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61 vacuum engineering
вакуумная технология; вакуумная техникаwelding engineering — сварочная техника; сварка
English-Russian dictionary on nuclear energy > vacuum engineering
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62 welding engineering
сварочная техника; сваркаEnglish-Russian dictionary on nuclear energy > welding engineering
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63 control engineering
The English-Russian dictionary general scientific > control engineering
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64 SAE
1) Компьютерная техника: Systems Application Engineering2) Медицина: односторонняя ампутация выше локтя (single above elbow amputation (amputee)), серьезное нежелательное явление (serious adverse event), Serious Adverse Event, тяжелая побочная реакция, человек, подвергшийся такой ампутации3) Военный термин: shop and equipment, site acceptance evaluation, steering angle error, supersonic aircraft engine4) Техника: simple arithmetic expression, site area emergency, spacecraft assembly and encapsulation5) Сельское хозяйство: Supervised Agricultural Experiences6) Автомобильный термин: viscosity grade, Общество автомобильных инженеров7) Грубое выражение: Stupid Annoying And Evil8) Сокращение: Service Acquisition Executive (USA), Service Acquisition Executive, Signal Analysis and Exploitation, Singapore Automotive Engineering Pte Ltd, Same Assholes Everywhere9) Университет: School Of Audio Engineering, Students Acquiring Experience, Students As Entrepreneurs10) Пищевая промышленность: Stop and Eat11) СМИ: Sales Administration Editorial12) Деловая лексика: вложенный в письмо конверт с обратным адресом и маркой (stamped addressed envelope)13) Бурение: Общество инженеров-транспортников (Society of Automotive Engineers)14) Образование: State Administrative Expense, Students Are Exciting, Supervised Agricultural Experience15) Полимеры: Society of Automotive Engineers16) Сахалин Ю: society of American engineers17) NYSE. Super- Sol LTD.18) Единицы измерений: Standard American Equivalent19) Международная торговля: Spain America Enterprises20) Клинические исследования: СНЯ, серьезное нежелательное явление -
65 sae
1) Компьютерная техника: Systems Application Engineering2) Медицина: односторонняя ампутация выше локтя (single above elbow amputation (amputee)), серьезное нежелательное явление (serious adverse event), Serious Adverse Event, тяжелая побочная реакция, человек, подвергшийся такой ампутации3) Военный термин: shop and equipment, site acceptance evaluation, steering angle error, supersonic aircraft engine4) Техника: simple arithmetic expression, site area emergency, spacecraft assembly and encapsulation5) Сельское хозяйство: Supervised Agricultural Experiences6) Автомобильный термин: viscosity grade, Общество автомобильных инженеров7) Грубое выражение: Stupid Annoying And Evil8) Сокращение: Service Acquisition Executive (USA), Service Acquisition Executive, Signal Analysis and Exploitation, Singapore Automotive Engineering Pte Ltd, Same Assholes Everywhere9) Университет: School Of Audio Engineering, Students Acquiring Experience, Students As Entrepreneurs10) Пищевая промышленность: Stop and Eat11) СМИ: Sales Administration Editorial12) Деловая лексика: вложенный в письмо конверт с обратным адресом и маркой (stamped addressed envelope)13) Бурение: Общество инженеров-транспортников (Society of Automotive Engineers)14) Образование: State Administrative Expense, Students Are Exciting, Supervised Agricultural Experience15) Полимеры: Society of Automotive Engineers16) Сахалин Ю: society of American engineers17) NYSE. Super- Sol LTD.18) Единицы измерений: Standard American Equivalent19) Международная торговля: Spain America Enterprises20) Клинические исследования: СНЯ, серьезное нежелательное явление -
66 Railton, Reid Anthony
[br]b. 24 June 1895 Alderley Edge, Cheshire, Englandd. 1 September 1977 Berkeley, California, USA.[br]English designer of record-breaking automobiles and motor boats.[br]Railton was educated at Rugby School and Manchester University. From 1915 to 1917 he served an apprenticeship with Leyland Motors, after which he served in the Motor Boat Section of the Royal Naval Volunteer Reserve (RNVR). Having obtained his Royal Aeronautical Club (RAeC) pilot's certificate in 1918, he went to the United States to study factory layout. He was Assistant to the Chief Engineer of Leyland Motors from 1921 to 1923, when he became Managing Director of Arab Motors Limited of Letchworth, Hertfordshire.Railton was engineering consultant to Sir Malcolm Campbell, and was responsible for Campbell's Bluebird II boat which set a water speed record of 228.1 km/h (141.7 mph) in 1939. He was the designer of John R.Cobb's Napier Railton car which broke the speed record for automobiles on 16 September 1947 with an average speed of 634.3 km/h (394.2 mph); this record stood until 1964, when it was broken by Sir Malcolm Campbell's son Donald. Railton was also responsible for Cobb's boat, Crusader, which was the first to exceed 200 mph (322 km/h).Railton presented many papers to the Institution of Automobile Engineers, the Institution of Mechanical Engineers and the Society of Automotive Engineers in the United States. In his later years, he lived in Berkeley, California.[br]Further Reading1971–80, Who Was Who, London: A. \& C.Black.IMcN -
67 AED
1) Общая лексика: Association of Engineering Distributors (Ассоциация по сбыту продукции машиностроительной промышленности (Великобритания)), Associated Equipment Distributors (сокр.) (Ассоциация предприятий по производству и сбыту строительных механизмов (США))2) Медицина: Academy for Educational Development, Automatic External Defibrillator, противоэпилептический препарат, допустимая доза облучения при аварии (acceptable emergency dose), допустимая аварийная доза (acceptable emergency dose), antiepileptic drug3) Спорт: Awfully Easy Dive4) Военный термин: Air Equipment Department, Ammunition Engineering Directorate, Architectural Engineering Directorate, active electronic decoy, active expendable decoy, aeronautical engineering duty, alphanumeric entry device6) Шутливое выражение: Angels Eating Dumplings8) Ветеринария: Animal Euthanasia Device9) Сокращение: Active Expendable Decoy (USA)10) Университет: American Educational Diplomats, Automotive Engineering and Design11) Физика: Auger electron diffraction12) Банковское дело: (Arab Emirates Dirham) дирхам Арабских Эмиратов (валюта Объединенных Арабских Эмиратов)13) Деловая лексика: Additional Excise Duty, дирхам - денежная единица Объединённых Арабских Эмиратов (United Arab Emirates dirham), administrative economic department14) Автоматика: automatic error detection15) Медицинская техника: автоматический внешний дефибриллятор (automated external defibrillator)16) Химическое оружие: Atomic Emission Detector17) Электротехника: automatic engineering design18) Правительство: Agricultural Extension Division19) NYSE. Banco de A Edwards20) Программное обеспечение: Application Environment Daemon -
68 AEd
1) Общая лексика: Association of Engineering Distributors (Ассоциация по сбыту продукции машиностроительной промышленности (Великобритания)), Associated Equipment Distributors (сокр.) (Ассоциация предприятий по производству и сбыту строительных механизмов (США))2) Медицина: Academy for Educational Development, Automatic External Defibrillator, противоэпилептический препарат, допустимая доза облучения при аварии (acceptable emergency dose), допустимая аварийная доза (acceptable emergency dose), antiepileptic drug3) Спорт: Awfully Easy Dive4) Военный термин: Air Equipment Department, Ammunition Engineering Directorate, Architectural Engineering Directorate, active electronic decoy, active expendable decoy, aeronautical engineering duty, alphanumeric entry device6) Шутливое выражение: Angels Eating Dumplings8) Ветеринария: Animal Euthanasia Device9) Сокращение: Active Expendable Decoy (USA)10) Университет: American Educational Diplomats, Automotive Engineering and Design11) Физика: Auger electron diffraction12) Банковское дело: (Arab Emirates Dirham) дирхам Арабских Эмиратов (валюта Объединенных Арабских Эмиратов)13) Деловая лексика: Additional Excise Duty, дирхам - денежная единица Объединённых Арабских Эмиратов (United Arab Emirates dirham), administrative economic department14) Автоматика: automatic error detection15) Медицинская техника: автоматический внешний дефибриллятор (automated external defibrillator)16) Химическое оружие: Atomic Emission Detector17) Электротехника: automatic engineering design18) Правительство: Agricultural Extension Division19) NYSE. Banco de A Edwards20) Программное обеспечение: Application Environment Daemon -
69 Johansson, Carl Edvard
[br]b. 15 March 1864 Orebro, Swedend. 30 September 1943 Eskilstuna, Sweden[br]Swedish metrologist and inventor of measuring-gauge blocks.[br]Carl Edvard Johansson was first apprenticed to a shoemaker, but he soon abandoned that career. In 1882 he went to America to join his brother Arvid working at a sawmill in the summer; in winter the brothers obtained further general education at the Gustavus Adolphus College at St Peter, Minnesota. They returned to Sweden in November 1884 and in the following year Carl obtained employment with a small engineering firm which rented a workshop in the government small-arms factory at Eskilstuna. In his spare time he attended the Eskilstuna Technical College and in 1888 he was accepted as an apprentice armourer inspector. After completion of his apprenticeship he was appointed an armourer inspector, and it was in his work of inspection that he realized that the large number of gauges then required could be reduced if several accurate gauges could be used in combination. This was in 1896, and the first set of gauges was made for use in the rifle factory. With these, any dimension between 1 mm and 201 mm could be made up to the nearest 0.01 mm, the gauges having flat polished surfaces that would adhere together by "wringing". Johansson obtained patents for the system from 1901, but it was not until c.1907 that the sets of gauges were marketed generally. Gauges were made in inch units for Britain and America—slightly different as the standards were not then identical. Johansson formed his own company to manufacture the gauges in 1910, but he did not give up his post in the rifle factory until 1914. By the 1920s Johansson gauges were established as the engineering dimensional standards for the whole world; the company also made other precision measuring instruments such as micrometers and extensometers. A new company, C.E.Johansson Inc., was set up in America for manufacture and sales, and the gauges were extensively used in the American automobile industry. Henry Ford took a special interest and Johansson spent several years in a post with the Ford Motor Company in Detroit, Michigan, until he returned to Sweden in 1936.[br]Principal Honours and DistinctionsHonorary Doctorates, Gustavus Adolphus College, St Peter and Wayne University, Detroit. Swedish Engineering Society John Ericsson Gold Medal. American Society of Mechanical Engineers Gold Medal.Further ReadingK.J.Hume, 1980, A History of Engineering Metrology, London, pp. 54–66 (a short biography).RTS -
70 Moulton, Alexander
[br]b. 9 April 1920 Stratford-on-Avon[br]English inventor of vehicle suspension systems and the Moulton bicycle.[br]He spent his childhood at The Hall in Bradfordon-Avon. He was educated at Marlborough College, and in 1937 was apprenticed to the Sentinel Steam Wagon Company of Shrewsbury. About that same time he went to King's College, Cambridge, where he took the Mechanical Sciences Tripos. It was then wartime, and he did research on aero-engines at the Bristol Aeroplane Company, where he became Personal Assistant to Sir Roy Fedden. He left Bristol's in 1945 to join his family firm, Spencer \& Moulton, of which he eventually became Technical Director and built up the Research Department. In 1948 he invented his first suspension unit, the "Flexitor", in which an inner shaft and an outer shell were separated by an annular rubber body which was bonded to both.In 1848 his great-grandfather had founded the family firm in an old woollen mill, to manufacture vulcanized rubber products under Charles Goodyear's patent. The firm remained a family business with Spencer's, consultants in railway engineering, until 1956 when it was sold to the Avon Rubber Company. He then formed Moulton Developments to continue his work on vehicle suspensions in the stables attached to The Hall. Sponsored by the British Motor Corporation (BMC) and the Dunlop Rubber Company, he invented a rubber cone spring in 1951 which was later used in the BMC Mini (see Issigonis, Sir Alexander Arnold Constantine): by 1994 over 4 million Minis had been fitted with these springs, made by Dunlop. In 1954 he patented the Hydrolastic suspension system, in which all four wheels were independently sprung with combined rubber springs and damper assembly, the weight being supported by fluid under pressure, and the wheels on each side being interconnected, front to rear. In 1962 he formed Moulton Bicycles Ltd, having designed an improved bicycle system for adult use. The conventional bicycle frame was replaced by a flat-sided oval steel tube F-frame on a novel rubber front and rear suspension, with the wheel size reduced to 41 cm (16 in.) with high-pressure tyres. Raleigh Industries Ltd having refused his offer to produce the Moulton Bicycle under licence, he set up his own factory on his estate, producing 25,000 bicycles between 1963 and 1966. In 1967 he sold out to Raleigh and set up as Bicycle Consultants Ltd while continuing the suspension development of Moulton Developments Ltd. In the 1970s the combined firms employed some forty staff, nearly 50 per cent of whom were graduates.He won the Queen's Award for Industry in 1967 for technical innovation in Hydrolastic car suspension and the Moulton Bicycle. Since that time he has continued his innovative work on suspensions and the bicycle. In 1983 he introduced the AM bicycle series of very sophisticated space-frame design with suspension and 43 cm (17 in.) wheels; this machine holds the world speed record fully formed at 82 km/h (51 mph). The current Rover 100 and MGF use his Hydragas interconnected suspension. By 1994 over 7 million cars had been fitted with Moulton suspensions. He has won many design awards and prizes, and has been awarded three honorary doctorates of engineering. He is active in engineering and design education.[br]Principal Honours and DistinctionsQueen's Award for Industry 1967; CBE; RDI. Fellow of the Royal Academy of Engineering.Further ReadingP.R.Whitfield, 1975, Creativity in Industry, London: Penguin Books.IMcN -
71 Bosch, Robert August
[br]b. 23 September 1861 Albeck, near Ulm, Germanyd. 9 March 1942 Stuttgart, Germany[br]German engineer, industrialist and pioneer of internal combustion engine electrical systems.[br]Robert was the eighth of twelve children of the landlord of a hotel in the village of Albeck. He wanted to be a botanist and zoologist, but at the age of 18 he was apprenticed as a precision mechanic. He travelled widely in the south of Germany, which is unusual for an apprenticeship. In 1884, he went to the USA, where he found employment with Thomas A. Edison and his colleague, the German electrical engineer Siegmund Bergmann. During this period he became interested and involved in the rights of workers.In 1886 he set up his own workshop in Stuttgart, having spent a short time with Siemens in England. He built up a sound reputation for quality, but the firm outgrew its capital and in 1892 he had to sack nearly all his employees. Fortunately, among the few that he was able to retain were Arnold Zähringer, who later became Manager, and an apprentice, Gottlieb Harold. These two, under Bosch, were responsible for the development of the low-tension (1897) and the high-tension (1902) magneto. They also developed the Bosch sparking plug, again in 1902. The distributor for multi-cylinder engines followed in 1910. These developments, with a strong automotive bias, were stimulated by Bosch's association with Frederick Simms, an Englishman domiciled in Hamburg, who had become a director of Daimler in Canstatt and had secured the UK patent rights of the Daimler engine. Simms went on to invent, in about 1898, a means of varying ignition timing with low-tension magnetos.It must be emphasized, as pointed out above, that the invention of neither type of magneto was due to Bosch. Nikolaus Otto introduced a crude low-tension magneto in 1884, but it was not patented in Germany, while the high-tension magneto was invented by Paul Winand, a nephew of Otto's partner Eugen Langen, in 1887, this patent being allowed to lapse in 1890.Bosch's social views were advanced for his time. He introduced an eight-hour day in 1906 and advocated industrial arbitration and free trade, and in 1932 he wrote a book on the prevention of world economic crises, Die Verhütung künftiger Krisen in der Weltwirtschaft. Other industrialists called him the "Red Bosch" because of his short hours and high wages; he is reputed to have replied, "I do not pay good wages because I have a lot of money, I have a lot of money because I pay good wages." The firm exists to this day as the giant multi-national company Robert Bosch GmbH, with headquarters still in Stuttgart.[br]Further ReadingT.Heuss, 1994, Robert Bosch: His Life and Achievements (trans. S.Gillespie and J. Kapczynski), New York: Henry Holt \& Co.JB -
72 Otto, Nikolaus August
[br]b. 10 June 1832 Holzhausen, Nassau (now in Germany)d. 26 January 1891 Cologne, Germany[br]German engineer, developer of the four-stroke internal combustion engine.[br]Otto's involvement in internal combustion engines was first prompted by his interest in Lenoir's coal-gas engine of 1860. He built his first engine in 1861; in 1864, Otto's engine came to the attention of Eugen Langen, who arranged for the capital to set up the world's first engine company, N.A.Otto and Company, in Cologne. In 1867 the Otto- Langen free-piston internal combustion engine was exhibited at the Paris Exposition, where it won the gold medal. The company continued to expand, and five years after the Paris triumph its name was changed to the Gasmotoren Fabrik; amongst Otto's colleagues at this time were Gottlieb Daimler and Wilhelm Maybach .Otto is most famous for the development of the four-stroke cycle which was to bear his name. He patented his version of this in 1876, although the principle of the four-stroke cycle had been patented by Alphonse Beau de Rochas fourteen years previously; Otto was the first, however, to put the principle into practice with the "Otto Silent Engine". Many thousands of Otto fourstroke engines had already been built by 1886, when a German patent lawyer successfully claimed that Otto had infringed the Beau de Rochas patent, and Otto's patent was declared invalid.[br]Principal Honours and DistinctionsMédaille d'or, Paris Exposition 1867 (for the Otto-Langen engine).Further Reading1989, History of the Internal Combustion Engine, Detroit: Society of Automotive Engineers.I.McNeil (ed.), 1990, An Encyclopaedia of the History of Technology, London and New York: Routledge, 306–7.IMcN -
73 Daimler, Gottlieb
[br]b. 17 March 1834 Schorndorff, near Stuttgart, Germanyd. 6 March 1900 Cannstatt, near Stuttgart, Germany[br]German engineer, pioneer automobile maker.[br]The son of a baker, his youthful interest in technical affairs led to his being apprenticed to a gunsmith with whom he produced his apprenticeship piece: a double-barrelled pistol with a rifled barrel and "nicely chased scrollwork", for which he received high praise. He remained there until 1852 before going to technical school in Stuttgart from 1853 to 1857. He then went to a steam-engineering company in Strasbourg to gain practical experience. He completed his formal education at Stuttgart Polytechnik, and in 1861 he left to tour France and England. There he worked in the engine-shop of Smith, Peacock \& Tanner and then with Roberts \& Co., textile machinery manufacturers of Manchester. He later moved to Coventry to work at Whitworths, and it was in that city that he was later involved with the Daimler Motor Company, who had been granted a licence by his company in Germany. In 1867 he was working at Bruderhaus Engineering Works at Reutlingen and in 1869 went to Maschinenbau Gesellschaft Karlsruhe where he became Manager and later a director. Early in the 1870s, N.A. Otto had reorganized his company into Gasmotorenfabrik Deutz and he appointed Gottlieb Daimler as Factory Manager and Wilhelm Maybach as Chief Designer. Together they developed the Otto engine to its limit, with Otto's co-operation. Daimler and Maybach had met previously when both were working at Bruderhaus. In 1875 Daimler left Deutz, taking Maybach with him to set up a factory in Stuttgart to manufacture light, high-speed internal-combustion engines. Their first patent was granted in 1883. This was for an engine fuelled by petrol and with hot tube ignition which continued to be used until Robert Bosch's low-voltage ignition became available in 1897. Two years later he produced his first vehicle, a motor cycle with outriggers. They showed a motor car at the Paris exhibition in 1889, but French manufacturers were slow to come forward and no French company could be found to undertake manufacture. Eventually Panhard and Levassor established the Daimler engine in France. Daimler Motoren GmbH was started in 1895, but soon after Daimler and Maybach parted, having provided an engine for a boat on the River Neckar in 1887 and that for the Wolfert airship in 1888. Daimler was in sole charge of the company from 1895, but his health began to decline in 1899 and he died in 1900.[br]Further ReadingE.Johnson, 1986, The Dawn of Motoring. P.Siebetz, 1942, Gottlieb Daimler.IMcN -
74 Haynes, Elwood
[br]b. 14 October 1857 Portland, Indiana, USAd. 13 April 1925 Kokomo, Indiana, USA[br]American inventor ofStellite cobalt-based alloys, early motor-car manufacturer and pioneer in stainless steels.[br]From his early years, Haynes was a practising Presbyterian and an active prohibitionist. He graduated in 1881 at Worcester, Massachusetts, and a spell of teaching in his home town was interrupted in 1884–5 while he attended the Johns Hopkins University in Baltimore. In 1886 he became permanently diverted by the discovery of natural gas in Portland. He was soon appointed Superintendent of the local gas undertaking, and then in 1890 he was hired by the Indiana Natural Gas \& Oil Company. While continuing his gas-company employment until 1901, Haynes conducted numerous metallurgical experiments. He also designed an automobile: this led to the establishment of the Haynes- Apperson Company at Kokomo as one of the earliest motor-car makers in North America. From 1905 the firm traded as the Haynes Automobile Company, and before its bankruptcy in 1924 it produced more than 50,000 cars. After 1905, Haynes found the first "Stellite" alloys of cobalt and chromium, and in 1910 he was publicizing the patented material. He then discovered the valuable hardening effect of tungsten, and in 1912 began applying the "improved" Stellite to cutting tools. Three years later, the Haynes Stellite Company was incorporated, with Haynes as President, to work the patents. It was largely from this source that Haynes became a millionaire in 1920. In April 1912, Haynes's attempt to patent the use of chromium with iron to render the product rustless was unsuccessful. However, he re-applied for a US patent on 12 March 1915 and, although this was initially rejected, he persevered and finally obtained recognition of his modified claim. The American Stainless Steel Company licensed the patents of Brearley and Haynes jointly in the USA until the 1930s.[br]Principal Honours and DistinctionsJohn Scott Medal 1919 (awarded for useful inventions).BibliographyHaynes was the author of more than twenty published papers and articles, among them: 1907, "Materials for automobiles", Proceedings of the American Society of MechanicalEngineers 29:1,597–606; 1910, "Alloys of nickel and cobalt with chromium", Journal of Industrial Engineeringand Chemistry 2:397–401; 1912–13, "Alloys of cobalt with chromium and other metals", Transactions of the American Institute of 'Mining Engineers 44:249–55;1919–20, "Stellite and stainless steel", Proceedings of the Engineering Society of WestPennsylvania 35:467–74.1 April 1919, US patent no. 1,299,404 (stainless steel).The four US patents worked by the Haynes Stellite Company were: 17 December 1907, patent no. 873,745.1 April 1913, patent no. 1,057,423.1 April 1913, patent no. 1,057, 828.17 August 1915, patent no. 1,150, 113.Further ReadingR.D.Gray, 1979, Alloys and Automobiles. The Life of Elwood Haynes, Indianapolis: Indiana Historical Society (a closely documented biography).JKA -
75 INDEX BY SUBJECT AREA
See also: _about[br] -
76 Issigonis, Sir Alexander Arnold Constantine (Alec)
[br]b. 18 November 1906 Smyrna (now Izmir), Turkeyd. 2 October 1988 Birmingham, England[br]British automobile designer whose work included the Morris Minor and the Mini series.[br]His father was of Greek descent but was a naturalized British subject in Turkey who ran a marine engineering business. After the First World War, the British in Turkey were evacuated by the Royal Navy, the Issigonis family among them. His father died en route in Malta, but the rest of the family arrived in England in 1922. Alec studied engineering at Battersea Polytechnic for three years and in 1928 was employed as a draughtsman by a firm of consulting engineers in Victoria Street who were working on a form of automatic transmission. He had occasion to travel frequently in the Midlands at this time and visited many factories in the automobile industry. He was offered a job in the drawing office at Humber and lived for a couple of years in Kenilworth. While there he met Robert Boyle, Chief Engineer of Morris Motors (see Morris, William Richard), who offered him a job at Cowley. There he worked at first on the design of independent front suspension. At Morris Motors, he designed the Morris Minor, which entered production in 1948 and continued to be manufactured until 1971. Issigonis disliked mergers, and after the merger of Morris with Austin to form the British Motor Corporation (BMC) he left to join Alvis in 1952. The car he designed there, a V8 saloon, was built as a prototype but was never put into production. Following his return to BMC to become Technical Director in 1955, his most celebrated design was the Mini series, which entered production in 1959. This was a radically new concept: it was unique for its combination of a transversely mounted engine in unit with the gearbox, front wheel drive and rubber suspension system. This suspension system, designed in cooperation with Alex Moulton, was also a fundamental innovation, developed from the system designed by Moulton for the earlier Alvis prototype. Issigonis remained as Technical Director of BMC until his retirement.[br]Further ReadingPeter King, 1989, The Motor Men. Pioneers of the British Motor Industry, London: Quiller Press.IMcNBiographical history of technology > Issigonis, Sir Alexander Arnold Constantine (Alec)
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77 Kettering, Charles Franklin
SUBJECT AREA: Automotive engineering, Electricity, Electronics and information technology, Metallurgy, Steam and internal combustion engines[br]b. 29 August 1876 near Londonsville, Ohio, USAd. 25 November 1958 Dayton, Ohio, USA[br]American engineer and inventor.[br]Kettering gained degrees in mechanical and electrical engineering from Ohio State University. He was employed by the National Construction Register (NCR) of Dayton, Ohio, where he devised an electric motor for use in cash registers. He became Head of the Inventions Department of that company but left in 1909 to form, with the former Works Manager of NCR, Edward A. Deeds, the Dayton Engineering Laboratories (later called Delco), to develop improved lighting and ignition systems for automobiles. In the first two years of the new company he produced not only these but also the first self-starter, both of which were fitted to the Cadillac, America's leading luxury car. In 1914 he founded Dayton Metal Products and the Dayton Wright Airplane Company. Two years later Delco was bought by General Motors. In 1925 the independent research facilities of Delco were moved to Detroit and merged with General Motors' laboratories to form General Motors Research Corporation, of which Kettering was President and General Manager. (He had been Vice-President of General Motors since 1920.) In that position he headed investigations into methods of achieving maximum engine performance as well as into the nature of friction and combustion. Many other developments in the automobile field were made under his leadership, such as engine coolers, variable-speed transmissions, balancing machines, the two-way shock absorber, high-octane fuel, leaded petrol or gasoline, fast-drying lacquers, crank-case ventilators, chrome plating, and the high-compression automobile engine. Among his other activities were the establishment of the Charles Franklin Kettering Foundation for the Study of Chlorophyll and Photosynthesis at Antioch College, and the founding of the Sloan- Kettering Institute for Cancer Research in New York City. He sponsored the Fever Therapy Research Project at Miami Valley Hospital at Dayton, which developed the hypertherm, or artificial fever machine, for use in the treatment of disease. He resigned from General Motors in 1947.IMcNBiographical history of technology > Kettering, Charles Franklin
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78 Lanchester, Frederick William
[br]b. 28 October 1868 Lewisham, London, Englandd. 8 March 1946 Birmingham, England[br]English designer and builder of the first all-British motor car.[br]The fourth of eight children of an architect, he spent his childhood in Hove and attended a private preparatory school, from where, aged 14, he went to the Hartley Institution (the forerunner of Southampton University). He was then granted a scholarship to the Royal College of Science, South Kensington, and also studied practical engineering at Finsbury Technical College, London. He worked first for a draughtsman and pseudo-patent agent, and was then appointed Assistant Works Manager of the Forward Gas Engine Company of Birmingham, with sixty men and a salary of £1 per week. He was then aged 21. His younger brother, George, was apprenticed to the same company. In 1889 and 1890 he invented a pendulum governor and an engine starter which earned him royalties. He built a flat-bottomed river craft with a stern paddle-wheel and a vertical single-cylinder engine with a wick carburettor of his own design. From 1892 he performed a number of garden experiments on model gliders relating to problems of lift and drag, which led him to postulate vortices from the wingtips trailing behind, much of his work lying behind the theory of modern aerodynamics. The need to develop a light engine for aircraft led him to car design.In February 1896 his first experimental car took the road. It had a torsionally rigid chassis, a perfectly balanced and almost noiseless engine, dynamically stable steering, epicyclic gear for low speed and reverse with direct drive for high speed. It turned out to be underpowered and was therefore redesigned. Two years later an 8 hp, two-cylinder flat twin appeared which retained the principle of balancing by reverse rotation, had new Lanchester valve-gear and a new method of ignition based on a magneto generator. For the first time a worm and wheel replaced chain-drive or bevel-gear transmission. Lanchester also designed the machinery to make it. The car was capable of about 18 mph (29 km/h): future cars of his travelled at twice that speed. From 1899 to 1904 cars were produced for sale by the Lanchester Engine Company, which was formed in 1898. The company had to make every component except the tyres. Lanchester gave up the managership but remained as Chief Designer, and he remained in this post until 1914.In 1907–8 his two-volume treatise Aerial Flight was published; it included consideration of skin friction, boundary-layer theory and the theory of stability. In 1909 he was appointed to the Government's Committee for Aeronautics and also became a consultant to the Daimler Company. At the age of 51 he married Dorothea Cooper. He remained a consultant to Daimler and worked also for Wolseley and Beardmore until 1929 when he started Lanchester Laboratories, working on sound reproduction. He also wrote books on relativity and on the theory of dimensions.[br]Principal Honours and DistinctionsFRS.Bibliographybht=1907–8, Aerial Flight, 2 vols.Further ReadingP.W.Kingsford, 1966, F.W.Lanchester, Automobile Engineer.E.G.Semler (ed.), 1966, The Great Masters. Engineering Heritage, Vol. II, London: Institution of Mechanical Engineers/Heinemann.IMcNBiographical history of technology > Lanchester, Frederick William
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79 mechanical
1. n механизм2. n механическая часть3. n амер. полигр. штриховой оригинал4. n механическая копилка5. a машинный; механическийmechanical engineer — инженер-механик; машиностроитель
6. a механический; автоматическийmechanical arm — механическая рука, манипулятор
mechanical computer — механическое счётно-решающее устройство; счётно-вычислительная машина
7. a техническийmechanical training — техническая подготовка, техническое обучение
8. a машинальный9. a филос. механистическийmechanical philosophy — механистическая философия, механицизм
10. a уст. относящийся к механикам, ремесленникам, мастеровымСинонимический ряд:1. automatic (adj.) automated; automatic; machinelike; power-driven; programmed2. machinery (adj.) automotive; engineering; fabrication; machine; machinery; machining; physics; production; tooled3. perfunctory (adj.) artificial; habitual; involuntary; on automatic pilot; perfunctory; regular; thoughtless; unreasoning4. standardized (adj.) fixed; made to a pattern; monotonous; standardised; standardized; stereotyped; unchanging; without variation -
80 Ackermann, Rudolph
[br]b. 20 April 1764 Stolberg, Saxonyd. 30 March 1834 Finchley, London, England[br]German-born fine-art publisher and bookseller, noted for his arrangement of the steering of the front wheels of horse-drawn carriages, which is still used in automobiles today.[br]Ackermann's father was a coachbuilder and harness-maker who in 1775 moved to Schneeberg. Rudolph was educated there and later entered his father's workshop for a short time. He visited Dresden, among other towns in Germany, and was resident in Paris for a short time, but eventually settled in London. For the first ten years of his life there he was employed in making designs for many of the leading coach builders. His steering-gear consisted of an arrangement of the track arms on the stub axles and their connection by the track rod in such a way that the inner wheel moved through a greater angle than the outer one, so giving approximately true rolling of the wheels in cornering. A necessary condition for this is that, in the plan view, the point of intersection of the axes of all the wheels must be at a point which always lies on the projection of the rear axle. In addition, the front wheels are inclined to bring the line of contact of the front wheels under the line of the pivots, about which they turn when cornering. This mechanism was not entirely new, having been proposed for windmill carriages in 1714 by Du Quet, but it was brought into prominence by Ackermann and so has come to bear his name.In 1801 he patented a method of rendering paper, cloth and other materials waterproof and set up a factory in Chelsea for that purpose. He was one of the first private persons to light his business premises with gas. He also devoted some time to a patent for movable carriage axles between 1818 and 1820. In 1805 he was put in charge of the preparation of the funeral car for Lord Nelson.Most of his life and endeavours were devoted to fine-art printing and publishing. He was responsible for the introduction into England of lithography as a fine art: it had first been introduced as a mechanical process in 1801, but was mainly used for copying until Ackermann took it up in 1817, setting up a press and engaging the services of a number of prominent artists, including W.H.Pyne, W.Combe, Pugin and Thomas Rowlandson. In 1819 he published an English translation of J.A.Senefelder's A Complete Course of Lithography, illustrated with lithographic plates from his press. He was much involved in charitable works for widows, children and wounded soldiers after the war of 1814. In 1830 he suffered "an attack of paralysis" which left him unable to continue in business. He died four years later and was buried at St Clement Danes.[br]BibliographyHis fine-art publications are numerous and well known, and include the following:The Microcosm of London University of Oxford University of Cambridge The ThamesFurther ReadingAubrey F.Burstall, "A history of mechanical engineering", Dictionary of National Biography.IMcN
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