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1 steam-driven torpedo
Морской термин: парогазовая торпеда -
2 steam-driven torpedo
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3 STEAM DRIVEN TORPEDO BOAT
English-Arabic military dictionary > STEAM DRIVEN TORPEDO BOAT
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4 torpedo
1. торпеда2. торпедировать3. торпедный -
5 torpedo
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6 launching a torpedo
1. выстреливание торпеды2. выстреливающий торпедуrocket-assisted torpedo — ракета — торпеда
rocket-launched torpedo — ракета — торпеда
English-Russian big polytechnic dictionary > launching a torpedo
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7 Parsons, Sir Charles Algernon
[br]b. 13 June 1854 London, Englandd. 11 February 1931 on board Duchess of Richmond, Kingston, Jamaica[br]English eingineer, inventor of the steam turbine and developer of the high-speed electric generator.[br]The youngest son of the Earl of Rosse, he came from a family well known in scientific circles, the six boys growing up in an intellectual atmosphere at Birr Castle, the ancestral home in Ireland, where a forge and large workshop were available to them. Charles, like his brothers, did not go to school but was educated by private tutors of the character of Sir Robert Ball, this type of education being interspersed with overseas holiday trips to France, Holland, Belgium and Spain in the family yacht. In 1871, at the age of 17, he went to Trinity College, Dublin, and after two years he went on to St John's College, Cambridge. This was before the Engineering School had opened, and Parsons studied mechanics and mathematics.In 1877 he was apprenticed to W.G.Armstrong \& Co. of Elswick, where he stayed for four years, developing an epicycloidal engine that he had designed while at Cambridge. He then moved to Kitson \& Co. of Leeds, where he went half shares in a small experimental shop working on rocket propulsion for torpedoes.In 1887 he married Katherine Bethell, who contracted rheumatic fever from early-morning outdoor vigils with her husband to watch his torpedo experiments while on their honeymoon! He then moved to a partnership in Clarke, Chapman \& Co. at Gateshead. There he joined the electrical department, initially working on the development of a small, steam-driven marine lighting set. This involved the development of either a low-speed dynamo, for direct coupling to a reciprocating engine, or a high-speed engine, and it was this requirement that started Parsons on the track of the steam turbine. This entailed many problems such as the running of shafts at speeds of up to 40,000 rpm and the design of a DC generator for 18,000 rpm. He took out patents for both the turbine and the generator on 23 April 1884. In 1888 he dissolved his partnership with Clarke, Chapman \& Co. to set up his own firm in Newcastle, leaving his patents with the company's owners. This denied him the use of the axial-flow turbine, so Parsons then designed a radial-flow layout; he later bought back his patents from Clarke, Chapman \& Co. His original patent had included the use of the steam turbine as a means of marine propulsion, and Parsons now set about realizing this possibility. He experimented with 2 ft (61 cm) and 6 ft (183 cm) long models, towed with a fishing line or, later, driven by a twisted rubber cord, through a single-reduction set of spiral gearing.The first trials of the Turbinia took place in 1894 but were disappointing due to cavitation, a little-understood phenomenon at the time. He used an axial-flow turbine of 2,000 shp running at 2,000 rpm. His work resulted in a far greater understanding of the phenomenon of cavitation than had hitherto existed. Land turbines of up to 350 kW (470 hp) had meanwhile been built. Experiments with the Turbinia culminated in a demonstration which took place at the great Naval Review of 1897 at Spithead, held to celebrate Queen Victoria's Diamond Jubilee. Here, the little Turbinia darted in and out of the lines of heavy warships and destroyers, attaining the unheard of speed of 34.5 knots. The following year the Admiralty placed their first order for a turbine-driven ship, and passenger vessels started operation soon after, the first in 1901. By 1906 the Admiralty had moved over to use turbines exclusively. These early turbines had almost all been direct-coupled to the ship's propeller shaft. For optimum performance of both turbine and propeller, Parsons realized that some form of reduction gearing was necessary, which would have to be extremely accurate because of the speeds involved. Parsons's Creep Mechanism of 1912 ensured that any errors in the master wheel would be distributed evenly around the wheel being cut.Parsons was also involved in optical work and had a controlling interest in the firm of Ross Ltd of London and, later, in Sir Howard Grubb \& Sons. He he was an enlightened employer, originating share schemes and other benefits for his employees.[br]Principal Honours and DistinctionsKnighted. Order of Merit 1927.Further ReadingA.T.Bowden, 1966, "Charles Parsons: Purveyor of power", in E.G.Semler (ed.), The Great Masters. Engineering Heritage, Vol. II, London: Institution of Mechanical Engineers/Heinemann.IMcNBiographical history of technology > Parsons, Sir Charles Algernon
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8 Brennan, Louis
[br]b. 28 January 1852 Castlebar, Irelandd. 17 January 1932 Montreux, Switzerland[br]Irish inventor of the Brennan dirigible torpedo, and of a gyroscopically balanced monorail system.[br]The Brennan family, including Louis, emigrated to Australia in 1861. He was an inventive genius from childhood, and while at Melbourne invented his torpedo. Within it were two drums, each with several miles of steel wire coiled upon it and mounted on one of two concentric propeller shafts. The propellers revolved in opposite directions. Wires were led out of the torpedo to winding drums on land, driven by high-speed steam engines: the faster the drums on shore were driven, the quicker the wires were withdrawn from the drums within the torpedo and the quicker the propellers turned. A steering device was operated by altering the speeds of the wires relative to one another. As finally developed, Brennan torpedoes were accurate over a range of 1 1/2 miles (2.4 km), in contrast to contemporary self-propelled torpedoes, which were unreliable at ranges over 400 yards (366 in).Brennan moved to England in 1880 and sold the rights to his torpedo to the British Government for a total of £110,000, probably the highest payment ever made by it to an individual inventor. Brennan torpedoes became part of the defences of many vital naval ports, but never saw active service: improvement of other means of defence meant they were withdrawn in 1906. By then Brennan was deeply involved in the development of his monorail. The need for a simple and cheap form of railway had been apparent to him when in Australia and he considered it could be met by a ground-level monorail upon which vehicles would be balanced by gyroscopes. After overcoming many manufacturing difficulties, he demonstrated first a one-eighth scale version and then a full-size, electrically driven vehicle, which ran on its single rail throughout the summer of 1910 in London, carrying up to fifty passengers at a time. Development had been supported financially by, successively, the War Office, the India Office and the Government of the Indian state of Jammu and Kashmir, which had no rail access; despite all this, however, no further financial support, government or commercial, was forthcoming.Brennan made many other inventions, worked on the early development of helicopters and in 1929 built a gyroscopically balanced, two-wheeled motor car which, however, never went into production.[br]Principal Honours and DistinctionsCompanion of the Bath 1892.Bibliography1878, British patent no. 3359 (torpedo) 1903, British patent no. 27212 (stability mechanisms).Further ReadingR.E.Wilkes, 1973, Louis Brennan CB, 2 parts, Gillingham (Kent) Public Library. J.R.Day and B.C.Wilson, 1957, Unusual Railways, London: F.Muller.See also: Behr, Fritz Bernhard; Lartigue, Charles François Marie-Thérèse; Palmer, Henry Robinson( monorails); Whitehead, Robert( torpedoes).PJGR
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