. Railway mechanical engineer . rely satisfactory. While gasoline-electric ennip-mont affords the flexibility, the control is ccn:pli- 503 504 RAILWAY MECHANICAL ENGINEER Vol. 96, No. 9 cated and the motors and generators increase the weight verygreatly. Mechanical devices for changing speed by shiftinggears cannot be satisfactorily designed for any large numberof speed ratios and this fonn of transmission can be usedonly for small size engines due to the limited amount ofpower that can be transmitted through a friction clutch. The hydraulic variable speed gear used in this locomoti
. Railway mechanical engineer . rely satisfactory. While gasoline-electric ennip-mont affords the flexibility, the control is ccn:pli- 503 504 RAILWAY MECHANICAL ENGINEER Vol. 96, No. 9 cated and the motors and generators increase the weight verygreatly. Mechanical devices for changing speed by shiftinggears cannot be satisfactorily designed for any large numberof speed ratios and this fonn of transmission can be usedonly for small size engines due to the limited amount ofpower that can be transmitted through a friction clutch. The hydraulic variable speed gear used in this locomotiveis comparatively light in weight, easily and simply controlledand gives any desired speed of the locomotive while the en-gine is governed at a constant speed. Control of speed and Description of the Gear The Waterbury variable speed gear consists of an oilpump, designated as the A-end, and a hydraulic motor, desig-nated as the B-end. The A-end, which is driven by thegasoline engine, delivers oil to and receives it from the B-.
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Keywords: ., bookcentury1900, bookdecade1910, booksubjectrailroadengineering
