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1 ♦ working
♦ working /ˈwɜ:kɪŋ/A a.1 che lavora; attivo; laborioso2 che funziona; funzionante; in funzione: a working model of a plane, un modello d'aereo che funziona; un aeromodello; (mecc.) the working parts of a machine, le parti funzionanti (o mobili) di una macchina3 sufficiente; discreto; che basta allo scopo: a working knowledge of English, una conoscenza discreta dell'ingleseB n.3 (pl.) ► workings● (comput.) working area, area di lavoro □ (equit.) working canter, piccolo galoppo di lavoro ( nel dressage) □ (fin., rag.) working capital, capitale netto d'esercizio; capitale circolante netto □ (fin., rag.) working capital ratio, rapporto di liquidità ( di un'azienda) □ (econ.) the working class, la classe operaia (o lavoratrice); (stor.) il proletariato □ working-class family, famiglia operaia □ working conditions, condizioni di lavoro ( di un dipendente); buono stato, buone condizioni ( di una macchina, ecc.) □ (rag.) working costs, costi di esercizio, spese d'esercizio, spese di gestione □ a working day, una giornata lavorativa; un giorno feriale □ (archit.) a working drawing, un disegno costruttivo □ (rag.) working expenses, spese d'esercizio □ (ind. min.) working face, sezione di scavo □ working group = working party ► sotto □ working hours, ore lavorative; orario di lavoro □ a working hypothesis, un'ipotesi di lavoro □ the working life, la vita (economicamente) attiva □ working load ► workload □ a working man, un operaio; un lavoratore □ working men's club, dopolavoro □ a working mother, una donna con figli che lavora □ working-out, calcolo, risoluzione; elaborazione, sviluppo; esecuzione, attuazione: the working-out of a problem, la soluzione di un problema; the working-out of a plan, l'elaborazione di un progetto □ working-over, il rifare, rifacimento ( di un calcolo, ecc.); busse, botte, pestaggio; (fam. USA) minacce, intimidazioni □ (fin., leg.) working partner, socio attivo □ working party, commissione di studio (o d'indagine); squadra di lavoro ( di soldati, prigionieri, detenuti, ecc.) □ (econ., stat.) working population, popolazione attiva □ (comput.) working space, area di lavoro □ working surface ► worktop □ (org. az.) working time, orario di lavoro □ (econ.) working to rule, sciopero bianco □ (equit.) working trot, trotto di lavoro ( nel dressage) □ working week, settimana lavorativa: 5-day working week, settimana lavorativa di cinque giorni; settimana corta □ working woman, operaia; impiegata; ( in genere) donna che lavora □ (mecc.) in working condition (o in working order), in grado di funzionare; in buono stato. -
2 working
tr['wɜːkɪŋ]1 (clothes, conditions, surface) de trabajo; (week, day, life) laborable2 (population, partner, etc) activo,-a; (person, mother) que trabaja1 (machine, model) que funciona; (part) móvil1 (majority) suficiente2 (hypothesis etc) de trabajo1 (of mine, quarry) pozos nombre masculino plural1 (mechanics) funcionamiento\SMALLIDIOMATIC EXPRESSION/SMALLto be in (full) working order funcionarworking capital capital nombre masculino activoworking knowledge conocimientos nombre masculino plural básicosworking breakfast/lunch desayuno/almuerzo/comida de negociosworking party grupo de trabajoworking relationship relación nombre femenino laboralworking ['wərkɪŋ] adj1) : que trabajaworking mothers: madres que trabajanthe working class: la clase obrera2) : de trabajoworking hours: horas de trabajo3) functioning: que funciona, operativo4) sufficient: suficientea working majority: una mayoría suficienteworking knowledge: conocimientos básicosadj.• de trabajo adj.• obrador adj.• obrero, -a adj.n.• efecto s.m.• elaboración s.f.• explotación s.f.• funcionamiento s.m.• labrado s.m.• operación s.f.'wɜːrkɪŋ, 'wɜːkɪŋadjective (before n)1)a) <mother/parent> que trabajaworking population — población f activa
b) <hours/conditions> de trabajoall my working life — toda mi vida activa or laboral
2)a) ( capable of operating)b) ( suitable for working with) < hypothesis> de trabajo['wɜːkɪŋ]1. ADJ1) (=economically active) [person] trabajador, que trabaja; [population] activoworking mothers — madres fpl trabajadoras, madres fpl que trabajan
the working man — el hombre trabajador or que trabaja
the working woman — la mujer trabajadora or que trabaja
he's a working dog — es un perro de trabajo or labor
2) (=relating to work) [conditions, practice, environment, week] laboral; [life] laboral, activo; [day] laborable; [breakfast, lunch] de trabajo; [clothes] de faena, de trabajoyour order will be sent within three working days — (Brit) su pedido será despachado en un plazo de tres días laborables
my working day begins at eight a.m. — mi jornada (laboral or de trabajo) empieza a las ocho de la mañana
working patterns — pautas fpl laborales, pautas fpl de trabajo
3) (=provisional) [title, definition] momentáneo, provisionalworking hypothesis — hipótesis f inv de trabajo
4) (=functioning) [farm, mill, steam train] en funcionamiento2. N1) (=operation) [of machine, engine, computer] funcionamiento m ; [of mine] explotación f2) workingsa) [of organization, parliament] forma f de funcionar; [of machine, engine, computer] (=operation, way of working) funcionamiento m ; (=mechanism) mecanismo m3.CPDworking assets NPL — (Comm, Econ) activo m circulante
working capital N — (Comm, Econ) capital m circulante, capital m de explotación
working-classthe working class(es) N (PL) — la clase obrera, la clase trabajadora
working expenses NPL — gastos mpl de explotación
working face N — cara f de trabajo
working group N — grupo m de trabajo (on sobre)
working holiday N — vacaciones en las que se combina el trabajo con el ocio
working majority N — (Pol) mayoría f suficiente
working model N — modelo m articulado
working paper N — documento m de trabajo
working parts NPL — partes fpl activas
working partner N — socio m activo
working party N — = working group
working relationship N — relación f de trabajo
they have a good working relationship — tienen una buena relación de trabajo, trabajan bien juntos
working vacation N (US) — = working holiday
* * *['wɜːrkɪŋ, 'wɜːkɪŋ]adjective (before n)1)a) <mother/parent> que trabajaworking population — población f activa
b) <hours/conditions> de trabajoall my working life — toda mi vida activa or laboral
2)a) ( capable of operating)b) ( suitable for working with) < hypothesis> de trabajo -
3 working
1. сущ.1) общ. работа, действие, функционированиеSyn:2) общ. эксплуатация, использование, потреблениеSyn:3) общ. обработка4)а) общ., преим. мн. разработка, добыча ( в шахтах)б) общ., преим. мн. земляные работы (при строительстве шахт, туннелей, разработке карьеров)Syn:work 1. 4)2. прил.1) общ. работающий, действующий, функционирующий; эффективный, полезный, практическийworking economy — работающая экономика, действующая экономика, эффективная экономика
See:2)а) общ. рабочий, работающий, занятыйб) общ. рабочий, черновой, временный ( необходимый для работы)working draft — черновой набросок, рабочий черновик
в) общ. рабочий, исследовательский (занятый каким-л. вопросом)working paper — рабочий отчет, отчет об исследовании
г) общ. трудовой, рабочий ( относящийся к труду или рабочим)See:3) учет оборотный ( о капитале)See:working capital, working assets, working capital policy, working capital investment, working capital fund, working capital adjustment4) общ. достаточный, необходимыйSee:5) общ. эксплуатационный, рабочий, технический -
4 Brayton, George Bailey
SUBJECT AREA: Steam and internal combustion engines[br]b. 1839 Rhode Island, USAd. 1892 Leeds, England[br]American engineer, inventor of gas and oil engines.[br]During the thirty years prior to his death, Brayton devoted considerable effort to the development of internal-combustion engines. He designed the first commercial gas engine of American origin in 1872. An oil-burning engine was produced in 1875. An aptitude for mechanical innovation became apparent whilst he was employed at the Exeter Machine Works, New Hampshire, where he developed a successful steam generator for use in domestic and industrial heating systems. Brayton engines were distinguished by the method of combustion. A pressurized air-fuel mixture from a reservoir was ignited as it entered the working cylinder—a precursor of the constant-pressure cycle. A further feature of these early engines was a rocking beam. There exist accounts of Brayton engines fitted into river craft, and of one in a carriage which operated for a few months in 1872–3. However, the appearance of the four-stroke Otto engine in 1876, together with technical problems associated with backfiring into the fuel reservoir, prevented large-scale acceptance of the Brayton engine. Although Thompson Sterne \& Co. of Glasgow became licensees, the engine failed to gain usage in Britain. A working model of Brayton's gas engine is exhibited in the Museum of History and Technology in Washington, DC.[br]Bibliography1872, US patent no. 125,166 (Brayton gas engine).July 1890, British patent no. 11,062 (oil engine; under patent agent W.R.Lake).Further ReadingD.Clerk, 1895, The Gas and Oil Engine, 6th edn, London, pp. 152–62 (includes a description and report of tests carried out on a Brayton engine).KAB -
5 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 -
6 Barsanti, Eugenio
SUBJECT AREA: Steam and internal combustion engines[br]b. 1821 Italyd. 1864 Liège, Belgium[br]Italian co-inventor of the internal combustion engine; lecturer in mechanics and hydraulics.[br]A trained scientist and engineer, Barsanti became acquainted with a distinguished engineer, Felice Matteucci, in 1851. Their combined talents enabled them to produce a number of so-called free-piston atmospheric engines from 1854 onwards. Using a principle demonstrated by the Swiss engineer Isaac de Rivaz in 1827, the troublesome explosive shocks encountered by other pioneers were avoided. A piston attached to a long toothed rack was propelled from beneath by the expansion of burning gas and allowed unrestricted movement. A resulting partial vacuum enabled atmospheric pressure to return the piston and produce the working stroke. Electric ignition was a feature of all the Italian engines.With many successful applications, a company was formed in 1860. A 20 hp (15 kW) engine stimulated much interest. Attempts by John Cockerill of Belgium to mass-produce small power units of up to 4 hp (3 kW) came to an abrupt end; during the negotiations Barsanti contracted typhoid fever and later died. The project was abandoned, but the working principle of the Italian engine was used successfully in the Otto-Langen engine of 1867.[br]Bibliography13 May 1854, British Provisional Patent no. 1,072 (the Barsanti and Matteucci engine).12 June 1857, British patent no. 1,655 (contained many notable improvements to the design).Further ReadingThe Engineer (1858) 5:73–4 (for an account of the Italian engine).Vincenzo Vannacci, 1955, L'invenzione del motore a scoppio realizzota dai toscani Barsanti e Matteucci 1854–1954, Florence.KAB -
7 Cecil, Revd William
SUBJECT AREA: Steam and internal combustion engines[br]b. 1792 Englandd. 1882 England[br]English inventor of a gas vacuum engine.[br]Admitted to Magdalene College, Cambridge, in 1810, Cecil was elected a Fellow in 1814. The son of an Anglican priest, he was himself ordained in 1820; he devoted his life to the Church of England, but he also showed a commendable aptitude for technical matters. His paper on a means of motive power, presented to the Cambridge Philosophical Society in 1820, created immense interest. A working model of his engine, using hydrogen as fuel, was demonstrated during the presentation. The operating principle required that a vacuum be produced in a closed cylinder by quenching a burning flame, the pressure difference between the vacuum and atmosphere then being used to produce the working stroke. Cecil's engine was never manufactured in any number, but the working principle was adapted by other pioneers, namely Samuel Brown, in 1824, and, more successfully, Otto- Langen in 1867.[br]Bibliography1820, "On the application of hydrogen gas to produce a moving power in machinery", Transactions of the Cambridge Philosophical Society 1(2):217–39.Further ReadingJohn Venn, Alumni Cantabrienses Part II (1752–1900): p. 567.KAB -
8 Priestman, William Dent
SUBJECT AREA: Steam and internal combustion engines[br]b. 23 August 1847 Sutton, Hull, Englandd. 7 September 1936 Hull, England[br]English oil engine pioneer.[br]William was the second son and one of eleven children of Samuel Priestman, who had moved to Hull after retiring as a corn miller in Kirkstall, Leeds, and who in retirement had become a director of the North Eastern Railway Company. The family were strict Quakers, so William was sent to the Quaker School in Bootham, York. He left school at the age of 17 to start an engineering apprenticeship at the Humber Iron Works, but this company failed so the apprenticeship was continued with the North Eastern Railway, Gateshead. In 1869 he joined the hydraulics department of Sir William Armstrong \& Company, Newcastle upon Tyne, but after a year there his father financed him in business at a small, run down works, the Holderness Foundry, Hull. He was soon joined by his brother, Samuel, their main business being the manufacture of dredging equipment (grabs), cranes and winches. In the late 1870s William became interested in internal combustion engines. He took a sublicence to manufacture petrol engines to the patents of Eugène Etève of Paris from the British licensees, Moll and Dando. These engines operated in a similar manner to the non-compression gas engines of Lenoir. Failure to make the two-stroke version of this engine work satisfactorily forced him to pay royalties to Crossley Bros, the British licensees of the Otto four-stroke patents.Fear of the dangers of petrol as a fuel, reflected by the associated very high insurance premiums, led William to experiment with the use of lamp oil as an engine fuel. His first of many patents was for a vaporizer. This was in 1885, well before Ackroyd Stuart. What distinguished the Priestman engine was the provision of an air pump which pressurized the fuel tank, outlets at the top and bottom of which led to a fuel atomizer injecting continuously into a vaporizing chamber heated by the exhaust gases. A spring-loaded inlet valve connected the chamber to the atmosphere, with the inlet valve proper between the chamber and the working cylinder being camoperated. A plug valve in the fuel line and a butterfly valve at the inlet to the chamber were operated, via a linkage, by the speed governor; this is believed to be the first use of this method of control. It was found that vaporization was only partly achieved, the higher fractions of the fuel condensing on the cylinder walls. A virtue was made of this as it provided vital lubrication. A starting system had to be provided, this comprising a lamp for preheating the vaporizing chamber and a hand pump for pressurizing the fuel tank.Engines of 2–10 hp (1.5–7.5 kW) were exhibited to the press in 1886; of these, a vertical engine was installed in a tram car and one of the horizontals in a motor dray. In 1888, engines were shown publicly at the Royal Agricultural Show, while in 1890 two-cylinder vertical marine engines were introduced in sizes from 2 to 10 hp (1.5–7.5 kW), and later double-acting ones up to some 60 hp (45 kW). First, clutch and gearbox reversing was used, but reversing propellers were fitted later (Priestman patent of 1892). In the same year a factory was established in Philadelphia, USA, where engines in the range 5–20 hp (3.7–15 kW) were made. Construction was radically different from that of the previous ones, the bosses of the twin flywheels acting as crank discs with the main bearings on the outside.On independent test in 1892, a Priestman engine achieved a full-load brake thermal efficiency of some 14 per cent, a very creditable figure for a compression ratio limited to under 3:1 by detonation problems. However, efficiency at low loads fell off seriously owing to the throttle governing, and the engines were heavy, complex and expensive compared with the competition.Decline in sales of dredging equipment and bad debts forced the firm into insolvency in 1895 and receivers took over. A new company was formed, the brothers being excluded. However, they were able to attend board meetings, but to exert no influence. Engine activities ceased in about 1904 after over 1,000 engines had been made. It is probable that the Quaker ethics of the brothers were out of place in a business that was becoming increasingly cut-throat. William spent the rest of his long life serving others.[br]Further ReadingC.Lyle Cummins, 1976, Internal Fire, Carnot Press.C.Lyle Cummins and J.D.Priestman, 1985, "William Dent Priestman, oil engine pioneer and inventor: his engine patents 1885–1901", Proceedings of the Institution ofMechanical Engineers 199:133.Anthony Harcombe, 1977, "Priestman's oil engine", Stationary Engine Magazine 42 (August).JBBiographical history of technology > Priestman, William Dent
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9 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 -
10 Stuart, Herbert Akroyd
SUBJECT AREA: Steam and internal combustion engines[br]b. 1864 Halifax, Englandd. 1927 Perth, Australia[br]English inventor of an oil internal-combustion engine.[br]Stuart's involvement with engines covered a period of less than ten years and was concerned with a means of vaporizing the heavier oils for use in the so-called oil engines. Leaving his native Yorkshire for Bletchley in Buckinghamshire, Stuart worked in his father's business, the Bletchley Iron and Tin Plate works. After finishing grammar school, he worked as an assistant in the Mechanical Engineering Department of the City and Guilds of London Technical College. He also formed a connection with the Finsbury Technical College, where he became acquainted with Professor William Robinson, a distinguished engineer eminent in the field of internal-combustion engines.Resuming work at Bletchley, Stuart carried out experiments with engines. His first patent was concerned with new methods of vaporizing the fuel, scavenging systems and improvement of speed control. Two further patents, in 1890, specified substantial improvements and formed the basis of later engine designs. In 1891 Stuart joined forces with R.Hornsby and Sons of Grantham, a firm founded in 1815 for the manufacture of machinery and steam engines. Hornsby acquired all rights to Stuart's engine patents, and their superior technical resources ensured substantial improvements to Stuart's early design. The Hornsby-Ackroyd engines, introduced in 1892, were highly successful and found wide acceptance, particularly in agriculture. With failing health, Stuart's interest in his engine work declined, and in 1899 he emigrated to Australia, where in 1903 he became a partner in importing gas engines and gas-producing plants. Following his death in 1927, under the terms of his will he was interred in England; sadly, he also requested that all papers and materials pertaining to his engines be destroyed.[br]BibliographyJuly 1886, British patent no. 9,866 (fuel vapourization methods, scavenging systems and improvement of speed control; the patent describes Stuart as Mechanical Engineer of Bletchley Iron Works).1890, British patent no. 7,146 and British patent no. 15,994 (describe a vaporizing chamber connected to the working cylinder by a small throat).Further ReadingD.Clerk, 1895, The Gas and Oil Engine, 6th edn, London, pp. 420–6 (provides a detailed description of the Hornsby-Ackroyd engine and includes details of an engine test).T.Hornbuckle and A.K.Bruce, 1940, Herbert Akroyd Stuart and the Development of the Heavy Oil Engine, London: Diesel Engine Users'Association, p. 1.KAB -
11 McNaught, William
SUBJECT AREA: Steam and internal combustion engines[br]b. 27 May 1813 Sneddon, Paisley, Scotlandd. 8 January 1881 Manchester, England[br]Scottish patentee of a very successful form of compounding beam engine with a high-pressure cylinder between the fulcrum of the beam and the connecting rod.[br]Although born in Paisley, McNaught was educated in Glasgow where his parents had moved in 1820. He followed in his father's footsteps and became an engineer through an apprenticeship with Robert Napier at the Vulcan Works, Washington Street, Glasgow. He also attended science classes at the Andersonian University in the evenings and showed such competence that at the age of 19 he was offered the position of being in charge of the Fort-Gloster Mills on the Hoogly river in India. He remained there for four years until 1836, when he returned to Scotland because the climate was affecting his health.His father had added the revolving cylinder to the steam engine indicator, and this greatly simplified and extended its use. In 1838 William joined him in the business of manufacturing these indicators at Robertson Street, Glasgow. While advising textile manufacturers on the use of the indicator, he realized the need for more powerful, smoother-running and economical steam engines. He provided the answer by placing a high-pressure cylinder midway between the fulcrum of the beam and the connecting rod on an ordinary beam engine. The original cylinder was retained to act as the low-pressure cylinder of what became a compound engine. This layout not only reduced the pressures on the bearing surfaces and gave a smoother-running engine, which was one of McNaught's aims, but he probably did not anticipate just how much more economical his engines would be; they often gave a saving of fuel up to 40 per cent. This was because the steam pipe connecting the two cylinders acted as a receiver, something lacking in the Woolf compound, which enabled the steam to be expanded properly in both cylinders. McNaught took out his patent in 1845, and in 1849 he had to move to Manchester because his orders in Lancashire were so numerous and the scope was much greater there than in Glasgow. He took out further patents for equalizing the stress on the working parts, but none was as important as his original one, which was claimed to have been one of the greatest improvements since the steam engine left the hands of James Watt. He was one of the original promoters of the Boiler Insurance and Steam Power Company and was elected Chairman in 1865, a position he retained until a short time before his death.[br]Bibliography1845, British patent no. 11,001 (compounding beam engine).Further ReadingObituary, Engineer 51.Obituary, Engineering 31.R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (the fullest account of McNaught's proposals for compounding).RLH -
12 Marcus, Siegfried
[br]b. 18 September 1831 Malchin, Mecklenburgd. 30 June 1898 Vienna, Austria[br]German inventor, builder of the world's first self-propelled vehicle driven by an internal combustion engine.[br]Marcus was apprenticed as a mechanic and was employed in the newly founded enterprise of Siemens \& Halske in Berlin. He then went to Vienna and, from 1853, was employed in the workshop of the Imperial Court Mechanic, Kraft, and in the same year he was a mechanic in the Royal and Imperial Institute of Physics of the University of Vienna. In 1860 he became independent of the Imperial Court, but he installed an electrical bell system for the Empress Elizabeth and instructed the Crown Prince Rudolf in natural science.Marcus was granted thirty-eight patents in Austria, as well as many foreign patents. The magnetic electric ignition engine, for which he was granted a patent in 1864, brought him the biggest financial reward; it was introduced as the "Viennese Ignition" engine by the Austrian Navy and the pioneers of the Prussian and Russian armies. The engine was exhibited at the World Fair in Paris in 1867 together with the "Thermoscale" which was also constructed by Marcus; this was a magnetic/electric rotative engine for electric lighting and field telegraphy.Marcus's reputation is due mainly to his attempts to build a new internal combustion engine. By 1870 he had assembled a simple, direct-working internal combustion engine on a primitive chassis. This was, in fact, the first petrol-engined vehicle with electric ignition, and tradition records that when Marcus drove the vehicle in the streets of Vienna it made so much noise that the police asked him to remove it; this he did and did not persist with his experiments. Thus ended the trials of the world's first petrol-engined vehicle; it was running in 1875, ten years before Daimler and Benz were carrying out their early trials in Stuttgart.[br]Further ReadingAustrian Dictionary of National Biography.IMcN -
13 cut out
1) (to stop working, sometimes because of a safety device: The engines cut out (noun cut-out).) pararse2) (to stop: I've cut out smoking.) dejar decut out vb recortarv.• recortar v.1) v + o + adv, v + adv + o \<\<article/photograph\>\> recortar2) v + o + adv, v + adv + oa) \<\<dress/cookies\>\> cortarb) ( exclude) \<\<noise/carbohydrates\>\> eliminar, suprimircut it out! — (colloq) basta ya!; work I 1)
3) ( suit)to be cut out FOR something — estar* hecho para algo
4) v + adva) ( stop working) \<\<engine\>\> pararse, calarseb) ( switch off) apagarse*1. VT + ADV1) [+ article, picture] recortar; [+ dress, skirt etc] cortar; [+ diseased part] extirpar- be cut out for sth/to do sth2) (=exclude) [+ unnecessary details] eliminar, suprimir; [+ light] tapar; [+ intermediary, middleman] saltarse a, eliminaryou can cut that out for a start! * — ¡para empezar deja de hacer eso!
cut out the singing! * — ¡basta ya de cantar!
cut it out! * — ¡basta ya!
3) (=give up) [+ fatty food] dejar de comerto cut out alcohol/cigarettes — dejar de beber/fumar
4) (=delete) suprimir2.VI + ADV [car engine] pararse; (Elec) cortarse, interrumpirse* * *1) v + o + adv, v + adv + o \<\<article/photograph\>\> recortar2) v + o + adv, v + adv + oa) \<\<dress/cookies\>\> cortarb) ( exclude) \<\<noise/carbohydrates\>\> eliminar, suprimircut it out! — (colloq) basta ya!; work I 1)
3) ( suit)to be cut out FOR something — estar* hecho para algo
4) v + adva) ( stop working) \<\<engine\>\> pararse, calarseb) ( switch off) apagarse* -
14 Newcomen, Thomas
SUBJECT AREA: Steam and internal combustion engines[br]b. January or February 1663 Dartmouth, Devon, Englandd. 5 August 1729 London, England[br]English inventor and builder of the world's first successful stationary steam-engine.[br]Newcomen was probably born at a house on the quay at Dartmouth, Devon, England, the son of Elias Newcomen and Sarah Trenhale. Nothing is known of his education, and there is only dubious evidence of his apprenticeship to an ironmonger in Exeter. He returned to Dartmouth and established himself there as an "ironmonger". The term "ironmonger" at that time meant more than a dealer in ironmongery: a skilled craftsman working in iron, nearer to today's "blacksmith". In this venture he had a partner, John Calley or Caley, who was a plumber and glazier. Besides running his business in Dartmouth, it is evident that Newcomen spent a good deal of time travelling round the mines of Devon and Cornwall in search of business.Eighteenth-century writers and others found it impossible to believe that a provincial ironmonger could have invented the steam-engine, the concept of which had occupied the best scientific brains in Europe, and postulated a connection between Newcomen and Savery or Papin, but scholars in recent years have failed to find any evidence of this. Certainly Savery was in Dartmouth at the same time as Newcomen but there is nothing to indicate that they met, although it is possible. The most recent biographer of Thomas Newcomen is of the opinion that he was aware of Savery and his work, that the two men had met by 1705 and that, although Newcomen could have taken out his own patent, he could not have operated his own engines without infringing Savery's patent. In the event, they came to an agreement by which Newcomen was enabled to sell his engines under Savery's patent.The first recorded Newcomen engine is dated 1712, although this may have been preceded by a good number of test engines built at Dartmouth, possibly following a number of models. Over one hundred engines were built to Newcomen's design during his lifetime, with the first engine being installed at the Griff Colliery near Dudley Castle in Staffordshire.On the death of Thomas Savery, on 15 May 1715, a new company, the Proprietors of the Engine Patent, was formed to carry on the business. The Company was represented by Edward Elliot, "who attended the Sword Blade Coffee House in Birchin Lane, London, between 3 and 5 o'clock to receive enquiries and to act as a contact for the committee". Newcomen was, of course, a member of the Proprietors.A staunch Baptist, Newcomen married Hannah Waymouth, who bore him two sons and a daughter. He died, it is said of a fever, in London on 5 August 1729 and was buried at Bunhill Fields.[br]Further ReadingL.T.C.Rolt and J.S.Allen, 1977, The Steam Engine of Thomas Newcomen, Hartington: Moorland Publishing Company (the definitive account of his life and work).IMcN -
15 Langen, Eugen
[br]b. 1839 Germanyd. 1895 Germany[br]German engineer and businessmen.[br]A sound engineering training combined with an inherited business sense were credentials that Langen put to good use in his association with internal-combustion engines. The sight of a working engine built by N.A. Otto in 1864 convinced Langen that this was a means to provide power in industry. Shortly afterwards, assisted by members of his family, he formed the company N.A.Otto and Cie, Cologne, the world's first engine factory. At the Paris Exhibition of 1867, the new Otto-Langen Atmospheric Gas Engine was awarded a Gold Medal, and in 1870 Crossley Bros of Manchester was appointed sole agent and manufacturer in Britain. Under Langen's guidance, the firm grew, and in 1872 it was renamed Die Gasmotoren Fabrik, employing Gottlieb Daimler and Wilhelm Maybach. Apart from running the business, Langen often played peacemaker when differences arose between Daimler and Otto. The success of the firm, known today as Klockner-Humboldt-Deutz, owed much to Langen's business and technical skills. Langen was a strong supporter of Otto's constant efforts to produce a better engine, and his confidence was justified by the appearance, in 1876, of Otto's four-stroke engine. The two men remained close friends until Otto's death in 1892.[br]Further ReadingFriederick Sass, 1962, Geschichte des deutschen Verbrennungsmotorenbaues von 1860 bis 1918, Berlin: Springen Verlag (a detailed account).Gustav Goldbeck, 1964, Kraft für die Welt: 100 Jahre Klockner-Humboldt-Deutz AG, Dusseldorf (an account of the history and development of Klockner Humboldt).KAB -
16 Carnot, Nicolas Léonard Sadi
SUBJECT AREA: Steam and internal combustion engines[br]b. 1 June 1796 Paris, Franced. 24 August 1831 Paris, France[br]French laid the foundations for modern thermodynamics through his book Réflexions sur la puissance motrice du feu when he stated that the efficiency of an engine depended on the working substance and the temperature drop between the incoming and outgoing steam.[br]Sadi was the eldest son of Lazare Carnot, who was prominent as one of Napoleon's military and civil advisers. Sadi was born in the Palais du Petit Luxembourg and grew up during the Napoleonic wars. He was tutored by his father until in 1812, at the minimum age of 16, he entered the Ecole Polytechnique to study stress analysis, mechanics, descriptive geometry and chemistry. He organized the students to fight against the allies at Vincennes in 1814. He left the Polytechnique that October and went to the Ecole du Génie at Metz as a student second lieutenant. While there, he wrote several scientific papers, but on the Restoration in 1815 he was regarded with suspicion because of the support his father had given Napoleon. In 1816, on completion of his studies, Sadi became a second lieutenant in the Metz engineering regiment and spent his time in garrison duty, drawing up plans of fortifications. He seized the chance to escape from this dull routine in 1819 through an appointment to the army general staff corps in Paris, where he took leave of absence on half pay and began further courses of study at the Sorbonne, Collège de France, Ecole des Mines and the Conservatoire des Arts et Métiers. He was inter-ested in industrial development, political economy, tax reform and the fine arts.It was not until 1821 that he began to concentrate on the steam-engine, and he soon proposed his early form of the Carnot cycle. He sought to find a general solution to cover all types of steam-engine, and reduced their operation to three basic stages: an isothermal expansion as the steam entered the cylinder; an adiabatic expansion; and an isothermal compression in the condenser. In 1824 he published his Réflexions sur la puissance motrice du feu, which was well received at the time but quickly forgotten. In it he accepted the caloric theory of heat but pointed out the impossibility of perpetual motion. His main contribution to a correct understanding of a heat engine, however, lay in his suggestion that power can be produced only where there exists a temperature difference due "not to an actual consumption of caloric but to its transportation from a warm body to a cold body". He used the analogy of a water-wheel with the water falling around its circumference. He proposed the true Carnot cycle with the addition of a final adiabatic compression in which motive power was con sumed to heat the gas to its original incoming temperature and so closed the cycle. He realized the importance of beginning with the temperature of the fire and not the steam in the boiler. These ideas were not taken up in the study of thermodynartiics until after Sadi's death when B.P.E.Clapeyron discovered his book in 1834.In 1824 Sadi was recalled to military service as a staff captain, but he resigned in 1828 to devote his time to physics and economics. He continued his work on steam-engines and began to develop a kinetic theory of heat. In 1831 he was investigating the physical properties of gases and vapours, especially the relationship between temperature and pressure. In June 1832 he contracted scarlet fever, which was followed by "brain fever". He made a partial recovery, but that August he fell victim to a cholera epidemic to which he quickly succumbed.[br]Bibliography1824, Réflexions sur la puissance motrice du feu; pub. 1960, trans. R.H.Thurston, New York: Dover Publications; pub. 1978, trans. Robert Fox, Paris (full biographical accounts are provided in the introductions of the translated editions).Further ReadingDictionary of Scientific Biography, 1971, Vol. III, New York: C.Scribner's Sons. T.I.Williams (ed.), 1969, A Biographical Dictionary of Scientists, London: A. \& C.Black.Chambers Concise Dictionary of Scientists, 1989, Cambridge.D.S.L.Cardwell, 1971, from Watt to Clausius. The Rise of Thermodynamics in the Early Industrial Age, London: Heinemann (discusses Carnot's theories of heat).RLHBiographical history of technology > Carnot, Nicolas Léonard Sadi
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17 Phillips, Horatio Frederick
SUBJECT AREA: Aerospace[br]b. 2 February 1845 London, Englandd. 15 July 1926 Hampshire, England[br]English aerodynamicist whose cambered two-surface wing sections provided the foundations for aerofoil design.[br]At the age of 19, Phillips developed an interest in flight and constructed models with lightweight engines. He spent a large amount of time and money over many years, carrying out practical research into the science of aerodynamics. In the early 1880s he built a wind tunnel with a working section of 15 in. by 10 in. (38 cm by 25 cm). Air was sucked through the working section by an adaptation of the steam injector used in boilers and invented by Henry Giffard, the airship pioneer. Phillips tested aerofoils based on the cross-section of bird's wings, with a greater curvature on the upper surface than the lower. He measured the lift and drag and showed that the major component of lift came from suction on the upper surface, rather than pressure on the lower. He took out patents for his aerofoil sections in 1884 and 1891. In addition to his wind-tunnel test, Phillips tested his wing sections on a whirling arm, as used earlier by Cayley, Wenham and Lilienthal. After a series of tests using an arm of 15 ft (4.57 m) radius, Phillips built a massive whirling arm driven by a steam engine. His test pieces were mounted on the end of the arm, which had a radius of 50 ft (15.24 m), giving them a linear speed of 70 mph (113 km/h). By 1893 Phillips was ready to put his theories to a more practical test, so he built a large model aircraft driven by a steam engine and tethered to run round a circular track. It had a wing span of 19 ft (5.79 m), but it had fifty wings, one above the other. These wings were only 10 in. (25 cm) wide and mounted in a frame, so it looked rather like a Venetian blind. At 40 mph (64 km/h) it lifted off the track. In 1904 Phillips built a full-size multi-wing aeroplane with twenty wings which just lifted off the ground but did not fly. He built another multi-wing machine in 1907, this time with four Venetian blind' frames in tandem, giving it two hundred wings! Phillips made a short flight of almost 500 ft (152 m) which could be claimed to be the first powered aeroplane flight in England by an Englishman. He retired from flying at the age of 62.[br]Bibliography1900, "Mechanical flight and matters relating thereto", Engineering (reprint).1891–3, "On the sustentation of weight by mechanical flight", Aeronautical Society of Great Britain 23rd Report.Further ReadingJ.Laurence Pritchard, 1957, "The dawn of aerodynamics", Journal of the Royal Aeronautical Society (March) (good descriptions of Phillips's early work and his wind tunnel).J.E.Hodgson, 1924, The History of Aeronautics in Great Britain, London.F.W.Brearey, 1891–3, "Remarks on experiments made by Horatio Phillips", Aeronautical Society of Great Britain 23rd Report.JDSBiographical history of technology > Phillips, Horatio Frederick
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18 ход
муж.
1) только ед. motion (движение) ;
speed (скорость) ;
course перен. (развитие, течение) дать задний ход ≈ to put it into reverse, to back down/off/out по ходу часовой стрелки ≈ clockwise при таком ходе событий ≈ with the present course of events на полный ход ≈ at full capacity( о механизме, фабрике) ;
at its height/peak, going strong( о бизнессе, торговле) неизбежный ход событий ≈ destiny ход развития ≈ process гусеничный ход ≈ caterpillar, crawler тех. на ходу ≈ in motion, on the move, without stopping( во время движения) ;
in working/running order (в рабочем состоянии) в ходе чего-л. ≈ during, in the course of ход поршня ≈ piston stroke ход клапана ≈ valve stroke тихий ход ≈ slow speed задний ход ≈ backing, reverse;
backward полный ход, полный вперед ≈ full speed (ahead) малый ход ≈ slow speed средний ход ≈ half-speed свободный ход ≈ free wheeling;
coasting( об автомобиле) холостой ход ≈ idling замедлять ход ≈ to slow down, to reduce speed прибавлять ходу, поддать ходу ≈ to pick up speed;
to step on the gas (о водителе) есть на ходу ≈ to snatch a meal/bite засыпать на ходу ≈ to fall asleep on one's feet ход событий ≈ course/march of events;
trend of developments ход мыслей ≈ train of thought ход боя ≈ course of action полным ходом ≈ at full speed своим ходом ≈ under one's own steam/power, on one's own (двигаться) ;
at one's own pace, (to take) its course (развиваться) возможный ход событий ≈ chapter of possibilities на полном ходу ≈ full-pelt
2) мн. ходы entrance, entry (вход) ;
passage (проход) знать все ходы и выходы ≈ to know all the ins and outs, to be perfectly at home разг. ход со двора черный ход потайной ход ход сообщения
3) мн. ходы (в игре) move шахм.;
lead, turn карт. ваш ход ≈ it is your move (в шахматах) ;
it is your lead (в картах) чей ход? ≈ whose move is it? (в шахматах) ;
who is it to lead? (в картах) ход конем ∙ пускать в ход все средства ≈ to leave no stone unturned;
to move heaven and earth этот товар в большом ходу ≈ this article is in great demand, these goods are in great request дела идут полным ходом ≈ affairs/things are in full swing ему не дают хода ≈ they won't give him a chance дать ходу ≈ разг. to take/run off, to take to one's heels (убежать) дать ход ≈ (делу, заявлению и т.п.) ≈ to set an affair going, to take action on smth. идти в ход, идти в дело ≈ to be put to use, to be used пустить в ход ≈ to star, to set going, to give a start, to set in train;
to get under way, to get started (о деле, предприятии) ;
to start (up) an engine, to get running/going (о машине, механизме и т.п.) ;
to start (up) a factory, to put a factory into operation( о фабрике и т.п.) ;
to put smth. to use (свое обояние и т.п.) ;
to put forward an argument (аргумент) ловкий ход быть в ходу не давать хода с ходум.
1. (движение) motion;
(скорость) speed, pace;
ускорить ~ increase speed, go* faster, поезд замедлил ~ the train slowed down;
вскочить (спрыгнуть) на ~у jump on (jump off) a train, etc. while it is moving;
полный ~ full speed;
дать полный ~ go* at full speed;
осталось десять километров ~у there are ten more kilometres to go;
туда три часа ~у it will take three hours to get there;
весенний ~ рыбы run/running of fish in spring;
работа идёт полным ~ом work is going full swing;
своим ~ом under its own power;
2. (развитие, течение чего-л.) course;
~ событий course of events;
~ мыслей train of thought;
3. (в игре) move;
(в картах) turn, lead;
~ пешкой pawn move;
4. (приём, манёвр) move;
дипломатический ~ diplomatic manoeuvre;
5. тех. travel, stroke;
(рабочая часть машины) movement;
~ поршня piston travel/stroke;
~ руля wheel travel;
рабочий ~ двигателя working of an engine;
6. (вход) entrance, entry;
~ со двора entrance through yard;
чёрный ~ back way;
на ~у
1) (попутно, мимоходом) on the move, in passing;
2) (в движении) on the go;
3) (в порядке) in operation;
с ~у
1) (не останавливаясь) without a pause;
2) (без подготовки) straight off;
дать ~ делу get* things going, set* matters moving;
юр. take* proceedings;
не дать ~у кому-л. not give smb. a chance;
быть в большом ~у be* in great demand, be* in wide use, be* extremely popular;
пустить что-л. в ~ set* smth. going. -
19 Curtiss, Glenn Hammond
SUBJECT AREA: Aerospace[br]b. 21 May 1878 Hammondsport, New York, USAd. 23 July 1930 Buffalo, New York, USA[br]American designer of aeroplanes, especially seaplanes.[br]Curtiss started his career in the bicycle business, then became a designer of motor-cycle engines, and in 1904 he designed and built an airship engine. The success of his engine led to him joining the Aerial Experimental Association (AEA), founded by the inventor Alexander Graham Bell. Working with the AEA, Curtiss built several engines and designed a biplane, June Bug, in which he won a prize for the first recorded flight of over 1 km (1,100yd) in the USA. In 1909 Curtiss joined forces with Augustus M.Herring, who had earlier flown Octave Chanute's gliders, to form the Herring-Curtiss Company. Their Gold Bug was a success and led to the Golden Flyer, in which Glenn Curtiss won the Gordon Bennett Cup at Rheims in France with a speed of 75.7 km/h (47 mph). At this time the Wright brothers accused Curtiss and the new Curtiss Aeroplane Company of infringing their patent rights, and a bitter lawsuit ensued. The acrimony subsided during the First World War and in 1929 the two companies merged to form the Curtiss-Wright Corporation.Curtiss had started experimenting with water-based aircraft in 1908, but it was not until 1911 that he managed to produce a successful float-plane. He then co-operated with the US Navy in developing catapults to launch aircraft from ships at sea. During the First World War, Curtiss produced the JN-4 Jenny trainer, which became probably his best-known design. This sturdy bi-plane continued in service long after the war and was extensively used by "barnstorming" pilots at air shows and for early mail flights. In 1919 a Navy-Curtiss NC-4 flying boat achieved the first flight across the Atlantic, having made the crossing in stages, refuelling en route. Curtiss himself, however, had little interest in aviation in his later years and turned his attention to real-estate development in Florida.[br]Principal Honours and DistinctionsRobert J.Collier Trophy 1911, 1912. US Aero Club Gold Medal 1911, 1912. Smithsonian Institution Langley Gold Medal 1913.Further ReadingL.S.Casey, 1981, Curtiss: The Hammondsport Era 1907–1915, New York. C.R.Roseberry, 1972, Glenn Curtiss, Pioneer of Flight, New York.R.Taylor and Walter S.Taylor, 1968, Overland and Sea, New York (biography). Alden Heath, 1942, Glenn Curtiss: Pioneer of Naval Aviation, New York.JDS -
20 Cognitive Psychology
The basic reason for studying cognitive processes has become as clear as the reason for studying anything else: because they are there. Our knowledge of the world must be somehow developed from stimulus input.... Cognitive processes surely exist, so it can hardly be unscientific to study them. (Neisser, 1967, p. 5).The task of the cognitive psychologist is a highly inferential one. The cognitive psychologist must proceed from observations of the behavior of humans performing intellectual tasks to conclusions about the abstract mechanisms underlying the behavior. Developing a theory in cognitive psychology is much like developing a model for the working of the engine of a strange new vehicle by driving the vehicle, being unable to open it up to inspect the engine itself....It is well understood from the automata theory... that many different mechanisms can generate the same external behavior. (Anderson, 1980, pp. 12, 17)[Cognitive psychology does not] deal with whole people but with a very special and bizarre-almost Frankensteinian-preparation, which consists of a brain attached to two eyes, two ears, and two index fingers. This preparation is only to be found inside small, gloomy cubicles, outside which red lights burn to warn ordinary people away.... It does not feel hungry or tired or inquisitive; it does not think extraneous thoughts or try to understand what is going on. It is, in short, a computer, made in the image of the larger electronic organism that sends it stimuli and records its responses. (Claxton, 1980, p. 13)4) Cognitive Psychology Has Not Succeeded in Making a Significant Contribution to the Understanding of the Human MindCognitive psychology is not getting anywhere; that in spite of our sophisticated methodology, we have not succeeded in making a substantial contribution toward the understanding of the human mind.... A short time ago, the information processing approach to cognition was just beginning. Hopes were high that the analysis of information processing into a series of discrete stages would offer profound insights into human cognition. But in only a few short years the vigor of this approach was spent. It was only natural that hopes that had been so high should sink low. (Glass, Holyoak & Santa, 1979, p. ix)Cognitive psychology attempts to understand the nature of human intelligence and how people think. (Anderson, 1980, p. 3)6) The Rise of Cognitive Psychology Demonstrates That the Impeccable Peripheralism of Stimulus- Response Theories Could Not LastThe past few years have witnessed a noticeable increase in interest in an investigation of the cognitive processes.... It has resulted from a recognition of the complex processes that mediate between the classical "stimuli" and "responses" out of which stimulus-response learning theories hoped to fashion a psychology that would by-pass anything smacking of the "mental." The impeccable peripheralism of such theories could not last. One might do well to have a closer look at these intervening "cognitive maps." (Bruner, Goodnow & Austin, 1956, p. vii)Historical dictionary of quotations in cognitive science > Cognitive Psychology
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