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1 fourth engineer
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2 engineer
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3 Whipple, Squire
SUBJECT AREA: Civil engineering[br]b. 1804 Hardwick, Massachusetts, USAd. 15 March 1888 Albany, New York, USA[br]American civil engineer, author and inventor.[br]The son of James and Electa Whipple, his father was a farmer and later the owner of a small cotton mil at Hardwick, Massachusetts. In 1817 Squire Whipple moved with his family to Otego County, New York. He helped on the farm and attended the academy at Fairfield, Herkimer County. For a time he taught school pupils, and in 1829 he entered Union College, Schenectady, where he received the degree of AB in 1830; his interest in engineering was probably aroused by the construction of the Erie Canal near his home during his boyhood. He was first employed in a minor capacity in surveys for the Baltimore and Ohio Railroad and for the Erie Canal. In 1836–7 he was resident engineer for a division of the New York and Erie Railroad and was also employed in a number of other railroad and canal surveys, making surveying instruments in the intervals between these appointments; in 1840, he completed a lock for weighing canal boats.Whipple received his first bridge patent on 24 April 1841; this was for a truss of arched upper chord made of cast and wrought iron. Five years later, he devised a trapezoidal truss which was used in the building of many bridges over the succeeding generation. In 1852–3 Whipple used his truss in an iron railroad bridge of 44.5 m (146 ft) span on the Rensselaer and Saratoga Railroad. He also built a number of bridges with lifting spans.Whipple's main contribution to bridge engineering was the publication in 1847 of A Work on Bridge Building. In 1869 he issued a continuation of this treatise, and a fourth edition of both was published in 1883.[br]Principal Honours and DistinctionsHonorary Member, American Society of Civil Engineers.IMcN -
4 power
1) сила
2) вальный
3) мощность
4) степенной
5) электропитающий
6) электросила
7) электросиловой
8) энергетика
9) энергетический
10) <engin.> питать
11) степень
12) показатель степени
13) энергия
14) власть
15) мощь
16) способность
17) степенный
18) <math.> мощность множества
– A-F power
– absorb power
– active power
– antenna power
– available power
– average power
– axiom of power
– base of the power
– base power
– brake power
– calorific power
– cementing power
– continuous power
– coupling power
– cut power
– design power
– desulphurizing power
– dissipated power
– dissipation power
– draugth power
– driving power
– echo-signal power
– electric power
– emergency power
– exchange power
– exponent of power
– filament power
– fourth power
– fractional power
– heater power
– horse power
– idling power
– indicated power
– input power
– instantaneous power
– landing power
– leakage power
– loss power
– maximum power
– moderating power
– noise power
– nominal power
– nuclear power
– odal power
– ouput power
– output power
– oxidation power
– peak power
– power amplification
– power amplifier
– power bay section
– power cable
– power capacitor
– power circuit
– power cleaver
– power conditions
– power conduit
– power consumption
– power contactor
– power cord
– power cultivator
– power cylinder
– power delivered
– power density
– power divider
– power drain
– power efficiency
– power electronics
– power engineer
– power engineering
– power facilities
– power factor
– power failure
– power feed
– power flux
– power function
– power gas
– power grader
– power grid
– power hack-saw
– power hammer
– power handling
– power house
– power imputs
– power input
– power is transmitted
– power isolator
– power klystron
– power level
– power levelling
– power line
– power load
– power loss
– power mean
– power meter
– power miser
– power of a point
– power of an engine
– power oil
– power pack
– power penetration
– power plant
– power press
– power pulser
– power pump
– power reactor
– power rectifier
– power reserve
– power residue
– power ringing
– power scraper
– power series
– power setting
– power shaft
– power shortage
– power slewing
– power source
– power spectrum
– power splitter
– power station
– power supply
– power switch
– power take-off
– power takeoff
– power thyristor
– power tool
– power transfer
– power transformer
– power transistor
– power transmission
– power trunk
– power unit
– power valve
– power water
– power wiring
– pump power
– purchasing power
– put out power
– radiating power
– raising to a power
– rated power
– reactive power
– reduced power
– required power
– resolving power
– saving of power
– shaft power
– short-circuit power
– signal power
– solar power
– sound power
– source power
– starting power
– supply power
– take-off power
– thermonuclear power
– to the second power
– total power
– tractive power
– trasnfer power
– turn on power
– turn up power
– under own power
– unit power
– useful power
absolute thermoelectric power — коэффициент термоэлектродвижущей силы
atomic power station — атомная станция, АЭС
auxiliary power requirements — расход энергии на собственные нужды
coal-burning power plant — электростанция на твердом топливе
distribution power transformer — трансформатор силовой линейный
electric power plant — силовая электроустановка, <engin.> электростанция
engine-propeller power plant — винтомоторная силовая установка
hydroelectric power plant — <energ.> гидростанция, гидроэлектростанция, гэс
industrial power association — <engin.> объединение производственное энергетическое
intelligent power management — интеллектуальное управление электропитанием
power flux density — <phys.> плотность потока мощности
power generating unit — <engin.> энергоблок
power per liter of displacement — <engin.> литровая мощность
power plant topping — <engin.> надстройка
power ringing generator — телефонный машинный индуктор, индуктор машинный
power supply unit — < radio> агрегат питания
propeller power coefficient — <phys.> коэффициент мощности винта
radio-frequency power amplifier — генератор с внешним возбуждением
unit power rating — <engin.> мощность удельная
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5 Barber, John
[br]baptized 22 October 1734 Greasley, Nottinghamshire, Englandd. 6 November 1801 Attleborough, Nuneaton, England[br]English inventor of the gas turbine and jet propulsion.[br]He was the son of Francis Barber, coalmaster of Greasley, and Elizabeth Fletcher. In his will of 1765. his uncle, John Fletcher, left the bulk of his property, including collieries and Stainsby House, Horsley Woodhouse, Derbyshire, to John Barber. Another uncle, Robert, bequeathed him property in the next village, Smalley. It is clear that at this time John Barber was a man of considerable means. On a tablet erected by John in 1767, he acknowledges his debt to his uncle John in the words "in remembrance of the man who trained him up from a youth". At this time John Barber was living at Stainsby House and had already been granted his first patent, in 1766. The contents of this patent, which included a reversible water turbine, and his subsequent patents, suggest that he was very familiar with mining equipment, including the Newcomen engine. It comes as rather a surprise that c.1784 he became bankrupt and had to leave Stainsby House, evidently moving to Attleborough. In a strange twist, a descendent of Mr Sitwell, the new owner, bought the prototype Akroyd Stuart oil engine from the Doncaster Show in 1891.The second and fifth (final) patents, in 1773 and 1792, were concerned with smelting and the third, in 1776, featured a boiler-mounted impulse steam turbine. The fourth and most important patent, in 1791, describes and engine that could be applied to the "grinding of corn, flints, etc.", "rolling, slitting, forging or battering iron and other metals", "turning of mills for spinning", "turning up coals and other minerals from mines", and "stamping of ores, raising water". Further, and importantly, the directing of the fluid stream into smelting furnaces or at the stern of ships to propel them is mentioned. The engine described comprised two retorts for heating coal or oil to produce an inflammable gas, one to operate while the other was cleansed and recharged. The resultant gas, together with the right amount of air, passed to a beam-operated pump and a water-cooled combustion chamber, and then to a water-cooled nozzle to an impulse gas turbine, which drove the pumps and provided the output. A clear description of the thermodynamic sequence known as the Joule Cycle (Brayton in the USA) is thus given. Further, the method of gas production predates Murdoch's lighting of the Soho foundry by gas.It seems unlikely that John Barber was able to get his engine to work; indeed, it was well over a hundred years before a continuous combustion chamber was achieved. However, the details of the specification, for example the use of cooling water jackets and injection, suggest that considerable experimentation had taken place.To be active in the taking out of patents over a period of 26 years is remarkable; that the best came after bankruptcy is more so. There is nothing to suggest that the cost of his experiments was the cause of his financial troubles.[br]Further ReadingA.K.Bruce, 1944, "John Barber and the gas turbine", Engineer 29 December: 506–8; 8 March (1946):216, 217.C.Lyle Cummins, 1976, Internal Fire, Carnot Press.JB -
6 Holtzapffel, Charles
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. 1806 London, Englandd. 11 April 1847 London, England[br]English mechanical engineer and author of Turning and Mechanical Manipulation.[br]Charles Holtzapffel was the son of John Holtzapffel, a native of Germany who settled in London c.1787 and set up as a manufacturer of lathes and tools for amateur mechanics. Charles Holtzapffel received a good English education and training in his father's workshop, and subsequently became a partner and ultimately succeeded to the business. He was engaged in the construction of machinery for printing banknotes, of lathes for cutting rosettes and for ornamental and plain turning. Holtzapffel is chiefly remembered for his monumental work entitled Turning and Mechanical Manipulation, intended as a work of general reference and practical instruction on the lathe. Publication began in 1843 and only the first two volumes were published in his lifetime. A third volume was edited by his widow from his notes and published shortly after his death. The fourth and fifth volumes were completed by his son, John Jacob Holtzapffel, more than thirty years later. Holtzapffel was an Associate of the Institution of Civil Engineers and served on its Council: he was also a member of the Society of Arts and Chairman of its Committee on Mechanics.RTS -
7 Holtzapffel, John Jacob
SUBJECT AREA: Mechanical, pneumatic and hydraulic engineering[br]b. June 1836 London, Englandd. 14 October 1897 Eastbourne, Sussex, England[br]English mechanical engineer and author of several volumes of Turning and Mechanical Manipulation.[br]John Jacob Holtzapffel was the second son of Charles Holtzapffel and was educated at King's College School, London, and at Cromwell House, Highgate. Following the death of his father in 1847 and of his elder brother, Charles, at the age of 10, he was called on at an early age to take part in the business of lathe-making and turning founded by his grandfather. He made many improvements to the lathe for ornamental turning, but he is now remembered chiefly for the continuation of his father's publication Turning and Mechanical Manipulation. J.J. Holtzapffel produced the fourth volume, on Plain Turning, in 1879, and the fifth, on Ornamental Turning, in 1884. In 1894 he revised and enlarged the third volume, but the intended sixth volume was never completed. J.J.Holtzapffel was admitted to the Turners' Company of London in 1862 and became Master in 1879. He was associated with the establishment of the Turners' Competition to encourage the art of turning and was one of the judges for many years. He was also an examiner for the City and Guilds of London Institute and the British Horological Institute. He was a member of the Society of Arts and a corresponding member of the Franklin Institute of Philadelphia. He was elected an Associate of the Institution of Civil Engineers in 1863 and became an Associate Member after reorganization of the classes of membership in 1878.[br]Principal Honours and DistinctionsMaster, Turners' Company of London 1879.Bibliography1879, Turning and Mechanical Manipulation, Vol. IV: Plain Turning, London; 1884, Vol. V: The Principles and Practice of Ornamental or Complex Turning, London; reprinted 1894; reprinted 1973, New York.RTSBiographical history of technology > Holtzapffel, John Jacob
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8 Lanchester, Frederick William
[br]b. 28 October 1868 Lewisham, London, Englandd. 8 March 1946 Birmingham, England[br]English designer and builder of the first all-British motor car.[br]The fourth of eight children of an architect, he spent his childhood in Hove and attended a private preparatory school, from where, aged 14, he went to the Hartley Institution (the forerunner of Southampton University). He was then granted a scholarship to the Royal College of Science, South Kensington, and also studied practical engineering at Finsbury Technical College, London. He worked first for a draughtsman and pseudo-patent agent, and was then appointed Assistant Works Manager of the Forward Gas Engine Company of Birmingham, with sixty men and a salary of £1 per week. He was then aged 21. His younger brother, George, was apprenticed to the same company. In 1889 and 1890 he invented a pendulum governor and an engine starter which earned him royalties. He built a flat-bottomed river craft with a stern paddle-wheel and a vertical single-cylinder engine with a wick carburettor of his own design. From 1892 he performed a number of garden experiments on model gliders relating to problems of lift and drag, which led him to postulate vortices from the wingtips trailing behind, much of his work lying behind the theory of modern aerodynamics. The need to develop a light engine for aircraft led him to car design.In February 1896 his first experimental car took the road. It had a torsionally rigid chassis, a perfectly balanced and almost noiseless engine, dynamically stable steering, epicyclic gear for low speed and reverse with direct drive for high speed. It turned out to be underpowered and was therefore redesigned. Two years later an 8 hp, two-cylinder flat twin appeared which retained the principle of balancing by reverse rotation, had new Lanchester valve-gear and a new method of ignition based on a magneto generator. For the first time a worm and wheel replaced chain-drive or bevel-gear transmission. Lanchester also designed the machinery to make it. The car was capable of about 18 mph (29 km/h): future cars of his travelled at twice that speed. From 1899 to 1904 cars were produced for sale by the Lanchester Engine Company, which was formed in 1898. The company had to make every component except the tyres. Lanchester gave up the managership but remained as Chief Designer, and he remained in this post until 1914.In 1907–8 his two-volume treatise Aerial Flight was published; it included consideration of skin friction, boundary-layer theory and the theory of stability. In 1909 he was appointed to the Government's Committee for Aeronautics and also became a consultant to the Daimler Company. At the age of 51 he married Dorothea Cooper. He remained a consultant to Daimler and worked also for Wolseley and Beardmore until 1929 when he started Lanchester Laboratories, working on sound reproduction. He also wrote books on relativity and on the theory of dimensions.[br]Principal Honours and DistinctionsFRS.Bibliographybht=1907–8, Aerial Flight, 2 vols.Further ReadingP.W.Kingsford, 1966, F.W.Lanchester, Automobile Engineer.E.G.Semler (ed.), 1966, The Great Masters. Engineering Heritage, Vol. II, London: Institution of Mechanical Engineers/Heinemann.IMcNBiographical history of technology > Lanchester, Frederick William
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