. The street railway review . armature copper, gi\cs its total in determining the ratio of losses. Taking up again the study of the motors mounted upon the ear-, we are now in a position to apply the - obtained in Kig. .? with the 35-ton car. and similar curves with the 25 and 45-1011 cars. By completing the cycle in .uid bringing the car to re-i in any given distance, the tinu JO - ru £.M f£ _i^- ^10 ^^ v £^ ■- •■■ ■: FIG. 6 of shutting off power can be determined, the average losses andtheir distribution ascertained by curves in Fig. 3, and the tempera-ture ri»c found out by applyin
. The street railway review . armature copper, gi\cs its total in determining the ratio of losses. Taking up again the study of the motors mounted upon the ear-, we are now in a position to apply the - obtained in Kig. .? with the 35-ton car. and similar curves with the 25 and 45-1011 cars. By completing the cycle in .uid bringing the car to re-i in any given distance, the tinu JO - ru £.M f£ _i^- ^10 ^^ v £^ ■- •■■ ■: FIG. 6 of shutting off power can be determined, the average losses andtheir distribution ascertained by curves in Fig. 3, and the tempera-ture ri»c found out by applying the constants in Fig, 6. That any given schedule, we can determine the temperature rise offield and armature for the three-ear train nd the given gear ratio assumed. By plotting a sufficient number of curve -imilar to Fig. 7 will result, which affords a very interest-ing study. Such a curve in lieu of a better name might be termed a seicapacity curve of the General Electric II motor. It she. 1 to ludulrII plotted in i mipi 1 mil< liii li M.; lull mi Indi ••li duringbraking it • ting ii assumed to continue to per cent of the duration of the runningcycle. Curves of higher temperature cannot be completed withoutgreatly exceeding the commutation limit during acceleration, butwould reverse and approach zero the same as those of lower tem-perature for infrequent stops. The relation between train weight and temperature rise for agiven schedule and frequency of stops is instructive. With onestop per mile and five ions weight per motor, a temperature riseof 54 deg. is noted, while ten ton- per motor increases the tempera-ture to [20 deg is. the motor temperature increasesfastei than proportionally to the increase ill train weight, due. aswe should expect, to copper lushes increasing as (he square ofcurrent; hut our friction curves indicate a much larger friction111 pounds per ton for the lighter-weight cars, thus bringing thetting
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Keywords: ., book, bookcentury1800, bookdecade1890, booksubjectstreetrailroads
