Перевод: с английского на все языки

со всех языков на английский

School of Electrical & Mechanical Engineering

  • 1 SEME

    Универсальный англо-русский словарь > SEME

  • 2 seme

    Универсальный англо-русский словарь > seme

  • 3 Kapp, Gisbert Johann Eduard Karl

    SUBJECT AREA: Electricity
    [br]
    b. 2 September 1852 Mauer, Vienna, Austria
    d. 10 August 1922 Birmingham, England
    [br]
    Austrian (naturalized British in 1881) engineer and a pioneer of dynamo design, being particularly associated with the concept of the magnetic circuit.
    [br]
    Kapp entered the Polytechnic School in Zurich in 1869 and gained a mechanical engineering diploma. He became a member of the engineering staff at the Vienna International Exhibition of 1873, and then spent some time in the Austrian navy before entering the service of Gwynne \& Co. of London, where he designed centrifugal pumps and gas exhausters. Kapp resolved to become an electrical engineer after a visit to the Paris Electrical Exhibition of 1881 and in the following year was appointed Manager of the Crompton Co. works at Chelmsford. There he developed and patented the dynamo with compound field winding. Also at that time, with Crompton, he patented electrical measuring instruments with over-saturated electromagnets. He became a naturalized British subject in 1881.
    In 1886 Kapp's most influential paper was published. This described his concept of the magnetic circuit, providing for the first time a sound theoretical basis for dynamo design. The theory was also developed independently by J. Hopkinson. After commencing practice as a consulting engineer in 1884 he carried out design work on dynamos and also electricity-supply and -traction schemes in Germany, Italy, Norway, Russia and Switzerland. From 1891 to 1894 much of his time was spent designing a new generating station in Bristol, officially as Assistant to W.H. Preece. There followed an appointment in Germany as General Secretary of the Verband Deutscher Electrotechniker. For some years he edited the Electrotechnische Zeitschrift and was also a part-time lecturer at the Charlottenberg Technical High School in Berlin. In 1904 Kapp was invited to accept the new Chair of Electrical Engineering at the University of Birmingham, which he occupied until 1919. He was the author of several books on electrical machine and transformer design.
    [br]
    Principal Honours and Distinctions
    Institution of Civil Engineers Telford Medal 1886 and 1888. President, Institution of Electrical Engineers 1909.
    Bibliography
    10 October 1882, with R.E.B.Crompton, British patent no. 4,810; (the compound wound dynamo).
    1886, "Modern continuous current dynamo electric machines and their engines", Proceedings of the Institution of Civil Engineers 83: 123–54.
    Further Reading
    D.G.Tucker, 1989, "A new archive of Gisbert Kapp papers", Proceedings of the Meeting on History of Electrical Engineering, IEE 4/1–4/11 (a transcript of an autobiography for his family).
    D.G.Tucker, 1973, Gisbert Kapp 1852–1922, Birmingham: Birmingham University (includes a bibliography of his most important publications).
    GW

    Biographical history of technology > Kapp, Gisbert Johann Eduard Karl

  • 4 Williamson, David Theodore Nelson

    [br]
    b. 15 February 1923 Edinburgh, Scotland
    d. 1992 Italy
    [br]
    Scottish engineer, inventor of the Williamson Amplifier and computer-controlled machine tools.
    [br]
    D.T.N.Williamson was educated at George Heriot's School, Edinburgh, and studied mechanical engineering at the University of Edinburgh and electrical engineering at Heriot-Watt College (now Heriot-Watt University), Edinburgh. He joined the MO Valve Company in London in 1943 and worked in his spare time on improving the sound reproduction for gramophones, and in 1946 invented the "Williamson Amplifier".
    That same year Williamson returned to Edinburgh as a development engineer with Ferranti Ltd, where he was employed in developing computer-controlled machining systems. In 1961 he was appointed Director of Research and Development at Molins Ltd, where he continued work on computer-controlled machine tools. He invented the Molins System 24, which employed a number of machine tools, all under computer control, and is generally acknowledged as a significant step in the development of manufacturing systems. In 1974 he joined Rank Xerox and became Director of Research before taking early retirement to live in Italy. Between 1954 and 1979 he served on numerous committees relating to computer-aided design, manufacturing technology and mechanical engineering in general.
    [br]
    Principal Honours and Distinctions
    FRS 1968.
    Bibliography
    Williamson was author of several papers and articles, and contributed to the Electronic
    Engineers' Reference Book (1959), Progress in Automation (1960) and the Numerical Control Handbook (1968).
    RTS

    Biographical history of technology > Williamson, David Theodore Nelson

  • 5 Hounsfield, Sir Godfrey Newbold

    SUBJECT AREA: Medical technology
    [br]
    b. 28 August 1919 Newark, Nottinghamshire, England
    [br]
    English scientist, inventor and developer of computer-assisted tomography (CAT) scanning technique of radiographic examination.
    [br]
    After an education in Newark and London in radiocommunications and radar, Hounsfield volunteered and served in the RAF during 1939–45. He was a lecturer at Cranwell Radar School from c.1942 to 1945. From 1947 to 1951 he undertook further study in electrical and mechanical engineering, and in 1951 he joined Electrical and Musical Instruments (EMI) Ltd, where he led the design team for the first British all-transistor computer (EMIDEC, 1959). In 1969–72 he invented and developed the EMI computerized transverse axial tomography scanner system of X-ray examination; this, while applicable to other areas of the body, particularly permitted the elimination of difficulties presented since the earliest days of X-ray examination in the examination of the cranial contents.
    [br]
    Principal Honours and Distinctions
    Knighted 1981. CBE 1976. FRS 1975. Nobel Prize for Medicine or Physiology (jointly with A.M.Cormack) 1979.
    Bibliography
    1973, "Computerized transverse axial scanning (Tomography)", British Journal of Radiology, American Journal of Roentgenology.
    MG

    Biographical history of technology > Hounsfield, Sir Godfrey Newbold

  • 6 Kennedy, Sir Alexander Blackie William

    SUBJECT AREA: Ports and shipping
    [br]
    b. 17 March 1847 Stepney, London, England d. 1928
    [br]
    English marine engineer and educator.
    [br]
    Sir Alexander Kennedy was trained as a marine engineer. The son of a Congregational minister, he was educated at the City of London School and the School of Mines, Jermyn Street. He was then apprenticed to J. \& W.Dudgeon of Millwall, marine engineers, and went on to become a draughtsman to Sir Charles Marsh Palmer of Jarrow (with whom he took part in the development of the compound steam-engine for marine use) and T.M.Tennant \& Co. of Leith. In 1874 he was appointed Professor of Engineering at University College, London. He built up an influential School of Engineering, being the first in England to integrate laboratory work as a regular feature of instruction. The engineering laboratory that he established in 1878 has been described as "the first of its kind in England" (Proceedings of the Institution of Civil Engineers). He and his students conducted important experiments on the strength and elasticity of materials, boiler testing and related subjects. He followed the teaching of Franz Reuleaux, whose Kinematics of Machinery he translated from the German.
    While thus breaking new educational ground at University College, Kennedy concurrently established a very thriving private practice as a consulting engineer in partnership with Bernard Maxwell Jenkin (the son of Fleeming Jenkin), to pursue which he relinquished his academic posts in 1889. He planned and installed the whole electricity system for the Westminster Electric Supply Corporation, and other electricity companies. He was also heavily involved in the development of electrically powered transport systems. During the First World War he served on a panel of the Munitions Invention Department, and after the war he undertook to record photographically the scenes of desolation in his book From Ypres to Verdun (1921). Towards the end of his life, he pursued his interest in archaeology with the exploration of Petra, recorded in a monograph: Petra. Its History and Monuments (1925). He also joined the Institution of Mechanical Engineers in 1879, becoming the President of that body in 1894, and he joined the Institution of Electrical Engineers in 1890. Kennedy was thus something of an engineering polymath, as well as being an outstanding engineering educationalist.
    [br]
    Principal Honours and Distinctions
    FRS 1887. Knighted 1905. Member, Institution of Civil Engineers 1879; President, 1906. President, Institution of Mechanical Engineers 1894.
    Bibliography
    1921, From Ypresto Verdum.
    1925, Petra. Its History and Monuments.
    Further Reading
    DNB supplement.
    AB

    Biographical history of technology > Kennedy, Sir Alexander Blackie William

  • 7 Herbert, Edward Geisler

    [br]
    b. 23 March 1869 Dedham, near Colchester, Essex, England
    d. 9 February 1938 West Didsbury, Manchester, England
    [br]
    English engineer, inventor of the Rapidor saw and the Pendulum Hardness Tester, and pioneer of cutting tool research.
    [br]
    Edward Geisler Herbert was educated at Nottingham High School in 1876–87, and at University College, London, in 1887–90, graduating with a BSc in Physics in 1889 and remaining for a further year to take an engineering course. He began his career as a premium apprentice at the Nottingham works of Messrs James Hill \& Co, manufacturers of lace machinery. In 1892 he became a partner with Charles Richardson in the firm of Richardson \& Herbert, electrical engineers in Manchester, and when this partnership was dissolved in 1895 he carried on the business in his own name and began to produce machine tools. He remained as Managing Director of this firm, reconstituted in 1902 as a limited liability company styled Edward G.Herbert Ltd, until his retirement in 1928. He was joined by Charles Fletcher (1868–1930), who as joint Managing Director contributed greatly to the commercial success of the firm, which specialized in the manufacture of small machine tools and testing machinery.
    Around 1900 Herbert had discovered that hacksaw machines cut very much quicker when only a few teeth are in operation, and in 1902 he patented a machine which utilized this concept by automatically changing the angle of incidence of the blade as cutting proceeded. These saws were commercially successful, but by 1912, when his original patents were approaching expiry, Herbert and Fletcher began to develop improved methods of applying the rapid-saw concept. From this work the well-known Rapidor and Manchester saws emerged soon after the First World War. A file-testing machine invented by Herbert before the war made an autographic record of the life and performance of the file and brought him into close contact with the file and tool steel manufacturers of Sheffield. A tool-steel testing machine, working like a lathe, was introduced when high-speed steel had just come into general use, and Herbert became a prominent member of the Cutting Tools Research Committee of the Institution of Mechanical Engineers in 1919, carrying out many investigations for that body and compiling four of its Reports published between 1927 and 1933. He was the first to conceive the idea of the "tool-work" thermocouple which allowed cutting tool temperatures to be accurately measured. For this advance he was awarded the Thomas Hawksley Gold Medal of the Institution in 1926.
    His best-known invention was the Pendulum Hardness Tester, introduced in 1923. This used a spherical indentor, which was rolled over, rather than being pushed into, the surface being examined, by a small, heavy, inverted pendulum. The period of oscillation of this pendulum provided a sensitive measurement of the specimen's hardness. Following this work Herbert introduced his "Cloudburst" surface hardening process, in which hardened steel engineering components were bombarded by steel balls moving at random in all directions at very high velocities like gaseous molecules. This treatment superhardened the surface of the components, improved their resistance to abrasion, and revealed any surface defects. After bombardment the hardness of the superficially hardened layers increased slowly and spontaneously by a room-temperature ageing process. After his retirement in 1928 Herbert devoted himself to a detailed study of the influence of intense magnetic fields on the hardening of steels.
    Herbert was a member of several learned societies, including the Manchester Association of Engineers, the Institute of Metals, the American Society of Mechanical Engineers and the Institution of Mechanical Engineers. He retained a seat on the Board of his company from his retirement until the end of his life.
    [br]
    Principal Honours and Distinctions
    Manchester Association of Engineers Butterworth Gold Medal 1923. Institution of Mechanical Engineers Thomas Hawksley Gold Medal 1926.
    Bibliography
    E.G.Herbert obtained several British and American patents and was the author of many papers, which are listed in T.M.Herbert (ed.), 1939, "The inventions of Edward Geisler Herbert: an autobiographical note", Proceedings of the Institution of Mechanical Engineers 141: 59–67.
    ASD / RTS

    Biographical history of technology > Herbert, Edward Geisler

  • 8 Sperry, Elmer Ambrose

    [br]
    b. 21 October 1860 Cincinnatus, Cortland County, New York, USA
    d. 16 June 1930 Brooklyn, New York, USA
    [br]
    American entrepreneur who invented the gyrocompass.
    [br]
    Sperry was born into a farming community in Cortland County. He received a rudimentary education at the local school, but an interest in mechanical devices was aroused by the agricultural machinery he saw around him. His attendance at the Normal School in Cortland provided a useful theoretical background to his practical knowledge. He emerged in 1880 with an urge to pursue invention in electrical engineering, then a new and growing branch of technology. Within two years he was able to patent and demonstrate his arc lighting system, complete with its own generator, incorporating new methods of regulating its output. The Sperry Electric Light, Motor and Car Brake Company was set up to make and market the system, but it was difficult to keep pace with electric-lighting developments such as the incandescent lamp and alternating current, and the company ceased in 1887 and was replaced by the Sperry Electric Company, which itself was taken over by the General Electric Company.
    In the 1890s Sperry made useful inventions in electric mining machinery and then in electric street-or tramcars, with his patent electric brake and control system. The patents for the brake were important enough to be bought by General Electric. From 1894 to 1900 he was manufacturing electric motor cars of his own design, and in 1900 he set up a laboratory in Washington, where he pursued various electrochemical processes.
    In 1896 he began to work on the practical application of the principle of the gyroscope, where Sperry achieved his most notable inventions, the first of which was the gyrostabilizer for ships. The relatively narrow-hulled steamship rolled badly in heavy seas and in 1904 Ernst Otto Schuck, a German naval engineer, and Louis Brennan in England began experiments to correct this; their work stimulated Sperry to develop his own device. In 1908 he patented the active gyrostabilizer, which acted to correct a ship's roll as soon as it started. Three years later the US Navy agreed to try it on a destroyer, the USS Worden. The successful trials of the following year led to widespread adoption. Meanwhile, in 1910, Sperry set up the Sperry Gyroscope Company to extend the application to commercial shipping.
    At the same time, Sperry was working to apply the gyroscope principle to the ship's compass. The magnetic compass had worked well in wooden ships, but iron hulls and electrical machinery confused it. The great powers' race to build up their navies instigated an urgent search for a solution. In Germany, Anschütz-Kämpfe (1872–1931) in 1903 tested a form of gyrocompass and was encouraged by the authorities to demonstrate the device on the German flagship, the Deutschland. Its success led Sperry to develop his own version: fortunately for him, the US Navy preferred a home-grown product to a German one and gave Sperry all the backing he needed. A successful trial on a destroyer led to widespread acceptance in the US Navy, and Sperry was soon receiving orders from the British Admiralty and the Russian Navy.
    In the rapidly developing field of aeronautics, automatic stabilization was becoming an urgent need. In 1912 Sperry began work on a gyrostabilizer for aircraft. Two years later he was able to stage a spectacular demonstration of such a device at an air show near Paris.
    Sperry continued research, development and promotion in military and aviation technology almost to the last. In 1926 he sold the Sperry Gyroscope Company to enable him to devote more time to invention.
    [br]
    Principal Honours and Distinctions
    John Fritz Medal 1927. President, American Society of Mechanical Engineers 1928.
    Bibliography
    Sperry filed over 400 patents, of which two can be singled out: 1908. US patent no. 434,048 (ship gyroscope); 1909. US patent no. 519,533 (ship gyrocompass set).
    Further Reading
    T.P.Hughes, 1971, Elmer Sperry, Inventor and Engineer, Baltimore: Johns Hopkins University Press (a full and well-documented biography, with lists of his patents and published writings).
    LRD

    Biographical history of technology > Sperry, Elmer Ambrose

  • 9 Williams, Sir Frederic Calland

    [br]
    b. 26 June 1911 Stockport, Cheshire, England
    d. 11 August 1977 Prestbury, Cheshire, England
    [br]
    English electrical engineer who invented the Williams storage cathode ray tube, which was extensively used worldwide as a data memory in the first digital computers.
    [br]
    Following education at Stockport Grammar School, Williams entered Manchester University in 1929, gaining his BSc in 1932 and MSc in 1933. After a short time as a college apprentice with Metropolitan Vickers, he went to Magdalen College, Oxford, to study for a DPhil, which he was awarded in 1936. He returned to Manchester University that year as an assistant lecturer, gaining his DSc in 1939. Following the outbreak of the Second World War he worked for the Scientific Civil Service, initially at the Bawdsey Research Station and then at the Telecommunications Research Establishment at Malvern, Worcestershire. There he was involved in research on non-incandescent amplifiers and diode rectifiers and the development of the first practical radar system capable of identifying friendly aircraft. Later in the war, he devised an automatic radar system suitable for use by fighter aircraft.
    After the war he resumed his academic career at Manchester, becoming Professor of Electrical Engineering and Director of the University Electrotechnical Laboratory in 1946. In the same year he succeeded in developing a data-memory device based on the cathode ray tube, in which the information was stored and read by electron-beam scanning of a charge-retaining target. The Williams storage tube, as it became known, not only found obvious later use as a means of storing single-frame, still television images but proved to be a vital component of the pioneering Manchester University MkI digital computer. Because it enabled both data and program instructions to be stored in the computer, it was soon used worldwide in the development of the early stored-program computers.
    [br]
    Principal Honours and Distinctions
    Knighted 1976. OBE 1945. CBE 1961. FRS 1950. Hon. DSc Durham 1964, Sussex 1971, Wales 1971. First Royal Society of Arts Benjamin Franklin Medal 1957. City of Philadelphia John Scott Award 1960. Royal Society Hughes Medal 1963. Institution of Electrical Engineers Faraday Medal 1972. Institute of Electrical and Electronics Engineers Pioneer Award 1973.
    Bibliography
    Williams contributed papers to many scientific journals, including Proceedings of the Royal Society, Proceedings of the Cambridge Philosophical Society, Journal of the Institution of Electrical Engineers, Proceedings of the Institution of Mechanical Engineers, Wireless Engineer, Post Office Electrical Engineers' Journal. Note especially: 1948, with J.Kilburn, "Electronic digital computers", Nature 162:487; 1949, with J.Kilburn, "A storage system for use with binary digital computing machines", Proceedings of the Institution of Electrical Engineers 96:81; 1975, "Early computers at Manchester University", Radio \& Electronic Engineer 45:327. Williams also collaborated in the writing of vols 19 and 20 of the MIT Radiation
    Laboratory Series.
    Further Reading
    B.Randell, 1973, The Origins of Digital Computers, Berlin: Springer-Verlag. M.R.Williams, 1985, A History of Computing Technology, London: Prentice-Hall. See also: Stibitz, George R.; Strachey, Christopher.
    KF

    Biographical history of technology > Williams, Sir Frederic Calland

  • 10 Izod, Edwin Gilbert

    SUBJECT AREA: Metallurgy
    [br]
    b. 17 July 1876 Portsmouth, England
    d. 2 October 1946 England
    [br]
    English engineer who devised the notched-bar impact test named after him.
    [br]
    After a general education at Vickery's School at Southsea, Izod (who pronounced his name Izzod, not Izod) started his career as a premium apprentice at the works of Maudslay, Sons and Field at Lambeth in January 1893. When in 1995 he was engaged in the installation of machinery in HMS Renown at Pembroke, he gained some notoriety for his temerity in ordering Rear Admiral J.A.Fisher, who had no pass, out of the main engine room. He subsequently worked at Portsmouth Dockyard where the battleships Caesar and Gladiator were being engined by Maudslay's. From 1898 to 1900 Izod worked as a Demonstrator in the laboratories of University College London, and he was then engaged by Captain H. Riall Sankey as his Personal Assistant at the Rugby works of Willans and Robinson. Soon after going to Rugby, Izod was asked by Sankey to examine a failed gun barrel and try to ascertain why it burst in testing. Conventional mechanical testing did not reveal any significant differences in the properties of good and bad material. Izod found, however, that, when specimens from the burst barrel were notched, gripped in a vice, and then struck with a hammer they broke in a brittle manner, whereas sounder material merely bent plastically. From these findings his well-known notched-bar impact test emerged. His address to the British Association in September 1903 described the test and his testing machine, and was subsequently published in Engineering. Izod never claimed any priority for this method of test, and generously acknowledged his predecessors in this field, Swedenborg, Fremont, Arnold and Bent Russell. The Izod Test was rapidly adopted by the English-speaking world, although Izod himself, being a busy man, did little to publicize his work, which was introduced to the engineering world largely through the efforts of Captain Sankey. Izod became Assistant Managing Director at Willans, and in 1910 was appointed Chief Consulting Mechanical and Electrical Engineer to the Central Mining Corporation at Johannesburg. He became Managing Director of the Rand Mines in 1918, and returned to the UK in 1927 to become the Managing Director of Weymann Motor Bodies Ltd of Addlestone. As Chairman of this company he extended its activitiesconsiderably.
    [br]
    Principal Honours and Distinctions
    MBE. Member of the Iron and Steel Institute.
    Further Reading
    1903, "Testing brittleness of steel", Engineering (25 September): 431–2.
    ASD

    Biographical history of technology > Izod, Edwin Gilbert

  • 11 Sopwith, Sir Thomas (Tommy) Octave Murdoch

    SUBJECT AREA: Aerospace
    [br]
    b. 18 January 1888 London, England
    d. 27 January 1989 Stockbridge, Hampshire, England
    [br]
    English aeronautical engineer and industrialist.
    [br]
    Son of a successful mining engineer, Sopwith did not shine at school and, having been turned down by the Royal Navy as a result, attended an engineering college. His first interest was motor cars and, while still in his teens, he set up a business in London with a friend in order to sell them; he also took part in races and rallies.
    Sopwith's interest in aviation came initially through ballooning, and in 1906 he purchased his own balloon. Four years later, inspired by the recent flights across the Channel to France and after a joy-ride at Brooklands, he bought an Avis monoplane, followed by a larger biplane, and taught himself to fly. He was awarded the Royal Aero Society's Aviator Certificate No. 31 on 21 November 1910, and he quickly distinguished himself in flying competitions on both sides of the Atlantic and started his own flying school. In his races he was ably supported by his friend Fred Sigrist, a former motor engineer. Among the people Sopwith taught to fly were an Australian, Harry Hawker, and Major Hugh Trenchard, who later became the "father" of the RAF.
    In 1912, depressed by the poor quality of the aircraft on trial for the British Army, Sopwith, in conjunction with Hawker and Sigrist, bought a skating rink in Kingston-upon-Thames and, assisted by Fred Sigrist, started to design and build his first aircraft, the Sopwith Hybrid. He sold this to the Royal Navy in 1913, and the following year his aviation manufacturing company became the Sopwith Aviation Company Ltd. That year a seaplane version of his Sopwith Tabloid won the Schneider Trophy in the second running of this speed competition. During 1914–18, Sopwith concentrated on producing fighters (or "scouts" as they were then called), with the Pup, the Camel, the 1½ Strutter, the Snipe and the Sopwith Triplane proving among the best in the war. He also pioneered several ideas to make flying easier for the pilot, and in 1915 he patented his adjustable tailplane and his 1 ½ Strutter was the first aircraft to be fitted with air brakes. During the four years of the First World War, Sopwith Aviation designed thirty-two different aircraft types and produced over 16,000 aircraft.
    The end of the First World War brought recession to the aircraft industry and in 1920 Sopwith, like many others, put his company into receivership; none the less, he immediately launched a new, smaller company with Hawker, Sigrist and V.W.Eyre, which they called the H.G. Hawker Engineering Company Ltd to avoid any confusion with the former company. He began by producing cars and motor cycles under licence, but was determined to resume aircraft production. He suffered an early blow with the death of Hawker in an air crash in 1921, but soon began supplying aircraft to the Royal Air Force again. In this he was much helped by taking on a new designer, Sydney Camm, in 1923, and during the next decade they produced a number of military aircraft types, of which the Hart light bomber and the Fury fighter, the first to exceed 200 mph (322 km/h), were the best known. In the mid-1930s Sopwith began to build a large aviation empire, acquiring first the Gloster Aircraft Company and then, in quick succession, Armstrong-Whitworth, Armstrong-Siddeley Motors Ltd and its aero-engine counterpart, and A.V.Roe, which produced Avro aircraft. Under the umbrella of the Hawker Siddeley Aircraft Company (set up in 1935) these companies produced a series of outstanding aircraft, ranging from the Hawker Hurricane, through the Avro Lancaster to the Gloster Meteor, Britain's first in-service jet aircraft, and the Hawker Typhoon, Tempest and Hunter. When Sopwith retired as Chairman of the Hawker Siddeley Group in 1963 at the age of 75, a prototype jump-jet (the P-1127) was being tested, later to become the Harrier, a for cry from the fragile biplanes of 1910.
    Sopwith also had a passion for yachting and came close to wresting the America's Cup from the USA in 1934 when sailing his yacht Endeavour, which incorporated a number of features years ahead of their time; his greatest regret was that he failed in his attempts to win this famous yachting trophy for Britain. After his retirement as Chairman of the Hawker Siddeley Group, he remained on the Board until 1978. The British aviation industry had been nationalized in April 1977, and Hawker Siddeley's aircraft interests merged with the British Aircraft Corporation to become British Aerospace (BAe). Nevertheless, by then the Group had built up a wide range of companies in the field of mechanical and electrical engineering, and its board conferred on Sopwith the title Founder and Life President.
    [br]
    Principal Honours and Distinctions
    Knighted 1953. CBE 1918.
    Bibliography
    1961, "My first ten years in aviation", Journal of the Royal Aeronautical Society (April) (a very informative and amusing paper).
    Further Reading
    A.Bramson, 1990, Pure Luck: The Authorized Biography of Sir Thomas Sopwith, 1888– 1989, Wellingborough: Patrick Stephens.
    B.Robertson, 1970, Sopwith. The Man and His Aircraft, London (a detailed publication giving plans of all the Sopwith aircraft).
    CM / JDS

    Biographical history of technology > Sopwith, Sir Thomas (Tommy) Octave Murdoch

  • 12 Baumann, Karl

    [br]
    b. 18 April 1884 Switzerland
    d. 14 July 1971 Ilkley, Yorkshire
    [br]
    Swiss/British mechanical engineer, designer and developer of steam and gas turbine plant.
    [br]
    After leaving school in 1902, he went to the Ecole Polytechnique, Zurich, leaving in 1906 with an engineering diploma. He then spent a year with Professor A.Stodola, working on steam engines, turbines and internal combustion engines. He also conducted research in the strength of materials. After this, he spent two years as Research and Design Engineer at the Nuremberg works of Maschinenfabrik Augsburg-Nürnberg. He came to England in 1909 to join the British Westinghouse Co. Ltd in Manchester, and by 1912 was Chief Engineer of the Engine Department of that firm. The firm later became the Metropolitan-Vickers Electrical Co. Ltd (MV), and Baumann rose from Chief Mechanical Engineer through to, by 1929, Special Director and Member of the Executive Management Board; he remained a director until his retirement in 1949.
    For much of his career, Baumann was in the forefront of power station steam-cycle development, pioneering increased turbine entry pressures and temperatures, in 1916 introducing multi-stage regenerative feed-water heating and the Baumann turbine multi-exhaust. His 105 MW set for Battersea "A" station (1933) was for many years the largest single-axis unit in Europe. From 1938 on, he and his team were responsible for the first axial-flow aircraft propulsion gas turbines to fly in England, and jet engines in the 1990s owe much to the "Beryl" and "Sapphire" engines produced by MV. In particular, the design of the compressor for the Sapphire engine later became the basis for Rolls-Royce units, after an exchange of information between that company and Armstrong-Siddeley, who had previously taken over the aircraft engine work of MV.Further, the Beryl engine formed the basis of "Gatric", the first marine gas turbine propulsion engine.
    Baumann was elected to full membership for the Institution of Mechanical Engineers in 1929 and a year later was awarded the Thomas Hawksley Gold Medal by that body, followed by their James Clayton Prize in 1948: in the same year he became the thirty-fifth Thomas Hawksley lecturer. Many of his ideas and introductions have stood the test of time, being based on his deep and wide understanding of fundamentals.
    JB

    Biographical history of technology > Baumann, Karl

  • 13 Parsons, Sir Charles Algernon

    [br]
    b. 13 June 1854 London, England
    d. 11 February 1931 on board Duchess of Richmond, Kingston, Jamaica
    [br]
    English eingineer, inventor of the steam turbine and developer of the high-speed electric generator.
    [br]
    The youngest son of the Earl of Rosse, he came from a family well known in scientific circles, the six boys growing up in an intellectual atmosphere at Birr Castle, the ancestral home in Ireland, where a forge and large workshop were available to them. Charles, like his brothers, did not go to school but was educated by private tutors of the character of Sir Robert Ball, this type of education being interspersed with overseas holiday trips to France, Holland, Belgium and Spain in the family yacht. In 1871, at the age of 17, he went to Trinity College, Dublin, and after two years he went on to St John's College, Cambridge. This was before the Engineering School had opened, and Parsons studied mechanics and mathematics.
    In 1877 he was apprenticed to W.G.Armstrong \& Co. of Elswick, where he stayed for four years, developing an epicycloidal engine that he had designed while at Cambridge. He then moved to Kitson \& Co. of Leeds, where he went half shares in a small experimental shop working on rocket propulsion for torpedoes.
    In 1887 he married Katherine Bethell, who contracted rheumatic fever from early-morning outdoor vigils with her husband to watch his torpedo experiments while on their honeymoon! He then moved to a partnership in Clarke, Chapman \& Co. at Gateshead. There he joined the electrical department, initially working on the development of a small, steam-driven marine lighting set. This involved the development of either a low-speed dynamo, for direct coupling to a reciprocating engine, or a high-speed engine, and it was this requirement that started Parsons on the track of the steam turbine. This entailed many problems such as the running of shafts at speeds of up to 40,000 rpm and the design of a DC generator for 18,000 rpm. He took out patents for both the turbine and the generator on 23 April 1884. In 1888 he dissolved his partnership with Clarke, Chapman \& Co. to set up his own firm in Newcastle, leaving his patents with the company's owners. This denied him the use of the axial-flow turbine, so Parsons then designed a radial-flow layout; he later bought back his patents from Clarke, Chapman \& Co. His original patent had included the use of the steam turbine as a means of marine propulsion, and Parsons now set about realizing this possibility. He experimented with 2 ft (61 cm) and 6 ft (183 cm) long models, towed with a fishing line or, later, driven by a twisted rubber cord, through a single-reduction set of spiral gearing.
    The first trials of the Turbinia took place in 1894 but were disappointing due to cavitation, a little-understood phenomenon at the time. He used an axial-flow turbine of 2,000 shp running at 2,000 rpm. His work resulted in a far greater understanding of the phenomenon of cavitation than had hitherto existed. Land turbines of up to 350 kW (470 hp) had meanwhile been built. Experiments with the Turbinia culminated in a demonstration which took place at the great Naval Review of 1897 at Spithead, held to celebrate Queen Victoria's Diamond Jubilee. Here, the little Turbinia darted in and out of the lines of heavy warships and destroyers, attaining the unheard of speed of 34.5 knots. The following year the Admiralty placed their first order for a turbine-driven ship, and passenger vessels started operation soon after, the first in 1901. By 1906 the Admiralty had moved over to use turbines exclusively. These early turbines had almost all been direct-coupled to the ship's propeller shaft. For optimum performance of both turbine and propeller, Parsons realized that some form of reduction gearing was necessary, which would have to be extremely accurate because of the speeds involved. Parsons's Creep Mechanism of 1912 ensured that any errors in the master wheel would be distributed evenly around the wheel being cut.
    Parsons was also involved in optical work and had a controlling interest in the firm of Ross Ltd of London and, later, in Sir Howard Grubb \& Sons. He he was an enlightened employer, originating share schemes and other benefits for his employees.
    [br]
    Principal Honours and Distinctions
    Knighted. Order of Merit 1927.
    Further Reading
    A.T.Bowden, 1966, "Charles Parsons: Purveyor of power", in E.G.Semler (ed.), The Great Masters. Engineering Heritage, Vol. II, London: Institution of Mechanical Engineers/Heinemann.
    IMcN

    Biographical history of technology > Parsons, Sir Charles Algernon

  • 14 Reason, Richard Edmund

    [br]
    b. 21 December 1903 Exeter, Devon, England
    d. 20 March 1987 Great Bowden, Leicestershire, England
    [br]
    English metrologist who developed instruments for measuring machined-surface roughness.
    [br]
    Richard Edmund Reason was educated at Tonbridge School and the Royal College of Science (Imperial College), where he studied under Professor A.F.C.Pollard, Professor of Technical Optics. After graduating in 1925 he joined Taylor, Taylor and Hobson Ltd, Leicester, manufacturers of optical, electrical and scientific instruments, and remained with that firm throughout his career. One of his first contributions was in the development, with E.F.Fincham, of the Fincham Coincidence Optometer. At this time the firm, under William Taylor, was mainly concerned with optical instruments and lens manufacture, but in the 1930s Reason was also engaged in developing means for measuring the roughness of machined surfaces. The need for establishing standards and methods of measurement of surface finish was called for when the subcontracting of aero-engine components became necessary during the Second World War. This led to the development by Reason of an instrument in which a stylus was moved across the surface and the profile recorded electronically. This was called the Talysurf and was first produced in 1941. Further development followed, and from 1947 Reason tackled the problem of measuring roundness, producing the first Talyrond machine in 1949. The technology developed for these instruments was used in the production of others such as the Talymin Comparator and the Talyvel electronic level. Reason was also associated with the development of optical projection systems to measure the profile of parts such as gear teeth, screw threads and turbine blades. He retired in 1968 but continued as a consultant to the company. He served for many years on committees of the British Standards Institution on surface metrology and was a representative of Britain at the International Standards Organization.
    [br]
    Principal Honours and Distinctions
    OBE 1967. FRS 1971. Honorary DSc University of Birmingham 1969. Honorary DSc Leicester University 1971.
    Further Reading
    D.J.Whitehouse, 1990, Biographical Memoirs of Fellows of the Royal Society 36, London, pp. 437–62 (an illustrated obituary notice listing Reason's eighty-nine British patents, published between 1930 and 1972, and his twenty-one publications, dating from 1937 to 1966).
    K.J.Hume, 1980, A History of Engineering Metrology, London, 113–21 (contains a shorter account of Reason's work).
    RTS

    Biographical history of technology > Reason, Richard Edmund

См. также в других словарях:

  • Electrical and Mechanical Engineering Branch — Infobox Military Unit unit name=Electrical and Mechanical Engineering Branch caption= dates=15 May 1944 present country=Canada allegiance= branch= type=Canadian Forces personnel branch role= size= command structure= current commander= garrison=… …   Wikipedia

  • College of Electrical and Mechanical Engineering — (EME) Established 1957 Type Military Rector Lieutenant General Muhammad Asghar, PA …   Wikipedia

  • NUST School of Electrical Engineering and Computer Science — NUST School of Electrical Engineering and Computer Science(NUST SEECS) Motto: A Center of Excellence for Quality Education and Research Established April 1999 …   Wikipedia

  • Defence College of Electro-Mechanical Engineering — The Defence College of Electro Mechanical Engineering (DCEME) was formed on 1 April 2004 as one of five Defence Training Establishments (DTEs) introduced to deliver coherent and cost effective training across the United Kingdom Ministry of… …   Wikipedia

  • Engineering education — is the activity of teaching knowledge and principles related to the professional practice of engineering. It includes the initial education for becoming an engineer and any advanced education and specialization that follow. Engineering education… …   Wikipedia

  • Electrical engineering — Electrical engineering, sometimes referred to as electrical and electronic engineering, is a field of engineering that deals with the study and application of electricity, electronics and electromagnetism. The field first became an identifiable… …   Wikipedia

  • Mechanical systems drawing — is a type of technical drawing that shows information about heating, ventilating, and air conditioning;[1] it is a powerful tool that helps analyze a complex system.[2] These drawings are often a set of detailed drawings used for construction… …   Wikipedia

  • Engineering Undergraduate Society of the University of British Columbia — Engineering Undergraduate Society (EUS), is the engineering society at the University of British Columbia. It organizes Engineering department events but is perhaps best known for practical jokes (STUdeNT projectS) it has played in the past,… …   Wikipedia

  • Engineering college — Engineering colleges generally refer to institutes of higher education which offer an engineering course at degree (undergraduate) level. The duration of the course is four to five years depending upon the university to which the college is… …   Wikipedia

  • Engineering and the Built Environment (Witwatersrand) — The Faculty of Engineering and the Built Environment is one of the faculties at the University of the Witwatersrand, located in Johannesburg, South Africa. The Dean is Prof. Beatrys M. Lacquet. The Faculty is located in the Chamber of Mines… …   Wikipedia

  • Engineering technician — An engineering technician is a person who has relatively practical understanding of the general theoretical principles of the specific branch of engineering in which they work. [ [http://www.bls.gov/oco/ocos112.htm US Department of Labor job… …   Wikipedia

Поделиться ссылкой на выделенное

Прямая ссылка:
… Нажмите правой клавишей мыши и выберите «Копировать ссылку»