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41 cilindro
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42 Bouton, Georges Thadé
SUBJECT AREA: Automotive engineering[br]b. 22 November 1847 Paris, Franced. November 1938[br]French pioneer in automobile manufacture.[br]Bouton was the son of a painter and learned mechanics at Honfleur and Paris. In 1870 he was fighting in Les Mobiles de Calvados, and in 1881, having finished his training, he joined his brother-in-law, Trepardoux, to open a workshop in rue de la Chapelle for the construction of steam engines for scientific toys. The comte de Dion discovered the workshop and became associated with it in 1882. They also built steam-boilers for automobiles. In 1883 they built their first quadricycle, and in 1887 their first steam tricycle. These were followed in 1892 and 1893 by a car and a steam tractor. After the appearance of the petrol engine they put in hand a star-shaped four-cylinder engine of this type, but it was not until 1895 and 1898 that the first de Dion-Bouton single-cylinder tricycle and their petrol bicycle, respectively, came out. From 1899 the manufacture of de Dion-Bouton was concentrated on the voiturette. Georges Bouton was responsible for the manufacture of all these machines and took part in the first motor races.[br]Further Reading1933, Dictionnaire de biographie française.IMcN -
43 Reynolds, Edwin
[br]b. 1831 Mansfield, Connecticut, USAd. 1909 Milwaukee, Wisconsin, USA[br]American contributor to the development of the Corliss valve steam engine, including the "Manhattan" layout.[br]Edwin Reynolds grew up at a time when formal engineering education in America was almost unavailable, but through his genius and his experience working under such masters as G.H. Corliss and William Wright, he developed into one of the best mechanical engineers in the country. When he was Plant Superintendent for the Corliss Steam Engine Company, he built the giant Corliss valve steam engine displayed at the 1876 Centennial Exhibition. In July 1877 he left the Corliss Steam Engine Company to join Edward Allis at his Reliance Works, although he was offered a lower salary. In 1861 Allis had moved his business to the Menomonee Valley, where he had the largest foundry in the area. Immediately on his arrival with Allis, Reynolds began desig-ning and building the "Reliance-Corliss" engine, which becamea symbol of simplicity, economy and reliability. By early 1878 the new engine was so successful that the firm had a six-month backlog of orders. In 1888 he built the first triple-expansion waterworks-pumping engine in the United States for the city of Milwaukee, and in the same year he patented a new design of blowing engine for blast furnaces. He followed this in March 1892 with the first steam engine sets coupled directly to electric generators when Allis-Chalmers contracted to build two Corliss cross-compound engines for the Narragansett Light Company of Providence, Rhode Island. In 1893, one of the impressive attractions at the World's Columbian Exposition in Chicago was the 3,000 hp (2,200 kW) quadruple-expansion Reynolds-Corliss engine designed by Reynolds, who continued to make significant improvements and gained worldwide recognition of his outstanding achievements in engine building.Reynolds was asked to go to New York in 1898 for consultation about some high-horsepower engines for the Manhattan transport system. There, 225 railway locomotives were to be replaced by electric trains, which would be supplied from one generating station producing 60,000 hp (45,000 kW). Reynolds sketched out his ideas for 10,000 hp (7,500 kW) engines while on the train. Because space was limited, he suggested a four-cylinder design with two horizontal-high-pressure cylinders and two vertical, low-pressure ones. One cylinder of each type was placed on each side of the flywheel generator, which with cranks at 135° gave an exceptionally smooth-running compact engine known as the "Manhattan". A further nine similar engines that were superheated and generated three-phase current were supplied in 1902 to the New York Interborough Rapid Transit Company. These were the largest reciprocating steam engines built for use on land, and a few smaller ones with a similar layout were installed in British textile mills.[br]Further ReadingConcise Dictionary of American Biography, 1964, New York: C.Scribner's Sons (contains a brief biography).R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (provides a brief account of the Manhattan engines) Part of the information for this biography is derived from a typescript in the Smithsonian Institution, Washington, DC: T.H.Fehring, "Technological contributions of Milwaukee's Menomonee Valley industries".RLH -
44 Ford, Henry
[br]b. 30 July 1863 Dearborn, Michigan, USAd. 7 April 1947 Dearborn, Michigan, USA[br]American pioneer motor-car maker and developer of mass-production methods.[br]He was the son of an Irish immigrant farmer, William Ford, and the oldest son to survive of Mary Litogot; his mother died in 1876 with the birth of her sixth child. He went to the village school, and at the age of 16 he was apprenticed to Flower brothers' machine shop and then at the Drydock \& Engineering Works in Detroit. In 1882 he left to return to the family farm and spent some time working with a 1 1/2 hp steam engine doing odd jobs for the farming community at $3 per day. He was then employed as a demonstrator for Westinghouse steam engines. He met Clara Jane Bryant at New Year 1885 and they were married on 11 April 1888. Their only child, Edsel Bryant Ford, was born on 6 November 1893.At that time Henry worked on steam engine repairs for the Edison Illuminating Company, where he became Chief Engineer. He became one of a group working to develop a "horseless carriage" in 1896 and in June completed his first vehicle, a "quadri cycle" with a two-cylinder engine. It was built in a brick shed, which had to be partially demolished to get the carriage out.Ford became involved in motor racing, at which he was more successful than he was in starting a car-manufacturing company. Several early ventures failed, until the Ford Motor Company of 1903. By October 1908 they had started with production of the Model T. The first, of which over 15 million were built up to the end of its production in May 1927, came out with bought-out steel stampings and a planetary gearbox, and had a one-piece four-cylinder block with a bolt-on head. This was one of the most successful models built by Ford or any other motor manufacturer in the life of the motor car.Interchangeability of components was an important element in Ford's philosophy. Ford was a pioneer in the use of vanadium steel for engine components. He adopted the principles of Frederick Taylor, the pioneer of time-and-motion study, and installed the world's first moving assembly line for the production of magnetos, started in 1913. He installed blast furnaces at the factory to make his own steel, and he also promoted research and the cultivation of the soya bean, from which a plastic was derived.In October 1913 he introduced the "Five Dollar Day", almost doubling the normal rate of pay. This was a profit-sharing scheme for his employees and contained an element of a reward for good behaviour. About this time he initiated work on an agricultural tractor, the "Fordson" made by a separate company, the directors of which were Henry and his son Edsel.In 1915 he chartered the Oscar II, a "peace ship", and with fifty-five delegates sailed for Europe a week before Christmas, docking at Oslo. Their objective was to appeal to all European Heads of State to stop the war. He had hoped to persuade manufacturers to replace armaments with tractors in their production programmes. In the event, Ford took to his bed in the hotel with a chill, stayed there for five days and then sailed for New York and home. He did, however, continue to finance the peace activists who remained in Europe. Back in America, he stood for election to the US Senate but was defeated. He was probably the father of John Dahlinger, illegitimate son of Evangeline Dahlinger, a stenographer employed by the firm and on whom he lavished gifts of cars, clothes and properties. He became the owner of a weekly newspaper, the Dearborn Independent, which became the medium for the expression of many of his more unorthodox ideas. He was involved in a lawsuit with the Chicago Tribune in 1919, during which he was cross-examined on his knowledge of American history: he is reputed to have said "History is bunk". What he actually said was, "History is bunk as it is taught in schools", a very different comment. The lawyers who thus made a fool of him would have been surprised if they could have foreseen the force and energy that their actions were to release. For years Ford employed a team of specialists to scour America and Europe for furniture, artefacts and relics of all kinds, illustrating various aspects of history. Starting with the Wayside Inn from South Sudbury, Massachusetts, buildings were bought, dismantled and moved, to be reconstructed in Greenfield Village, near Dearborn. The courthouse where Abraham Lincoln had practised law and the Ohio bicycle shop where the Wright brothers built their first primitive aeroplane were added to the farmhouse where the proprietor, Henry Ford, had been born. Replicas were made of Independence Hall, Congress Hall and the old City Hall in Philadelphia, and even a reconstruction of Edison's Menlo Park laboratory was installed. The Henry Ford museum was officially opened on 21 October 1929, on the fiftieth anniversary of Edison's invention of the incandescent bulb, but it continued to be a primary preoccupation of the great American car maker until his death.Henry Ford was also responsible for a number of aeronautical developments at the Ford Airport at Dearborn. He introduced the first use of radio to guide a commercial aircraft, the first regular airmail service in the United States. He also manufactured the country's first all-metal multi-engined plane, the Ford Tri-Motor.Edsel became President of the Ford Motor Company on his father's resignation from that position on 30 December 1918. Following the end of production in May 1927 of the Model T, the replacement Model A was not in production for another six months. During this period Henry Ford, though officially retired from the presidency of the company, repeatedly interfered and countermanded the orders of his son, ostensibly the man in charge. Edsel, who died of stomach cancer at his home at Grosse Point, Detroit, on 26 May 1943, was the father of Henry Ford II. Henry Ford died at his home, "Fair Lane", four years after his son's death.[br]Bibliography1922, with S.Crowther, My Life and Work, London: Heinemann.Further ReadingR.Lacey, 1986, Ford, the Men and the Machine, London: Heinemann. W.C.Richards, 1948, The Last Billionaire, Henry Ford, New York: Charles Scribner.IMcN -
45 unit
единица; агрегат; узел; блок; ( войсковая) часть, подразделение; удельныйair support signal unit — Бр. подразделение связи авиационной поддержки
aircraft torpedo development unit — Бр. подразделение по испытанию и усовершенствованию авиационных торпед
air-sea warfare development unit — подразделение разработки приёмов борьбы авиации с кораблями противника
angular rate control unit — блок двухстепенных [прецессионных] гироскопов
auxiliary takeoff rocket unit — ракетный стартовый ускоритель [ускоритель взлета]
combat crew training unit — часть [подразделение] подготовки боевых экипажей
hose(-drum, -reel) unit — шланговый агрегат (системы дозаправки топливом)
jet assisted takeoff unit — реактивный ускоритель взлета; ркт. стартовый двигатель
long-range combat air unit — часть [подразделение] бомбардировочной авиации; подразделение истребителей-бомбардировщиков дальнего действия
main unit of landing gear — главная но: га шасси
monitor and equalization display unit — блок контроля и индикации рассогласования подсистем (резервированной системы)
range temperature control unit — дв. всережимный регулятор по температуре воздуха
rocket assisted takeoff unit — ракетный ускоритель взлета; ркт. стартовый двигатель
rudder artificial feel unit — механизм загрузки [усилий] руля направления
spotting and reconnaissance unit — корректировочно-разведывательная часть [подразделение]
vertical gyro control unit — гиродатчик вертикали; матка авиагоризонта
— I/O unit— jatounit— jet unit -
46 Bollée, Ernest-Sylvain
[br]b. 19 July 1814 Clefmont (Haute-Marne), Franced. 11 September 1891 Le Mans, France[br]French inventor of the rotor-stator wind engine and founder of the Bollée manufacturing industry.[br]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.[br]Further ReadingAndré Gaucheron and J.Kenneth Major, 1985, The Eolienne Bollée, The International Molinological Society.Cénomane (Le Mans), 11, 12 and 13 (1983 and 1984).KM -
47 Murdock (Murdoch), William
[br]b. 21 August 1754 Cumnock, Ayrshire, Scotlandd. 15 November 1839 Handsworth, Birmingham, England[br]Scottish engineer and inventor, pioneer in coal-gas production.[br]He was the third child and the eldest of three boys born to John Murdoch and Anna Bruce. His father, a millwright and joiner, spelled his name Murdock on moving to England. He was educated for some years at Old Cumnock Parish School and in 1777, with his father, he built a "wooden horse", supposed to have been a form of cycle. In 1777 he set out for the Soho manufactory of Boulton \& Watt, where he quickly found employment, Boulton supposedly being impressed by the lad's hat. This was oval and made of wood, and young William had turned it himself on a lathe of his own manufacture. Murdock quickly became Boulton \& Watt's representative in Cornwall, where there was a flourishing demand for steam-engines. He lived at Redruth during this period.It is said that a number of the inventions generally ascribed to James Watt are in fact as much due to Murdock as to Watt. Examples are the piston and slide valve and the sun-and-planet gearing. A number of other inventions are attributed to Murdock alone: typical of these is the oscillating cylinder engine which obviated the need for an overhead beam.In about 1784 he planned a steam-driven road carriage of which he made a working model. He also planned a high-pressure non-condensing engine. The model carriage was demonstrated before Murdock's friends and travelled at a speed of 6–8 mph (10–13 km/h). Boulton and Watt were both antagonistic to their employees' developing independent inventions, and when in 1786 Murdock set out with his model for the Patent Office, having received no reply to a letter he had sent to Watt, Boulton intercepted him on the open road near Exeter and dissuaded him from going any further.In 1785 he married Mary Painter, daughter of a mine captain. She bore him four children, two of whom died in infancy, those surviving eventually joining their father at the Soho Works. Murdock was a great believer in pneumatic power: he had a pneumatic bell-push at Sycamore House, his home near Soho. The pattern-makers lathe at the Soho Works worked for thirty-five years from an air motor. He also conceived the idea of a vacuum piston engine to exhaust a pipe, later developed by the London Pneumatic Despatch Company's railway and the forerunner of the atmospheric railway.Another field in which Murdock was a pioneer was the gas industry. In 1791, in Redruth, he was experimenting with different feedstocks in his home-cum-office in Cross Street: of wood, peat and coal, he preferred the last. He designed and built in the backyard of his house a prototype generator, washer, storage and distribution plant, and publicized the efficiency of coal gas as an illuminant by using it to light his own home. In 1794 or 1795 he informed Boulton and Watt of his experimental work and of its success, suggesting that a patent should be applied for. James Watt Junior was now in the firm and was against patenting the idea since they had had so much trouble with previous patents and had been involved in so much litigation. He refused Murdock's request and for a short time Murdock left the firm to go home to his father's mill. Boulton \& Watt soon recognized the loss of a valuable servant and, in a short time, he was again employed at Soho, now as Engineer and Superintendent at the increased salary of £300 per year plus a 1 per cent commission. From this income, he left £14,000 when he died in 1839.In 1798 the workshops of Boulton and Watt were permanently lit by gas, starting with the foundry building. The 180 ft (55 m) façade of the Soho works was illuminated by gas for the Peace of Paris in June 1814. By 1804, Murdock had brought his apparatus to a point where Boulton \& Watt were able to canvas for orders. Murdock continued with the company after the death of James Watt in 1819, but retired in 1830 and continued to live at Sycamore House, Handsworth, near Birmingham.[br]Principal Honours and DistinctionsRoyal Society Rumford Gold Medal 1808.Further ReadingS.Smiles, 1861, Lives of the Engineers, Vol. IV: Boulton and Watt, London: John Murray.H.W.Dickinson and R.Jenkins, 1927, James Watt and the Steam Engine, Oxford: Clarendon Press.J.A.McCash, 1966, "William Murdoch. Faithful servant" in E.G.Semler (ed.), The Great Masters. Engineering Heritage, Vol. II, London: Institution of Mechanical Engineers/Heinemann.IMcNBiographical history of technology > Murdock (Murdoch), William
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48 three
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49 L4
1) Автомобильный термин: four cylinder inline engine2) Сокращение: Lagrange Point \#4 (240,000 mile Earth orbit)3) Вычислительная техника: Lagrange Point \#4 240, 000 mile Earth orbit (Space)4) Транспорт: Automatic Lockup Four Speed -
50 all-new
прил.совершенно новыйполностью новыйабсолютно новыйцеликом новой конструкцииIn addition to upgraded versions of Ford’s highly acclaimed Duratorq TDCi diesel engines, the new C-MAX line-up will also feature a choice of petrol engines, including the first application of the all-new 1.6-litre four-cylinder Ford EcoBoost engine, to be built at the company's Bridgend plant in Wales. — В дополнение к модернизированным версиям чрезвычайно популярных дизельных двигателей Ford Duratorq TDCi, новая линейка C-MAX будет также включать на выбор бензиновые двигатели, включая впервые применяемый 1,6-литровый 4-цилиндровый двигатель целиком новой конструкции Ford EcoBoost, который будет производиться на заводе компании Bridgend в Уэльсе.
Англо-русский универсальный дополнительный практический переводческий словарь И. Мостицкого > all-new
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51 20 valve
coll <mvhcl.mot> (5-cylinder four-valve engine) ■ 20-Ventil-Motor m (20V); Zwanzigventiler m prakt ; 20-Ventiler m ugs -
52 booster
вспомогательное устройство; ( ракетный) ускоритель, стартовый двигатель; бустер, гидроусилитель; дополнительный [промежуточный] детонатор; усилитель несущей частоты; нагнетатель -
53 press
1) (печатная) машина; уст. печатный станок2) пресс || прессовать; давить3) пресса; печать || печатать4) типография5) издательство6) тиражный оттиск7) нажимать (клавишу)- in press- D-pressАнгло-русский словарь по полиграфии и издательскому делу > press
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54 McNaught, William
SUBJECT AREA: Steam and internal combustion engines[br]b. 27 May 1813 Sneddon, Paisley, Scotlandd. 8 January 1881 Manchester, England[br]Scottish patentee of a very successful form of compounding beam engine with a high-pressure cylinder between the fulcrum of the beam and the connecting rod.[br]Although born in Paisley, McNaught was educated in Glasgow where his parents had moved in 1820. He followed in his father's footsteps and became an engineer through an apprenticeship with Robert Napier at the Vulcan Works, Washington Street, Glasgow. He also attended science classes at the Andersonian University in the evenings and showed such competence that at the age of 19 he was offered the position of being in charge of the Fort-Gloster Mills on the Hoogly river in India. He remained there for four years until 1836, when he returned to Scotland because the climate was affecting his health.His father had added the revolving cylinder to the steam engine indicator, and this greatly simplified and extended its use. In 1838 William joined him in the business of manufacturing these indicators at Robertson Street, Glasgow. While advising textile manufacturers on the use of the indicator, he realized the need for more powerful, smoother-running and economical steam engines. He provided the answer by placing a high-pressure cylinder midway between the fulcrum of the beam and the connecting rod on an ordinary beam engine. The original cylinder was retained to act as the low-pressure cylinder of what became a compound engine. This layout not only reduced the pressures on the bearing surfaces and gave a smoother-running engine, which was one of McNaught's aims, but he probably did not anticipate just how much more economical his engines would be; they often gave a saving of fuel up to 40 per cent. This was because the steam pipe connecting the two cylinders acted as a receiver, something lacking in the Woolf compound, which enabled the steam to be expanded properly in both cylinders. McNaught took out his patent in 1845, and in 1849 he had to move to Manchester because his orders in Lancashire were so numerous and the scope was much greater there than in Glasgow. He took out further patents for equalizing the stress on the working parts, but none was as important as his original one, which was claimed to have been one of the greatest improvements since the steam engine left the hands of James Watt. He was one of the original promoters of the Boiler Insurance and Steam Power Company and was elected Chairman in 1865, a position he retained until a short time before his death.[br]Bibliography1845, British patent no. 11,001 (compounding beam engine).Further ReadingObituary, Engineer 51.Obituary, Engineering 31.R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (the fullest account of McNaught's proposals for compounding).RLH -
55 press
1. уст. машина; печатный станок2. пресс; прессовать; давитьmultiple-deck press — многоплитный пресс; многоэтажный пресс
3. пресса; печать; печатать4. типографияto pass for press — сдавать в набор, сдавать в типографию
5. издательствоpress book — книга, выпущенная частным издательством
6. тиражный оттиск7. нажиматьto be off the press — выходить в свет, выходить из печати
autographic press — машина для печатания с литографских форм, изготовленных способом автографии
back-to-back perfecting press — машина с секциями типа «резина к резине»
baling press — пресс для упаковки бумаги в кипы, паковальный макулатурный пресс
belt press — печатная машина с ленточным формоносителем, печатная машина с формами, смонтированными на бесконечной ленте
blanket-to-blanket press — офсетная печатная машина с секциями типа «резина к резине»
8. машина для печатания книг, книжная печатная машинаpress conditions — данные, характеризующие состояние машины
9. переплётный прессBoston press — тигельная машина типа «Бостон»
bundling press — паковальный пресс; паковально-обжимной пресс
carbon tissue lay down press — переводной станок для пигментной бумаги, пигментно-переводной станок
10. нелегальная литератураcolor press — машина для многокрасочной печати, многокрасочная печатная машина
common-impression cylinder press — машина для многокрасочной печати с общим цилиндром, многокрасочная печатная машина планетарного типа
convertible press — машина, переналаживаемая на несколько вариантов печатания
copperplate printing press — машина металлографской печати, станок для печатания офортов
copying press — копировальная машина, копировальный аппарат
11. машина для печатания провинциальных газет12. провинциальная прессаcustom-built press — печатная машина, сконструированная по особому заказу
cutting creasing-and-embossing press — пресс для высечки, биговки и тиснения
decuple press — пятисекционная печатная машина, печатная машина с десятью печатными аппаратами, печатная машина с пятью секциями для двусторонней печати
digital input press — печатная машина с цифровым управлением; машина, печатающая без формы
Dilitho press — машина для печатания по способу «Ди-лито»
direct flat-bed cylinder press — плоскопечатная машина для непосредственного печатания с формы на бумаге
direct planographic rotary press — ротационная машина для непосредственного печатания с плоских форм на бумаге, ротационная литографская печатная машина
double acting printing press — плоскопечатная машина, в которой используются оба хода талера
13. рулонная печатная машина с двумя приёмными устройствамиpress noise — шум, создаваемый печатной машиной
14. рулонная печатная машина с поворотными штангамиdouble-feeder platen press — двухнакладный печатный станок; двухнакладная тигельная печатная машина
duodecuple press — шестисекционная печатная машина, печатная машина с двенадцатью печатными аппаратами, печатная машина с шестью секциями для двусторонней печати
eight-page press — узкорулонная печатная машина; машина, печатающая 8 страниц формата А4 в 4 краски за один прогон
engine press — печатная машина с механическим приводом, печатная машина с моторным приводом, приводная печатная машина
flexoprinting press — машина для печатания с эластичных форм, флексографская печатная машина
15. печатная машина линейного типа16. одноярусная печатная машинаfour pillar embossing press — четырёхколонный пресс; позолотный пресс
17. свободная прессаgranulating press — пресс — гранулятор
18. распространяемая бесплатно печатная продукцияfully automatic press — печатный автомат, полностью автоматизированная печатная машина
19. ручной пресс20. печатная машина с ручным приводом21. издания тайной типографии22. тайная типография23. нелегальная печать24. нелегальная типография25. машина для печатания через промежуточную поверхность26. печатная машина с офсетным цилиндромindirect flat-bed cylinder press — плоскопечатная машина для печатания через промежуточную поверхность
27. печатная машина секционного типа28. машина, входящая в состав поточной линииiron press — металлический печатный станок; металлический печатный пресс
label-cutting press — высекальная машина, машина для высечки этикеток
leftist press — левая печать; левая пресса
29. ручной корректурный станокprinting press — печатная машина; печатный станок
30. рычажный печатный станокliberty job printing press — тигельная печатная машина со сложным движением тигля иили талера перемещаются в вертикальном направлении
31. офсетная печатная машина, машина офсетной печатиBoston press — тигельная машина типа < Бостон>
32. литографская печатная машина33. обрезные тиски с гобелем34. ручной пресс переплётчикаmultistage press — многоплитный пресс; многоэтажный пресс
35. обжимной пресс36. матричный прессmash filter press — фильтр — пресс для отделения затора
37. пресс для изготовления пластмассовых стереотиповmulticolor flexographic press — многокрасочная флексографская печатная машина, многокрасочная машина для печатания с эластичных форм
multicolor flexographic rotary press — многокрасочная ротационная флексографская печатная машина, многокрасочная ротационная машина для печатания с эластичных форм
38. печатная машина одинарной ширины39. узкорулонная печатная машинаoctuple press — печатная машина с восемью печатными аппаратами; печатная машина с четырьмя секциями для двусторонней печати, четырёхсекционная печатная машина двойной ширины
offset press — офсетная печатная машина, машина офсетной печати
offset press for offices — малая офсетная машина конторского типа, ротапринт
offset gravure press — машина глубокой офсетной печати, машина глубокой печати с промежуточной передачей изображения
one-color press — машина для однокрасочной печати, однокрасочная печатная машина
pad-transfer press — тампопечатная машина, машина для тампопечати
128-page press — машина, печатающая за один цикл 128 страниц
paste ink letter press — машина высокой печати, использующая густотёртые краски
pillar press — пресс на колонне, колонный пресс
power press — приводная печатная машина, машина
printing press — печатная машина; печатный станок
production press — работающая печатная машина; машина, печатающая тиражные оттиски
40. пробопечатный станок41. корректурный станокquadruple press — печатная машина с четырьмя печатными аппаратами, печатная машина с двумя секциями для двусторонней печати
rightist press — правая печать; правая пресса
roller press — плоскопечатная машина с печатным аппаратом, состоящим из двух цилиндров
42. лощильный пресс43. машина металлографской печати -
56 Priestman, William Dent
SUBJECT AREA: Steam and internal combustion engines[br]b. 23 August 1847 Sutton, Hull, Englandd. 7 September 1936 Hull, England[br]English oil engine pioneer.[br]William was the second son and one of eleven children of Samuel Priestman, who had moved to Hull after retiring as a corn miller in Kirkstall, Leeds, and who in retirement had become a director of the North Eastern Railway Company. The family were strict Quakers, so William was sent to the Quaker School in Bootham, York. He left school at the age of 17 to start an engineering apprenticeship at the Humber Iron Works, but this company failed so the apprenticeship was continued with the North Eastern Railway, Gateshead. In 1869 he joined the hydraulics department of Sir William Armstrong \& Company, Newcastle upon Tyne, but after a year there his father financed him in business at a small, run down works, the Holderness Foundry, Hull. He was soon joined by his brother, Samuel, their main business being the manufacture of dredging equipment (grabs), cranes and winches. In the late 1870s William became interested in internal combustion engines. He took a sublicence to manufacture petrol engines to the patents of Eugène Etève of Paris from the British licensees, Moll and Dando. These engines operated in a similar manner to the non-compression gas engines of Lenoir. Failure to make the two-stroke version of this engine work satisfactorily forced him to pay royalties to Crossley Bros, the British licensees of the Otto four-stroke patents.Fear of the dangers of petrol as a fuel, reflected by the associated very high insurance premiums, led William to experiment with the use of lamp oil as an engine fuel. His first of many patents was for a vaporizer. This was in 1885, well before Ackroyd Stuart. What distinguished the Priestman engine was the provision of an air pump which pressurized the fuel tank, outlets at the top and bottom of which led to a fuel atomizer injecting continuously into a vaporizing chamber heated by the exhaust gases. A spring-loaded inlet valve connected the chamber to the atmosphere, with the inlet valve proper between the chamber and the working cylinder being camoperated. A plug valve in the fuel line and a butterfly valve at the inlet to the chamber were operated, via a linkage, by the speed governor; this is believed to be the first use of this method of control. It was found that vaporization was only partly achieved, the higher fractions of the fuel condensing on the cylinder walls. A virtue was made of this as it provided vital lubrication. A starting system had to be provided, this comprising a lamp for preheating the vaporizing chamber and a hand pump for pressurizing the fuel tank.Engines of 2–10 hp (1.5–7.5 kW) were exhibited to the press in 1886; of these, a vertical engine was installed in a tram car and one of the horizontals in a motor dray. In 1888, engines were shown publicly at the Royal Agricultural Show, while in 1890 two-cylinder vertical marine engines were introduced in sizes from 2 to 10 hp (1.5–7.5 kW), and later double-acting ones up to some 60 hp (45 kW). First, clutch and gearbox reversing was used, but reversing propellers were fitted later (Priestman patent of 1892). In the same year a factory was established in Philadelphia, USA, where engines in the range 5–20 hp (3.7–15 kW) were made. Construction was radically different from that of the previous ones, the bosses of the twin flywheels acting as crank discs with the main bearings on the outside.On independent test in 1892, a Priestman engine achieved a full-load brake thermal efficiency of some 14 per cent, a very creditable figure for a compression ratio limited to under 3:1 by detonation problems. However, efficiency at low loads fell off seriously owing to the throttle governing, and the engines were heavy, complex and expensive compared with the competition.Decline in sales of dredging equipment and bad debts forced the firm into insolvency in 1895 and receivers took over. A new company was formed, the brothers being excluded. However, they were able to attend board meetings, but to exert no influence. Engine activities ceased in about 1904 after over 1,000 engines had been made. It is probable that the Quaker ethics of the brothers were out of place in a business that was becoming increasingly cut-throat. William spent the rest of his long life serving others.[br]Further ReadingC.Lyle Cummins, 1976, Internal Fire, Carnot Press.C.Lyle Cummins and J.D.Priestman, 1985, "William Dent Priestman, oil engine pioneer and inventor: his engine patents 1885–1901", Proceedings of the Institution ofMechanical Engineers 199:133.Anthony Harcombe, 1977, "Priestman's oil engine", Stationary Engine Magazine 42 (August).JBBiographical history of technology > Priestman, William Dent
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57 Evans, Oliver
SUBJECT AREA: Agricultural and food technology[br]b. 13 September 1755 Newport, Delaware, USAd. 15 April 1819 New York, USA[br]American millwright and inventor of the first automatic corn mill.[br]He was the fifth child of Charles and Ann Stalcrop Evans, and by the age of 15 he had four sisters and seven brothers. Nothing is known of his schooling, but at the age of 17 he was apprenticed to a Newport wheelwright and wagon-maker. At 19 he was enrolled in a Delaware Militia Company in the Revolutionary War but did not see active service. About this time he invented a machine for bending and cutting off the wires in textile carding combs. In July 1782, with his younger brother, Joseph, he moved to Tuckahoe on the eastern shore of the Delaware River, where he had the basic idea of the automatic flour mill. In July 1782, with his elder brothers John and Theophilus, he bought part of his father's Newport farm, on Red Clay Creek, and planned to build a mill there. In 1793 he married Sarah Tomlinson, daughter of a Delaware farmer, and joined his brothers at Red Clay Creek. He worked there for some seven years on his automatic mill, from about 1783 to 1790.His system for the automatic flour mill consisted of bucket elevators to raise the grain, a horizontal screw conveyor, other conveying devices and a "hopper boy" to cool and dry the meal before gathering it into a hopper feeding the bolting cylinder. Together these components formed the automatic process, from incoming wheat to outgoing flour packed in barrels. At that time the idea of such automation had not been applied to any manufacturing process in America. The mill opened, on a non-automatic cycle, in 1785. In January 1786 Evans applied to the Delaware legislature for a twenty-five-year patent, which was granted on 30 January 1787 although there was much opposition from the Quaker millers of Wilmington and elsewhere. He also applied for patents in Pennsylvania, Maryland and New Hampshire. In May 1789 he went to see the mill of the four Ellicot brothers, near Baltimore, where he was impressed by the design of a horizontal screw conveyor by Jonathan Ellicot and exchanged the rights to his own elevator for those of this machine. After six years' work on his automatic mill, it was completed in 1790. In the autumn of that year a miller in Brandywine ordered a set of Evans's machinery, which set the trend toward its general adoption. A model of it was shown in the Market Street shop window of Robert Leslie, a watch-and clockmaker in Philadelphia, who also took it to England but was unsuccessful in selling the idea there.In 1790 the Federal Plant Laws were passed; Evans's patent was the third to come within the new legislation. A detailed description with a plate was published in a Philadelphia newspaper in January 1791, the first of a proposed series, but the paper closed and the series came to nothing. His brother Joseph went on a series of sales trips, with the result that some machinery of Evans's design was adopted. By 1792 over one hundred mills had been equipped with Evans's machinery, the millers paying a royalty of $40 for each pair of millstones in use. The series of articles that had been cut short formed the basis of Evans's The Young Millwright and Miller's Guide, published first in 1795 after Evans had moved to Philadelphia to set up a store selling milling supplies; it was 440 pages long and ran to fifteen editions between 1795 and 1860.Evans was fairly successful as a merchant. He patented a method of making millstones as well as a means of packing flour in barrels, the latter having a disc pressed down by a toggle-joint arrangement. In 1801 he started to build a steam carriage. He rejected the idea of a steam wheel and of a low-pressure or atmospheric engine. By 1803 his first engine was running at his store, driving a screw-mill working on plaster of Paris for making millstones. The engine had a 6 in. (15 cm) diameter cylinder with a stroke of 18 in. (45 cm) and also drove twelve saws mounted in a frame and cutting marble slabs at a rate of 100 ft (30 m) in twelve hours. He was granted a patent in the spring of 1804. He became involved in a number of lawsuits following the extension of his patent, particularly as he increased the licence fee, sometimes as much as sixfold. The case of Evans v. Samuel Robinson, which Evans won, became famous and was one of these. Patent Right Oppression Exposed, or Knavery Detected, a 200-page book with poems and prose included, was published soon after this case and was probably written by Oliver Evans. The steam engine patent was also extended for a further seven years, but in this case the licence fee was to remain at a fixed level. Evans anticipated Edison in his proposal for an "Experimental Company" or "Mechanical Bureau" with a capital of thirty shares of $100 each. It came to nothing, however, as there were no takers. His first wife, Sarah, died in 1816 and he remarried, to Hetty Ward, the daughter of a New York innkeeper. He was buried in the Bowery, on Lower Manhattan; the church was sold in 1854 and again in 1890, and when no relative claimed his body he was reburied in an unmarked grave in Trinity Cemetery, 57th Street, Broadway.[br]Further ReadingE.S.Ferguson, 1980, Oliver Evans: Inventive Genius of the American Industrial Revolution, Hagley Museum.G.Bathe and D.Bathe, 1935, Oliver Evans: Chronicle of Early American Engineering, Philadelphia, Pa.IMcN -
58 Watt, James
SUBJECT AREA: Steam and internal combustion engines[br]b. 19 January 1735 Greenock, Renfrewshire, Scotlandd. 19 August 1819 Handsworth Heath, Birmingham, England[br]Scottish engineer and inventor of the separate condenser for the steam engine.[br]The sixth child of James Watt, merchant and general contractor, and Agnes Muirhead, Watt was a weak and sickly child; he was one of only two to survive childhood out of a total of eight, yet, like his father, he was to live to an age of over 80. He was educated at local schools, including Greenock Grammar School where he was an uninspired pupil. At the age of 17 he was sent to live with relatives in Glasgow and then in 1755 to London to become an apprentice to a mathematical instrument maker, John Morgan of Finch Lane, Cornhill. Less than a year later he returned to Greenock and then to Glasgow, where he was appointed mathematical instrument maker to the University and was permitted in 1757 to set up a workshop within the University grounds. In this position he came to know many of the University professors and staff, and it was thus that he became involved in work on the steam engine when in 1764 he was asked to put in working order a defective Newcomen engine model. It did not take Watt long to perceive that the great inefficiency of the Newcomen engine was due to the repeated heating and cooling of the cylinder. His idea was to drive the steam out of the cylinder and to condense it in a separate vessel. The story is told of Watt's flash of inspiration as he was walking across Glasgow Green one Sunday afternoon; the idea formed perfectly in his mind and he became anxious to get back to his workshop to construct the necessary apparatus, but this was the Sabbath and work had to wait until the morrow, so Watt forced himself to wait until the Monday morning.Watt designed a condensing engine and was lent money for its development by Joseph Black, the Glasgow University professor who had established the concept of latent heat. In 1768 Watt went into partnership with John Roebuck, who required the steam engine for the drainage of a coal-mine that he was opening up at Bo'ness, West Lothian. In 1769, Watt took out his patent for "A New Invented Method of Lessening the Consumption of Steam and Fuel in Fire Engines". When Roebuck went bankrupt in 1772, Matthew Boulton, proprietor of the Soho Engineering Works near Birmingham, bought Roebuck's share in Watt's patent. Watt had met Boulton four years earlier at the Soho works, where power was obtained at that time by means of a water-wheel and a steam engine to pump the water back up again above the wheel. Watt moved to Birmingham in 1774, and after the patent had been extended by Parliament in 1775 he and Boulton embarked on a highly profitable partnership. While Boulton endeavoured to keep the business supplied with capital, Watt continued to refine his engine, making several improvements over the years; he was also involved frequently in legal proceedings over infringements of his patent.In 1794 Watt and Boulton founded the new company of Boulton \& Watt, with a view to their retirement; Watt's son James and Boulton's son Matthew assumed management of the company. Watt retired in 1800, but continued to spend much of his time in the workshop he had set up in the garret of his Heathfield home; principal amongst his work after retirement was the invention of a pantograph sculpturing machine.James Watt was hard-working, ingenious and essentially practical, but it is doubtful that he would have succeeded as he did without the business sense of his partner, Matthew Boulton. Watt coined the term "horsepower" for quantifying the output of engines, and the SI unit of power, the watt, is named in his honour.[br]Principal Honours and DistinctionsFRS 1785. Honorary LLD, University of Glasgow 1806. Foreign Associate, Académie des Sciences, Paris 1814.Further ReadingH.W.Dickinson and R Jenkins, 1927, James Watt and the Steam Engine, Oxford: Clarendon Press.L.T.C.Rolt, 1962, James Watt, London: B.T. Batsford.R.Wailes, 1963, James Watt, Instrument Maker (The Great Masters: Engineering Heritage, Vol. 1), London: Institution of Mechanical Engineers.IMcN -
59 valve
1) клапан; вентиль2) задвижка; затвор4) кран5) мн. ч. вентильная арматура•to time the valves — регулировать газораспределение ( двигателя)-
2-axis hydraulic contouring valve
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3-axis hydraulic contouring valve
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3-position spring-centered selector valve
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ac solenoid hydraulic directional valve
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accumulator charging valve
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accumulator unloading valve
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adjustable valve
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admission valve
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ahead maneuvering valve
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air control valve
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air filler valve
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air valve
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air-gap armature hydraulic valve
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air-operated valve
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air-starting valve
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air-steam relief valve
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air-vent valve
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alarm valve
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aligned-grid valve
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amplifier valve
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angle valve
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annular slide valve
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antibackfire valve
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antiicing shutoff valve
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astern maneuvering valve
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atmospheric steam dump valve
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automatic changeover valve
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auxiliary loop isolation valve
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auxiliary valve
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back pressure valve
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back valve
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backfire bypass valve
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backflush valve
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back-seating valve
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backwash valve
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baffle valve
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balanced needle valve
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balanced valve
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balanced-disk valve
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balanced-gate valve
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ball and scat valve
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ball seating action valve
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ball shear action valve
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ball valve
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ball-operated pneumatic valve
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beam-power valve
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bin slide valve
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blade-control valve
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bleeder valve
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bleed valve
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block valve
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blowing valve
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blowoff valve
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blowout valve
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bottom discharge valve
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bottom dump valve
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bottom-hole valve
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brake application valve
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brake cylinder release valve
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brake hydraulic valve
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brake transmission valve
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brake valve
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breathing valve
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bulkhead valve
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bullet valve
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butterfly valve
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bypass proportional valve
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bypass valve
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cam-operated pneumatic valve
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cargo oil valve
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cargo valve
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cartridge-type valve
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casing fill-up valve
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casing float valve
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casing pressure operated gas lift valve
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cement float valve
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centrifugal reducing valve
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changeover valve
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charging valve
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check valve
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chimney slide valve
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chimney valve
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choke valve
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Christmas-tree gate valve
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Christmas-tree valve
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combined stop and emergency valve
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common slide valve
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compartment valve
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compensation valve
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compression valve
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compressor bleed valve
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conditioned air emergency valve
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conductor's valve
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cone valve
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control valve
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converter valve
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coolant flow-control valve
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cooler bypass valve
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copying valve
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counterbalance valve
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crankcase valve
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crankcase ventilation valve
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crossfeed valve
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crude oil valve
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cryogenic gate valve
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cutoff valve
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cutout valve
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cylinder-operated pneumatic valve
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cylindrical valve
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damper valve
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dc solenoid hydraulic directional valve
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deceleration flow control valve
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deceleration valve
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deck drain valve
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decompression pressure control valve
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delivery valve
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depress valve
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detent-controlled valve
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diaphragm seating action valve
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diaphragm valve
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differential lock valve
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differential pressure control valve
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differential relief valve
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direct-acting valve
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direct-admission valve
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direction selector valve
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directional control valve
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directly operated valve
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discharge valve
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disk valve
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distributing valve
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distribution valve
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diverter valve
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double air-piloted valve
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double-acting valve
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double-check valve
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double-seat valve
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double-solenoid valve
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drain valve
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dual block gate valve
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dual block valve
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dump valve
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duplex valve
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duplicator valve
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eduction valve
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ejection valve
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electric valve
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electric-to-air valve
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electrohydraulic servo valve
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electromagnetic valve
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electronic valve
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emergency closing valve
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emergency valve
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emergency-braking valve
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en-bloc directional control hydraulic valve
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engine start valve
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engineer's brake valve
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equalizing tester valve
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equalizing valve
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escape valve
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evaporator refrigerant valve
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exhaust brake valve
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exhaust valve
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exit-juice valve
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expansion valve
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explosive valve
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extraction valve
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feeding valve
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feed valve
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feedwater valve
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fill valve
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five-port control valve
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five-port valve
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fixed flow control valve
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fixed-dispersion cone valve
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flap valve
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flapper action valve
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flapper valve
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flat gate valve
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flat valve
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flat-scat fuel valve
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Fleming valve
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float valve
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float-controlled gate valve
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float-controlled valve
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flooding valve
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flood valve
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flow control valve
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flow directing valve
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flow dividing valve
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flow metering valve
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flow restrictor valve
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flow safety valve
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flow summarizing valve
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flow-regulating valve
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fluid check valve
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flushing and boost valve
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follow valve
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follower-ring gate valve
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foot valve
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foot-operated pneumatic valve
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force motor valve
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forcing valve
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four/three-way hydraulic directional control valve
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four-port control valve
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four-port valve
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four-way directional control valve
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four-way valve
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free-discharge valve
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fuel shutoff valve
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fuel supply valve
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fuel valve
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fuel-lock valve
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fume valve
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gas charging valve
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gas cylinder valve
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gas lift starting valve
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gas lift valve
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gas reversing valve
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gate valve
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geared valve
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globe valve
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guard valve
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guard's valve
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gulp valve
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hand-operated valve
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heat control valve
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high-head regulating valve
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high-pressure gate valve
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high-pressure relief valve
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holding valve
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hollow-jet valve
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hydraulic copying valve
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hydraulic pressure gage selector valve
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hydraulic valve
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inclined valve
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indirect-action valve
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induction valve
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injection valve
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injector valve
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inlet valve
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in-line air valve
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intake valve
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intercept valve
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interior differential needle valve
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intermediate-plate type valve
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internal check valve
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inverted valve
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ionic valve
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isolation valve
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jet action valve
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jet-pipe valve
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jettison valve
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kelly safety valve
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king valve
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kingston valve
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leak valve
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lever safety valve
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light valve
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liquid-crystal valve
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load dividing pressure control valve
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lock emptying valve
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lock filling valve
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lock valve
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low-cracking check valve
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magnetic valve
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main feedwater control valve
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main loop isolation valve
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main penstock valve
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main pipeline gate valve
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main pipeline valve
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main steam stop valve
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main tester valve
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make-up valve
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maneuvering valve
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manifold air valve
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manifold valve
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manual valve
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masked inlet valve
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master control gate valve
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master gate valve
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master valve
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measuring valve
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membrane valve
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mercury arc valve
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mercury valve
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metering valve
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mixer valve
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mod-logic pneumatic valve
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modular hydraulic valves
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modular-type control valve
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modulating valve
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moisture drain valve
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motor-operated valve
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multiple station isolator valve
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multiple valve
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multiway valve
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mushroom valve
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needle seating action valve
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needle valve
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neutralizer valve
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new fuel entry valve
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nonreturn valve
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nozzle control valve
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nozzle valve
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oil drain valve
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oil-controlled valve
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oil-overflow valve
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oil-pressure relief valve
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oil-pressure valve
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one-port control valve
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one-port valve
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one-stage valve
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one-way control valve
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one-way valve
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on-off valve
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open center valve
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orchard valve
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outboard valve
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outlet valve
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overflow valve
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overlapped valve
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overload valve
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overrun valve
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overspeed valve
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palm button operated pneumatic valve
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penstock valve
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pet valve
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pig scraper launching valve
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pig launching valve
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pig scraper receiver valve
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pig receiver valve
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pilot overspeed valve
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pilot valve
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pilot-actuated valve
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pilot-controlled valve
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pilot-operated check valve
-
pilot-operated valve
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pipe valve
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pipeline valves
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piston valve
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piston-operated spool valve
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plug seating action valve
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plug shear action valve
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plug valve
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pneumatic control valve
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pneumatic time delay valve
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pneumatic valve
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poppet valve
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poppet-operated pneumatic valve
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power valve
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pressure control valve
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pressure reducing valve
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pressure regulating valve
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pressure sequenced valve
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pressure valve
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pressure-vacuum vent valve
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pressure vent valve
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pressure-and-vacuum valve
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pressure-compensated flow control valve
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pressure-compensated valve
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pressure-limiting valve
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pressure-operated pneumatic valve
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pressure-relief valve
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pressurizer isolation valve
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pressurizing cabin valve
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priming valve
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priority valve
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production gate valve
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production valve
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proportional control hydraulic valve
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proportional pressure control valve
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proportioning valve
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pump discharge valve
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purge valve
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push-button operated pneumatic valve
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push-button valve
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quarter-turn valve
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quick exhaust air valve
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rebound valve
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rectifier valve
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reducing valve
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reed-type valve
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reed valve
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re-entry valve
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register valve
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regulating valve
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relay valve
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release valve
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relief valve
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replenishing valve
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restrictor valve
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retaining valve
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retardation valve
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retarder valve
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retrievable valve
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return valve
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reverse Tainter valve
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reverse valve
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reversible flow metering valve
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revolving valve
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ride control valve
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roller-operated pneumatic valve
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rolling lift valve
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rotary directional hydraulic valve
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rotary disk operated pneumatic valve
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rotary valve
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safety valve
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sampling valve
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sand valve
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scour valve
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screw-down valve
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screw valve
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scupper valve
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sea-suction valve
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seating action valve
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seat valve
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selection valve
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selector directional control valve
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selector valve
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self-sealing hydraulic valve
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sequence valve
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shaft valve
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shear action valve
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shrouded valve
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shutoff gate valve
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shutoff valve
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singe-seat valve
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single solenoid valve
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single-acting valve
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single-stage valve
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sleeve valve
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slide valve
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sliding plate shear action valve
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sluice valve
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snap-in valve
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snort valve
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sodium-filled exhaust valve
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solar panel valve
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solenoid valve
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solenoid-operated hydraulic valve
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sphere valve
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spherical valve
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sphincter valve
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spool operated pneumatic valve
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spool valve
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spray valve
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spring centering directional control hydraulic valve
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spring centralized air valve
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spring offset valve
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spring operated valve
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spring-loaded valve
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standing valve
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start valve
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steam dump valve
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steam valve
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steering-damping control valve
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stop valve
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straight flow valve
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straight-through valve
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suction valve
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supply valve
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surface-controlled gas lift valve
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surge damping valve
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swing disk seating action valve
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swing-check valve
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tank manifold valves
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tank valves
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tank-pipeline valve
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tapered-seat valve
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taper-seat valve
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telescopic valve
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telltale valve
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thermionic valve
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thermostatic expansion valve
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thermostatic valve
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three-port control valve
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three-port valve
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throttle valve
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throttling direction control valve
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thyristor valve
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tidal valve
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tilting disk check valve
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time delay valve
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toggle valve
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tractor breakaway valve
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transmission spark control valve
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traveling valve
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treadle-operated pneumatic valve
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trip tester valve
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tube valve
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tubing pressure operated gas lift valve
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tubing safety valve
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turbine inlet valve
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turbine shutoff valve
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twinned-regenerator valve
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two/two-way hydraulic valve
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two-port control valve
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two-port valve
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two-position pneumatic valve
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two-stage valve
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two-way control valve
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two-way valve
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uncoupling valve
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underlapped valve
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unloading valve
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vacuum valve
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vapor valve
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variable load valve
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variable valve
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vent valve
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ventilation valve
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venting valve
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washout valve
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water valve
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water-gate valve
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waveguide valve
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wedge gate valve
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wedge valve
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wedge-action valve
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wet armature hydraulic valve
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whistle valve
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zero-lapped valve -
60 Benz, Karl
[br]b. 25 November 1844 Pfaffenrot, Black Forest, Germanyd. 4 April 1929 Ladenburg, near Mannheim, Germany[br]German inventor of one of the first motor cars.[br]The son of a railway mechanic, it is said that as a child one of his hobbies was the repair of Black Forest clocks. He trained as a mechanical engineer at the Karlsruhe Lyzeum and Polytechnikum under Ferdinand Redtenbacher (d. 1863), who pointed out to him the need for a more portable power source than the steam engine. He went to Maschinenbau Gesellschaft Karlsruhe for workshop experience and then joined Schweizer \& Cie, Mannheim, for two years. In 1868 he went to the Benkiser Brothers at Pforzheim. In 1871 he set up a small machine-tool works at Mannheim, but in 1877, in financial difficulties, he turned to the idea of an entirely new product based on the internal-combustion engine. At this time, N.A. Otto held the patent for the four-stroke internal-combustion engine, so Benz had to put his hopes on a two-stroke design. He avoided the trouble with Dugald Clerk's engine and designed one in which the fuel would not ignite in the pump and in which the cylinder was swept with fresh air between each two firing strokes. His first car had a sparking plug and coil ignition. By 1879 he had developed the engine to a stage where it would run satisfactorily with little attention. On 31 December 1879, with his wife Bertha working the treadle of her sewing machine to charge the batteries, he demonstrated his engine in street trials in Mannheim. In the summer of 1888, unknown to her husband, Bertha drove one of his cars the 80 km (50 miles) to Pforzheim and back with her two sons, aged 13 and 15. She and the elder boy pushed the car up hills while the younger one steered. They bought petrol from an apothecary in Wiesloch and had a brake block repaired in Bauschlott by the village cobbler. Karl Benz's comments on her return from this venture are not recorded! Financial problems prevented immediate commercial production of the automobile, but in 1882 Benz set up the Gasmotorenfabrik Mannheim. After trouble with some of his partners, he left in 1883 and formed a new company, Benz \& Cie, Rheinische Gasmotorenfabrik. Otto's patent was revoked in 1886 and in that year Benz patented a motor car with a gas engine drive. He manufactured a 0.8hp car, the engine running at 250 rpm with a horizontal flywheel, exhibited at the Paris Fair in 1889. He was not successful in finding anyone in France who would undertake manufacture. This first car was a three-wheeler, and soon after he produced a four-wheeled car, but he quarrelled with his co-directors, and although he left the board in 1902 he rejoined it soon after.[br]Further ReadingSt J.Nixon, 1936, The Invention of the Automobile. E.Diesel et al., 1960, From Engines to Autos. E.Johnson, 1986, The Dawn of Motoring.IMcN
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