US406142A - Passenger register - Google Patents

Description

3 Sheets-Sheet 1.

(No Model.)

H. KERSHAW & T. SUTOLIFPE. PASSENGER REGISTER. No. 406,142. Patented July 2,1889.

(No Model.) 3 Sheets-Sheet 2.

H. KERSHAW & T. SUTGLIFFE.

PASSENGER REGISTER.

N0. 406,142. Patented July 2, 1889.

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(No Model.) 3 Sheets-Sheet 3. H. KERSHAW & T. SUTGLIFFE.

PASSENGER REGISTER No. 406,142. Patented July 2, 1889..

7:; fil yd 176707 712 74 mmaxmf a d UNITED STATES "PATENT OFFI E.

HENRY KERSHAlV AND THOMAS SUTOLIFFE, OF ROOHDALE, COUNTY OF LANCASTER, ENGLAND.

PASSENGER-REGISTER.

SPECIFICATION forming part of Letters Patent No. 406,142, dated July 2, 1889.

Application filed August 23, 1888. Serial No. 283,542. (No model.) Patented inEngland July 29, 1887, No. 10,543.

To aZZ whom it may concern:

Be it known that we, HENRY KERSHAW and THOMAS SUTCLIFFE, subjects of the Queen of Great Britain and Ireland, residing at Rochdale, in the county of Lancaster, England, have invented certain new and useful Improvements in Apparatus for Indicating the Number of Passengers Entcringa Vehicle and Leaving the Same, and for other analogous purposes, (for whichwe have obtained Letters Patent in Great Britain, N 0. 10,546, dated July 29, 1887,) of which the following is a specification.

This invention has for its object to provide novel means for registering the number of passengers entering a car, coach, or other t aveling vehicle; and to such end the invention consists in the features of construction and combination of devices hereinafter claimed, reference being made to the acco1npanying drawings, in which- Figure 1 is a side elevation of a street-car provided with our registering mechanism; Fig. 2, a top plan view of the same; Fig. 3, a rear end elevation; Fig. 4, a detail side view of the mechanism for throwing the counting devices into gear; Fig. 5, a top plan view of the devices shown in Fig. 4;Fig. 0, asectional end view of the same; Fig. 7, a face view of the upper part of the register-case; Fig. 8, a rear View, and Fig. 9 a vertical central sectional view, of the same.

In order to enable those skilled in the art to make and use our invention we will now describe the same in detail, referring to the drawings, where it will be seen that a indicates a street or tram car mounted on wheels 11, secured to the axles c. To the entrance of the car is applied a reversible turnstile cl, through which the passengers have of necessity to pass to obtain admission either to the interior of the train-car or by means of the staircase a to the top or outside thereof. In communication with this turnstile d is a register case or box 6, containing indicators to suit different classes of fares or stages, (three sets being shown on the drawings, although more or less may be employed,) each set of indicators consisting of three dials e, a and c and index-fingers f f, as seen more clearly in Fig. 7. These dials are designed to indicate the n umber of passengers carried-via, in units by means of the lower dial 0, in tens by the middle dial 6 and in hundreds by the upper dial e the spindles being proportionately geared together by spurgearing for this purpose, as indicated in Fig. 9, and by the pitclrlines of the various spurwheels employed in Fig. 8'.

It will be observed that each dial is provided with a pair of index-fingers fand f, Fig. 7, one finger f indicating the turning of the turnstile d in one direction, (say for passengers entering the vehicle,) and the other f in the other direction, (say for passengers leaving the vehicle,) and that consequently double gearing has to be employed, as seen more clearly in Fig. 9, for actuating each index spindle. The driving mechanism consists of a pair of bevel -wheels g-the one mounted at the upper extremity of a vertical shaft g and having at its lower extremity a bevel-wheel h for receiving motion from the actuating mechanism, as hereinafter explained, and the other bevel-wheel g imparting the necessary fraction of a revolution so received to one or the other of a pair of ratchet-wheels it through one of a pair of pawls h, (carried at opposite extremities of the arms 722,) according to the direction in which the turnstile is moved by the incoming or outgoing passenger. It will be apparent that the teeth of these ratchet-wheels It must be cut in opposite directions, and that thus and by means of the intermediate spurgearing (illustrated in Figs. 8 and 9) the necessary mo tion in one or the other direction is conveyed from the turnstile d to the indicators. These registering dials or indicators, consisting of three dials, as aforesaid, are arranged side by side in the same case a, and each indicator is brought into play successively, as hereinafter more particularly explained, as each stage is accomplished by being capable of gearing with one common driving-shaft 7:, and which shaft receives its revolving motion direct from the turnstile-shaft cl through the bevel-wheels (1 It now remains to explain how, when a stage or-certain distance has been completed, the apparatus is caused to throw the shaft 1' out of gear with one set of indicators and simul taneously to bring the counting mechanism of the next set of fares or stages into play. For this purpose we employ a screw-shaft j, running the length of the framing 7c of the actuating mechanism and supported in bearings at each extremity thereof. This screw receives a constant and slow revolving motion from one of the axles c of the tram-car, as illustrated in Figs. 1 and 3, by means of intermediate shafts c and c bevel-wheels c and worm and worm-wheel gearing c and c, or by any other equivalent driving mechanism. Upon this screw j is mounted a traveling screw-nut Z, which is further supported and guided as it travels along by a pair of rollers Z, running between guide-rails Z Rising from this carrier Z are a pair of horns or studs 'm, one of which is designed to enter first between the pivoted and slotted extremity n of a lever 01, and then by continuing its traverse of such slotted end to turn the lever n and cause the latter, through the intervention of the connecting-rod 0, parallel lever 0', and forked lever 0 embracing the grooved boss of the bevel-wheel p, to move the bevel-wheel along the shaft 1' and out of gear with the bevel-wheel h (upon the vertical shaft 9) of the first set of counting mechanism. Simultaneously with this taking place the other horn or stud on has, through corresponding mechanism, mounted on the other side of the frame 7:, caused the bevel-wheel 'r to slide into gear with its bevel-wheel h for operating the next counting mechanism, so bringing the same into play to indicate the next set of fares or stage of the journey. The same operation is repeated upon the arrival of the traveling carrier Z at the similar actuating mechanism appertaining to the next indicator. In order to assist the final action or change from one set of illdieators to the other, we employ for each indicator a weight, lever, arm, or oscillating bobweight 3, the shorter arm of which is forked and embraces the forked lever 0 and thus, when such loaded lever is brought to the vertical position and then falls over, the desired impetus is given to the wheels 19 and a". In this manner we are able to indicate the tramfares received or payable, the number of passengers carried from time to time, and to register in what subdivision of the journey they entered and left the vehicle. We are also enabled to dispense with the necessity and expense of inspectors as hitherto employed for checking purposes.

In case of it being required to distinguish between adult and children passengers, this can be accomplished by having a gate through which the children would alone be allowed to pass, and which would be used in connection with a special counting mechanism.

Although only hereinbefore described in. reference to tramcars, it will be apparent that this improved mechanism is equally applicable to ferryboats, to register the number of persons passing through a turnstile within various periods or hours of the day, and for other analogous purposes.

What we claim is-- 1. The combination, with the dials, the vertical shafts g having bevel-wheels h 72 and connecting-gearing, of the revolving shaft 2 the sliding and revolving bevel-wheelsp r, the pivoted levers 11, connected by intermediate devices with the sliding bevel-wheels, the retary screw j, and the screw-nut l on the screw for operating the levers, substantially as described.

2. The combination, with the dials and the vertical shafts g, having bevel-wheels h h of the shaft 2', having sliding and revolving bevel-wheels p and 0', the screw j, having the traveling screw-nut l, and lover mechanism operated by the nut to successively throw the sliding bevel-wheels out of gear with the bevel-wheels on the Vertical shaft, substantially as described.

3. The combination, with the dials and the vertical shafts g, having bevel-wheels 71 713,01 the shaft 1', having sliding and revolving bevel-wheels p r, the screw j, having a screw-nut Z, lever mechanism operated by the nut to successively shift the sliding bevel-wheels, th e vertical shaft geared to the screw and driven by an axle, and the turnstile geared to the shaft carrying the sliding bevel-wheels, substantially as described.

4. The combination, with the dials and the vertical shafts g, having bevel-wheels h h, of the horizontal shaft 'i, having sliding and revolving bevel-wheels p r, the screw 7, driven from an axle and having the screw-nut 1, provided with studs m, the forked levers 92 the connecting'rods 0, the parallel levers o, the forked levers 0 engaging the sliding bevelwheels, and the turnstile cl, geared to the shaft carrying the sliding bevel-wheels, substantially as described.

In testimony whereof we allix our si natures to the foregoing specification.

HENRY KERSHAW. THOMAS S'U'l.CLlFl E. Witnesses:

JoHN G. Wilson, IV. GUNN.

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