. Report of the Electric Railway Test Commission to the president of the Louisiana Purchase Exposition . c-tion. The gear ratio is 14 to 67, the pinion and gear bothbeing of steel. The latter is made of cast steel in two partswhich are bolted together. Both gear and pinion have a faceof 4J inches, and the diametral pitch is three per inch. Thegear case is of malleable iron and is cast in two parts, theupper half being bolted to the upper half of the field frame,and the lower half attached to the upper half. The weight of a General Electric 54 motor complete with gearsand gear case is 1,831 pou
. Report of the Electric Railway Test Commission to the president of the Louisiana Purchase Exposition . c-tion. The gear ratio is 14 to 67, the pinion and gear bothbeing of steel. The latter is made of cast steel in two partswhich are bolted together. Both gear and pinion have a faceof 4J inches, and the diametral pitch is three per inch. Thegear case is of malleable iron and is cast in two parts, theupper half being bolted to the upper half of the field frame,and the lower half attached to the upper half. The weight of a General Electric 54 motor complete with gearsand gear case is 1,831 pounds. AVithout axle gear and gear casethe weight is 1,536 pounds. The weight of the armature andpinion complete is 395 pounds. The weight of the motive powerequipment, including four motors, one controller, and the neces-sary car wiring, starting resistance, circuit breaker and otherdetails, is approximately 8,250 pounds, I 56 ELECTRIC RAILWAY TEST COMMISSION Controller and Car Wiring. The controller was of the K 28 type manufactured by theGeneral Electric Company. This form of controller is designed. Fig. 16. —General Electric Company, Type 54, Motor. to meet the requirements of a four-motor equipmentof 25 horse-power each. It is provided with ten notches, five of which arefor the series parallel operation of the motors, while the remain-ing five notches are for the parallel operation of the motors. SERVICE TESTS OF ELECTRIC CARS 67 The Air Brake Equipment. In the service tests of August 19 and August 24, the Christensenindividual motor-compressor system of air braking was installedupon Car No. 2600, while in the test of August 29 the AVesting-house storage-air system of air braking was employed. The brak-ing tests on Car No. 2600, which are considered in Part IV, weremade at the same time as werethe service tests on this car, andit was for the purpose of com-paring the two braking systemsthat the braking equipment em-ployed in the tests of August 19and August 24 was replaced
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