UC-NRLF
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\y/' H S I T Y OF ILLINOIS BULLETIN
ISSUED WEEKLY
\ifr ' ' SEPTEVIBER 18. 1916 NO. 3
(Entered a? second-class matter Dec. 11, 1912, at Urbaaa, 111., under the Act of August 24, 1912.]
THE TRACTIVE RESISTANCE ON
CURVES OF A 28-TON
ELECTRIC CAR
BY
EDWARD C. SCHMIDT
AND
HAROLD H. DUNN
BULLETIN NO. 92 ENGINEERING EXPERIMENT STATION
PUBLISHED BY THE UNIVERSITY OF ILLINOIS, URBANA
r\j o o
Q
PRICE: TWENTY-FIVR CENTS
EUROPEAN AGENT CHAPMAN AND HALL, LTD., LONDON
UNIVERSITY OF ILLINOIS ENGINEERING EXPERIMENT STATION
BULLETIN No. 92 SEPTEMBER, 1916
THE TRACTIVE RESISTANCE ON CURVES OF A 28-TON ELECTRIC CAR
BY
EDWARD C. SCHMIDT Professor of Railway Engineering,
and
HAROLD H. DUNN Assistant in Railway Engineering, Engineering Experiment Station
CONTENTS
PAGE
I. INTRODUCTION 5
II. SUMMARY 5
1. The Car, The Track, etc 6
2. Methods 6
3. Results 7
III. MEANS EMPLOYED IN CONDUCTING THE TESTS 7
4. The Test Car 7
5. The Track 9
IV. TEST CONDITIONS AND TEST METHODS 10
6. Test Conditions 10
7. The Selection of the Track 11
8. General Methods 11
V. THE IMMEDIATE RESULTS OF THE TESTS. . 13
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VI. THE FINAL RESULTS OF THE TESTS 21
9. The Resistance Due to Curvature 21
10. The Relation of Curve Resistance to Curvature 21
11. The Relation of Curve Resistance to Speed 25
12. The Concurrent Relations of Curve Resistance, Curva-
ture, and Speed 27
13. Conclusion 28
Appendix I. The Track 30
Appendix II. Test Methods and Methods of Calculation 34
Methods Used in Producing the Curves of Figs. 3 to 13 ... 34
Methods of Calculation 34
Appendix III. The Immediate Results of the Tests 37
CONTENTS 3
LIST OF TABLES
PAGE
1. Data Kelating to the Seven Curves 9
2. A Summary of Test Conditions on the Curves and on Their Corresponding
Tangents 10
3. Values of Eesistance on the Curve, Eesistance on the Tangent, and Re-
sistance Due to Curvature for Each of the Seven Curves at Various
Speeds 22
4. Values of Curve Resistance of Various Curvatures and Speeds 28
5. The Immediate Results of the Tests on the 2°-0' Curve 38
6. The Immediate Results of the Tests on the 2°-50' Curve 40
7. The Immediate Results of the Tests on the 3°-40' Curve 42
8. The Immediate Results of the Tests on the 5°-0' Curve 44
9. The Immediate Results of the Tests on the 6°-30/ Curve 46
10. The Immediate Results of the Tests on the 8°-0' Curve 48
11. The Immediate Results of the Tests on the 14°-30' Curve 50
LIST OF FIGURES pAGE
1. The Test Car 7
2. Plan and Cross Section of the Test Car 8
3. The Relation of Resistance to Speed on the 2°-0' Curve 14
4. The Relation of Resistance to Speed on Tangent W, Which Pertains to
the 2°-0' Curve 14
5. The Relation of Resistance to Speed on the 2° -50' Curve 15
6. The Relation of Resistance to Speed on Tangent S, Which Pertains to
the 2°-50' Curve 15
7. The Relation of Resistance to Speed on the 3°-40' Curve 16
8. The Relation of Resistance to Speed on Tangent R, Which Pertains to
the 3°-40', the 5°-0', the 8°-0', and the 14°-30' Curves 16
9. The Relation of Resistance to Speed on the 5°-0' Curve 17
10. The Relation of Resistance to Speed on the 6° -30' Curve 18
11. The Relation of Resistance to Speed on Tangent D, Which Pertains to
the 6°-30' Curve 18
12. The Relation of Resistance to Speed on the 8°-0' Curve 19
13. The Relation of Resistance to Speed on the 14°-30' Curve 20
14. The Relation of Resistance to Speed on All the Curves and on Their
Corresponding Tangents 23
15. The Relation Between Curve Resistance and Curvature at Various Speeds 24
16. The Relation Between Curve Resistance and Curvature at Various Speeds 25
17. The Relation Between Curve Resistance and Speed for Curves of Various
Curvature 26
18. The Concurrent Relations Between Curve Resistance, Speed, and Curva-
ture '. 27
19. Profile and Alignment Diagram of the Track on the 2°-0' Curve 30
20. Profile and Alignment Diagram of the Track on the 2°-50' Curve 31
21. Profile and Alignment Diagram of the Track on the 3°-40' Curve 31
22. Profile and Alignment Diagram of the Track on the 5°-0' Curve 32
23. Profile and Alignment Diagram of the Track on the 6°-30' Curve 32
24. Profile and Alignment Diagram of the Track on the 8°-0' Curve 33
25. Profile and Alignment Diagram of the Track on the 14°-30/ Curve 33
26. Reproduced from a Portion of One of the Test Car Charts 35
347264
THE TRACTIVE RESISTANCE ON CURVES OF A 28-TON ELECTRIC CAR
I. INTRODUCTION
The tractive resistance of cars running on curved track is greater than their resistance on straight track of like grade and construction. This excess is generally termed curve resistance or resistance due to curvature. A knowledge of its magnitude is needed in many problems which present themselves in connection with steam and electric rail- way design and operation. While these problems are more important and more numerous on steam roads, they are not unimportant nor infrequent on electric roads. Nearly all the existing information re- garding curve resistance has arisen from tests and experience with trains on steam railways, and it is doubtful whether the values of curve resistance thus derived are valid for the single self-propelled cars used on electric lines. Such considerations led the Railway Engineering Department of the University of Illinois to make the tests, the results of which are presented in this bulletin.
The tests were undertaken to measure) the curve resistance of a 28-ton electric car, owned by the department, with the view of deter- mining its value at various speeds and on as great a variety of curves as were available on the lines of the Illinois Traction System, upon which the experiments were conducted. The results established for this car the; relations between curve resistance and speed and between curve resistance and rate of curvature.
The test conditions, test methods, and final results are presented in the body of the bulletin, while the details concerning the apparatus, test data, methods of calculation, and intermediate results are given in the appendixes. Throughout the bulletin the term ' * curve resis- tance" or "resistance due to track curvature" means the tractive force needed by the car on curves in excess of the force needed to move it over straight track. This tractive force is the force required at the wheel rims to keep the car moving at uniform speed on level track and in still air. It is expressed in pounds per ton of car weight.
Acknowledgment is gratefully made of the interest and coopera- tion of the officers of The Illinois Traction System, which rendered it possible to conduct the tests on that road; and to Mr. D. C. Faber, formerly a Fellow in the Department of Railway Engineering, who was in charge of the test car during some of the tests and who made some of the preliminary calculations.
5
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"ILLINOIS'" ENGINORERING EXPERIMENT STATION
II. SUMMARY
At the expense of some duplication there is presented at this point a summarized statement of the conditions, methods, and results of the tests, which may serve to provide a general view of the work and to facilitate an understanding of the more detailed explanations which follow.
1. The Gar, Track, and Equipment. — The tests were made with a car such as is commonly used on interurbaii electric roads; it has a body 45 feet long of the double-end type with round vestibules. This body is carried on four-wheeled trucks which are spaced 23 feet
3 inches from center to center and which have a wheel base of 6 feet
4 inches. The car is equipped with four 50-horsepower motors and weighs approximately 28 tons.
The tractive resistance of this car was determined when running upon each of seven curves whose curvature varied from 2 to 14% degrees, and also when running upon adjacent tangent track. The superelevation of the outer rail on the curves varied from 0.75 inches on the 2-degree curve to 5.9 inches on the 14%-degree curve. The track was laid with 70-pound rails on ties spaced about 24 inches be- tween centers in gravel or cinder ballast. Judged by the standards which prevail on electric interurban roads built for moderate speed, the track was well constructed and well maintained. It was surveyed especially for the purposes of the tests. With a few exceptions the tests were made on dry rail in fair weather. The average air temper- ature varied during the tests from 25 to 65 degrees F. and the maxi- mum average wind velocity was 18 miles per hour.
2. Methods. — In making a test, the test car was run first in one direction and then in the other over one of the curves and its adjacent tangent. During each such pair of runs the car speed was maintained as nearly constant as possible. Similar pairs of runs were then made at other speeds, until sufficient data had been accumulated to define the resistance at various speeds on the curve and on its corresponding tangent. Under this procedure each pair of runs results in two values of resistance: one with such wind as prevailed helping the car, the other with the wind opposing it. From the final curves which define the mean between these values, the influence of the wind is, therefore, nearly, if not quite, eliminated, and the results relate to movement in still air. The results of the tests provide mean values of resistance on each curve and on its tangent. The difference between these values of resistance is the desired resistance due to track curvature.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 7
3. Results. — The tests demonstrate that for the car in question curve resistance varies directly with both track curvature and speed. For a particular speed, the curve resistance increases as the curvature increases and in direct ratio with the curvature, as shown in Fig. 16. This implies that at a particular speed the curve resistance, when expressed in pounds per ton per degree of curve, is a constant for all curvatures; a relation which is in accord with the results of previous experiments. On the other hand, the value of curve resis- tance expressed in pounds per ton per degree is shown to be different at each different speed, and it varies in such a way that for a curve of a particular curvature the curve resistance increases in direct ratio with the speed, as shown in Fig. 17. The concurrent relations between curve resistance, track curvature, and speed are shown in Fig. 18, and they are defined by the formula:
Rc = 0.058 8 C,
in which Rc is the curve resistance expressed in pounds per ton, 8 is the speed in miles per hour, and C is the degree of curve. Values de- rived by means of this equation appear in Table 4.
III. MEANS EMPLOYED IN CONDUCTING THE TESTS
4. The Test Car. — The car used for the tests is owned by the Railway Engineering Department of the University. It is a standard 45-foot car similar to those commonly used on interurban roads built for moderate speed. Its general design is shown in Figs. 1 and 2.
FIG. 1. THE TEST CAR
The car weighs 55,150 pounds, although during the tests this weight was subject to certain corrections due to changes in equipment and in the number of passengers. The sectional area of the car body and trucks is 90 square feet.
8
ILLINOIS ENGINEERING EXPERIMENT STATION
The trucks are of the standard Motor Truck Company's C-60 type and weigh 7,824 pounds each, without the motors. The truck journals are 4*4 by 8 inches, the wheel diameter is 33 inches, and the
5-11
FIG. 2. PLAN AND CROSS SECTION OF THE TEST CAR
truck wheel base is 6 feet 4 inches. One of the trucks is equipped with rolled steel wheels and the other with chilled cast iron wheels, all of which have standard Master Car Builders ' tread and flange contours. During these tests the car was equipped with ball-bearing center
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR
plates. Each truck is provided with two Westinghouse 101-D, 500- volt, direct current motors, which have a commercial rating of 50 horsepower each. The motors are mounted on the axles and geared to them in the ratio of 22 to 62. They are controlled by the Westing- house unit switch system of multiple control.
An especially designed recording apparatus within the car offers a means for measuring and recording the current consumed, the volt- age, speed, time, distance traversed, location on the road, and brake cylinder pressure. Continuous graphical records of these data are drawn upon a chart which is made to travel at a rate proportional either to time or to the distance traveled by the car. A more complete description of the car and of this recording apparatus appears in Bulletin 74 of the University of Illinois Engineering Experiment Sta- tion. In addition to the data above enumerated, there were recorded for each run the average wind velocity and direction, air temperature, rail condition, and the gross' car weight.
5. The Track. — The tests were made on the lines of the Illinois Traction System between Danville, Urbana, Champaign, Decatur, and Springfield. The oldest/ portions of this track were laid in 1903, the latest in 1907. Judged by the standards which prevail on interurban electric roads built for moderate speed, the track was well constructed and well maintained. On both the curves and the tangents used in the tests, the track was laid with 70-pound A. S. C. E. section rails carried on hard-wood ties spaced about 24 inches between centers. The ballast was either gravel or cinders.
The curves chosen were seven in number varying in curvature from 2 to 141/2 degrees, as great a range in curvature as was presented by the track available for test purposes. The gauge on all but the 8- degree and the 14%-degree curves was 4 feet 8% inches, while on these two curves it was 4 feet 9 inches. A summary of the facts relat- ing to the seven curves is given in Table 1. All the track used for
TABLE 1 DATA RELATING TO THE SEVEN CURVES
|
Average Curvature |
Length of Track Section |
Superelevation |
Grade |
Weight of Rail |
||
|
Average Maximum Minimum |
Difference in Elevation |
|||||
|
Degrees |
Feet |
Inches |
Inches |
Inches |
Feet |
Lb. per Yd. |
|
2°-0" 2°-50' 3°-40' 5°-0' 6°-30' 8°-0' 14°-30' |
500 1737 1125 714 365 176 276 |
0.7 3.0 1.9 2.8 4.5 5.3 5.9 |
1.2 4.1 3.3 3.8 5.4 5.5 6.9 |
0.0 1.3 0.2 0.4 2.2 5.0 5.0 |
1.47 8.52 4.81 0.15 3.22 0.65 0.17 |
70 70 70 70 70 70 70 |
10
ILLINOIS ENGINEERING EXPERIMENT STATION
the tests was surveyed especially for the test purposes, and the results of these surveys are presented in Appendix I, together with further details.
IV. TEST CONDITIONS AND TEST METHODS
6. Test Conditions. — The tests were all made in moderate weather. The lowest air temperature recorded during any test was 15 degrees F., and the lowest average temperature throughout the duration of any test was 25 degrees. The corresponding highest tem- peratures were 70 degrees and 65 degrees, respectively. With five ex- ceptions the tests were made on dry rails. The highest average velocity of the wind prevailing during1 any of the tests was 18 miles per hour, whereas the maximum component of this velocity parallel
TABLE 2
A SUMMARY OF TEST CONDITIONS ON THE CURVES AND ON THEIR CORRESPONDING TANGENTS
|
1 |
2 |
3 |
4 |
5 |
6 |
7 |
|
Curve or Tangent |
Test Number |
Degree of Curve |
Weight of Car and Load |
Approx. Average Air Temp. |
Rail Condition |
Average Wind Velocity |
|
Pounds |
Deg. P. |
M.P.H. |
||||
|
117-118 |
2«-0' |
56200 |
25 |
Wet |
12.0 |
|
|
123-124 |
2°-0' |
56750 |
30 |
Dry |
4.0 |
|
|
117-118 |
56200 |
25 |
Wet |
12.0 |
||
|
123-124 |
56750 |
30 |
Dry |
4.0 |
||
|
119-120 |
2°-50' |
56750 |
45 |
Dry |
3.5 |
|
|
121-122 |
2°-50' |
56750 |
30 |
Dry |
3.0 |
|
|
119-120 |
56750 |
45 |
Dry |
3.5 |
||
|
121-122 |
56750 |
30 |
Dry |
3.0 |
||
|
125-126 |
3°-40' |
57350 |
35 |
Dry |
15.0 |
|
|
Curve |
127-128 |
3°-40' |
57500 |
25 |
Wet |
0.0 |
|
129-130 |
3°-40' |
57350 |
65 |
Dry |
15.0 |
|
|
125-126 |
57350 |
35 |
Dry |
15.0 |
||
|
127-128 |
57500 |
25 |
Wet |
0.0 |
||
|
Tangent R |
129-130 |
57350 |
65 |
Dry |
15.0 |
|
|
141-142 |
57800 |
40 |
Dry |
3.8 |
||
|
153-154 |
57900 |
60 |
Dry |
0.0 |
||
|
125-126 |
5°-0' |
57350 |
35 |
Dry |
15.0 |
|
|
Curve |
127-128 |
5°-0' |
57500 |
25 |
Wet |
0.0 |
|
129-130 |
5°-0' |
57350 |
65 |
Dry |
15.0 |
|
|
Tangent R |
* |
|||||
|
Curve |
133-134 |
6°-30' |
57300 |
35 |
Wet |
7.5 |
|
109-110 |
56950 |
55 |
Wet |
18.0 |
||
|
Tangent D |
111-112 |
56350 |
55 |
Wet |
18.0 |
|
|
113-114 |
56200 |
55 |
Dry |
10.0 |
||
|
141-142 |
8°-0' |
57800 |
40 |
Dry |
3.8 |
|
|
153-154 |
8«-0' |
57900 |
60 |
Dry |
0.0 |
|
|
Tangent R |
* |
|||||
|
141-142 |
14°-30' |
57800 |
40 |
Dry |
3.8 |
|
|
153-154 |
14°-30' |
57900 |
60 |
Dry |
0.0 |
|
|
Tangent R |
* |
* Same tangent as for 3°-40' Curve
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 11
to the tangent track or to a chord connecting the ends of the curve was 15 miles per hour. The wind velocity and direction were obtained by means of a portable wind vane and an anemometer set up beside the test track. A summary of the conditions for each test is given in Table 2.
7. The Selection of the Track. — The primary consideration in the selection of the curves was to have them include as great a variety and range in degree of curvature as the circumstances would permit. When available, those curves were chosen which had at either end a long and comparatively level stretch of straight track, in order1 that the resistance on the curve and on the tangent might be measured simultaneously and, therefore, under like conditions of wind and weather. In three out of the seven cases, however, the straight track adjacent to the curve was, by reason of its construction or mainte- nance, or by virtue of the operating conditions which there prevailed, unsuitable for the purposes of the tests, and in these instances the tangent track was chosen elsewhere. In such cases the determination of tangent resistance was made as far as possible under conditions similar to those which obtained during the tests on the related curve. The curves chosen were fairly regular in curvature, and all the track on both the curves and the tangent sections was well ballasted.
8. General Methods. — By means of the data which were recorded during each run and which have been enumerated in Chapter III, it is possible to calculate the gross resistance offered to the motion of the car over a given track section. This gross resistance is composed of the resistance due to grade, that due to acceleration, that due to wind,* the net resistance on level straight track at uniform speed, and, on the curved track, the resistance due to curvature. The purposes of the tests require the elimination of the first three of these five elements of gross resistance. The grade and acceleration resistances may be easily eliminated by calculation, but the wind resistance is neither controllable nor to be eliminated by calculation from the data at hand. The elimination of wind resistance may, however, be accom- plished by the method of making the tests, and with this end in view the following method of test was used.
Over each track section the car was run in one direction at a predetermined speed which was maintained as nearly uniform as pos- sible. It was then immediately run over the same section at the same speed, but in the reverse direction. Where curved and tangent track
* Throughout the bulletin wind resistance is distinguished from the resistance due to still air, the latter being an inseparable part of inherent or net resistance.
12 ILLINOIS ENGINEERING EXPERIMENT STATION
were adjacent they were both included in each of these runs. This process was repeated at various speeds until enough data had been accumulated to define for this track section the relation between resis- tance and speed up to the maximum speed of operation. The whole group of these pairs of runs constitutes what is designated in the report as a test.
The wind in one case opposes and in the other helps the motion of the car, and each pair of such runs results, when grade and accelera- tion resistance have been eliminated, in two values of resistance ; one value equal to net resistance* plus such resistance as was offered by the wind, the other equal to net resistance minus the resistance offered by the wind. In runs in which the direction of the wind was parallel to* the direction of motion of the car, a properly determined mean be- tween these two values is the net resistance itself with the influence of wind entirely eliminated. In runs in which the direction of the wind made an angle with the direction of motion of the car, only that portion of wind resistance due to the component of wind velocity parallel to the track would disappear from the mean value of resis- tance, and there would remain embodied in this meant a certain resis- tance due to the increased wheel-flange friction caused by that com- ponent of wind velocity which is normal to the direction of motion of the car. All the resistance curves resulting directly from the tests represent the mean between paired values determined in the way just described. The curves themselves, therefore, define values of resistance in which there remains only that effect of the wind produced by its velocity component normal to the track ; that is, they are in error by only a slight excess in flange friction. Under the low wind velocities which prevailed this error is small, and doubtless much less than the casual variations which occur in inherent resistance itself. These con- clusions apply to the immediate results of the tests ; that is, to the re- sistance-speed curves shown in Figs. 3 to 13, inclusive. For reasons stated in the next paragraph the error referred to does not, however, appear in the final results.
The simultaneous operation of the car over the curve and its adjacent tangent ensures that the resistances on the curve and on the tangent were obtained under practically identical wind conditions. Whatever error or excess in mean resistance arises from the normal component of wind velocity is, consequently, likewise identical on the
*As used in this connection the term net resistance is assumed to include on the curves the resistance due to curvature.
tThe method of determining this mean is explained in Appendix II.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 13
curve and on the tangent. Since, however, the final result sought, the resistance due to curvature, is the difference between the total resistance on the curve and the resistance on the tangent, this error, by the process of subtraction, disappears from the final results of the tests. In those cases in which tangent resistance had to be meas- ured on track not adjacent to the corresponding curve, the wind condi- tions were nearly the same as during tests on the curve, and the same conclusion, therefore, holds in these instances also.
From the data recorded in the test car the gross resistance was first determined for each run over each track section. This was then corrected for acceleration by means of data provided by the car records, and next for grade resistance by reference to the track profiles. The methods of making these calculations are stated in Appendix II, together with further details concerning the car records and the test methods.
V. THE IMMEDIATE EESULTS OF THE TESTS
The calculations made for each run result, for the track section under consideration, in a value of car resistance at a particular speed. For all the runs these resistance values, together with the correspond- ing speeds, are set forth in the tables given in Appendix III. Using these values as coordinates, the points shown in Figs. 3 to 13 have been plotted; each point defines the resistance-speed relation during one run, and the whole group of points in each figure characterizes this relation for a particular track section. By a method which is explained in Appendix II, a line has been drawn among the points of each of these figures which represents the mean resistance discussed in Chapter IV, and which in each case has been accepted as defining the relation existing between resistance and speed for the track section in question. Figs. 3 to 13, inclusive, constitute the immediate results of all the tests.
The points indicated by circles in these figures pertain to runs in which the wind opposed the motion of the car, while those represented as black dots pertain to runs in which the wind helped the car motion. The few cases in which there was no wind are represented by circles half filled in. Under the test procedure previously outlined, there should appear in each figure equal numbers of circles and dots. This condition, however, is not exactly met in any of these figures, because during the process of calculation a few points were rejected on account of discrepancies or inadequacy in the record. In general, however, the balance implied by the test procedure is substantially realized.
14
ILLINOIS ENGINEERING EXPERIMENT STATION
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SPEED— MILES PER HOUR
FIG. 3. THE RELATION OF RESISTANCE TO SPEED ON THE 2°-0' CURVE
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FIG. 4. THE RELATION OF RESISTANCE TO SPEED ON TANGENT W, WHICH PERTAINS
TO THE 2°-0' CURVE
There is considerable variation among the points in these figures and also a considerable variation from the mean defined by the curves. Some of this is due to the influence of wind, but even among the points
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 15
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FIG. 5. THE EELATION OP EESISTANCE TO SPEED ON THE 2°-50' CURVE
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SPEED— MILES PER HOUR
FIG. 6. THE RELATION OF RESISTANCE TO SPEED ON TANGENT S, WHICH PERTAINS
TO THE 2°-50' CURVE
16
ILLINOIS ENGINEERING EXPERIMENT STATION
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SPEED — MILES PER HOUR FIG. 7. THE RELATION OF RESISTANCE TO SPEED ON THE 3°-40' CURVE
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FIG. 8. THE RELATION OF RESISTANCE TO SPEED ON TANGENT R. WHICH PERTAINS
TO THE 3°-40', THE 5°-0', THE 8°-0', AND THE 14°-30' CURVES
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 17
relating to like, wind conditions there is similar disagreement. Part of this variation may be due to accumulated errors in instruments or in the calculations; but, since every precaution was taken to avoid such errors, they are undoubtedly rare and .small in amount. The reasons for the differences referred to must be sought chiefly in the casual changes which occur in such elements of inherent resistance as flange friction, journal friction, and gear friction, and perhaps also in instantaneous changes in wind velocity and direction. The discor- dance shown is not greater than that usually encountered in measure- ments of car or train resistance.
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SPEED— MILES PER HOUR
FIG. 9. THE EELATION OF EESISTANCE TO SPEED ON THE 5°-0' CURVE
All the figures show a continuous increase of resistance with speed, except Fig. 13, applying to the 14°-30' curve. In this case the resistance decreases until a speed of about 12!/2 miles per hour is reached and then increases as the speed is increased beyond this point. This peculiarity, which showed itself during the earliest runs on this curve, led to repetitions of the tests, but always with the same result, and Fig. 13 must be accepted as representing the facts in the case. The superelevation on this curve is 5.9* inches, and the component of car weight parallel to the plane of the rails amounts to about 5,800 pounds. It was assumed that perhaps this component, up to the
18
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FIG. 10. THF RELATION OF RESISTANCE TO SPEED ON THE 6°-30' CURVE
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SPEED — MILES PEE HOTTE
FIG. 11. THE RELATION OF RESISTANCE TO SPEED ON TANGENT D, WHICH PERTAINS
TO THE 6°-30' CURVE
RESISTANCE ON CURVES OP A TWENTY-EIGHT TON ELECTRIC CAR 19
speed of minimum resistance, had produced an excessive flange fric- tion on the inner rail and had bound the trucks by keeping the inner side bearings in continuous contact. Since this component is opposed by the centrifugal force developed by the car in rounding the curve, these effects should continuously diminish as the centrifugal force increases up to the speed where this component of car weight equals the centrifugal force. Here the point of minimum resistance would
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SPEED — MILES PEE HOUR
FIG. 12. THE KELATION OF EESISTANCE TO SPEED ON THE 8°-0' CUEVE
be expected to occur. Calculations for this case, however, show this speed to be at 16 instead of at 12% miles per hour. This discrepancy is not in itself enough to discredit the assumption ; but investigation of the other curves shows that this speed, at which the centrifugal force and the weight component are in balance, occurs at from 23 to 26 miles per hour, and, if the assumption were valid, similar minimum points should occur at these speeds in the resistance curves for these cases. No such minimum points occur, however, in any of the other figures, and the explanation on these grounds must consequently be abandoned. The condition presented in Fig. 13 is accepted as unex- plained by the information at hand.
From the results shown in Figs. 3 to 13, grade and acceleration resistance have been eliminated, and, as previously explained, the effect of the component of wind velocity parallel to the track has also
20
ILLINOIS ENGINEERING EXPERIMENT STATION
been eliminated; the influence of the normal component of wind velocity, on the other hand, is still embodied in these results. The resistance defined by the line drawn in Fig. 3, for example, which relates to the 2-degree curve, consequently comprises net resistance on level track at uniform speed, resistance due to the component of wind velocity normal to the track, and the resistance due to curvature. The resistance defined by the line in Fig. 4, which relates to the tan-
SPEED — MILES PER HOUR FIG. 13. THE EELATION OF EESISTANCE TO SPEED ON THE 14°-30' CURVE
gent adjoining the 2-degree curve, comprises net resistance on level track at uniform speed and the resistance due to the normal component of wind velocity. The ordinates of the curves in these two correspond- ing figures, therefore, differ only by an amount equal to the resistance due to curvature on the 2-degree curve. Similar statements apply to the curves in Figs. 5 to 13.
In the further consideration of Figs. 3 to 13 it will be convenient to keep in mind their relationship. The 2°-0', 2°-50', 3°-40', and 6°-30' curves (Figs. 3, 5, 7, 10) have each their own tangent (Figs. 4, 6, 8, 11), the diagram for which immediately follows the diagram for the corresponding curve. The 5°-0', 8°-0', and 14°-30' curves (Figs.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 21
9, 12, 13) have all the same tangent as the 3°-40' curve. The relation between these figures is as follows :
Fig. 3, the 2°-0' curve, is used with Fig. 4, Tangent W. Fig. 5, the 2°-50' curve, is used with Fig. 6, Tangent S. Fig. 7, the 3°-40/ curve, is used with Fig. 8, Tangent R. Fig. 9, the 5°-0' curve, is used with Fig. 8, Tangent R. Fig. 10, the 6°-30' curve, is used with Fig. 11, Tangent D. Fig. 12, the 8°-0' curve, is used with Fig. 8, Tangent R. Fig. 13, the 14°-30' curve, is used with Fig. 8, Tangent R.
VI. THE FINAL RESULTS OF THE TESTS
9. TJie Resistance Due to Curvature. — The resistance-speed curves of Figs. 3 to 13, properly paired, are all brought together in Fig. 14 in which seven pairs of lines appear, one for each of the seven curves. The first pair of lines in Fig. 14 relates to the 2-degree curve, the upper line marked C shows the relation between resis- tance and speed on the curve, while the lower line marked T shows this relation on the adjacent tangent. These lines are reproduced from Figs. 3 and 4, respectively. Fig. 14 presents also six additional pairs of curves similarly marked pertaining to the six remaining curves, and all reproduced from Figs. 5 to 13.
As has been stated in Chapter V the difference between the ordi- nates of these pairs of lines at any speed is the value of curve resis- tance at that speed for the curve in question. For example, for the 2-degree curve (see Fig, 14) the resistance on the curve at 20 miles per hour is 14.0 pounds per ton, and the resistance on the tangent is 11.3 pounds per ton. The difference between these values, 2.7 pounds per ton, is the curve resistance at 20 miles per hour on the 2-degree curve. At speeds varying from 10 to 40 miles per hour the values of resistance on the curve, resistance on the tangent, and curve resistance have been thus determined for each of the seven curves and set forth in Table 3. This table summarizes, therefore, the direct results of the tests as presented in Figs. 3 to 14, inclusive, and it presents also the derived values of curve resistance whose determina- tion was the immediate purpose of the tests. The values of curve resistance given in the table are accepted as the average values at the various speeds. As has been previously explained these values are nearly, if not quite, freed from any effect of wind.
10. TJie Relation of Curve Resistance to Curvature. — For each of the speeds in Table 3 there appears for each of the seven curves a
22
ILLINOIS ENGINEERING EXPERIMENT STATION
TABLE 3
VALUES OF EESISTANCE ON THE CURVE, RESISTANCE ON THE TANGENT, AND RESIS- TANCE DUE TO CURVATURE FOR EACH OF THE SEVEN CURVES AND AT VARIOUS SPEEDS. THESE VALUES ARE DERIVED DIRECTLY FROM FIGURES 3 TO 13 INCLUSIVE. THEY ARE EXPRESSED IN POUNDS PER TON
|
Curve |
Speed— M.PH. |
|||||||
|
10 | 15 | 20 I 25 | 30 | ,35 | 40 |
||||||||
|
2<>-0' |
7.50 |
10.78 |
14.00 |
17.45 |
21.00 |
24.70 |
28.70 |
Res. on Curve |
|
6.95 |
9.00 |
11.30 |
13.93 |
16.88 |
20.25 |
24.15 |
" " Tang. |
|
|
0.55 |
1.78 |
2.70 |
3.52 |
4.12 |
4.45 |
4.55 |
Curve Res. |
|
|
20-50' |
12.20 |
13.40 |
15.05 |
17.30 |
20.00 |
23.25 |
27.00 |
Res. on Curve |
|
6.95 |
8.55 |
1044 |
12.75 |
15.30 |
18.21 |
21.50 |
" " Tang. |
|
|
5.25 |
4.85 |
4.61 |
4.55 |
4.70 |
5.04 |
5.50 |
Curve Res. |
|
|
30-40' |
8.00 |
10.50 |
13.25 |
16.40 |
20.50 |
26.20 |
33.00 |
Res. on Curve |
|
5.80 |
8.02 |
10.60 |
13.45 |
16.70 |
20.47 |
24.50 |
" " Tang. |
|
|
2.20 |
2.48 |
2.65 |
2.95 |
3.80 |
5.73 |
8.50 |
Curve Res. |
|
|
5°-0' |
12.25 |
15.00 |
18.33 |
22.30 |
26.83 |
31.62 |
36.70 |
Res. on Curve |
|
5.80 |
8.02 |
10.60 |
13.45 |
16.70 |
20.47 |
24.50 |
" " Tang. |
|
|
6.45 |
6.98 |
7.78 |
8.85 |
10.13 |
11.15 |
12.20 |
Curve Res. |
|
|
6°-30' |
10.60 |
14.65 |
18.75 |
23.00 |
27.50 |
32.05 |
36.55 |
Res. on Curve |
|
6.87 |
8.62 |
10.55 |
12.65 |
15.00 |
17.80 |
20.95 |
" " Tang. |
|
|
3.73 |
6.03 |
8.20 |
10.35 |
12.50 |
14.25 |
15.60 |
Curve Res |
|
|
8°-0' |
10.80 |
14.05 |
17.55 |
21.60 |
26.25 |
31.75 |
Res. on Curve |
|
|
5.80 |
8.02 |
10.60 |
13.45 |
16.70 |
20.47 |
" " Tang. |
||
|
5.00 |
6.03 |
6.95 |
8.15 |
9.55 |
11.28 |
Curve Res. |
||
|
140-30' |
19.70 |
24.60 |
34.45 |
Res. on Curve |
||||
|
8.02 |
10.60 |
13.45 |
" " Tang. |
|||||
|
11.68 |
14.00 |
21.00 |
Curve Res. |
value of curve resistance. At 15 miles per hour, for example, there are given in the third column of the table seven values of curve resis- tance : 1.78 pounds per ton on the 2-degree curve, 4.85 pounds per ton on the 2°-50' curve, and so on. These values are plotted in the second diagram of Fig. 15 as seven points which show the relations existing during the tests between curve resistance and curvature at the speed of 15 miles per hour. Using the remaining values from Table 3, similar groups of points have been plotted in Fig. 15 which show this relation at the other speeds.
An inspection of the points in Fig. 15 discloses at all speeds a fairly regular relationship between curve resistance and curvature. With perhaps the exception of the first, pertaining to 10 miles per hour, these diagrams show for each speed an increase in curve resis- tance which is approximately directly proportional to the increase in curvature. There have been drawn among the points in these dia- grams straight lines which have been accepted as defining the average of the relations between curve resistance and curvature represented by the points derived from the individual tests. For obvious reasons these lines are all made to pass through the origin of coordinates.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR
23
At speeds up to 25 miles per hour the points in Fig. 15 which relate to the 2°-50' and to the 5-degree curves lie above the mean values represented by the lines, while at higher speeds they correspond closely with the mean. At speeds up to 25 miles per hour the points for the 3°-40' and for the 8-degree curves correspond well with the mean, but
2*-0
2—50'
ti#mt
6°-30"
14°— 30'
FIG. 14.
SPEED — MILES PEE HOUR
THE EELATION OF EESISTANCB TO SPEED ON ALL THE CURVES AND ON THEIR CORRESPONDING TANGENTS
lie below it at higher speeds. The test data offer a probable explanation of these variations only in the case of the 5-degree curve, whose poorer construction might be assumed partially to account for its high resis- tance. In the other cases, however, no such explanation is available. In drawing the lines in Fig. 15 due consideration was given to the relative weight of the points there plotted; that is, to the number of tests represented by the various points.
24
ILLINOIS ENGINEERING EXPERIMENT STATION
The lines drawn in Fig. 15 are brought together and reproduced to a larger scale in Fig. 16, in which, as before, each line defines for a particular speed the average or general relation between curve resis- tance and curvature. The whole group defines this relation for the
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TRACK CURVATURE— DEGREES
FIG. 15. THE RELATION BETWEEN CURVE RESISTANCE AND CURVATURE AT
VARIOUS SPEEDS
entire series of tests. For each speed curve resistance increases in direct proportion with the curvature. At 15 miles per hour, for example, the curve resistance expressed in pounds per ton is 4.35, 8.70, and 13.05, for curves of 5, 10, and 15 degrees, respectively. This implies at this speed a constant curve resistance of 0.87 pounds, when expressed in pounds per ton per degree. The direct proportionality
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 25
between curve resistance and curvature exhibited in Fig. 16 is in accord with the results of previous experiments and with current practice.
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TRACK CURVATURE— DEGREES
FIGm is. — THE EELATION BETWEEN CURVE EESISTANCE AND CURVATURE, AT VARIOUS SPEEDS. THE LINES SHOWN ARE ASSEMBLED FROM FIG. 15
11. The Relation of Curve Resistance to Speed. — The lines of Fig. 16 present values of curve resistance for seven speeds which cover the speed range of the experiments. The figure offers, therefore, a means of determining the general relation between curve resistance and speed. If in Fig. 16 the ordinates of the seven lines are measured at a curvature of 5 degrees, seven values of curve resistance are obtained: 2.90, 4.35, 5.80, 7.25, 8.70, 10.15, and 11.60 pounds per ton, which correspond respectively to speeds of 10, 15, 20, 25, 30, 35, and 40 miles per hour. These corresponding values of resistance and speed are plotted in Fig. 17 as the seven points there shown for a curvature of 5 degrees. These points are found to lie on a straight line as shown
26
ILLINOIS ENGINEERING EXPERIMENT STATION
in the figure. The two other straight lines corresponding to 10 degrees and 15 degrees curvature were obtained by a like process. That the lines connecting the points in Fig. 17 are straight is due, of course, to the relation which exists between the lines in Figs. 15 and 16 ; that is, to their relative slope. It is proper to explain that the lines originally drawn in Figs. 15 and 16 did not precisely satisfy this condition in the derived lines of Fig. 17. They did so so nearly, however, that, for the sake of the resulting simplicity, it seemed justi- fiable to modify them, and the slopes of a few of the lines in Fig. 15
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SPEED— MILES PEE HOUR
FIG. 17. — THE EELATION BETWEEN CURVE EESISTANCE AND SPEED FOR CURVES OF
VARIOUS CURVATURES
were adjusted so that the lines connecting the derived points in Fig. 17 would be straight. An inspection of Fig. 15 shows, it is believed, that this adjustment has done no violence to the experimental data. It has, on the other hand, resulted in a simplicity of the relations shown in Fig. 17 and of the formula given beyond, which seems amply to warrant it.
The lines drawn in Fig. 17 apply to curvatures of 5, 10, and 15 degrees, and by the process above explained similar lines for other rates of curvature might have been included. Fig. 17 is derived directly from Fig. 16 and, like it, presents the average results of the
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 27
whole research. From Fig. 17 it is obvious that for constant curva- ture, curve resistance was directly proportional to speed; that is, on any given curve the resistance due to curvature varied in these experi- ments directly with the speed. On the 5-degree curve, for example, its average value at 10 miles per hour was 2.90 pounds per ton, and at 30 miles per hour 8.70 pounds per ton, three times as much. In previous experiments there has been occasional evidence that curve resistance might be greater at high than at low speeds, although in some discussions of the subject the contrary is held to be true. Neither opinion has had definite or adequate support, and there has hitherto been no conclusive experimental evidence of any definite relation be-
SPEED— MXLES PER HOUR
FIG. 18. THE CONCURRENT RELATIONS BETWEEN CURVE RESISTANCE, SPEED,
AND CURVATURE
tween curve resistance and speed. In practice the influence of speed has been generally ignored.
12. The Concurrent Relations of Curve Resistance, Curvature, and Speed. — For the car used in the tests curve resistance varies directly with both curvature and speed, the rate of variation in each case being as shown in Figs. 16 and 17. These two figures have been combined in the diagram of Fig. 18, which exhibits the concurrent relations of the three variables. These relations are also defined by the equation :
Rc = 0.058 8C (1)
in which Rc is the curve resistance on level track at uniform speed expressed in pounds per ton, S is the speed in miles per hour, and C is the degree of curve. This formula represents exactly the mean
28
ILLINOIS ENGINEERING EXPERIMENT STATION
relations between curve resistance, speed, and curvature, which are denned by the lines drawn in Figs. 15, 16, and 17, and it embodies, consequently, the generalized results of all the tests.
By means of Formula 1 there have been calculated the values of curve resistance which are presented in Table 4. The values are given for curves varying from 1 to 15 degrees and for speeds ranging from 10 to 40 miles per hour, corresponding approximately to the range in curvature and in speed during the tests. Inspection of Table 4 shows curve resistance to vary from 0.58 pounds per ton on a 1-
TABLE 4
VALUES OF CURVE RESISTANCE AT VARIOUS BATES OF CURVATURE AND AT VARIOUS
SPEEDS. THESE VALUES ARE DERIVED FROM FORMULA 1 AND
REPRESENT THE FINAL RESULTS OF THE TESTS
|
Curvature Degrees |
Curve Resistance — Pounds Per Ton |
Curvature Degrees |
||||||
|
Column Headings Indicate Speed in Miles Per Hour |
||||||||
|
10 | 15 |
20 |
25 |
30 |
35 |
40 |
|||
|
1 |
0.58 |
0.87 |
1.16 |
1.45 |
1.74 |
2.03 |
2.32 |
1 |
|
2 |
1.16 |
1.74 |
2.32 |
2.90 |
3.48 |
4.06 |
4.64 |
2 |
|
3 |
1.74 |
2.61 |
3.48 |
4.35 |
5.22 |
6.09 |
6.96 |
3 |
|
4 |
2.32 |
3.48 |
4.64 |
5.80 |
6.96 |
8.12 |
9.28 |
4 |
|
5 |
2.90 |
4.35 |
5.80 |
7.25 |
8.70 |
10.15 |
11.60 |
5 |
|
6 |
3.48 |
5.22 |
6.96 |
8.70 |
10.44 |
12.18 |
13.92 |
6 |
|
7 |
4.06 |
6.09 |
8.12 |
10.15 |
12.18 |
14.21 |
16.24 |
7 |
|
8 |
4.64 |
6.96 |
9.28 |
11.60 |
13.92 |
16.24 |
18.56 |
8 |
|
9 |
5.22 |
7.83 |
10.44 |
13.05 |
15.66 |
18.27 |
20.88 |
9 |
|
10 |
5.80 |
8.70 |
11.60 |
14.50 |
17.40 |
20.30 |
23.20 |
10 |
|
11 |
6.38 |
9.57 |
12.76 |
15.95 |
19.14 |
22.33 |
25.52 |
11 |
|
12 |
6.96 |
10.44 |
13.92 |
17.40 |
20.88 |
24.36 |
27.84 |
12 |
|
13 |
7.54 |
11.31 |
15.08 |
18.85 |
22.62 |
26.39 |
30.16 |
13 |
|
14 |
8.12 |
12.18 |
16.24 |
20.30 |
24.36 |
28.42 |
32.48 |
14 |
|
15 |
8.70 |
13.05 |
17.40 |
21.75 |
26.10 |
30.45 |
34.80 |
15 |
degree curve at 10 miles per hour to 34.8 pounds per ton on a 15- degree curve at 40 miles per hour. Expressed in pounds per ton per degree of curve, curve resistance varies from 0.58 at 10 miles per hour to 2.32 at 40 miles per hour. Although for the sake of exact corre- spondence between the table and Formula 1 and Figs. 16 and 17 the tabular values are given to the second decimal place, it should not be assumed that the last figures are significant.
13. Conclusion. — The final results of the tests are summarized in Formula 1 and in Table 4, which present mean or average values of curve resistance at various rates of curvature and at various speeds. They apply to the particular car tested under conditions of weather and track which have been fully defined. They are useful for predict- ing the curve resistance to be expected from similar cars running under like conditions, but if they are so used these conditions should be borne in mind. It is probable that the formula applies to cars
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 29
whose weight varies considerably from the weight of the test car; but if the truck wheel base is materially different, the formula should be used with caution. Its use should probably not be extended to speeds much in excess of 40 miles per hour. How far the formula is applicable beyond a curvature of 15 degrees cannot be stated, but it is significant that it represents the actual test results on the 14%- degree curve with considerably greater accuracy than on some of the curves of lower curvature. Whether the results apply closely to other than self-propelled cars is open to question.
Formula 1 and Table 4, as well as Figs. 16 and 17, are general- izations which define only average values of curve resistance. They are derived by processes which preclude their precise agreement even with all the test values themselves, as is disclosed by an examination of Fig. 15. Consequently, in an individual case their use in pre- dicting curve resistance cannot reasonably be expected to give results which correspond with the actual resistance any more exactly than do the averages upon which these generalizations rest correspond with the results of the individual tests; no closer correspondence, that is, should be expected than exists between the mean curves and the points of Figs. 3 to 13 which are fundamental to the whole process. Such limitations are common to all generalizations of train or car resistance and do not seriously impair their usefulness for the purposes for which they are generally employed.
Bulletin 74 of the Enginering Experiment Station gives the re- sults of experiments in which the resistance of this car was determined when running on level tangent track at uniform speed. This resis- tance is given by the formula :
Rt = 4 + 0.222S + 0.00181— S* (2)
By combining this equation with Formula 1 above, we obtain for this car the following formula which gives its total resistance when run- ning on a level curve at uniform speed.
R = Rt + Rc = 4 + 0.222S + 0.00181 ^S2 + 0.058 SC (3)
In Formula 3, R is the total resistance expressed in pounds per ton, 8 the speed in miles per hour, C the curvature in degrees, A the cross-sectional area of the car in square feet, and W its weight in tons. If the car is on a grade and its speed changing, the usual cor- rections for grade and acceleration must be applied to Formula 3.
30
ILLINOIS ENGINEERING EXPERIMENT STATION
APPENDIX I
THE TRACK
Information regarding the track has been given in Chapter III. This appendix is intended to supplement Chapter III by the presenta- tion of further details concerning the track on the curves.
The results of the track surveys are presented in Figs. 19 to 25, inclusive, in which are given for each curve the profile on each rail, elevations having been taken every 100 feet; the superelevation of the outer rail, also at 100-foot intervals; and the degree of curva- ture. For the 2°-0', 2°-50', 3°-40', and 5°-0' curves the curvature was determined at 50-foot intervals by measuring mid-ordinates, for the 6°-30' curve it was determined at 50-foot intervals by measuring deflection angles, and for the 8°-0' and' 14°-30' curves by measuring deflection angles at intervals of 25 feet. Each curve has been desig- nated by the average of these values of curvature. Distances are shown in the figures by means of stations which were 100 feet apart. In the tables given in Appendix III the section limits are defined by trolley line pole numbers. The location of each pole is indicated on the alignment diagrams of Figs. 19 to 25 by means of a short dash beside which is recorded its distance in feet from the preceding station. For example, Pole 20, Fig. 19, is located 80 feet from Station 23.
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FIG. 19. PROFILE AND ALIGNMENT DIAGRAM OF THE TRACK ON THE 2°-0' CURVE
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR
31
FIG. 20. PROFILE AND ALIGNMENT DIAGRAM OF THE TRACK ON THE 2°-50' CURVE
FIG. 21. PROFILE AND ALIGNMENT DIAGRAM OF THE TRACK ON THE 3°-40' CURVE
32
ILLINOIS ENGINEERING EXPERIMENT STATION
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FIG. 22. PROFILE AND ALIGNMENT DIAGRAM OF THE TRACK ON THE 5°-0' CURVE
FIG. 23. PROFILE AND ALIGNMENT DIAGRAM OF THE TRACK ON THE 6°-30' CURVE
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 33
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FIG. 24. PROFILE AND ALIGNMENT DIAGRAM OF THE TRACK ON THE 8°-0' CURVE
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FIG. 25. PROFILE AND ALIGNMENT DIAGRAM OF THE TRACK ON THE 14°-30' CURVE
34 ILLINOIS ENGINEERING EXPERIMENT STATION
APPENDIX II
TEST METHODS AND METHODS OF CALCULATION This appendix is intended to supplement what has been stated in Chapter IV concerning the test methods and to present also certain details concerning the methods used in calculating the values of resis- tance and speed which constitute the immediate results of the tests.
Methods Used in Producing the Curves of Figs. 3 to 13. — As has been previously explained, the points in Figs. 3 to 13 occur in pairs, one point in each pair relating to a run in which the wind helped the car, the other to a run in which the wind opposed the car. The curves drawn in the figures define the mean of the values represented by these points. If wind resistance varied directly with speed, an arithmetical mean or average of the values represented by the points would define a point on this curve. Since wind resistance varies, however, about as the square of the speed, a mere arithmetical mean of these values does not serve exactly to define the mean curve ; but this mean must be established by another and somewhat more elaborate process. Such a process has been set forth on page 34 of Bulletin 74 of the University of Illinois Engineering Experiment Station. When the wind veloci- ties are low, the difference between the curves defined by taking an arithmetical mean and by this more exact process is negligible. Dur- ing these tests the wind velocities were generally low, and the points representing runs with and against the wind are generally closely interwoven. For this reason the mean curves in Figs. 3 to 13 were all produced by taking the arithmetical mean of the resistance values represented by the points in the figures. Preliminary to drawing these curves, the average coordinates of various groups of points in each figure were determined, and these average coordinates were then plot- ted as auxiliary points through which the curve was passed as nearly as possible.
Methods of Calculation. — The data recorded during these tests are enumerated in Chapter III. All the data which pertained directly to car operation were graphically recorded upon the test car charts. A portion of the chart obtained during Test 121 is reproduced as Fig. 26, upon which the section limits and certain explanatory lettering have been added.
When the track sections were surveyed, markers were placed be- side the track at the ends of the curves and tangents, and during a test the positions of these numbered markers were recorded upon the chart. In this way the chart made during a run over the test track was divided into two or more sections as illustrated by Fig. 26. That
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR
35
Q
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DATUM L.I |
CURRENT ] |
TIME -5 |
1 3 r |
VOLTAGE |
DATUM L, |
ELECTRIC |
LOCATION |
DISTANCE - |
3 m 1 01 |
BRAKE CV |
DATUM LIN : |
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4 d •^J |
D INTERVAL-S |
0 |
N 0 1 id i |
D RECORD-^ |
POLE 12 |
>T INTERVAL-S - |
INTERVALS -^ |
3 n m n 3 n> |
n o S 3 ru |
|||
|
*J |
—^~— |
1 |
/ |
V |
4 |
|||||||
|
• |
:2 |
- |
||||||||||
|
r |
||||||||||||
|
\ |
. |
.___ |
S |
PI |
. |
|||||||
|
^ |
} |
- |
^ |
J |
/ |
• |
: |
A |
} |
J |
36 ILLINOIS ENGINEERING EXPERIMENT STATION
part of the chart lying between the poles numbered 12 and 29 was produced during a run over a section of curved track, while that por- tion lying between the poles numbered 4 and 12 was made during a run over a section of tangent track. In making the calculations only those chart sections were considered over which there were no brake applications, no large variation of the current or voltage from the average value, and no large difference in the speed of the car. It has been found desirable to choose both track and chart sections so that the energy consumed by grade and acceleration will be as small as possible, and the errors in their calculation will have slight effect on the accuracy of the values of average net car resistance. When the variation in speed is large the energy required to produce accelera- tion is alone frequently greater than that required to overcome all other resistances combined. In all the tests reported in this bulletin the variations in speed in passing the track sections have exceeded 2 miles per hour in only 11 per cent of the total number of resistance determinations, and in only 3 cases out of 392 has this speed variation exceded 5 miles per hour. The maximum variation over any section was less than 10 miles per hour.
The result desired from each chart section is a value of average net car resistance. These values are given in Column 18 of Tables 5 to 11 in Appendix III. Full explanations of the significance of the various items in these tables and of the methods by which they were derived are presented in Appendix II of Bulletin 74 of the Engineer- ing Experiment Station.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 37
APPENDIX III
THE IMMEDIATE RESULTS OF THE TESTS
This appendix presents in tabular form the fundamental data, some of the intermediate results, and the final values of car resistance and speed for each of the curves. The corresponding data for tangents D, W, S, and R, are given in Tables 9, 10, 11, and 12, respectively, of Bulletin 74 of the Engineering Experiment Station. The items in these tables have all been derived by the processes explained in Ap- pendix II. The points in Fig. 3 to 13 were plotted by using as coordinates the values of resistance and speed which appear in Col- umns 18 and 19 of these tables.
38
ILLINOIS ENGINEERING EXPERIMENT STATION
TABLE 5
THE IMMEDIATE EESULTS OF THE TESTS ON THE 2°-0/ CURVE, GIVING THE RESULTS OP RESISTANCE AND SPEED USED IN PRODUCING FIG. 3
1 2
|
Section |
Grade |
Motor |
Data |
|||||
|
Wind |
Limits |
Rise or |
Length |
Time |
• |
|||
|
Item No. |
Test No. |
Opposing or |
Trolley |
Fall Over Section |
of Track |
to Run Over |
Number in Use |
Efficiency of Motors |
|
Helping |
Line Pole |
Section |
Section |
and |
and |
|||
|
Numbers |
+Up |
Connection |
Gears |
|||||
|
— Down |
* |
|||||||
|
O orH |
Feet |
Feet |
Sec. |
1 |
Per cent |
|||
|
1 |
124 |
H |
16-21 |
—1.47 |
500 |
9.8 |
4M |
73.1 |
|
2 |
123 |
O |
21-16 |
+ |
14.8 |
48 |
73.0 |
|
|
3 |
123 |
O |
21-16 |
+ |
27.6 |
70.0 |
||
|
4 |
124 |
H |
16-21 |
10.5 |
4M |
72.2 |
||
|
5 |
123 |
O |
21-16 |
+ |
9.5 |
81.4 |
||
|
6 |
124 |
H |
16-21 |
11.3 |
• > |
77.6 |
||
|
7 |
124 |
H |
16-21 |
— . |
10.6 |
»» |
69.8 |
|
|
8 |
123 |
0 |
21-16 |
+ |
14.2 |
48 |
71.5 |
|
|
9 |
124 |
H |
16-21 |
14.6 |
67.1 |
|||
|
10 |
117 |
H |
21-16 |
+ |
12.7 |
" |
77.9 |
|
|
11 |
124 |
H |
16-21 |
27.6 |
" |
64.7 |
||
|
12 |
123 |
0 |
21-16 |
+ |
28.6 |
» |
66.5 |
|
|
13 |
124 |
H |
16-21 |
16.1 |
»» |
72.7 |
||
|
14 |
123 |
0 |
21-16 |
+ |
23.3 |
» » |
68.4 |
|
|
15 |
124 |
H |
16-21 |
27.6 |
" |
63.8 |
||
|
16 |
118 |
O |
16-21 |
. |
10.5 |
4M |
83.2 |
|
|
17 |
118 |
O |
16-21 |
— . |
19.1 |
48 |
76.7 |
|
|
18 |
117 |
H |
21-16 |
+ |
9.9 |
4M |
85.2 |
|
|
19 |
118 |
O |
16-21 |
9.9 |
" |
85.7 |
||
|
20 |
117 |
H |
21-16 |
+ |
8.7 |
" |
85.0 |
|
|
21 |
118 |
O |
16-21 |
9.2 |
" |
85.6 |
||
|
22 |
117 |
H |
21-16 |
-f |
8.2 |
• ' |
84.3 |
|
|
23 |
118 |
O |
16-21 |
8.7 |
»» |
84.4 |
||
|
24 |
117 |
H |
21-16 |
+ |
8.6 |
' ' |
84.5 |
= Series-Multiple. M = Multiple.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR
39
TABLE 5 (Continued)
THE IMMEDIATE EESULTS OF THE TESTS ON THE 2°-0/ CURVE, GIVING THE RESULTS OF EESISTANCE AND SPEED USED IN PRODUCING FIG. 3
10 I
31
12
13 14
15
16
17
18
19
|
Speed |
Energy Imparted to the Car |
||||||||
|
Net Car |
Average |
||||||||
|
Item |
At |
At |
Average |
Average |
By the |
Resis- |
Speed |
||
|
No. |
Entrance |
Exit |
Voltage |
Current |
By the |
Change in |
By the |
tance |
Over tho |
|
to the |
from the |
Current |
Kinetic |
Grade |
Section |
||||
|
Section |
Section |
Energy |
|||||||
|
M.P.H. |
M.P.H. |
Volts |
Amp. |
Ft. Lb. |
Ft. Lb. |
Ft. Lb. |
Lb. per Ton |
M.P.H. |
|
|
1 |
33.84 |
33.84 |
358 |
103.0 |
194820 |
0 |
+ 83420 |
19.61 |
34.79 |
|
2 |
23.40 |
22.50 |
270 |
57.6 |
247840 |
+ 84690 |
17.56 |
23.03 |
|
|
3 |
10.80 |
11.34 |
142 |
55.7 |
225410 |
—24510 |
__ i» |
8.28 |
12.35 |
|
4 |
32.94 |
32.76 |
354 |
100.0 |
197920 |
+ 24240 |
+ ;; |
21.54 |
32.47 |
|
5 |
33.66 |
33.66 |
445 |
134.8 |
342130 |
0 |
18.23 |
35.88 |
|
|
6 |
29.70 |
30.96 |
378 |
119.6 |
292370 |
—156690 |
~+ || |
15.44 |
30.17 |
|
7 |
32.94 |
32.40 |
342 |
94.3 |
175980 |
+ 72330 |
23.38 |
32.16 |
|
|
8 |
23.58 |
22.86 |
268 |
53.9 |
216320 |
+ 68550 |
— " |
14.20 |
24.01 |
|
9 |
23.04 |
23.04 |
229 |
46.8 |
154830 |
0 |
+ " |
16.79 |
23.35 |
|
10 |
27.00 |
26.10 |
592 |
53.0 |
228960 |
+ 97010 |
— 82610 |
17.32 |
26.84 |
|
11 |
11.16 |
12.78 |
121 |
46.6 |
148550 |
—79510 |
+ 83420 |
10.75 |
12.35 |
|
12 |
11.34 |
11.34 |
126 |
49.4 |
174630 |
0 |
— " |
6.43 |
11.92 |
|
13 |
19.98 |
20.70 |
245 |
57.6 |
243600 |
— 60040 |
+ ;; |
18.82 |
21.17 |
|
14 |
14.40 |
14.22 |
157 |
51.1 |
188650 |
+ 10560 |
8.16 |
14.64 |
|
|
15 |
10.80 |
12.42 |
122 |
45.4 |
143890 |
— 77110 |
+ " |
10.59 |
12.35 |
|
16 |
32.04 |
33.48 |
470 |
148.4 |
449390 |
— 191530 |
+ 82610 |
24.23 |
32.47 |
|
17 |
18.18 |
19.08 |
405 |
55.1 |
241150 |
— 68070 |
+ ;; |
18.20 |
17.85 |
|
18 |
35.82 |
36.18 |
541 |
168.4 |
566700 |
— 52620 |
30.71 |
34.43 |
|
|
19 |
34.02 |
36.00 |
552 |
182.8 |
631350 |
— 281440 |
+ ;; |
30.78 |
34.43 |
|
20 |
40.14 |
40.68 |
592 |
157.4 |
508190 |
— 88590 |
23.99 |
39.18 |
|
|
21 |
36.36 |
38.34 |
573 |
168.5 |
560760 |
— 300250 |
+ || |
24.42 |
37.05 |
|
22 |
42.48 |
42.12 |
586 |
143.6 |
429000 |
+ 61830 |
29.05 |
41.57 |
|
|
23 |
39.60 |
40.32 |
562 |
150.8 |
458950 |
—116810 |
+ || |
30.23 |
39.18 |
|
24 |
39.96 |
40.14 |
565 |
151.4 |
458440 |
—29270 |
24.67 |
39.64 |
40
ILLINOIS ENGINEERING EXPERIMENT STATION
TABLE 6
THE IMMEDIATE EESULTS OF THE TESTS ON THE 2°-50' CURVE, GIVING THE EESULTS OP EESISTANCE AND SPEED USED IN PRODUCING FIG. 5
1 •••! § I f • 1 4 |5|6|7|8|9
|
Section |
Grade |
Motor |
Data |
|||||
|
Wind |
Limits |
Rise or |
Length |
Time |
||||
|
Item |
Test |
Opposing |
Fall Over |
of |
to Run |
Number |
Efficiency |
|
|
No. |
No. |
or |
Trolley |
Section |
Track |
Over |
in Use |
of Motors |
|
Helping |
Line Pole |
-, |
Section |
Section |
and |
and |
||
|
Numbers |
+Up |
Connection |
Gears |
|||||
|
— Down |
* |
|||||||
|
O orH |
Feet |
Feet |
Sec. |
Per cent |
||||
|
1 |
119 |
H |
29-12 |
— 8.52 |
1737 |
39.2 |
4M |
77.4 |
|
2 |
120 |
O |
12-29 |
+ |
38.1 |
4M |
83.7 |
|
|
3 |
120 |
O |
12-29 |
+ |
41.0 |
4M |
78.4 |
|
|
4 |
120 |
0 |
12-29 |
+ |
46.0 |
4M |
78.9 |
|
|
5 |
119 |
H |
29-12 |
35.4 |
4M |
67.8 |
||
|
6 |
120 |
0 |
12-29 |
+ |
42.6 |
4M |
82.5 |
|
|
7 |
119 |
H |
29-12 |
38.3 |
2M |
77.6 |
||
|
8 |
120 |
O |
12-29 |
+ |
49.4 |
2M |
85.3 |
|
|
9 |
119 |
H |
29-12 |
49.2 |
2M |
78.2 |
||
|
10 |
120 |
O |
12-29 |
+ |
54.5 |
2M |
83.1 |
|
|
11 |
119 |
H |
29-12 |
48.8 |
4 S |
67.5 |
||
|
12 |
120 |
O |
12-29 |
+ |
61.9 |
48 |
82.1 |
|
|
13 |
119 |
H |
29-12 |
50.1 |
4 S |
69.7 |
||
|
14 |
120 |
O |
12-29 |
+ |
57.7 |
4S |
82.0 |
|
|
15 |
119 |
H |
29-12 |
47.7 |
4S |
72.4 |
||
|
16 |
120 |
O |
12-29 |
+ |
41.3 |
4M |
80.3 |
|
|
17 |
120 |
0 |
12-29 |
+ |
46.0 |
2M |
85.7 |
|
|
18 |
120 |
O |
12-29 |
45.9 |
2M |
85.5 |
||
|
19 |
119 |
H |
29-12 |
- |
46.0 |
4 S |
71.2 |
|
|
20 |
120 |
O |
12-29 |
+ |
59.2 |
48 |
80.7 |
|
|
21 |
121 |
O |
29-12 |
51.3 |
48 |
62.8 |
||
|
22 |
122 |
H |
12-29 |
+ |
57.2 |
4 S |
77.9 |
|
|
23 |
121 |
0 |
29-12 |
52.5 |
48 |
61.6 |
||
|
24 |
122 |
H |
12-29 |
+ |
64.3 |
4 S |
76.8 |
|
|
25 |
121 |
0 |
29-12 |
35.3 |
4M |
65.1 |
||
|
26 |
121 |
O |
29-12 |
. |
36.6 |
4M |
72.0 |
|
|
27 |
122 |
H |
12-29 |
+ |
61.2 |
4Sw |
76.0 |
|
|
28 |
121 |
0 |
29-12 |
59.0 |
4Sw |
55.6 |
||
|
29 |
121 |
O |
29-12 |
— . |
71.3 |
2M |
73.4 |
|
|
30 |
121 |
0 |
29-12 |
— . |
56.0 |
4 S |
64.9 |
|
|
31 |
122 |
H |
12-29 |
+ |
77.2 |
48 |
75.1 |
|
|
32 |
121 |
0 |
29-12 |
56.9 |
48 |
64.1 |
||
|
33 |
121 |
O |
29-12 |
_ |
32.7 |
4M |
77.7 |
|
|
34 |
122 |
H |
12-29 |
+ |
34.4 |
4M |
83.8 |
|
|
35 |
121 |
O |
29-12 |
30.1 |
4M |
73.8 |
||
|
36 |
122 |
H |
12-29 |
+ |
78.2 |
48 |
75.4 |
|
|
37 |
121 |
0 |
29-12 |
83.9 |
C |
— |
||
|
38 |
121 |
O |
29-12 |
— |
106.5 |
c |
— |
= Series-Multiple. M = Multiple. Sw — Switching. C — Coasting.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR
41
TABLE 6 (Continued)
THE IMMEDIATE EESULTS OF THE TESTS ON THE 2°-50' CURVE, GIVING THE EESULTS OP EESISTANCE AND SPEED USED IN PRODUCING FIG. 5
10
11
12
13 14
15
16
17
18 19
|
Speed |
Energy Imparted to the Car |
||||||||
|
Net Car |
Average |
||||||||
|
Item |
At |
At |
Average |
Average |
By the |
Resis- |
Speed |
||
|
No. |
Entrance |
Exit |
Voltage |
Current |
By the |
Change in |
By the |
tance |
Over the |
|
to the |
from the |
Current |
Kinetic |
Grade |
Section |
||||
|
Section |
Section |
Energy |
|||||||
|
M.P.H. |
M.P.H. |
Volts |
Amp. |
Ft. Lb. |
Ft. Lb. | Ft. Lb. |
Lb. per Ton |
M.P.H. |
||
|
1 |
26.96 |
32.18 |
358 |
123.2 |
987020 |
— 632860 |
+ 483510 |
17.00 |
30.21 |
|
2 |
30.38 |
31.46 |
436 |
159.9 |
1639720 |
—136910 |
— |
20.68 |
31.08 |
|
3 |
31.10 |
29.12 |
365 |
127.8 |
1105890 |
+ 244430 |
— |
17.59 |
28.89 |
|
4 |
26.42 |
26.06 |
340 |
139.2 |
1266870 |
+ 38730 |
— |
16.68 |
25.75 |
|
5 |
31.82 |
33.08 |
330 |
90.1 |
526250 |
— 167640 |
+ |
17.09 |
33.46 |
|
6 |
26.78 |
27.86 |
397 |
152.3 |
1567090 |
— 120970 |
— |
19.53 |
27.80 |
|
7 |
31.10 |
31.10 |
380 |
59.5 |
495590 |
0 |
+ |
19.87 |
30.92 |
|
8 |
23.90 |
24.62 |
417 |
119.2 |
1544830 |
— 71620 |
20.08 |
23.97 |
|
|
9 |
22.46 |
25.88 |
325 |
69.3 |
639000 |
— 338910 |
+ |
15.90 |
24.07 |
|
10 |
22.46 |
21.02 |
355 |
101.5 |
1203440 |
+ 128350 |
17.21 |
21.73 |
|
|
11 |
23.54 |
25.52 |
425 |
41.7 |
430480 |
— 199130 |
+ |
14.50 |
24.27 |
|
12 |
19.58 |
19.76 |
488 |
67.8 |
1240200 |
— 14520 |
15.06 |
19.13 |
|
|
13 |
22.10 |
24.98 |
438 |
43.5 |
490600 |
—277960 |
+ |
14.13 |
23.64 |
|
14 |
21.92 |
21.38 |
516 |
65.9 |
1186400 |
+ 47930 |
15.24 |
20.53 |
|
|
15 |
23.72 |
26.06 |
472 |
46.1 |
554210 |
— 238790 |
+ |
16.22 |
24.83 |
|
16 |
30.02 |
29.12 |
378 |
138.9 |
1284060 |
+ 109110 |
18.46 |
28.68 |
|
|
17 |
24.98 |
26.24 |
458 |
121.1 |
1612430 |
— 132300 |
— |
20.22 |
25.75 |
|
18 |
25.16 |
25.52 |
443 |
114.3 |
1465370 |
— 37400 |
— |
19.16 |
25.80 |
|
' 19 |
23.54 |
26.60 |
482 |
44.5 |
518120 |
— 314530 |
+ |
13.94 |
25.75 |
|
20 |
21.38 |
19.76 |
488 |
62.7 |
1078150 |
+ 136630 |
14.84 |
20.01 |
|
|
21 |
22.10 |
22.10 |
196 |
42.4 |
394880 |
0 |
+ |
17.82 |
23.09 |
|
22 |
20.84 |
20.48 |
278 |
75.3 |
1375940 |
+ 30490 |
18.72 |
20.70 |
|
|
23 |
21.56 |
21.74 |
189 |
41.4 |
373260 |
— 15980 |
+ |
17.06 |
22.56 |
|
24 |
18.86 |
18.50 |
239 |
74.3 |
1293620 |
+ 27570 |
— |
17.00 |
18.42 |
|
25 |
33.26 |
33.08 |
288 |
86.5 |
422170 |
+ 24480 |
+ |
18.87 |
33.55 |
|
26 |
31.64 |
32.54 |
327 |
104.3 |
662910 |
+ 118410 |
+ |
20.86 |
32.36 |
|
27 |
18,50 |
17.78 |
223 |
71.8 |
1098370 |
+ 53550 |
— |
13.56 |
19.35 |
|
28 |
19.76 |
19.94 |
160 |
37.2 |
287900 |
+ 14650 |
+ |
15.36 |
20.07 |
|
29 |
14.90 |
17.06 |
203 |
61.3 |
480140 |
— 141520 |
+ |
16.68 |
16.61 |
|
30 |
19.58 |
20.84 |
200 |
44.6 |
478180 |
— 104400 |
+ |
17.39 |
21.15 |
|
31 |
15.08 |
15.62 |
200 |
69.5 |
1188680 |
— 33980 |
13.62 |
15.34 |
|
|
32 |
19.58 |
20.48 |
194 |
43.8 |
457010 |
— 73910 |
+ |
17.58 |
20.81 |
|
33 |
35.24 |
36.50 |
420 |
113.8 |
895690 |
—185300 |
+ |
24.22 |
36.22 |
|
34 |
34.34 |
32.72 |
479 |
155.7 |
1585580 |
+ 222710 |
26.88 |
34.43 |
|
|
35 |
38.30 |
38.66 |
407 |
98.9 |
659400 |
— 56800 |
+ |
22.04 |
39 35 |
|
36 |
12.74 |
14.18 |
203 |
71.1 |
1255410 |
— 79470 |
14.05 |
15.14 |
|
|
37 |
16.34 |
13.46 |
0 |
+ 175940 |
+ |
13.38 |
14.12 |
||
|
38 |
13.10 |
11.30 |
! ! 0 ' + 90040 |
+ |
11.64 |
11.12 |
42
ILLINOIS ENGINEERING EXPERIMENT STATION
TABLE 7
THE IMMEDIATE RESULTS OF THE TESTS ON THE 3°-40' CURVE, GIVING THE RESULTS OF RESISTANCE AND SPEED USED IN PRODUCING FIG. 7
2
8
9
|
Section |
Grade |
Motor |
Data |
|||||
|
Item No. |
Test No. |
Wind Opposing or |
Limits Trolley |
Rise or Fall Over Section |
Length of Track |
Time to Run Over |
Number in Use |
Efficiency of Motors |
|
Helping |
Line Pole Numbers |
+UP — Down |
Section |
Section |
and Connection * |
and Gears |
||
|
i |
OorH |
Feet |
Feet |
Sec. |
Per cent |
|||
|
1 |
126 |
H |
27-38 |
+ 4.81 |
1125 |
25.3 |
4M |
78.0 |
|
2 |
125 |
0 |
38-27 |
__ |
24.1 |
» » |
66.6 |
|
|
3 |
125 |
0 |
38-27 |
|
25.2 |
»» |
71.0 |
|
|
4 |
126 |
H |
27-38 |
+ |
28.2 |
• » |
79.8 |
|
|
5 |
126 |
H |
27-38 |
+ |
24.7 |
»» |
83.5 |
|
|
6 |
126 |
H |
27-38 |
+ |
23.8 |
»» |
84.2 |
|
|
7 |
126 |
H |
27-38 |
+ |
38.0 |
48 |
75.5 |
|
|
8 |
125 |
o |
38-27 |
29.7 |
71.5 |
|||
|
9 |
126 |
H |
27-38 |
+ |
34.6 |
»» |
75.7 |
|
|
10 |
128 |
27-38 |
+ |
36.2 |
4M |
78.1 |
||
|
11 |
127 |
38-27 |
75.6 |
23.5 |
||||
|
12 |
128 |
27-38 |
+ |
48.7 |
48 |
71.7 |
||
|
13 |
129 |
H |
38-27 |
29.9 |
48.7 |
|||
|
14 |
130 |
0 |
27-38 |
+ |
38.1 |
" |
75.3 |
|
|
15 |
129 |
H |
38-27 |
40.8 |
" |
35.0 |
||
|
16 |
130 |
O |
27-38 |
+ |
43.1 |
" |
74.2 |
|
|
17 |
129 |
H |
38-27 |
20.3 |
4M |
63.3 |
||
|
18 |
130 |
0 |
27-38 |
+ |
23.9 |
" |
82.3 |
|
|
19 |
129 |
H |
38-27 |
21.1 |
" |
26.7 |
||
|
20 |
130 |
0 |
27-38 |
+ |
24.7 |
' ' |
78.1 |
|
|
21 |
130 |
O |
27-38 |
+ |
25.4 |
" |
78.2 |
|
|
22 |
129 |
H |
38-27 |
25.7 |
" |
30.5 |
||
|
23 |
130 |
O |
27-38 |
+ |
23.4 |
" |
83.7 |
|
|
24 |
129 |
H |
38-27 |
26.9 |
' ' |
64.2 |
||
|
25 |
130 |
O |
27-38 |
+ |
23.7 |
' > |
80.6 |
|
|
26 |
129 |
H |
38-27 |
55.6 |
4S |
53.3 |
*S= Series-Multiple. M=Multiple.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR
43
TABLE 7 (Continued)
THE IMMEDIATE EESULTS OF THE TESTS ON THE 3°-40' CURVE, GIVING THE BESULTS OP RESISTANCE AND SPEED USED IN PRODUCING FIG. 7
10 I
11
12 13 14
15
16
17
18 | 19
|
Sp< |
>ed |
Energy |
Imparted to |
the Car |
|||||
|
Net Car |
Average |
||||||||
|
Item |
At |
At |
Average |
Average |
By the |
Resis- |
Speed |
||
|
No. |
Entrance |
Exit |
Voltage |
Current |
By the |
Change in |
By the |
tance |
Over the |
|
to the |
from the |
Current |
Kinetic |
Grade |
Section |
||||
|
Section |
Section |
Energy |
|||||||
|
M.P.H. |
M.P.H. |
Volts |
Amp. |
Ft. Lb. |
Ft. Lb. |
Ft. Lb. |
Lb. per |
M.P.H. |
|
|
Ton |
|||||||||
|
1 |
32.56 |
29.68 |
344 |
131.1 |
656380 |
+ 371050 |
—275850 |
23.30 |
30.32 |
|
2 |
33.64 |
32.20 |
275 |
90.7 |
295220 |
+ 196260 |
+ " |
23.79 |
31.83 |
|
3 |
30.58 |
30.40 |
294 |
104.8 |
406550 |
+22720 |
+ ;; |
21.86 |
30.44 |
|
4 |
28.42 |
26.62 |
340 |
147:0 |
829490 |
+ 205080 |
23.52 |
27.20 |
|
|
5 |
31.84 |
32.02 |
407 |
162.0 |
1002830 |
—23790 |
— " |
21.80 |
31.05 |
|
6 |
32.56 |
32.56 |
449 |
166.9 |
1107550 |
0 |
— " |
25.78 |
32.23 |
|
7 |
21.04 |
20.32 |
239 |
67.5 |
682800 |
+ 61640 |
— »» |
14.52 |
20.19 |
|
8 |
25.18 |
26.44 |
262 |
54.0 |
443210 |
— 134640 |
+ || |
18.12 |
25.83 |
|
9 |
23.02 |
20.86 |
264 |
66.2 |
675120 |
+ 196200 |
18.46 |
22.17 |
|
|
10 |
20.28 |
20.46 |
280 |
152.4 |
889700 |
— 15220 |
— 276580 |
18.49 |
21.19 |
|
11 |
9.66 |
8.94 |
91.8 |
40.4 |
48610 |
+ 27790 |
+ ;; |
10.91 |
10.15 |
|
12 |
17.94 |
16.68 |
173 |
58.4 |
520450 |
+ 90510 |
10.34 |
15.75 |
|
|
13 |
26.28 |
25.02 |
155 |
33.1 |
110180 |
+ 133800 |
+ 275850 |
16.12 |
25.65 |
|
14 |
20.52 |
20.52 |
236 |
66.9 |
668180 |
0 |
" |
12.16 |
20.13 |
|
15 |
18.54 |
18.18 |
93.6 |
26.5 |
52240 |
+ 27360 |
+ || |
11.02 |
18.80 |
|
16 |
18.90 |
18.18 |
207 |
64.4 |
628790 |
+ 55260 |
12.65 |
17.80 |
|
|
17 |
39.24 |
37.62 |
304 |
81.8 |
235690 |
+257740 |
+ || |
23.85 |
37.79 |
|
18 |
32.04 |
30.78 |
395 |
151.0 |
865310 |
+ 163850 |
23.35 |
32.09 |
|
|
19 |
38.52 |
36.00 |
151 |
43.3 |
27170 |
+ 388730 |
+ || |
21.44 |
36.35 |
|
20 |
33.30 |
31.50 |
344 |
132.0 |
646040 |
+ 241440 |
18.96 |
31.05 |
|
|
21 |
30.24 |
28.98 |
270 |
156.3 |
618180 |
+ 154460 |
— " |
15.40 |
30.20 |
|
22 |
30.24 |
28.44 |
140 |
47.1 |
38100 |
+218640 |
+ || |
16.51 |
29.85 |
|
23 |
32.58 |
32.58 |
436 |
160.4 |
1010100 |
0 |
22.76 |
32.78 |
|
|
24 |
28.80 |
29.16 |
222 |
86.8 |
245430 |
— 43190 |
+ || |
14.82 |
28.51 |
|
25 |
34.74 |
32.40 |
383 |
139.9 |
754830 |
+ 325210 |
24.93 |
32.36 |
|
|
26 |
11.16 |
14.76 |
103 |
36.5 |
164350 |
—193160 |
+ " |
7.66 |
13.80 |
44
ILLINOIS ENGINEERING EXPERIMENT STATION
TABLE 8
THE IMMEDIATE EESULTS OF THE TESTS ON THE 5°-0' CURVE, GIVING THE RESULTS OF RESISTANCE AND SPEED USED IN PRODUCING FIG. 9
|
Grade |
Motor |
Data |
||||||
|
Section |
||||||||
|
Wind |
Limits |
Rise or |
Length |
Time |
||||
|
Item |
Test |
Opposing |
Fall Over |
of |
to Run |
Number |
Efficiency |
|
|
No. |
No. |
or |
'Trolley |
Section |
Track |
Over |
in Use |
of Motors |
|
Helping |
Line Pole |
|
Section |
Section |
and |
and |
||
|
Numbers |
+Up |
Connection |
Gears |
|||||
|
— Down |
* |
|||||||
|
0 orH |
Feet |
Feet |
Sec. |
Per cent |
||||
|
1 |
125 |
O |
24-14 |
— 0.15 |
714 |
14.0 |
4M |
82.9 |
|
2 |
126 |
H |
14-24 |
+ |
15.2 |
4M |
80.5 |
|
|
3 |
126 |
H |
14-24 |
+ |
17.4 |
4M |
83.1 |
|
|
4 |
125 |
0 |
24-14 |
15.6 |
4M |
77.3 |
||
|
5 |
126 |
H |
14-24 |
+ |
15.6 |
4M |
85.3 |
|
|
6 |
126 |
H |
14-24 |
+ |
14.7 |
4M |
83.4 |
|
|
7 |
126 |
H |
14-24 |
+ |
13.6 |
4M |
85.8 |
|
|
8 |
126 |
H |
14-24 |
+ |
24.8 |
48 |
76.5 |
|
|
9 |
125 |
0 |
24-14 |
19.0 |
4S |
70.3 |
||
|
10 |
126 |
H |
14-24 |
+ |
21.4 |
4S |
76.3 |
|
|
11 |
127 |
24-14 |
25.0 |
4M |
74.9 |
|||
|
12 |
128 |
. . |
14-24 |
+ |
23.9 |
4M |
75.8 |
|
|
13 |
127 |
. . |
24-14 |
47.3 |
4S |
70.8 |
||
|
14 |
128 |
. . |
14-24 |
+ |
30.4 |
4S |
73.4 |
|
|
15 |
129 |
H |
24-14 |
19.9 |
4S |
68.7 |
||
|
16 |
130 |
0 |
14-24 |
+ |
23.7 |
4S |
74.6 |
|
|
17 |
129 |
H |
24-14 |
27.9 |
48 |
69.9 |
||
|
18 |
130 |
O |
14-24 |
+ |
31.0 |
4S |
75.0 |
|
|
19 |
130 |
O |
14-24 |
+ |
15.4 |
4M |
85.5 |
|
|
20 |
130 |
0 |
14-24 |
+ |
14.9 |
4M |
79.0 |
|
|
21 |
129 |
H |
24-14 |
12.4 |
4M |
83.4 |
||
|
22 |
130 |
0 |
14-24 |
+ |
16.0 |
4M |
85.1 |
|
|
23 |
130 |
O |
14-24 |
+ |
14.6 |
4M |
82.8 |
*S= Series-Multiple. M= Multiple,
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 45
TABLE 8 (Continued)
THE IMMEDIATE RESULTS OF THE TESTS ON THE 5°-0' CURVE, GIVING THE RESULTS OF RESISTANCE AND SPEED USED IN PRODUCING FIG. 9
10
11
12
13
14
15
16
17
18
19
|
Speed |
Energy Imparted to the Car |
||||||||
|
Net Car |
Average |
||||||||
|
Item |
At |
At |
Average |
Average |
By the |
Resis- |
Speed |
||
|
No. |
Entrance |
Exit |
Voltage |
Current |
By the |
Change in |
By the |
tance |
Over the |
|
to the |
from the |
Current |
Kinetic |
Grade |
Section |
||||
|
Section |
Section |
Energy |
..;• |
||||||
|
M.P.H. |
M.P.H. |
Volts |
Amp. |
Ft. Lb. |
Ft. Lb. |
Ft. Lb. |
Lb. per Ton |
M.P.H. |
|
|
1 |
34.72 |
35.26 |
462 |
146.7 |
580160 |
— 78220 |
+ 8600 |
24.93 |
34.77 |
|
2 |
33.10 |
32.02 |
383 |
138.6 |
479000 |
+ 145580 |
30.09 |
32.03 |
|
|
3 |
28.42 |
28.24 |
387 |
164.6 |
679280 |
+ 21110 |
— |
33.79 |
27.98 |
|
4 |
32.74 |
31.84 |
354 |
123.2 |
387840 |
+ 120310 |
+ |
25.24 |
31.21 |
|
5 |
30.22 |
32.20 |
460 |
196.4 |
886580 |
— 255830 |
30.39 |
31.21 |
|
|
6 |
32.74 |
32.56 |
436 |
155.8 |
614200 |
+ 24330 |
|
30.77 |
33.12 |
|
7 |
33.82 |
35.08 |
524 |
195.9 |
883380 |
— 179700 |
. |
33.95 |
35.80 |
|
8 |
19.60 |
20.32 |
243 |
71.9 |
488880 |
— 59500 |
. |
20.55 |
19.63 |
|
9 |
26.26 |
24.82 |
245 |
51.8 |
250010 |
+ 152260 |
+ |
20.07 |
25.62 |
|
10 |
22.30 |
22.30 |
268 |
68.1 |
439530 |
O |
21.05 |
22.75 |
|
|
11 |
18.84 |
19.56 |
221 |
131.9 |
402550 |
— 57370 |
+ 8630 |
17.23 |
19.47 |
|
12 |
20.10 |
19.56 |
245 |
136.5 |
446780 |
+ 44440 |
23.51 |
20.37 |
|
|
13 |
10.74 |
10.92 |
121 |
59.8 |
357380 |
—8090 |
+ |
17.44 |
10.29 |
|
14 |
16.32 |
16.68 |
189 |
62.7 |
390010 |
— 24650 |
17.38 |
16.01 |
|
|
15 |
24.30 |
23.76 |
220 |
49.3 |
218690 |
+ 53720 |
+ |
13.73 |
24.46 |
|
16 |
19.98 |
19.80 |
230 |
64.3 |
385700 |
+ 14820 |
— 8600 |
19.14 |
20.54 |
|
17 |
17.64 |
18.54 |
166 |
54.0 |
257880 |
— 67400 |
+ |
9.72 |
17.45 |
|
18 |
16.02 |
16.74 |
194 |
69.9 |
465020 |
— 48830 |
19.91 |
15.70 |
|
|
19 |
30.06 |
32.58 |
480 |
199.6 |
930380 |
—326760 |
. |
29.06 |
31.61 |
|
20 |
33.48 |
31.86 |
380 |
128.4 |
423550 |
+ 219110 |
|
30.97 |
32.67 |
|
21 |
39.06 |
38.88 |
482 |
150.6 |
553640 |
+ 29040 |
+ |
28.88 |
39.26 |
|
22 |
27.54 |
30.24 |
441 |
194.1 |
859580 |
— 322930 |
25.79 |
30.43 |
|
|
23 |
34.02 |
33.66 |
431 |
150.0 |
576390 |
+ 50440 |
— |
30.20 |
33.34 |
46
ILLINOIS ENGINEERING EXPERIMENT STATION
TABLE 9
THE IMMEDIATE RESULTS OF THE TESTS ON THE 6°-30' CURVE, GIVING THE EESIJLTS OF RESISTANCE AND SPEED USED IN PRODUCING FIG. 10
3
|
Section |
Grade |
Motor |
Data |
|||||
|
Wind |
Limits |
Rise or |
Length |
Time |
||||
|
Item No. |
Test No. |
Opposing or |
Trolley |
Fall Over Section |
of Track |
to Run Over |
Number in Use |
Efficiency of Motors |
|
Helping |
Line Pole |
|
Section |
Section |
and |
and |
||
|
Numbers |
+Up |
Connection |
Gears |
|||||
|
— Down |
* |
|||||||
|
O orH |
Feet |
Feet |
Sec. |
Per cent |
||||
|
1 |
133 |
H |
1155-1151 |
H-3.22 |
365 |
18.3 |
48 |
73.1 |
|
2 |
134 |
O |
1151-1155 |
., . |
13.4 |
38.0 |
||
|
3 |
133 |
H |
1155-1151 |
+ |
25.1 |
74.5 |
||
|
4 |
134 |
O |
1151-1155 |
17.7 |
49.8 |
|||
|
5 |
133 |
H |
1155-1151 |
+ |
16.5 |
74.5 |
||
|
6 |
134 |
O |
1151-1155 |
12.7 |
45.1 |
|||
|
7 |
133 |
H |
1155-1151 |
+ |
17.0 |
75.9 |
||
|
8 |
134 |
0 |
1151-1155 |
12.1 |
49.3 |
|||
|
9 |
133 |
H |
1155-1151 |
+ |
20.2 |
75.6 |
||
|
10 |
133 |
H |
1155-1151 |
+ |
15.0 |
78.3 |
||
|
11 |
134 |
0 |
1151-1155 |
9.1 |
4M |
57.0 |
||
|
12 |
133 |
H |
1155-1151 |
+ |
9.9 |
83.5 |
||
|
13 |
134 |
O |
1151-1155 |
7.9 |
54.1 |
|||
|
14 |
134 |
O |
1151-1155 |
. |
7.9 |
76.3 |
||
|
15 |
134 |
O |
1151-1155 |
. |
13.0 |
4S |
53.7 |
|
|
16 |
133 |
H |
1155-1151 |
+ |
20.9 |
75.6 |
||
|
17 |
134 |
O |
1151-1155 |
14.4 |
62.2 |
|||
|
18 |
133 |
H |
1155-1151 |
4- |
12.9 |
78.4 |
||
|
19 |
134 |
O |
1151-1155 |
11.4 |
50.9 |
|||
|
20 |
133 |
H |
1155-1151 |
+ |
25.7 |
75.2 |
||
|
21 |
133 |
H |
1155-1151 |
4- |
13.6 |
77.4 |
rS— Series-Multiple. M=Multiple.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR
47
TABLE 9 (Continued1)
THE IMMEDIATE EESULTS OF THE TESTS ON THE 6°-30' CURVE, GIVING THE RESULTS OP RESISTANCE AND SPEED USED IN PRODUCING FIG. 10
|
10 |
11 |
12 |
13 |
14 |
15 |
16 |
17 |
18 |
19 |
|
Sp |
wd |
Energy |
[mparted to |
the Car |
|||||
|
Item No. |
At Entrance to the Section |
At Exit from the Section |
Average Voltage |
Average Current |
By the Current |
By the Change in Kinetic Energy |
By the Grade |
Net Car Resis- tance |
Average Speed Over the Section |
|
M.P.H. |
M.P.H. |
Volts |
Amp. |
Ft. Lb. |
Ft. Lb. |
Ft. Lb. |
Lb. per Ton |
M.P.H. |
|
|
1 |
14.59 |
12.38 |
173 |
63.2 |
215730 |
+ 123080 |
— 184510 |
14.75 |
13.60 |
|
2 |
18.84 |
18.84 |
106 |
13.2 |
10510 |
0 |
+ " |
18.65 |
18.57 |
|
3 |
9.49 |
10.00 |
146 |
78.4 |
315710 |
—20530 |
10.58 |
9.91 |
|
|
4 |
13.23 |
14.08 |
97.2 |
34.6 |
43730 |
— 47940 |
+ |
17.24 |
14.06 |
|
5 |
15.61 |
14.25 |
202 |
66.3 |
242830 |
+ 83860 |
13.60 |
15.08 |
|
|
6 |
18.84 |
19.52 |
149 |
31.4 |
39530 |
—53870 |
+ |
16.27 |
19.60 |
|
7 |
14.93 |
14.25 |
202 |
74.4 |
286030 |
+40980 |
13.63 |
14.64 |
|
|
8 |
19.69 |
20.03 |
140 |
33.7 |
41510 |
—27890 |
+ |
18.95 |
20.57 |
|
9 |
12.04 |
11.53 |
182 |
77.5 |
317720 |
+ 24820 |
15.11 |
12.32 |
|
|
10 |
16.29 |
16.46 |
248 |
84.5 |
363020 |
—11500 |
— |
15.97 |
16.59 |
|
11 |
27.17 |
27.17 |
225 |
73.8 |
63500 |
0 |
+ |
23.71 |
27.35 |
|
12 |
24.45 |
24.11 |
380 |
180.0 |
417000 |
+ 34090 |
25.49 |
25.14 |
|
|
13 |
31.76 |
31.42 |
230 |
69.8 |
50600 |
+44360 |
+ |
26.72 |
31.50 |
|
14 |
31.59 |
31.93 |
365 |
115.8 |
187890 |
— 44600 |
+ |
31.35 |
31.50 |
|
15 |
18.84 |
19.18 |
158 |
35.9 |
58400 |
— 26690 |
20.68 |
19.14 |
|
|
16 |
11.19 |
11.19 |
184 |
77.2 |
331060 |
0 |
|
14.01 |
11.91 |
|
17 |
16.12 |
17.48 |
169 |
42.4 |
94670 |
—94360 |
+ |
17.68 |
17.28 |
|
18 |
19.69 |
19.18 |
282 |
77.9 |
327710 |
+40940 |
17.61 |
19.29 |
|
|
19 |
20.71 |
21.05 |
169 |
34.1 |
49320 |
—29320 |
+ |
19.56 |
21.83 |
|
20 |
9.49 |
11.53 |
157 |
83.4 |
373260 |
—88550 |
9.58 |
9.68 |
|
|
21 |
18.67 |
17.82 |
256 |
75.6 |
300490 |
+ 6405C |
— |
17.21 |
18.30 |
48
ILLINOIS ENGINEERING EXPERIMENT STATION
TABLE 10
THE IMMEDIATE EESULTS OF THE TESTS ON THE 8°-0' CURVE, GIVING THE EESULTS OF EESISTANCE AND SPEED USED IN PRODUCING FIG. 12
|
Item No. |
Test No. |
Wind Opposing or Helping |
Section Limits Trolley Line Pole Numbers |
Grade |
Length of Track Section |
Time to Run Over Section |
Motor Data |
|
Rise or Fall Over Section + Up — Down |
Number in Use and Connection * |
Efficiency of Motors and Gears |
O orH
Feet
Feet
Sec.
Per cent
|
1 |
142 |
O |
1735 -1737.5 |
+ 0.65 |
176 |
6.7 |
4S |
80.3 |
|
2 |
142 |
0 |
1735 -1737.5 |
+ |
6.4 |
" |
66.8 |
|
|
3 |
141 |
H |
1737.5-1735 |
6.2 |
» > |
41.2 |
||
|
4 |
142 |
O |
1735 -1737.5 |
+ |
13.9 |
» |
73.3 |
|
|
5 |
142 |
O |
1735 -1737.5 |
+ |
8.1 |
> > |
64.8 |
|
|
6 |
142 |
0 |
1735 -1737.5 |
+ |
6.7 |
> ' |
78.0 |
|
|
7 |
141 |
H |
1737.5-1735 |
4.9 |
4M |
21.5 |
||
|
8 |
142 |
O |
1735 -1737.5 |
T |
4.9 |
65.4 |
||
|
9 |
142 |
0 |
1735 -1737.5 |
+ |
4.5 |
»» |
72.3 |
|
|
10 |
142 |
0 |
1735 -1737.5 |
+ |
5.3 |
" |
73.9 |
|
|
11 |
141 |
H |
1737.5-1735 |
8.1 |
4S |
33.0 |
||
|
12 |
142 |
O |
1735 -1737.5 |
+ |
8.8 |
4M |
74.0 |
|
|
13 |
141 |
H |
1737.5-1735 |
7.7 |
48 |
28.2 |
||
|
14 |
141 |
H |
1737.5-1735 |
— . |
10.3 |
21.2 |
||
|
15 |
142 |
O |
1735 -1737.5 |
+ |
7.7 |
4M |
75.9 |
|
|
16 |
141 |
H |
1737.5-1735 |
7.95 |
4S |
49.6 |
||
|
17 |
142 |
0 |
1735 -1737.5 |
+ |
15.3 |
70.1 |
||
|
18 |
141 |
H |
1737.5-1735 |
6.1 |
» |
52.8 |
||
|
19 |
142 |
0 |
1735 -1737.5 |
+ |
4.5 |
4M |
85.2 |
|
|
20 |
141 |
H |
1737.5-1735 |
9.4 |
4S |
56.4 |
||
|
21 |
141 |
H |
1737.5-1735 |
. |
6.5 |
59.1 |
||
|
22 |
141 |
H |
1737.5-1735 |
. |
6.1 |
» |
62.5 |
|
|
23 |
142 |
0 |
1735 -1737.5 |
+ |
5.6 |
411 |
69.7 |
|
|
24 |
142 |
0 |
1735 -1737.5 |
+ |
3.5 |
86.1 |
||
|
25 |
142 |
0 |
1735 -1737.5 |
4- |
5.6 |
> > |
74.6 |
|
|
26 |
141 |
H |
1737.5-1735 |
8.3 |
48 |
59.7 |
||
|
27 |
141 |
H |
1737.5-1735 |
. |
10.7 |
C |
||
|
28 |
142 |
0 |
1737.5-1735 |
+ |
5.4 |
4M |
69.6 |
|
|
29 |
142 |
0 |
1735 -1737.5 |
+ |
9.4 |
' ' |
73.4 |
|
|
30 |
153 |
1737.5-1735 |
12.2 |
48 |
28.5 |
|||
|
31 |
153 |
1737.5-1735 |
. |
9.0 |
43.8 |
|||
|
32 |
154 |
„ |
1735 -1737.5 |
+ |
6.8 |
> » |
74.0 |
|
|
33 |
154 |
. |
1735 -1737.5 |
+ |
11.7 |
" |
74.7 |
|
|
34 |
153 |
1737.5-1735 |
7.8 |
> > |
66.8 |
|||
|
35 |
153 |
. . |
1737.5-1735 |
— |
7.4 |
" |
40.4 |
|
|
36 |
153 |
. . |
1737.5-1735 |
— |
6.2 |
»» |
51.5 |
|
|
37 |
154 |
1735 -1737.5 |
+ |
7.5 |
»» |
76.1 |
||
|
38 |
153 |
1737.5-1735 |
7.46 |
' ' |
37.3 |
|||
|
39 |
153 |
1737.5-1735 |
|
6.2 |
> > |
54.8 |
||
|
40 |
153 |
1737.5-1735 |
— |
12.2 |
' ' |
46.7 |
"8 = Series-Multiple. M = Multiple. C = Coasting.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 49
TABLE 10 (Continued)
THE IMMEDIATE EESULTS OF THE TESTS ON THE 8°-0' CURVE, GIVING THE RESULTS OF RESISTANCE AND SPEED USED IN PRODUCING FIG. 12
|
10 |
11 |
12 |
13 |
14 | 15 |
16 |
17 | 18 | 19 |
|||
|
Speed |
Energy Imparted to the Car |
||||||||
|
Item No. |
At Entrance to the |
At Exit from the |
Average Voltage |
Average Current |
By the Current |
By the Change in Kinetic |
By the Grade |
Net Car Resis- tance |
Average Speed Over the Section |
|
Section |
Section |
Energy |
|
M.P.H. |
M.P.H. |
Volts |
Amp. |
Ft. Lb. |
Ft. Lb. |
Ft. Lb. |
Lb. per Ton |
M.P.H. |
|
|
1 |
17.52 |
18.96 |
290 |
94.9 |
218390 |
— 109530 |
—37570 |
14.02 |
17.91 |
|
2 |
18.78 |
17.88 |
203 |
46.7 |
59780 |
+ 68790 |
17.89 |
18.75 |
|
|
3 |
19.32 |
19.32 |
401 |
24.1 |
36420 |
0 |
+ |
14.55 |
19.35 |
|
4 |
7.62 |
9.06 |
128 |
71.4 |
137360 |
— 50080 |
9.77 |
8.63 |
|
|
5 |
16.26 |
15.18 |
162 |
45.5 |
57060 |
+ 70800 |
— - |
17.75 |
14.81 |
|
6 |
17.88 |
18.42 |
260 |
79.3 |
158950 |
— 40870 |
— |
15.83 |
17.91 |
|
7 |
25.26 |
24.90 |
117 |
43.1 |
3920 |
+ 37650 |
+ |
15.56 |
24.49 |
|
8 |
26.34 |
25.26 |
236 |
89.2 |
49750 |
+ 116190 |
25.24 |
24.49 |
|
|
9 |
27.06 |
26.52 |
301 |
109.7 |
79230 |
+ 60330 |
— . |
20.05 |
26.67 |
|
10 |
21.12 |
20.58 |
258 |
120.3 |
89660 |
+ 46950 |
— . |
19.47 |
22.64 |
|
11 |
14.82 |
14.28 |
86 |
27.7 |
9440 |
+ 32760 |
-f |
15.68 |
14.81 |
|
12 |
13.92 |
13.56 |
171 |
136.4 |
112000 |
+ 20630 |
— . |
18.69 |
13.64 |
|
13 |
16.08 |
15.72 |
59 |
26.2 |
4980 |
+ 23870 |
+ |
13.06 |
15.58 |
|
14 |
11.76 |
11.40 |
56 |
22.6 |
4060 |
+ 17380 |
+ |
11.60 |
11.65 |
|
15 |
15.54 |
15.54 |
212 |
145.3 |
132750 |
0 |
— |
18.71 |
15.58 |
|
16 |
15.90 |
15.90 |
110 |
34.3 |
21960 |
0 |
+ |
11.70 |
15.09 |
|
17 |
7.26 |
8.16 |
108 |
58.8 |
100460 |
— 28940 |
— |
6.67 |
7.84 |
|
18 |
20.40 |
20.04 |
166 |
35.3 |
27840 |
+ 30350 |
+ |
18.83 |
19.67 |
|
19 |
25.26 |
26.34 |
432 |
204.6 |
249930 |
— 116190 |
— |
18.91 |
26.67 |
|
20 |
13.02 |
13.02 |
97 |
38.9 |
29560 |
0 |
+ |
13.20 |
12.77 |
|
21 |
19.68 |
19.68 |
169 |
39.8 |
38110 |
0 |
+ |
14.88 |
18.46 |
|
22 |
20.04 |
20.04 |
169 |
42.7 |
40570 |
0 |
+ |
15.36 |
19.67 |
|
23 |
22.74 |
22.20 |
236 |
101.3 |
68830 |
+ 50600 |
16.09 |
21.43 |
|
|
24 |
34.08 |
34.44 |
539 |
208.3 |
249520 |
— 51430 |
— |
31.56 |
34.29 |
|
25 |
21.48 |
20.94 |
243 |
126.7 |
94860 |
+ 47760 |
— |
20.65 |
21.43 |
|
26 |
14.28 |
14.28 |
112 |
41.2 |
33730 |
0 |
+ |
14.02 |
14.46 |
|
27 |
11.94 |
11.40 |
0 |
0 |
0 |
+ 26280 |
+ |
12.55 |
11.21 |
|
28 |
23.10 |
22.56 |
262 |
100.0 |
72620 |
+ 51410 |
— • |
17.00 |
22.22 |
|
29 |
12.66 |
12.66 |
171 |
130.0 |
113120 |
0 |
— |
14.85 |
12.77 |
|
30 |
10.04 |
9.68 |
57 |
26.3 |
7690 |
+ 14800 |
+ 37640 |
11.80 |
9.84 |
|
31 |
13.64 |
13.64 |
107 |
31.6 |
19650 |
0 |
+ |
11.24 |
13.33 |
|
32 |
17.42 |
17.42 |
220 |
62.5 |
102060 |
0 |
— |
12.64 |
17.65 |
|
33 |
10.22 |
11.66 |
153 |
78.1 |
154050 |
— 65690 |
— |
9.96 |
10.26 |
|
34 |
15.08 |
15.62 |
165 |
48.1 |
60980 |
— 34570 |
+ |
12.57 |
15.38 |
|
35 |
16.52 |
15.80 |
130 |
29.9 |
17130 |
+ 48520 |
+ |
20.27 |
16.22 |
|
36 |
20.66 |
20.12 |
179 |
34.3 |
28920 |
4- 45910 |
+ |
22.07 |
19.35 |
|
37 |
15.62 |
15.62 |
207 |
75.4 |
131410 |
0 |
— |
18.40 |
16.00 |
|
38 |
16.16 |
15.98 |
116 |
28.9 |
13750 |
+ 12060 |
+ |
12.45 |
16.09 |
|
39 |
20.12 |
19 76 |
165 |
36.6 |
30270 |
-f 29930 |
+ |
19.20 |
19.35 |
|
40 |
9.86 |
9.50 |
68 |
33.5 |
19160 |
-J- 14530 |
4- - |
14.00 |
9.84 |
50
ILLINOIS ENGINEERING EXPERIMENT STATION
TABLE 11
THE IMMEDIATE EESULTS OF THE TESTS ON THE 14°-30' CURVE, GIVING THE EESULTS OF EESISTANCE AND SPEED USED IN PRODUCING FIG. 13
|
Grade |
Motor Data |
|||||||
|
Section |
— — — |
|||||||
|
Item No. |
Test No. |
Wind Opposing or |
Limits Trolley |
Rise or Fall Over Section |
Length of Track |
Time to Run Over |
Number in Use __. j |
Efficiency of Motors |
|
Helping |
Line Pole Numbers |
+ UP |
Section |
Section |
Connection * |
and Gears |
||
|
— Down |
O or H
I?eet
Feet
Sec.
Per cent
|
1 |
141 |
O |
1735-1732 |
— 0.17 |
276 |
10.1 |
4 S |
74.2 |
|
2 |
142 |
H |
1732-3735 |
* |
10.7 |
' ' |
72.9 |
|
|
3 |
141 |
O |
1735-1732 |
9.0 |
' ' |
60.7 |
||
|
4 |
142 |
H |
1732-1735 |
-f |
9.9 |
' ' |
78.4 |
|
|
5 |
141 |
O |
1735-1732 |
9.9 |
' ' |
61.7 |
||
|
6 |
142 |
H |
1732-1735 |
+ |
22.7 |
' ' |
72.4 |
|
|
7 |
141 |
O |
1735-1732 |
8.7 |
" |
74.4 |
||
|
8 |
141 |
0 |
1735-1732 |
|
9.1 |
1 > |
60.0 |
|
|
9 |
142 |
H |
1732-1735 |
+ |
10.7 |
> > |
75.0 |
|
|
10 |
142 |
H |
1732-1735 |
11.6 |
" |
77.2 |
||
|
11 |
141 |
O |
1735-1732 |
— . |
7.1 |
4M |
84.2 |
|
|
12 |
142 |
H |
1732-1735 |
+ |
7.2 |
1 ' |
83.0 |
|
|
13 |
141 |
O |
1735-:i732 |
10.2 |
48 |
72.0 |
||
|
14 |
142 |
H |
1732-1735 |
+ |
8.8 |
4M |
80.0 |
|
|
15 |
141 |
0 |
1735-1732 |
9.2 |
4S |
76.8 |
||
|
16 |
142 |
H |
1732-1735 |
+ |
27.5 |
" |
72.2 |
|
|
17 |
141 |
0 |
1735-1732 |
13.2 |
» » |
70.3 |
||
|
18 |
141 |
O |
1735-1732 |
— |
12.7 |
» > |
60.6 |
|
|
19 |
141 |
0 |
1735-1732 |
— . |
12.0 |
' ' |
69.3 |
|
|
20 |
142 |
H |
1732-1735 |
+ |
25.0 |
' ' |
72.9 |
|
|
21 |
141 |
0 |
1735-1732 |
9.2 |
> ' |
75.7 |
||
|
22 |
141 |
O |
1735-1732 |
— . |
11.5 |
1 • |
76.8 |
|
|
23 |
142 |
H |
1732-173o |
4- |
7.6 |
4M |
78.2 |
|
|
24 |
141 |
0 |
1735-1732 |
— |
8.1 |
4S |
73.8 |
|
|
25 |
141 |
O |
1735-1732 |
. |
14.1 |
' ' |
69.2 |
|
|
26 |
141 |
O |
1735-1732 |
— . |
9.6 |
' ' |
73.9 |
|
|
27 |
141 |
O |
1736-1732 |
— . |
9.6 |
' ' |
75.0 |
|
|
28 |
142 |
H |
17*2-1735 |
+ |
38.1 |
" |
71.7 |
|
|
29 |
141 |
0 |
1735-1732 |
9.8 |
" |
72.9 |
||
|
30 |
141 |
O |
1735-1732 |
— . |
9.5 |
> > |
77.7 |
|
|
31 |
141 |
O |
1735-1732 |
— . |
14.5 |
' ' |
66.5 |
|
|
32 |
142 |
TJ |
1732-1735 |
+ |
5.6 |
4M |
86.1 |
|
|
33 |
141 |
b |
1735-1732 |
12.6 |
4S |
68.7 |
||
|
34 |
142 |
H |
1732-1735 |
+ |
21.1 |
1 ' |
75.2 |
|
|
35 |
141 |
O |
1735-1732 |
9.3 |
1 ' |
74.7 |
||
|
36 |
142 |
H |
1732-1735 |
4- |
8.4 |
4M |
83.8 |
|
|
37 |
142 |
H |
1732-1735 |
+ |
7.6 |
' ' |
79.9 |
|
|
38 |
153 |
1735-1732 |
— . |
8.6 |
4S |
74.5 |
||
|
39 |
154 |
1732-1735 |
+ |
9.0 |
' ' |
77.4 |
||
|
40 |
153 |
1735-1732 |
11.7 |
" |
63.2 |
|||
|
4J |
153 |
[ * " ' |
1735-1732 |
— . |
12.6 |
M |
75.1 |
|
|
42 |
153 |
1735-1732 |
— . |
29.0 |
»» |
67.7 |
||
|
43 |
153 |
[ \ |
1735-1732 |
— . |
9.7 |
' ' |
71.6 |
|
|
44 |
153 |
1735-1732 |
— . |
10.3 |
" |
70.8 |
||
|
45 |
153 |
1735-1732 |
: |
8.5 |
' ' |
67.7 |
||
|
46 |
153 |
1735-1732 |
|
8.1 |
' » |
77.0 |
||
|
47 |
153 |
1735-1732 |
. |
22.3 |
J' |
68.2 |
||
|
48 |
153 |
1735-1732 |
, |
9.0 |
*' ' |
75.9 |
||
|
49 |
15b |
\ ' |
1735-1732 |
|
28.9 |
" |
48.9 |
|
|
50 |
15S |
1735-1732 |
— |
15.4 |
' ' |
64.7 |
- Series-Multiple. M = Multiple.
RESISTANCE ON CURVES OF A TWENTY-EIGHT TON ELECTRIC CAR 51
TABLE 11 (Continued)
THE IMMEDIATE RESULTS OF THE TESTS ON THE 14°-30' CURVE, GIVING THE EESULTS OF RESISTANCE AND SPEED USED IN PRODUCING FIG. 13
10
11
12
13 14
15
16
17
18
19
|
Speed |
Energy Imparted to the Car |
||||||||
|
Item |
At |
At |
Average |
Average |
By the |
Net Car |
Average Speed |
||
|
No. |
Entrance |
Exit Voltage |
Current |
By the |
Change in |
By the |
Resis- |
Over the |
|
|
to the |
from the |
Current |
Kinetic |
Grade |
tance |
Section |
|||
|
Section |
Section |
Energy |
|||||||
|
M.P.H. |
M.P.H. |
Volts |
Amp. | Ft. Lb. |
Ft. Lb. |
Ft. Lb. |
Lb. per Ton |
M.P.H. |
||
|
1 |
18.96 |
18.96 |
224 |
63.2 |
156470 |
0 +9830 |
20.85 |
18.63 |
|
|
2 |
18.24 |
17.52 |
194 |
60.1 |
134150 |
+ 53680 |
. > > |
22.32 |
17.59 |
|
3 |
21.48 |
20.22 |
167 |
41.1 |
55320 |
+ 109550 |
+ " |
21.90 |
20.91 |
|
4 |
18.60 |
18.78 |
260 |
82.4 245280 |
— 14030 |
, *" |
27.76 |
19.01 |
|
|
5 |
19.32 |
18.06 |
420 |
35.9 |
135870 |
+ 98200 |
+ " |
30.58 |
19.01 |
|
6 |
7.62 |
7.62 |
112 |
67.9 |
184360 |
0 |
— " |
21.88 |
8.29 |
|
7 |
21.66 |
21.48 |
268 |
61.2 |
156580 |
+ 16190 |
+ " |
22.89 |
21.63 |
|
8 |
21.12 |
19.50 |
178 |
40.3 |
57780 |
+ 137200 |
_l_ > |
25.68 |
20.68 |
|
9 |
18.60 |
17.88 |
225 |
66.4 |
176840 |
+ 54760 |
> |
27.80 |
17.59 |
|
10 |
14.28 |
15.18 |
227 |
80.2 |
240470 |
— 55280 |
» |
21.98 |
16.22 |
|
11 |
26.16 |
26.52 |
383 |
202.7 |
342260 |
— 39540 |
_i_ > |
39.18 |
26.50 |
|
12 |
26.34 |
26.34 |
383 |
164.5 |
277660 |
0 |
. » |
33.58 |
26.14 |
|
13 |
19.32 |
18.78 |
193 |
57.5 |
120240 |
+ 42900 , |
_j_ • |
21.69 |
18.45 |
|
14 |
21.30 |
21.12 |
312 |
164.3 |
266140 |
+ 15920 |
. » |
34.13 |
21.38 |
|
15 |
19.86 |
20.04 |
260 |
71.6 |
194000 |
— 14970 |
_|_ » |
23.68 |
20.45 |
|
16 |
5.82 |
5.82 |
91.8 |
70.9 |
190650 |
0 |
> |
22.67 |
6.84 |
|
17 |
14.28 |
13.38 |
142 |
56.4 |
109640 |
+ 51900 |
_l_ • |
21.48 |
14.26 |
|
18 |
15.72 |
13.56 |
113 |
42.0 |
53860 |
+ 131870 |
_l_ » |
24.52 |
14.82 |
|
19 |
15.90 |
15.00 |
164 |
52.7 |
106040 |
+ 57980 |
+ ' ' |
21.80 |
15.68 |
|
20 |
6.00 |
7.26 |
106 |
75.4 |
214790 |
— 34840 |
» |
21.33 |
7.53 |
|
21 |
20.04 |
19.86 |
247 |
67.8 |
172010 |
+ 14970 |
_j_ > |
24.67 |
20.45 |
|
22 |
16.98 |
17.52 |
220 |
78.3 |
224390 |
— 38840 |
_l_ » |
24.49 |
16.36 |
|
23 |
26.52 |
25.26 |
290 |
150.0 |
190670 |
+ 136030 |
. » |
39.72 |
24.76 |
|
24 |
22.74 |
22.38 |
264 |
59.8 |
139180 |
+ 33870 |
i » |
22.93 |
23.23 |
|
25 |
13.02 |
12.66 |
140 |
54.0 |
108800 |
+ 19280 |
i » |
17.29 |
13.35 |
|
26 |
19.68 |
19.32 230 |
61.4 |
147760 |
+ 29270 |
i i |
23.43 |
19.60 |
|
|
27 |
19.68 |
19.32 243 |
65.2 |
168270 |
+ 29270 |
_j_ > |
26.00 |
19.60 |
|
|
28 |
3.48 |
4.02 |
93.6 |
67.2 |
253450 |
— 8440 |
. » |
29.48 |
4.94 |
|
29 |
19.14 |
19.14 |
218 |
59.0 |
135510 |
0 |
_l_ f |
18.22 |
19.20 |
|
30 |
20.04 |
20.04 |
264 |
76.7 |
220480 |
0 |
_l_ » |
28.87 |
19.81 |
|
31 |
13.38 |
12.30 |
128 |
49.2 |
89600 |
+ 57830 |
_j_ » |
19.72 |
12.98 |
|
32 |
33.90 |
34.08 |
573 |
194.7 |
396700 |
— 25510 |
> |
45.30 |
33.60 |
|
33 |
14.28 |
14.28 |
164 |
51.4 |
107630 |
0 |
_j_ > |
14.73 |
14.93 |
|
34 |
6.18 |
9.96 151 |
88.6 |
313150 |
— 127200 |
» |
22.08 |
8.92 |
|
|
35 |
20.22 |
20.40 243 |
63.8 |
158880 |
— 15240 |
_|_ » |
19.24 |
20.23 |
|
|
36 |
21.48 |
23.10 370 |
199.1 |
382450 |
— 150580 |
» |
27.84 |
22.40 |
|
|
37 |
24.00 |
23.64 318 |
149.1 |
212320 |
+ 35760 |
» |
29.87 |
24.76 |
|
|
38 |
21.56 |
21.56 266 |
61.6 |
154840 |
0 |
+ 9840 |
20.61 |
21.88 |
|
|
39 |
21.56 |
21.74 |
279 |
72.3 |
207240 |
— 16250 |
_^ ' » |
22.67 |
20.91 |
|
40 |
17.06 |
15.44 |
144 |
44.1 |
69260 |
+ 109780 |
+ " |
23.64 |
16.08 |
|
41 |
13.82 |
15.26 |
189 |
71.8 |
189400 |
— 87310 |
+ " |
14.01 |
14.93 |
|
42 |
8.06 ! 5.18 |
75 |
54.7 |
118880 |
+ 79500 |
+ " |
26.06 |
6.49 |
|
|
43 |
20.12 |
19.76 226 |
55.0 |
127340 |
+ 29930 |
+ ' ' |
20.92 |
19.40 |
|
|
44 |
18.86 |
18.32 223 |
53.5 |
128320 i + 41860 |
_j_ » |
22.53 |
18.27 |
||
|
45 |
22.46 |
21.20 217 |
47.7 |
87850 |
+ 114700 |
_j_ » |
26.58 |
22.14 |
|
|
46 |
22.10 |
21.74 300 |
68.0 |
187670 |
+ 32910 |
_[_ » |
28.83 |
23.23 |
|
|
47 |
8.96 |
8.60 |
96 |
54.2 |
116760 |
+ 13180 |
_[- » |
17.49 |
8.44 |
|
48 |
20.66 |
20.30 |
272 |
66.5 |
182270 |
+ 30740 |
-|- » |
27.89 |
20.91 |
|
49 |
9.68 |
0.00 |
49.5 |
34.8 |
35960 |
+ 195370 |
+ » |
30.18 |
6.51 |
|
50 |
13.64 |
11.66 |
120 |
46. 5 |
82010 |
+ 104450 |
+ ' |
24.57 |
12.22 |
52 PUBLICATIONS OF THE ENGINEERING EXPERIMENT STATION
Bulletin No. 1. Tests of Reinforced Concrete Beams, by Arthur N. Talbot. 1904. None available.
Circular No. 1. High-Speed Tool Steels, by L. P. Breckenridge. 1905. None available. Bulletin, No. 2. Tests of High-Speed Tool Steels on Cast Iron, by L. P. Breckenridge and Henry B. Dirks. 1995. None available.
Circular No. a. Drainage of Earth Roads, by Ira O. Baker. 1906. None available. Circular No. 3. Fuel Tests with Illinois Coal (Compiled from tests made by the Tech- nologic Branch of the U. S. G. S., at the St. Louis, Mo., Fuel Testing Plan, 1904-1907), by L. P. Breckenridge and Paul Diserens. 1909. Thirty cents.
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Bulletin No. 10. Tests of Concrete and Reinforced Concrete Columns. Series of 1906, by Arthur N. Talbot. 1907. None available.
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Bulletin No. 13. An Extension of the Dewey Decimal System of Classification Applied to Architecture and Building, by N. Clifford Ricker. 1907. None available.
Bulletin No. 14. Tests of Reinforced Concrete Beams, Series of 1906, by Arthur N. Talbot. 1907. None available.
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PUBLICATIONS OF THE ENGINEERING 'E^ERIMEN^T STATION ' 53
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1910. Ten cents.
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