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failure to work a patent

  • 1 неиспользование патента

    Русско-английский юридический словарь > неиспользование патента

  • 2 неиспользование патента

    Русско-английский словарь по экономии > неиспользование патента

  • 3 неиспользование патента

    Русско-английский юридический словарь > неиспользование патента

  • 4 неиспользование патента

    Русско-английский большой базовый словарь > неиспользование патента

  • 5 неиспользование патента

    описание патента; содержание патента — patent specification

    «зонтичный» патент, широкоохватный патент — umbrella patent

    отмена патента; аннулирование патента — repeal of a patent

    Бизнес, юриспруденция. Русско-английский словарь > неиспользование патента

  • 6 неиспользование патента

    1) General subject: failure to work a patent

    Универсальный русско-английский словарь > неиспользование патента

  • 7 De Forest, Lee

    [br]
    b. 26 August 1873 Council Bluffs, Iowa, USA
    d. 30 June 1961 Hollywood, California, USA
    [br]
    American electrical engineer and inventor principally known for his invention of the Audion, or triode, vacuum tube; also a pioneer of sound in the cinema.
    [br]
    De Forest was born into the family of a Congregational minister that moved to Alabama in 1879 when the father became President of a college for African-Americans; this was a position that led to the family's social ostracism by the white community. By the time he was 13 years old, De Forest was already a keen mechanical inventor, and in 1893, rejecting his father's plan for him to become a clergyman, he entered the Sheffield Scientific School of Yale University. Following his first degree, he went on to study the propagation of electromagnetic waves, gaining a PhD in physics in 1899 for his thesis on the "Reflection of Hertzian Waves from the Ends of Parallel Wires", probably the first US thesis in the field of radio.
    He then joined the Western Electric Company in Chicago where he helped develop the infant technology of wireless, working his way up from a modest post in the production area to a position in the experimental laboratory. There, working alone after normal working hours, he developed a detector of electromagnetic waves based on an electrolytic device similar to that already invented by Fleming in England. Recognizing his talents, a number of financial backers enabled him to set up his own business in 1902 under the name of De Forest Wireless Telegraphy Company; he was soon demonstrating wireless telegraphy to interested parties and entering into competition with the American Marconi Company.
    Despite the failure of this company because of fraud by his partners, he continued his experiments; in 1907, by adding a third electrode, a wire mesh, between the anode and cathode of the thermionic diode invented by Fleming in 1904, he was able to produce the amplifying device now known as the triode valve and achieve a sensitivity of radio-signal reception much greater than possible with the passive carborundum and electrolytic detectors hitherto available. Patented under the name Audion, this new vacuum device was soon successfully used for experimental broadcasts of music and speech in New York and Paris. The invention of the Audion has been described as the beginning of the electronic era. Although much development work was required before its full potential was realized, the Audion opened the way to progress in all areas of sound transmission, recording and reproduction. The patent was challenged by Fleming and it was not until 1943 that De Forest's claim was finally recognized.
    Overcoming the near failure of his new company, the De Forest Radio Telephone Company, as well as unsuccessful charges of fraudulent promotion of the Audion, he continued to exploit the potential of his invention. By 1912 he had used transformer-coupling of several Audion stages to achieve high gain at radio frequencies, making long-distance communication a practical proposition, and had applied positive feedback from the Audion output anode to its input grid to realize a stable transmitter oscillator and modulator. These successes led to prolonged patent litigation with Edwin Armstrong and others, and he eventually sold the manufacturing rights, in retrospect often for a pittance.
    During the early 1920s De Forest began a fruitful association with T.W.Case, who for around ten years had been working to perfect a moving-picture sound system. De Forest claimed to have had an interest in sound films as early as 1900, and Case now began to supply him with photoelectric cells and primitive sound cameras. He eventually devised a variable-density sound-on-film system utilizing a glow-discharge modulator, the Photion. By 1926 De Forest's Phonofilm had been successfully demonstrated in over fifty theatres and this system became the basis of Movietone. Though his ideas were on the right lines, the technology was insufficiently developed and it was left to others to produce a system acceptable to the film industry. However, De Forest had played a key role in transforming the nature of the film industry; within a space of five years the production of silent films had all but ceased.
    In the following decade De Forest applied the Audion to the development of medical diathermy. Finally, after spending most of his working life as an independent inventor and entrepreneur, he worked for a time during the Second World War at the Bell Telephone Laboratories on military applications of electronics.
    [br]
    Principal Honours and Distinctions
    Institute of Electronic and Radio Engineers Medal of Honour 1922. President, Institute of Electronic and Radio Engineers 1930. Institute of Electrical and Electronics Engineers Edison Medal 1946.
    Bibliography
    1904, "Electrolytic detectors", Electrician 54:94 (describes the electrolytic detector). 1907, US patent no. 841,387 (the Audion).
    1950, Father of Radio, Chicago: WIlcox \& Follett (autobiography).
    De Forest gave his own account of the development of his sound-on-film system in a series of articles: 1923. "The Phonofilm", Transactions of the Society of Motion Picture Engineers 16 (May): 61–75; 1924. "Phonofilm progress", Transactions of the Society of Motion Picture Engineers 20:17–19; 1927, "Recent developments in the Phonofilm", Transactions of the Society of Motion Picture Engineers 27:64–76; 1941, "Pioneering in talking pictures", Journal of the Society of Motion Picture Engineers 36 (January): 41–9.
    Further Reading
    G.Carneal, 1930, A Conqueror of Space (biography).
    I.Levine, 1964, Electronics Pioneer, Lee De Forest (biography).
    E.I.Sponable, 1947, "Historical development of sound films", Journal of the Society of Motion Picture Engineers 48 (April): 275–303 (an authoritative account of De Forest's sound-film work, by Case's assistant).
    W.R.McLaurin, 1949, Invention and Innovation in the Radio Industry.
    C.F.Booth, 1955, "Fleming and De Forest. An appreciation", in Thermionic Valves 1904– 1954, IEE.
    V.J.Phillips, 1980, Early Radio Detectors, London: Peter Peregrinus.
    KF / JW

    Biographical history of technology > De Forest, Lee

  • 8 Arkwright, Sir Richard

    SUBJECT AREA: Textiles
    [br]
    b. 23 December 1732 Preston, England
    d. 3 August 1792 Cromford, England
    [br]
    English inventor of a machine for spinning cotton.
    [br]
    Arkwright was the youngest of thirteen children and was apprenticed to a barber; when he was about 18, he followed this trade in Bol ton. In 1755 he married Patients Holt, who bore him a son before she died, and he remarried in 1761, to Margaret Biggins. He prospered until he took a public house as well as his barber shop and began to lose money. After this failure, he travelled around buying women's hair for wigs.
    In the late 1760s he began spinning experiments at Preston. It is not clear how much Arkwright copied earlier inventions or was helped by Thomas Highs and John Kay but in 1768 he left Preston for Nottingham, where, with John Smalley and David Thornley as partners, he took out his first patent. They set up a mill worked by a horse where machine-spun yarn was produced successfully. The essential part of this process lay in drawing out the cotton by rollers before it was twisted by a flyer and wound onto the bobbin. The partners' resources were not sufficient for developing their patent so Arkwright found new partners in Samuel Need and Jedediah Strutt, hosiers of Nottingham and Derby. Much experiment was necessary before they produced satisfactory yarn, and in 1771 a water-driven mill was built at Cromford, where the spinning process was perfected (hence the name "waterframe" was given to his spinning machine); some of this first yarn was used in the hosiery trade. Sales of all-cotton cloth were initially limited because of the high tax on calicoes, but the tax was lowered in 1774 by Act of Parliament, marking the beginning of the phenomenal growth of the cotton industry. In the evidence for this Act, Arkwright claimed that he had spent £12,000 on his machine. Once Arkwright had solved the problem of mechanical spinning, a bottleneck in the preliminary stages would have formed but for another patent taken out in 1775. This covered all preparatory processing, including some ideas not invented by Arkwright, with the result that it was disputed in 1783 and finally annulled in 1785. It contained the "crank and comb" for removing the cotton web off carding engines which was developed at Cromford and solved the difficulty in carding. By this patent, Arkwright had mechanized all the preparatory and spinning processes, and he began to establish water-powered cotton mills even as far away as Scotland. His success encouraged many others to copy him, so he had great difficulty in enforcing his patent Need died in 1781 and the partnership with Strutt ended soon after. Arkwright became very rich and financed other spinning ventures beyond his immediate control, such as that with Samuel Oldknow. It was estimated that 30,000 people were employed in 1785 in establishments using Arkwright's patents. In 1786 he received a knighthood for delivering an address of thanks when an attempt to assassinate George III failed, and the following year he became High Sheriff of Derbyshire. He purchased the manor of Cromford, where he died in 1792.
    [br]
    Principal Honours and Distinctions
    Knighted 1786.
    Bibliography
    1769, British patent no. 931.
    1775, British patent no. 1,111.
    Further Reading
    R.S.Fitton, 1989, The Arkwrights, Spinners of Fortune, Manchester (a thorough scholarly work which is likely to remain unchallenged for many years).
    R.L.Hills, 1973, Richard Arkwright and Cotton Spinning, London (written for use in schools and concentrates on Arkwright's technical achievements).
    R.S.Fitton and A.P.Wadsworth, 1958, The Strutts and the Arkwrights, Manchester (concentrates on the work of Arkwright and Strutt).
    A.P.Wadsworth and J.de L.Mann, 1931, The Cotton Trade and Industrial Lancashire, Manchester (covers the period leading up to the Industrial Revolution).
    F.Nasmith, 1932, "Richard Arkwright", Transactions of the Newcomen Society 13 (looks at the actual spinning invention).
    R.L.Hills, 1970, Power in the Industrial Revolution, Manchester (discusses the technical problems of Arkwright's invention).
    RLH

    Biographical history of technology > Arkwright, Sir Richard

  • 9 Whitney, Eli

    [br]
    b. 8 December 1765 Westborough, Massachusetts, USA
    d. 8 January 1825 New Haven, Connecticut, USA
    [br]
    American inventor of the cotton gin and manufacturer of firearms.
    [br]
    The son of a prosperous farmer, Eli Whitney as a teenager showed more interest in mechanics than school work. At the age of 15 he began an enterprise business manufacturing nails in his father's workshop, even having to hire help to fulfil his orders. He later determined to acquire a university education and, his father having declined to provide funds, he taught at local schools to obtain the means to attend Leicester Academy, Massachusetts, in preparation for his entry to Yale in 1789. He graduated in 1792 and then decided to study law. He accepted a position in Georgia as a tutor that would have given him time for study; this post did not materialize, but on his journey south he met General Nathanael Greene's widow and the manager of her plantations, Phineas Miller (1764–1803). A feature of agriculture in the southern states was that the land was unsuitable for long-staple cotton but could yield large crops of green-seed cotton. Green-seed cotton was difficult to separate from its seed, and when Whitney learned of the problem in 1793 he quickly devised a machine known as the cotton gin, which provided an effective solution. He formed a partnership with Miller to manufacture the gin and in 1794 obtained a patent. This invention made possible the extraordinary growth of the cotton industry in the United States, but the patent was widely infringed and it was not until 1807, after amendment of the patent laws, that Whitney was able to obtain a favourable decision in the courts and some financial return.
    In 1798 Whitney was in financial difficulties following the failure of the initial legal action against infringement of the cotton gin patent, but in that year he obtained a government contract to supply 10,000 muskets within two years with generous advance payments. He built a factory at New Haven, Connecticut, and proposed to use a new method of manufacture, perhaps the first application of the system of interchangeable parts. He failed to supply the firearms in the specified time, and in fact the first 500 guns were not delivered until 1801 and the full contract was not completed until 1809.
    In 1812 Whitney made application for a renewal of his cotton gin patent, but this was refused. In the same year, however, he obtained a second contract from the Government for 15,000 firearms and a similar one from New York State which ensured the success of his business.
    [br]
    Further Reading
    J.Mirsky and A.Nevins, 1952, The World of Eli Whitney, New York (a good biography). P.J.Federico, 1960, "Records of Eli Whitney's cotton gin patent", Technology and Culture 1: 168–76 (for details of the cotton gin patent).
    R.S.Woodbury, 1960, The legend of Eli Whitney and interchangeable parts', Technology and Culture 1:235–53 (challenges the traditional view of Eli Whitney as the sole originator of the "American" system of manufacture).
    See also Technology and Culture 14(1973):592–8; 18(1977):146–8; 19(1978):609–11.
    RTS

    Biographical history of technology > Whitney, Eli

  • 10 finalización

    f.
    finalization, completion, ending, closing.
    * * *
    1 completion, finalization
    * * *
    noun f.
    * * *
    SF ending, conclusion
    * * *
    femenino (de periodo, partido, guerra) end; (de proyecto, obras) completion
    * * *
    = completion, finalisation [finalization, -USA], termination, expiration, passing.
    Ex. The time period between the completion of a cycle (e.g. at the end of a volume or a year) and the publication of the associated cumulative indexes should be as short as possible.
    Ex. The finalization of the thesaurus is also important; that is, terms should be reviewed for consistency and appropriate level of pre-coordination, word form and level of specificity.
    Ex. This article discusses the terms of reference and aims of the project, the difficulties encountered in the creation of a centre for the whole of Latin America, and growth and termination of the UNESCO Technical Assistance Mission.
    Ex. Failure to make a renewal fee payment can result in the expiration of the patent prior to its statutory term.
    Ex. Perhaps an openly expressed disbelief in his activities is one of the marks of the passing of this stage.
    ----
    * edad de finalización de los estudios = terminal education age.
    * fecha de finalización = completion date, completion target.
    * finalización de los estudios = graduation.
    * tener programado su finalización = be scheduled for completion.
    * * *
    femenino (de periodo, partido, guerra) end; (de proyecto, obras) completion
    * * *
    = completion, finalisation [finalization, -USA], termination, expiration, passing.

    Ex: The time period between the completion of a cycle (e.g. at the end of a volume or a year) and the publication of the associated cumulative indexes should be as short as possible.

    Ex: The finalization of the thesaurus is also important; that is, terms should be reviewed for consistency and appropriate level of pre-coordination, word form and level of specificity.
    Ex: This article discusses the terms of reference and aims of the project, the difficulties encountered in the creation of a centre for the whole of Latin America, and growth and termination of the UNESCO Technical Assistance Mission.
    Ex: Failure to make a renewal fee payment can result in the expiration of the patent prior to its statutory term.
    Ex: Perhaps an openly expressed disbelief in his activities is one of the marks of the passing of this stage.
    * edad de finalización de los estudios = terminal education age.
    * fecha de finalización = completion date, completion target.
    * finalización de los estudios = graduation.
    * tener programado su finalización = be scheduled for completion.

    * * *
    end
    la finalización del año escolar the end of the school year
    la finalización de las obras de ampliación the completion of the extension work
    * * *
    [terminación] end; [de contrato] completion
    * * *
    f completion
    * * *
    : completion, end

    Spanish-English dictionary > finalización

  • 11 Porter, Charles Talbot

    [br]
    b. 18 January 1826 Auburn, New York, USA
    d. 1910 USA
    [br]
    American inventor of a stone dressing machine, an improved centrifugal governor and a high-speed steam engine.
    [br]
    Porter graduated from Hamilton College, New York, in 1845, read law in his father's office, and in the autumn of 1847 was admitted to the Bar. He practised for six or seven years in Rochester, New York, and then in New York City. He was drawn into engineering when aged about 30, first through a client who claimed to have invented a revolutionary type of engine and offered Porter the rights to it as payment of a debt. Having lent more money, Porter saw neither the man nor the engine again. Porter followed this with a similar experience over a patent for a stone dressing machine, except this time the machine was built. It proved to be a failure, but Porter set about redesigning it and found that it was vastly improved when it ran faster. His improved machine went into production. It was while trying to get the steam engine that drove the stone dressing machine to run more smoothly that he made a discovery that formed the basis for his subsequent work.
    Porter took the ordinary Watt centrifugal governor and increased the speed by a factor of about ten; although he had to reduce the size of the weights, he gained a motion that was powerful. To make the device sufficiently responsive at the right speed, he balanced the centrifugal forces by a counterweight. This prevented the weights flying outwards until the optimum speed was reached, so that the steam valves remained fully open until that point and then the weights reacted more quickly to variations in speed. He took out a patent in 1858, and its importance was quickly recognized. At first he manufactured and sold the governors himself in a specially equipped factory, because this was the only way he felt he could get sufficient accuracy to ensure a perfect action. For marine use, the counterweight was replaced by a spring.
    Higher speed had brought the advantage of smoother running and so he thought that the same principles could be applied to the steam engine itself, but it was to take extensive design modifications over several years before his vision was realized. In the winter of 1860–1, J.F. Allen met Porter and sketched out his idea of a new type of steam inlet valve. Porter saw the potential of this for his high-speed engine and Allen took out patents for it in 1862. The valves were driven by a new valve gear designed by Pius Fink. Porter decided to display his engine at the International Exhibition in London in 1862, but it had to be assembled on site because the parts were finished in America only just in time to be shipped to meet the deadline. Running at 150 rpm, the engine caused a sensation, but as it was non-condensing there were few orders. Porter added condensing apparatus and, after the failure of Ormerod Grierson \& Co., entered into an agreement with Joseph Whitworth to build the engines. Four were exhibited at the 1867 Paris Exposition Universelle, but Whitworth and Porter fell out and in 1868 Porter returned to America.
    Porter established another factory to build his engine in America, but he ran into all sorts of difficulties, both mechanical and financial. Some engines were built, and serious production was started c. 1874, but again there were further problems and Porter had to leave his firm. High-speed engines based on his designs continued to be made until after 1907 by the Southwark Foundry and Machine Company, Philadelphia, so Porter's ideas were proved viable and led to many other high-speed designs.
    [br]
    Bibliography
    1908, Engineering Reminiscences, New York: J. Wiley \& Sons; reprinted 1985, Bradley, Ill.: Lindsay (autobiography; the main source of information about his life).
    Further Reading
    R.L.Hills, 1989, Power from Steam. A History of the Stationary Steam Engine, Cambridge University Press (examines his governor and steam engine).
    O.Mayr, 1974, "Yankee practice and engineering theory; Charles T.Porter and the dynamics of the high-speed engine", Technology and Culture 16 (4) (examines his governor and steam engine).
    RLH

    Biographical history of technology > Porter, Charles Talbot

  • 12 Samuda, Joseph d'Aguilar

    [br]
    b. 21 May 1813 London, England
    d. 27 April 1885 London, England
    [br]
    English shipbuilder and promoter of atmospheric traction for railways.
    [br]
    Joseph Samuda studied as a engineer under his elder brother Jacob and formed a partnership with him in 1832 as builders of marine steam engines. In 1838, with Samuel Clegg, they took out a patent for an atmospheric railway system. In this system a cast-iron tube, with a continuous sealed slot along the top, was laid between the rails; trains were attached to a piston within the tube by an arm, the slot being opened and resealed before and behind it. The tube ahead of the piston was exhausted by a stationary steam engine and the train propelled by atmospheric pressure. The system appeared to offer clean, fast travel and was taken up by noted contemporary railway engineers such as I.K. Brunel and C.B. Vignoles, but it eventually proved a failure as no satisfactory means of sealing the slot could at that time be found. It did, however, lead to experiments in the 1860s with underground, pneumatic-tube railways, in which the vehicle would be its own piston, and Samuda Bros, supplied cast-iron tubes for such a line. Meanwhile, Samuda Bros, had commenced building iron steamships in 1843, and although Jacob Samuda lost his life in 1844 as the result of an accident aboard one of the earliest built, the firm survived to become noted London builders of steamships of many types over the ensuing four decades. Joseph Samuda became a founder member of the Institution of Naval Architects in 1860, and was MP for Tavistock from 1865 to 1868 and for Tower Hamlets from 1868 to 1880.
    [br]
    Bibliography
    1838, jointly with Jacob Samuda and Samuel Clegg, British patent no. 7,920 (atmospheric traction).
    1861–2, "On the form and materials for iron plated ships", Minutes of Proceedings of the Institution of Civil Engineers 21.
    Further Reading
    Obituary, Minutes of Proceedings of the Institution of Civil Engineers 81:334 (provides good coverage of his career).
    C.Hadfield, 1967, Atmospheric Railways, Newton Abbot: David \& Charles (includes a discussion of his railway work).
    PJGR

    Biographical history of technology > Samuda, Joseph d'Aguilar

  • 13 Chevenard, Pierre Antoine Jean Sylvestre

    SUBJECT AREA: Metallurgy
    [br]
    b. 31 December 1888 Thizy, Rhône, France
    d. 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 Distinctions
    President, Société de Physique. Commandeur de la Légion d'honneur.
    Bibliography
    1929, 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.
    ASD

    Biographical history of technology > Chevenard, Pierre Antoine Jean Sylvestre

  • 14 Scheutz, George

    [br]
    b. 23 September 1785 Jonkoping, Sweden
    d. 27 May 1873 Stockholm, Sweden
    [br]
    Swedish lawyer, journalist and self-taught engineer who, with his son Edvard Raphael Scheutz (b. 13 September 1821 Stockholm, Sweden; d. 28 January 1881 Stockholm, Sweden) constructed a version of the Babbage Difference Engine.
    [br]
    After early education at the Jonkoping elementary school and the Weixo Gymnasium, George Scheutz entered the University of Lund, gaining a degree in law in 1805. Following five years' legal work, he moved to Stockholm in 1811 to work at the Supreme Court and, in 1814, as a military auditor. In 1816, he resigned, bought a printing business and became editor of a succession of industrial and technical journals, during which time he made inventions relating to the press. It was in 1830 that he learned from the Edinburgh Review of Babbage's ideas for a difference engine and started to make one from wood, pasteboard and wire. In 1837 his 15-yearold student son, Edvard Raphael Scheutz, offered to make it in metal, and by 1840 they had a working machine with two five-digit registers, which they increased the following year and then added a printer. Obtaining a government grant in 1851, by 1853 they had a fully working machine, now known as Swedish Difference Engine No. 1, which with an experienced operator could generate 120 lines of tables per hour and was used to calculate the logarithms of the numbers 1 to 10,000 in under eighty hours. This was exhibited in London and then at the Paris Great Exhibition, where it won the Gold Medal. It was subsequently sold to the Dudley Observatory in Albany, New York, for US$5,000 and is now in a Chicago museum.
    In England, the British Registrar-General, wishing to produce new tables for insurance companies, and supported by the Astronomer Royal, arranged for government finance for construction of a second machine (Swedish Difference Engine No. 2). Comprising over 1,000 working parts and weighing 1,000 lb (450 kg), this machine was used to calculate over 600 tables. It is now in the Science Museum.
    [br]
    Principal Honours and Distinctions
    Member of the Swedish Academy of Sciences, Paris Exhibition Medal of Honour (jointly with Edvard) 1856. Annual pension of 1,200 marks per annum awarded by King Carl XV 1860.
    Bibliography
    1825, "Kranpunpar. George Scheutz's patent of 14 Nov 1825", Journal for Manufacturer och Hushallning 8.
    ellemême, Stockholm.
    Further Reading
    R.C.Archibald, 1947, "P.G.Scheutz, publicist, author, scientific mechanic and Edvard Scheutz, engineer. Biography and Bibliography", MTAC 238.
    U.C.Merzbach, 1977, "George Scheutz and the first printing calculator", Smithsonian
    Studies in History and Technology 36:73.
    M.Lindgren, 1990, Glory and Failure (the Difference Engines of Johan Muller, Charles Babbage and George \& Edvard Scheutz), Cambridge, Mass.: MIT Press.
    KF

    Biographical history of technology > Scheutz, George

  • 15 Priestman, William Dent

    [br]
    b. 23 August 1847 Sutton, Hull, England
    d. 7 September 1936 Hull, England
    [br]
    English oil engine pioneer.
    [br]
    William was the second son and one of eleven children of Samuel Priestman, who had moved to Hull after retiring as a corn miller in Kirkstall, Leeds, and who in retirement had become a director of the North Eastern Railway Company. The family were strict Quakers, so William was sent to the Quaker School in Bootham, York. He left school at the age of 17 to start an engineering apprenticeship at the Humber Iron Works, but this company failed so the apprenticeship was continued with the North Eastern Railway, Gateshead. In 1869 he joined the hydraulics department of Sir William Armstrong \& Company, Newcastle upon Tyne, but after a year there his father financed him in business at a small, run down works, the Holderness Foundry, Hull. He was soon joined by his brother, Samuel, their main business being the manufacture of dredging equipment (grabs), cranes and winches. In the late 1870s William became interested in internal combustion engines. He took a sublicence to manufacture petrol engines to the patents of Eugène Etève of Paris from the British licensees, Moll and Dando. These engines operated in a similar manner to the non-compression gas engines of Lenoir. Failure to make the two-stroke version of this engine work satisfactorily forced him to pay royalties to Crossley Bros, the British licensees of the Otto four-stroke patents.
    Fear of the dangers of petrol as a fuel, reflected by the associated very high insurance premiums, led William to experiment with the use of lamp oil as an engine fuel. His first of many patents was for a vaporizer. This was in 1885, well before Ackroyd Stuart. What distinguished the Priestman engine was the provision of an air pump which pressurized the fuel tank, outlets at the top and bottom of which led to a fuel atomizer injecting continuously into a vaporizing chamber heated by the exhaust gases. A spring-loaded inlet valve connected the chamber to the atmosphere, with the inlet valve proper between the chamber and the working cylinder being camoperated. A plug valve in the fuel line and a butterfly valve at the inlet to the chamber were operated, via a linkage, by the speed governor; this is believed to be the first use of this method of control. It was found that vaporization was only partly achieved, the higher fractions of the fuel condensing on the cylinder walls. A virtue was made of this as it provided vital lubrication. A starting system had to be provided, this comprising a lamp for preheating the vaporizing chamber and a hand pump for pressurizing the fuel tank.
    Engines of 2–10 hp (1.5–7.5 kW) were exhibited to the press in 1886; of these, a vertical engine was installed in a tram car and one of the horizontals in a motor dray. In 1888, engines were shown publicly at the Royal Agricultural Show, while in 1890 two-cylinder vertical marine engines were introduced in sizes from 2 to 10 hp (1.5–7.5 kW), and later double-acting ones up to some 60 hp (45 kW). First, clutch and gearbox reversing was used, but reversing propellers were fitted later (Priestman patent of 1892). In the same year a factory was established in Philadelphia, USA, where engines in the range 5–20 hp (3.7–15 kW) were made. Construction was radically different from that of the previous ones, the bosses of the twin flywheels acting as crank discs with the main bearings on the outside.
    On independent test in 1892, a Priestman engine achieved a full-load brake thermal efficiency of some 14 per cent, a very creditable figure for a compression ratio limited to under 3:1 by detonation problems. However, efficiency at low loads fell off seriously owing to the throttle governing, and the engines were heavy, complex and expensive compared with the competition.
    Decline in sales of dredging equipment and bad debts forced the firm into insolvency in 1895 and receivers took over. A new company was formed, the brothers being excluded. However, they were able to attend board meetings, but to exert no influence. Engine activities ceased in about 1904 after over 1,000 engines had been made. It is probable that the Quaker ethics of the brothers were out of place in a business that was becoming increasingly cut-throat. William spent the rest of his long life serving others.
    [br]
    Further Reading
    C.Lyle Cummins, 1976, Internal Fire, Carnot Press.
    C.Lyle Cummins and J.D.Priestman, 1985, "William Dent Priestman, oil engine pioneer and inventor: his engine patents 1885–1901", Proceedings of the Institution of
    Mechanical Engineers 199:133.
    Anthony Harcombe, 1977, "Priestman's oil engine", Stationary Engine Magazine 42 (August).
    JB

    Biographical history of technology > Priestman, William Dent

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