. The Street railway journal . a moving contact. Thissingle-phase motor a1 drives continually a small exciter E1 andalso a large continuous current dynamo d1, whose field is separ-ately excited by the exciter e1 and has in its field circuit a revers-ing field rheostat R1. The armatures of the propelling motorsare connected in multiple directly across the terminals of thearmature of the dynamo Dl. The field magnets of the propellingmotors m1 are separately and constantly excited by the ex-citer e\ By manipulating the reversing field rheostat r1, the currentthrough the armatures of the motors m1
. The Street railway journal . a moving contact. Thissingle-phase motor a1 drives continually a small exciter E1 andalso a large continuous current dynamo d1, whose field is separ-ately excited by the exciter e1 and has in its field circuit a revers-ing field rheostat R1. The armatures of the propelling motorsare connected in multiple directly across the terminals of thearmature of the dynamo Dl. The field magnets of the propellingmotors m1 are separately and constantly excited by the ex-citer e\ By manipulating the reversing field rheostat r1, the currentthrough the armatures of the motors m1 necessary to obtain therequired tractive effort, can be obtained at any desired voltagefrom the lowest voltage to the full speed voltage, and in either direction. A perfectly smooth and rapid acceleration can thus be ob-tained with minimum energy from the source of supply. The simultaneous multiple control of the several locomotiveunits is obtained by means of the four small wires I, 2, 3, 4,which are lead along the train. FC. BY. H. WARD LEONARD In February, 1894, I read a paper before this Institute describ-ing a system which I considered applicable to the operation of atrunk line electric railway. The essential features of this systemwere: First. The generation and transmission of a high-tension single-phase alternating current, the power houses being placed as farapart as the insulation of an alternating-current transmission wouldpermit. Second. The entire elimination of sub-stations. Third. A transformation of the energy upon the locomotive soas to secure a voltage speed control for the electric motors, there-by obtaining smooth acceleration and efficient control of thelocomotive at any desired speed and in either direction. At that time there were no engineers, so far as I know, whoagreed with me that these features were essential for the opera-tion of a trunk line railway by electric motors. In the recent past, however, many prominent engineers, bothabroad and in this c
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Keywords: ., bookcentury1800, bookdecade1880, booksubjectstreetr, bookyear1884
