Apparatus for Indicating and Registering the Movements of Railway and other Vehicles.
Year: 1896

page_text: Date of Application (in United Kingdom), 14th July, 1896
Complete Specification Left. 14th July, 1896--Accepted, 14th July, 1897
Apparatus for Indicating and Registering the Movements of Railway
and other Vehicles.
We, ENNEMOND FAYE (Banker) and GEORGES STÉPHANE JEAN BAPTISTE BOCHET
(Civil Engineer) both of 4 Rue Groleé, Lyons, France; 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 apparatus for indicating and registering all the movements
of a vehicle and more especially of railway trains.
The apparatus indicates and registers the speed at every point, the stoppages,
recoil movements, slipping of the driving wheels, the time at which the train passes
any point, the time of arrival at and departure from a station, the time of stoppage,
the condition or stability of the permanent way, and also all the shocks, gradients,
and the horizontal distance travelled. It also enables the driver to have constantly
under observation a record of the gradient of the line and the speed at which the
train is travelling so as to enable the engine to be driven at a normal speed and
the brakes to be applied at the proper moment to reduce the speed on descending
gradients when a speed which would be safe on a level might be dangerous.
The apparatus gives both graphic and visual indications. It records graphically:
(1) The horizontal distance travelled which serves as the base for the lines
indicating the gradient;
(2) The gradient of the road travelled;
(3) The state of the line as indicated by shocks;
(4) The speed at each point of the line;
(5) The time and therefore the recoil and slip.
It also indicates at a glance :-
(1) The gradient;
(2) The speed;
(3) The time.
Our Invention is illustrated in the accompanying drawings wherein Figure 1
represents an external face view, Figure 2 an interior face view, Figure 3 a side view,
and Figure 4 a plan of the apparatus. Figure 5 represents the several diagrams
produced by the apparatus. Figure 6 illustrates the principle on which is based the
construction of the device for recording the horizontal distance travelled. Figure 7
represents the camn by means whereof the time record is obtained. Figure 8 represents
the operative mechanism. The same letters of reference denote like parts in all the
Figures.
Before commencing the detailed description of the apparatus and of the device for
recording the horizontal distance travelled, we will explain the general principles on
which the form of this device, which we will term the solid G, is based. If the
horizontal distance B A (Figure 6) be travelled by a wheel which transmits notion to
a wheel D on the axis of which is a wheel E a point e on the circumference of the

page_text: latter will indicate by its movement to a certain scale the horizontal distance B A
travelled. If now, starting from B, the distance B C is travelled the point e by its
movement will indicate to a certain scale the distance B C; that is to say the point e
will have a greater extent of motion since BCBA. If with the same means
it is desired to measure in plan the distance B travelled, that is to say its projec-
tion BA, it is necessary that the point e should travel the same distance in both cases.
This is, however, impossible as the number of revolutions of wheel E inust necessarily
be greater when the distance B C is travelled instead of B A since BC BA. The
greater the angle B the greater the length B C and the greater the number of
revolutions of the wheel.
measur
Siy projec
tion BA, it is necessary that the point e should travel the same distance in both cases.
This is, however, impossible as the number of revolutions of wheel E must necessarily
be greater when the distance B C is travelled instead of B A since BC BA. The
greater the angle B the greater the length B C and the greater the number of
revolutions of the wheel.
a
= cos B (1)
Let n be the number of revolutions of wheel E when the distance B A is travelled.
Let n be the number of revolutions of wheel E when the distance B C is
travelled. Let R be the radius of wheel E.
2
R n = c
2
R na
Dividing the one equation by the other we have :-
==
&
therefore
==
cos B (1)
= cos B (2)
In order to solve the problem it is necessary that
2 R2 R n¹
П
which is impossible as 2 R is common and n always differs from n'. To make this
equation possible, R must vary and consequently if R is the radius of wheel E in:
travelling from B to A, R' should be the radius of wheel E when travelling from B to C
and the length B C varying with the angle B, R' will be a quantity varying as the
angle B. In any case, whatever may be the value of angle B, we must have

page_text: scale the horizontal distance travelled. As the radius of the wheel E cannot vary we
substitute for it a solid G (Figures 2, 3 and 4) generated by a curve varying as the
cosine of angle B and whose radius consequently varies as the cosine B. By shifting
the solid G in the direction of its axis according to the value of angle B it will
transmit different speeds to a wheel of invariable radius and a fixed point upon the
circumference of said wheel will always give to a certain scale the horizontal distance
travelled whatever may be the value of the angle B.
From the formula (4) this solid G is obtained as follows:-Upon a line X Y,
Figure 6, is erected a perpendicular O L at point 0. From this point as a centre
with R as radius a quadrant of a circle is described to the left of the perpendicular.
From point L this quadrant is divided into 18 parts of 5° and from these points of
division perpendiculars are let fall on the right line O L. To the right of O upon XY
are set off 18 equal parts and from these points of division are erected perpendiculars
which meet those drawn to O L. from the points of division of the quadrant the first
perpendicular erected on X Y co-ordinating with the first erected on O L, the second
erected on X Y with the second erected on O L, and so on :-
By connecting the points L L', L, L, L18, a curve is obtained whose distance
from axis Y varies from R (that is to say cos 0°) to zero (that is to say cos 90°). This
curve by revolving about X Y generates the solid G. The curve may be more exactly
obtained by dividing the quadrant into 90 or 180 parts for example and 0-018 also
into 90 or 180 parts. By this mode of constructing the solid G its length may be
more or less increased.
This being understood we will now proceed to describe the apparatus which forms
the subject of the present Invention.
The parts of the mechanisin are enclosed in a metal casing a in the sides of which
are mounted the spindles and cross rods which carry all parts of the apparatus. The
solid G above referred to is mounted on a spindle upon which is keyed a wheel c
which receives motion and transmits to the spindle b of the solid G which is capable,
by a groove and feather connection, of sliding on its spindle without ceasing to rotate.
Upon a shaft d, Figures 2 and 3, is mounted a cain cylinder e which partakes in the
movement of a plumb bob f fixed on spindle d. A stirrup-piece (Figure 2) at
the middle of the cylinder, sliding on axes b d and embracing between its limbs the
solid G, is caused to slide longitudinally therewith by the oscillation of the cam e in
one or other direction under the weight of bob f. For this purpose the one limb of
stirrup-piece g has an arm h carrying a roller i which engages in the groovej of cam e.
When the vehicle upon which the apparatus is carried is on an ascending gradient
the plumb bob f moves towards ẞ, Figure 3, carrying with it the cam e whereby the
groovej moves roller i (which is prevented from partaking in the circular motion)
and consequently rod h, stirrup-piece g, and solid G in the direction of the arrow
Figure 2 a similar effect being produced, but in the reverse direction, when the
vehicle is on a down gradient. Thus if the vehicle were on an ascending gradient
making an angle of 90° with the horizon, the bob f will move towards B (Figure 3)
making with its normal position (which is that which it occupies relatively to the
apparatus when the vehicle is on a level) an angle of 90° and moving the solid G
along it axis a distance equal to that of said solid. In the case of a gradient making
an angle of 1° with the horizon the solid G will be moved longitudinally upon its
axis 1/90th of its length and for an angle of n° it will be moved 10 of its length.
The solid G transmits by friction to wheel k the circular motion it receives from
n
90

page_text: axis b which is driven by wheel c. The wheel k is made in two parts, one of which is
in frictional contact with solid G whilst the other part is toothed and transmits
motion to wheel the wheels klbeing carried on a sleeve m capable of sliding
longitudinally upon a rod n. The wheel transmits motion to a wheel o by means
of a chain passing around grooved' pulleys p 7 placed at the opposite angles of a
jointed parallelogram whose two other angles are at the centres of the wheels io so
that whatever may be the position of sleeve m upon rod n the chain connecting the
wheels o will be always in tension. Therefore when the vehicle carrying the
apparatus makes any angle whatever with the horizon the solid G will be slid upon
its axis b, the wheel k in order that it may always receive motion therefrom being
maintained in frictional contact with the solid G by means of a flexible arm
(Figures 3 and 4) fixed to the stirrup-piece g and parallel to the generating curve of
the solid G. This arin bears upon a roller s at the underside of sleeve m, as shewn
in Figure 3, so that when the plumb bob f moves the came in a direction tending to
draw the solid G towards the-cam the arm which moves therewith draws sleeve m
towards the spindle b and thus maintains the contact between wheel and solid G.
The chain wheel o is keyed on the same spindle with a chain wheel t whence motion
is transmitted by a chain to a double chain wheel u (Figures 3 and 4) whence
motion is transmitted by another chain to a wheel V (Figures 2, 3, and 4), its
shaft W, and a roller X keyed thereon. Between this roller and another roller Y
passes a band of paper %, which is carried along by the contact of these rollers so
that it receives its movement from the solid G and consequently the length of the
band wound off indicates to a certain scale the horizontal distance travelled, this
result being due to the form and longitudinal movement of the solid G.
Upon the shaft W of roller X (Figures 2 and 3) beneath wheel V is another
wheel V which transmits motion by means of a chain to a wheel V (Figure 2) upon a
shaft W' carrying a roller X (Figures 2 and 4) between which and a roller the
band of paper also passes. The motion transmitted from wheel to wheel V
reverses the movement of the paper in case of backward movement of the vehicle and
always maintains it in tension between rollers of X, X¹ where the different pencils for
inscribing thereon the graphic records are situated.
11 are cross-bars in which are journalled the shafts of rollers Y, Y¹. The paper
band during the forward movement of the train unwinds from reel 2 (Figure 4)
carried on a spindle 3 which is provided with a friction dise 4 supporting the reel.
The band passes thence between the rollers X, Y, and X, Y and is then wound on
reel 5. The reels are provided at their upper ends with grooved pulleys which are
geared together by an endless cord whereby when the paper band is moved by the
rollers X, X, it winds off reel 2 and is wound upon reel 5 and conversely on the
backward movement. By the foregoing arrangement the horizontal distance
travelled is indicated to a certain scale by the length of the paper band wound off.
The gradient is recorded by a toothed segment 6 (Figures 2 and 3) encircling the
lower half of the cam cylinder e which gears with a rack 7 fitted to slide upon a
rod 8. This rack is also toothed on its side and gears with a wheel 9 (Figures 2
and 4) fast on a spindle 10 having a bevel wheel 11 which gears with a bevel
pinion 12 (Figures 2 and 3) having a second circle of teeth gearing with a rack 13
sliding on the lower cross rod 1 (Figure 3). This rack does not rise above the rod 1 and
supports a plate 14(Figure 2) having an inclined upper edge upon which rests a vertically
sliding plate 16 fitted to move up and down in vertical guides 15 slotted for the
passage of the inclined cam 14. When the vehicle is on an upward or downward
gradient, the plumb bob (Figure 3) moves towards ẞ or a and by the rack and pinion
imechanism described imparts longitudinal movement to the inclined cam 14 which
is moved towards the left or right so as to raise or lower the slide 16 which carries a
pencil holder 17 (Figures 2 and 3) for marking the gradients upon the paper band z.
For example, supposing the dimensions and extent of motion of the inclined cam 14
are calculated to register angles not exceeding 30°-When the vehicle is on a level
a vertical line passing through the axis of the pencil will bisect the hypothenuse of
the triangular plate 14 and when the gradient rises, making an angle of 30° to the

page_text: horizon, the cam 14 is advanced toward the left of Figure 2 a distance equal to one-
half of its base and the vertical passing through the axis of the pencil then coincides
with the small right-angled side of the triangle, the pencil being raised a distance of
one-half the height of the triangle. When the gradient descends and makes an angle
of 30° to the horizon the triangular plate 14 moves towards the right of Figure 2 a
distance equal to half its base the vertical passing through the axis of the pencil then
being at the extremity of the base the pencil having descended through one-half
the height of the triangle. When the gradient rises or falls 1° the triangle is moved
towards the left or right of Figure 2, and the pencil rises' or falls 1/30th of the
half of the height of the triangle or 1/60th of its height. When the vehicle is
on an ascending gradient making an angle of n° with the horizon, the pencil will rise
and trace a line above a base line corresponding to the level portion of the line, the
distance between these two lines or the extent to which the pencil is raised giving the
angle of the gradient with the horizon. Similarly on a down gradient the line made
by the pencil will be below that for the level portion of the road and the inclination
of the gradient will be indicated by the distance between the two lines. By dividing
the graphic record by a scale representing gradients of so much per cent. the up or
down gradient at any point of the line may be read off at a glance by reference to the
base line indicating the horizontal distance.
The apparatus also serves to indicate the condition of the road, for if the carriage
is subjected to vibrations due to the state of the permanent way these vibrations will
be transmitted to the plumb bob f and consequently the line gradient traced will be
sinuous, the gradient being however indicated with sufficient accuracy by taking the
median line of the undulations. Where the undulations are of abnormal amplitude
it shews that at this point the permanent way is in bad order and in the case of a
sudden shock the gradient marking pencil will rise or descend abruptly and trace a
line perpendicular to the horizontal base line.
The speed at any point is indicated by the following arrangement, illustrated in
Figures 2 and 3. A rotating shaft 18 carries a cross-head 19 connected by jointed
links 20, 21, 22, 23, to a sliding collar 24, the links 20, 21 having weights 25 at
their lower ends which when shaft 18 is rotated fly outwards and cause the collar 24
to rise in proportion to the speed of rotation. Attached to the collar 24 by rods 26, 27
parallel to the shaft 18, is a ring 28 supporting a disc 29 having a central aperture
which is slid along the shaft 18 by the movement of collar 24. The disc 29 is
prevented from partaking in the rotary motion of ring 28 by two sleeves 30 attached
to it and sliding on fixed guide rods 31. The disc 29 is raised or lowered upon the
shaft 18 proportionally to the speed of rotation of the latter, two lugs 32 on the
rods 26, 27 (Figure 2) forcing it down when the speed diminishes.
rotated as follows:-The wheel C as before mentioned receives motion from the
running wheels of the carriage and a wheel 33 (Figure 4) on the same shaft b transmits
motion by means of a chain to wheel 34 and so to wheel 35 (Figures 2, 3, and 4)
and from the latter to a wheel 36 (Figure 2) keyed on shaft 18. The disc 29 is
connected by a rod 37 to a plate 38 which slides between uprights 15 (Figures 2
and 3) and carries a pencil 39 (Figure 3) which receives vertical movement and bears
upon the paper band z. If when the apparatus is at rest a longitudinal line passing
through the point of the pencil 39 be- traced upon the paper hand this line will be
the base of the speed curve (Figure 5 Diagram 2). When the vehicle is in motion
the pencil 39 rises more or less according to the speed, and the height of the curve
from the base line will indicate the speed of the vehicle on passing a given point.
While the paper is being moved along according to the distance run and while the
diagrains of the speed and gradient are being traced and during the stoppages of the
train, time elapses and we will now proceed to describe the mechanism for recording
legibly the time of passing a given point, the time of stopping, and the time of
starting again. For this purpose a clock 40 (Figure 4) imparts rotary motion (for
example one revolution every two hours) to a shaft 41 which carries a cam 42 the form
of which is determined as follows:-Froin the shaft 41 as a centre is described a circle
which is divided for example into twelve equal parts each corresponding to ten minutes

page_text: as shown in Figure 7, and through these points of division are drawn radial lines
which are cut off at the following distances from the circumference of the circle
For purposes of explanation, segments corresponding to ten minutes have been taken,
but for greater exactitude segments corresponding to one minute, half a minute, etc.,
would be used. The curve drawn through the points a, a', a'
a', a, gives the form of cam 42. Suppose that a pencil 43 whose point bears upon a
band of paper be placed at a (Figure 7) and be acted on by cam 42 while prevented
from moving in any but the direction of the line V V1; suppose also that at seven
o'clock the cam is in the position which it occupies in the Figure; at 7.10 point a',
is on line V V¹ and the pencil is 5 millimetres higher than its previous position, the
pencil rising 5 millimetres in 10 minutes. At 7.20 o'clock the point a', is on line V Vi
and the pencil is 10 millimetres higher than the position occupied at seven o'clock
and so on. At eight o'clock the point a', coincides with line V V₁ viz. :-30
millimetres above the position previously occupied by point a, the pencil having
risen 30 millimetres since seven o'clock. The pencil thus traces between seven and
eight o'clock a vertical line at the rate of half a millimetre per minute. From eight.
to nine o'clock the pencil descends under the same conditions. If the paper receives
a horizontal movement a graphic record can thus be obtained and if upon the paper
horizontal lines passing through the points of the pencil when it occupies the positions
which correspond to seven o'clock and eight o'clock, have been drawn, the pencil will
always nove between these two lines; its point will be on the lower horizontal line at
seven o'clock and upon the upper horizontal line at eight o'clock, and upon the lower
horizontal line again at nine o'clock, and so on. The hours are thus denoted by the
points of contact (Figure 5 Diagram 3) of the time record with the two horizontal
lines and the time at any given point will be indicated by the last point of contact
with one of the bases plus the number of minutes shewn by the distance of said point
from the base. The pencil 43 (Figures 2, 3, and 4) whose point bears upon the band
of paper is carried by the plate 44 fitted to slide between the uprights 15 and
operated by a lever 45 pivoted at 46 whose slotted extremity works in a slotted
guide 47 and is acted on by the cam-42 before described which is revolved by the
clockwork 40 so as to impart up and down movement to the plate 44 and pencil 43.
When the cam 42 has made a half revolution the pencil will be at its lowest point
(see Figure 5 Diagram 3) and by the continued revolution of the cam the pencil
again rises so that when the cam has made an entire revolution the time marking
pencil has again returned to its highest point, the cam being supposed at starting to
occupy the position represented in Figure 2.
This apparatus not only furnishes a graphic record but indicates upon dials the
time, gradient, and speed at any given point.
It has been before stated that the plate 16 (Figure 2) carrying the gradient
marking pencil 17 rises or falls according as the road has an up or down gradient.
A rod 48 (Figures 2, 3, and 4) fixed to plate 16 terminates in an index 49 (Figures
1 to 4) which follows the movements of plate 16 and rises or falls with the
gradient of the road over a graduated scale (Figure 1). being at zero at the middle of
the scale when the vehicle is running on the level. When the line is on an ascending

page_text: gradient the index rises above zero and indicates upon the graduated scale that the
gradient rises so much per cent. When on a down gradient the index falls below
zero and indicates on the scale that the gradient falls so much per cent. These
indications enable the driver to apply the brakes at the proper moment when he is
unable to see the notice boards at the side of the railway. To the disc 29 which
rises more or less on the spindle 18 according to the speed at which the train is
travelling is fixed a rod 50 (Figures 3 and 4) which terminates in a mek 51 which
gears with a toothed wheel 52 on te spindle of a pointer 53 moving over a graduated
dial (Figure 1) whereby the speed is indicated at any moment. When stopping,
the pointer stands at zero on the dial. The clock which actuates the hour and the
minute hands 54, 55, is of the ordinary kind. The hand of paper Z is drawn in the
direction of the arrow (Figure 5) opposite the three pencils 17, 39, 43, ench of which
receives vortical movement, thus produciag three diagrams. The first diagram
indicates the horizontal distance, the gradient, the condition of the road, and the
shocks which may occur. The line y gives the horizontal distance and serves as a
base line for the gradient record. The second diagram indicates the speed. The
line x, y, is the base line for the speed curve; when the latter meets the base line
the speed is zero, that is to say the vehicle is stopping. The line ', y', is drawn
parallel to x, y, and is the line for the highest maximum speed allowed. When the
speed curve crosses this line it shows that at these points the maximum speed has
been exceeded. The third diagram indicates the time, that is to say the time of
passing any point; also stoppages, their duration, and the time at which they
occur; slipping and backing. The time-recording pencil moves between
the lines y and x, y When the pencil is in contact with 2 y (the cam 42
making one revolution in two hours) it indicates for example an odd hour, and when
the pencil makes contact with 'y', it is an even hour. It will be obvious that the
number of minutes past any particular hour will be indicated by the vertical distance
attained by the axis of the pencil 43, above or below (as the case may be) the
hour line" as it may be called, a y' or 'sy's
To read the graphic record, let it be supposed that the apparatus is applied to
indicate the movements of a railway train, and is so arranged as to be actuated from the
driving wheel axle of the locomotive. Let it also be supposed that the first point of
the road of which the indications are required is A for example, the corresponding
point on the first diagram would be a, on diagram 2, a¹, and on diagram 3, a².
The line o o, o, indicates the point of departure. This being
understood, the whole graphic record, as shown in Figure 5, is read in the following
way-At point A situate at a distance o a from the starting point, the road rises so
much per cent. which is indicated by the length a a'. At this point the speed was
nil, that is to say the train stopped at seven o'clock plus a number of minutes,
indicated by the height 2 m. The stoppage continued for a number of minutes
indicated by the length m n and the train restarted at seven o'clock plus a certain
number of minutes indicated by the height a2 n. On examining the gradient
record it will be seen that the line traced from a to c' is highly sinuous, thereby
shewing that the road is in bad condition between A and E At point B which is
situated at a distance ob from the starting point, the road rises a certain percentage
which is indicated by the height 6 b'. The train passed point B at a speed indicated
by the height b, b,' where it attained the maximum speed allowed. At the moment of
passing Bit was seven o'clock plus a certain number of minutes indicated by the
distance b, b', From this point the speed still further increases, exceeds the allowed
limit, and attains a maximum at point C situated at a distance oc from the starting
point. At this point the train travels at a speed indicated by c, c', the 'time at the
moment of crossing being seven o'clock plus a number of minutes which is indicated
by the height c, d, After passing point C the speed diminishes to the maximum
allowed, at D. At point F situated at a distance of from the starting point the line
rises so much per cent. as is indicated by the height.ff. At this point the speed
attains the maximum allowed, after which it increases still more, then diminishes
to the maximum permitted, at G. On examining the time record between

page_text: F and G it will be seen that it is parallel to x², y², which
indicates that the
paper has travelled while the time pencil has
remained at practically the same height, thus indicating that the speed has been
very high for a very short time. The paper having moved along as if a certain
distance had been traversed during this time, shews that slipping of the driving wheels
on the rails has taken place at point F and a portion of each of the diagrams
comprised between the vertical lines ff, and gg, should be cancelled. This slipping.
has occurred at F at eight o'clock plus a number of minutes given by the
distance f. f. (read from the line x', downwards) the difference between which distance.
and 9, 9' (similarly read downwards) giving the duration of the slipping. This
slipping may be verified by the length of the paper unwound between the starting
point and point F and which is greater than it should be. The actual length of the
railway from the starting point of the train to point F, and consequently the length
of paper which should normally be unwound by the apparatus whilst the train
traverses this distance, being known, it follows that the excess f g marked on the first
record is due to the slipping indicated in the third record. At point H situate at a
distance oh less fg (as above explained) from the starting point, the gradient record
indicates (by its coincidence with the line xy) that the road is level; whilst the
perpendicular observable on this diagram about midway between the points H and I
indicates that the train, in suddenly passing from the level on to a gradient, has
received a shock. The train passed point H at a speed which is denoted by the
height h, h, the time being nine o'clock plus a certain number of minutes indicated
by the height h, h'. At point P situated at a distance op-fg from the starting
point the road descends so much per cent. as is indicated by the height pp. The
speed of the train at this point was nil that is to say it was stopped, it being then
ten o'clock plus a number of minutes indicated by the height pa m, (read downwards).
At point P of the time diagram it will be seen that instead of being continued to the
right of the line p p the line is continued to the left which denotes that from the
point P the paper has received a reverse movement, thus showing that the train has
backed until a certain number of minutes after ten o'clock indicated by the line k² m²,
read downwards. It has backed from point P to point K a distance indicated by k p.
At point K the speed is nil and similarly at point P, as owing to the direction of
running being reversed the speed at these two points has necessarily been nil. The
stoppage at P was from m¹to n¹ and at K from m² to n². The train started again
from point K at a certain number of minutes past ten, indicated by ka na read
downwards and repassed point P at a speed denoted by p, p', at a number of minutes
past eleven o'clock, indicated by p' pa', read upwards.
The motion of the carriage is transmitted to the apparatus by means of an
eccentric 56 (Figure 8) keyed on the axle 57 of one of the running wheels. This
eccentric is surrounded by a strap 58 whose rod 59 has a slotted link 60 in which
engages a fixed pin 61 so that the end of rod 59 describes an oval and the crank
pin 62 on which it operates must therefore be capable of moving towards or away
from shaft 63 for which purpose the crank arms are formed of telescopically sliding
parts 64, 65. The motion thus imparted to shaft 63 is transmitted to the recording
apparatus by any suitable means. The motion might be transmitted directly to
shaft b if the extremity of rod 59 described a circular movement but it would be still
necessary to employ this system of crank arms on account of the expansion caused by
the differences of temperature. It may be so arranged that the axes of the oval may be
very small so that the eccentric and rod may be enclosed in a casing.
No alteration is needed in the construction of the vehicle upon which the apparatus
is mounted, it being simply necessary to fix the eccentric disc 56 upon one of the
wheel axles. The dimensions of the parts of the apparatus may be varied to suit the
scale of the diagrams. The time occupied by the pencil in moving from one base to
the other of the time diagram may either be one, two, or three hours, etc.
The shaft 41 of the cam 42 is balanced as usual in clockwork so as to rotate at a
constant speed, and the holes in which the arbors are mounted may also be jewelled

page_text: if necessary. The pencils are so mounted on the plates 16, 38, 44, (Figures 2 and 3).
as to bear constantly on the paper.
In practice it is found that the movement of solid G is efficiently transmitted to
wheel k by friction whatever may be the speed. Although the condition of the line
is indicated on the diagram by the vibrations of the plumb bob, these oscillations are
not found to interfere with the transmission of movement by the solid G and the
vibrations may be lessened by varying the length or weight of the plumb bob or by
increasing the length of solid G, etc. The errors due to vibration in recording the
horizontal distance travelled are inappreciable.
The record of the horizontal distance travelled may be omitted from the diagram
and the movement be transmitted direct to the paper feed roller, retaining the pencil
for the gradients. In this manner instead of having the horizontal distance as base
for the gradient a line giving the development of the distance travelled would be
used.
In the case of light railways or tramways, the first diagram may be dispensed with,
retaining only the speed and time diagrams.
The diagram paper is square ruled to facilitate reading off since the three pencils
being on the same vertical correspond to the same point of the line. To guard against
shifting of the paper between the rollers either upwards or downwards and consequent
error of the records, an additional pencil for each record may be fixed, say, to one of
the uprights 15 (Figure 2) for the purposes of verification. This additional pencil will
trace over again the base line already traced upon the paper. The graduation of the
speed dial, Figure 1, will give the speed in miles travelled per hour for instance.
The graduation of the gradient scale will represent so many feet per one hundred.
The case of the apparatus has a door at the upper part for inserting and changing the
recording pencils and paper.
Having now particularly described and ascertained the nature of the said Invention
and in what manner the same is to be performed we declare that what we claim
is:-
1. An indicator apparatus for common road or railway vehicles, comprising a
device for registering the horizontal distance travelled, the gradients, the state of the
road as shewn by shocks, the device consisting essentially of a solid of revolution G
generated by a curve varying as the cosine of the angle which the road makes with the
horizontal and receiving rotary motion from the wheel of the vehicle and susceptible
of being shifted axially so that the solid G will transmit to a wheel of invariable
radius various speeds which are transmitted to the paper winding roller, the axial
shifting of the solid G being produced by a plumb bob which maintains its vertical
position when the apparatus quits the horizontal position in consequence of the
inclination of the road, each such oscillation of the plumb bob imparting a vertical
movement to a gradient recording pencil and to an index movable over a scale.
2. An indicator of the kind specified wherein the shaft of the solid G actuates
a spindle carrying a jointed parallelogram having weights for transmitting, for
the purposes of registration of the variable speed of the vehicle, vertical movements
to a pencil and a rotary movement to an index through the medium of a rack
and pinion.
a clock movement
3. An indicator apparatus of the kind specified wherein
actuates a cam of special form which communicates, for tracing the time record,
vertical movement to a pencil whilst moreover the clock indicates the time.
1000
A. M. & WM. CLARK,
53, Chancery Lane, London, Chartered Patent Agents.