Daimler

Daimler

druž. ime, znamka avtomobilov

SUBJECT AREA: Automotive engineering, Land transport

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The son of a baker, his youthful interest in technical affairs led to his being apprenticed to a gunsmith with whom he produced his apprenticeship piece: a double-barrelled pistol with a rifled barrel and "nicely chased scrollwork", for which he received high praise. He remained there until 1852 before going to technical school in Stuttgart from 1853 to 1857. He then went to a steam-engineering company in Strasbourg to gain practical experience. He completed his formal education at Stuttgart Polytechnik, and in 1861 he left to tour France and England. There he worked in the engine-shop of Smith, Peacock \& Tanner and then with Roberts \& Co., textile machinery manufacturers of Manchester. He later moved to Coventry to work at Whitworths, and it was in that city that he was later involved with the Daimler Motor Company, who had been granted a licence by his company in Germany. In 1867 he was working at Bruderhaus Engineering Works at Reutlingen and in 1869 went to Maschinenbau Gesellschaft Karlsruhe where he became Manager and later a director. Early in the 1870s, N.A. Otto had reorganized his company into Gasmotorenfabrik Deutz and he appointed Gottlieb Daimler as Factory Manager and Wilhelm Maybach as Chief Designer. Together they developed the Otto engine to its limit, with Otto's co-operation. Daimler and Maybach had met previously when both were working at Bruderhaus. In 1875 Daimler left Deutz, taking Maybach with him to set up a factory in Stuttgart to manufacture light, high-speed internal-combustion engines. Their first patent was granted in 1883. This was for an engine fuelled by petrol and with hot tube ignition which continued to be used until Robert Bosch's low-voltage ignition became available in 1897. Two years later he produced his first vehicle, a motor cycle with outriggers. They showed a motor car at the Paris exhibition in 1889, but French manufacturers were slow to come forward and no French company could be found to undertake manufacture. Eventually Panhard and Levassor established the Daimler engine in France. Daimler Motoren GmbH was started in 1895, but soon after Daimler and Maybach parted, having provided an engine for a boat on the River Neckar in 1887 and that for the Wolfert airship in 1888. Daimler was in sole charge of the company from 1895, but his health began to decline in 1899 and he died in 1900.

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авт. Даймлер-Крайслер

SUBJECT AREA: Automotive engineering, Steam and internal combustion engines

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Orphaned at the age of 10, Maybach was destined to become one of the world's most renowned engine designers. From 1868 he was apprenticed as a draughtsman at the Briiderhaus Engineering Works in Reurlingen, where his talents were recognized by Gottlieb Daimler, who was Manager and Technical Director. Nikolaus Otto had by then developed his atmospheric engine and reorganized his company, Otto \& Langen, into Gasmotorenfabrik Deutz, of which he appointed Daimler Manager. After employment at a machine builders in Karlsruhe, in 1872 Maybach followed Daimler to Deutz where he worked as a partner on the design of high-speed engines: his engines ran at up to 900 rpm, some three times as fast as conventional engines of the time. Maybach made improvements to the timing, carburation and other features. In 1881 Daimler left the Deutz Company and set up on his own as a freelance inventor, moving with his family to Bad Cannstatt; in April 1882 Maybach joined him as Engineer and Designer to set up a partnership to develop lightweight high-speed engines suitable for vehicles. A motor cycle appeared in 1885 and a modified horse-drawn carriage was fitted with a Maybach engine in 1886. Other applications to small boats, fire-engine pumps and small locomotives quickly followed, and the Vee engine of 1890 that was fitted into the French Peugeot automobiles had a profound effect upon the new sport of motor racing. In 1895 Daimler won the first international motor race and the same year Maybach became Technical Director of the Daimler firm. In 1899 Emil Jellinek, Daimler agent in France and also Austro-Hungarian consul, required a car to compete with Panhard and Levassor, who had been victorious in the Paris-Bordeaux race; he wanted more power and a lower centre of gravity, and turned to Maybach with his requirements, the 35 hp Daimler- Simplex of 1901 being the outcome. Its performance and road holding superseded those of all others at the time; it was so successful that Jellinek immediately placed an order for thirty-six cars. His daughter's name was Mercedes, after whom, when the merger of Daimler and Benz came about, the name Mercedes-Benz was adopted.

In his later years, Maybach designed the engine for the Zeppelin airships. He retired from the Daimler Company in 1907.

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KAB / IMcN

SUBJECT AREA: Automotive engineering, Land transport

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At the age of fifteen, Porsche built a complete electrical installation for his home. In 1894 he went to technical school in Vienna. Four years later he became Manager of the test department of the Bela Egger concern, which later became part of the Brown Boveri organization where he became the first Assistant in the calculating section. In 1899 he joined the long-established coachbuilders Jacob Lohner, and in 1902 a car of his design with mixed drive won the 1,000 kg (2,200 lb) class in the Exelberg races. In 1905 he joined the Austro-Daimler Company as Technical Director; his subsequent designs included an 85 hp mixed-drive racing car in 1907 and in 1912 an air-cooled aircraft engine which came to be known in later years as the "great-grandfather" of the Volkswagen engine. In 1916, he became Managing Director of Austro-Daimler.

In 1921 he designed his first small car, which, appearing under the name of Sasch, won its class in the 1922 Targa Florio, a gruelling road-race in Italy. In 1923 Porsche left Austro-Daimler and joined the Daimler Company in Untertürk-heim, near Stuttgart, Germany. In 1929 he joined the firm of Steyr in Austria as a director and chief engineer, and in 1930 he set up his own independent design office in Stuttgart. In 1932 he visited Russia, and in the same year completed the design calculations for the Auto-Union racing car.

In 1934, with his son Ferry (b. 1909), he prepared a plan for the construction of the German "people's car", a project initiated by Adolf Hitler and his Nazi regime; in June of that year he signed a contract for the design work on the Volkswagen. Racing cars of his design were also successful in 1934: the rear-engined Auto-Union won the German Grand Prix, and another Au to-Union car took the Flying Kilometre speed record at 327 km/h (203.2 mph). In 1935 Daimler-Benz started preproduction on the Volkswagen. The first trials of the cars took place in the autumn of 1936, and the following year thirty experimental cars were built by Daimler-Benz. In that year, Porsche visited the United States, where he met Henry Ford; in October an Auto-Union took the Flying Five Kilometre record at 404.3 km/h (251.2 mph). On 26 May 1938, the foundation stone of the Volkswagen factory was laid in Wolfsburg, near Braunschweig, Germany.

In October 1945 Ferdinand Porsche was arrested by a unit of the United States Army and taken to Hessen; the French army removed him to Baden-Baden, then to Paris and later to Dijon. During this time he was consulted by Renault engineers regarding the design of their 4CV and designed a diesel-engined tractor. He was finally released on 5 August 1947. His last major work before his death was the approval of the design for the Cisitalia Grand Prix car.

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SUBJECT AREA: Automotive engineering, Steam and internal combustion engines

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Simms was born of English parents in Hamburg. He met Gottlieb Daimler at an exhibition in Bremen in 1890, where he had gone to exhibit an aerial cableway that he had designed to provide passenger transport over rivers and valleys; in the previous year, he had invented and patented an automatic railway ticket machine, the principle of which is still in use worldwide. He obtained a licence to develop the Daimler engine throughout the British Empire (excluding Canada). He had great trouble in arranging any demonstration of the Daimler engine as authorities were afraid of the risk of fire and explosion with petroleum spirit, particularly at indoor venues. He succeeded eventually in operating a boat with an internal combustion engine between Charing Cross and Westminster piers on the River Thames in 1891. He then rented space under a railway arch at Putney Bridge station for installing Daimler engines in boats. With Sir David Salomans he was responsible for organizing the first motor show in Britain in 1895; four cars were on show. Simms became a director of the main Daimler company, and was a consultant to the Coventry Daimler Company. He was the founder of the Automobile Club of Great Britain and Ireland, a forerunner of the Royal Automobile Club (RAC), as well as the Society of Motor Manufacturers and Traders.

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SUBJECT AREA: Automotive engineering, Steam and internal combustion engines

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Robert was the eighth of twelve children of the landlord of a hotel in the village of Albeck. He wanted to be a botanist and zoologist, but at the age of 18 he was apprenticed as a precision mechanic. He travelled widely in the south of Germany, which is unusual for an apprenticeship. In 1884, he went to the USA, where he found employment with Thomas A. Edison and his colleague, the German electrical engineer Siegmund Bergmann. During this period he became interested and involved in the rights of workers.

In 1886 he set up his own workshop in Stuttgart, having spent a short time with Siemens in England. He built up a sound reputation for quality, but the firm outgrew its capital and in 1892 he had to sack nearly all his employees. Fortunately, among the few that he was able to retain were Arnold Zähringer, who later became Manager, and an apprentice, Gottlieb Harold. These two, under Bosch, were responsible for the development of the low-tension (1897) and the high-tension (1902) magneto. They also developed the Bosch sparking plug, again in 1902. The distributor for multi-cylinder engines followed in 1910. These developments, with a strong automotive bias, were stimulated by Bosch's association with Frederick Simms, an Englishman domiciled in Hamburg, who had become a director of Daimler in Canstatt and had secured the UK patent rights of the Daimler engine. Simms went on to invent, in about 1898, a means of varying ignition timing with low-tension magnetos.

It must be emphasized, as pointed out above, that the invention of neither type of magneto was due to Bosch. Nikolaus Otto introduced a crude low-tension magneto in 1884, but it was not patented in Germany, while the high-tension magneto was invented by Paul Winand, a nephew of Otto's partner Eugen Langen, in 1887, this patent being allowed to lapse in 1890.

Bosch's social views were advanced for his time. He introduced an eight-hour day in 1906 and advocated industrial arbitration and free trade, and in 1932 he wrote a book on the prevention of world economic crises, Die Verhütung künftiger Krisen in der Weltwirtschaft. Other industrialists called him the "Red Bosch" because of his short hours and high wages; he is reputed to have replied, "I do not pay good wages because I have a lot of money, I have a lot of money because I pay good wages." The firm exists to this day as the giant multi-national company Robert Bosch GmbH, with headquarters still in Stuttgart.

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SUBJECT AREA: Automotive engineering, Land transport

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The fourth of eight children of an architect, he spent his childhood in Hove and attended a private preparatory school, from where, aged 14, he went to the Hartley Institution (the forerunner of Southampton University). He was then granted a scholarship to the Royal College of Science, South Kensington, and also studied practical engineering at Finsbury Technical College, London. He worked first for a draughtsman and pseudo-patent agent, and was then appointed Assistant Works Manager of the Forward Gas Engine Company of Birmingham, with sixty men and a salary of £1 per week. He was then aged 21. His younger brother, George, was apprenticed to the same company. In 1889 and 1890 he invented a pendulum governor and an engine starter which earned him royalties. He built a flat-bottomed river craft with a stern paddle-wheel and a vertical single-cylinder engine with a wick carburettor of his own design. From 1892 he performed a number of garden experiments on model gliders relating to problems of lift and drag, which led him to postulate vortices from the wingtips trailing behind, much of his work lying behind the theory of modern aerodynamics. The need to develop a light engine for aircraft led him to car design.

In February 1896 his first experimental car took the road. It had a torsionally rigid chassis, a perfectly balanced and almost noiseless engine, dynamically stable steering, epicyclic gear for low speed and reverse with direct drive for high speed. It turned out to be underpowered and was therefore redesigned. Two years later an 8 hp, two-cylinder flat twin appeared which retained the principle of balancing by reverse rotation, had new Lanchester valve-gear and a new method of ignition based on a magneto generator. For the first time a worm and wheel replaced chain-drive or bevel-gear transmission. Lanchester also designed the machinery to make it. The car was capable of about 18 mph (29 km/h): future cars of his travelled at twice that speed. From 1899 to 1904 cars were produced for sale by the Lanchester Engine Company, which was formed in 1898. The company had to make every component except the tyres. Lanchester gave up the managership but remained as Chief Designer, and he remained in this post until 1914.

In 1907–8 his two-volume treatise Aerial Flight was published; it included consideration of skin friction, boundary-layer theory and the theory of stability. In 1909 he was appointed to the Government's Committee for Aeronautics and also became a consultant to the Daimler Company. At the age of 51 he married Dorothea Cooper. He remained a consultant to Daimler and worked also for Wolseley and Beardmore until 1929 when he started Lanchester Laboratories, working on sound reproduction. He also wrote books on relativity and on the theory of dimensions.

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SUBJECT AREA: Automotive engineering, Steam and internal combustion engines

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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.

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SUBJECT AREA: Automotive engineering, Land transport, Steam and internal combustion engines

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Wankel was first employed at the German Aeronautical Research Establishment, where he worked on rotary valves and valve sealing techniques in the early 1930s and during the Second World War. In 1951 he joined NSU Motorenwerk AG, a motor manufacturer based at Neckarsulm, near Stuttgart, and began work on his rotary engine; the idea for this had first occurred to Wankel as early as 1929. He had completed his first design by 1954, and in 1957 his first prototype was tested. The Wankel engine has a three-pointed rotor, like a prism of an equilateral triangle but with the sides bowed outwards. This rotor is geared to a driveshaft and rotates within a closely fitting and slightly oval-shaped chamber so that, on each revolution, the power stroke is applied to each of the three faces of the rotor as they pass a single spark plug. Two or more rotors may be mounted coaxially, their power strokes being timed sequentially. The engine has only two moving parts, the rotor and the output shaft, making it about a quarter less in weight compared with a conventional piston engine; however, its fuel consumption is high and its exhaust emissions are relatively highly pollutant. The average Wankel engine speed is 5,500 rpm. The first production car to use a Wankel engine was the NSU Ro80, though this was preceded by the experimental NSU Spyder prototype, an open two-seater. The Japanese company Mazda is the only other automobile manufacturer to have fitted a Wankel engine to a production car, although licences were taken by Alfa Romeo, Peugeot- Citroën, Daimler-Benz, Rolls-Royce, Toyota, Volkswagen-Audi (the company that bought NSU in the mid-1970s) and many others; Daimler-Benz even produced a Mercedes C-111 prototype with a three-rotor Wankel engine. The American aircraft manufacturer Curtiss-Wright carried out research for a Wankel aero-engine which never went into production, but the Austrian company Rotax produced a motorcycle version of the Wankel engine which was fitted by the British motorcycle manufacturer Norton to a number of its models.

While Wankel became director of his own research establishment at Lindau, on Lake Constance in southern Germany, Mazda continued to improve the rotary engine and by the time of Wankel's death the Mazda RX-7 coupé had become a successful, if not high-selling, Wankel -engined sports car.

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1) Авиация: Deutsche Aerospace

2) Военный термин: DaimlerChrysler Aerospace AG, direct air support area, Defense Atomic Support Agency (US)

3) Бухгалтерия: Disabled Adults Social Activities

4) Сокращение: DaimlerChrysler Aerospace, Defence Analytical Services Agency, Defense Atomic Support Agency (USA)

5) Университет: Direct Admission Of Students Abroad

6) Вычислительная техника: Dial Access Stacking Architecture

7) Космонавтика: Daimler-Benz Aerospace (Germany)

8) Океанография: Defense Atomic Support Agency

9) Химическое оружие: Deputy Assistant Secretary of the Army