. Electric railway journal . ict-ing, and deserve more critical study. , CAR RESISTANCE TESTS AT THE UNIVERSITY OFILLINOIS The electric test car of the University of Illinois hasrecently been utilized in making an elaborate series oftests on car resistance. This car was described in theissue of the Street Railway Journal for June 9,1906, volume 27, page 907. The car is a 45-ft. interur-ban car, weighing approximately 28 tons and having across-sectional area of car body and trucks of 90 sq. is equipped with four 50-hp motors. The car con-tains elaborate recording apparatus by means of whi
. Electric railway journal . ict-ing, and deserve more critical study. , CAR RESISTANCE TESTS AT THE UNIVERSITY OFILLINOIS The electric test car of the University of Illinois hasrecently been utilized in making an elaborate series oftests on car resistance. This car was described in theissue of the Street Railway Journal for June 9,1906, volume 27, page 907. The car is a 45-ft. interur-ban car, weighing approximately 28 tons and having across-sectional area of car body and trucks of 90 sq. is equipped with four 50-hp motors. The car con-tains elaborate recording apparatus by means of whichcontinuous graphical records of current, voltage, speed,time, distance, brake-cylinder pressure and location onthe road may be kept. These records are drawn upon achart 40 in. wide. The continuous electrical recordscan be checked by means of recording watt-hour meters. The tests were made on several selected sections oftrack of the Illinois Traction System in the vicinity ofthe university. This track was in good 0 5 10 15 20 25 30 35 40 45SPEED,IN MILES PER HOUR Illinois Resistance Tests—Final Curve, All Tests The weather during the tests was generally fair andthe average temperature was moderate. The windvelocity did not exceed 26 The general plan ofthe tests was to run the car backward and forward overthe chosen track section at various speeds, maintainingthe same constant speed during each pair of opposingruns. A total of 269 resistance determinations weremade, about one-half of the runs being with the windand the other half against it. The resistance in eachcase was calculated from the electrical input to the car,from which all of the motor and other losses were de-ducted. Several groups of tests were made on differentsections of track and with slightly different details ofoperation. The results of the test have been expressed in theform of equations as follows R = 4 + S + S2 (1) June 20, 1914.] ELECTRIC RAILWAY JOURNAL 1389 R is the res
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