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1 engineering manufacture
Автоматика: машиностроениеУниверсальный англо-русский словарь > engineering manufacture
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2 engineering manufacture
English-Russian dictionary of mechanical engineering and automation > engineering manufacture
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3 ENGINEERING, MANUFACTURE AND DEVELOPMENT PHASE
English-Arabic military dictionary > ENGINEERING, MANUFACTURE AND DEVELOPMENT PHASE
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4 manufacture
1) производство; изготовление || производить; изготовлять2) обработка || обрабатывать3) изделие; продукция•- automatic sequence manufacture
- cell manufacture
- cellular manufacture
- computer-managed parts manufacture
- engineering manufacture
- flow line manufacture
- precision manufacture of machine tools
- series manufacture
- sets-of parts manufacture
- single-piece manufacture
- space-related component manufacture
- wholesale manufactureEnglish-Russian dictionary of mechanical engineering and automation > manufacture
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5 manufacture
< prod> ■ Produktion f -
6 engineering building
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7 engineering building
English-Russian big polytechnic dictionary > engineering building
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8 engineering workshop
English-Russian big polytechnic dictionary > engineering workshop
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9 manufacture
Iஉற்பத்தி செய்IIஉற்பத்திஆக்கு; ஆக்குதல்IVபரும்படியாகச்செய்தல்Vபரும்படியாகச்செய்தல்VIபரும்படியாகச்செய்தல்ஆக்கு / தயார்செய / உற்பத்திசெய, ¢ செய்வாக்கம்தயா£¤ப்புIXஉண்டாக்கல் -
10 precision engineering
точное машиностроение
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[ http://www.eionet.europa.eu/gemet/alphabetic?langcode=en]EN
precision engineering
Research and development, design, manufacture and measurement of high accuracy components and systems. It is related to mechanical, electronic, optical and production engineering, physics, chemistry, and computer and materials science. (Source: ASPE)
[http://www.eionet.europa.eu/gemet/alphabetic?langcode=en]Тематики
EN
DE
FR
Англо-русский словарь нормативно-технической терминологии > precision engineering
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11 chemical engineering
химическое производство
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[ http://www.eionet.europa.eu/gemet/alphabetic?langcode=en]EN
chemical engineering
The branch of engineering concerned with industrial manufacture of chemical products. It is a discipline in which the principles of mathematical, physical and natural sciences are used to solve problems in applied chemistry. Chemical engineers design, develop, and optimise processes and plants, operate them, manage personnel and capital, and conduct research necessary for new developments. Through their efforts, new petroleum products, plastics, agricultural chemicals, house-hold products, pharmaceuticals, electronic and advanced materials, photographic materials, chemical and biological compounds, various food and other products evolve. (Source: USTa)
[http://www.eionet.europa.eu/gemet/alphabetic?langcode=en]Тематики
EN
DE
FR
Англо-русский словарь нормативно-технической терминологии > chemical engineering
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12 aeronautical engineering
English-german technical dictionary > aeronautical engineering
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13 aviation engineering
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14 Buckle, William
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 29 July 1794 Alnwick, Northumberland, Englandd. 30 September 1863 London, England[br]English mechanical engineer who introduced the first large screw-cutting lathe to Boulton, Watt \& Co.[br]William Buckle was the son of Thomas Buckle (1759–1849), a millwright who later assisted the 9th Earl of Dundonald (1749–1831) in his various inventions, principally machines for the manufacture of rope. Soon after the birth of William, the family moved from Alnwick to Hull, Yorkshire, where he received his education. The family again moved c.1808 to London, and William was apprenticed to Messrs Woolf \& Edwards, millwrights and engineers of Lambeth. During his apprenticeship he attended evening classes at a mechanical drawing school in Finsbury, which was then the only place of its kind in London.After completing his apprenticeship, he was sent by Messrs Humphrys to Memel in Prussia to establish steamboats on the rivers and lakes there under the patronage of the Prince of Hardenburg. After about four years he returned to Britain and was employed by Boulton, Watt \& Co. to install the engines in the first steam mail packet for the service between Dublin and Holyhead. He was responsible for the engines of the steamship Lightning when it was used on the visit of George IV to Ireland.About 1824 Buckle was engaged by Boulton, Watt \& Co. as Manager of the Soho Foundry, where he is credited with introducing the first large screw-cutting lathe. At Soho about 700 or 800 men were employed on a wide variety of engineering manufacture, including coining machinery for mints in many parts of the world, with some in 1826 for the Mint at the Soho Manufactory. In 1851, following the recommendations of a Royal Commission, the Royal Mint in London was reorganized and Buckle was asked to take the post of Assistant Coiner, the senior executive officer under the Deputy Master. This he accepted, retaining the post until the end of his life.At Soho, Buckle helped to establish a literary and scientific institution to provide evening classes for the apprentices and took part in the teaching. He was an original member of the Institution of Mechanical Engineers, which was founded in Birmingham in January 1847, and a member of their Council from then until 1855. He contributed a number of papers in the early years, including a memoir of William Murdock whom he had known at Soho; he resigned from the Institution in 1856 after his move to London. He was an honorary member of the London Association of Foreman Engineers.[br]Bibliography1850, "Inventions and life of William Murdock", Proceedings of the Institution of Mechanical Engineers 2 (October): 16–26.RTS -
15 Johansson, Carl Edvard
[br]b. 15 March 1864 Orebro, Swedend. 30 September 1943 Eskilstuna, Sweden[br]Swedish metrologist and inventor of measuring-gauge blocks.[br]Carl Edvard Johansson was first apprenticed to a shoemaker, but he soon abandoned that career. In 1882 he went to America to join his brother Arvid working at a sawmill in the summer; in winter the brothers obtained further general education at the Gustavus Adolphus College at St Peter, Minnesota. They returned to Sweden in November 1884 and in the following year Carl obtained employment with a small engineering firm which rented a workshop in the government small-arms factory at Eskilstuna. In his spare time he attended the Eskilstuna Technical College and in 1888 he was accepted as an apprentice armourer inspector. After completion of his apprenticeship he was appointed an armourer inspector, and it was in his work of inspection that he realized that the large number of gauges then required could be reduced if several accurate gauges could be used in combination. This was in 1896, and the first set of gauges was made for use in the rifle factory. With these, any dimension between 1 mm and 201 mm could be made up to the nearest 0.01 mm, the gauges having flat polished surfaces that would adhere together by "wringing". Johansson obtained patents for the system from 1901, but it was not until c.1907 that the sets of gauges were marketed generally. Gauges were made in inch units for Britain and America—slightly different as the standards were not then identical. Johansson formed his own company to manufacture the gauges in 1910, but he did not give up his post in the rifle factory until 1914. By the 1920s Johansson gauges were established as the engineering dimensional standards for the whole world; the company also made other precision measuring instruments such as micrometers and extensometers. A new company, C.E.Johansson Inc., was set up in America for manufacture and sales, and the gauges were extensively used in the American automobile industry. Henry Ford took a special interest and Johansson spent several years in a post with the Ford Motor Company in Detroit, Michigan, until he returned to Sweden in 1936.[br]Principal Honours and DistinctionsHonorary Doctorates, Gustavus Adolphus College, St Peter and Wayne University, Detroit. Swedish Engineering Society John Ericsson Gold Medal. American Society of Mechanical Engineers Gold Medal.Further ReadingK.J.Hume, 1980, A History of Engineering Metrology, London, pp. 54–66 (a short biography).RTS -
16 Bollée, Ernest-Sylvain
[br]b. 19 July 1814 Clefmont (Haute-Marne), Franced. 11 September 1891 Le Mans, France[br]French inventor of the rotor-stator wind engine and founder of the Bollée manufacturing industry.[br]Ernest-Sylvain Bollée was the founder of an extensive dynasty of bellfounders based in Le Mans and in Orléans. He and his three sons, Amédée (1844–1917), Ernest-Sylvain fils (1846–1917) and Auguste (1847-?), were involved in work and patents on steam-and petrol-driven cars, on wind engines and on hydraulic rams. The presence of the Bollées' car industry in Le Mans was a factor in the establishment of the car races that are held there.In 1868 Ernest-Sylvain Bollée père took out a patent for a wind engine, which at that time was well established in America and in England. In both these countries, variable-shuttered as well as fixed-blade wind engines were in production and patented, but the Ernest-Sylvain Bollée patent was for a type of wind engine that had not been seen before and is more akin to the water-driven turbine of the Jonval type, with its basic principle being parallel to the "rotor" and "stator". The wind drives through a fixed ring of blades on to a rotating ring that has a slightly greater number of blades. The blades of the fixed ring are curved in the opposite direction to those on the rotating blades and thus the air is directed onto the latter, causing it to rotate at a considerable speed: this is the "rotor". For greater efficiency a cuff of sheet iron can be attached to the "stator", giving a tunnel effect and driving more air at the "rotor". The head of this wind engine is turned to the wind by means of a wind-driven vane mounted in front of the blades. The wind vane adjusts the wind angle to enable the wind engine to run at a constant speed.The fact that this wind engine was invented by the owner of a brass foundry, with all the gear trains between the wind vane and the head of the tower being of the highest-quality brass and, therefore, small in scale, lay behind its success. Also, it was of prefabricated construction, so that fixed lengths of cast-iron pillar were delivered, complete with twelve treads of cast-iron staircase fixed to the outside and wrought-iron stays. The drive from the wind engine was taken down the inside of the pillar to pumps at ground level.Whilst the wind engines were being built for wealthy owners or communes, the work of the foundry continued. The three sons joined the family firm as partners and produced several steam-driven vehicles. These vehicles were the work of Amédée père and were l'Obéissante (1873); the Autobus (1880–3), of which some were built in Berlin under licence; the tram Bollée-Dalifol (1876); and the private car La Mancelle (1878). Another important line, in parallel with the pumping mechanism required for the wind engines, was the development of hydraulic rams, following the Montgolfier patent. In accordance with French practice, the firm was split three ways when Ernest-Sylvain Bollée père died. Amédée père inherited the car side of the business, but it is due to Amédée fils (1867– 1926) that the principal developments in car manufacture came into being. He developed the petrol-driven car after the impetus given by his grandfather, his father and his uncle Ernest-Sylvain fils. In 1887 he designed a four-stroke single-cylinder engine, although he also used engines designed by others such as Peugeot. He produced two luxurious saloon cars before putting Torpilleur on the road in 1898; this car competed in the Tour de France in 1899. Whilst designing other cars, Amédée's son Léon (1870–1913) developed the Voiturette, in 1896, and then began general manufacture of small cars on factory lines. The firm ceased work after a merger with the English firm of Morris in 1926. Auguste inherited the Eolienne or wind-engine side of the business; however, attracted to the artistic life, he sold out to Ernest Lebert in 1898 and settled in the Paris of the Impressionists. Lebert developed the wind-engine business and retained the basic "stator-rotor" form with a conventional lattice tower. He remained in Le Mans, carrying on the business of the manufacture of wind engines, pumps and hydraulic machinery, describing himself as a "Civil Engineer".The hydraulic-ram business fell to Ernest-Sylvain fils and continued to thrive from a solid base of design and production. The foundry in Le Mans is still there but, more importantly, the bell foundry of Dominique Bollée in Saint-Jean-de-Braye in Orléans is still at work casting bells in the old way.[br]Further ReadingAndré Gaucheron and J.Kenneth Major, 1985, The Eolienne Bollée, The International Molinological Society.Cénomane (Le Mans), 11, 12 and 13 (1983 and 1984).KM -
17 Daimler, Gottlieb
[br]b. 17 March 1834 Schorndorff, near Stuttgart, Germanyd. 6 March 1900 Cannstatt, near Stuttgart, Germany[br]German engineer, pioneer automobile maker.[br]The son of a baker, his youthful interest in technical affairs led to his being apprenticed to a gunsmith with whom he produced his apprenticeship piece: a double-barrelled pistol with a rifled barrel and "nicely chased scrollwork", for which he received high praise. He remained there until 1852 before going to technical school in Stuttgart from 1853 to 1857. He then went to a steam-engineering company in Strasbourg to gain practical experience. He completed his formal education at Stuttgart Polytechnik, and in 1861 he left to tour France and England. There he worked in the engine-shop of Smith, Peacock \& Tanner and then with Roberts \& Co., textile machinery manufacturers of Manchester. He later moved to Coventry to work at Whitworths, and it was in that city that he was later involved with the Daimler Motor Company, who had been granted a licence by his company in Germany. In 1867 he was working at Bruderhaus Engineering Works at Reutlingen and in 1869 went to Maschinenbau Gesellschaft Karlsruhe where he became Manager and later a director. Early in the 1870s, N.A. Otto had reorganized his company into Gasmotorenfabrik Deutz and he appointed Gottlieb Daimler as Factory Manager and Wilhelm Maybach as Chief Designer. Together they developed the Otto engine to its limit, with Otto's co-operation. Daimler and Maybach had met previously when both were working at Bruderhaus. In 1875 Daimler left Deutz, taking Maybach with him to set up a factory in Stuttgart to manufacture light, high-speed internal-combustion engines. Their first patent was granted in 1883. This was for an engine fuelled by petrol and with hot tube ignition which continued to be used until Robert Bosch's low-voltage ignition became available in 1897. Two years later he produced his first vehicle, a motor cycle with outriggers. They showed a motor car at the Paris exhibition in 1889, but French manufacturers were slow to come forward and no French company could be found to undertake manufacture. Eventually Panhard and Levassor established the Daimler engine in France. Daimler Motoren GmbH was started in 1895, but soon after Daimler and Maybach parted, having provided an engine for a boat on the River Neckar in 1887 and that for the Wolfert airship in 1888. Daimler was in sole charge of the company from 1895, but his health began to decline in 1899 and he died in 1900.[br]Further ReadingE.Johnson, 1986, The Dawn of Motoring. P.Siebetz, 1942, Gottlieb Daimler.IMcN -
18 Maudslay, Henry
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 22 August 1771 Woolwich, Kent, Englandd. 15 February 1831 Lambeth, London, England[br]English precision toolmaker and engineer.[br]Henry Maudslay was the third son of an ex-soldier and storekeeper at Woolwich Arsenal. At the age of 12 he was employed at the Arsenal filling cartridges; two years later he was transferred to the woodworking department, adjacent to the smithy, to which he moved when 15 years old. He was a rapid learner, and three years later Joseph Bramah took him on for the construction of special tools required for the mass-production of his locks. Maudslay was thus employed for the next eight years. He became Bramah's foreman, married his housekeeper, Sarah Tindale, and, unable to better himself, decided to leave and set up on his own. He soon outgrew his first premises in Wells Street and moved to Margaret Street, off Oxford Street, where some examples of his workmanship were displayed in the window. These caught the attention of a visiting Frenchman, de Bacquancourt; he was a friend of Marc Isambard Brunel, who was then in the early stages of designing the block-making machinery later installed at Portsmouth dockyard.Brunel wanted first a set of working models, as he did not think that the Lords of the Admiralty would be capable of understanding engineering drawings; Maudslay made these for him within the next two years. Sir Samuel Bentham, Inspector-General of Naval Works, agreed that Brunel's system was superior to the one that he had gone some way in developing; the Admiralty approved, and an order was placed for the complete plant. The manufacture of the machinery occupied Maudslay for the next six years; he was assisted by a draughtsman whom he took on from Portsmouth dockyard, Joshua Field (1786–1863), who became his partner in Maudslay, Son and Field. There were as many as eighty employees at Margaret Street until, in 1810, larger premises became necessary and a new works was built at Lambeth Marsh where, eventually, there were up to two hundred workers. The new factory was flanked by two houses, one of which was occupied by Maudslay, the other by Field. The firm became noted for its production of marine steam-engines, notably Maudslay's table engine which was first introduced in 1807.Maudslay was a consummate craftsman who was never happier than when working at his bench or at a machine tool; he was also one of the first engineers to appreciate the virtues of standardization. Evidence of this appreciation is to be found in his work in the development of the Bramah lock and then on the machine tools for the manufacture of ship's blocks to Marc Brunel's designs; possibly his most important contribution was the invention in 1797 of the metal lathe. He made a number of surface plates of the finest quality. The most celebrated of his numerous measuring devices was a micrometer-based machine which he termed his "Lord Chancellor" because, in the machine shop, it represented the "final court of appeal", measuring to one-thousandth of an inch.[br]Further Reading1934–5, "Maudslay, Sons \& Field as general engineers", Transactions of the Newcomen Society 15, London.1963, Engineering Heritage, Vol. 1, London: Institution of Mechanical Engineers. L.T.C.Rolt, 1965, Tools for the Job, London: Batsford.W.Steeds, 1969, A History of Machine Tools 1700–1910, Oxford: Oxford University Press.IMcN -
19 Brown, Joseph Rogers
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 26 January 1810 Warren, Rhode Island, USAd. 23 July 1876 Isles of Shoals, New Hampshire, USA[br]American machine-tool builder and co-founder of Brown \& Sharpe.[br]Joseph Rogers Brown was the eldest son of David Brown, who was modestly established as a maker of and dealer in clocks and watches. Joseph assisted his father during school vacations and at the age of 17 left to obtain training as a machinist. In 1829 he joined his father in the manufacture of tower clocks at Pawtucket, Rhode Island, and two years later went into business for himself in Pawtucket making lathes and small tools. In 1833 he rejoined his father in Providence, Rhode Island, as a partner in the manufacture of docks, watches and surveying and mathematical instruments. David Brown retired in 1841.J.R.Brown invented and built in 1850 a linear dividing engine which was the first automatic machine for graduating rules in the United States. In 1851 he brought out the vernier calliper, the first application of a vernier scale in a workshop measuring tool. Lucian Sharpe was taken into partnership in 1853 and the firm became J.R.Brown \& Sharpe; in 1868 the firm was incorporated as the Brown \& Sharpe Manufacturing Company.In 1855 Brown invented a precision gear-cutting machine to make clock gears. The firm obtained in 1861 a contract to make Wilcox \& Gibbs sewing machines and gave up the manufacture of clocks. At about this time F.W. Howe of the Providence Tool Company arranged for Brown \& Sharpe to make a turret lathe required for the manufacture of muskets. This was basically Howe's design, but Brown added a few features, and it was the first machine tool built for sale by the Brown \& Sharpe Company. It was followed in 1862 by the universal milling machine invented by Brown initially for making twist drills. Particularly for cutting gear teeth, Brown invented in 1864 a formed milling cutter which could be sharpened without changing its profile. In 1867 the need for an instrument for checking the thickness of sheet material became apparent, and in August of that year J.R.Brown and L.Sharpe visited the Paris Exhibition and saw a micrometer calliper invented by Jean Laurent Palmer in 1848. They recognized its possibilities and with a few developments marketed it as a convenient, hand-held measuring instrument. Grinding lathes were made by Brown \& Sharpe in the early 1860s, and from 1868 a universal grinding machine was developed, with the first one being completed in 1876. The patent for this machine was granted after Brown's sudden death while on holiday.[br]Further ReadingJ.W.Roe, 1916, English and American Tool Builders, New Haven: Yale University Press; repub. 1926, New York and 1987, Bradley, Ill.: Lindsay Publications Inc. (further details of Brown \& Sharpe Company and their products).R.S.Woodbury, 1958, History of the Gear-Cutting Machine, Cambridge, Mass.: MIT Press ——, 1959, History of the Grinding Machine, Cambridge, Mass.: MIT Press.——, 1960, History of the Milling Machine, Cambridge, Mass.: MIT Press.RTS -
20 Rosenhain, Walter
SUBJECT AREA: Metallurgy[br]b. 24 August 1875 Berlin, Germanyd. 17 March 1934 Kingston Hill, Surrey, England[br]German metallurgist, first Superintendent of the Department of Metallurgy and Metallurgical Chemistry at the National Physical Laboratory, Teddington, Middlesex.[br]His family emigrated to Australia when he was 5 years old. He was educated at Wesley College, Melbourne, and attended Queen's College, University of Melbourne, graduating in physics and engineering in 1897. As an 1851 Exhibitioner he then spent three years at St John's College, Cambridge, under Sir Alfred Ewing, where he studied the microstructure of deformed metal crystals and abandoned his original intention of becoming a civil engineer. Rosenhain was the first to observe the slip-bands in metal crystals, and in the Bakerian Lecture delivered jointly by Ewing and Rosenhain to the Royal Society in 1899 it was shown that metals deformed plastically by a mechanism involving shear slip along individual crystal planes. From this conception modern ideas on the plasticity and recrystallization of metals rapidly developed. On leaving Cambridge, Rosenhain joined the Birmingham firm of Chance Brothers, where he worked for six years on optical glass and lighthouse-lens systems. A book, Glass Manufacture, written in 1908, derives from this period, during which he continued his metallurgical researches in the evenings in his home laboratory and published several papers on his work.In 1906 Rosenhain was appointed Head of the Metallurgical Department of the National Physical Laboratory (NPL), and in 1908 he became the first Superintendent of the new Department of Metallurgy and Metallurgical Chemistry. Many of the techniques he introduced at Teddington were described in his Introduction to Physical Metallurgy, published in 1914. At the outbreak of the First World War, Rosenhain was asked to undertake work in his department on the manufacture of optical glass. This soon made it possible to manufacture optical glass of high quality on an industrial scale in Britain. Much valuable work on refractory materials stemmed from this venture. Rosenhain's early years at the NPL were, however, inseparably linked with his work on light alloys, which between 1912 and the end of the war involved virtually all of the metallurgical staff of the laboratory. The most important end product was the well-known "Y" Alloy (4% copper, 2% nickel and 1.5% magnesium) extensively used for the pistons and cylinder heads of aircraft engines. It was the prototype of the RR series of alloys jointly developed by Rolls Royce and High Duty Alloys. An improved zinc-based die-casting alloy devised by Rosenhain was also used during the war on a large scale for the production of shell fuses.After the First World War, much attention was devoted to beryllium, which because of its strength, lightness, and stiffness would, it was hoped, become the airframe material of the future. It remained, however, too brittle for practical use. Other investigations dealt with impurities in copper, gases in aluminium alloys, dental alloys, and the constitution of alloys. During this period, Rosenhain's laboratory became internationally known as a centre of excellence for the determination of accurate equilibrium diagrams.[br]Principal Honours and DistinctionsFRS 1913. President, Institute of Metals 1828–30. Iron and Steel Institute Bessemer Medal, Carnegie Medal.Bibliography1908, Glass Manufacture.1914, An Introduction to the Study of Physical Metallurgy, London: Constable. Rosenhain published over 100 research papers.Further ReadingJ.L.Haughton, 1934, "The work of Walter Rosenhain", Journal of the Institute of Metals 55(2):17–32.ASD
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