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61 кольцо
ring
-, бандажное (крепления статорных лопаток компрессоpa) (рис. 49) — shroud ring the blades are shrouded at their tips.
-, бандажное внутреннее (лопаток статора) — stator blade tip shroud ring
-, ведущее (привода рна) — (hp compressor igv) drive ring
-, внутреннее (входного направляющего аппарата) — (igv) inner shroud ring
-, воздушного лабиринтного уплотнения — air labyrinth seal ring
-, вращающееся (автомата-перекоса) (рис. 42) — rotating ring
-, вытяжное (ручного раскрытия парашюта) — ripcord handle
-, газоуплотнительное (поршневое) — compression ring
обычно верхние кольца поршня двигателя внутреннего сгорания, предотвращающие прорыв сжатого газа из ципиндра в картер. (рис. 62) — usually the top rings on a piston, which serve to seal the compressed gases in the cylinder of an internal сombustion engine.
- дальности, масштабное (экрана рлс) — range
-, диапазонное (распорное) — spacer ring
-, диодное — diode bridge
-, желобковое (противообледенительной системы воздушного винта) — slinger ring
-, зажимное (стекла прибора) — snap ring
-, замковое (лопаток статора) — (statоr blade) retaining ring
-, замочное (стопорное) — retaining ring
-, компрессионное поршневое — compression ring
-, контактное (токосъемник) — slip ring
устройство, обеспечивающее передачу эп. тока между двумя вращающимися узлами. например, для эл. обогрева воздушного винта. — slip rings are used for the electro-thermal system on the propeller spinner and blades.
- крепежное (для крепления груза в грузовой кабине) — tie-down ring
- крепления лопаток статора, внутреннее — stater blade tip shroud ring
-, лабиринтное (компрессора) — (air) labyrinth seal ring
-, лабиринтное (турбины) — (gas) labyrinth seal ring
-, лобовое (жаровой трубы) — (flame tube) first section ring
-, маркировочное (трубопровода для определения системы. например, желтое трубопровод топливной системы) — cоding color tape /band/ fuel pipes are cоded or marked with yellow color tapes or bands.
-, маслосборное (поршневое) — ojl control ring
-, маслосбрасывающее (поршневое) — oil control ring
обычно нижние кольца порщня двигателя внутреннего сгорания, предотвращающие попадание масла со стенок цилиндра в камеру сгорания, (рис. 62) — usually the bottom rings on an engine piston to prevent the lubricating oil on the walls of the cylinder from getting into the combustion chamber.
-, масло уплотнительное (поршневое) — oil seal ring
-, масштабное (метка дальности рлс) — range
-, набивочное — packing ring
-, наружное (вна) — (igv) outer shroud ring
-, наружное (выходной корnyc статора кнд) для образования воздушного канала наружного контура кнд. — lp compressor outlet (outer) casing
-, наружное (статора компрессора) — (compressor) outer shroud ring
-, наружное (турбины) — (turbine) outer shroud ring
-, невращающееся (автоматаперекоса) (рис. 42) — non-rotating ring
-, неподвижное (автомата-перекоса) — non-rotating ring
-, образующее кольцевой канал — annulus ring
-, опорное — back-up ring
- пальца поршня, замочное — piston pin retaining ring
- перепуска квд — hp compressor bleed air receiver ring
-, плавающее — floating ring
- подшипника, внутреннее — bearing inner race
- подшипника, наружное — bearing outer race
- подшипника, упорное — bearing thrust ring
- полюсного отверстия (купола парашюта) — vent ring
-, поршневое — piston ring
упругое разрезное кольцо, устанавливаемое в канавке поршня. (рис. 62) — metal rings which fit into grooves machined into the circumference of the piston.
-, промежуточное (проставка) — spacer (ring)
для соединения рабочих колес (дисков) компрессора. pressor discs. — spacers between each stage are used to couple up compressor discs.
-, промежуточное (турбины) — (turbine) shroud ring
для предотвращения утечки газа no концам лопаток турбины. — а peripheral ring used to prevent escape of gas past the turbine blade tips.
-, рабочее (статора компрессора) — (compressor) shroud ring
для предотвращения утечки воздуха по концам лопаток компрессора. — а peripheral ring used to prevent escape of air past the compressor blade tips.
-, рабочее (первой-четвертой ступени статора) — (stage one-four stator) shroud ring
-, разделительное (разделительного корпуса гтд) — splitter nose ring
делит воздушный тракт двигателя на два контура, — the ring splits the engine air flow into two ducts.
-, разрезное — split ring
-, распорное — spacer ring
-, распорное (между дисками ступеней компрессора) — spacer ring spacer rings between each wheel rim locate the wheel axially.
-, распылительное (ппс) — fire extinguishing agent discharge spray ring
-, регулировочное (прокладка, шайба) — shim
- ресивера (вна) — receiver shroud ring
- роликоподшипника — roller-bearing race
- роликоподшипника, внутреннее — roller-bearing inner race
- роликоподшипника, наружнoe — roller-bearing outer race
- ручного раскрытия nарашюта — (parachute) ripcord handle
- с замком внахлест — lap-joint ring
- с кольцевой выточкой (по диаметру) — annulus ring
- с косым замком, поршневое — bevel-joint piston ring
-, скребковое (в цилиндре) — scraper ring
-, смазывающее (поршневое) — oil ring
-, соединительное (лопаток направляющего аппарата) — (statоr blades) inner shroud ring
- со скошенным стыком, поршневое — bevel-joint piston ring
-, стопорное — retaining /retainer/ ring
-, токосъемное — slip ring
- толкателя, предохранительнoe — valve tappet circle
- турбины (промежуточное) — turbine shroud ring
-, уплотнительное — sealing ring
-, уплотнительное (круглого сечения) — 0-ring
-, уплотняющее — sealing ring
-, упорное (опорное) — back-up ring
-, упорное (силовое) — thrust ring
-, упругое — elastic ring
-, установочное (регупировочная прокладка, шайба) — shim
- фиксации лопатки (компрессора) — blade retaining ring
-, форсуночное (опоры вала) — (bearing) oil jet ring
-, фторопластовое — teflon ring
- шарикоподшипника — ball-bearing race
- шарикоподшипника, внутреннее — ball-bearing inner race
- шарикоподшипника, наружное — ball-bearing outer race
-, швартовочное (груза) — (cargo) tie-down ring
-, швартовочное (ла) — mooring ringРусско-английский сборник авиационно-технических терминов > кольцо
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62 Beau de Rochas, Alphonse Eugène
SUBJECT AREA: Steam and internal combustion engines[br]b. 1815 Franced. 1893 France[br]French railway engineer, patentee of a four-stroke cycle engine.[br]Renowned more for his ideas on technical matters than his practical deeds, Beau de Rochas was a prolific thinker. Within a few years he proposed a rail tunnel beneath the English Channel, a submarine telegraph, a new kind of drive for canal boats, the use of steel for high-pressure boilers and a method of improving the adhesion of locomotive wheels travelling the Alps.The most notable of Beau de Rochas's ideas occurred in 1862 when he was employed as Ingenieur Attaché to the Central de Chemins. With remarkable foresight, he expressed the theoretical considerations for the cycle of operations for the now widely used four-stroke cycle engine. A French patent of 1862 lapsed with a failure to pay the annuity and thus the proposals for a new motive power lapsed into obscurity. Resurrected some twenty years later, the Beau de Rochas tract figures prominently in patent litigation cases. In 1885, a German court upheld a submission by a German patent lawyer that Otto's four-stroke engine of 1876 infringed the Beau de Rochas patent. It remains a mystery why Beau de Rochas never emerged at any time to defend his claims. In France he is regarded as the inventor of the four-stroke cycle engine.[br]Principal Honours and DistinctionsSociété d'Encouragement pour l'Industrie Nationale, prize of 3000 francs, 1891.Bibliography1885, The Engineer 60:441 (an English translation of the Beau de Rochas tract).Further Reading1938, Bulletin de la Société d'Encouragement pour l'Industrie Nationale 137:209–39. 1962, Document pour l'histoire des techniques Cahier no. 2: pp. 3–42.B.Donkin, 1900, The Gas, Oil and Air Engine, London: p. 467.See also: Langen, EugenKABBiographical history of technology > Beau de Rochas, Alphonse Eugène
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63 Hamilton, Harold Lee (Hal)
[br]b. 14 June 1890 Little Shasta, California, USAd. 3 May 1969 California, USA[br]American pioneer of diesel rail traction.[br]Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.[br]Further ReadingP.M.Reck, 1948, On Time: The History of the Electro-Motive Division of General Motors Corporation, La Grange, Ill.: General Motors (describes Hamilton's career).PJGRBiographical history of technology > Hamilton, Harold Lee (Hal)
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64 Wasborough, Matthew
SUBJECT AREA: Steam and internal combustion engines[br]b. 1753 Bristol, Englandd. 21 October 1781 Bristol, England[br]English patentee of an application of the flywheel to create a rotative steam engine.[br]A single-cylinder atmospheric steam engine had a power stroke only when the piston descended the cylinder: a means had to be found of returning the piston to its starting position. For rotative engines, this was partially solved by the patent of Matthew Wasborough in 1779. His father was a partner in a Bristol brass-founding and clockmaking business in Narrow Wine Street where he was joined by his son. Wasborough proposed to use some form of ratchet gear to effect the rotary motion and added a flywheel, the first time one was used in a steam engine, "in order to render the motion more regular and uniform". He installed one engine to drive the lathes in the Bristol works and another at James Pickard's flour mill at Snow Hill, Birmingham, where Pickard applied his recently patented crank to it. It was this Wasborough-Pickard engine which posed a threat to Boulton \& Watt trying to develop a rotative engine, for Wasborough built several engines for cornmills in Bristol, woollen mills in Gloucestershire and a block factory at Southampton before his early death. Matthew Boulton was told that Wasborough was "so intent upon the study of engines as to bring a fever on his brain and he dyed in consequence thereof…. How dangerous it is for a man to wade out of his depth" (Jenkins 1936:106).[br]Bibliography1779, British patent no. 1,213 (rotative engine with flywheel).Further ReadingJ.Tann, 1978–9, "Makers of improved Newcomen engines in the late 18th century, and R.A.Buchanan", 1978–9, "Steam and the engineering community in the eighteenth century", Transactions of the Newcomen Society 50 ("Thomas Newcomen. A commemorative symposium") (both papers discuss Wasborough's engines).R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (examines his patent).R.Jenkins (ed.), 1936, Collected Papers, 106 (for Matthew Boulton's letter of 30 October 1781).RLH -
65 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 -
66 Whittle, Sir Frank
SUBJECT AREA: Aerospace[br]b. 1 June 1907 Coventry, England[br]English engineer who developed the first British jet engine.[br]Frank Whittle enlisted in the Royal Air Force (RAF) as an apprentice, and after qualifying as a pilot he developed an interest in the technical aspects of aircraft propulsion. He was convinced that the gas-turbine engine could be adapted for use in aircraft, but he could not convince the Air Ministry, who turned down the proposal. Nevertheless, Whittle applied for a patent for his turbojet engine the following year, 1930. While still in the RAF, he was allowed time to study for a degree at Cambridge University and carry out postgraduate research (1934–7). By 1936 the official attitude had changed, and a company called Power Jets Ltd was set up to develop Whittle's jet engine. On 12 April 1937 the experimental engine was bench-tested. After further development, an official order was placed in March 1938. Whittle's engine had a centrifugal compressor, ten combustion chambers and a turbine to drive the compressor; all the power output came from the jet of hot gases.In 1939 an experimental aircraft was ordered from the Gloster Aircraft Company, the E 28/39, to house the Whittle W1 engine, and this made its first flight on 15 May 1941. A development of the W1 by Rolls-Royce, the Welland, was used to power the twin-engined Gloster Meteor fighter, which saw service with the RAF in 1944. Whittle retired from the RAF in 1948 and became a consultant. From 1977 he lived in the United States. Comparisons between the work of Whittle and Hans von Ohain show that each of the two engineers developed his engine without knowledge of the other's work. Whittle was the first to take out a patent, Ohain achieved the first flight; the Whittle engine and its derivatives, however, played a much greater role in the history of the jet engine.[br]Principal Honours and DistinctionsKnighted 1948. Commander of the Order of the Bath 1947. Order of Merit 1986. FRS 1947. Honorary Fellow of the Royal Aeronautical Society.Bibliography1953, Jet, London (an account not only of his technical problems, but also of the difficulties with civil servants, politicians and commercial organizations).Further ReadingJ.Golley, 1987, Whittle: The True Story, Shrewsbury (this author based his work on Jet, but carried out research, aided by Whittle, to give a fuller account with the benefit of hindsight).JDS -
67 давление выходящих газов
Авиация и космонавтика. Русско-английский словарь > давление выходящих газов
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