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Now ready. Crown 8vo. 7s. 6d. 
 
 ELECTED -DYNAMICS 
 
 THE DIRECT-CURRENT MOTOR 
 
 BY 
 
 CHARLES ASHLEY CARUS-WILSON 
 
 M.A. CANTAB. 
 
 MEMBER OF THE INSTITUTION OF ELECTRICAL ENGINEERS 
 
 PROFESSOR OF ELECTRICAL ENGINEERING AT 
 
 JIcGILL UNIVERSITY, MONTREAL 
 
 CONTENTS 
 
 CIIAI'. 
 
 I. The Induction Factor 
 II. Conditions of Uniform 
 Motion 
 
 III. Equations for the Induc- 
 
 tion Factor 
 
 IV. Shunt-wound jMotors 
 V. Series-wound Motors 
 
 VI. Efficiency 
 
 CHAP. 
 
 VII. Acceleration 
 VIII. The Force Factor 
 IX. Control 
 X. Time Curves 
 XI. Design of Railway Motors 
 XII. Armature Reaction 
 Problems 
 Index 
 
 LONGMANS, GREEN, AND CO. 
 
 3!) PATERNOSTER ROW, LONDON 
 NEW YORK AND BOMBAY. 
 
 1898 
 
PREFACE 
 
 TiiH Electrical Engineer is now confronted with a variety of new 
 problems for whose solution he must look to a full development of 
 the science of electro-dynann'cs. This in the near future will stand 
 in the same relation to the electric-motor that the science or 
 thermo-dynanncs stands in now to t'.ie steam entwine. And since 
 no branch of dynamics has a better claim to be called an exact 
 science tlian electro-dynamics, it will be able to otter not only 
 convincin<f but final solutions of these problems. To aoply tlie 
 principles of electro-dynamics to the direct-current motor is the 
 aim of this book. 
 
 Writing' for Electrical Engineers particularly, I take for granted 
 a certain acquaintance with the use and design of motors, but, as 
 the book is intended to be of service to engineers generally, unex- 
 plained technicalities have been avoided as far as possible. 
 
 There are now so many excellent text books on electricity and 
 magnetism, that I offer no apology for omitting discussion of 
 elementary principles here. 
 
 I have not considered it necessary to allude to the subject of 
 self-induction, except in connection with the question of sparking. 
 The advanced student will perceive the analogy between the law of 
 acceleration given in Chapter VII. and that for the rise of current 
 in an inductive circuit, and may be tempted to pursue the subject 
 for himself. 
 
 The numerical accuracy attempted has been limited to that 
 attainable with an ordinary ten-inch slide rule, on which all the 
 examples have been worked out. Importance is attached to the 
 graphic method of solution, and the diagrt-'ms -e intended to serve 
 as exercises for the student, who should worl, at similar problems 
 with different data by the same methods, 
 
 I have to thank many friends for assistance, particularly Mr. 
 H. S. Hering, for allowing me to use the results of his tests on 
 electric cars ; Mr* L. H. Parker, for providing me with particulars 
 of the construction and performance of the electric locomotives on 
 the Baltimore and Ohio Railroad ; Mr. H. P. Curtiss, for placing 
 at my disposal the outcome of his experiments on the Buffalo and 
 Niagara Falls Electric Railway ; and the Railway Department of 
 the General Electric Company, for furnishing me with valuable in- 
 formation and data. 
 
 C. A. CARUS-WILSON. 
 
 McGiLL University, Montreal : 
 February 1H98. 
 
 1 
 
94 
 
 SPECIMEN PAGE 
 
 THE DIIlECT-CURllEXT MOTOR 
 
 CII. V 
 
 / 
 
 f 
 
 1 
 
 CHAPTER V 
 
 sp:hies-wound motors 
 
 When tlie magnets of a dynamo are connected in 
 series with the armature, the induction factor will 
 vary with the current. In Fig. 20 distances measured 
 along oh represent current in the armature, and also in 
 the magnets. We will take 500 volts as the tension of the 
 line, 5 ohms as the resistance of the motor, the maximum 
 current being thus smaller than 100 amperes. Let the 
 distance 01 represent 100 volts, 10 amperes, 100 r.p.m., 
 1,500 inch-pounds of torque, and an induction factor of 15. 
 Let oa represent the tension of the line, ob the maximum 
 possible current. Join ha, and produce it. We shall call 
 ha the loss line, since the intercept he of any ordinate 
 between it and a horizontal line through a gives the volts 
 lost in heat. On oh construct the induction curve. Thus, 
 if for a current of 70 amperes, the induction factor is 
 (37 '5, we must set up on the point representing 70 
 amperes in the armature, a vertical distance equal to 
 4-5 inches, and this will be a point on the induction 
 curve. 
 
 If there is no residual magnetism the induction factor 
 is nothing when the current is nothing. When the 
 current is reversed the induction factor will also be 
 
 I 
 
SPECIMEN PAGE 
 
 CIT. V 
 
 SERIES- WOUND MOTORS 
 
 95 
 
 
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202 
 
 SPECIMEN PAGE 
 
 THE DIlfKCT-CURRENT 3I0T0R 
 
 CH. IX 
 
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('II. IX 
 
 SPECIMEN PAGE 
 CONTROL 
 
 203 
 
 speed iij) is well ^howii. The liiial current is IS fiinpereH 
 per motor. 
 
 The !iie;in current lor the first four seconds from the 
 moment when the circuit is made appears to be 7-") 
 amperes. Tiiis would ^'ive us a total tonpie per motor 
 (see Fig. 21) of 2,4;30 inch-iiounds. Deductinpf the frictional 
 toi"(|uecorres])()ndiii<:^ to a current of 18 amperes |)er motor 
 — nanu'ly. 7'>o inch-j)ouuds — we liave 1 ,()7o inch-pounds 
 available for acceleration. Since the weio-ht to be 
 accelerated is ■']• !■ tons ])er motor, the acceleration is 
 2-()o f.p.s. per second, ^fhe acceleration curve has been 
 drawn as if the acceleration were constant from the momiMit 
 of making the current ; this is not strictly correct. The 
 curve should cut the time base about one second from the 
 origin, bnt it gives a fairly accurate measure of the mean 
 initial acceleration, which by measurement appears to 
 be about 2*1 f.p.s. per second. 
 
 Fig. 52 is the record of a test in which the motors 
 weie allowed to speed np in series. The current taken 
 does not appear to have been quite so much as in the 
 case repi-esented in Fig. 51. The form of tlie current 
 curve is well shown, both with the series and with the 
 jnirallel connection, and indicates the jerk experienced 
 when the motors are thrown into parallel, the accelera- 
 tion at this point being greater than at the moment 
 of starting. The energy required to attain a speed of 
 o5 f.p.s. is less than that required by the method illustrated 
 in Fig. 51. 
 
 The diaoTams show a considerable increase in the 
 current taken from the line at the moment when the 
 motors are thrown into parallel connection. It is in- 
 structive to inquire if this increase is necessary, and to 
 
SPECIMEN PAGE 
 
 232 
 
 TIIH DIIMCCT-iTKUKNT MoTnl; 
 
 err. xi 
 
 Lt't lis take the case of a tramcar \v.M(r|iiiicr |i) tons, 
 driven by two niolors workiii*,' on a line liavin<,r u tension 
 of oOU volts. Suppose tliat we liav.' to desiLrn an 
 ananirenient by wJn'eli the ear will start up from rest and 
 travel oUO feet in 3U seconds. The motors are to be series 
 wound. 
 
 First Knd the least possible accelerating,' current per 
 motor by Equation 107, remendje.-ing that ]\'=o tons. 
 We get (•„ = 29-5 amperes. Take SO amperes to allow for 
 the resistance of the motor. From E^juation Id.} we find 
 
 that the best value of '/ is 5"15. For the i)resent we 
 
 (t * 
 
 may take v— 1.-78 and <( = SS inches, giving .lA=35-r). 
 
 The maximum speed is 25 feet per second or 1 7 miles 
 an hour. If the frictional and other resistances retardin*' 
 the motion amount to ;3,:)80 inch-pounds of torque on the 
 car axle, the corresponding current will be 15 amperes, 
 and the resistance of each motor must therefore be 
 O'G ohm. 
 
 The initial acceleration will be 1*25 fp s. per second 
 and the current of 45 amperes will be constant until the 
 starting rheostat is all out, at which point the speed of the 
 
 motor will be given by ?/ = 
 
 500-J.5xO-(; 
 
 oo o 
 
 = S00 r. 
 
 p.m, 
 
 The speed of the car will therefore be 2 [•2 feet per second. 
 Thus we see that if the induction factor is constant, the 
 acceleration can be maintained constant up to a speed 
 of 97 per cent, of final speed; after this point the motor 
 will speed up according to the law already given in 
 Chapter VII. ; the error involved in assuming that the 
 acceleration is constant up to full speed will be small, and 
 
CH. XI 
 
 SPECIMEN PAGE 
 UESIGN 01' UAILWAY MO'l'OliS 
 
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