Tachometer

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A tachometer (revolution-counter, tach, rev-counter, RPM gauge) is an instrument measuring the

The first tachometer was described by Bryan Donkin in a paper to the Royal Society of Arts in 1810 for which he was awarded the Gold medal of the society. This consisted of a bowl of mercury constructed in such a way that centrifugal force caused the level in a central tube to fall when it rotated and brought down the level in a narrower tube above filled with coloured spirit. The bowl was connected to the machinery to be measured by pulleys.^[2]

The first mechanical tachometers were based on measuring the centrifugal force, similar to the operation of a centrifugal governor. The inventor is assumed to be the German engineer Dietrich Uhlhorn; he used it for measuring the speed of machines in 1817.^[3] Since 1840, it has been used to measure the speed of locomotives.

Tachometers or revolution counters on cars, aircraft, and other vehicles show the rate of rotation of the engine's crankshaft, and typically have markings indicating a safe range of rotation speeds. This can assist the driver in selecting appropriate throttle and gear settings for the driving conditions. Prolonged use at high speeds may cause inadequate lubrication, overheating (exceeding capability of the cooling system), exceeding speed capability of sub-parts of the engine (for example spring retracted valves) thus causing excessive wear or permanent damage or failure of engines. On analogue tachometers, speeds above maximum safe operating speed are typically indicated by an area of the gauge marked in red, giving rise to the expression of "redlining" an engine — revving the engine up to the maximum safe limit. Most modern cars typically have a revolution limiter which electronically limits engine speed to prevent damage. Diesel engines with traditional mechanical injector systems have an integral governor which prevents over-speeding the engine, so the tachometers in vehicles and machinery fitted with such engines sometimes lack a redline.

In vehicles such as tractors and trucks, the tachometer often has other markings, usually a green arc showing the speed range in which the engine produces maximum torque, which is of prime interest to operators of such vehicles. Tractors fitted with a power take-off (PTO) system have tachometers showing the engine speed needed to rotate the PTO at the standardized speed required by most PTO-driven implements. In many countries, tractors are required to have a speedometer for use on a road. To save fitting a second dial, the vehicle's tachometer is often marked with a second scale in units of speed. This scale is only accurate in a certain gear, but since many tractors only have one gear that is practical for use on-road, this is sufficient. Tractors with multiple 'road gears' often have tachometers with more than one speed scale. Aircraft tachometers have a green arc showing the engine's designed cruising speed range.

In older vehicles, the tachometer is driven by the RMS voltage waves from the low tension (LT

EMS found on modern vehicles, the signal for the tachometer is usually generated from an ECU which derives the information from either the crankshaft or camshaft speed sensor.

Speed sensing devices, termed variously "wheel impulse generators" (WIG), pulse generators, speed probes, or tachometers are used extensively in rail vehicles. Common types include opto-isolator slotted disk sensors^[5] and Hall effect sensors.

Hall effect sensors typically use a rotating target attached to a wheel, gearbox or motor. This target may contain magnets, or it may be a toothed wheel. The teeth on the wheel vary the flux density of a magnet inside the sensor head. The probe is mounted with its head a precise distance from the target wheel and detects the teeth or magnets passing its face. One problem with this system is that the necessary air gap between the target wheel and the sensor allows ferrous dust from the vehicle's underframe to build up on the probe or target, inhibiting its function.

Opto-isolator sensors are completely encased to prevent ingress from the outside environment. The only exposed parts are a sealed plug connector and a drive fork, which is attached to a slotted disk internally through a

A weakness of systems that rely on wheel rotation for tachometry and odometry is that the train wheels and the rails are very smooth and the friction between them is low, leading to high error rates if the wheels slip or slide. To compensate for this, secondary odometry inputs employ Doppler radar units beneath the train to measure speed independently.

In

On many recorders the tachometer spindle is connected by an axle to a rotating magnet that induces a changing magnetic field upon a Hall effect transistor. Other systems connect the spindle to a stroboscope, which alternates light and dark upon a photodiode.

The tape recorder's drive electronics use signals from the tachometer to ensure that the tape is played at the proper speed. The signal is compared to a reference signal (either a quartz crystal or alternating current from the mains). The comparison of the two frequencies drives the speed of the tape transport. When the tach signal and the reference signal match, the tape transport is said to be "at speed." (To this day on film sets, the director calls "Roll sound!" and the sound man replies "Sound speed!" This is a vestige of the days when recording devices required several seconds to reach a regulated speed.)

Having perfectly regulated tape speed is important because the human ear is very sensitive to changes in pitch, particularly sudden ones, and without a self-regulating system to control the speed of tape across the head, the pitch could drift several percent. This effect is called a wow-and-flutter, and a modern, tachometer-regulated cassette deck has a wow-and-flutter of 0.07%.

Tachometers are acceptable for

• List of auto parts
• List of vehicle instruments
• Redline
• Tachograph