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hydraulics engineer

  • 1 idraulico

    hydraulic
    * * *
    1. adj hydraulic
    impianto m idraulico plumbing
    2. m (pl -ci) plumber
    * * *
    idraulico agg. hydraulic: cemento idraulico, hydraulic cement; freni idraulici, hydraulic brakes; impianto idraulico, plumbing; ingegnere idraulico, hydraulic engineer; pressa, valvola idraulica, hydraulic press, valve
    s.m. plumber.
    * * *
    [i'drauliko] idraulico -a, -ci, -che
    1. agg
    2. sm
    * * *
    1.
    pl. -ci, - che [i'drauliko, tʃi, ke] aggettivo
    1) [turbina, freno] hydraulic
    2)
    2.
    sostantivo maschile plumber
    * * *
    idraulico
    pl. -ci, - che /i'drauliko, t∫i, ke/ ⇒ 18
     1 [turbina, freno] hydraulic; impianto idraulico plumbing system
     2 ingegnere idraulico hydraulics engineer
     plumber.

    Dizionario Italiano-Inglese > idraulico

  • 2 ingegnere idraulico

    ingegnere idraulico
    hydraulics engineer
    \
    →  idraulico

    Dizionario Italiano-Inglese > ingegnere idraulico

  • 3 Thomson, James

    [br]
    b. 16 February 1822 Belfast, Ireland (now Northern Ireland)
    d. 8 May 1892 Glasgow, Scotland
    [br]
    Irish civil engineer noted for his work in hydraulics and for his design of the "Vortex" turbine.
    [br]
    James Thomson was a pupil in several civil-engineering offices, but the nature of the work was beyond his physical capacity and from 1843 onwards he devoted himself to theoretical studies. Hhe first concentrated on the problems associated with the expansion of liquids when they reach their freezing point: water is one such example. He continued this work with his younger brother, Lord Kelvin (see Thomson, Sir William).
    After experimentation with a "feathered" paddle wheel as a young man, he turned his attention to water power. In 1850 he made his first patent application, "Hydraulic machinery and steam engines": this patent became his "Vortex" turbine design. He settled in Belfast, the home of the MacAdam-Fourneyron turbine, in 1851, and as a civil engineer became the Resident Engineer to the Belfast Water Commissioners in 1853. In 1857 he was appointed Professor of Civil Engineering and Surveying at Queen's College, Belfast.
    Whilst it is understood that he made his first turbine models in Belfast, he came to an arrangement with the Williamson Brothers of Kendal to make his turbine. In 1856 Williamsons produced their first turbine to Thomson's design and drawings. This was the Vortex Williamson Number 1, which produced 5 hp (3.7 kW) under a fall of 31 ft (9.4 m) on a 9 in. (23 cm) diameter supply. The rotor of this turbine ran in a horizontal plane. For several years the Williamson catalogue described their Vortex turbine as "designed by Professor James Thomson".
    Thomson continued with his study of hydraulics and water flow both at Queen's College, Belfast, and, later, at Glasgow University, where he became Professor in 1873, succeeding Macquorn Rankine, another famous engineer. At Glasgow, James Thomson studied the flow in rivers and the effects of erosion on river beds. He was also an authority on geological formations such as the development of the basalt structure of the Giant's Causeway, north of Belfast.
    James Thomson was an extremely active engineer and a very profound teacher of civil engineering. His form of water turbine had a long life before being displaced by the turbines designed in the twentieth century.
    [br]
    Bibliography
    1850, British patent no. 13,156 "Hydraulic machinery and steam engines".
    Further Reading
    Gilkes, 1956, One Hundred Years of Water Power, Kendal.
    KM

    Biographical history of technology > Thomson, James

  • 4 Barsanti, Eugenio

    [br]
    b. 1821 Italy
    d. 1864 Liège, Belgium
    [br]
    Italian co-inventor of the internal combustion engine; lecturer in mechanics and hydraulics.
    [br]
    A trained scientist and engineer, Barsanti became acquainted with a distinguished engineer, Felice Matteucci, in 1851. Their combined talents enabled them to produce a number of so-called free-piston atmospheric engines from 1854 onwards. Using a principle demonstrated by the Swiss engineer Isaac de Rivaz in 1827, the troublesome explosive shocks encountered by other pioneers were avoided. A piston attached to a long toothed rack was propelled from beneath by the expansion of burning gas and allowed unrestricted movement. A resulting partial vacuum enabled atmospheric pressure to return the piston and produce the working stroke. Electric ignition was a feature of all the Italian engines.
    With many successful applications, a company was formed in 1860. A 20 hp (15 kW) engine stimulated much interest. Attempts by John Cockerill of Belgium to mass-produce small power units of up to 4 hp (3 kW) came to an abrupt end; during the negotiations Barsanti contracted typhoid fever and later died. The project was abandoned, but the working principle of the Italian engine was used successfully in the Otto-Langen engine of 1867.
    [br]
    Bibliography
    13 May 1854, British Provisional Patent no. 1,072 (the Barsanti and Matteucci engine).
    12 June 1857, British patent no. 1,655 (contained many notable improvements to the design).
    Further Reading
    The Engineer (1858) 5:73–4 (for an account of the Italian engine).
    Vincenzo Vannacci, 1955, L'invenzione del motore a scoppio realizzota dai toscani Barsanti e Matteucci 1854–1954, Florence.
    KAB

    Biographical history of technology > Barsanti, Eugenio

  • 5 Armstrong, Sir William George, Baron Armstrong of Cragside

    [br]
    b. 26 November 1810 Shieldfield, Newcastle upon Tyne, England
    d. 27 December 1900 Cragside, Northumbria, England
    [br]
    English inventor, engineer and entrepreneur in hydraulic engineering, shipbuilding and the production of artillery.
    [br]
    The only son of a corn merchant, Alderman William Armstrong, he was educated at private schools in Newcastle and at Bishop Auckland Grammar School. He then became an articled clerk in the office of Armorer Donkin, a solicitor and a friend of his father. During a fishing trip he saw a water-wheel driven by an open stream to work a marble-cutting machine. He felt that its efficiency would be improved by introducing the water to the wheel in a pipe. He developed an interest in hydraulics and in electricity, and became a popular lecturer on these subjects. From 1838 he became friendly with Henry Watson of the High Bridge Works, Newcastle, and for six years he visited the Works almost daily, studying turret clocks, telescopes, papermaking machinery, surveying instruments and other equipment being produced. There he had built his first hydraulic machine, which generated 5 hp when run off the Newcastle town water-mains. He then designed and made a working model of a hydraulic crane, but it created little interest. In 1845, after he had served this rather unconventional apprenticeship at High Bridge Works, he was appointed Secretary of the newly formed Whittle Dene Water Company. The same year he proposed to the town council of Newcastle the conversion of one of the quayside cranes to his hydraulic operation which, if successful, should also be applied to a further four cranes. This was done by the Newcastle Cranage Company at High Bridge Works. In 1847 he gave up law and formed W.G.Armstrong \& Co. to manufacture hydraulic machinery in a works at Elswick. Orders for cranes, hoists, dock gates and bridges were obtained from mines; docks and railways.
    Early in the Crimean War, the War Office asked him to design and make submarine mines to blow up ships that were sunk by the Russians to block the entrance to Sevastopol harbour. The mines were never used, but this set him thinking about military affairs and brought him many useful contacts at the War Office. Learning that two eighteen-pounder British guns had silenced a whole Russian battery but were too heavy to move over rough ground, he carried out a thorough investigation and proposed light field guns with rifled barrels to fire elongated lead projectiles rather than cast-iron balls. He delivered his first gun in 1855; it was built of a steel core and wound-iron wire jacket. The barrel was multi-grooved and the gun weighed a quarter of a ton and could fire a 3 lb (1.4 kg) projectile. This was considered too light and was sent back to the factory to be rebored to take a 5 lb (2.3 kg) shot. The gun was a complete success and Armstrong was then asked to design and produce an equally successful eighteen-pounder. In 1859 he was appointed Engineer of Rifled Ordnance and was knighted. However, there was considerable opposition from the notably conservative officers of the Army who resented the intrusion of this civilian engineer in their affairs. In 1862, contracts with the Elswick Ordnance Company were terminated, and the Government rejected breech-loading and went back to muzzle-loading. Armstrong resigned and concentrated on foreign sales, which were successful worldwide.
    The search for a suitable proving ground for a 12-ton gun led to an interest in shipbuilding at Elswick from 1868. This necessitated the replacement of an earlier stone bridge with the hydraulically operated Tyne Swing Bridge, which weighed some 1450 tons and allowed a clear passage for shipping. Hydraulic equipment on warships became more complex and increasing quantities of it were made at the Elswick works, which also flourished with the reintroduction of the breech-loader in 1878. In 1884 an open-hearth acid steelworks was added to the Elswick facilities. In 1897 the firm merged with Sir Joseph Whitworth \& Co. to become Sir W.G.Armstrong Whitworth \& Co. After Armstrong's death a further merger with Vickers Ltd formed Vickers Armstrong Ltd.
    In 1879 Armstrong took a great interest in Joseph Swan's invention of the incandescent electric light-bulb. He was one of those who formed the Swan Electric Light Company, opening a factory at South Benwell to make the bulbs. At Cragside, his mansion at Roth bury, he installed a water turbine and generator, making it one of the first houses in England to be lit by electricity.
    Armstrong was a noted philanthropist, building houses for his workforce, and endowing schools, hospitals and parks. His last act of charity was to purchase Bamburgh Castle, Northumbria, in 1894, intending to turn it into a hospital or a convalescent home, but he did not live long enough to complete the work.
    [br]
    Principal Honours and Distinctions
    Knighted 1859. FRS 1846. President, Institution of Mechanical Engineers; Institution of Civil Engineers; British Association for the Advancement of Science 1863. Baron Armstrong of Cragside 1887.
    Further Reading
    E.R.Jones, 1886, Heroes of Industry', London: Low.
    D.J.Scott, 1962, A History of Vickers, London: Weidenfeld \& Nicolson.
    IMcN

    Biographical history of technology > Armstrong, Sir William George, Baron Armstrong of Cragside

  • 6 Belidor, Bernard Forest de

    SUBJECT AREA: Weapons and armour
    [br]
    b. 1698 Catalonia, Spain
    d. 8 September 1761 Paris, France
    [br]
    French engineer and founder of the science of modern ballistics.
    [br]
    Belidor was the son of a French army officer, who died when he was six months old, and was thereafter brought up by a brother officer. He soon demonstrated a scientific bent, and gravitated to Paris, where he became involved in the determination of the Paris meridian. He was then appointed Professor at the artillery school at La Fère, where he began to pursue the science of ballistics in earnest. He was able to disprove the popular theory that range was directly proportional to the powder charge, and also argued that the explosive power of a charge was greatest at the end of the explosion; he advocated spherical chambers in order to take advantage of this. His ideas made him unpopular with the "establishment", especially the Master of the King's artillery, and he was forced to leave France for a time, becoming a consultant to authorities in Bohemia and Bavaria. However, he was reinstated, and in 1758 he was appointed Royal Inspector of Artillery, a post that he held until his death.
    Belidor also made a name for himself in hydraulics and influenced design in this field for more than a century after his death. In addition, he was the first to make practical application of integral calculus.
    [br]
    Bibliography
    Belidor was the author of several books, of which the most significant were: 1739, La Science des ingénieurs, Paris (reprinted several times, the last edition being as late as 1830).
    1731, Le Bombardier françois, Paris: L'lmprimerie royale.
    1737, Architecture hydraulique, 2 vols, Paris.
    Further Reading
    R.S.Kirby and P.G.Laurson, 1932, The Early History of Modern Civil Engineering, New Haven: Yale University Press (describes his work in the field of hydraulics).
    D.Chandler, 1976, The An of Warfare in the Age of Marlborough, London: Batsford (mentions the ballistics aspect).
    CM

    Biographical history of technology > Belidor, Bernard Forest de

  • 7 Unwin, William Cawthorne

    [br]
    b. 12 December 1838 Coggeshall, near Colchester, Essex, England d. 1933
    [br]
    English engineer and educator.
    [br]
    Unwin made an important contribution to the establishment of engineering at the University of London. His family were of Huguenot stock, and his father was a Congregational minister. Unwin was educated at the City of London Corporation School and at New College, St John's Wood. At a time when the older universities were still effectively closed to Dissenters, he matriculated with Honours in Chemistry in the London University Matriculation Examination in 1858, and he subsequently graduated BSc from London in 1861. He served as Scientific Assistant to William Fairbairn in Manchester from 1856 to 1862, going on to manage engineering work of various sorts. He was appointed Instructor at the Royal School of Naval Architecture and Marine Engineering (1869–72), and then he became Professor of Hydraulics and Mechanical Engineering at the Royal Indian Engineering College (1872–84). From 1884 to 1904 he was Professor of Civil and Mechanical Engineering at the Central Institution of the City \& Guilds of London, which was incorporated into the University of London in 1900. Unwin's research interests included hydraulics and water power, which led to him taking a leading part in the Niagara Falls hydroelectric scheme; the strength of materials, involving the stability of masonry dams; and the development of the internal combustion engine.
    [br]
    Principal Honours and Distinctions
    FRS 1886.
    Further Reading
    DNB Supplement.
    E.G.Walker, 1938, Lift and Work of William Cawthorne Unwin.
    AB

    Biographical history of technology > Unwin, William Cawthorne

  • 8 Hydraulikingenieur

    Hydraulikingenieur m HYDR/PNEU hydraulic engineer, mechanical engineer in hydraulics

    Deutsch-Englisch Wörterbuch Engineering > Hydraulikingenieur

  • 9 Downing, Samuel

    SUBJECT AREA: Civil engineering
    [br]
    b. 19 July 1811 Bagenalstown, Co. Carlow, Ireland
    d. 21 April 1882
    [br]
    Irish engineer and teacher.
    [br]
    Samuel Downing had a formative influence on the development of engineering education in Ireland. He was educated at Kilkenny College and Trinity College, Dublin, where he took a BA in 1834. He subsequently attended courses in natural philosophy at Edinburgh, before taking up work as a railway and bridge engineer. Amongst structures on which he worked were the timber viaduct connecting Portland Island to the mainland in Dorset, England, and the curved viaduct at Coed-re-Coed on the Taff Vale Railway, Wales. In 1847 he was persuaded to return to Trinity College, Dublin, as Assistant to Sir John MacNeill, who had been appointed Professor of Engineering in the School of Engineering on its establishment in 1842. MacNeill always found it difficult to give up time on his engineering practice to spend on his teaching duties, so the addition of Downing to the staff gave a great impetus to the effectiveness of the School. When MacNeill retired from the Chair in 1852, Downing was his obvious successor and held the post until his death. For thirty years Downing devoted his engineering expertise and the energy of his warm personality to the School of Engineering and its students, of whom almost four hundred passed through the School in the years when he was responsible for it.
    [br]
    Principal Honours and Distinctions
    Associate Member, Institution of Civil Engineers 1852.
    Bibliography
    Further Reading
    Proceedings of the Institution of Civil Engineers 72:310–11.
    AB

    Biographical history of technology > Downing, Samuel

  • 10 Flettner, Anton

    SUBJECT AREA: Aerospace
    [br]
    b. 1 November 1885 Eddersheim-am-Main, Germany
    d. 29 December 1961 New York, USA
    [br]
    German engineer and inventor who produced a practical helicopter for the German navy in 1940.
    [br]
    Anton Flettner was an engineer with a great interest in hydraulics and aerodynamics. At the beginning of the First World War Flettner was recruited by Zeppelin to investigate the possibility of radio-controlled airships as guided missiles. In 1915 he constructed a small radio-controlled tank equipped to cut barbed-wire defences; the military experts rejected it, but he was engaged to investigate radio-controlled pilotless aircraft and he invented a servo-control device to assist their control systems. These servo-controls, or trim tabs, were used on large German bombers towards the end of the war. In 1924 he invented a sailing ship powered by rotating cylinders, but although one of these crossed the Atlantic they were never a commercial success. He also invented a windmill and a marine rudder. In the late 1920s Flettner turned his attention to rotating-wing aircraft, and in 1931 he built a helicopter with small engines mounted on the rotor blades. Progress was slow and it was abandoned after being damaged during testing in 1934. An autogiro followed in 1936, but it caught fire on a test flight and was destroyed. Undeterred, Flettner continued his development work on helicopters and in 1937 produced the Fl 185, which had a single rotor to provide lift and two propellers on outriggers to combat the torque and provide forward thrust. This arrangement was not a great success, so he turned to twin contra-rotating rotors, as used by his rival Focke, but broke new ground by using intermeshing rotors to make a more compact machine. The Fl 265 with its "egg-beater" rotors was ordered by the German navy in 1938 and flew the following year. After exhaustive testing, Flettner improved his design and produced the two-seater Fl 282 Kolibri, which flew in 1940 and became the only helicopter to be used operationally during the Second World War.
    After the war, Flettner moved to the United States where his intermeshing-rotor idea was developed by the Kaman Aircraft Corporation.
    [br]
    Bibliography
    1926, Mein Weg zum Rotor, Leipzig; also published as The Story of the Rotor, New York (describes his early work with rotors—i.e. cylinders).
    Further Reading
    W.Gunston and J.Batchelor, 1977, Helicopters 1900–1960, London.
    R.N.Liptrot, 1948, Rotating Wing Activities in Germany during the Period 1939–45, London.
    K.von Gersdorff and K.Knobling, 1982, Hubschrauber und Tragschrauber, Munich (a more recent publication, in German).
    JDS

    Biographical history of technology > Flettner, Anton

  • 11 Wasserbau-...

    (relating to hydraulics: a hydraulic engineer.) hydraulic

    Deutsch-Englisch Wörterbuch > Wasserbau-...

  • 12 hydraulic

    [haɪˈdrɔːlɪk] adjective
    1) worked by the pressure of water or some other liquid:

    hydraulic brakes.

    هيدرولي، مائي
    2) relating to hydraulics:

    a hydraulic engineer.

    متعلِّق بالهَنْدَسَه المائيَّه

    Arabic-English dictionary > hydraulic

  • 13 Bramah, Joseph

    [br]
    b. 2 April 1749 Stainborough, Yorkshire, England
    d. 9 December 1814 Pimlico, London, England
    [br]
    English inventor of the second patented water-closet, the beer-engine, the Bramah lock and, most important, the hydraulic press.
    [br]
    Bramah was the son of a tenant farmer and was educated at the village school before being apprenticed to a local carpenter, Thomas Allot. He walked to London c.1773 and found work with a Mr Allen that included the repair of some of the comparatively rare water-closets of the period. He invented and patented one of his own, which was followed by a water cock in 1783. His next invention, a greatly improved lock, involved the devising of a number of special machine tools, for it was one of the first devices involving interchangeable components in its manufacture. In this he had the help of Henry Maudslay, then a young and unknown engineer, who became Bramah's foreman before setting up business on his own. In 1784 he moved his premises from Denmark Street, St Giles, to 124 Piccadilly, which was later used as a showroom when he set up a factory in Pimlico. He invented an engine for putting out fires in 1785 and 1793, in effect a reciprocating rotary-vane pump. He undertook the refurbishment and modernization of Norwich waterworks c.1793, but fell out with Robert Mylne, who was acting as Consultant to the Norwich Corporation and had produced a remarkably vague specification. This was Bramah's only venture into the field of civil engineering.
    In 1797 he acted as an expert witness for Hornblower \& Maberley in the patent infringement case brought against them by Boulton and Watt. Having been cut short by the judge, he published his proposed evidence in "Letter to the Rt Hon. Sir James Eyre, Lord Chief Justice of the Common Pleas…etc". In 1795 he was granted his most important patent, based on Pascal's Hydrostatic Paradox, for the hydraulic press which also incorporated the concept of hydraulics for the transmission of both power and motion and was the foundation of the whole subsequent hydraulic industry. There is no truth in the oft-repeated assertion originating from Samuel Smiles's Industrial Biography (1863) that the hydraulic press could not be made to work until Henry Maudslay invented the self-sealing neck leather. Bramah used a single-acting upstroking ram, sealed only at its base with a U-leather. There was no need for a neck leather.
    He also used the concept of the weight-loaded, in this case as a public-house beer-engine. He devised machinery for carbonating soda water. The first banknote-numbering machine was of his design and was bought by the Bank of England. His development of a machine to cut twelve nibs from one goose quill started a patent specification which ended with the invention of the fountain pen, patented in 1809. His coach brakes were an innovation that was followed bv a form of hydropneumatic carriage suspension that was somewhat in advance of its time, as was his patent of 1812. This foresaw the introduction of hydraulic power mains in major cities and included the telescopic ram and the air-loaded accumulator.
    In all Joseph Bramah was granted eighteen patents. On 22 March 1813 he demonstrated a hydraulic machine for pulling up trees by the roots in Hyde Park before a large crowd headed by the Duke of York. Using the same machine in Alice Holt Forest in Hampshire to fell timber for ships for the Navy, he caught a chill and died soon after at his home in Pimlico.
    [br]
    Bibliography
    1778, British patent no. 1177 (water-closet). 1784, British patent no. 1430 (Bramah Lock). 1795, British patent no. 2045 (hydraulic press). 1809, British patent no. 3260 (fountain pen). 1812, British patent no. 3611.
    Further Reading
    I.McNeil, 1968, Joseph Bramah, a Century of Invention.
    S.Smiles, 1863, Industrial Biography.
    H.W.Dickinson, 1942, "Joseph Bramah and his inventions", Transactions of the Newcomen Society 22:169–86.
    IMcN

    Biographical history of technology > Bramah, Joseph

  • 14 Ferguson, Harry

    [br]
    b. 4 November 1884 County Down, Ireland
    d. 25 October 1960 England
    [br]
    Irish engineer who developed a tractor hydraulic system for cultivation equipment, and thereby revolutionized tractor design.
    [br]
    Ferguson's father was a small farmer who expected his son to help on the farm from an early age. As a result he received little formal education, and on leaving school joined his brother in a backstreet workshop in Belfast repairing motor bikes. By the age of 19 he had built his own bike and began hill-climbing competitions and racing. His successes in these ventures gained useful publicity for the workshop. In 1907 he built his own car and entered it into competitions, and in 1909 became the first person in Britain to build and fly a machine that was heavier than air.
    On the outbreak of the First World War he was appointed by the Irish Department of Agriculture to supervise the operation and maintenance of all farm tractors. His experiences convinced him that even the Ford tractor and the implements available for it were inadequate for the task, and he began to experiment with his own plough designs. The formation of the Ferguson-Sherman Corporation resulted in the production of thousands of the ploughs he had designed for the Ford tractor, but in 1928 Ford discontinued production of tractors, and Ferguson returned to Ireland. He immediately began to design his own tractor. Six years of development led to the building of a prototype that weighed only 16 cwt (813kg). In 1936 David Brown of Huddersfield, Yorkshire, began production of these tractors for Ferguson, but the partnership was not wholly successful and was dissolved after three years. In 1939 Ferguson and Ford reached their famous "Handshake agreement", in which no formal contract was signed, and the mass production of the Ford Ferguson system tractors began that year. During the next nine years 300,000 tractors and a million implements were produced under this agreement. However, on the death of Henry Ford the company began production, under his son, of their own tractor. Ferguson returned to the UK and negotiated a deal with the Standard Motor Company of Coventry for the production of his tractor. At the same time he took legal action against Ford, which resulted in that company being forced to stop production and to pay damages amounting to US$9.5 million.
    Aware that his equipment would only operate when set up properly, Ferguson established a training school at Stoneleigh in Warwickshire which was to be a model for other manufacturers. In 1953, by amicable agreement, Ferguson amalgamated with the Massey Harris Company to form Massey Ferguson, and in so doing added harvesting machinery to the range of equipment produced. A year later he disposed of his shares in the new company and turned his attention again to the motor car. Although a number of experimental cars were produced, there were no long-lasting developments from this venture other than a four-wheel-drive system based on hydraulics; this was used by a number of manufacturers on occasional models. Ferguson's death heralded the end of these developments.
    [br]
    Principal Honours and Distinctions
    Honorary DSc Queen's University, Belfast, 1948.
    Further Reading
    C.Murray, 1972, Harry Ferguson, Inventor and Pioneer. John Murray.
    AP

    Biographical history of technology > Ferguson, Harry

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