Pumps and

fluid ring compressors and vacuum pumps pl TECH Flüssigkeitsringkompressoren mpl

multi-cell compressors and multi-cell vacuum pumps VERD Vielzellenkompressoren mpl und -Vakuumpumpen fpl

Насосы откачки серы в резервуар

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Pumps and allied equipment...

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The board is used in the building and allied industries.

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The welding heads ( their) associated transformers...

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The basic mining process with the attendant problems of roof support and...

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The book describes detonation processes and related phenomena.

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One overhead crane serves all these mills and their related equipment.

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The discharge pulses are applied when the over-voltage of polarization and its attendant increase in impedance reach a predetermined voltage level.

SUBJECT AREA: Automotive engineering, Mechanical, pneumatic and hydraulic engineering

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Ernest-Sylvain Bollée was the founder of an extensive dynasty of bellfounders based in Le Mans and in Orléans. He and his three sons, Amédée (1844–1917), Ernest-Sylvain fils (1846–1917) and Auguste (1847-?), were involved in work and patents on steam-and petrol-driven cars, on wind engines and on hydraulic rams. The presence of the Bollées' car industry in Le Mans was a factor in the establishment of the car races that are held there.

In 1868 Ernest-Sylvain Bollée père took out a patent for a wind engine, which at that time was well established in America and in England. In both these countries, variable-shuttered as well as fixed-blade wind engines were in production and patented, but the Ernest-Sylvain Bollée patent was for a type of wind engine that had not been seen before and is more akin to the water-driven turbine of the Jonval type, with its basic principle being parallel to the "rotor" and "stator". The wind drives through a fixed ring of blades on to a rotating ring that has a slightly greater number of blades. The blades of the fixed ring are curved in the opposite direction to those on the rotating blades and thus the air is directed onto the latter, causing it to rotate at a considerable speed: this is the "rotor". For greater efficiency a cuff of sheet iron can be attached to the "stator", giving a tunnel effect and driving more air at the "rotor". The head of this wind engine is turned to the wind by means of a wind-driven vane mounted in front of the blades. The wind vane adjusts the wind angle to enable the wind engine to run at a constant speed.

The fact that this wind engine was invented by the owner of a brass foundry, with all the gear trains between the wind vane and the head of the tower being of the highest-quality brass and, therefore, small in scale, lay behind its success. Also, it was of prefabricated construction, so that fixed lengths of cast-iron pillar were delivered, complete with twelve treads of cast-iron staircase fixed to the outside and wrought-iron stays. The drive from the wind engine was taken down the inside of the pillar to pumps at ground level.

Whilst the wind engines were being built for wealthy owners or communes, the work of the foundry continued. The three sons joined the family firm as partners and produced several steam-driven vehicles. These vehicles were the work of Amédée père and were l'Obéissante (1873); the Autobus (1880–3), of which some were built in Berlin under licence; the tram Bollée-Dalifol (1876); and the private car La Mancelle (1878). Another important line, in parallel with the pumping mechanism required for the wind engines, was the development of hydraulic rams, following the Montgolfier patent. In accordance with French practice, the firm was split three ways when Ernest-Sylvain Bollée père died. Amédée père inherited the car side of the business, but it is due to Amédée fils (1867– 1926) that the principal developments in car manufacture came into being. He developed the petrol-driven car after the impetus given by his grandfather, his father and his uncle Ernest-Sylvain fils. In 1887 he designed a four-stroke single-cylinder engine, although he also used engines designed by others such as Peugeot. He produced two luxurious saloon cars before putting Torpilleur on the road in 1898; this car competed in the Tour de France in 1899. Whilst designing other cars, Amédée's son Léon (1870–1913) developed the Voiturette, in 1896, and then began general manufacture of small cars on factory lines. The firm ceased work after a merger with the English firm of Morris in 1926. Auguste inherited the Eolienne or wind-engine side of the business; however, attracted to the artistic life, he sold out to Ernest Lebert in 1898 and settled in the Paris of the Impressionists. Lebert developed the wind-engine business and retained the basic "stator-rotor" form with a conventional lattice tower. He remained in Le Mans, carrying on the business of the manufacture of wind engines, pumps and hydraulic machinery, describing himself as a "Civil Engineer".

The hydraulic-ram business fell to Ernest-Sylvain fils and continued to thrive from a solid base of design and production. The foundry in Le Mans is still there but, more importantly, the bell foundry of Dominique Bollée in Saint-Jean-de-Braye in Orléans is still at work casting bells in the old way.

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SF Crimea

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= Crimea.

Ex. Research centers are concentrated in the south, especially in Crimea, and work focuses mainly on practical applications, such as solar stills, ovens, water pumps, and cooling systems.

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* de Crimea = Crimean.

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Crimea

la guerra de Crimea the Crimean war

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Crimea n

Crimea;

la guerra de Crimea the Crimean war

(n.) = solar still

Ex. Research centers are concentrated in the south, especially in Crimea, and work focuses mainly on practical applications, such as solar stills, ovens, water pumps, and cooling systems.

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water pump

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(n.) = water pump

Ex. Research centers are concentrated in the south, especially in Crimea, and work focuses mainly on practical applications, such as solar stills, ovens, water pumps, and cooling systems.

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SUBJECT AREA: Textiles

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John Kay was the youngest of five sons of a yeoman farmer of Walmersley, near Bury, Lancashire, who died before his birth. John was apprenticed to a reedmaker, and just before he was 21 he married a daughter of John Hall of Bury and carried on his trade in that town until 1733. It is possible that his first patent, taken out in 1730, was connected with this business because it was for an engine that made mohair thread for tailors and twisted and dressed thread; such thread could have been used to bind up the reeds used in looms. He also improved the reeds by making them from metal instead of cane strips so they lasted much longer and could be made to be much finer. His next patent in 1733, was a double one. One part of it was for a batting machine to remove dust from wool by beating it with sticks, but the patent is better known for its description of the flying shuttle. Kay placed boxes to receive the shuttle at either end of the reed or sley. Across the open top of these boxes was a metal rod along which a picking peg could slide and drive the shuttle out across the loom. The pegs at each end were connected by strings to a stick that was held in the right hand of the weaver and which jerked the shuttle out of the box. The shuttle had wheels to make it "fly" across the warp more easily, and ran on a shuttle race to support and guide it. Not only was weaving speeded up, but the weaver could produce broader cloth without any aid from a second person. This invention was later adapted for the power loom. Kay moved to Colchester and entered into partnership with a baymaker named Solomon Smith and a year later was joined by William Carter of Ballingdon, Essex. His shuttle was received with considerable hostility in both Lancashire and Essex, but it was probably more his charge of 15 shillings a year for its use that roused the antagonism. From 1737 he was much involved with lawsuits to try and protect his patent, particularly the part that specified the method of winding the thread onto a fixed bobbin in the shuttle. In 1738 Kay patented a windmill for working pumps and an improved chain pump, but neither of these seems to have been successful. In 1745, with Joseph Stell of Keighley, he patented a narrow fabric loom that could be worked by power; this type may have been employed by Gartside in Manchester soon afterwards. It was probably through failure to protect his patent rights that Kay moved to France, where he arrived penniless in 1747. He went to the Dutch firm of Daniel Scalongne, woollen manufacturers, in Abbeville. The company helped him to apply for a French patent for his shuttle, but Kay wanted the exorbitant sum of £10,000. There was much discussion and eventually Kay set up a workshop in Paris, where he received a pension of 2,500 livres. However, he was to face the same problems as in England with weavers copying his shuttle without permission. In 1754 he produced two machines for making card clothing: one pierced holes in the leather, while the other cut and sharpened the wires. These were later improved by his son, Robert Kay. Kay returned to England briefly, but was back in France in 1758. He was involved with machines to card both cotton and wool and tried again to obtain support from the French Government. He was still involved with developing textile machines in 1779, when he was 75, but he must have died soon afterwards. As an inventor Kay was a genius of the first rank, but he was vain, obstinate and suspicious and was destitute of business qualities.

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SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering, Textiles

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Richard Roberts was the son of a shoemaker and tollkeeper and received only an elementary education at the village school. At the age of 10 his interest in mechanics was stimulated when he was allowed by the Curate, the Revd Griffith Howell, to use his lathe and other tools. As a young man Roberts acquired a considerable local reputation for his mechanical skills, but these were exercised only in his spare time. For many years he worked in the local limestone quarries, until at the age of 20 he obtained employment as a pattern-maker in Staffordshire. In the next few years he worked as a mechanic in Liverpool, Manchester and Salford before moving in 1814 to London, where he obtained employment with Henry Maudslay. In 1816 he set up on his own account in Manchester. He soon established a reputation there for gear-cutting and other general engineering work, especially for the textile industry, and by 1821 he was employing about twelve men. He built machine tools mainly for his own use, including, in 1817, one of the first planing machines.

One of his first inventions was a gas meter, but his first patent was obtained in 1822 for improvements in looms. His most important contribution to textile technology was his invention of the self-acting spinning mule, patented in 1825. The normal fourteen-year term of this patent was extended in 1839 by a further seven years. Between 1826 and 1828 Roberts paid several visits to Alsace, France, arranging cottonspinning machinery for a new factory at Mulhouse. By 1826 he had become a partner in the firm of Sharp Brothers, the company then becoming Sharp, Roberts \& Co. The firm continued to build textile machinery, and in the 1830s it built locomotive engines for the newly created railways and made one experimental steam-carriage for use on roads. The partnership was dissolved in 1843, the Sharps establishing a new works to continue locomotive building while Roberts retained the existing factory, known as the Globe Works, where he soon after took as partners R.G.Dobinson and Benjamin Fothergill (1802–79). This partnership was dissolved c. 1851, and Roberts continued in business on his own for a few years before moving to London as a consulting engineer.

During the 1840s and 1850s Roberts produced many new inventions in a variety of fields, including machine tools, clocks and watches, textile machinery, pumps and ships. One of these was a machine controlled by a punched-card system similar to the Jacquard loom for punching rivet holes in plates. This was used in the construction of the Conway and Menai Straits tubular bridges. Roberts was granted twenty-six patents, many of which, before the Patent Law Amendment Act of 1852, covered more than one invention; there were still other inventions he did not patent. He made his contribution to the discussion which led up to the 1852 Act by publishing, in 1830 and 1833, pamphlets suggesting reform of the Patent Law.

In the early 1820s Roberts helped to establish the Manchester Mechanics' Institute, and in 1823 he was elected a member of the Literary and Philosophical Society of Manchester. He frequently contributed to their proceedings and in 1861 he was made an Honorary Member. He was elected a Member of the Institution of Civil Engineers in 1838. From 1838 to 1843 he served as a councillor of the then-new Municipal Borough of Manchester. In his final years, without the assistance of business partners, Roberts suffered financial difficulties, and at the time of his death a fund for his aid was being raised.

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SUBJECT AREA: Aerospace, Steam and internal combustion engines

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He was the son of Francis Barber, coalmaster of Greasley, and Elizabeth Fletcher. In his will of 1765. his uncle, John Fletcher, left the bulk of his property, including collieries and Stainsby House, Horsley Woodhouse, Derbyshire, to John Barber. Another uncle, Robert, bequeathed him property in the next village, Smalley. It is clear that at this time John Barber was a man of considerable means. On a tablet erected by John in 1767, he acknowledges his debt to his uncle John in the words "in remembrance of the man who trained him up from a youth". At this time John Barber was living at Stainsby House and had already been granted his first patent, in 1766. The contents of this patent, which included a reversible water turbine, and his subsequent patents, suggest that he was very familiar with mining equipment, including the Newcomen engine. It comes as rather a surprise that c.1784 he became bankrupt and had to leave Stainsby House, evidently moving to Attleborough. In a strange twist, a descendent of Mr Sitwell, the new owner, bought the prototype Akroyd Stuart oil engine from the Doncaster Show in 1891.

The second and fifth (final) patents, in 1773 and 1792, were concerned with smelting and the third, in 1776, featured a boiler-mounted impulse steam turbine. The fourth and most important patent, in 1791, describes and engine that could be applied to the "grinding of corn, flints, etc.", "rolling, slitting, forging or battering iron and other metals", "turning of mills for spinning", "turning up coals and other minerals from mines", and "stamping of ores, raising water". Further, and importantly, the directing of the fluid stream into smelting furnaces or at the stern of ships to propel them is mentioned. The engine described comprised two retorts for heating coal or oil to produce an inflammable gas, one to operate while the other was cleansed and recharged. The resultant gas, together with the right amount of air, passed to a beam-operated pump and a water-cooled combustion chamber, and then to a water-cooled nozzle to an impulse gas turbine, which drove the pumps and provided the output. A clear description of the thermodynamic sequence known as the Joule Cycle (Brayton in the USA) is thus given. Further, the method of gas production predates Murdoch's lighting of the Soho foundry by gas.

It seems unlikely that John Barber was able to get his engine to work; indeed, it was well over a hundred years before a continuous combustion chamber was achieved. However, the details of the specification, for example the use of cooling water jackets and injection, suggest that considerable experimentation had taken place.

To be active in the taking out of patents over a period of 26 years is remarkable; that the best came after bankruptcy is more so. There is nothing to suggest that the cost of his experiments was the cause of his financial troubles.

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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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