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1 Bradley University
University: BUУниверсальный русско-английский словарь > Bradley University
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2 Universidad Bradley
f.Bradley University. -
3 быть в трёх часах езды
General subject: be within three hours driving distance (from... - от... ; англ. цитата - из сообщения для СМИ, подготовленного Bradley University, США)Универсальный русско-английский словарь > быть в трёх часах езды
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4 программно-аппаратная реализация
Универсальный русско-английский словарь > программно-аппаратная реализация
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5 Allen, John F.
SUBJECT AREA: Steam and internal combustion engines[br]b. 1829 Englandd. 2 October 1900 New York (?), USA[br]English inventor of the Allen valve used on his pioneering high-speed engines.[br]Allen was taken to the United States from England when he was 12 years old. He became an engineer on the Curlew, a freight boat running between New York and Providence. A defect which caused the engine to race in rough weather led Allen to invent a new valve gear, but he found it could not be fitted to the Corliss engine. In 1856 he patented an improved form of valve and operating gear to reduce back-pressure in the cylinder, which was in fact the reverse of what happened in his later engines. In 1860 he repaired the engines of a New York felt-hat manufacturer, Henry Burr, and that winter he was introduced to Charles Porter. Porter realized the potential of Allen's valves for his idea of a high-speed engine, and the Porter-Allen engine became the pioneer of high-speed designs.Porter persuaded Allen to patent his new valves and two patents were obtained in 1862. These valves could be driven positively and yet the travel of the inlet could be varied to give the maximum expansion at different cut-offs. Also, the valves allowed an exceptionally good flow of steam. While Porter went to England and tried to interest manufacturers there, Allen remained in America and continued work on the engine. Within a few years he invented an inclined watertube boiler, but he seemed incapable of furthering his inventions once they had been placed on the market. Although he mortgaged his own house in order to help finance the factory for building the steam engine, in the early 1870s he left Porter and built a workshop of his own at Mott Haven. There he invented important systems for riveting by pneumatic machines through both percussion and pressure which led into the production of air compressors and riveting machines.[br]Further ReadingObituaries appeared in engineering journals at the time of his death.Dictionary of American Biography, 1928, Vol. I, New York: C.Scribner's Sons. C.T.Porter, 1908, Engineering Reminiscences, New York: J.Wiley \& Sons, reprint 1985, Bradley, Ill.: Lindsay Publications (provides details of Allen's valve design).R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (covers the development of the Porter-Allen engine).RLH -
6 Brown, Joseph Rogers
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 26 January 1810 Warren, Rhode Island, USAd. 23 July 1876 Isles of Shoals, New Hampshire, USA[br]American machine-tool builder and co-founder of Brown \& Sharpe.[br]Joseph Rogers Brown was the eldest son of David Brown, who was modestly established as a maker of and dealer in clocks and watches. Joseph assisted his father during school vacations and at the age of 17 left to obtain training as a machinist. In 1829 he joined his father in the manufacture of tower clocks at Pawtucket, Rhode Island, and two years later went into business for himself in Pawtucket making lathes and small tools. In 1833 he rejoined his father in Providence, Rhode Island, as a partner in the manufacture of docks, watches and surveying and mathematical instruments. David Brown retired in 1841.J.R.Brown invented and built in 1850 a linear dividing engine which was the first automatic machine for graduating rules in the United States. In 1851 he brought out the vernier calliper, the first application of a vernier scale in a workshop measuring tool. Lucian Sharpe was taken into partnership in 1853 and the firm became J.R.Brown \& Sharpe; in 1868 the firm was incorporated as the Brown \& Sharpe Manufacturing Company.In 1855 Brown invented a precision gear-cutting machine to make clock gears. The firm obtained in 1861 a contract to make Wilcox \& Gibbs sewing machines and gave up the manufacture of clocks. At about this time F.W. Howe of the Providence Tool Company arranged for Brown \& Sharpe to make a turret lathe required for the manufacture of muskets. This was basically Howe's design, but Brown added a few features, and it was the first machine tool built for sale by the Brown \& Sharpe Company. It was followed in 1862 by the universal milling machine invented by Brown initially for making twist drills. Particularly for cutting gear teeth, Brown invented in 1864 a formed milling cutter which could be sharpened without changing its profile. In 1867 the need for an instrument for checking the thickness of sheet material became apparent, and in August of that year J.R.Brown and L.Sharpe visited the Paris Exhibition and saw a micrometer calliper invented by Jean Laurent Palmer in 1848. They recognized its possibilities and with a few developments marketed it as a convenient, hand-held measuring instrument. Grinding lathes were made by Brown \& Sharpe in the early 1860s, and from 1868 a universal grinding machine was developed, with the first one being completed in 1876. The patent for this machine was granted after Brown's sudden death while on holiday.[br]Further ReadingJ.W.Roe, 1916, English and American Tool Builders, New Haven: Yale University Press; repub. 1926, New York and 1987, Bradley, Ill.: Lindsay Publications Inc. (further details of Brown \& Sharpe Company and their products).R.S.Woodbury, 1958, History of the Gear-Cutting Machine, Cambridge, Mass.: MIT Press ——, 1959, History of the Grinding Machine, Cambridge, Mass.: MIT Press.——, 1960, History of the Milling Machine, Cambridge, Mass.: MIT Press.RTS -
7 Bullard, Edward Payson
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 18 April 1841 Uxbridge, Massachusetts, USAd. 22 December 1906 Bridgeport, Connecticut, USA[br]American mechanical engineer and machine-tool manufacturer who designed machines for boring.[br]Edward Payson Bullard served his apprenticeship at the Whitin Machine Works, Whitinsville, Massachusetts, and worked at the Colt Armory in Hartford, Connecticut, until 1863; he then entered the employ of Pratt \& Whitney, also in Hartford. He later formed a partnership with J.H.Prest and William Parsons manufacturing millwork and tools, the firm being known as Bullard \& Prest. In 1866 Bullard organized the Norwalk Iron Works Company of Norwalk, Connecticut, but afterwards withdrew and continued the business in Hartford. In 1868 the firm of Bullard \& Prest was dissolved and Bullard became Superintendent of a large machine shop in Athens, Georgia. He later organized the machine tool department of Post \& Co. at Cincinnati, and in 1872 he was made General Superintendent of the Gill Car Works at Columbus, Ohio. In 1875 he established a machinery business in Beekman Street, New York, under the name of Allis, Bullard \& Co. Mr Allis withdrew in 1877, and the Bullard Machine Company was organized.In 1880 Bullard secured entire control of the business and also became owner of the Bridgeport Machine Tool Works, Bridgeport, Connecticut. In 1883 he designed his first vertical boring and turning mill with a single head and belt feed and a 37 in. (94 cm) capacity; this was the first small boring machine designed to do the accurate work previously done on the face plate of a lathe. In 1889 Bullard gave up his New York interests and concentrated his entire attention on manufacturing at Bridgeport, the business being incorporated in 1894 as the Bullard Machine Tool Company. The company specialized in the construction of boring machines, the design being developed so that it became essentially a vertical turret lathe. After Bullard's death, his son Edward Payson Bullard II (b. 10 July 1872 Columbus, Ohio, USA; d. 26 June 1953 Fairfield, Connecticut, USA) continued as head of the company and further developed the boring machine into a vertical multi-spindle automatic lathe which he called the "Mult-au-matic" lathe. Both father and son were members of the American Society of Mechanical Engineers.[br]Further ReadingJ.W.Roe, 1916, English and American Tool Builders, New Haven: Yale University Press; repub. 1926, New York and 1987, Bradley, Ill.: Lindsay Publications Inc. (describes Bullard's machines).RTS -
8 Porter, Charles Talbot
SUBJECT AREA: Steam and internal combustion engines[br]b. 18 January 1826 Auburn, New York, USAd. 1910 USA[br]American inventor of a stone dressing machine, an improved centrifugal governor and a high-speed steam engine.[br]Porter graduated from Hamilton College, New York, in 1845, read law in his father's office, and in the autumn of 1847 was admitted to the Bar. He practised for six or seven years in Rochester, New York, and then in New York City. He was drawn into engineering when aged about 30, first through a client who claimed to have invented a revolutionary type of engine and offered Porter the rights to it as payment of a debt. Having lent more money, Porter saw neither the man nor the engine again. Porter followed this with a similar experience over a patent for a stone dressing machine, except this time the machine was built. It proved to be a failure, but Porter set about redesigning it and found that it was vastly improved when it ran faster. His improved machine went into production. It was while trying to get the steam engine that drove the stone dressing machine to run more smoothly that he made a discovery that formed the basis for his subsequent work.Porter took the ordinary Watt centrifugal governor and increased the speed by a factor of about ten; although he had to reduce the size of the weights, he gained a motion that was powerful. To make the device sufficiently responsive at the right speed, he balanced the centrifugal forces by a counterweight. This prevented the weights flying outwards until the optimum speed was reached, so that the steam valves remained fully open until that point and then the weights reacted more quickly to variations in speed. He took out a patent in 1858, and its importance was quickly recognized. At first he manufactured and sold the governors himself in a specially equipped factory, because this was the only way he felt he could get sufficient accuracy to ensure a perfect action. For marine use, the counterweight was replaced by a spring.Higher speed had brought the advantage of smoother running and so he thought that the same principles could be applied to the steam engine itself, but it was to take extensive design modifications over several years before his vision was realized. In the winter of 1860–1, J.F. Allen met Porter and sketched out his idea of a new type of steam inlet valve. Porter saw the potential of this for his high-speed engine and Allen took out patents for it in 1862. The valves were driven by a new valve gear designed by Pius Fink. Porter decided to display his engine at the International Exhibition in London in 1862, but it had to be assembled on site because the parts were finished in America only just in time to be shipped to meet the deadline. Running at 150 rpm, the engine caused a sensation, but as it was non-condensing there were few orders. Porter added condensing apparatus and, after the failure of Ormerod Grierson \& Co., entered into an agreement with Joseph Whitworth to build the engines. Four were exhibited at the 1867 Paris Exposition Universelle, but Whitworth and Porter fell out and in 1868 Porter returned to America.Porter established another factory to build his engine in America, but he ran into all sorts of difficulties, both mechanical and financial. Some engines were built, and serious production was started c. 1874, but again there were further problems and Porter had to leave his firm. High-speed engines based on his designs continued to be made until after 1907 by the Southwark Foundry and Machine Company, Philadelphia, so Porter's ideas were proved viable and led to many other high-speed designs.[br]Bibliography1908, Engineering Reminiscences, New York: J. Wiley \& Sons; reprinted 1985, Bradley, Ill.: Lindsay (autobiography; the main source of information about his life).Further ReadingR.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (examines his governor and steam engine).O.Mayr, 1974, "Yankee practice and engineering theory; Charles T.Porter and the dynamics of the high-speed engine", Technology and Culture 16 (4) (examines his governor and steam engine).RLH
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