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81 system
['sistəm]1) (an arrangement of many parts that work together: a railway system; the solar system; the digestive system.) σύστημα2) (a person's body: Take a walk every day - it's good for the system!) ο ανθρώπινος οργανισμός3) (a way of organizing something according to certain ideas, principles etc: a system of government/education.) σύστημα4) (a plan or method: What is your system for washing the dishes?) μέθοδος5) (the quality of being efficient and methodical: Your work lacks system.) μεθοδικότητα•- systematically -
82 expedient
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83 design
1) конструкция; проект; план2) проектирование, конструирование3) расчёт; определение размеров4) конструктивный вариант, конструктивное решение5) художественное моделирование, художественное оформление6) проектировать; конструировать•- design of concrete mix - design of detailed planning - design of mixture - design of reinforced concrete frame building - alternate design - approved design - architectural design - aseismic design - balanced design - barrier-free design - bridge design - building design - cantilever design - civil-engineering design - codes of structural design - computer-aided design - concrete design - contract design - contractor design - curvature design - custom design - detailed contract design - detailed design stage - draft design - engineering design - environmental design - experimental design - fail-safe design - full-size design - further-edge design of cross section - housing development design - human settlement design - hydraulic design - individual design - industrial design - intelligent design - interactive design - landscape design - lateral-force design - limit design - mix design - mock-up method of design - modular design - multistage design work - pavement design - pilot design - plastic design - point design - preliminary design - probabalistic design - project design - prototype design - regional planning design - research design - seismic design - single-stage design work - sprung arch design - standard design - standardized design - step-by-step design - structural design - structural steel design - thermal design - town planning design - traffic island design - two-stage design work - type design - typical design - ultimate load design - urban design* * *1. конструкция2. план, замысел; проект, проектное решение3. чертёж, эскиз4. проектирование; расчёт5. дизайн || проектировать; рассчитыватьdesign on empirical basis — эмпирический расчёт, расчёт на эмпирической основе
- design of stiffened compression flangesdesign to limit state theory — расчёт, основанный на гипотезе предельных состояний; расчёт по предельным состояниям
- design of structural members
- design of structural steel
- design of structures
- design of welds
- allowable stress design
- alternate design
- architectural design
- basic design
- beam design
- building design
- city design
- civic design
- composite design
- computer-aided design
- concrete mix design for pumping
- construction joint design
- cost-efficient design
- critical-load design
- elastic design
- environmental design
- experimental design
- final design
- form design
- frame design
- frost capacity design
- fully rigid basis design
- geometric highway design
- hydraulic design
- industrial design
- integrated environmental design
- landscape design
- lateral-force design
- limit design
- limit-load design
- limit-state design
- load factor design
- maximum load design
- methods design
- mix design
- mix design with fly ash
- modified structural design
- modular design
- one-off design
- original design
- outline design
- pavement design
- plastic design
- plastic limit design
- post and lintel design
- probabilistic design
- schematic design
- seismic design
- semirigid design
- shearing design
- shear design
- site design
- stable design
- standard design
- steel design
- structural design
- structural timber design
- tender design
- town-building design
- trial design
- tubular design
- ultimate load design
- ultimate-strength design
- unified design
- work design -
84 expeditious
1. a книжн. быстрый, скорый2. a книжн. проворный3. a книжн. срочный; неотложный; поспешный4. a книжн. ускоренныйСинонимический ряд:fast (adj.) breakneck; direct; effective; efficient; expeditive; fast; fleet; harefooted; hasty; immediate; posthaste; prompt; punctual; quick; raking; rapid; snappy; speedy; swiftАнтонимический ряд: -
85 practical
1. n практические занятия2. n прагматик; практичный человекsound practical — быть практичным; разумным; целесообразным
3. a практический; связанный с применением на практике; утилитарныйfrom a practical point of view, for all practical purposes — с чисто практической точки зрения
4. a практичный, удобный; полезный; целесообразный5. a практичный, практический, дельный6. a осуществимый, реальный7. a фактический, настоящий8. a с практическим опытом работы9. a земной, прозаическийСинонимический ряд:1. businesslike (adj.) businesslike; business-like; efficient; orderly; pragmatic; sensible; systematic; unromantic2. experienced (adj.) experienced; old; old-time; practiced; seasoned; skilled; versed; vet; veteran3. functional (adj.) advantageous; functional; handy; practicable; serviceable; useful; utile; utilitarian4. implicit (adj.) constructive; implicit; virtual5. prosaic (adj.) prosaic; tedious; unimaginative; uninteresting6. realistic (adj.) down-to-earth; earthy; hard; hard-boiled; hardheaded; hard-headed; matter-of-fact; objective; practic; pragmatical; realistic; sober; tough-minded; unfantastic; unidealistic; unsentimental7. sound (adj.) balanced; discreet; discriminating; judicious; operative; sound; usableАнтонимический ряд:idealistic; imaginative; impossible; impractical; indiscreet; inefficient; senseless; theoretical; unreal; unserviceable; unsound; unworkable; useless -
86 drainage
[-ni‹]noun (the process, method or system of carrying away extra water: The town's drainage is very efficient.) drainage, système d'égouts -
87 system
['sistəm]1) (an arrangement of many parts that work together: a railway system; the solar system; the digestive system.) système2) (a person's body: Take a walk every day - it's good for the system!) organisme3) (a way of organizing something according to certain ideas, principles etc: a system of government/education.) système4) (a plan or method: What is your system for washing the dishes?) méthode5) (the quality of being efficient and methodical: Your work lacks system.) méthode•- systematically -
88 drainage
[-ni‹]noun (the process, method or system of carrying away extra water: The town's drainage is very efficient.) drenagem, esgoto -
89 system
['sistəm]1) (an arrangement of many parts that work together: a railway system; the solar system; the digestive system.) sistema2) (a person's body: Take a walk every day - it's good for the system!) organismo3) (a way of organizing something according to certain ideas, principles etc: a system of government/education.) sistema4) (a plan or method: What is your system for washing the dishes?) sistema5) (the quality of being efficient and methodical: Your work lacks system.) sistema•- systematically -
90 productive
2 ( constructive) [discussion, collaboration, experience] fructueux/-euse ; [day, phase, period] productif/-ive ;3 Econ [sector, capital, task, capacity] productif/-ive ; -
91 systematic
1 ( efficient) [person, approach, training, planning] méthodique ; [method, way] rationnel/-elle ; to be systematic in être méthodique dans ;2 ( deliberate) [attempt, abuse, torture, destruction] systématique ; -
92 Chapelon, André
[br]b. 26 October 1892 Saint-Paul-en-Cornillon, Loire, Franced. 29 June 1978 Paris, France[br]French locomotive engineer who developed high-performance steam locomotives.[br]Chapelon's technical education at the Ecole Centrale des Arts et Manufactures, Paris, was interrupted by extended military service during the First World War. From experience of observing artillery from the basket of a captive balloon, he developed a method of artillery fire control which was more accurate than that in use and which was adopted by the French army.In 1925 he joined the motive-power and rolling-stock department of the Paris-Orléans Railway under Chief Mechanical Engineer Maurice Lacoin and was given the task of improving the performance of its main-line 4–6–2 locomotives, most of them compounds. He had already made an intensive study of steam locomotive design and in 1926 introduced his Kylchap exhaust system, based in part on the earlier work of the Finnish engineer Kyläla. Chapelon improved the entrainment of the hot gases in the smokebox by the exhaust steam and so minimized back pressure in the cylinders, increasing the power of a locomotive substantially. He also greatly increased the cross-sectional area of steam passages, used poppet valves instead of piston valves and increased superheating of steam. PO (Paris-Orléans) 4–6–2s rebuilt on these principles from 1929 onwards proved able to haul 800-ton trains, in place of the previous 500-ton trains, and to do so to accelerated schedules with reduced coal consumption. Commencing in 1932, some were converted, at the time of rebuilding, into 4–8–0s to increase adhesive weight for hauling heavy trains over the steeply graded Paris-Toulouse line.Chapelon's principles were quickly adopted on other French railways and elsewhere.H.N. Gresley was particularly influenced by them. After formation of the French National Railways (SNCF) in 1938, Chapelon produced in 1941 a prototype rebuilt PO 2–10–0 freight locomotive as a six-cylinder compound, with four low-pressure cylinders to maximize expansive use of steam and with all cylinders steam-jacketed to minimize heat loss by condensation and radiation. War conditions delayed extended testing until 1948–52. Meanwhile Chapelon had, by rebuilding, produced in 1946 a high-powered, three-cylinder, compound 4–8–4 intended as a stage in development of a proposed range of powerful and thermally efficient steam locomotives for the postwar SNCF: a high-speed 4–6–4 in this range was to run at sustained speeds of 125 mph (200 km/h). However, plans for improved steam locomotives were then overtaken in France by electriflcation and dieselization, though the performance of the 4–8–4, which produced 4,000 hp (3,000 kW) at the drawbar for the first time in Europe, prompted modification of electric locomotives, already on order, to increase their power.Chapelon retired from the SNCF in 1953, but continued to act as a consultant. His principles were incorporated into steam locomotives built in France for export to South America, and even after the energy crisis of 1973 he was consulted on projects to build improved, high-powered steam locomotives for countries with reserves of cheap coal. The eventual fall in oil prices brought these to an end.[br]Bibliography1938, La Locomotive à vapeur, Paris: J.B.Bailière (a comprehensive summary of contemporary knowledge of every function of the locomotive).Further ReadingH.C.B.Rogers, 1972, Chapelon, Genius of French Steam, Shepperton: Ian Allan.1986, "André Chapelon, locomotive engineer: a survey of his work", Transactions of the Newcomen Society 58 (a symposium on Chapelon's work).Obituary, 1978, Railway Engineer (September/October) (makes reference to the technical significance of Chapelon's work).PJGR -
93 Chevenard, Pierre Antoine Jean Sylvestre
SUBJECT AREA: Metallurgy[br]b. 31 December 1888 Thizy, Rhône, Franced. 15 August 1960 Fontenoy-aux-Roses, France[br]French metallurgist, inventor of the alloys Elinvar and Platinite and of the method of strengthening nickel-chromium alloys by a precipitate ofNi3Al which provided the basis of all later super-alloy development.[br]Soon after graduating from the Ecole des Mines at St-Etienne in 1910, Chevenard joined the Société de Commentry Fourchambault et Decazeville at their steelworks at Imphy, where he remained for the whole of his career. Imphy had for some years specialized in the production of nickel steels. From this venture emerged the first austenitic nickel-chromium steel, containing 6 per cent chromium and 22–4 per cent nickel and produced commercially in 1895. Most of the alloys required by Guillaume in his search for the low-expansion alloy Invar were made at Imphy. At the Imphy Research Laboratory, established in 1911, Chevenard conducted research into the development of specialized nickel-based alloys. His first success followed from an observation that some of the ferro-nickels were free from the low-temperature brittleness exhibited by conventional steels. To satisfy the technical requirements of Georges Claude, the French cryogenic pioneer, Chevenard was then able in 1912 to develop an alloy containing 55–60 per cent nickel, 1–3 per cent manganese and 0.2–0.4 per cent carbon. This was ductile down to −190°C, at which temperature carbon steel was very brittle.By 1916 Elinvar, a nickel-iron-chromium alloy with an elastic modulus that did not vary appreciably with changes in ambient temperature, had been identified. This found extensive use in horology and instrument manufacture, and even for the production of high-quality tuning forks. Another very popular alloy was Platinite, which had the same coefficient of thermal expansion as platinum and soda glass. It was used in considerable quantities by incandescent-lamp manufacturers for lead-in wires. Other materials developed by Chevenard at this stage to satisfy the requirements of the electrical industry included resistance alloys, base-metal thermocouple combinations, magnetically soft high-permeability alloys, and nickel-aluminium permanent magnet steels of very high coercivity which greatly improved the power and reliability of car magnetos. Thermostatic bimetals of all varieties soon became an important branch of manufacture at Imphy.During the remainder of his career at Imphy, Chevenard brilliantly elaborated the work on nickel-chromium-tungsten alloys to make stronger pressure vessels for the Haber and other chemical processes. Another famous alloy that he developed, ATV, contained 35 per cent nickel and 11 per cent chromium and was free from the problem of stress-induced cracking in steam that had hitherto inhibited the development of high-power steam turbines. Between 1912 and 1917, Chevenard recognized the harmful effects of traces of carbon on this type of alloy, and in the immediate postwar years he found efficient methods of scavenging the residual carbon by controlled additions of reactive metals. This led to the development of a range of stabilized austenitic stainless steels which were free from the problems of intercrystalline corrosion and weld decay that then caused so much difficulty to the manufacturers of chemical plant.Chevenard soon concluded that only the nickel-chromium system could provide a satisfactory basis for the subsequent development of high-temperature alloys. The first published reference to the strengthening of such materials by additions of aluminium and/or titanium occurs in his UK patent of 1929. This strengthening approach was adopted in the later wartime development in Britain of the Nimonic series of alloys, all of which depended for their high-temperature strength upon the precipitated compound Ni3Al.In 1936 he was studying the effect of what is now known as "thermal fatigue", which contributes to the eventual failure of both gas and steam turbines. He then published details of equipment for assessing the susceptibility of nickel-chromium alloys to this type of breakdown by a process of repeated quenching. Around this time he began to make systematic use of the thermo-gravimetrie balance for high-temperature oxidation studies.[br]Principal Honours and DistinctionsPresident, Société de Physique. Commandeur de la Légion d'honneur.Bibliography1929, Analyse dilatométrique des matériaux, with a preface be C.E.Guillaume, Paris: Dunod (still regarded as the definitive work on this subject).The Dictionary of Scientific Biography lists around thirty of his more important publications between 1914 and 1943.Further Reading"Chevenard, a great French metallurgist", 1960, Acier Fins (Spec.) 36:92–100.L.Valluz, 1961, "Notice sur les travaux de Pierre Chevenard, 1888–1960", Paris: Institut de France, Académie des Sciences.ASDBiographical history of technology > Chevenard, Pierre Antoine Jean Sylvestre
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94 Hall, Charles Martin
SUBJECT AREA: Metallurgy[br]b. 6 December 1863 Thompson, Ohio, USAd. 27 December 1914 USA[br]American metallurgist, inventor of the first feasible electrolytic process for the production of aluminium.[br]The son of a Congregationalist minister, Hall was educated at Oberlin College. There he was instructed in chemistry by Professor F.F.Jewett, a former student of the German chemist Friedrich Wöhler, who encouraged Hall to believe that there was a need for a cheap process for the manufacture of aluminium. After graduating in 1885, Hall set to work in his private laboratory exploring the method of fused salt electrolysis. On Wednesday 10 February 1886 he found that alumina dissolved in fused cryolite "like sugar in water", and that the bath so produced was a good conductor of electricity. He contained the solution in a pure graphite crucible which also acted as an efficient cathode, and by 16 February 1886 had produced the first globules of metallic aluminium. With two backers, Hall was able to complete his experiments and establish a small pilot plant in Boston, but they withdrew after the US Patent Examiners reported that Hall's invention had been anticipated by a French patent, filed by Paul Toussaint Héroult in April 1886. Although Hall had not filed until July 1886, he was permitted to testify that his invention had been completed by 16 February 1886 and on 2 April 1889 he was granted a seventeen-year monopoly in the United States. Hall now had the support of Captain A.E. Hunt of the Pittsburgh Testing Institute who provided the capital for establishing the Pittsburgh Reduction Company, which by 1889 was selling aluminium at $1 per pound compared to the $15 for sodium-reduced aluminium. Further capital was provided by the banker Andrew Mellon (1855–1937). Hall then turned his attention to Britain and began negotiations with Johnson Matthey, who provided land on a site at Patricroft near Manchester. Here the Aluminium Syndicate, owned by the Pittsburgh Reduction Company, began to produce aluminium in July 1890. By this time the validity of Hall's patent was being strongly contested by Héroult and also by the Cowles brothers, who attempted to operate the Hall process in the United States. Hall successfully sued them for infringement, and was confirmed in his patent rights by the celebrated ruling in 1893 of William Howard Taft, subsequently President of the USA. In 1895 Hall's company changed its name to the Pittsburgh Aluminium Company and moved to Niagara Falls, where cheap electrical power was available. In 1903 a legal compromise ended the litigation between the Hall and Héroult organizations. The American rights in the invention were awarded to Hall, and the European to Héroult. The Pittsburgh Aluminium Company became the Aluminium Company of America on 1 January 1907. On his death he left his estate, worth about $45 million, for the advancement of education.[br]Principal Honours and DistinctionsChemical Society, London, Perkin Medal 1911.Further ReadingH.N.Holmes, 1930, "The story of aluminium", Journal of Chemical Education. E.F.Smith, 1914, Chemistry in America.ASD -
95 Hornblower, Jonathan
SUBJECT AREA: Steam and internal combustion engines[br]b. 1753 Cornwall (?), Englandd. 1815 Penryn, Cornwall, England[br]English mining engineer who patented an early form of compound steam engine.[br]Jonathan came from a family with an engineering tradition: his grandfather Joseph had worked under Thomas Newcomen. Jonathan was the sixth child in a family of thirteen whose names all began with "J". In 1781 he was living at Penryn, Cornwall and described himself as a plumber, brazier and engineer. As early as 1776, when he wished to amuse himself by making a small st-eam engine, he wanted to make something new and wondered if the steam would perform more than one operation in an engine. This was the foundation for his compound engine. He worked on engines in Cornwall, and in 1778 was Engineer at the Ting Tang mine where he helped Boulton \& Watt erect one of their engines. He was granted a patent in 1781 and in that year tried a large-scale experiment by connecting together two engines at Wheal Maid. Very soon John Winwood, a partner in a firm of iron founders at Bristol, acquired a share in the patent, and in 1782 an engine was erected in a colliery at Radstock, Somerset. This was probably not very successful, but a second was erected in the same area. Hornblower claimed greater economy from his engines, but steam pressures at that time were not high enough to produce really efficient compound engines. Between 1790 and 1794 ten engines with his two-cylinder arrangement were erected in Cornwall, and this threatened Boulton \& Watt's near monopoly. At first the steam was condensed by a surface condenser in the bottom of the second, larger cylinder, but this did not prove very successful and later a water jet was used. Although Boulton \& Watt proceeded against the owners of these engines for infringement of their patent, they did not take Jonathan Hornblower to court. He tried a method of packing the piston rod by a steam gland in 1781 and his work as an engineer must have been quite successful, for he left a considerable fortune on his death.[br]Bibliography1781, British patent no. 1,298 (compound steam engine).Further ReadingR.Jenkins, 1979–80, "Jonathan Hornblower and the compound engine", Transactions of the Newcomen Society 11.J.Tann, 1979–80, "Mr Hornblower and his crew, steam engine pirates in the late 18th century", Transactions of the Newcomen Society 51.J.Farey, 1827, A Treatise on the Steam Engine, Historical, Practical and Descriptive, reprinted 1971, Newton Abbot: David \& Charles (an almost contemporary account of the compound engine).D.S.L.Cardwell, 1971, From Watt to Clausius. The Rise of Thermo dynamics in the Early Industrial Age, London: Heinemann.H.W.Dickinson, 1938, A Short History of the Steam Engine, Cambridge University Press.R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press.RLH -
96 Pääbo, Max
SUBJECT AREA: Textiles[br]b. Estonia fl. 1950s Sweden[br]Estonian inventor of one of the most successful looms, in which the weft is sent across the warp by a jet of air.[br]The earliest patent for using a jet of air to propel a shuttle across a loom was granted to J.C. Brooks in 1914. A different method was tried by E.H.Ballou in 1929, but the really important patent was taken out by Max Pääbo, a refugee from Estonia. He exhibited his machine in Sweden in 1951, weaving cotton cloth 80 cm (31 1/2 in.) wide at a speed of 350 picks per minute, but it was not widely publicized until 1954. One shown in Manchester in 1958 ran at 410 picks per minute while weaving 90 cm (35 1/2 in.) cloth. His looms were called "Maxbo" after him. They had no shuttle; instead a jet of air drove a measured amount of weft drawn from a supply package across the warp threads. Efficient control of the airstream was the main reason for its success; not only was weaving much quicker, but it was also much quieter than traditional methods, and as the warp was nearly vertical the looms took up little space. Manufacture of these looms in Sweden ceased in 1962, but development continued in other countries.[br]Further ReadingJ.J.Vincent, 1980, Shuttle less Looms, Manchester (a good account of the development of modern looms).RLH -
97 Sprague, Frank Julian
[br]b. 25 July 1857 Milford, Connecticut, USAd. 25 October 1934 New York, USA[br]American electrical engineer and inventor, a leading innovator in electric propulsion systems for urban transport.[br]Graduating from the United States Naval Academy, Annapolis, in 1878, Sprague served at sea and with various shore establishments. In 1883 he resigned from the Navy and obtained employment with the Edison Company; but being convinced that the use of electricity for motive power was as important as that for illumination, in 1884 he founded the Sprague Electric Railway and Motor Company. Sprague began to develop reliable and efficient motors in large sizes, marketing 15 hp (11 kW) examples by 1885. He devised the method of collecting current by using a wooden, spring-loaded rod to press a roller against the underside of an overhead wire. The installation by Sprague in 1888 of a street tramway on a large scale in Richmond, Virginia, was to become the prototype of the universally adopted trolley system with overhead conductor and the beginning of commercial electric traction. Following the success of the Richmond tramway the company equipped sixty-seven other railways before its merger with Edison General Electric in 1890. The Sprague traction motor supported on the axle of electric streetcars and flexibly mounted to the bogie set a pattern that was widely adopted for many years.Encouraged by successful experiments with multiple-sheave electric elevators, the Sprague Elevator Company was formed and installed the first set of high-speed passenger cars in 1893–4. These effectively displaced hydraulic elevators in larger buildings. From experience with control systems for these, he developed his system of multiple-unit control for electric trains, which other engineers had considered impracticable. In Sprague's system, a master controller situated in the driver's cab operated electrically at a distance the contactors and reversers which controlled the motors distributed down the train. After years of experiment, Sprague's multiple-unit control was put into use for the first time in 1898 by the Chicago South Side Elevated Railway: within fifteen years multiple-unit operation was used worldwide.[br]Principal Honours and DistinctionsPresident, American Institute of Electrical Engineers 1892–3. Franklin Institute Elliot Cresson Medal 1904, Franklin Medal 1921. American Institute of Electrical Engineers Edison Medal 1910.Bibliography1888, "The solution of municipal rapid transit", Trans. AIEE 5:352–98. See "The multiple unit system for electric railways", Cassiers Magazine, (1899) London, repub. 1960, 439–460.1934, "Digging in “The Mines of the Motor”", Electrical Engineering 53, New York: 695–706 (a short autobiography).Further ReadingLionel Calisch, 1913, Electric Traction, London: The Locomotive Publishing Co., Ch. 6 (for a near-contemporary view of Sprague's multiple-unit control).D.C.Jackson, 1934, "Frank Julian Sprague", Scientific Monthly 57:431–41.H.C.Passer, 1952, "Frank Julian Sprague: father of electric traction", in Men of Business, ed. W. Miller, Cambridge, Mass., pp. 212–37 (a reliable account).——1953, The Electrical Manufacturers: 1875–1900, Cambridge, Mass. P.Ransome-Wallis (ed.), 1959, The Concise Encyclopaedia of World RailwayLocomotives, London: Hutchinson, p. 143..John Marshall, 1978, A Biographical Dictionary of Railway Engineers, Newton Abbot: David \& Charles.GW / PJGR -
98 pull-through cable installation
- электропроводка, выполняемая протяжкой кабелей и проводов через трубы, глухие короба и полости строительных конструкций
электропроводка, выполняемая протяжкой кабелей и проводов через трубы, глухие короба и полости строительных конструкций
-Параллельные тексты EN-RU
Cable Pulling
Cable pulling is well known to cable installers throughout the world. First a line is threaded through the conduit; the line is attached to the cable; and then the line is used to drag the cable back through the conduit. For more than 50 years, millions of kilometers of electrical and communications cable have been installed using this basic method.
There is a "technology" of cable pulling. How can one determine the maximum distance that a cable can be pulled without damage? How can pulls be optimized to minimize splices and splicing expense? Proper answers to these questions mean better, more efficient cable installations, with less damaged cable and longer cable life.
[ http://www.polywater.com/commcabl.html]Протяжка кабеля
Протяжка - широко распространенный во всем мире способ прокладки кабеля. Сначала через трубу протягивают проволоку. Затем к концу этой проволоки прикрепляют кабель, после чего проволоку вытягивают из трубы и таким образом протягивают через нее кабель. За более чем 50 лет с помощью этого способа были проложены миллионы километров электрического кабеля и кабеля связи.
Данная технология называется протяжкой кабеля. Как определить максимальное длину трубы, через которую можно протянуть кабель без его повреждения? Как можно оптимизировать процесс протяжки, чтобы уменьшить число соединений жил кабеля и затрат на их выполнение? Зная ответ на этот вопрос, можно протянуть кабель с наименьшими повреждениями, что приведет к увеличению его срока службы.
[Перевод Интент]Тематики
- электропроводка, электромонтаж
EN
Англо-русский словарь нормативно-технической терминологии > pull-through cable installation
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