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1 Absaufen des Motors
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2 Ansprechen des Motors
n <kfz.mot> ■ reaction of the engine -
3 Ilgner, Karl
SUBJECT AREA: Electricity[br]b. 27 July 1862 Neisse, Upper Silesia (now Nysa, Poland)d. 18 January 1921 Berthelsdorf, Silesia[br]German electrical engineer, inventor of a transformer for electromotors.[br]Ilgner graduated from the Gewerbeakademie (the forerunner of the Technical University) in Berlin. As the representative of an electric manufacturing company in Breslau (now Wroclaw, Poland) from 1897, he was confronted with the fact that there were no appropriate drives for hoisting-engines or rolling-plants in steelworks. Two problems prevented the use of high-capacity electric motors in the mining as well as in the iron and steel industry: the reactions of the motors on the circuit at the peak point of stress concentration; and the complicated handling of the control system which raised the risks regarding safety. Having previously been head of the department of electrical power transmission in Hannover, he was concerned with the development of low-speed direct-current motors powered by gas engines.It was Harry Ward Leonard's switchgear for direct-current motors (USA, 1891) that permitted sudden and exact changes in the speed and direction of rotation without causing power loss, as demonstrated in the driving of a rolling sidewalk at the Paris World Fair of 1900. Ilgner connected this switchgear to a large and heavy flywheel which accumulated the kinetic energy from the circuit in order to compensate shock loads. With this combination, electric motors did not need special circuits, which were still weak, because they were working continuously and were regulated individually, so that they could be used for driving hoisting-engines in mines, rolling-plants in steelworks or machinery for producing tools and paper. Ilgner thus made a notable advance in the general progress of electrification.His transformer for hoisting-engines was patented in 1901 and was commercially used inter alia by Siemens \& Halske of Berlin. Their first electrical hoisting-engine for the Zollern II/IV mine in Dortmund gained international reputation at the Düsseldorf exhibition of 1902, and is still preserved in situ in the original machine hall of the mine, which is now a national monument in Germany. Ilgner thereafter worked with several companies to pursue his conception, became a consulting engineer in Vienna and Breslau and had a government post after the First World War in Brussels and Berlin until he retired for health reasons in 1919.[br]Bibliography1901, DRP no. 138, 387 1903, "Der elektrische Antrieb von Reversier-Walzenstraßen", Stahl und Eisen 23:769– 71.Further ReadingW.Kroker, "Karl Ilgner", Neue Deutsche Biographie, Vol. X, pp. 134–5. W.Philippi, 1924, Elektrizität im Bergbau, Leipzig (a general account).K.Warmbold, 1925, "Der Ilgner-Umformer in Förderanlagen", Kohle und Erz 22:1031–36 (a detailed description).WK -
4 Davidson, Robert
[br]b. 18 April 1804 Aberdeen, Scotlandd. 16 November 1894 Aberdeen, Scotland[br]Scottish chemist, pioneer of electric power and builder of the first electric railway locomotives.[br]Davidson, son of an Aberdeen merchant, attended Marischal College, Aberdeen, between 1819 and 1822: his studies included mathematics, mechanics and chemistry. He subsequently joined his father's grocery business, which from time to time received enquiries for yeast: to meet these, Davidson began to manufacture yeast for sale and from that start built up a successful chemical manufacturing business with the emphasis on yeast and dyes. About 1837 he started to experiment first with electric batteries and then with motors. He invented a form of electromagnetic engine in which soft iron bars arranged on the periphery of a wooden cylinder, parallel to its axis, around which the cylinder could rotate, were attracted by fixed electromagnets. These were energized in turn by current controlled by a simple commutaring device. Electric current was produced by his batteries. His activities were brought to the attention of Michael Faraday and to the scientific world in general by a letter from Professor Forbes of King's College, Aberdeen. Davidson declined to patent his inventions, believing that all should be able freely to draw advantage from them, and in order to afford an opportunity for all interested parties to inspect them an exhibition was held at 36 Union Street, Aberdeen, in October 1840 to demonstrate his "apparatus actuated by electro-magnetic power". It included: a model locomotive carriage, large enough to carry two people, that ran on a railway; a turning lathe with tools for visitors to use; and a small printing machine. In the spring of 1842 he put on a similar exhibition in Edinburgh, this time including a sawmill. Davidson sought support from railway companies for further experiments and the construction of an electromagnetic locomotive; the Edinburgh exhibition successfully attracted the attention of the proprietors of the Edinburgh 585\& Glasgow Railway (E \& GR), whose line had been opened in February 1842. Davidson built a full-size locomotive incorporating his principle, apparently at the expense of the railway company. The locomotive weighed 7 tons: each of its two axles carried a cylinder upon which were fastened three iron bars, and four electromagnets were arranged in pairs on each side of the cylinders. The motors he used were reluctance motors, the power source being zinc-iron batteries. It was named Galvani and was demonstrated on the E \& GR that autumn, when it achieved a speed of 4 mph (6.4 km/h) while hauling a load of 6 tons over a distance of 1 1/2 miles (2.4 km); it was the first electric locomotive. Nevertheless, further support from the railway company was not forthcoming, although to some railway workers the locomotive seems to have appeared promising enough: they destroyed it in Luddite reaction. Davidson staged a further exhibition in London in 1843 without result and then, the cost of battery chemicals being high, ceased further experiments of this type. He survived long enough to see the electric railway become truly practicable in the 1880s.[br]Bibliography1840, letter, Mechanics Magazine, 33:53–5 (comparing his machine with that of William Hannis Taylor (2 November 1839, British patent no. 8,255)).Further Reading1891, Electrical World, 17:454.J.H.R.Body, 1935, "A note on electro-magnetic engines", Transactions of the Newcomen Society 14:104 (describes Davidson's locomotive).F.J.G.Haut, 1956, "The early history of the electric locomotive", Transactions of the Newcomen Society 27 (describes Davidson's locomotive).A.F.Anderson, 1974, "Unusual electric machines", Electronics \& Power 14 (November) (biographical information).—1975, "Robert Davidson. Father of the electric locomotive", Proceedings of the Meeting on the History of Electrical Engineering Institution of Electrical Engineers, 8/1–8/17 (the most comprehensive account of Davidson's work).A.C.Davidson, 1976, "Ingenious Aberdonian", Scots Magazine (January) (details of his life).PJGR / GW -
5 интеллектуальный центр управления электродвигателями
интеллектуальный центр управления электродвигателями
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[Интент]Параллельные тексты EN-RU
iMCC ( Intelligent Motor Control Center) control switchboards are low voltage switchboards dedicated to energy distribution, as well as control and protection of motors. They are used in continuous and semi-continuous processes, in which it is necessary to group the motor starters together in one place for operational and maintenance reasons.
Integration of motor starters in iMCC switchboards
iMCC control switchboards make the work of operation and maintenance teams easier by improving the availability of the process, via:
• Control of motor starters using wire-to-wire cabling or via remote I/O located as close as possible to the starters and connected on the network
• Protection of the motors using an intelligent electronic protection relay. This provides more precise protection of the motors (analysis of operating conditions and alarm thresholds before tripping, etc).
These two functions can be grouped together in a single product, the electronic protection module. In this case, the protection relay module manages and transmits all this control and protection information directly.
Advantages of iMCC switchboards
iMCC control switchboards provide a high level of process availability while ensuring the safety of property and personnel. This solution decreases the number of process stoppages and their duration, reduces maintenance, reduces and repairs costs and optimizes process productivity:
• Reduction of process stoppages as a result of detailed alarms and diagnostics that enable staff to react before the motor starter trips, or react more quickly if it does trip
• Rapid diagnostics due to the availability of more detailed information on the stoppage conditions
• Analysis of stoppage logs using statistics from the electronic protection module.
iMCC control switchboards make installations easier to create, by reducing engineering and debugging time:
• Rapid parameter-setting as a result of local or remote downloading
• Analysis of phenomena via alarms, detailed diagnostics and stoppage logs (statistics embedded in the electronic protection module).
[Schneider Electric]iMCC ( Интеллектуальный центр управления электродвигателями) представляет собой низковольтное комплектное устройство (НКУ) распределения электроэнергии, защиты и управления электродвигателями. Такие НКУ используются для управления непрерывными и полунепрерывными технологическими процессами, в которых для обеспечения эффективной эксплуатации и технического обслуживания необходимо, чтобы пускатели были размещены в одном месте.
Тематики
- НКУ (шкафы, пульты,...)
- управление электродвигателями
EN
Русско-английский словарь нормативно-технической терминологии > интеллектуальный центр управления электродвигателями
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6 Sprague, Frank Julian
[br]b. 25 July 1857 Milford, Connecticut, USAd. 25 October 1934 New York, USA[br]American electrical engineer and inventor, a leading innovator in electric propulsion systems for urban transport.[br]Graduating from the United States Naval Academy, Annapolis, in 1878, Sprague served at sea and with various shore establishments. In 1883 he resigned from the Navy and obtained employment with the Edison Company; but being convinced that the use of electricity for motive power was as important as that for illumination, in 1884 he founded the Sprague Electric Railway and Motor Company. Sprague began to develop reliable and efficient motors in large sizes, marketing 15 hp (11 kW) examples by 1885. He devised the method of collecting current by using a wooden, spring-loaded rod to press a roller against the underside of an overhead wire. The installation by Sprague in 1888 of a street tramway on a large scale in Richmond, Virginia, was to become the prototype of the universally adopted trolley system with overhead conductor and the beginning of commercial electric traction. Following the success of the Richmond tramway the company equipped sixty-seven other railways before its merger with Edison General Electric in 1890. The Sprague traction motor supported on the axle of electric streetcars and flexibly mounted to the bogie set a pattern that was widely adopted for many years.Encouraged by successful experiments with multiple-sheave electric elevators, the Sprague Elevator Company was formed and installed the first set of high-speed passenger cars in 1893–4. These effectively displaced hydraulic elevators in larger buildings. From experience with control systems for these, he developed his system of multiple-unit control for electric trains, which other engineers had considered impracticable. In Sprague's system, a master controller situated in the driver's cab operated electrically at a distance the contactors and reversers which controlled the motors distributed down the train. After years of experiment, Sprague's multiple-unit control was put into use for the first time in 1898 by the Chicago South Side Elevated Railway: within fifteen years multiple-unit operation was used worldwide.[br]Principal Honours and DistinctionsPresident, American Institute of Electrical Engineers 1892–3. Franklin Institute Elliot Cresson Medal 1904, Franklin Medal 1921. American Institute of Electrical Engineers Edison Medal 1910.Bibliography1888, "The solution of municipal rapid transit", Trans. AIEE 5:352–98. See "The multiple unit system for electric railways", Cassiers Magazine, (1899) London, repub. 1960, 439–460.1934, "Digging in “The Mines of the Motor”", Electrical Engineering 53, New York: 695–706 (a short autobiography).Further ReadingLionel Calisch, 1913, Electric Traction, London: The Locomotive Publishing Co., Ch. 6 (for a near-contemporary view of Sprague's multiple-unit control).D.C.Jackson, 1934, "Frank Julian Sprague", Scientific Monthly 57:431–41.H.C.Passer, 1952, "Frank Julian Sprague: father of electric traction", in Men of Business, ed. W. Miller, Cambridge, Mass., pp. 212–37 (a reliable account).——1953, The Electrical Manufacturers: 1875–1900, Cambridge, Mass. P.Ransome-Wallis (ed.), 1959, The Concise Encyclopaedia of World RailwayLocomotives, London: Hutchinson, p. 143..John Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles.GW / PJGR -
7 приводить в движение
•Vacuum tubes which activate the mechanisms...
•To actuate, or to cause to move, or to bring into action, or to set in motion...
•The relay serves to actuate the dial mechanism of the clock.
•The machines in these plants are largely driven by ac motors.
•This initiates the operation of the governor mechanism.
•The motors operate the caterpillar tracks.
•A separate motor powers the hydraulic pumps.
•All American passenger cars are powered with (or propelled by) 6 or 8-cylinder engines.
•When the machine member is set (or put) in motion,...
•The rocket is propelled in the same way.
Русско-английский научно-технический словарь переводчика > приводить в движение
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8 становиться понятным
Становиться понятнымWhen the efficiency of the motors is accounted for, it is easy to see why two 40-kW motors may be required for even a moderate-size RIM machine.The magnitude of the problem comes into focus, however, when one realizes that the EPA is considering still further reductions to the NOx emission standards.Русско-английский научно-технический словарь переводчика > становиться понятным
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9 Behr, Fritz Bernhard
[br]b. 9 October 1842 Berlin, Germanyd. 25 February 1927[br]German (naturalized British in 1876) engineer, promoter of the Lartigue monorail system.[br]Behr trained as an engineer in Britain and had several railway engineering appointments before becoming associated with C.F.M.-T. Lartigue in promoting the Lartigue monorail system in the British Isles. In Lartigue's system, a single rail was supported on trestles; vehicles ran on the rail, their bodies suspended pannier-fashion, stabilized by horizontal rollers running against light guide rails fixed to the sides of the trestles. Behr became Managing Director of the Listowel \& Ballybunion Railway Company, which in 1888 opened its Lartigue system line between those two places in the south-west of Ireland. Three locomotives designed by J.T.A. Mallet were built for the line by Hunslet Engine Company, each with two horizontal boilers, one either side of the track. Coaches and wagons likewise were in two parts. Technically the railway was successful, but lack of traffic caused the company to go bankrupt in 1897: the railway continued to operate until 1924.Meanwhile Behr had been thinking in terms far more ambitious than a country branch line. Railway speeds of 150mph (240km/h) or more then lay far in the future: engineers were uncertain whether normal railway vehicles would even be stable at such speeds. Behr was convinced that a high-speed electric vehicle on a substantial Lartigue monorail track would be stable. In 1897 he demonstrated such a vehicle on a 3mile (4.8km) test track at the Brussels International Exhibition. By keeping the weight of the motors low, he was able to place the seats above rail level. Although the generating station provided by the Exhibition authorities never operated at full power, speeds over 75mph (120 km/h) were achieved.Behr then promoted the Manchester-Liverpool Express Railway, on which monorail trains of this type running at speeds up to 110mph (177km/h) were to link the two cities in twenty minutes. Despite strong opposition from established railway companies, an Act of Parliament authorizing it was made in 1901. The Act also contained provision for the Board of Trade to require experiments to prove the system's safety. In practice this meant that seven miles of line, and a complete generating station to enable trains to travel at full speed, must be built before it was known whether the Board would give its approval for the railway or not. Such a condition was too severe for the scheme to attract investors and it remained stillborn.[br]Further ReadingH.Fayle, 1946, The Narrow Gauge Railways of Ireland, Greenlake Publications, Part 2, ch. 2 (describes the Listowel \& Ballybunion Railway and Behr's work there).D.G.Tucker, 1984, "F.B.Behr's development of the Lartigue monorail", Transactions ofthe Newcomen Society 55 (covers mainly the high speed lines).See also: Brennan, LouisPJGR -
10 вой моторов действовал ему на нервы
General subject: the whine of the motors jangled his nervesУниверсальный русско-английский словарь > вой моторов действовал ему на нервы
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11 весьма ценно для
•Of considerable value to industry is that all the motors can...
Русско-английский научно-технический словарь переводчика > весьма ценно для
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12 весьма ценно для
•Of considerable value to industry is that all the motors can...
Русско-английский научно-технический словарь переводчика > весьма ценно для
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13 широко использоваться
•The compound is in considerable use as a catalyst.
•Some of these solutions are commonly (or widely, or extensively) used, others are used very infrequently.
•Extensive use is made of electric cables manufactured by...
•Carbon steel is extensively (or heavily) used (or enjoys wide use) in...
•Because of the widespread availability of ac power, ac motors are in common use.
•Hard chrome plating is used extensively (or has found wide use) in engine repair work.
•Ample (or Great, or Much) use is made of the laboratories at the mine.
•There is wide use of Type 347 stainless steel.
•Glass wool is widely used (or employed) as a filtering material.
•The hack watch has a wide use in navigation.
Русско-английский научно-технический словарь переводчика > широко использоваться
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14 постепенно
•The difference in temperature levels will be progressively (or gradually) reduced along the length of the unit.
•The voltage may be smoothly varied from... to...
•Rotating hydraulic motors were improved by degrees, over the years.
Русско-английский научно-технический словарь переводчика > постепенно
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15 находиться в эксплуатации
•The plant has been in operation for seven years.
•These valves are still in service.
* * *Находиться в эксплуатацииOne of the experimental water tempered systems was in operation at X. from July 1973 to June 1976.It [boiler] has been operational since March 1979.Except the EVD heater which has been operating since 1984, all these heaters are still in different stages of development.Русско-английский научно-технический словарь переводчика > находиться в эксплуатации
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16 в поднятом положении
Русско-английский научно-технический словарь переводчика > в поднятом положении
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17 в поднятом положении
Русско-английский научно-технический словарь переводчика > в поднятом положении
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18 находиться в эксплуатации
•The plant has been in operation for seven years.
•These valves are still in service.
Русско-английский научно-технический словарь переводчика > находиться в эксплуатации
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19 бывают
•The reluctance motors come in various sizes.
Русско-английский научно-технический словарь переводчика > бывают
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20 бывают
•The reluctance motors come in various sizes.
Русско-английский научно-технический словарь переводчика > бывают
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