Pub Date : 1930-07-01DOI: 10.1109/T-AIEE.1930.5055658
C. Axtell
The selection and application of auxiliary electrical devices on a high-voltage multiple unit car is of almost as much importance as the application of the main traction apparatus and requires careful consideration. This paper contains a description of the engineering features as worked out for electrified suburban lines operating on 1500-volt and 3000-volt systems. The control circuits have become very generally standardized at 32-volts, which is also well adapted for interior illumination and headlights. A motor driven generator supplies 3- to 5-kw. power per unit for control lights and battery charging. Such devices as heaters and motor-generator sets, requiring a considerable amount of electrical power, are necessarily constructed to operate at trolley potential. On the 1500-volt system, the compressor can be operated directly from the line potential while on the 3000-volt systems, a double commutator motor driving the generator supplies a 1500-volt source of power for the compressor.
{"title":"Auxiliaries for high-voltage D-C. multiple unit cars","authors":"C. Axtell","doi":"10.1109/T-AIEE.1930.5055658","DOIUrl":"https://doi.org/10.1109/T-AIEE.1930.5055658","url":null,"abstract":"The selection and application of auxiliary electrical devices on a high-voltage multiple unit car is of almost as much importance as the application of the main traction apparatus and requires careful consideration. This paper contains a description of the engineering features as worked out for electrified suburban lines operating on 1500-volt and 3000-volt systems. The control circuits have become very generally standardized at 32-volts, which is also well adapted for interior illumination and headlights. A motor driven generator supplies 3- to 5-kw. power per unit for control lights and battery charging. Such devices as heaters and motor-generator sets, requiring a considerable amount of electrical power, are necessarily constructed to operate at trolley potential. On the 1500-volt system, the compressor can be operated directly from the line potential while on the 3000-volt systems, a double commutator motor driving the generator supplies a 1500-volt source of power for the compressor.","PeriodicalId":260406,"journal":{"name":"Journal of the A.I.E.E.","volume":"49 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1930-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130961613","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1930-07-01DOI: 10.1109/JAIEE.1930.6538614
W. Wilson, L. Espenschied
The paper discusses the American end of the ship-to-shore radio telephone system and the connecting equipment on board the SS. Leviathan. There is given an outline of previous work in this field and of the technical problem involved in the use of short waves. The station facilities which have been provided for this service on the New Jersey coast are described also the equipment which has been developed for the ship. Finally, the results are given of the first trip of commercial service of the Leviathan.
{"title":"Abridgment of radio telephone service to ships at sea","authors":"W. Wilson, L. Espenschied","doi":"10.1109/JAIEE.1930.6538614","DOIUrl":"https://doi.org/10.1109/JAIEE.1930.6538614","url":null,"abstract":"The paper discusses the American end of the ship-to-shore radio telephone system and the connecting equipment on board the SS. Leviathan. There is given an outline of previous work in this field and of the technical problem involved in the use of short waves. The station facilities which have been provided for this service on the New Jersey coast are described also the equipment which has been developed for the ship. Finally, the results are given of the first trip of commercial service of the Leviathan.","PeriodicalId":260406,"journal":{"name":"Journal of the A.I.E.E.","volume":"67 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1930-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121127694","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1930-07-01DOI: 10.1109/JAIEE.1930.6538619
O. K. Marti, W. Giger
The increasing demand for frequent and rapid transportation on both suburban and other railways has brought to the fore the multiple unit motor car. The steps taken in the development of the auxiliary equipment for the multiple unit motor coach are quite interesting, and have been made the subject of this paper. The first part of the paper is devoted to cars equipped with apparatus for converting the high-voltage d-c. overhead-line current to the voltages required for operating standard auxiliary equipment. The second part is devoted to auxiliary equipment suitable for operation on the higher d-c. voltages now being used in more and more electrification projects. Although this paper refers mostly to development work carried out in Europe, it is nevertheless believed to be of interest to American engineers as the basic principles underlying this development are also applicable to American multiple unit cars.
{"title":"Abridgment of auxiliary circuits for high-voltage D-C. Motor car equipments","authors":"O. K. Marti, W. Giger","doi":"10.1109/JAIEE.1930.6538619","DOIUrl":"https://doi.org/10.1109/JAIEE.1930.6538619","url":null,"abstract":"The increasing demand for frequent and rapid transportation on both suburban and other railways has brought to the fore the multiple unit motor car. The steps taken in the development of the auxiliary equipment for the multiple unit motor coach are quite interesting, and have been made the subject of this paper. The first part of the paper is devoted to cars equipped with apparatus for converting the high-voltage d-c. overhead-line current to the voltages required for operating standard auxiliary equipment. The second part is devoted to auxiliary equipment suitable for operation on the higher d-c. voltages now being used in more and more electrification projects. Although this paper refers mostly to development work carried out in Europe, it is nevertheless believed to be of interest to American engineers as the basic principles underlying this development are also applicable to American multiple unit cars.","PeriodicalId":260406,"journal":{"name":"Journal of the A.I.E.E.","volume":"141 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1930-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114998110","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1930-07-01DOI: 10.1109/JAIEE.1930.6538616
R. E. Jones
This is a description of a large rural distribution system with some 4800 mi. of primary circuit. The history of the system is given from its inception as a few scattered extensions of town systems up to the present. The paper covers in detail the various forms of construction in use with the reason for their adoption. Comparison of lines are given with various span lengths and voltages. An 8000/4600-volt system has been adopted for part of the district and it is described in detail. In one area, a considable quantity of underground cable has been installed at a cost for single-phase not much greater than for an overhead line.
{"title":"Abridgment of rural line construction in Ontario","authors":"R. E. Jones","doi":"10.1109/JAIEE.1930.6538616","DOIUrl":"https://doi.org/10.1109/JAIEE.1930.6538616","url":null,"abstract":"This is a description of a large rural distribution system with some 4800 mi. of primary circuit. The history of the system is given from its inception as a few scattered extensions of town systems up to the present. The paper covers in detail the various forms of construction in use with the reason for their adoption. Comparison of lines are given with various span lengths and voltages. An 8000/4600-volt system has been adopted for part of the district and it is described in detail. In one area, a considable quantity of underground cable has been installed at a cost for single-phase not much greater than for an overhead line.","PeriodicalId":260406,"journal":{"name":"Journal of the A.I.E.E.","volume":"28 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1930-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121445713","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1930-07-01DOI: 10.1109/JAIEE.1930.6538610
W. E. Gutzwiller, O. Naef
A 1000-kw. 625-volt automatic mercury arc rectifier substation, installed by the Union Railway Company of New York, in May, 1929, is described in general in this paper together with the account of the automatic and remote control features of the substations. The principle reasons for the adoption of the mercury arc rectifier are mentioned and operating and performance data for the first ten months' operation are presented.
{"title":"Abridgment of 1000-kw. automatic mercury arc rectifier substation of the union railway company of New York","authors":"W. E. Gutzwiller, O. Naef","doi":"10.1109/JAIEE.1930.6538610","DOIUrl":"https://doi.org/10.1109/JAIEE.1930.6538610","url":null,"abstract":"A 1000-kw. 625-volt automatic mercury arc rectifier substation, installed by the Union Railway Company of New York, in May, 1929, is described in general in this paper together with the account of the automatic and remote control features of the substations. The principle reasons for the adoption of the mercury arc rectifier are mentioned and operating and performance data for the first ten months' operation are presented.","PeriodicalId":260406,"journal":{"name":"Journal of the A.I.E.E.","volume":"99 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1930-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123771167","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1930-07-01DOI: 10.1109/JAIEE.1930.6538606
A. S. Fitzgerald
The paper describes a varying frequency telemetering system which employs an electron tube beat frequency oscillator, the frequency of which is controlled by a small condenser mounted upon the movement of the instrument, the reading of which is to be transmitted. The reading is reproduced at the receiving end by a frequency meter having a scale corresponding to that of the transmitting meter. When furnishing a single indication, the outstanding feature of this system is that except for the movements of the transmitting and receiving instruments themselves, there are no contacts or moving parts. The system does not require instruments of unusual type, and it is not limited only to the transmission of electrical readings, but may readily be applied to any deflection instrument; for instance, indicating pressure, temperature, etc. The accuracy of the system is not affected by changes in the impedance of the channel of transmission. The system is equally suitable for transmission over wire conductors or by means of carrier current or radio. A method which uses automatic telephone type selectors at transmitting and receiving stations and furnishes a number of telemetering indications over a single conducting circuit or carrier-current channel is also described. A feature of this system is that no synchronizing channel or synchronous power is required. By a system of impulses, the selectors automatically establish and maintain synchronism. A field installation which has given satisfactory results is described.
{"title":"Abridgment of an electron tube telemetering system (part I)","authors":"A. S. Fitzgerald","doi":"10.1109/JAIEE.1930.6538606","DOIUrl":"https://doi.org/10.1109/JAIEE.1930.6538606","url":null,"abstract":"The paper describes a varying frequency telemetering system which employs an electron tube beat frequency oscillator, the frequency of which is controlled by a small condenser mounted upon the movement of the instrument, the reading of which is to be transmitted. The reading is reproduced at the receiving end by a frequency meter having a scale corresponding to that of the transmitting meter. When furnishing a single indication, the outstanding feature of this system is that except for the movements of the transmitting and receiving instruments themselves, there are no contacts or moving parts. The system does not require instruments of unusual type, and it is not limited only to the transmission of electrical readings, but may readily be applied to any deflection instrument; for instance, indicating pressure, temperature, etc. The accuracy of the system is not affected by changes in the impedance of the channel of transmission. The system is equally suitable for transmission over wire conductors or by means of carrier current or radio. A method which uses automatic telephone type selectors at transmitting and receiving stations and furnishes a number of telemetering indications over a single conducting circuit or carrier-current channel is also described. A feature of this system is that no synchronizing channel or synchronous power is required. By a system of impulses, the selectors automatically establish and maintain synchronism. A field installation which has given satisfactory results is described.","PeriodicalId":260406,"journal":{"name":"Journal of the A.I.E.E.","volume":"23 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1930-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133448960","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1930-07-01DOI: 10.1109/JAIEE.1930.6538612
A. Still
Much has been published lately on the subject of armature reaction, and the designer is now able to predetermine performances with a considerable degree of accuracy; but many of the assumptions made for the purpose of obtaining a mathematical solution to a difficult problem have tended to obscure rather than elucidate the physical conception of armature reactance. This may be of no serious importance when dealing with standard types of design, but in the development of new ideas or in making calculations on abnormal designs, a clear conception of the magnetic flux linking with the armature windings and so causing a reactive voltage is necessary to the development of new formulas or the intelligent application of existing formulas.
{"title":"End-connection reactance of synchronous machines","authors":"A. Still","doi":"10.1109/JAIEE.1930.6538612","DOIUrl":"https://doi.org/10.1109/JAIEE.1930.6538612","url":null,"abstract":"Much has been published lately on the subject of armature reaction, and the designer is now able to predetermine performances with a considerable degree of accuracy; but many of the assumptions made for the purpose of obtaining a mathematical solution to a difficult problem have tended to obscure rather than elucidate the physical conception of armature reactance. This may be of no serious importance when dealing with standard types of design, but in the development of new ideas or in making calculations on abnormal designs, a clear conception of the magnetic flux linking with the armature windings and so causing a reactive voltage is necessary to the development of new formulas or the intelligent application of existing formulas.","PeriodicalId":260406,"journal":{"name":"Journal of the A.I.E.E.","volume":"9 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1930-07-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121777831","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1930-06-01DOI: 10.1109/JAIEE.1930.6535736
G. Doan
For purposes of study, the available energy at the cathode of the iron arc for welding in air, and the disbursement of this available energy to the cathode processes, are set up in balance-sheet form. The energy as heat at the cathode includes that from (1) ionic bombardment, (2) ohmic resistance of cathode tip, (3) radiation from the anode, and (4) combustion. Since the division of total arc energy between anode and cathode is nearly an equal one, the sum of the first three should approximate one-half of the total energy input to the arc. Heat Disbursement at Cathode: The principal consumption of heat at the cathode is by (5) melting of cathode, (6) evaporation of atoms at cathode, (7) evaporation of electrons at cathode, (8) dissociation of arc vapors, (9) radiation to anode and to air. Of the total heat disbursed by the arc more than half is consumed, as shown by measurement, by the melting of the electrode. The heat consumption for this melting is greater than the calculated value of total heat received at the cathode. The latter value is therefore incorrect and needs to be revised, using higher values of Vc or φ + or both. On the other hand, the calculated total energy consumption at the cathode corresponds closely to one-half the measured total electrical input to the arc and is therefore approximately correct.
{"title":"Abridgment of cathode energy of the iron arc","authors":"G. Doan","doi":"10.1109/JAIEE.1930.6535736","DOIUrl":"https://doi.org/10.1109/JAIEE.1930.6535736","url":null,"abstract":"For purposes of study, the available energy at the cathode of the iron arc for welding in air, and the disbursement of this available energy to the cathode processes, are set up in balance-sheet form. The energy as heat at the cathode includes that from (1) ionic bombardment, (2) ohmic resistance of cathode tip, (3) radiation from the anode, and (4) combustion. Since the division of total arc energy between anode and cathode is nearly an equal one, the sum of the first three should approximate one-half of the total energy input to the arc. Heat Disbursement at Cathode: The principal consumption of heat at the cathode is by (5) melting of cathode, (6) evaporation of atoms at cathode, (7) evaporation of electrons at cathode, (8) dissociation of arc vapors, (9) radiation to anode and to air. Of the total heat disbursed by the arc more than half is consumed, as shown by measurement, by the melting of the electrode. The heat consumption for this melting is greater than the calculated value of total heat received at the cathode. The latter value is therefore incorrect and needs to be revised, using higher values of Vc or φ + or both. On the other hand, the calculated total energy consumption at the cathode corresponds closely to one-half the measured total electrical input to the arc and is therefore approximately correct.","PeriodicalId":260406,"journal":{"name":"Journal of the A.I.E.E.","volume":"198 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1930-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115010361","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1930-06-01DOI: 10.1109/JAIEE.1930.6535729
O. E. Charlton, W. Ketchum
This paper describes an instrument which was developed to make graphic records of generator revolutions and time, as the generator slows down under the action of its losses during retardation tests. The construction of speed — time curves from the records thus obtained is outlined. The principle of numerical differentiation is discussed and its application to the determination of the slope of the speed — time curve is pointed out. A complete example illustrating the application of this principle is included in the unabridged paper.
{"title":"Abridgment of determination of generator speed and retardation during loss measurements","authors":"O. E. Charlton, W. Ketchum","doi":"10.1109/JAIEE.1930.6535729","DOIUrl":"https://doi.org/10.1109/JAIEE.1930.6535729","url":null,"abstract":"This paper describes an instrument which was developed to make graphic records of generator revolutions and time, as the generator slows down under the action of its losses during retardation tests. The construction of speed — time curves from the records thus obtained is outlined. The principle of numerical differentiation is discussed and its application to the determination of the slope of the speed — time curve is pointed out. A complete example illustrating the application of this principle is included in the unabridged paper.","PeriodicalId":260406,"journal":{"name":"Journal of the A.I.E.E.","volume":"36 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1930-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125239330","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 1930-06-01DOI: 10.1109/JAIEE.1930.6535741
Karl L. Wildes
The Cooperative Idea has been the motivating spirit in the various attempts to bring together the educational and industrial elements in engineering. The outstanding milestones of progress in this undertaking are the “Sandwich System” of Scotland, the establishment of shops in schools, the rise of educational opportunities in industrial concerns, the report of Sir William White's committee of practising engineers and educators in England, and finally, the conception and inception of the cooperative courses at the University of Cincinnati and at the Massachusetts Institute of Technology. These courses are taken as examples of two types of cooperative course called respectively the “Cincinnati Plan” and the “M. I. T. Plan.” Each of these possesses a structure and a set of operating principles determined by the purpose for which it was instituted and the conditions under which it is carried out. The operating principles of the M. I. T. Plan are discussed in detail in this paper. The graduates of both these plans are demonstrating that the results sought are being accomplished.
{"title":"Abridgment of cooperative courses — Their development and operating principles","authors":"Karl L. Wildes","doi":"10.1109/JAIEE.1930.6535741","DOIUrl":"https://doi.org/10.1109/JAIEE.1930.6535741","url":null,"abstract":"The Cooperative Idea has been the motivating spirit in the various attempts to bring together the educational and industrial elements in engineering. The outstanding milestones of progress in this undertaking are the “Sandwich System” of Scotland, the establishment of shops in schools, the rise of educational opportunities in industrial concerns, the report of Sir William White's committee of practising engineers and educators in England, and finally, the conception and inception of the cooperative courses at the University of Cincinnati and at the Massachusetts Institute of Technology. These courses are taken as examples of two types of cooperative course called respectively the “Cincinnati Plan” and the “M. I. T. Plan.” Each of these possesses a structure and a set of operating principles determined by the purpose for which it was instituted and the conditions under which it is carried out. The operating principles of the M. I. T. Plan are discussed in detail in this paper. The graduates of both these plans are demonstrating that the results sought are being accomplished.","PeriodicalId":260406,"journal":{"name":"Journal of the A.I.E.E.","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"1930-06-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116924395","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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