A New or Improved Horse-power Gauge or Steam-pressure Indicator.
Year: 1889

page_text: Date of Application, 13th July, 1889
Complete Specification Left, 14th Apr., 1890-Accepted, 12th July, 1890
PROVISIONAL SPECIFICATION.
A New or Improved Horse-power Gauge or Steam-pressure
Indicator.
I, KARL LEVERKUS, of 3 Herbert Street, Moss Lane East, Manchester, in the County
of Lancaster, Engineer, do hereby declare the nature of this invention to be as
follows:-
My invention consists in a new or improved instrument or apparatus for indicating
either the horse power developed by a steam engine or the mean actual pressure of
steam per square inch in the cylinder of a steam engine the horse power or mean
pressure being shown at a glance by means of a pointer on a scale.
A double indicator that is an indicator with two cylinders as A and B in Fig. 5
and two pistons as A and B in Fig. 5 on the same piston rod as C in Fig. 5 furnishes
diagrams as Fig. 1 if either of the two cylinders of the indicator only communicates
with the respective side of the cylinder of the steam engine and diagrams as Fig. 2
if both cylinders communicate at the time with the two sides of the steam cylinder.
Such a diagram as Fig. 2 resembles a parallelogram a b c d as shown by dotted lines.
In most cases the dotted straight top line ab goes through the beginning point a of
the base line a c and the bottom line cd through c. Then the central line o of the
parallelogram going through the middle of the base a c will divide the total
height into the parts ef and ei and e f will be the mean actual pressure
of steam per square inch .e. the difference of the steam pressures on the two
sides of the steam piston of the engine for the one stroke and ei the mean
pressure for the other stroke. As will be seen in Fig. 2 ef by and (in case mean
pressures efand ei are alike) half of the total height befi. I therefore arrange
the horse power gauge so that by means of certain combinations of levers slots springs
and brakes the height ef=bg =ah is brought into use to move the hand on the
scale to show the proper horse power (or mean pressure). The actual variations of
the drawn top and bottom lines of diagrains from the dotted straight lines ab and c d
are equalised by means of springs and brakes. The horse power gauge will receive
two cylinders A and B and two pistons A and B fixed on a long piston rod passing
through a spring cylinder E and provided with rods Cand C. The channels A
and B are connected by tubes to the two sides of the steam cylinder of the engine
and can be disconnected through cocks or valves placed on either side of the horse
power gauge. When the horse power gauge is at a stand the spring E¹ will fill up
the spring cylinder E its heads E2 and E being close to the shoulders E' and E'. It
may be compressed from either top or bottom side. The spring cylinder E is fitted
so as to be capable of movement in its bearing E and slides up and down being
connected with the slotted links F through the rods F. The slotted links F having
their fulcrum in F³ it will be clear that according to the position of the rods I in the
slots F the stroke of the spring cylinder will be varied. The slotted links are so
driven that always the stroke of the spring cylinder E is equal to the height bc=
-fi
ad in Fig. 2 (i.c. = y c + a h) so as to get the actual length through which the
spring E at the beginning of a stroke is compressed (to make it plainer say like b c
in Fig. 2) divided into the two parts bg (i.e. half the stroke of the piston rod C and
thereby the stroke of the lever D from the starting point p) and gc (i.e. half the stroke
of the spring cylinder E). When the steam piston of the engine proceeds in its
course and is at present in a position corresponding say to the point m, Fig. 2 the
point c being the starting point the spring E will be compressed through a lesser
length represented by km. To divide km into the parts & l (like e the mean actual
pressure) and it will be necessary that the position of the spring cylinder E
corresponds to the length 2 m. To ensure this the spring cylinder E is always

page_text: downwards when the piston rod C rises and upwards when the latter descends and the
slotted links F are moved by means of rods F' and levers F' (in a manner to be
explained later on) from the piston rod or crosshead of the engine in a similar way as
the spring cylinder or drum of an indicator is moved from the crosshead.
With reference to Fig. 2 it will then be seen that at the starting point c the
spring is already compressed through the spring cylinder E being down and
through the length gc so that the piston rod O will only be able to rise and move the
lever D a distance equal to the length bg (assuming that the actual pressures be
represented through the dotted straight lines ab and c d). On the middle of the
course of the steam piston the actual pressure will only be half as much viz., like ef.
At this moment the slotted links F will be in their middle position and accordingly
also the spring cylinder E so that the full length ej through which the spring E' is
now compressed is transmitted by the piston rod C to the lever D in other words the
lever will remain unaltered in its position during the first half stroke from c to e
in Fig. 2. When the steam piston is at the end of its course corresponding to point a
in Fig. 2 the actual pressure will be nil but as the slotted links F2 are on the other
side of their middle position and consequently the spring cylinder E is also on the
other side of its middle position and the spring E' fills up the said spring cylinder
it will be clear that the piston rod C will be still at the height a h in Fig. 2 above
its middle position in other words the lever D will still remain unaltered in its position
as at the beginning of the stroke of the steam piston.
The same is repeated for the other stroke of the steam piston the only difference
being that when for the first stroke the piston rod C has moved the lever D on the
one side of its fulcrum D' say by means of the piece on the piston rod proper the
said piston rod will for the other stroke move the lever D on the other side of its
fulcrum Die. through the rods C and C and piece C. To cushion the pushes of
the piston rod C or rods C1 and C2 on the pieces C and C at the change of the
direction weak springs in the piece and in the piece Care provided.
In order to cause the lever D to follow the variations of the steam pressure a
spring Con the rod is provided for returning the lever D. On working the horse
power gauge the lever D will then be moved through a path that is proportional to
the difference of pressures exercised by springs E' and C on each other and is equally
proportional to the mean actual pressure ef in Fig. 2. The movements of the lever D
are transmitted to the pointer I³ in Fig. 6 through a rod G levers H and H¹ in Fig. 5
rod H rack and pinion 12 in Fig. 6. The counter weight H2 in Fig. 5 is for
balancing the lever D. To equalise the variations of actual top and bottom lines from
the dotted straight lines ab and c d in Fig. 2 springs G1 G2 are placed on the rod G
in Fig. 5 and a brake 1' Fig. 6 with a spring 1 on the rod I (where the rack lis
arranged). The brake 1 Fig. 6 will keep the rod I or rack and thereby the
pointer 13 in a certain position while the springs G1 G2 on the rod G in Fig. 5 allow
of a certain deviation or movement of the lever D without the latter being trans-
mitted to the pointer 13. To regulate the amount of such deviations the springs G¹ G²
are adjusted by means of nuts G G₁ on the rod G. When the mean actual pressure
rises or sinks the springs G G2 on the rod G will eventually cominence to work on
the rod G and thereby overcome the friction exercised by the brake 1' on the rod I
ibus moving the pointer 1ª accordingly.
-
To ensure that the strokes of the slotted links F2 and spring cylinder E be in the
proportion of double the strokes of the lever D) (i.e. = b c = gc+ah in Fig. 2) I
provide an automatic arrangement with a cam 1° and rods I 1 in Fig. 6 and lengthen
the rod I until its end grips the circumference of the cam 16 and is placed between
rods I* I'. The automatic arrangement is constantly driven at a convenient speed
from a pulley placed outside the horse power gauge and moves constantly the
rods up and down. When the mean actual pressure rises or sinks the rod I will
move forward or backward when its end will come beneath either of the two rods 1* 1*
thus stopping it in its course downwards whereby the rod I' or I will by means of
chains rollers springs and levers engage a clutch coupling driving through a pinion a

page_text: wheel on the same shaft where the cam 1'in Fig. 6 and pinions K¹ in Fig. 7 are placed
so that through pinions K the racks K levers K³ and rods F in Fig. 7 are moved
and thereby the rods F in the slotted links F in Fig. 5. To prevent the rods F from
changing their positions when the above said clutch coupling is again disengaged
through the end of the rod I in Fig. 6 coming between the rods 1 1 brakes K² shown
in Fig. 7 are provided to secure the racks K. The other of the rods 1 [³ would
engage another clutch coupling for driving the shaft with the cam [° and pinions K¹
in the opposite direction.
a
In Fig. 2 the dotted straight top and bottom lines are shown as passing through
the points a and c. In cases where the degree of expansion is higher these dotted
lines may pass beneath the point a and above the point c as in Fig. 3. In other
cases where the expansion is not so great these dotted lines may pass above the point.
and beneath the point e as in Fig. 4. To ensure that for engines having automatic
expansion gears the strokes of the slotted links F and spring cylinder E in Fig. 5 be
in the exact proportion to these said deviations of the dotted lines from the points a
and c I provide another automatic arrangement driven also constantly from the same
pulley outside the horse power gauge with a cam Land rods L' L' as shown in Fig. S.
The rod L is connected either with the automatically acting governor or with the
valve gears of the engine in some convenient way and acts through levers L and L7
and rod L on the segment L working with a rack L³ and moving a pointer L'. This
pointer is for a scale showing the percentages that must be added to or deducted from
the horse power indicated on their respective scale by the pointer 13 Fig. 6 according
to the increase or decrease in the speed of the engine.
C
I further provide the horse power gauge with a slotted link G see Fig. 9 rod R
and lever S and let this slotted link be moved from the piston rod or crosshead of the
engine through the rod M lever N and O and rod P. The shaft where the lever S is
put on is the same that carries the lever F in Fig. 5. As will now be seen the actual
stroke of the slotted links in Fig. 5 will be regulated according to the position of
the rod R in the slot Q Fig. 9. When under the influence of increase or decrease in
the speed of the engine the rod L Fig. 8 moves the rack I either of the rods LA L²
will be stopped in its course downwards whereby it in a similar way as above engages
a clutch coupling that drives through a pinion a wheel on the shaft where the cam L
Fig. 8 and pinions X Fig. 9 are placed in one direction so that through pinions X
rack W lever U and rod T the rod R will be varied in its position in the slot Q. To
prevent this rod R from altering its position when the said clutch coupling is again
disengaged a brake V is equally provided for keeping the rack W. The other of the
rods would engage another clutch coupling for driving the respective wheel and
thereby the pinion X Fig. 9 in the opposite direction.
All the various parts mentioned above I arrange together in a convenient manner
connecting them together through suitable means such as chains levers shafts wheels
rods springs and so on to make the horse power gauge self contained.
In cases where automatic expansion gears are not supplied to the respective engines
the automatic arrangement for varying the position of the rod R in the slot Q Fig. 9
may be omitted the segment L' in Fig. S be replaced by a simple lever so that the
pointer L is simply moved through the rod L from the governor or by hand. The
pinion X Fig. 9 may be turned by hand according to a scale placed outside the horse
power gauge or the whole arrangement shown in Fig. 9 may be omitted altogether
and the lever F in Fig. 5 may be moved direct from a rod and lever similar to M
and N respectively in Fig. 9.
131 Je of 1.... 1000

page_text: COMPLETE SPECIFICATION.
A New or Improved Horse-power Gauge or Steam-pressure
Indicator.
L, KARL LEVERKUS, of 3 Herbert Street, Moss Lane East, Manchester, in the
County of Lancaster, Engineer, do hereby declare the nature of this said invention
and in what manner the same is to be performed to be particularly described and
ascertained in and by the following statement :-
My invention consists in a new or improved instrument or apparatus for indicating
either the horse power developed by a steam engine or the mean actual pressure of
steam per square inch in the cylinder of a steam engine the horse power or mean
pressure being shown at a glance by means of a pointer on a scale.
I will now proceed to describe my Invention having reference to Figs. 1 to 9 of the
Drawings left with my Provisional Specification and also to Figs. 10 to 16 on the
additional sheet of Drawings accompanying this my Complete Specification.
A double indicator that is an indicator with two cylinders as A and B in Fig. 5
and two pistons as A and B in Fig. 5 on the same piston rod as C in Fig. 5 furnishes
diagrams as Fig. 1 if either of the two cylinders of the indicator only communicates
with the rospective side of the cylinder of the steam engine and diagrams as Fig. 2 if
both cylinders communicate at the time with the two sides of the steam cylinder.
Such a diagram as Fig. 2 resembles a parallelogram a bed as shown by dotted lines.
In most cases the dotted straight top line ab goes through the beginning point a of
the base line ac and the bottom line c d through c. Then the central line no of the
parallelogram going through the middle of the base a c will divide the total height fi
into the parts ef and ei and ef will be the mean actual pressure of steam per square
inch i.e. the difference of the steam pressures on the two sides of the steam piston of
the engine for the one stroke and ei the mean pressure for the other stroke. As will be
seen in Fig. 2ef=g and (in case mean pressures ef and ei are alike) half of the
total height bc= fi. I therefore arrange the horse power gauge so that by means
of certain combinations of levers slots springs and brakes the height ef=bg
is brought into use to move the hand on the scale to show the proper horse power (or
mean pressure). The actual variations of the drawn top and bottom lines of diagrains
from the dotted straight lines a b and c d are equalised by means of springs and
brakes. The horse power gauge will receive two cylinders A and B and two
pistons A and B fixed on a long piston rod C passing through a spring cylinder E
and provided with rods and C².
= ah
The channels A2 and B are connected by tubes to the two sides of the steam
cylinder of the engine. When the horse power gauge is at a stand the spring E¹ will
fill up the spring cylinder E its heads E and E³ being close to the shoulders E and E.
It may be compressed from either top or bottom side. The spring cylinder E is fitted
so as to be capable of movement in its bearing E' and slides up and down being
connected with the slotted links F2 through the rods F. The slotted links F having
their fulcrum in F it will be clear that according to the position of the rods F in the
slots the stroke of the spring cylinder will be varied. Under the assumption that
the steam pressures be represented by the dotted straight lines ab and c d the slotted
links Fare so driven that always the stroke of the spring cylinder E is equal to the
height bc= =fi=
=ad in Fig. 2 (i.e. = gc + ah) so as to get the actual length
through which the spring E¹ at the beginning of a stroke is compressed divided into
the two parts bg (i.e. half the stroke of the piston rod C) and thereby the stroke of
the levers D from the starting point p and gc (i.e. half the stroke of the spring
cylinder E). When the steam piston of the engine proceeds in its course and is at
present in a position corresponding say to the point m Fig. 2 the point c being the
starting point the spring E will be compressed through a lesser length represented
by k m. To divide km into the parts k l (like ef the mean actual pressure) and I m
it will be necessary that the position of the spring cylinder E corresponds to the
length 1 m.
To ensure this the spring cylinder E is always downwards when the

page_text: piston rod C rises and upwards when the latter descends and the slotted links F2 are
moved by means of rods and levers F³ (in a manner to be explained later on) from
the piston rod or cross head of the engine in a similar way as the spring cylinder or
drum of an indicator is moved from the crosshead.
-
J c =
With reference to Fig 2 it will then be seen that when assuming that the actual
steam pressures be represented through the straight dotted lines a b and c d at the
starting point c the spring E' is compressed from the bottom side through the
length while the spring cylinder E is down at a depth gc beneath its middle
position so that the piston rod C will only be able to rise and move the levers Da
distance equal to the difference between c
On the middle of the
= b g.
course of the steam piston the actual pressure will only be half as much viz., like ef.
At this moment the slotted links E will be in their mid:lle position and accordingly
also the spring cylinder E so that the full length ef through which the spring Eis
now compressed is transmitted by the piston rod C to the levers D in other words the
levers D will remain unaltered in their position during the first half stroke from c to e
in Fig. 2. When the steam piston is at the end of its course corresponding to point a
in Fig. 2 the actual pressure will be nil but as the slotted links F2 are on the other
side of their middle position and consequently the spring cylinder E is also on the
other side of its middle position i.e. at the height of a h above same and the spring E
fills up the said spring cylinder it will be clear that the piston rod C will be still at
the height ah in Fig. 2 above its middle position in other words the levers D will
still remain unaltered in its position as at the beginning of the stroke of the steam
piston.
The same is repeated for the other stroke of the steam piston the only difference
being that when for the first stroke the piston rod C has moved the levers D on the
one side of its fulcrum D' by means say of the piece C on the piston rod proper the
said piston rod will for the other stroke move the levers D on the other side of its
fulcrum Di.e. through the rods and Cand piece (³. To cushion the pushes of
the piston rod Cor rods and on the pieces (and Cat the change of the
direction weak springs in the piece C and C in the piece Care provided; but
these springs C 07 may be dispensed with if desired.
In order to cause the levers D to follow the variations of the steam pressure a
spring C on the rod is provided for returning the levers D. On working the
horse power gauge the lovers D will then be moved through a path that is proportional
to the difference of pressures exercised by springs E' and C on each other and is
equally proportional to the mean actual pressure ef in Fig. 2. The movements of the
levers D are transmitted to the pointer 13 in Fig. 6 through a rod Glevers Hand H¹ in
Fig. 5 rod H³ rod 1 with rack I' and pinion 12 in Fig. 6 the rod I and rack 1' being
made in one piece. The counter weight H in Fig. 5 is for balancing the lovers D.
To equalise the variations of actual top and bottom lines from the dotted straight
lines a banded in Fig. 2 springs G1 G2 are placed on the rod G in Fig. 5 and a
brake 17 Fig. 6 with a spring 1 on the rod I. The brake 17 Fig. 6 will keep the
rod with the rack 1' and thereby the pointer 13 in a certain position while the
springs G1 G2 on the rod G in Fig. 5 allow of a certain deviation or movement of
the levers D without the latter being transmitted to the pointer 13. To regulate the
amount of such deviations the springs G1 G2 are adjusted by means of nuts G G on
the rod G. When the mean actual pressure rises or sinks the springs G G on the
rod G will eventually commence to work on the rod G and thereby overcome
the friction exercised by the brake on the rod I thus moving the pointer 13
accordingly.
To ensure that the stroke of the spring cylinder E be like bc I provide an automatic
arrangement with a cam I and rods II in Fig. 6 and lengthen the rod I until its
end not only grips the rim or border round the circumference of the cam I but is
also placed between rods 1 1°. At the rim or border of the cam 1 sufficient
space is left in the recess at the end of the rod I to allow of this end coming beneath
either the rod I* or the rod I. The rods I' and I are made to slide up and down in

page_text: suitable guides provided in the rest I³¹ Figs. 13 and 16 and are at the same time
moved forward or backward when the rest 131 goes forward or backward. The
automatic arrangement is constantly driven at a convenient speed by a series of wheels
from a pulley Z Fig. 12 placed outside the horse power gauge and moves constantly
the rods II up and down. The cam 1° Figs. 6 and 13 is on the same shaft as the
two pinions K, Figs. 7 and. 10 and the wheel I Fig. 10 so that through the latter
the cam I and the two pinions are moved at the same time. The rim or border of the
cam 16 goes through a suitable aperture in the bottom plate of the rest 11 Figs. 13
and 16 so that when the cam 1 is turned in one direction or the other it will move
the rest 11 with the rods II' forward or backward. To limit the stroke of the
rest 11 stops are provided at either side against which the end of the rod
comes so that
it cannot proceed further and must remain between the rods I and 15. The wheel I"
Fig. 10 is geared into two pinions on the two shafts 1" and I¹³. These shafts as part
of the automatic arrangement are constantly driven from the pulley Z as above
mentioned and carry each a clutch coupling. One half of each clutch coupling is
connected to a pinion above named while the other half is arranged for being guided
along the shaft by a fork and as it is prevented from running loosely on the shaft it
will cause the pinion to drive the wheel 1" as soon as it engages the first half. When
the mean actual pressure rises or sinks the rod I Fig. 6 will move forward or backward
when its end will come beneath either of the two rods 1 15 thus stopping it in its
course downwards whereby the rod I* or I will (in a manner to be explained later on)
by means of chains rollers springs and forks engage the clutch coupling either at 112
or I¹³ Fig. 10 so that through its pinion the wheel I" and the pinions K' the racks K
levers K and rods Fin Fig. are moved and thereby the rods F in the slotted
links F in Fig. 5, until the rod I does not move further on (and with it the pointer I³)
and the rest 13 with the rods II' has so far proceeded that the end of the rod I
comes between the rods I and 15 thus leaving either of them to go up and down
freely at which moment the said clutch coupling becomes disengaged. To prevent
the rods F from changing their positions after the above said clutch coupling has been
disengaged brakes K² shown in Fig. 7 are provided to secure the racks K. The other
of the rods II would engage the other clutch coupling either at 113 or [¹² Fig. 10
for driving the shaft with the cam I and pinions K¹ in the opposite direction.
In Fig. 2 the dotted straight top and bottom lines are shown as passing through
the points a and c. In cases where the degree of expansion is higher these dotted
lines may pass beneath the point a and above the point c as in Fig. 3. In other cases
where the expansion is not so great these dotted lines may pass above the point a
and beneath the point c as in Fig. 4. To ensure that for engines having automatic
expansion gears the strokes of the slotted links F and spring cylinder E in Fig. 5 be
in the exact proportions to these said deviations of the dotted lines from the points a
and I provide another automatic arrangement driven also constantly from the same
pulley Fig. 12 outside the horse power gauge with a cam L and rods L¹ L² as
shown in Fig. 8. The rod L is connected either with the automatically acting
governor or with the valve gears of the engine in some convenient way and acts
through levers L and L and rod L on the segment L' working with a rack L
and moving a pointer L. This pointer is for a scale showing the percentages that
must be added to or deducted from the horse power indicated on their respective
scale by the pointer 1³ Fig. 6 according to the increase or decrease in the speed of
the engine.
The cam L is fitted on the same shaft as the pinion X Figs. 9 and 11 and the
wheel L Fig. 11 so that through the latter the cam L and the pinion X are moved
at the same time. When the cam L is turned in one direction or the other it will
move the rest L13 Figs. 12 and 13 with the rods L' L2 Fig. 8 forward or backward.
The wheel L is in a similar manner as above geared into two pinions with clutch
couplings on the two shafts L° L¹¹.
I further provide the horse power gauge with a slotted link Q see Fig. 9 rod R
and lever S and let this slotted link be moved from the piston rod or crosshead of

page_text: the engine through the rod M lever N and O and rod P. The shaft S' see Figs. 10
and 11 where the lever S is put on is the same that carries the lever F in Fig. 5.
As will now be seen the actual stroke of the slotted links F in Fig. 5 will be
regulated according to the position of the rod R in the slot Q Fig. 9. When under
the influence of increase or decrease in the speed of the engine the rod L° Fig. 8
moves the rack L' either of the rods L' I will be stopped in its course downwards
whereby it in a similar way as above engages the clutch coupling either at L or L"
Fig. 10 to move through its pinion the wheel 1 in one direction so that through the
pinion X rack W lever U and rod T the rod R will be varied in its position in the
slot Q. To prevent this rod R from altoring its position when the said clutch coupling
is again disengaged a brake V is equally provided for keeping the rack W. The
other of the rods L L would engage the other clutch coupling either at L" or Lo
Fig. 10 for driving the wheel and thereby the pinion X Fig. 9 in the opposite
direction.
The manner in which the rods I and 1 in Fig. 6 of the one automatic arrange-
ment and the rods Land L2 in Fig. S of the other arrangement are driven is
illustrated by Figs. 14 to 16 which show the first arrangement in Fig. 6 on an
enlarged scale.
An eccentric 1 in Fig. 15 inside a frame 116 is driven from the pulley Z outside
the casing through the shaft and gives a reciprocating movement to the frame I¹6.
On this frame the rods 1ª and I are suspended by means of the projections [17
and and thereby caused to move up and down through a distance likes see Fig. 14.
On the outside of the frame I are pivoted curved levers 11 and 12 which are
extended through slots in the rods 1 and 15 respectively and are connected through
rods and with the levers 120 and 127. These levers are arranged to move
through the shafts 1 and 128 the levers 12 and 12 which are connected by the
chains and 30 with the respective forks at 12 and 113 (respectively at L1 and L"
for the other automatic arrangement) to move their clutch couplings. When the end
of the rod Fig. 6 comes beneath the rod 1' this rod will be stopped in its course
downwards and as the pivot of the curved lever 1 at the frame 1 goes downwards
the rod I will raise the curved lever 12 to the point t see Fig. 14. The respective
clutch coupling either at 12 or at 13 Fig. 10 is caused through the rod 15 and the
curved lever by means of the chains etc, to constantly move to and fro on its
shaft through a distances see Fig 14 without engaging its pinion and only when
the curved lever 12 is raised through the distance r t Fig. 14 the clutch coupling will
engage its pinion for the distance s't.
All the various parts mentioned above I arrange together in a convenient manner
as shown in Figs. 10 to 13. The casing B receives a removable cover B by which
it may be opened for inspection oiling &c. and then closed. It is closed by a
bottom B and a glass plate 137. Inside this casing the three plates B B and B
are placed and secured between them by the screws B12 and to the casing by the
footplate B through the screws B and to the bottom B° through the screws B₁.
To the front ends of the screws B12 the dial B8 is fastened. In the foot of the casing
the two cylinders A and B with the channels A and B are fixed to the foot
plate B
As will be seen in Figs. 10 and 12 the cover of the movable spring cylinder E in
Fig. 5 is extended into a top part E' which is guided by two bearings Es while at
the sides of this top part the rods F are pivoted.
In Fig. 11 there is a double lever U2U (not shown in Fig. 9) arranged for con-
necting the rod W with the lever U by means of a rod U. The pressure of the
brake V is regulated by the wheel V which sits on its screwed axle and on the cir-
cumference of which the finger may be put to move it. The pressure of the brakes K
Fig. 10 on their respective racks is regulated by means of double nuts K Fig. 13
placed on the ends of their screwed axle which ends pass through the plates B' and B10,
o that a screw key can be applied to the nuts at the front plate B' to turn the
xle.

page_text: In Fig. 10 the levers K³ are shown with a large opening to allow of their being
moved without interfering with the axle H° of the lever H. In Fig. 12 the pulley Z
is shown as arranged for a belt it may however be arranged for being driven by a
rope.
In Fig. 12 there is shown on the shaft I
to prevent the pointer from vibrating as in
rack W Fig. 11 is guided by a roller W
the rollers K Fig. 10.
of the pointer 13 a spring I which serves
steam pressure gauges and the like. The
while the racks K Fig. 7 are guided by
In cases where automatic expansion gears are not supplied to the respective
engines the automatic arrangement for varying the position of the rod R in the slot Q
Fig. 9 may be omitted and the segment in Fig. 8 be replaced by a simple lever
so that the pointer L is simply moved through the rod L from the governor or by
hand. The pinion X Fig. 9 may be turned by hand according to a scale placed out-
side the horse power gauge or the whole arrangement shown in Fig. 9 may be omitted
altogether and the lever F in Figs. 5 and 10 may be moved direct by the lever N
which is placed upwards on its shaft S'.
Having now particularly described and ascertained the nature of my said inven-
tion and in what manner the same is to be performed I declare that what I
claim is :-
1. In a horse power gauge the combination with guides F and levers K³ or their
equivalents, of the slotted links F and rods F for the purpose of varying the stroke
of the movable spring cylinder E in accordance with the mean actual pressure of
the steam substantially as set forth.
2. In a horse power gauge the combination with a guide T and a lever U or their
equivalents, of a slotted link Q and a rod R for the purpose of varying the stroke of
the slotted links F in accordance with the degree of the expansion substantially as
set forth.
3. In a horse power gauge the combination with a shaft S¹ a lever F' and a rod F*
or their equivalents, of a lever N outside the casing for actuating the slotted links F³
substantially as set forth.
4. In a horse power gauge the combination with a shaft N' a lever O and a rod P
or their equivalents, of a lever N outside the casing for actuating the slotted link Q
and the combination with a lever S a rocking shaft S¹ a lever F and a rod or
their equivalents, of a rod R for actuating the slotted links F in case both the slotted
links and F are employed substantially as described and shown.
5. In a horse power gauge the arrangement use and application of a rope or belt
pulley Z outside the casing for the purpose of actuating the automatic arrrangement
within substantially as shown and described.
6. In a horse power gauge the combination with a movable spring cylinder E
enclosing the main spring in its interior and arranged to slide in the hearings E
and E with two pieces and C acting upon the levers D, of a long piston rod C
having two pistons A and B and two side rods C₁ and C substantially as and for the
purpose set forth.
7. In a horse power gauge the combination with levers D, of an equalising rod G
having adjustable springs G¹ and G2 and with a lever H having a counter weight H
and a shaft H° for the purpose of transmitting the amount of the mean actual
pressure of the steam to the pointer 13 substantially as set forth.
8. In a horse power gauge the combination with the levers D, of a side spring O
for the purpose of cansing the said levers D to follow the variations of the mean
actual pressure of the steam substantially as set forth.
9. In a horse power gauge the combination of the shaft H° a lever H' a rod H
and a rod I with rack a brake 1' and a spring 18 a pinion 1 its shaft 1 a spring I
and a pointer substantially as set forth.
10. In a horse power gauge the combination of a lever L its shaft and a lever L
a rod L' a segment L' a rack L' and a pointer L' substantially as set forth.

page_text: 11. In a horse power gauge the combination of a cam I its shaft and pinions K'
racks K and brakes K' for the purpose of regulating the position of the lovers K*
substantially as set forth.
12. In a horse power gauge the combination of a cam L its shaft and pinion X a
rack W a brake V a double lever U U³ and a rod U₁ for the purpose of regulating
the position of the lever U substantially as set forth.
$11000
H. B. BARLOW,
17, St. Ann's Square, Manchester, Agent for Applicant.