a small pulley 26.
Extending from the device, and arranged to actuate the stopping, starting and
resetting mechanism, as hereinafter described, is a wire 27, which passes around
the pulley 26.
A yoke 28 is secured to the frame of the bicycle B near the head thereof, and a
bell crank 270 is pivoted thereto by means of a screw 280, Fig. 2.
The bell crank lever 270 has an extending arm 29, which is adjustably connected
to the body of the bell crank by means of a screw 30.
The end of the wire 27 is connected to the extending arms 29, and, by means
of this construction, the arm 29 may be properly adjusted to keep the wire tight.
By supporting and arranging the device in this manner, a bicycle rider by
touching the bell crank lever with his thumb can start, stop or reset the device,
as required, and the position of the device supported on the fork of the bicycle eu-
ables the rider to observe the position of the hands while still seated on the machine.
For an understanding of the detailed construction of the device, reference
should be had to the second and third sheets of drawings.
The parts shown in these two sheets are upon a considerably larger scale than
the device has ordinarily been constructed in practice, although, of course, the
device may be made of any desired size.
C designates a suitable casing, which may be made out of metal, preferably alu-
minium, if lightness of structure is an object.
A bushing 31, threaded as at 32, is screwed into the casing C, Fig. 9.
A friction bushing 34, shown in Fig. 10, fits inside of the bushing 31, Fig. 9.
The friction bushing 34 is provided with a lip 35, Fig. 10.
A set screw 36, tapped into the bushing 31, is set to bear on the lip 35, and, by
means of this construction, the friction on the main driving shaft 37 may be
accurately regulated.
A star wheel 38 is secured on the end of the shaft 37 by the screw 39.
The shaft 37 is provided near its inner end with a worm or screw 41 and a
collar 40 which rests against the end of the bushing 31, as shown in Fig. 9.
An operating tappet or projection is secured upon the front wheel of the bicycle,
as shown in Fig. 1, so that each revolution of the front wheel will turn the star
wheel one tooth.
The main actuating shaft 37 is not only connected to move the distance hand

page_text: and to actuate the cyclometer, but is also connected to wind up the main spring
of the chronometric train which drives the time hand, as hereinafter described.
A graduated dial or disk D is mounted on a ledge on the upper part of the
casing C, as shown in Fig. 11, and is provided with a graduated circle d, Fig. 4,
and the hand d', which is arranged to co-operate with this circle, may be used to
indicate the distance travelled.
Outside of the distance circle is a graduated circle e, Fig. 4 and co-operating
with the circle e is a hand e', which may be used to indicate time.
The hands and e¹ are preferably arranged concentrically so as to be in adjacent
comparable relations.
The circle d may be divided into fractions of a mile, and the circle e may be.
divided into one hundred and twenty divisions, each indicating a second of time,
and, by means of this graduation, if a rider rides exactly at the rate of a mile in
two minutes, the two hands will move exactly together.
If he goes faster than this rate, the distance hand will gain on the time hand,
and if he goes slower, the distance hand will fall behind the time hand.
By stopping the device at any instant, the exact distance travelled can be com-
pared with the exact time it has taken to travel that distance.
The dial can, of course, be graduated in other different proportions.
A bezel E, Fig. 11, is snapped on to the upper part of the casing C, and holds
the dial or disk D and the crystal or cover Fin place.
The casing C is provided about half way down with a ledge, and supported on
this ledge is a partition G, Figs. 5 and 11 which may be held in place under suitable
pins 42, by means of stops 43, pivotally mounted on the casing C by means of
screws 44, Fig. 5.
A bridge 440 is secured to the under side of the partition G, as shown in Figs. 9
and 15, and this bridge is made with top and bottom arms and a slotted rear
portion.
Fitting into the slotted rear portion is a screw 45 tapped up into the partition G.
A pin 46 secured in the partition G engages a socket near the centre of the
bridge 440, Fig. 15.
The gears 47 and 48 mounted in the bridge piece 440 are connected to turn
together as one piece.
The screw 45 is slightly smaller than the slot at the rear of the bridge piece 440
so as to allow a slight pivotal motion or adjustment of the bridge piece around
the pin 46 as a centre to secure proper depthing or mesh of the gears 47 and 48
with the parts which they engage.
By tightening the screw 45, all lost motion or end shake of the staff 480, which
carries the gears 47 and 48, may be taken up.
This form of bridge construction provides an improved device for supporting
the staffs or jewels.
By employing the adjustable double bridge 440, as described, to support both
bearings of a staff or shaft, the old methods of adjustment, as heretofore practiced,
can be avoided, and a much cheaper and easier assembled construction provided.
Also mounted on the under side of the partition G is a bridge piece 49, Fig. 11,
which is held in place by means of a pin 50 riveted in said partition, and by means
of a screw 51, which is tapped into said partition, and carries a bushing 510.
The lower arm of the bridge 49 is provided with an upwardly projecting hub 52,
on which is mounted the gears 53 and 54, which are connected together to turn
as one piece.
The centre shaft H is stepped in the upper part of the hub 52, as shown.
The gear 53 meshes with and is driven by the gear 48, Fig. 9, which turns with
the gear 47, which is actuated by the worm or screw 41 on the main driving
shaft 37.
The bridge piece 540, Figs. 5, & 7, in which is mounted the main spring for
the time train, is secured upon the upper side of the partition G, and is held in

page_text: place by means of the holding screws 55 and 56, said holding screws being mounted
so that the upper arm of the bridge may be adjusted relatively to the partition G..
The screw 55 is tapped into the lower arm of the bridge, and, by tightening
said screw, the bridge may be held down upon the partition.
The screw 55 is also provided with an upwardly extending shank engaging the
upper arm of the bridge.
By tightening the holding screw 56, the upper arm of the bridge 540 may be
bent or distorted about the shank of the screw 55, thus producing an adjustment
to take up the end shake or motion of the shaft 57.
Secured upon the lower end of the shaft 57 is a gear 58, which meshes with
and is actuated by the gear 54 (Fig. 11) before referred to.
Secured near the upper end of the shaft 57 is a hub 59, which carries a disk 60,
to which one end of the main spring 61 of the chronometric train is attached.
This main spring 61 fits inside of a barrel gear 62 loosely mounted on the
shaft 57.
The barrel gear is provided with a cover 63 of ordinary construction.
The outer end of the main spring is attached or fits into the bent portion 65 of
a relief spring 64, mounted in the barrel gear, as shown in Fig 6.
By means of this construction, the relief spring 64 will hold the outer end of
the main spring until the same has been wound up to the limit of its tension,
which it is desired to employ.
When the main spring is wound beyond this point, the relief spring 64 will
simply turn or slip inside of the barrel gear.
This construction forms a simple and efficient relief so that, if the chronometer
is over-wound, a relief is provided whereby the desired tension of the main spring
cannot be exceeded or the construction broken.
The barrel gear drives a chronometric train of any ordinary construction.
The form shown consists of a bridge 66, Fig. 5, mounted on top of the parti-
tion G, in which bridge is mounted a pinion 67 and a gear 68, the barrel gear 62
meshing with and driving the pinion 67.
Mounted in a second bridge 69 is a pinion 70, and an escape wheel 71, the gear 68
meshing with and driving the pinion 70.
72 designates a bridge in which the balance wheel 73 is mounted, and the escape
wheel 71 meshes with any of the ordinary cylinder escapements used to operate
the balance wheel 73.
The balance wheel may be provided with any of the ordinary regulating or ad-
justing devices 74.
Instead of this form of chronometric train, any of the other ordinary trains may
be employed, as desired.
The barrel gear is connected to actuate the time hand by the following con-
nections.
A pinion 76, Fig. 5, mounted on a sleeve 75, meshes with and is driven by the
barrel gear 62, as shown in Fig. 11.
The sleeve 75 is mounted on a second sleeve 78, which projects up from a cam 79,
the sleeve 78 and cam 79 being arranged on the centre shaft H, before referred to,
and any suitable friction device, as the ordinary gripping spring 77, may be em-
ployed between the sleeves 75 and 78.
The cam 79 is employed for the purpose of resetting the time hand, as hereafter
described.
The time hand e¹ is provided with a hub 80, which extends down, and embraces
the sleeve 78.
By this construction, the time hand e¹ will be driven, and can be set on its
quill, as desired, and the cam 79 can also be used to bring the time hand back to
its zero position.
:-
The driving connections for the distance hand may be arranged as follows:-
Projecting down from the distance hand d¹ is a hub 81, which fits on the centre
shaft H.

page_text: Extending up from the gear 53 is a hub 82, Fig. 12, and a friction device is
loosely mounted on the centre shaft H between the hub 82 and a disk 84.
This friction device comprises
the disk 84.
a
spring 83 bent around to engage the hub of
A cam 87 Fig. 11 is mounted on the centre shaft above the disk 84.
A friction device, consisting of a piece of wire 85, bent like a pair of tweezers
and secured on the disk 84 by means of a screw 86, as shown in Fig. 13, is em-
ployed for connecting the disk 84 and the centre shaft H.
By this construction, it will be seen that, as the gear 53, is turned it will
rotate the disk 84, and the rotation of the disk 84 will impart a rotary movement
to the shaft H, by means of the friction device 85.
A brake or stopping device is applied to the disk 84, and when the disk is thus
stopped, the friction device between the gear 53 and said disk will allow the gear 53
to continue its rotation without moving the centre shaft.
The friction device between the disk 84 and the centre shaft is employed so as
to allow the centre shaft to turn when it is desired to reset the distance hand d.
The starting, stopping and resetting mechanism is most clearly illustrated in
Figs. 5, 11 and 14.
A hub 88 Fig. 5 is screwed into the casing C, and mounted in this hub is a pull-
shaft 89 having a collar 90, and an extending hook 91, to which the wire 27 is
attached.
A hub 92, Fig. 14, is secured in the partition G. Journalled on the hub 92 is
a pawl plate 93, having a cut away portion 930, Fig. 5 which co-operates with a
pin 931 secured in the partition Ġ to limit the outward movement of the pull-
shaft 89.
The pull-shaft 89 is connected to the pawl-plate 93 by means of a link 94.
A spring-pawl 95 is mounted on the pawl-plate, and is arranged to engage a
ratchet wheel 96.
A spring catch 97 engages the ratchet wheel 96, and is arranged to hold the same
in position.
The ratchet wheel 96 is mounted on a shaft 960 journalled in the hub 92.
A cam 98 is connected to the ratchet wheel 96 by means of a screw 99.
A cam 100 is secured on the lower end of the shaft 960 by means of a screw 101,
(Fig. 14).
A spring 102 is coiled around a suitable post or screw 103, and one end thereof
is secured in the partition G, and the other end connected to the pawl-plate 93
so as to keep the pawl-plate normally in its innermost position.
The cams 98 and 100 are each provided with two substantially opposite depres-
sions.
A lever 105, Fig. 9, is journalled on a screw 106 carried by the casing G.
A stud 107 is also secured in the under side of the partition G, and has a spring
having arms 108 and 109 engaging with a slot 110 in said lever 105.
The arm 108 of the spring keeps the end of the lever 105 in engagement with
its cam 100.
The other arm 109 of the spring is arranged to form a brake for the disk 84.
Near its end, the lever 105 is provided with a wiper 111, which projects up
through the partition G in position to touch the balance wheel of the chronometric
train.
As the cam 100 is actuated, the lever 105 will be vibrated.
When the same is in the position shown in Fig. 9, the wiper 111 will engage
the balance wheel, and stop the operation of the chronometric train, and the
spring arm 109 will be pressed against the disk 84, and will stop the movement
of the distance hand.
When, however, the cam 100 is turned so that the lever 105 fits into the depres-
sions in the cam 100, the wiper will be moved to positively wipe the balance wheels
to start the oscillation of the same, the spring arm 109 will be moved away from
the disk 84, and by this means, the chronometer will be positively started in

page_text: operation, and the brake which stops the operation of the distance hand will be
moved to an inoperative position.
A lever 113, Fig. 5, is pivoted upon a screw 112, which is carried by a plate 104,
and arranged at one end of the lever 113 is an arm 115 Fig. 11 adapted to strike
both cams 79 and 87.
The cams 79 and 87 are of the ordinary heart-shape so that when the ham-
mer 115 is forced against the same, both the time and the distance hand will be
brought to the zero position.
:-
With this arrangement, the operation of the device is as follows:-
As shown in full lines in the drawings, the device has just been stopped.
The next pull on the shaft 89 will rotate the cams 98 and 100 one-sixth of a
revolution in the direction indicated by the arrow in Fig. 9.
This will have no effect on the lever 105, but will cause the lever 113 to turn
to operate the heart-shaped cams, and to reset both hands at the zero position.
The next pull on the shaft 89 will allow the lever 105 to operate its wiper 111
to positively start the balance wheel and thus the chronometric train in operation,
and the brake on the disk 84 will be released so that the friction between the
disk 84 and the centre-shaft will act to start the distance hand.
The next pull on the shaft 89 will bring the parts back to the position shown
in the drawings, and will stop both the odometer and chronometer so that the
work done and the time elapsed can be accurately ascertained and compared.
In connection with the combined odometer and chronometer, as thus constructed,
I preferably also employ a constantly operating cyclometer for indicating the
total distance covered by the bicycle, and I actuate the cyclometer from the main
driving shaft 37.
As shown most clearly in Figs. 4, 11, 15 and 16, the shaft 480, which is con-
stantly driven from the main driving shaft 37, is provided with a Geneva pinion 483,
which meshes with and drives a Geneva gear 484 journalled on a shaft 485.
The shaft 485 carries a disk in the ordinary manner for indicating miles covered,
and is provided with a second Geneva pinion, which meshes with and drives a
Geneva gear and registering disk journalled on a staff 486 for registering tens of
miles covered.
A Geneva pinion turning with the second registering disk in turn drives a
third Geneva pinion journalled on a stud 487, Fig. 4, and carrying a disk which
registers hundreds of miles covered.
The gearing for actuating the registering disk is mounted above a partial parti-
tion 481 carried by the posts 482 secured in the main partition G, Fig. 11.
This arrangement of cyclometer operates in the ordinary manner, and registers
the total distance covered independent of the operation of the starting, stopping
or resetting mechanism.
The winding mechanism for the chronometric train is preferably so arranged
that the main spring will be wound to the requisite tension when the bicycle,
in connection with which it is used, is being propelled at the rate of a mile in six
minutes, which is much slower than the ordinary speed at which a bicycle is ridden.
The details and arrangements of gearing in the device, of course, can be greatly
varied by skilled mechanics without departing from the scope of this invention,
as fully expressed in the claims.
Having now particularly described and ascertained the nature of my said in-
vention and in what manner the same is to be performed, I declare that what I
claim is
1. A combined speed indicator and odometer for use in connection with bicycles,
as herein described.
2. A combined odometer and speed indicator comprising a hand for registering
time and a hand for registering distance, said hands being located in adjacent,
comparable relations, and being driven substantially as herein described.
3. A combined odometer and speed indicator comprising a distance hand, means

page_text: for driving said distance hand, a hand for registering time, a chronometric train
for actuating said time hand, and means for automatically winding up the main
spring of the chronometric train, substantially as described.
4. A combined odometer and speed indicator comprising a hand for registering
distance, means for driving said hand, a hand for registering time, a chronometric
train for driving the time hand, means for automatically winding up the main
spring of the time train, and a relief for preventing excessive tension being placed
upon the main spring of the chronometric train, substantially as described.
5. A combined speed indicator and odometer comprising a bridge having arms
for carrying both jewels or bearings of a shaft, the arms of said bridge being ad-
justable to take up the end shake or play of the shaft, and the bridge being bodily
adjustable to secure proper depthing or mesh of the gearing, substantially as de-
scribed.
6. A combined speed indicator and odometer comprising a hand for registering
distance, a hand for registering time, a chronometric train for driving said time
hand, and a starting, stopping and resetting mechanism comprising a brake for
the distance hand, and a wiper arranged to engage the balance wheel of the chrono-
metric train to stop the chronometric train and to positively start the same in
operation, substantially as described.
7. A combined odometer and speed indicator comprising a hand for registering
distance, a hand for registering time, a starting, stopping and resetting mechanism,
and a cyclometer for registering the total distance covered by a bicycle independent
of the action of the starting, stopping and resetting mechanism, substantially as
described.
Doted th
th: 10077
E. P. ALEXANDER & SON,
Chartered Patent Agents,
19, Southampton Buildings, Chancery Lane, London, W.C.,
Filing Agents.