. Railway mechanical engineer . xcite awinding on the rotor of the phase converter, to obtain apower factor of unity. A series of taps is used on the main transformer partly toregulate the drop in the secondary voltage of the pliase con-verter through its impedance when op>erating under heavyloads, and the rise in voltage when regenerating; also tocorrect the distortion of the phase of the secondary voltageunder varying loads. Electro-pneumatically operated unitswitches are used to change the various taps on the trans-former in such a way as to enable the change to be madefrom one tap to an
. Railway mechanical engineer . xcite awinding on the rotor of the phase converter, to obtain apower factor of unity. A series of taps is used on the main transformer partly toregulate the drop in the secondary voltage of the pliase con-verter through its impedance when op>erating under heavyloads, and the rise in voltage when regenerating; also tocorrect the distortion of the phase of the secondary voltageunder varying loads. Electro-pneumatically operated unitswitches are used to change the various taps on the trans-former in such a way as to enable the change to be madefrom one tap to another without disconnecting the phase con-verter from the secondary of the transformer, or momentarilyshort circuiting the transformer coils. Three-phase power is supplied to each of the four motorsthrough a set of five electro-pneumatically operated unitswitches. These motor primary switches are also used as re-versing switches. One is used commonly for both forwardand reverse operation, and the other four switches are used in. The Articulating Device—Pennsylvania Electric Locomotive ported from the bottom of the electrolyte well by means ofpressed steel channels are two steel castings, each of whichforms one jaw of a longitudinal pedestal spanning the twobumi>er beams. This pedestal is closed by a binder generallysimilar to the usual type of locomotive driving box pedestalbinder. The faces of the cast steel jaws are tapered and arecovered by long vertical extensions on the binder to which arebolted steel wearing plates. When the locomotive is in opera-tion the inner face of each bumper beam is in sliding contactwith one of these plates. Both the inner and outer surfacesof the steel bumper beams are protected by steel wearingplates one inch thick, and held in place by countersunk longitudinal cross section of the locomotive shows in pairs to interchange the connection of two of the pliases foroi)taining forward or reverse rotation of the motors. The motors are a
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
