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1 колесная формула
Russian-English dictionary of railway terminology > колесная формула
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2 колесная характеристика
Русско-английский политехнический словарь > колесная характеристика
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3 одноосное расположение (центробежных насосов)
Русско-английский словарь нормативно-технической терминологии > одноосное расположение (центробежных насосов)
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4 колёсная характеристика
1) Engineering: axle arrangement, wheels arrangement2) Railway term: arrangement of axles, arrangement of wheels, system of wheels, wheel arrangementУниверсальный русско-английский словарь > колёсная характеристика
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5 регулировка оси
Engineering: axle adjustment, axle arrangement adjustment -
6 Achsanordnung
f <fz> (z.B. Lkw, Lokomotive) ■ axle arrangement -
7 Radsatzfolge
f1. axle arrangement2. wheel arrangement -
8 форма колесная
<transp.> axle arrangement -
9 одноосное расположение
Универсальный русско-английский словарь > одноосное расположение
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10 Achsanordnung
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11 одноосное расположение
( центробежных насосов) single-axle arrangementРусско-английский словарь по нефти и газу > одноосное расположение
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12 Achsanordnung
Achsanordnung f axle arrangementDeutsch-Englisch Wörterbuch der Elektrotechnik und Elektronik > Achsanordnung
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13 колесная формула
( локомотива) axle arrangementРусско-английский политехнический словарь > колесная формула
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14 тележка
fFRA BogiesDEU DrehgestellENG BogiesITA CarrelliPLN Wózki wagonoweRUS ТележкиFRA chariot m porteur éclipsableDEU Laufwerk n, ausfahrbaresITA carrello m trasportatore retrattilePLN wózek m wymiennyRUS тележка fсм. поз. 2678 на
—FRA bogie m pour wagons à marchandisesDEU Drehgestell m für GüterwagenITA carrello m per carriPLN wózek m wagonu towarowegoRUS тележка f грузового вагонасм. поз. 312 на
, 
тележка для перевозки контейнеров
—FRA dispositif m de roulement "Rollbock"DEU Rollbock mENG trolleyITA dispositivo m di scorrimento "Rollbock"PLN wózek m do przewożenia kontenerówRUS тележка f для перевозки контейнеровсм. поз. 2810 на
тележка одноосная, рельсовая
—FRA dispositif m de roulement sur railITA carrello m ferroviario a due assiPLN wózek m szynowyRUS тележка f одноосная, рельсоваясм. поз. 2676 на
—FRA bogie m pour voituresDEU Drehgestell m für ReisezugwagenENG coach bogieITA carrello m per carrozzePLN wózek m wagonu osobowegoRUS тележка f пассажирского вагонасм. поз. 251 на
, 
, 
, 
, 
, 
тележка, 3-хосная
—FRA bogie m à 3 essieuxENG 3-axle bogieITA carrello m a 3 assiPLN wózek m 3-osiowyRUS тележка f, 3-хоснаясм. поз. 2693 на
тележка, двухосная, дорожная
—FRA chariot m routier éclipsableDEU Straßendoppelachse f, gefederteITA carrello m stradale retrattilePLN wózek m drogowy, wymiennyRUS тележка f, двухосная, дорожнаясм. поз. 2677 натележка, двухосная, концевая
—FRA bogie m d’extrémité à 2 essieuxDEU Enddrehgestell n, 2achsigesENG end 2-axle bogieITA carrello m d'estremità a 2assiPLN wózek m skrajny 2-osiowyRUS тележка f, двухосная, концеваясм. поз. 2692 натележка, двухосная, поддерживающая
—FRA bogie m intermédiaire à 2 essieuxDEU Zwischendrehgestell n, 2-achsigesITA carrello m intermedio a 2 assiPLN wózek m pośredni 2-osiowyRUS тележка f, двухосная, поддерживающаясм. поз. 2695 на -
15 Achslagerung
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16 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 -
17 колёсная формула
wheel arrangement; (axle) configuration -
18 Gresley, Sir Herbert Nigel
[br]b. 19 June 1876 Edinburgh, Scotlandd. 5 April 1941 Hertford, England[br]English mechanical engineer, designer of the A4-class 4–6–2 locomotive holding the world speed record for steam traction.[br]Gresley was the son of the Rector of Netherseale, Derbyshire; he was educated at Marlborough and by the age of 13 was skilled at making sketches of locomotives. In 1893 he became a pupil of F.W. Webb at Crewe works, London \& North Western Railway, and in 1898 he moved to Horwich works, Lancashire \& Yorkshire Railway, to gain drawing-office experience under J.A.F.Aspinall, subsequently becoming Foreman of the locomotive running sheds at Blackpool. In 1900 he transferred to the carriage and wagon department, and in 1904 he had risen to become its Assistant Superintendent. In 1905 he moved to the Great Northern Railway, becoming Superintendent of its carriage and wagon department at Doncaster under H.A. Ivatt. In 1906 he designed and produced a bogie luggage van with steel underframe, teak body, elliptical roof, bowed ends and buckeye couplings: this became the prototype for East Coast main-line coaches built over the next thirty-five years. In 1911 Gresley succeeded Ivatt as Locomotive, Carriage \& Wagon Superintendent. His first locomotive was a mixed-traffic 2–6–0, his next a 2–8–0 for freight. From 1915 he worked on the design of a 4–6–2 locomotive for express passenger traffic: as with Ivatt's 4 4 2s, the trailing axle would allow the wide firebox needed for Yorkshire coal. He also devised a means by which two sets of valve gear could operate the valves on a three-cylinder locomotive and applied it for the first time on a 2–8–0 built in 1918. The system was complex, but a later simplified form was used on all subsequent Gresley three-cylinder locomotives, including his first 4–6–2 which appeared in 1922. In 1921, Gresley introduced the first British restaurant car with electric cooking facilities.With the grouping of 1923, the Great Northern Railway was absorbed into the London \& North Eastern Railway and Gresley was appointed Chief Mechanical Engineer. More 4–6– 2s were built, the first British class of such wheel arrangement. Modifications to their valve gear, along lines developed by G.J. Churchward, reduced their coal consumption sufficiently to enable them to run non-stop between London and Edinburgh. So that enginemen might change over en route, some of the locomotives were equipped with corridor tenders from 1928. The design was steadily improved in detail, and by comparison an experimental 4–6–4 with a watertube boiler that Gresley produced in 1929 showed no overall benefit. A successful high-powered 2–8–2 was built in 1934, following the introduction of third-class sleeping cars, to haul 500-ton passenger trains between Edinburgh and Aberdeen.In 1932 the need to meet increasing road competition had resulted in the end of a long-standing agreement between East Coast and West Coast railways, that train journeys between London and Edinburgh by either route should be scheduled to take 8 1/4 hours. Seeking to accelerate train services, Gresley studied high-speed, diesel-electric railcars in Germany and petrol-electric railcars in France. He considered them for the London \& North Eastern Railway, but a test run by a train hauled by one of his 4–6–2s in 1934, which reached 108 mph (174 km/h), suggested that a steam train could better the railcar proposals while its accommodation would be more comfortable. To celebrate the Silver Jubilee of King George V, a high-speed, streamlined train between London and Newcastle upon Tyne was proposed, the first such train in Britain. An improved 4–6–2, the A4 class, was designed with modifications to ensure free running and an ample reserve of power up hill. Its streamlined outline included a wedge-shaped front which reduced wind resistance and helped to lift the exhaust dear of the cab windows at speed. The first locomotive of the class, named Silver Link, ran at an average speed of 100 mph (161 km/h) for 43 miles (69 km), with a maximum speed of 112 1/2 mph (181 km/h), on a seven-coach test train on 27 September 1935: the locomotive went into service hauling the Silver Jubilee express single-handed (since others of the class had still to be completed) for the first three weeks, a round trip of 536 miles (863 km) daily, much of it at 90 mph (145 km/h), without any mechanical troubles at all. Coaches for the Silver Jubilee had teak-framed, steel-panelled bodies on all-steel, welded underframes; windows were double glazed; and there was a pressure ventilation/heating system. Comparable trains were introduced between London Kings Cross and Edinburgh in 1937 and to Leeds in 1938.Gresley did not hesitate to incorporate outstanding features from elsewhere into his locomotive designs and was well aware of the work of André Chapelon in France. Four A4s built in 1938 were equipped with Kylchap twin blast-pipes and double chimneys to improve performance still further. The first of these to be completed, no. 4468, Mallard, on 3 July 1938 ran a test train at over 120 mph (193 km/h) for 2 miles (3.2 km) and momentarily achieved 126 mph (203 km/h), the world speed record for steam traction. J.Duddington was the driver and T.Bray the fireman. The use of high-speed trains came to an end with the Second World War. The A4s were then demonstrated to be powerful as well as fast: one was noted hauling a 730-ton, 22-coach train at an average speed exceeding 75 mph (120 km/h) over 30 miles (48 km). The war also halted electrification of the Manchester-Sheffield line, on the 1,500 volt DC overhead system; however, anticipating eventual resumption, Gresley had a prototype main-line Bo-Bo electric locomotive built in 1941. Sadly, Gresley died from a heart attack while still in office.[br]Principal Honours and DistinctionsKnighted 1936. President, Institution of Locomotive Engineers 1927 and 1934. President, Institution of Mechanical Engineers 1936.Further ReadingF.A.S.Brown, 1961, Nigel Gresley, Locomotive Engineer, Ian Allan (full-length biography).John Bellwood and David Jenkinson, Gresley and Stanier. A Centenary Tribute (a good comparative account).See also: Bulleid, Oliver Vaughan SnellPJGRBiographical history of technology > Gresley, Sir Herbert Nigel
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19 Winans, Ross
[br]b. 17 October 1796 Sussex County, New Jersey, USAd. 11 April 1877 Baltimore, Maryland, USA[br]American inventor and locomotive builder.[br]Winans arrived in Baltimore in 1828 to sell horses to the Baltimore \& Ohio Railroad (B \& O), which was then under construction. To reduce friction in rail vehicles, he devised a system of axles which ran in oil-baths, with outside bearings. He demonstrated a hand-driven wagon with this system at the Rainhill Trials; the Liverpool \& Manchester Railway bought some wagons fitted with the system, but found them on test to be inferior to wagons with grease axle boxes. Back in Baltimore, Winans assisted Peter Cooper in building Tom Thumb. He took charge of the B \& O shops c.1834; he is said to have built the first eight-wheeled passenger coach and to have been the first to mount such a coach on two four-wheeled trucks or bogies. The arrangement soon became standard American practice, and, with partners, he built over 100 locomotives for the B \& O. In 1847 he pioneered the use of anthracite as locomotive fuel, and from 1848 he built his "Camel" locomotives with the driver's cab above the boiler.[br]Further ReadingJ.H.White Jr, 1979, A History of the American Locomotive-Its Development: 1830–1880, New York: Dover Publications Inc.P.Ransome-Wallis (ed.), 1959, The Concise Encyclopaedia of World Railway Locomotives, London: Hutchinson, p. 503 (biography).Dictionary of American Biography.H.Booth, 1980, Henry Booth, Ilfracombe: Arthur H.Stockwell, pp. 75 and 91–2 (for the Liverpool \& Manchester wagons).See also: Stephenson, GeorgePJGR
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