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1 driving wheels
Железнодорожный термин: движущие колёса -
2 driving wheels
ведущие колеса.English-Russian dictionary of terms for geological exploration drilling > driving wheels
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3 driving wheels
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4 driving wheels
• водещо колело -
5 driving-wheels
nწამყვანი თვლები -
6 power at driving wheels
Железнодорожный термин: сила тяги на ободе двин-улих колёсУниверсальный англо-русский словарь > power at driving wheels
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7 skidding of driving wheels
Техника: скольжение колёс по рельсамУниверсальный англо-русский словарь > skidding of driving wheels
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8 power at driving wheels
Англо-русский железнодорожный словарь > power at driving wheels
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9 friction driving wheels
• водещ диск на фрикционна предавкаEnglish-Bulgarian polytechnical dictionary > friction driving wheels
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10 driving
['draɪvɪŋ] 1.nome guida f.2.modificatore [skills, position] di guida3.* * *driving /ˈdraɪvɪŋ/A a.B n. [u]1 (autom.) guida ( azione e modo di guidare): urban driving, guida in città; driving under the influence (o drunk driving, drink driving) guida in stato di ebbrezza; dangerous driving, guida pericolosa; reckless driving, guida spericolata2 (mecc.) trasmissione● (autom., leg.) driving ban, ritiro della patente: to get (o to be given) a driving ban, farsi ritirare la patente □ (mecc.) driving belt, cinghia di trasmissione □ (fig.) driving force, motore (fig.); elemento propulsore: The minister was the driving force behind the reform, il ministro è stato il motore della riforma □ (mecc.) driving gear, ingranaggio conduttore □ (autom. ingl.) driving licence, patente di guida □ (autom.) driving mirror, specchietto retrovisore □ (mecc.) driving plate, menabrida ( di un tornio) □ (mecc.) driving pinion, pignone di trasmissione □ (mecc. e fig.) driving power, forza motrice □ (mecc.) driving pulley, puleggia di trasmissione □ ( golf) driving range, campo d'allenamento □ (autom.) driving school, scuola guida □ (autom.) driving seat, posto di guida □ (fig.) to be in the driving seat, essere al comando □ (mecc.) driving shaft, albero motore □ (autom.) driving teacher, istruttore di scuola guida □ driving test, esame di guida □ (autom.) driving wheels, ruote motrici NOTE DI CULTURA: driving: circa un terzo della popolazione mondiale guida a sinistra. Si guida a sinistra non solo in Gran Bretagna ma anche in India, Pakistan, Indonesia, Australia, Giappone, e in numerosi paesi africani e asiatici. Pare che questa fosse la norma in quasi tutta l'Europa prima di Napoleone, che impose ai paesi da lui conquistati di passare a destra.* * *['draɪvɪŋ] 1.nome guida f.2.modificatore [skills, position] di guida3. -
11 Engerth, Wilhelm
[br]b. 26 May 1814 Pless, Prussian Silesia (now Poland)d. 4 September 1884 Baden, Austria[br]German engineer, designer of the Engerth articulated locomotive.[br]Engerth was Chairman of the judges for the Semmering Locomotive Trials, held in 1851 to find locomotives suitable for working the sharply curved and steeply graded section of the Vienna-Trieste railway that was being built over the Semmering Pass, the first of the transalpine main lines. When none of the four locomotives entered proved suitable, Engerth designed his own. Six coupled wheels were at the fore part of the locomotive, with the connecting rods driving the rear pair: at the back of the locomotive the frames of the tender were extended forward on either side of the firebox, the front wheels of the tender were ahead of it, and the two parts were connected by a spherical pivot ahead of these. Part of the locomotive's weight was carried by the tender portion, and the two pairs of tender wheels were coupled by rods and powered by a geared drive from the axle of the rear driving-wheels. The powered drive to the tender wheels proved a failure, but the remaining characteristics of the locomotive, namely short rigid wheel-base, large firebox, flexibility and good tracking on curves (as drawbar pull was close behind the driving axle), were sufficient for the type to be a success. It was used on many railways in Europe and examples in modified form were built in Spain as recently as 1956. Engerth became General Manager of the Austro-Hungarian State Railway Company and designed successful flood-prevention works on the Danube at Vienna.[br]Principal Honours find DistinctionsKnighted as Ritter von Engerth 1861. Ennobled as Freiherr (Baron) von Engerth 1875.Further ReadingD.R.Carling, 1985, "Engerth and similar locomotives", Transactions of the Newcomen Society 57 (a good description).J.B.Snell, 1964, Early Railways, London: Weidenfeld \& Nicolson, pp. 68–73 (for Semmering Trials).PJGR -
12 Daft, Leo
[br]b. 13 November 1843 Birmingham, Englandd. 28 March 1922[br]English electrical engineer, pioneer of electric-power generation and electric railways in the USA.[br]Leo Daft, son of a British civil engineer, studied electricity and emigrated to the USA in 1866. After various occupations including running a photographic studio, he joined in 1879 the New York Electric Light Company, which was soon merged into the Daft Electric Company. This company developed electrically powered machinery and built electric-power plants. In 1883 Daft built an electric locomotive called Ampere for the Saratoga \& Mount McGregor Railroad. This is said to have been the first electric main-line locomotive for standard gauge. It collected current from a central rail, had an output of 12 hp (9 kW) and hauled 10 tons at speeds up to 9 mph (14.5 km/h). Two years later Daft made a much improved locomotive for the New York Elevated Railway, the Benjamin Franklin, which drew current at 250 volts from a central rail and had two 48 in. (122 cm)-diameter driving wheels and two 33 in. (84 cm)-diameter trailing wheels. Re-equipped in 1888 with four driving wheels and a 125 hp (93 kW) motor, this could haul an eight-car train at 10 mph (16 km/h). Meanwhile, in 1884, Daft's company had manufactured all the electrical apparatus for the Massachusetts Electric Power Company, the first instance of a complete central station to generate and distribute electricity for power on a commercial scale. In 1885 it electrified a branch of the Baltimore Union Passenger Railway, the first electrically operated railway in the USA. Subsequently Daft invented a process for vulcanizing rubber onto metal that came into general use. He never became an American citizen.[br]Further ReadingDictionary of American Biography.F.J.G.Haut, 1969, The History of the Electric Locomotive, London: George Allen \& Unwin.See also: Siemens, Dr Ernst Werner vonPJGR -
13 Crampton, Thomas Russell
[br]b. 6 August 1816 Broadstairs, Kent, Englandd. 19 April 1888 London, England[br]English engineer, pioneer of submarine electric telegraphy and inventor of the Crampton locomotive.[br]After private education and an engineering apprenticeship, Crampton worked under Marc Brunel, Daniel Gooch and the Rennie brothers before setting up as a civil engineer in 1848. His developing ideas on locomotive design were expressed through a series of five patents taken out between 1842 and 1849, each making a multiplicity of claims. The most typical feature of the Crampton locomotive, however, was a single pair of driving wheels set to the rear of the firebox. This meant they could be of large diameter, while the centre of gravity of the locomotive remained low, for the boiler barrel, though large, had only small carrying-wheels beneath it. The cylinders were approximately midway along the boiler and were outside the frames, as was the valve gear. The result was a steady-riding locomotive which neither pitched about a central driving axle nor hunted from side to side, as did other contemporary locomotives, and its working parts were unusually accessible for maintenance. However, adhesive weight was limited and the long wheelbase tended to damage track. Locomotives of this type were soon superseded on British railways, although they lasted much longer in Germany and France. Locomotives built to the later patents incorporated a long, coupled wheelbase with drive through an intermediate crankshaft, but they mostly had only short lives. In 1851 Crampton, with associates, laid the first successful submarine electric telegraph cable. The previous year the brothers Jacob and John Brett had laid a cable, comprising a copper wire insulated with gutta-percha, beneath the English Channel from Dover to Cap Gris Nez: signals were passed but within a few hours the cable failed. Crampton joined the Bretts' company, put up half the capital needed for another attempt, and designed a much stronger cable. Four gutta-percha-insulated copper wires were twisted together, surrounded by tarred hemp and armoured by galvanized iron wires; this cable was successful.Crampton was also active in railway civil engineering and in water and gas engineering, and c. 1882 he invented a hydraulic tunnel-boring machine intended for a Channel tunnel.[br]Principal Honours and DistinctionsVice-President, Institution of Mechanical Engineers. Officier de la Légion d'Honneur (France).Bibliography1842, British patent no. 9,261.1845. British patent no. 10,854.1846. British patent no. 11,349.1847. British patent no. 11,760.1849, British patent no. 12,627.1885, British patent no. 14,021.Further ReadingM.Sharman, 1933, The Crampton Locomotive, Swindon: M.Sharman; P.C.Dewhurst, 1956–7, "The Crampton locomotive", Parts I and II, Transactions of the Newcomen Society 30:99 (the most important recent publications on Crampton's locomotives).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allen. J.Kieve, 1973, The Electric Telegraph, Newton Abbot: David \& Charles, 102–4.R.B.Matkin, 1979, "Thomas Crampton: Man of Kent", Industrial Past 6 (2).PJGRBiographical history of technology > Crampton, Thomas Russell
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14 Webb, Francis William
[br]b. 21 May 1836 Tixall, Staffordshire, Englandd. 4 June 1906 Bournemouth, England[br]English locomotive engineer who pioneered compound locomotives in Britain and the use of steel for boilers.[br]Webb was a pupil at Crewe Works, London \& North Western Railway (LNWR), under F. Trevithick (son of Richard Trevithick), and was subsequently placed in charge of the works under Trevithick's successor, J.Ramsbottom. After a brief spell away from the LNWR, Webb returned in 1871 and was made Chief Mechanical Engineer, a post he held until his retirement in 1904.Webb's initial designs included the highly successful "Precedent" or "Jumbo" class 2– 4–0, from which the example Hardwicke (now preserved by the National Railway Museum, York) achieved an average speed of 67.2 mph (108.1 km/h) between Crewe and Carlisle in 1895. His 0–6–0 "coal engines" were straightforward and cheap and were built in large numbers. In 1879 Webb, having noted the introduction of compound locomotives in France by J.T.A. Mallet, rebuilt an existing 2–2–2 locomotive as a two-cylinder compound. Then in 1882, seeking fuel economy and the suppression of coupling rods, he produced a compound locomotive to his own design, the 2–2, 2–0 Experiment, in which two outside high-pressure cylinders drove the rear driving-wheels, and a single inside large-diameter low-pressure cylinder drove the front driving-wheels. This was followed by a large number of compound locomotives: three successive classes of 2–2, 2–0s; some 2–2, 2–2s; some 4–4–0s; and some 0–8–0s for goods traffic. Although these were capable of good performance, their overall value was controversial: Webb, who was notoriously autocratic, may never have been fully informed of their defects, and after his retirement most were quickly scrapped. Webb made many other innovations during his career, one of the most important being the construction of boilers from steel rather than wrought iron.[br]Further ReadingC.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 14 (describes Webb's career).E.L.Ahrons, 1927, The British Steam Railway Locomotive 2825–1925, London: The Locomotive Publishing Co., Chs 18 and 20 (includes a critique of Webb's compound locomotives).PJGR -
15 Fairlie, Robert Francis
[br]b. March 1831 Scotlandd. 31 July 1885 Clapham, London, England[br]British engineer, designer of the double-bogie locomotive, advocate of narrow-gauge railways.[br]Fairlie worked on railways in Ireland and India, and established himself as a consulting engineer in London by the early 1860s. In 1864 he patented his design of locomotive: it was to be carried on two bogies and had a double boiler, the barrels extending in each direction from a central firebox. From smokeboxes at the outer ends, return tubes led to a single central chimney. At that time in British practice, locomotives of ever-increasing size were being carried on longer and longer rigid wheelbases, but often only one or two of their three or four pairs of wheels were powered. Bogies were little used and then only for carrying-wheels rather than driving-wheels: since their pivots were given no sideplay, they were of little value. Fairlie's design offered a powerful locomotive with a wheelbase which though long would be flexible; it would ride well and have all wheels driven and available for adhesion.The first five double Fairlie locomotives were built by James Cross \& Co. of St Helens during 1865–7. None was particularly successful: the single central chimney of the original design had been replaced by two chimneys, one at each end of the locomotive, but the single central firebox was retained, so that exhaust up one chimney tended to draw cold air down the other. In 1870 the next double Fairlie, Little Wonder, was built for the Festiniog Railway, on which C.E. Spooner was pioneering steam trains of very narrow gauge. The order had gone to George England, but the locomotive was completed by his successor in business, the Fairlie Engine \& Steam Carriage Company, in which Fairlie and George England's son were the principal partners. Little Wonder was given two inner fireboxes separated by a water space and proved outstandingly successful. The spectacle of this locomotive hauling immensely long trains up grade, through the Festiniog Railway's sinuous curves, was demonstrated before engineers from many parts of the world and had lasting effect. Fairlie himself became a great protagonist of narrow-gauge railways and influenced their construction in many countries.Towards the end of the 1860s, Fairlie was designing steam carriages or, as they would now be called, railcars, but only one was built before the death of George England Jr precipitated closure of the works in 1870. Fairlie's business became a design agency and his patent locomotives were built in large numbers under licence by many noted locomotive builders, for narrow, standard and broad gauges. Few operated in Britain, but many did in other lands; they were particularly successful in Mexico and Russia.Many Fairlie locomotives were fitted with the radial valve gear invented by Egide Walschaert; Fairlie's role in the universal adoption of this valve gear was instrumental, for he introduced it to Britain in 1877 and fitted it to locomotives for New Zealand, whence it eventually spread worldwide. Earlier, in 1869, the Great Southern \& Western Railway of Ireland had built in its works the first "single Fairlie", a 0–4–4 tank engine carried on two bogies but with only one of them powered. This type, too, became popular during the last part of the nineteenth century. In the USA it was built in quantity by William Mason of Mason Machine Works, Taunton, Massachusetts, in preference to the double-ended type.Double Fairlies may still be seen in operation on the Festiniog Railway; some of Fairlie's ideas were far ahead of their time, and modern diesel and electric locomotives are of the powered-bogie, double-ended type.[br]Bibliography1864, British patent no. 1,210 (Fairlie's master patent).1864, Locomotive Engines, What They Are and What They Ought to Be, London; reprinted 1969, Portmadoc: Festiniog Railway Co. (promoting his ideas for locomotives).1865, British patent no. 3,185 (single Fairlie).1867. British patent no. 3,221 (combined locomotive/carriage).1868. "Railways and their Management", Journal of the Society of Arts: 328. 1871. "On the Gauge for Railways of the Future", abstract in Report of the FortiethMeeting of the British Association in 1870: 215. 1872. British patent no. 2,387 (taper boiler).1872, Railways or No Railways. "Narrow Gauge, Economy with Efficiency; or Broad Gauge, Costliness with Extravagance", London: Effingham Wilson; repr. 1990s Canton, Ohio: Railhead Publications (promoting the cause for narrow-gauge railways).Further ReadingFairlie and his patent locomotives are well described in: P.C.Dewhurst, 1962, "The Fairlie locomotive", Part 1, Transactions of the Newcomen Society 34; 1966, Part 2, Transactions 39.R.A.S.Abbott, 1970, The Fairlie Locomotive, Newton Abbot: David \& Charles.PJGRBiographical history of technology > Fairlie, Robert Francis
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16 Churchward, George Jackson
[br]b. 31 January 1857 Stoke Gabriel, Devon, Englandd. 19 December 1933 Swindon, Wiltshire, England[br]English mechanical engineer who developed for the Great Western Railway a range of steam locomotives of the most advanced design of its time.[br]Churchward was articled to the Locomotive Superintendent of the South Devon Railway in 1873, and when the South Devon was absorbed by the Great Western Railway in 1876 he moved to the latter's Swindon works. There he rose by successive promotions to become Works Manager in 1896, and in 1897 Chief Assistant to William Dean, who was Locomotive Carriage and Wagon Superintendent, in which capacity Churchward was allowed extensive freedom of action. Churchward eventually succeeded Dean in 1902: his title changed to Chief Mechanical Engineer in 1916.In locomotive design, Churchward adopted the flat-topped firebox invented by A.J.Belpaire of the Belgian State Railways and added a tapered barrel to improve circulation of water between the barrel and the firebox legs. He designed valves with a longer stroke and a greater lap than usual, to achieve full opening to exhaust. Passenger-train weights had been increasing rapidly, and Churchward produced his first 4–6– 0 express locomotive in 1902. However, he was still developing the details—he had a flair for selecting good engineering practices—and to aid his development work Churchward installed at Swindon in 1904 a stationary testing plant for locomotives. This was the first of its kind in Britain and was based on the work of Professor W.F.M.Goss, who had installed the first such plant at Purdue University, USA, in 1891. For comparison with his own locomotives Churchward obtained from France three 4–4–2 compound locomotives of the type developed by A. de Glehn and G. du Bousquet. He decided against compounding, but he did perpetuate many of the details of the French locomotives, notably the divided drive between the first and second pairs of driving wheels, when he introduced his four-cylinder 4–6–0 (the Star class) in 1907. He built a lone 4–6–2, the Great Bear, in 1908: the wheel arrangement enabled it to have a wide firebox, but the type was not perpetuated because Welsh coal suited narrow grates and 4–6–0 locomotives were adequate for the traffic. After Churchward retired in 1921 his successor, C.B.Collett, was to enlarge the Star class into the Castle class and then the King class, both 4–6–0s, which lasted almost as long as steam locomotives survived in service. In Church ward's time, however, the Great Western Railway was the first in Britain to adopt six-coupled locomotives on a large scale for passenger trains in place of four-coupled locomotives. The 4–6–0 classes, however, were but the most celebrated of a whole range of standard locomotives of advanced design for all types of traffic and shared between them many standardized components, particularly boilers, cylinders and valve gear.[br]Further ReadingH.C.B.Rogers, 1975, G.J.Churchward. A Locomotive Biography, London: George Allen \& Unwin (a full-length account of Churchward and his locomotives, and their influence on subsequent locomotive development).C.Hamilton Ellis, 1958, Twenty Locomotive Men, Shepperton: Ian Allan, Ch. 20 (a good brief account).Sir William Stanier, 1955, "George Jackson Churchward", Transactions of the NewcomenSociety 30 (a unique insight into Churchward and his work, from the informed viewpoint of his former subordinate who had risen to become Chief Mechanical Engineer of the London, Midland \& Scottish Railway).PJGRBiographical history of technology > Churchward, George Jackson
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17 Garratt, Herbert William
[br]b. 8 June 1864 London, Englandd. 25 September 1913 Richmond, Surrey, England[br]English engineer, inventor of the Beyer-Garratt articulated locomotive.[br]After apprenticeship at the North London Railway's locomotive works, Garratt had a varied career which included responsibility for the locomotive departments of several British-owned railways overseas. This gave him an insight into the problems of such lines: locomotives, which were often inadequate, had to be operated over lines with weak bridges, sharp curves and steep gradients. To overcome these problems, he designed an articulated locomotive in which the boiler, mounted on a girder frame, was sus pended between two power bogies. This enabled a wide firebox and large-diameter boiler barrel to be combined with large driving-wheels and good visibility. Coal and water containers were mounted directly upon the bogies to keep them steady. The locomotive was inherently stable on curves because the central line of the boiler between its pivots lay within the curve of the centre line of the track. Garratt applied for a patent for his locomotive in 1907 and manufacture was taken up by Beyer, Peacock \& Co. under licence: the type became known as the Beyer-Garratt. The earliest Beyer-Garratt locomotives were small, but subsequent examples were larger. Sadly, only twenty-six locomotives of the type had been built or were under construction when Garratt died in 1913. Subsequent classes came to include some of the largest and most powerful steam locomotives: they were widely used and particularly successful in Central and Southern Africa, where examples continue to give good service in the 1990s.[br]BibliographyH.W.Garratt took out nine British patents, of which the most important is: 1907, British patent no. 17,165, "Improvements in and Relating to Locomotive Engines".Further ReadingR.L.Hills, 1979–80, "The origins of the Garratt locomotive", Transactions of the Newcomen Society 51:175 (a good description of Garratt's career and the construction of the earliest Beyer-Garratt locomotives).A.E.Durrant, 1981, Garratt Locomotives of the World, Newton Abbot: David \& Charles. L.Wiener, 1930, Articulated Locomotives, London: Constable \& Co.See also: Beyer, Charles FrederickPJGRBiographical history of technology > Garratt, Herbert William
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18 Johnson, Samuel Waite
[br]b. 14 October 1831 Bramley, Leeds, Englandd. 14 January 1912 Nottingham, England[br]English locomotive engineer, designer of Midland Railway's successful compound locomotives.[br]After an apprenticeship with E.B.Wilson, Leeds, Johnson worked successively for the Great Northern, Manchester Sheffield \& Lincolnshire, Edinburgh \& Glasgow and Great Eastern Railways before being appointed Locomotive Superintendent of the Midland Railway in 1873. There he remained for the rest of his working life, becoming notable for well-designed, well-finished locomotives. Of these, the most famous were his 4–2–2 express locomotives, introduced in 1887. The use of a single pair of driving-wheels was made possible at this late date by application of steam sanding gear (invented in 1886 by F. Holt) to enable them to haul heavy trains without slipping. In 1901, almost at the end of his career, he produced the first Midland compound 4–4–0, with a single internal high-pressure cylinder and two external low-pressure ones. The system had been devised by W.M.Smith, working on the North Eastern Railway under Wilson Worsdell. These locomotives were successful enough to be developed and built in quantity by Johnson's successors and were adopted as a standard locomotive by the London Midland \& Scottish Railway after the grouping of 1923.[br]Principal Honours and DistinctionsPresident, Institution of Mechanical Engineers 1898.Further ReadingC.Hamilton Ellis, 1958, Twenty Locomotive Men, Ian Allan, Ch. 11 (describes Johnson's career).E.L.Ahrons, 1927, The British Steam Railway Locomotive 1825–1925, The Locomotive Publishing Co. (describes Johnson's locomotives).PJGR -
19 wheel
wi:l
1. сущ.
1) а) колесо to align a wheel ≈ отцентровывать колесо to spin, turn a ≈ крутить колесо, вертеть колесо balance wheel ≈ балансир driving wheel ≈ движущееся колесо front wheel ≈ переднее колесо idler wheel ≈ холостой оборот mill wheel ≈ мельничное колесо б) тех. колесо, колесико Geneva wheel ≈ мальтийский крест в) рулевое колесо, штурвал, "баранка"
2) а) мн.;
перен. механизм wheels of state ≈ государственная машина б) прялка в) гончарный круг (тж. potter's wheel) г) уст. велосипед
3) а) круг, кружение, оборот б) припев, рефрен
4) а) колесо фортуны, счастье (тж. Fortune's wheel) б) амер. доллар
5) воен. ∙ to break on the wheel ист. ≈ колесовать to break a butterfly/fly on the wheel ≈ стрелять из пушек по воробьям to go on wheels ≈ идти как по маслу wheels within wheels ≈ сложная взаимосвязь;
сложное положение
2. гл.
1) а) катить, везти( тачку и т. п.) б) ехать на велосипеде
2) а) поворачивать(ся) б) описывать круги
3) воен. заходить или заезжать флангом ∙ wheel and deal колесо;
колесико - front * переднее колесо - free * свободное колесо (велосипедный спорт) - watchwork *s колесики часового механизма - landing *s (авиация) шасси - *s down (авиация) шасси выпущено рулевое колесо, штурвал;
(разговорное) баранка - to be at the * быть /находиться/ за рулем;
вести судно, автомобиль и т. п.;
быть руководителем, стоять во главе( чего-л.) - "don't speak to the man at the *" "с водителем не разговаривать" кружение, круг, оборот - to turn *s ходить колесом рулетка колесо фортуны (тж. Fortune's *) - at the next turn of the * когда счастье переменится, когда колесо фортуны повернется обыкн. pl механизм;
движущие силы - the *s of state государственная машина - the *s of life жизнедеятельность - the *s of progress силы прогресса (сленг) важное лицо( особ. в организации) - a big * большая шишка сеть театров или увеселительных заведений (спортивное) класс припев, рефрен прялка преим. (американизм) велосипед детская коляска pl (американизм) (сленг) автомобиль (военное) заход флангом - right *! правое плечо вперед - марш! (техническое) зубчатое колесо, шестерня( техническое) маховик гончарный круг (тж. potter's *) точильный круг > to break on the * (историческое) колесовать > to break a butterfly /a fly/ on the * стрелять из пушки по воробьям > *s within *s сложная взаимосвязь (интриг, интересов) ;
перекрестные или тайные влияния;
(библеизм) колесо в колесе > to go on (oiled) *s идти как по маслу > to put one's shoulder to the * оказать поддержку катить, подкатить;
везти - to * the cart into the yard вкатить тележку во двор - the patient was *ed in ввезли больного - to * the rubbish to the dump отвезти мусор на свалку катиться;
двигаться на колесах описывать круги;
поворачиваться;
вертеться;
оборачиваться, вращаться (тж. * round) - the sails of the windmill were *ing round крылья мельницы вращались - sea-gulls *ed in the air above me надо мной кружили чайки вертеть, кружить, поворачивать( что-л.) (тж. * about) сделать полный оборот (тж. * about) полностью изменить свою позицию ехать на велосипеде (историческое) колесовать (военное) заходить флангом > * and deal (американизм) (сленг) заправлять( чем-л.) ;
вершить (дела) ;
обделывать делишки;
совершать махинации to break a butterfly (или a fly) on the ~ = стрелять из пушек по воробьям;
to go on wheels идти как по маслу ~ амер. доллар;
to break on the wheel ист. колесовать code ~ вчт. кодирующий диск daisy ~ вчт. ромашка driven ~ тех. ведомое колесо feed ~ вчт. лентопротяжное колесо free ~ свободное колесо free ~ спуск с горы с выключенным мотором (об автомобиле) ~ колесо;
колесико;
Geneva wheel тех. мальтийский крест to break a butterfly (или a fly) on the ~ = стрелять из пушек по воробьям;
to go on wheels идти как по маслу inking ~ вчт. красящее колесо wheel воен.: left (right) wheel! правое (левое) плечо вперед! locking ~ вчт. стопорное колесо ~ рулевое колесо, штурвал;
man at the wheel рулевой;
перен. кормчий, руководитель meals on ~s передвижная кухня notched ~ тех. храповик, храповое колесо wheels within ~s сложная взаимосвязь;
сложное положение;
to put one's shoulder to the wheel энергично взяться за работу time ~ колесо времени wheel воен.: left (right) wheel! правое (левое) плечо вперед! ~ уст. велосипед ~ гончарный круг (тж. potter's wheel) ~ амер. доллар;
to break on the wheel ист. колесовать ~ ехать на велосипеде ~ воен. заходить или заезжать флангом;
to wheel and deal амер. разг. обделывать делишки, совершать махинации;
заправлять делами ~ катить, везти (тачку и т. п.) ~ колесо;
колесико;
Geneva wheel тех. мальтийский крест ~ колесо фортуны, счастье (тж. Fortune's wheel) ~ кружение, круг, оборот ~ описывать круги ~ поворачивать(-ся) ~ припев, рефрен ~ прялка ~ рулевое колесо, штурвал;
man at the wheel рулевой;
перен. кормчий, руководитель ~ перен. механизм;
the wheels of state государственная машина ~ and axle тех. ворот ~ воен. заходить или заезжать флангом;
to wheel and deal амер. разг. обделывать делишки, совершать махинации;
заправлять делами ~ перен. механизм;
the wheels of state государственная машина wheels within ~s сложная взаимосвязь;
сложное положение;
to put one's shoulder to the wheel энергично взяться за работу -
20 wheel
[(h)wiːl] 1. сущ.1)а) колесо- mill wheelto spin / turn a wheel— крутить, вертеть колесо
- training wheelsб) тех. колесо, колёсикоidler wheel — неприводное колесо, колесо без самостоятельного привода
Geneva wheel — тех. мальтийский крест, мальтийский механизм
2) = steering wheel рулевое колесо, баранка разг.; штурвалto be at / behind the wheel — быть за рулём, управлять автомобилем; стоять у штурвала, вести судно
3) амер.а) ( wheels) разг. автомобиль, машинаSyn:automobile 1., car 1.б) велосипед; мотоцикл с коляскойSyn:4) ( wheels) (сложный) механизм, (сложная) машина5) кружение, вращение; круг, оборотSyn:6) = Catherine wheel "огненное колесо" ( фейерверк)7) прялка8) = potter's wheel гончарный круг9) уст. припев, рефрен10) уст. цикл, период, определённый временной промежутокSyn:cycle 1.11)а) = Fortune's wheel колесо фортуныб) амер.; разг. "колесо", доллар12) воен. заход флангом••to break smb. on the wheel ист. — колесовать
to break a butterfly / fly on the wheel — стрелять из пушек по воробьям
- go on wheels 2. гл.to put one's shoulder to the wheel — энергично, решительно взяться за работу
1)а) катить, толкать ( перед собой); везтиThe nurse wheeled the patient into the ward. — Медсестра ввезла больного в палату.
б) ехать, двигаться ( на колёсах)в) ( wheel into) ввозить, завозить, заводить (машину, велосипед и т. п. куда-л.)She wheeled her bike into the garage. — Она завела велосипед в гараж.
2) = wheel (a)roundа) вертеть, поворачиватьSyn:б) описывать круги; двигаться кругамиBirds wheeled above us in the sky. — В небе над нами кружили птицы.
3) = wheel aboutа) (резко) поворачиваться, оборачиватьсяShe wheeled around and started yelling at us. — Она резко обернулась и закричала на нас.
He wheeled round from the window. — Он отвернулся от окна.
Syn:б) (в корне) изменить своё мнение, точку зрения и т. п.4) (wheel in / on / out) разг. привлекать (кого-л. или что-л.); представлять, выставлять; выносить на рассмотрениеThe government wheeled out the same old arguments to support its election campaign. — Для поддержки своей избирательной кампании, правительство прибегали к всё тем же старым, избитым доводам.
Then the prosecution wheeled in a surprise witness. — Тогда обвинение выставило свидетеля, давшего весьма неожиданные показания.
5) легко проводить (что-л.), проходить (через что-л.)6) воен. заходить или заезжать флангомThe battalion will have to wheel to the flank. — Батальон должен будет зайти с фланга.
His head wheeled with the sudden change in his prospects. (F. Marryat) — От столь внезапного изменения перспектив голова у него пошла кругом.
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