-
1 agregat pompowy
• pumping engine -
2 zespół silnik-pompa
• pumping engineSłownik polsko-angielski dla inżynierów > zespół silnik-pompa
-
3 подающий насосом
-
4 предел прокачиваемости насосом
Русско-английский научный словарь > предел прокачиваемости насосом
-
5 двигател на помпена уредба
pumping enginepumping enginesБългарски-Angleščina политехнически речник > двигател на помпена уредба
-
6 парна помпа
pumping enginepumping enginessteam-driven pumpsteam-driven pumpssteam pumpsteam pumps -
7 Brown, Samuel
SUBJECT AREA: Steam and internal combustion engines[br]b. unknownd. 1849 England[br]English cooper, inventor of a gas vacuum engine.[br]Between the years 1823 and 1833, Brown achieved a number of a firsts as a pioneer of internal-combustion engines. In 1824 he built a full-scale working model of a pumping engine; in 1826, a vehicle fitted with a gas vacuum engine ascended Shooters Hill in Kent; and in 1827 he conducted trials of a motor-driven boat on the Thames that were witnessed by Lords of the Admiralty. The principle of Brown's engine had been demonstrated by Cecil in 1820. A burning gas flame was extinguished within a closed cylinder, creating a partial vacuum; atmospheric pressure was then utilized to produce the working stroke. By 1832 a number of Brown's engines in use for pumping water were reported, the most notable being at Croydon Canal. However, high fuel consumption and running costs prevented a wide acceptance of Brown's engines, and a company formed in 1825 was dissolved only two years later. Brown continued alone with his work until his death.[br]Bibliography1823, British patent no. 4,874 (gas vacuum engine).1826, British patent no. 5,350 (improved gas vacuum engine).1846, British patent no. 11,076, "Improvements in Gas Engines and in Propelling Carriages and Vessels" (no specification was enrolled).Further ReadingVarious discussions of Brown's engines can be found in Mechanics Magazine (1824) 2:360, 385; (1825) 3:6; (1825) 4:19, 309; (1826) 5:145; (1826) 6:79; (1827) 7:82–134; (1832) 17:273.The Engineer 182:214.A.K.Bruce, Samuel Brown and the Gas Engine.Dugald Clerk, 1895, The Gas and Oil Engine, 6th edn, London, pp. 2–3.KAB -
8 Stephenson, George
[br]b. 9 June 1781 Wylam, Northumberland, Englandd. 12 August 1848 Tapton House, Chesterfield, England[br]English engineer, "the father of railways".[br]George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.[br]Principal Honours and DistinctionsPresident, Institution of Mechanical Engineers, on its formation in 1847. Order of Leopold (Belgium) 1835. Stephenson refused both a knighthood and Fellowship of the Royal Society.Bibliography1815, jointly with Ralph Dodd, British patent no. 3,887 (locomotive drive by connecting rods directly to the wheels).1817, jointly with William Losh, British patent no. 4,067 (steam springs for locomotives, and improvements to track).Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, Longman (the best modern biography; includes a bibliography).S.Smiles, 1874, The Lives of George and Robert Stephenson, rev. edn, London (although sycophantic, this is probably the best nineteenthcentury biography).PJGR -
9 подача насоса
1. pumping capacity; delivery of pump; discharge of pump2. pumping -
10 откачивание насосом
Русско-английский военно-политический словарь > откачивание насосом
-
11 Reynolds, Edwin
[br]b. 1831 Mansfield, Connecticut, USAd. 1909 Milwaukee, Wisconsin, USA[br]American contributor to the development of the Corliss valve steam engine, including the "Manhattan" layout.[br]Edwin Reynolds grew up at a time when formal engineering education in America was almost unavailable, but through his genius and his experience working under such masters as G.H. Corliss and William Wright, he developed into one of the best mechanical engineers in the country. When he was Plant Superintendent for the Corliss Steam Engine Company, he built the giant Corliss valve steam engine displayed at the 1876 Centennial Exhibition. In July 1877 he left the Corliss Steam Engine Company to join Edward Allis at his Reliance Works, although he was offered a lower salary. In 1861 Allis had moved his business to the Menomonee Valley, where he had the largest foundry in the area. Immediately on his arrival with Allis, Reynolds began desig-ning and building the "Reliance-Corliss" engine, which becamea symbol of simplicity, economy and reliability. By early 1878 the new engine was so successful that the firm had a six-month backlog of orders. In 1888 he built the first triple-expansion waterworks-pumping engine in the United States for the city of Milwaukee, and in the same year he patented a new design of blowing engine for blast furnaces. He followed this in March 1892 with the first steam engine sets coupled directly to electric generators when Allis-Chalmers contracted to build two Corliss cross-compound engines for the Narragansett Light Company of Providence, Rhode Island. In 1893, one of the impressive attractions at the World's Columbian Exposition in Chicago was the 3,000 hp (2,200 kW) quadruple-expansion Reynolds-Corliss engine designed by Reynolds, who continued to make significant improvements and gained worldwide recognition of his outstanding achievements in engine building.Reynolds was asked to go to New York in 1898 for consultation about some high-horsepower engines for the Manhattan transport system. There, 225 railway locomotives were to be replaced by electric trains, which would be supplied from one generating station producing 60,000 hp (45,000 kW). Reynolds sketched out his ideas for 10,000 hp (7,500 kW) engines while on the train. Because space was limited, he suggested a four-cylinder design with two horizontal-high-pressure cylinders and two vertical, low-pressure ones. One cylinder of each type was placed on each side of the flywheel generator, which with cranks at 135° gave an exceptionally smooth-running compact engine known as the "Manhattan". A further nine similar engines that were superheated and generated three-phase current were supplied in 1902 to the New York Interborough Rapid Transit Company. These were the largest reciprocating steam engines built for use on land, and a few smaller ones with a similar layout were installed in British textile mills.[br]Further ReadingConcise Dictionary of American Biography, 1964, New York: C.Scribner's Sons (contains a brief biography).R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (provides a brief account of the Manhattan engines) Part of the information for this biography is derived from a typescript in the Smithsonian Institution, Washington, DC: T.H.Fehring, "Technological contributions of Milwaukee's Menomonee Valley industries".RLH -
12 Corliss, George Henry
SUBJECT AREA: Steam and internal combustion engines[br]b. 2 June 1817 Easton, Washington City, New York, USAd. 21 February 1888 USA[br]American inventor of a cut-off mechanism linked to the governor which revolutionized the operation of steam engines.[br]Corliss's father was a physician and surgeon. The son was educated at Greenwich, New York, but while he showed an aptitude for mathematics and mechanics he first of all became a storekeeper and then clerk, bookkeeper, salesperson and official measurer and inspector of the cloth produced at W.Mowbray \& Son. He went to the Castleton Academy, Vermont, for three years and at the age of 21 returned to a store of his own in Greenwich. Complaints about stitching in the boots he sold led him to patent a sewing machine. He approached Fairbanks, Bancroft \& Co., Providence, Rhode Island, machine and steam engine builders, about producing his machine, but they agreed to take him on as a draughtsman providing he abandoned it. Corliss moved to Providence with his family and soon revolutionized the design and construction of steam engines. Although he started working out ideas for his engine in 1846 and completed one in 1848 for the Providence Dyeing, Bleaching and Calendering Company, it was not until March 1849 that he obtained a patent. By that time he had joined John Barstow and E.J.Nightingale to form a new company, Corliss Nightingale \& Co., to build his design of steam-engines. He used paired valves, two inlet and two exhaust, placed on opposite sides of the cylinder, which gave good thermal properties in the flow of steam. His wrist-plate operating mechanism gave quick opening and his trip mechanism allowed the governor to regulate the closure of the inlet valve, giving maximum expansion for any load. It has been claimed that Corliss should rank equally with James Watt in the development of the steam-engine. The new company bought land in Providence for a factory which was completed in 1856 when the Corliss Engine Company was incorporated. Corliss directed the business activities as well as technical improvements. He took out further patents modifying his valve gear in 1851, 1852, 1859, 1867, 1875, 1880. The business grew until well over 1,000 workers were employed. The cylindrical oscillating valve normally associated with the Corliss engine did not make its appearance until 1850 and was included in the 1859 patent. The impressive beam engine designed for the 1876 Centennial Exhibition by E. Reynolds was the product of Corliss's works. Corliss also patented gear-cutting machines, boilers, condensing apparatus and a pumping engine for waterworks. While having little interest in politics, he represented North Providence in the General Assembly of Rhode Island between 1868 and 1870.[br]Further ReadingMany obituaries appeared in engineering journals at the time of his death. Dictionary of American Biography, 1930, Vol. IV, New York: C.Scribner's Sons. R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (explains Corliss's development of his valve gear).J.L.Wood, 1980–1, "The introduction of the Corliss engine to Britain", Transactions of the Newcomen Society 52 (provides an account of the introduction of his valve gear to Britain).W.H.Uhland, 1879, Corliss Engines and Allied Steam-motors, London: E. \& F.N.Spon.RLH -
13 Gaskill, Harvey Freeman
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 19 January 1845 Royalton, New York, USAd. 1 April 1889 Lockport, New York, USA[br]American mechanical engineer, inventor of the water-pumping engine with flywheel and reciprocating pumps.[br]Gaskill's father was a farmer near New York, where the son attended the local schools until he was 16 years old. At the age of 13 he already showed his mechanical aptitude by inventing a revolving hayrake, which was not exploited because the family had no money. His parents moved to Lockport, New York, where Harvey became a student at Lockport Union School and then the Poughkeepsie Commercial College, from which he graduated in 1866. After a period in his uncle's law office, he entered the firm of Penfield, Martin \& Gaskill to manufacture a patent clock. Then he was involved in a planing mill and a sash-and-blind manufactory. He devised a clothes spinner and a horse hayrake, but he did not manufacture them. In 1873 he became a draughtsman in the Holly Manufacturing Company in Lockport, which made pumping machinery for waterworks. He was promoted first to Engineer and then to Superintendent of the company in 1877. In 1885 he became a member of the Board of Directors and Vice-President. But for his untimely death, he might have become President. He was also a director of several other manufacturing concerns, public utilities and banks. In 1882 he produced a pump driven by a Woolf compound engine, which was the first time that rotary power with a crank and flywheel had been applied in waterworks. His design was more compact, more economical and lower in cost than previous types and gave the Holly Company a considerable advantage for a time over their main rivals, the Worthington Pump \& Machinery Company. These steam pumps became very popular in the United States and the type was also adopted in Britain.[br]Further ReadingAs well as obituaries appearing in many American engineering journals on Gaskill's death, there is an entry in the Dictionary of American Biography, 1931, Vol. VII, New York, C.Scribner's Sons.RLHBiographical history of technology > Gaskill, Harvey Freeman
-
14 Curr, John
[br]b. 1756 Kyo, near Lanchester, or in Greenside, near Ryton-on-Tyne, Durham, Englandd. 27 January 1823 Sheffield, England[br]English coal-mine manager and engineer, inventor of flanged, cast-iron plate rails.[br]The son of a "coal viewer", Curr was brought up in the West Durham colliery district. In 1777 he went to the Duke of Norfolk's collieries at Sheffield, where in 1880 he was appointed Superintendent. There coal was conveyed underground in baskets on sledges: Curr replaced the wicker sledges with wheeled corves, i.e. small four-wheeled wooden wagons, running on "rail-roads" with cast-iron rails and hauled from the coal-face to the shaft bottom by horses. The rails employed hitherto had usually consisted of plates of iron, the flange being on the wheels of the wagon. Curr's new design involved flanges on the rails which guided the vehicles, the wheels of which were unflanged and could run on any hard surface. He appears to have left no precise record of the date that he did this, and surviving records have been interpreted as implying various dates between 1776 and 1787. In 1787 John Buddle paid tribute to the efficiency of the rails of Curr's type, which were first used for surface transport by Joseph Butler in 1788 at his iron furnace at Wingerworth near Chesterfield: their use was then promoted widely by Benjamin Outram, and they were adopted in many other English mines. They proved serviceable until the advent of locomotives demanded different rails.In 1788 Curr also developed a system for drawing a full corve up a mine shaft while lowering an empty one, with guides to separate them. At the surface the corves were automatically emptied by tipplers. Four years later he was awarded a patent for using double ropes for lifting heavier loads. As the weight of the rope itself became a considerable problem with the increasing depth of the shafts, Curr invented the flat hemp rope, patented in 1798, which consisted of several small round ropes stitched together and lapped upon itself in winding. It acted as a counterbalance and led to a reduction in the time and cost of hoisting: at the beginning of a run the loaded rope began to coil upon a small diameter, gradually increasing, while the unloaded rope began to coil off a large diameter, gradually decreasing.Curr's book The Coal Viewer (1797) is the earliest-known engineering work on railway track and it also contains the most elaborate description of a Newcomen pumping engine, at the highest state of its development. He became an acknowledged expert on construction of Newcomen-type atmospheric engines, and in 1792 he established a foundry to make parts for railways and engines.Because of the poor financial results of the Duke of Norfolk's collieries at the end of the century, Curr was dismissed in 1801 despite numerous inventions and improvements which he had introduced. After his dismissal, six more of his patents were concerned with rope-making: the one he gained in 1813 referred to the application of flat ropes to horse-gins and perpendicular drum-shafts of steam engines. Curr also introduced the use of inclined planes, where a descending train of full corves pulled up an empty one, and he was one of the pioneers employing fixed steam engines for hauling. He may have resided in France for some time before his death.[br]Bibliography1788. British patent no. 1,660 (guides in mine shafts).1789. An Account of tin Improved Method of Drawing Coals and Extracting Ores, etc., from Mines, Newcastle upon Tyne.1797. The Coal Viewer and Engine Builder's Practical Companion; reprinted with five plates and an introduction by Charles E.Lee, 1970, London: Frank Cass, and New York: Augustus M.Kelley.1798. British patent no. 2,270 (flat hemp ropes).Further ReadingF.Bland, 1930–1, "John Curr, originator of iron tram roads", Transactions of the Newcomen Society 11:121–30.R.A.Mott, 1969, Tramroads of the eighteenth century and their originator: John Curr', Transactions of the Newcomen Society 42:1–23 (includes corrections to Fred Bland's earlier paper).Charles E.Lee, 1970, introduction to John Curr, The Coal Viewer and Engine Builder's Practical Companion, London: Frank Cass, pp. 1–4; orig. pub. 1797, Sheffield (contains the most comprehensive biographical information).R.Galloway, 1898, Annals of Coalmining, Vol. I, London; reprinted 1971, London (provides a detailed account of Curr's technological alterations).WK / PJGR -
15 gemaal
-
16 Morland, Sir Samuel
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 1625 Sulhampton, near Reading, Berkshire, Englandd. 26 December 1695 Hammersmith, near London, England[br]English mathematician and inventor.[br]Morland was one of several sons of the Revd Thomas Morland and was probably initially educated by his father. He went to Winchester School from 1639 to 1644 and then to Magdalene College, Cambridge, where he graduated BA in 1648 and MA in 1652. He was appointed a tutor there in 1650. In 1653 he went to Sweden in the ambassadorial staff of Bulstrode Whitelocke and remained there until 1654. In that year he was appointed Clerk to Mr Secretary Thurloe, and in 1655 he was accredited by Oliver Cromwell to the Duke of Savoy to appeal for the Waldenses. In 1657 he married Susanne de Milleville of Boissy, France, with whom he had three children. In 1660 he went over to the Royalists, meeting King Charles at Breda, Holland. On 20 May, the King knighted him, creating him baron, for revealing a conspiracy against the king's life. He was also granted a pension of£500 per year. In 1661, at the age of 36, he decided to devote himself to mathematics and invention. He devised a mechanical calculator, probably based on the pattern of Blaise Pascal, for adding and subtracting: this was followed in 1666 by one for multiplying and other functions. A Perpetual Calendar or Almanack followed; he toyed with the idea of a "gunpowder engine" for raising water; he developed a range of speaking trum-pets, said to have a range of 1/2 to 1 mile (0.8–1.6 km) or more; also iron stoves for use on board ships, and improvements to barometers.By 1675 he had started selling a range of pumps for private houses, for mines or deep wells, for ships, for emptying ponds or draining low ground as well as to quench fire or wet the sails of ships. The pumps cost from £5 to £63, and the great novelty was that he used, instead of packing around the cylinder sealing against the bore of the cylinder, a neck-gland or seal around the outside diameter of the piston or piston-rod. This revolutionary step avoided the necessity of accurately boring the cylinder, replacing it with the need to machine accurately the outside diameter of the piston or rod, a much easier operation. Twenty-seven variations of size and materials were included in his schedule of'Pumps or Water Engines of Isaac Thompson of Great Russel Street', the maker of Morland's design. In 1681 the King made him "Magister mechanicorum", or Master of Machines. In that year he sailed for France to advise Louis XIV on the waterworks being built at Marly to supply the Palace of Versailles. About this time he had shown King Charles plans for a pumping engine "worked by fire alone". He petitioned for a patent for this, but did not pursue the matter.In 1692 he went blind. In all, he married five times. While working for Cromwell he became an expert in ciphers, in opening sealed letters and in their rapid copying.[br]Principal Honours and DistinctionsKnighted 1660.Bibliography1685, Elevation des eaux.Further ReadingH.W.Dickinson, 1970, Sir Samuel Morland: Diplomat and Inventor, Cambridge: Newcomen Society/Heffers.IMcN -
17 двигатель насосной установки
Mechanic engineering: pumping engineУниверсальный русско-английский словарь > двигатель насосной установки
-
18 паровая водоотливная машина
Geology: pumping engineУниверсальный русско-английский словарь > паровая водоотливная машина
-
19 паровой насос
1) Engineering: steam-driven pump2) Oil: steam pulser, steam pump3) Mechanic engineering: pumping engine4) Coolers: vapor pump -
20 Champion, Nehemiah
SUBJECT AREA: Metallurgy[br]b. 1678 probably Bristol, Englandd. 9 September 1747 probably Bristol, England[br]English merchant and brass manufacturer of Bristol.[br]Several members of Champion's Quaker family were actively engaged as merchants in Bristol during the late seventeenth and the eighteenth centuries. Port records show Nehemiah in receipt of Cornish copper ore at Bristol's Crews Hole smelting works by 1706, in association with the newly formed brassworks of the city. He later became a leading partner, managing the company some time after Abraham Darby left the Bristol works to pursue his interest at Coalbrookdale. Champion, probably in company with his father, became the largest customer for Darby's Coalbrookdale products and also acted as Agent, at least briefly, for Thomas Newcomen.A patent in 1723 related to two separate innovations introduced by the brass company.The first improved the output of brass by granulating the copper constituent and increasing its surface area. A greater proportion of zinc vapour could permeate the granules compared with the previous practice, resulting in the technique being adopted generally in the cementation process used at the time. The latter part of the same patent introduced a new type of coal-fired furnace which facilitated annealing in bulk so replacing the individual processing of pieces. The principle of batch annealing was generally adopted, although the type of furnace was later improved. A further patent, in 1739, in the name of Nehemiah, concerned overshot water-wheels possibly intended for use in conjunction with the Newcomen atmospheric pumping engine employed for recycling water by his son William.Champion's two sons, John and William, and their two sons, both named John, were all concerned with production of non-ferrous metals and responsible for patented innovations. Nehemiah, shortly before his death, is believed to have partnered William at the Warmley works to exploit his son's new patent for producing metallic zinc.[br]Bibliography1723, British patent no. 454 (granulated copper technique and coal-fired furnace). 1739, British patent no. 567 (overshot water-wheels).Further ReadingA.Raistrick, 1950, Quakers in Science and Industry, London: Bannisdale Press (for the Champion family generally).J.Day, 1973, Bristol Brass, a History of the Industry, Newton Abbot: David \& Charles (for the industrial activities of Nehemiah).JD
Страницы
См. также в других словарях:
Pumping engine — Pumping Pump ing, a. & n. from {pump}. [1913 Webster] {Pumping engine}, a steam engine and pump combined for raising water. See {Steam engine}. [1913 Webster] … The Collaborative International Dictionary of English
pumping engine — noun : an engine used for pumping: as a. : a steam engine and pump combined for raising water b. : a fire truck equipped with a pump … Useful english dictionary
Leavitt-Riedler Pumping Engine — The Leavitt Riedler Pumping Engine (1894) is a historic steam engine located in the Chestnut Hill Pumping Station, 2436 Beacon Street, Boston, Massachusetts. It has been declared a national landmark by the American Society of Mechanical Engineers … Wikipedia
Duplex pumping engine — Duplex Du plex, a. [L., fr. duo two + plicare to fold. See {Two}, and {Complex}.] 1. Double; twofold. [1913 Webster] 2. (Computers) organized so that data may be transmitted in two opposite directions over the same channel; of communications… … The Collaborative International Dictionary of English
Pumping — Pump ing, a. & n. from {pump}. [1913 Webster] {Pumping engine}, a steam engine and pump combined for raising water. See {Steam engine}. [1913 Webster] … The Collaborative International Dictionary of English
Engine — En gine ([e^]n j[i^]n), n. [F. engin skill, machine, engine, L. ingenium natural capacity, invention; in in + the root of gignere to produce. See {Genius}, and cf. {Ingenious}, {Gin} a snare.] 1. Note: (Pronounced, in this sense, [e^]n*j[=e]n .)… … The Collaborative International Dictionary of English
Engine driver — Engine En gine ([e^]n j[i^]n), n. [F. engin skill, machine, engine, L. ingenium natural capacity, invention; in in + the root of gignere to produce. See {Genius}, and cf. {Ingenious}, {Gin} a snare.] 1. Note: (Pronounced, in this sense,… … The Collaborative International Dictionary of English
Engine lathe — Engine En gine ([e^]n j[i^]n), n. [F. engin skill, machine, engine, L. ingenium natural capacity, invention; in in + the root of gignere to produce. See {Genius}, and cf. {Ingenious}, {Gin} a snare.] 1. Note: (Pronounced, in this sense,… … The Collaborative International Dictionary of English
Engine tool — Engine En gine ([e^]n j[i^]n), n. [F. engin skill, machine, engine, L. ingenium natural capacity, invention; in in + the root of gignere to produce. See {Genius}, and cf. {Ingenious}, {Gin} a snare.] 1. Note: (Pronounced, in this sense,… … The Collaborative International Dictionary of English
Engine turning — Engine En gine ([e^]n j[i^]n), n. [F. engin skill, machine, engine, L. ingenium natural capacity, invention; in in + the root of gignere to produce. See {Genius}, and cf. {Ingenious}, {Gin} a snare.] 1. Note: (Pronounced, in this sense,… … The Collaborative International Dictionary of English
engine — Synonyms and related words: AC motor, Corliss engine, Otto engine, Wankel engine, aeromotor, air engine, alembic, anvil, apparatus, appliance, arc jet engine, axial flow turbojet, beam engine, bearings, blowing engine, boiler, caldron, cam, cam… … Moby Thesaurus
