Lock said:
Lock said:
128. Baumé's hydrometer.— This, which was the first of these instruments, may serve as a type of them. It consists of a glass tube (fig. 90) loaded at its lower end with mercury, and with a bulb blown in the middle. The stem, the external diameter of which is as regular as possible, is hollow, and the scale is marked upon it.
The graduation of the instrument differs according as the liquid, for which it is to be used, is heavier or lighter than water. In the first case, it is so constructed that it sinks in water nearly to the top of the stem, to a point A, which is marked zero. A solution of fifteen parts of salt in eighty-five parts of water is made, and the instruments immersed in it. It sinks to a certain point on the stem, B, which is marked 15 ; the distance between A and B is divided into 15 equal parts, and the graduation continued to the bottom of the stem. Sometimes the graduation is on a piece of paper in the interior of the stem.
The hydrometer thus graduated only serves for liquids of a greater specific gravity than water, such as acids and saline solutions. For liquids lighter than water a different plan must be adopted. Baumé took for zero the point to which the apparatus sank in a solution of 10 parts of salt in 90 of water, and for 10° he took the level in distilled water. This distance he divided into 10°, and continued the division to the top of the scale.
The graduation of these hydrometers is entirely conventional, and they give neither the densities of the liquids, nor the quantities dissolved. But they are very useful in making mixtures or solutions in given proportions, the results they give being sufficiently near in the majority of cases. For instance, it is found that a well-made syrup marks 35 on Beaume's hydrometer, from which a manufacturer can readily judge whether a syrup which is being evaporated has reached the proper degree of concentration.
Lock said:
Lock said:And he was using Vaucanson chain... this stuff:
LoCk
Seems pretty clear that on the water at least Gustave was running two batteries in parallel:Lock said:
ELECTRIC MOTORS. Upon the discovery of electricity, as it were, we thought to use the magnetic repulsion and attraction as a motor, but after the discovery of electro-magnetism only, those desires could not be regarded as absolutely chimerical; we therefore wanted to replace the steam by electricity and that it could make machines move, dragging a burden, do all sorts of sensitive or difficult works. To date, the efforts of inventors have been almost fruitless. "There's no stopping, said M.de Parkville in 1878, to electric motors. The few types seen at the Exhibition can no longer mislead anyone. Electricity is too expensive. By turning a simple crank almost effortlessly, it does produce the magneto-electric machines a quantity of electricity equivalent to that of a Bunsen battery of 10 elements, so with very little strength, it develops a lot of electricity. The converse is true, with a lot of electricity, it produces very little strength. This can be translated into a single number: the most economical battery needed to produce electricity only works in oxidizing zinc. An electric motor consumers zinc and a steam engine consumes coal. Precious zinc costs fifteen times more than oil, and oxidation of zinc does that 5,000 calories, when the oxidation of coal produced in 8000. An electric motor spends very near thirty times more than a steam engine. Electric motors can therefore be of interest only when the industrial physicists have found a way to produce cheap electricity."
But the day you happen to produce a motor, the industry would make such progress it is important not to despair. That day, in fact, we see the workers working in room, working as a sewing machine so tired now, the owner in search of well-being, employing only a few small industrial tools and which the steam is too embarrassing. etc., use of this new force, which will result in a complete transformation both in industry and in our private lives and in our social and moral life.
In 1835, at the time of the invention of constant piles, Jacoby executed on the Neva, the first experiments with an electric motor. He applied it to navigation. His boat, large enough to contain a motor pile, was equipped with paddle wheels. It seems that the motor unit consisted of two large discs, each garnished with four electro-magnets perpendicular to its plane, and one of which was fixed and the other movable about a horizontal axis. Was obtained by continuous rotation of alternative attraction and repulsion, which occurs when the moving electro-magnets pass the fixed electro-magnets. It was served by a pile of 128 pairs of Grove cells, where the platinum surface was 3 to 4 square meters, of which the current was strong enough to blush a wire 0m,001 in diameter and 2 meters in length. The experience cost 60,000 francs paid by the Emperor Nicolas, and could not be repeated.
In 1866, the Comte de Mollins repeated Jacoby's experience on Lake of the Chalet du Bois de Boulogne, with an iron boat with flat bottom. The machine was powered by twenty Bunsen cells. It consisted of a motor rotating a horizontal shaft, which connected the movement with two propellers placed, one right and one on the left, using a Vaucanson chain. This boat, as well as Mr.Jacoby, had twelve people. The result of this experiment were interrupted by the death of the inventor.
Since, a large number of electro-motor machines have been built among which we mention those of MM.Ritchie, Larmengeat, Froment, Bourbouze, Kravogl, etc.. As they are all based on the same principle, we will only describe that of Mr.Fromont, one of the best. It consists (fig.136) in four electromagnets arranged on a frame of cast iron. A wheel, with eight plates of soft iron, can move between the electro-magnets, they do not act together, but successively. Frames, attracted by the electricity rush in their direction and speed gained by exceeding the electromagnets also cease to function when the plates pass before them, a switch is arranged for that. It is an extension of the axis of rotation that is seen in front of the figure, and three rollers attached to the end of spring steel; bulges that exist on the axis alternately lift each wheel, influence the corresponding spring and make a contact, so that way the electromagnet receives the corresponding current.
In 1880, M.Trouvé devised a new motor, based on improvements he brought to the Siemens bobbin, and has made quite a noise. The device consists (fig.137) of a Siemens bobbin, which is rotated using a switch between the poles of an electromagnet. Here is how the author expresses himself on the changes he has done to the Siemens bobbin:
View attachment 1
Fig. 137. Trouvé Motor.
AA. Poles of the electromagnet fixed. B. Iron bobbin.
C. Bobbin of the electromagnet A. IJ. Axis of the bobbin.
FH. Poles of the motor pile. D. Copper frame.
E. Cast iron frame.
"When we trace the dynamic diagram of a Siemens bobbin by making a complete revolution between two magnetic poles which react on it, we see that the work is almost nil for two periods of rotation. These two periods correspond to times during which the poles of the moving bobine, having reached the pole of the fixed magnet parade before them. During these two fractions of the revolution, which are each about 30°, the magnetic surfaces, intended to react one upon the other, are equidistant from the iron of the bobbin, which is not sought to turn. This results in a significant loss of work. I deleted those periods of indifference and increased the effectiveness of the machine, by altering the bobbin: the pole faces, instead of portions of a cylinder whose axis coincides with the system, are like snail shells, so in turn they gradually approach the surface of the magnet, until the trailing edge drops the pole of the magnet. Repulsion begins by following the reverse flow, so that the neutral point is virtually avoided."
M.Trouvé has devised several ways to obtain this result, either offset the cheeks of the bobbin, or rather eccentric exciter, the cheeks of the bobbin remaining concentric. Designs 2 and 3 in the figure give, in horizontal and vertical section, the two main forms that have been most successful: figure 2 shows a helical bobbin carrying two pallets; figure 3 shows an elliptical bobbin.
The electric motor is certainly able to operate a sewing machine, but as for other engines, the maintenance cost of a battery makes it impossible. It may be suitable not only for luxury applications, such as the functioning of small milling machines and dentists and watchmakers lathes, the ventilation of apartments, amateur lathes, etc.. Physics teachers will use it to conduct experiments that require little mechanical force, such as the start of static machines, etc. At the Electrical Exhibition of 1881, it operated the small balloon presented by Mr.Tissandier. It has mainly been observed in experiments on locomotion of practical vehicles and light boats.
On a tricycle of English construction, very heavy (55 Ibs.) M.Trouvé had one of his motors below the axle of the wheel which communicated the movement through a Vaucanson chain. The motor was powered by six secondary cells or accumulators of the Plante type, he built with such perfection. The total weight of the vehicle, batteries, engine and rider included, up to 160 kilogr., and the effective force of the motor 7 kilogrammetres. Nevertheless, the tricycle has set itself in motion, once we had established electrical communication and traveled several times in both directions, the Rue de Valois, the speed of a good car. The experiment lasted one hour and a half (fig.138) and is conclusive.
The second application of M.Trouvé is no less happy than the first, we want to talk about his electric boat with which he went up very easily during the course of the Seine in Paris, with three people in his boat. The experiments were conducted on the Seine, the Pont-Royal, 26,27,28 May and 3 June 1881, in the presence of the highest scientific and political notables, left nothing to be desired (fig. on page 361). Each trip was to go up the Seine from the dock and return, located just below the Pont-Royal to the Pont des Arts, then dropped back to starting point. The time for each trip turned out exactly the same from first to last, which shows sufficient consistency of the pile and safety of the Trouvé motor, each experiment included a couple of trips that lasted between one hour and a half and two hours. The engine was powered by two bichromate of potassium batteries of six cells each. The velocities obtained per second, measured precisely by means of a log, were 1m,50 or 4,500 meters per hour, with a propeller with three branches, up the stream of the Seine, and 2m,50 or 8,640 meters per hour, down river. This new application of electricity, made entirely practical, is very studied, the more one examines the details, the more we realize that nothing has been left to chance, since the rudder, engine, propeller, to the disposition of the batteries, everything points to a great accomplishment.
I'd guessed that the reference there to "two" motors was to his twin-bobbin motor... Now I realize it says "...each fed by three of the accumulators..." Makes me think he split his pack - two 6V batteries of three cells each... Speed control? I've read about field weakening for sepex motors, but bobbin weakening??? Doesn't sound right "magnetically"... The twin bobbins are coupled mechanically via the gearing, so would a "dead" bobbin still play nice? Wouldn't it start generating? Hmmmm...Lock said:
TylerDurden said:
The Electric Boat
Mr.G.Trouve has just constructed an electric motor specially adapted to be used in a row boat or canoe. He made his first public experiment on the 26th of May, in Paris on the Seine, in the presence of MM.Berger, Commissioner General of the Exposition Universelle d'Electricite, Antoine Breguet, editor of the Revue Scientifique, and numerous other spectators, who were greatly astonished to see the boat moving against the current without oars or the smoke generally inseparable from the steam engine.
This electric motor is furnished with a Siemens armature connected by an endless chain with a screw having three paddles, and placed in the middle of an iron rudder. The motor is placed on the upper part of the rudder, so that both the motor and propeller follow the movements of the rudder.
This motor, with all its accessories, only weighed five kilogrammes, and was placed in the rear of a little barge about five meters fifty centimeters long, by one meter two centimeters in breadth, and weighing eighty kilogrammes.
In the middle of the boat were placed two secondary batteries weighing twenty-four kilogrammes. Mr. Trouve prefers two batteries, as they are more easily managed and have the advantage that they can be used either together or separately; also that in the evening one can be used for propelling and the other for lighting the boat.
The secondary piles are connected with the motor by two cords that serve both to cover the conducting wire and to work the rudder, and are furnished with handles that can be used to regulate the electric current.
This electric motor is complete in itself, and can be placed on a small boat. It is arranged in such a way that it does not interfere with the action of the boat or the use of the oars.
The ingenious inventor, before deciding on the endless chain, made various experiments with the different ways of propelling by cog-wheels by an endless screw and by friction. He found the two first too complicated and too easily clogged by the sand, branches, etc., floating in the water to be advantageously used, while the latter system, though perhaps the better, presented numerous practical difficulties. The endless chains are the best adapted for actual use, as their slower movement is more than compensated by their greater strength and regularity.
Besides her experimental trip, this electric boat has at six different times easily navigated the Seine for a distance of 200 meters. It is found that the boat, containing three persons, stemmed the current at the rate of one meter a second, and descended with a speed of two meters five centimeters. The current of the Seine at this place runs about twenty centimeters a second.
These trials are very interesting from an experimental point of view, and will, we hope, be an incentive to more important works. These will assuredly take place when the supply of electricity is more easily procured, for it cannot be denied that the present electric pile is not an advantageous arrangement, as it is difficult to mount and its power is limited.
These experiments recall those made by Jacobi in 1829 to navigate the Neva by electricity. We reproduce from the Merveilles de la Science the account of this interesting attempt, which well deserves to be called the origin of electric navigation.
The voltaic apparatus that furnished the electricity to Jacobi's motor was composed of two Grove batteries, each containing sixty-four pairs of cells, the whole covering thirty-two square feet. This furnished so powerful a current that a piece of platinum wire, 2 m. long and as thick as a piano string, was immediately healed to a red heat on being exposed to the electric current.
There was so much nitrous gas liberated by the pile that the operators were seriously incommoded, and were several times obliged to interrupt their experiment.
The spectators, who stood on the banks of the Neva, were also forced to retire on account of the suffocating odor of the liberated gas that the wind blew on to the shore.
The barge, which was made with paddlewheels, and was large enough to hold twelve persons succeeded, however, in sailing several hours on the river against both wind and tide.
—La Nature.
But he was motoring `round and `round that dinky pond at the Exposition... so looks like he cut power to the motor by just using one battery of three cells (6 volts.) Do series-wound motors behave this way? RPMs depending on voltage? 
Yes. Most motors do; only exception I can think of would be a synchronous AC motor, which depends on the frequency instead. (a little different from the typical hub or RC motor). Or a stepper motor.Lock said:
Tks AW. Really, really high Kv maybe? That bit about series motors and no-load self-destruct... eg from here:amberwolf said:
Holy crapolla... that thread's 101 pages and counting! ...but anything "Husted" is golden.amberwolf said:That's why often in this thread:
http://www.diyelectriccar.com/forums/showthread.php/using-forklift-motor-and-choosing-good-7598.html
you'll read people telling others to test their newfound forklift motors at no more than 12V, until they have it installed in a vehicle or otherwise loaded.
Grenading a commutator is not much fun, based on the various experiences I've found told on the web here and there.
English Mechanic and World of Science Volume 31
No.785 April 9, 1880
CONSTRUCTION OF SMALL DYNAMO AND MAGNETO - ELECTRIC MACHINES—IV.
[17111.]—The making and working of the two machines described in letters 16875 and 16957, led up to the machines which I am about to describe now, one a magneto-electric, and the other a dynamo-electric. I can recommend them for their powerful action. They require a good deal of care and mechanical skill in their construction, but the result will well repay the time and money spent on them.
Fig. 1 is a perspective view of the magneto-electric machine, built on the very same plan as the machine first described in these letters, the only difference being in the armature and pole-pieces. The armature is of the Gramme type, but owing to its great length it is made in four segments. Fig. 2 and Fig. 3 end view, with sizes. Fig. 4 shows the armature complete, the four segments being bound together, after being carefully fitted, by three brass rings. Fig. 5, the wire is wound on the two channels on the segments, as shown in the cross section; three layers, No.20, 16, or 18, according to the character of current wanted; No.20 would give a current somewhat similar to six or eight small Bunsens in series No.18, a larger current with smaller E.M.F. After the wire is wound on the segments they are fixed together by a temporary wire being wound around them; the brass rings are then to be turned out to such a size that, when they are heated to redness just visible in the dark, they will slip over the armature; they may then be cooled as quickly as possible; they will then contract and bind the segments firmly together. I have the armature with flat rings, but Fig. 5 will be stronger.
The armature is then mounted on a spindle. Fig.6, 7/8in. diameter rod-iron, when turned up true will do; two boxwood or ebonite plugs turned to fit tightly into each end of the armature, and bored to slip over the rod as at PP, suffice to hold the armature in its place. C is the commutator, like that described in III. letter, with eight No. 12 or 10 copper wires run through it; the ends of the wire sections are brought out two and two, as shown in cross section, two ends being joined to eacn wire in the commutator; the collecting springs may be slipped between the magnets, insulated, of course.
The segments of the armature are made of soft malleable cast-iron.
The pole-pieces 12in. long are made of soft cast-iron or malleable cast-iron. These pole-pieces must have recesses cut in their faces to clear the rings on the armature, or a space is left between the magnets as at S (Fig. 7).
As I stated before, the magnets may be made of fine hard cast iron, 8in. long in the straight part of the leg, 1/4in. thick, 1 1/2in. broad, 3 3/8in. between the legs. Before getting them cast, a slip of wood should be made 6in. long, 1in. broad, 1/2in. thick, and sent to the founder; get a casting off this of his hardest metal, and try it as to how far it may be magnetised, and how long it may keep it. By trying a few qualities of iron in this way a suitable one may be got; the addition of a handful of prussiate of potash to the metal, just before it is poured out of the pot, greatly improves it as a magnet cast ready to shape. These magnets might perhaps be cast of steel; the spindle may run between centres or in brass blocks.
This machine can be driven easily by one hand the armature going at 1,000 to 1,200 revolutions a minute, and with No. 18 wire on the armature, gives about eight vebers per second through total R of about .77 ohm.
Fig. 7 is a perspective view of the dynamo-machine with the same armature, which for this machine, should be wound with two layers for the field-magnets, m.m.m., coils No. 18, the ends of this layer being brought out to commutator just as in the above machine; other two or three layers, according to fineness of wire, may then be laid on and brought out to a commutator at the other end of the shaft for external work; the base of the machine is one casting, and forms part of the field-magnets. The field-magnets m.m. are soft iron, 2 3/8in.,3in. broad, 1/2in. thick, 6 1/2 in. long, coiled with five layers of No. 14 cotton-covered wire.
I shall sketch the details of this machine in my next.
Rankin Kennedy.
Papa Westrey, Orkney.
Although very simple in principle, the application of electricity to different devices used in the industry forced to solve a host of very important matters of detail which have required considerable studies.
First, it was in a lot of cases, finding a controller that could limit the speed variations resulting from a change either in the amount of power, either in the job. This device is particularly essential whenever a single machine to provide power to multiple devices operating alternately or simultaneously.
This difficulty was resolved in a very happy by MM. Christian and Felix. Their controller is shown in Figure 2.
At one end of the shaft of the machinery itself is a moderator at balls with a mission to move forward or backward sweep collector current. This broom moves on a ground (here is a single coil) introduced as a resistance in the circuit.
At normal speed, giving the machine its full force, the brush and the regulator are in the position indicated in the figure, the current flows directly from the finish line in the brush, much of the mass of resistance being outside. - But if labor goes down, the speed increases, the blade moves toward the left and introduced during a larger amount of mass resistance, and then reducing engine power, speed increasing.
It is important to note here that this mass thus introduced does not absorb the engine work, but to reduce the amount of work taken on the engine. This work in effect is even smaller than the circuit resistance is greater, and becomes quite zero (excluding passive resistance, of course) when power is interrupted. We can therefore say that the work borrowed the engine is still substantially proportional to that carrying the receiver.
