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41 Symington, William
SUBJECT AREA: Ports and shipping[br]b. 1764 Leadhills, Lanarkshire, Scotlandd. 22 March 1831 Wapping, London, England[br]Scottish pioneer of steam navigation.[br]Symington was the son of the Superintendent of the Mines Company in Lanarkshire, and attended the local school. When he was 22 years old he was sent by Gilbert Meason, Manager of the Wanlockhead mines, to Edinburgh University. In 1779 he was working on the assembly of a Watt engine as an apprentice to his brother, George, and in 1786 he started experiments to modify a Watt engine in order to avoid infringing the separate condenser patent. He sought a patent for his alternative, which was paid for by Meason. He constructed a model steam road carriage which was completed in 1786; it was shown in Edinburgh by Meason, attracting interest but inadequate financial support. It had a horizontal cylinder and was non-condensing. No full-sized engine was ever built but the model secured the interest of Patrick Miller, an Edinburgh banker, who ordered an engine from Symington to drive an experimental boat, 25 ft (7.6 m) long with a dual hull, which performed satisfactorily on Dalswinton Loch in 1788. In the following year Miller ordered a larger engine for a bigger boat which was tried on the Forth \& Clyde Canal in December 1789, the component parts having been made by the Carron Company. The engine worked perfectly but had the effect of breaking the paddle wheels. These were repaired and further trials were successful but Miller lost interest and his experiments lapsed. Symington devoted himself thereafter to building stationary engines. He built other engines for mine pumping at Sanquhar and Leadhills before going further afield. In all, he built over thirty engines, about half of them being rotary. In 1800–1 he designed the engine for a boat for Lord Dundas, the Charlotte Dundas; this was apparently the first boat of that name and sailed on both the Forth and Clyde rivers. A second Charlotte Dundas with a horizontal cylinder was to follow and first sailed in January 1803 for the Forth \& Clyde Canal Company. The speed of the boat was only 2 mph (3 km/h) and much was made by its detractors of the damage said to be caused to the canal banks by its wash. Lord Dundas declined to authorize payment of outstanding accounts; Symington received little reward for his efforts. He died in the house of his son-in-law, Dr Robert Bowie, in Wapping, amidst heated controversy about the true inventor of steam navigation.[br]Further ReadingW.S.Harvey and G.Downs-Rose, 1980, William Symington, Inventor and Engine- Builder, London: Mechanical Engineering Publications.IMcN -
42 вспоминаться
•Some familiar mechanical devices come to mind in visualizing this model.
Русско-английский научно-технический словарь переводчика > вспоминаться
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43 вспоминаться
•Some familiar mechanical devices come to mind in visualizing this model.
Русско-английский научно-технический словарь переводчика > вспоминаться
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44 Моделирование механических свойств геологической среды
Drilling: Mechanical Earth ModelУниверсальный русско-английский словарь > Моделирование механических свойств геологической среды
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45 механический испытательный макет
Military: mechanical test modelУниверсальный русско-английский словарь > механический испытательный макет
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46 модель задач/состояний
Programming: task/state model (см. Auslander D.M., Ridgely J.R., Ringgenberg J.D. Control Software for Mechanical Systems. Object-Oriented Design in a Real-Time World)Универсальный русско-английский словарь > модель задач/состояний
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47 модель механической коробки передач
Engineering: mechanical transmission modelУниверсальный русско-английский словарь > модель механической коробки передач
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48 подобие
similarity, similitude* * *подо́бие с.
similarity, similitudeвзаи́мное подо́бие — similarity [similitude] relation (between a model and the structure)геометри́ческое подо́бие — geometrical similarityгидравли́ческое подо́бие — hydraulic similarityгидромехани́ческое подо́бие — hydrodynamic similarityдинами́ческое подо́бие — dynamical similitudeкинемати́ческое подо́бие — kinematic similitudeлока́льное подо́бие — limited similitudeмехани́ческое подо́бие — mechanical similitudeнепо́лное подо́бие — limited similitudeпо́лное подо́бие — complete similitudeреологи́ческое подо́бие — rheological similarityсилово́е подо́бие — force similarity* * * -
49 анализ
analysis, dissection, examination, investigation, scan, scanning, test, review, study* * *ана́лиз м.
analysis, determination; ( визуальный) examinationне попада́ть в ана́лиз (о сплавах и т. п.) — be out of controlподверга́ть, напр. люминесце́нтному ана́лизу — analyze by, e. g., fluorescenceподверга́ть стро́гому ана́лизу мат. — subject to a rigorous analysis, analyze rigorously [in rigorous terms]поддава́ться ана́лизу — be analysableпопада́ть в ана́лиз (о сплавах и т. п.) — be in controlпри ана́лизе систе́ма разделя́ется [разбива́ется] на … — a system is analyzed into …проводи́ть ана́лиз — carry out [make, perform] an analysisпроводи́ть ана́лиз на … — carry out an analysis for …, analyze for …абсорбцио́нный ана́лиз — absorption analysisадсорбцио́нный ана́лиз — adsorption analysisактивацио́нный ана́лиз — (radio)activation analysisактивацио́нный, радиохими́ческий ана́лиз — activation analysis with radiochemical separationарбитра́жный ана́лиз — arbitrary [arbitration] analysisана́лиз бесконе́чно ма́лых мат. — infinitesimal calculusбиохими́ческий ана́лиз — biochemical analysisвалово́й ана́лиз — bulk [total, gross] analysisвариацио́нный ана́лиз — analysis of varianceве́кторный ана́лиз — vector analysisвесово́й ана́лиз — weight [gravimetric] analysisвеще́ственный ана́лиз — substantial [material] analysisволюмометри́ческий ана́лиз — volumetric analysisвременно́й ана́лиз — analysis in the time domainга́зовый ана́лиз — gas analysisгармони́ческий ана́лиз — harmonic [Fourier] analysisгравиметри́ческий ана́лиз — gravimetric analysisана́лиз грани́чных усло́вий — limit analysisгранулометри́ческий ана́лиз — particle-size [grain-size] analysisдинамометри́ческий ана́лиз — dynamic force analysisдискре́тный ана́лиз — sampling analysisдисперсио́нный ана́лиз мат., стат. — analysis of varianceдифракцио́нный ана́лиз — diffraction analysisдифференциа́льно-терми́ческий ана́лиз — differential thermal analysisдро́бный ана́лиз — fractional analysisана́лиз дымовы́х га́зов — flue-gas analysisзо́льный ана́лиз — ash analysisана́лиз изло́ма — fracture testизото́пный ана́лиз — isotopic analysisана́лиз изото́пным разбавле́нием — isotope-dilution analysisиммерсио́нный ана́лиз — immersion analysisи́мпульсный ана́лиз — pulse analysisана́лиз и́мпульсов, амплиту́дный — pulse-height analysisинфракра́сный спектра́льный ана́лиз — analysis by infrared spectroscopyкалориметри́ческий ана́лиз — calorimetric analysisка́пельный ана́лиз — drop analysisка́чественный ана́лиз — qualitative analysisка́чественный ана́лиз позволя́ет установи́ть нали́чие веще́ств — qualitative analysis detects substancesкинемати́ческий ана́лиз — kinematic analysisана́лиз ковшо́вой про́бы — ladle analysisколи́чественный ана́лиз — quantitative analysisколи́чественный ана́лиз позволя́ет определи́ть коли́чества веще́ств — quantitative analysis determines substancesколориметри́ческий ана́лиз — colorimetric analysisкомбинато́рный ана́лиз мат. — combinatorial analysisкондуктометри́ческий ана́лиз — conductimetric analysisконтро́льный ана́лиз — check analysisконформацио́нный ана́лиз — conformational analysisкорреляцио́нный ана́лиз — correlation analysisана́лиз кривы́х разго́на хим. — transient response analysisкристаллографи́ческий ана́лиз — crystallographic analysisкристаллохими́ческий ана́лиз — chemical analysis of crystalsкулонометри́ческий ана́лиз — coulometric analysisлюминесце́нтный ана́лиз — fluorimetric [fluorescence] analysis, chemical analysis by fluorescenceмагнитострукту́рный ана́лиз — magnetic structural analysisмасс-спектра́льный ана́лиз — mass spectrometric analysisмасс-спектрографи́ческий ана́лиз — mass spectrographic analysisматемати́ческий ана́лиз — mathematical analysisметаллографи́ческий ана́лиз — metallographic analysisана́лиз ме́тодом ме́ченых а́томов — tracer analysisана́лиз ме́тодом оплавле́ния — fusion analysisана́лиз ме́тодом сухо́го озоле́ния — blowpipe analysisана́лиз ме́тодом титрова́ния — titrimetric analysis, analysis by titrationмехани́ческий ана́лиз — mechanical analysisмногоме́рный ана́лиз — multivariate analysisмо́крый ана́лиз — wet analysisана́лиз на микроэлеме́нты — trace analysisана́лиз на моде́ли — model analysisана́лиз напряже́ний мех. — stress analysisнейтронографи́ческий ана́лиз крист. — neutron diffraction analysisана́лиз нелине́йных систе́м — non-linear system analysisана́лиз нелине́йных систе́м ме́тодом гармони́ческого бала́нса — non-linear system analysis by the describing function methodана́лиз нелине́йных систе́м ме́тодом ма́лого пара́метра — non-linear system analysis by the perturbation theory [method]неоргани́ческий ана́лиз — inorganic analysisнепреры́вный ана́лиз — on-stream analysisнефелометри́ческий ана́лиз — nephelometric analysis, nephelometric determinationобъё́мный ана́лиз — volumetric analysisопережа́ющий ана́лиз ( в автоматическом регулировании) — anticipatory analysisоргани́ческий ана́лиз — organic analysisорганолепти́ческий ана́лиз — organoleptic analysisана́лиз отка́зов — failure analysisана́лиз отму́чиванием — decantation analysisана́лиз перехо́дных проце́ссов — transient (response) analysisпетрографи́ческий ана́лиз — petrographic analysisпирохими́ческий ана́лиз — pyrochemical analysisана́лиз плавле́нием в ва́кууме — vacuumfusion analysisпламефотометри́ческий ана́лиз — flame photometric analysisпо́лный ана́лиз — complete [total] analysisполуколи́чественный ана́лиз — semiquantitative analysisполяриметри́ческий ана́лиз — polarimetric analysisполярографи́ческий ана́лиз — polarographic analysisпосле́довательный ана́лиз — sequential [successive] analysisпотенциометри́ческий ана́лиз — potentiometric analysisана́лиз пото́ка, квазистациона́рный — quasi-steady flow analysisана́лиз потреби́тельского спро́са — marketing analysisана́лиз преде́льных состоя́ний — limit analysisприближё́нный ана́лиз — approximate analysisпричи́нный ана́лиз — cause-and-effect analysisпроби́рный ана́лиз — assay(ing)проби́рный, мо́крый ана́лиз — wet assay(ing)проби́рный, сухо́й ана́лиз — dry [fire] assay(ing)ана́лиз про́бы из ковша́ — ladle analysisрадиоактивацио́нный ана́лиз — radioactivation analysisана́лиз радиоакти́вности — radioactivity determinationрадиометри́ческий ана́лиз — radiometric analysisана́лиз разго́нкой — distillation analysis, distillation testана́лиз разме́рностей — dimensional analysisра́стровый ана́лиз — scanning analysisрегрессио́нный ана́лиз — regression analysisрентгенографи́ческий ана́лиз — radiographic analysisрентгеноспектра́льный ана́лиз — (analysis by) X-ray spectrometryрентгеноспектра́льный, лока́льный ана́лиз — X-ray microanalysis, electron probe X-ray analysisрентгенострукту́рный ана́лиз — X-ray (diffraction) analysisрентгенофа́зовый ана́лиз — X-ray phase analysisрефрактометри́ческий ана́лиз — refractometric analysisана́лиз руд — ore analysis, ore assayседиментацио́нный ана́лиз — sedimentation analysisседиментометри́ческий ана́лиз — sedimetric [sedimentometric] analysisана́лиз сжига́нием — combustion analysisсистемати́ческий ана́лиз — systematic analysisси́товый ана́лиз — mesh [sieve, screen] analysisана́лиз скани́рованием — analysis by scanningана́лиз спе́ктра вибра́ции — vibration spectrum analysisспектра́льный ана́лиз — spectrum [spectral] analysisспектра́льный, молекуля́рный ана́лиз — molecular spectrum analysisспектра́льный, эмиссио́нный ана́лиз — emission (spectrum) analysisспектрографи́ческий ана́лиз — spectrographic analysisспектрофотометри́ческий ана́лиз — spectrophotometric [absorptimetric] analysisспектрофотометри́ческий ана́лиз в ви́димой ча́сти спе́ктра — visible spectrophotometric analysis, spectrophotometric analysis in the visible regionспектрофотометри́ческий ана́лиз в инфракра́сной о́бласти — infrared spectrophotometric analysis, spectrophotometric analysis in the infrared regionспектрофотометри́ческий ана́лиз в ультрафиоле́товой о́бласти — ultraviolet spectrophotometric analysis, spectrophotometric analysis in the ultraviolet regionана́лиз ста́ли при вы́пуске пла́вки — tapping analysisстатисти́ческий ана́лиз — statistical analysisана́лиз сто́чных вод — sewage analysisстробоскопи́ческий ана́лиз — stroboscopic analysisстру́йный ана́лиз — jet analysisструкту́рный ана́лиз — structural analysisсухо́й ана́лиз — dry analysisте́нзорный ана́лиз — tensor analysisтеплово́й ана́лиз — thermoanalysisтерми́ческий ана́лиз — thermoanalysisтермогравиметри́ческий ана́лиз — thermogravimetric analysisтермомагни́тный ана́лиз — magnetothermal analysisте́хнико-экономи́ческий ана́лиз — technical-economical analysisтехни́ческий ана́лиз — proximate analysisтитриметри́ческий ана́лиз — titrimetric analysis, analysis by titrationтурбидиметри́ческий ана́лиз — turbidimetric analysisфа́зовый ана́лиз — phase analysisфакториа́льный ана́лиз — factor analysisфотометри́ческий ана́лиз — photometric analysisфракцио́нный ана́лиз — fractional analysisфракцио́нный ана́лиз по пло́тности — float-and-sink [densimetric, specific gravity] analysisфункциона́льный ана́лиз — functional analysisхими́ческий ана́лиз — chemical analysisхроматографи́ческий ана́лиз — chromatographic analysisцветово́й ана́лиз — colour separationана́лиз цепе́й — circuit analysisана́лиз цепе́й, маши́нный — computerized circuit analysisчасти́чный ана́лиз — partial analysisчасто́тно-временно́й ана́лиз — time-and-frequency analysis, analysis in the time and frequency domainчасто́тный ана́лиз — frequency (response) analysis, analysis in the frequency domainана́лиз че́рез си́нтез вчт. — analysis by synthesisчи́сленный ана́лиз — numerical analysesана́лиз шу́ма — noise analysisэлектрографи́ческий ана́лиз крист. — electron diffraction analysisэлемента́рный ана́лиз — ultimate [elementary] analysis -
50 временный
Временный -- provisional, temporary, tentative, preliminary (имеющий предварительный характер); short-term, near-term (рассчитанный на первое время)Hopefully, the provisional starting model hypothesis presented can be employed by the gas turbine mechanical engineer to more realistically appraise the complex starting problem issue. (... вопрос сложной проблемы запуска...)Русско-английский научно-технический словарь переводчика > временный
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51 анализ
м. analysis, determination; examinationпри анализе система разделяется на … — a system is analyzed into …
проводить анализ на … — carry out an analysis for …
количественный анализ позволяет определить количества веществ — quantitative analysis determines substances
анализ нелинейных систем методом гармонического баланса — non-linear system analysis by the describing function method
анализ нелинейных систем методом малого параметра — non-linear system analysis by the perturbation theory
Синонимический ряд:разбор (сущ.) разбор; рассмотрениеАнтонимический ряд: -
52 схема
1. ж. diagram2. ж. circuit; circuit designсхема записи; цепь записи — writing circuit
3. ж. scheme, planкоммутационная схема — diagram of connections; wiring diagram
логическая схема — logic ; logic system
схема маркировки; схема расстановки меток — labeling scheme
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53 Armstrong, Sir William George, Baron Armstrong of Cragside
[br]b. 26 November 1810 Shieldfield, Newcastle upon Tyne, Englandd. 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 DistinctionsKnighted 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 ReadingE.R.Jones, 1886, Heroes of Industry', London: Low.D.J.Scott, 1962, A History of Vickers, London: Weidenfeld \& Nicolson.IMcNBiographical history of technology > Armstrong, Sir William George, Baron Armstrong of Cragside
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54 Bouchon, Basile
SUBJECT AREA: Textiles[br]fl. c.1725 Lyon, France[br]French pioneer in automatic pattern selection for weaving.[br]In the earliest draw looms, the pattern to be woven was selected by means of loops of string that were loosely tied round the appropriate leashes, which had to be lifted to make that pick of the pattern by raising the appropriate warp threads. In Isfahan, Persia, looms were seen in the 1970s where a boy sat in the top of the loom. Before the weaver could weave the next pick, the boy selected the appropriate loop of string, pulled out those leashes which were tied in it and lifted them up by means of a forked stick. The weaver below him held up these leashes by a pair of wooden sticks and sent the shuttle through that shed while the boy was sorting out the next loop of string with its leashes. When the pick had been completed, the first loop was dropped further down the leashes and, presumably, when the whole sequence of that pattern was finished, all the loops had be pushed up the leashes to the top of the loom again.Models in the Conservatoire National des Arts et Métiers, Paris, show that in 1725 Bouchon, a worker in Lyon, dispensed with the loops of string and selected the appropriate leashes by employing a band of pierced paper pressed against a row of horizontal wires by the drawboy using a hand-bar so as to push forward those which happened to lie opposite the blank spaces. These connected with loops at the lower extremity of vertical wires linked to the leashes at the top of the loom. The vertical wires could be pulled down by a comb-like rack beside the drawboy at the side of the loom in order to pull up the appropriate leashes to make the next shed. Bouchon seems to have had only one row of needles or wires, which must have limited the width of the patterns. This is an early form of mechanical memory, used in computers much later. The apparatus was improved subsequently by Falcon and Jacquard.[br]Further ReadingA.Barlow, 1878, The History and Principles of Weaving by Hand and by Power, London (a brief description of Bouchon's apparatus).M.Daumas (ed.), 1968, Histoire générale des techniques Vol. III: L'Expansion dumachinisme, Paris (a description of this apparatus, with a diagram). Conservatoire National des Arts et Métiers, 1942, Catalogue du musée, section T, industries textiles, teintures et apprêts, Paris (another brief description; a model can be seen in this museum).C.Singer, (ed.), 1957, A History of Technology, Vol. III, Oxford: Clarendon Press (provides an illustration of Bouchon's apparatus).RLH -
55 Brayton, George Bailey
SUBJECT AREA: Steam and internal combustion engines[br]b. 1839 Rhode Island, USAd. 1892 Leeds, England[br]American engineer, inventor of gas and oil engines.[br]During the thirty years prior to his death, Brayton devoted considerable effort to the development of internal-combustion engines. He designed the first commercial gas engine of American origin in 1872. An oil-burning engine was produced in 1875. An aptitude for mechanical innovation became apparent whilst he was employed at the Exeter Machine Works, New Hampshire, where he developed a successful steam generator for use in domestic and industrial heating systems. Brayton engines were distinguished by the method of combustion. A pressurized air-fuel mixture from a reservoir was ignited as it entered the working cylinder—a precursor of the constant-pressure cycle. A further feature of these early engines was a rocking beam. There exist accounts of Brayton engines fitted into river craft, and of one in a carriage which operated for a few months in 1872–3. However, the appearance of the four-stroke Otto engine in 1876, together with technical problems associated with backfiring into the fuel reservoir, prevented large-scale acceptance of the Brayton engine. Although Thompson Sterne \& Co. of Glasgow became licensees, the engine failed to gain usage in Britain. A working model of Brayton's gas engine is exhibited in the Museum of History and Technology in Washington, DC.[br]Bibliography1872, US patent no. 125,166 (Brayton gas engine).July 1890, British patent no. 11,062 (oil engine; under patent agent W.R.Lake).Further ReadingD.Clerk, 1895, The Gas and Oil Engine, 6th edn, London, pp. 152–62 (includes a description and report of tests carried out on a Brayton engine).KAB -
56 Cayley, Sir George
SUBJECT AREA: Aerospace[br]b. 27 December 1773 Scarborough, Englandd. 15 December 1857 Brompton Hall, Yorkshire, England[br]English pioneer who laid down the basic principles of the aeroplane in 1799 and built a manned glider in 1853.[br]Cayley was born into a well-to-do Yorkshire family living at Brompton Hall. He was encouraged to study mathematics, navigation and mechanics, particularly by his mother. In 1792 he succeeded to the baronetcy and took over the daunting task of revitalizing the run-down family estate.The first aeronautical device made by Cayley was a copy of the toy helicopter invented by the Frenchmen Launoy and Bienvenu in 1784. Cayley's version, made in 1796, convinced him that a machine could "rise in the air by mechanical means", as he later wrote. He studied the aerodynamics of flight and broke away from the unsuccessful ornithopters of his predecessors. In 1799 he scratched two sketches on a silver disc: one side of the disc showed the aerodynamic force on a wing resolved into lift and drag, and on the other side he illustrated his idea for a fixed-wing aeroplane; this disc is preserved in the Science Museum in London. In 1804 he tested a small wing on the end of a whirling arm to measure its lifting power. This led to the world's first model glider, which consisted of a simple kite (the wing) mounted on a pole with an adjustable cruciform tail. A full-size glider followed in 1809 and this flew successfully unmanned. By 1809 Cayley had also investigated the lifting properties of cambered wings and produced a low-drag aerofoil section. His aim was to produce a powered aeroplane, but no suitable engines were available. Steam-engines were too heavy, but he experimented with a gunpowder motor and invented the hot-air engine in 1807. He published details of some of his aeronautical researches in 1809–10 and in 1816 he wrote a paper on airships. Then for a period of some twenty-five years he was so busy with other activities that he largely neglected his aeronautical researches. It was not until 1843, at the age of 70, that he really had time to pursue his quest for flight. The Mechanics' Magazine of 8 April 1843 published drawings of "Sir George Cayley's Aerial Carriage", which consisted of a helicopter design with four circular lifting rotors—which could be adjusted to become wings—and two pusher propellers. In 1849 he built a full-size triplane glider which lifted a boy off the ground for a brief hop. Then in 1852 he proposed a monoplane glider which could be launched from a balloon. Late in 1853 Cayley built his "new flyer", another monoplane glider, which carried his coachman as a reluctant passenger across a dale at Brompton, Cayley became involved in public affairs and was MP for Scarborough in 1832. He also took a leading part in local scientific activities and was co-founder of the British Association for the Advancement of Science in 1831 and of the Regent Street Polytechnic Institution in 1838.[br]BibliographyCayley wrote a number of articles and papers, the most significant being "On aerial navigation", Nicholson's Journal of Natural Philosophy (November 1809—March 1810) (published in three numbers); and two further papers with the same title in Philosophical Magazine (1816 and 1817) (both describe semi-rigid airships).Further ReadingL.Pritchard, 1961, Sir George Cayley, London (the standard work on the life of Cayley).C.H.Gibbs-Smith, 1962, Sir George Cayley's Aeronautics 1796–1855, London (covers his aeronautical achievements in more detail).—1974, "Sir George Cayley, father of aerial navigation (1773–1857)", Aeronautical Journal (Royal Aeronautical Society) (April) (an updating paper).JDS -
57 Cugnot, Nicolas Joseph
SUBJECT AREA: Land transport[br]b. 26 February 1725 Void, Meuse, Franced. 2 October 1804 Paris, France[br]French military engineer.[br]Cugnot studied military engineering in Germany and returned to Paris by 1769, having left the service of Austria, where he taught military engineering. It was while serving in the army of Les Pays Bas that he invented a "fusil" or carbine, which was adopted by the Archduke Charles and put into service in the Uhlan regiments.In 1769 he invented a fardier à feu, also called a cabriolet, a steam-driven, heavy three-wheeled vehicle. This tractor, designed to pull artillery pieces, was driven through its single front wheel by two single-acting cylinders which rotated the wheel through ratchets. The ratchet pawls were carried on levers pivoted on the wheel axis, coupled to the piston rods by connecting rods. Links from pivots half-way along the levers connected upwards to a rocking cross-beam fixed on the end of the steam cock so as to pass steam alternately from the undersized boiler to the two cylinders. The tractor had to be stopped whenever it needed stoking, and its maximum speed was 4 mph (6.4 km/h). The difficulty of controlling it led to its early demolition of a wall, after which it was locked away and eventually preserved in the Conservatoire des Arts et Métiers in Paris. This was, in fact, Cugnot's second vehicle: the first model was presented to the due de Choiseul et Guiberuval, who asked for a more robust and powerful machine which was built at the Arsenal at the expense of the state and tested in 1771. Cugnot was granted a pension of 600 livres. After the revolution he tried in vain in 1798 and 1801 to interest Bonaparte in this invention.[br]BibliographyCugnot published a number of military textbooks, including: 1766, Eléments de l'art militaire.1778, Theory of Fortification.Further ReadingD.J.H.Day, 1980, Engines.A.F.Burstall, 1963, A History of Mechanical Engineering. 1933, Dictionnaire de biographie française.IMcN -
58 Evans, Oliver
SUBJECT AREA: Agricultural and food technology[br]b. 13 September 1755 Newport, Delaware, USAd. 15 April 1819 New York, USA[br]American millwright and inventor of the first automatic corn mill.[br]He was the fifth child of Charles and Ann Stalcrop Evans, and by the age of 15 he had four sisters and seven brothers. Nothing is known of his schooling, but at the age of 17 he was apprenticed to a Newport wheelwright and wagon-maker. At 19 he was enrolled in a Delaware Militia Company in the Revolutionary War but did not see active service. About this time he invented a machine for bending and cutting off the wires in textile carding combs. In July 1782, with his younger brother, Joseph, he moved to Tuckahoe on the eastern shore of the Delaware River, where he had the basic idea of the automatic flour mill. In July 1782, with his elder brothers John and Theophilus, he bought part of his father's Newport farm, on Red Clay Creek, and planned to build a mill there. In 1793 he married Sarah Tomlinson, daughter of a Delaware farmer, and joined his brothers at Red Clay Creek. He worked there for some seven years on his automatic mill, from about 1783 to 1790.His system for the automatic flour mill consisted of bucket elevators to raise the grain, a horizontal screw conveyor, other conveying devices and a "hopper boy" to cool and dry the meal before gathering it into a hopper feeding the bolting cylinder. Together these components formed the automatic process, from incoming wheat to outgoing flour packed in barrels. At that time the idea of such automation had not been applied to any manufacturing process in America. The mill opened, on a non-automatic cycle, in 1785. In January 1786 Evans applied to the Delaware legislature for a twenty-five-year patent, which was granted on 30 January 1787 although there was much opposition from the Quaker millers of Wilmington and elsewhere. He also applied for patents in Pennsylvania, Maryland and New Hampshire. In May 1789 he went to see the mill of the four Ellicot brothers, near Baltimore, where he was impressed by the design of a horizontal screw conveyor by Jonathan Ellicot and exchanged the rights to his own elevator for those of this machine. After six years' work on his automatic mill, it was completed in 1790. In the autumn of that year a miller in Brandywine ordered a set of Evans's machinery, which set the trend toward its general adoption. A model of it was shown in the Market Street shop window of Robert Leslie, a watch-and clockmaker in Philadelphia, who also took it to England but was unsuccessful in selling the idea there.In 1790 the Federal Plant Laws were passed; Evans's patent was the third to come within the new legislation. A detailed description with a plate was published in a Philadelphia newspaper in January 1791, the first of a proposed series, but the paper closed and the series came to nothing. His brother Joseph went on a series of sales trips, with the result that some machinery of Evans's design was adopted. By 1792 over one hundred mills had been equipped with Evans's machinery, the millers paying a royalty of $40 for each pair of millstones in use. The series of articles that had been cut short formed the basis of Evans's The Young Millwright and Miller's Guide, published first in 1795 after Evans had moved to Philadelphia to set up a store selling milling supplies; it was 440 pages long and ran to fifteen editions between 1795 and 1860.Evans was fairly successful as a merchant. He patented a method of making millstones as well as a means of packing flour in barrels, the latter having a disc pressed down by a toggle-joint arrangement. In 1801 he started to build a steam carriage. He rejected the idea of a steam wheel and of a low-pressure or atmospheric engine. By 1803 his first engine was running at his store, driving a screw-mill working on plaster of Paris for making millstones. The engine had a 6 in. (15 cm) diameter cylinder with a stroke of 18 in. (45 cm) and also drove twelve saws mounted in a frame and cutting marble slabs at a rate of 100 ft (30 m) in twelve hours. He was granted a patent in the spring of 1804. He became involved in a number of lawsuits following the extension of his patent, particularly as he increased the licence fee, sometimes as much as sixfold. The case of Evans v. Samuel Robinson, which Evans won, became famous and was one of these. Patent Right Oppression Exposed, or Knavery Detected, a 200-page book with poems and prose included, was published soon after this case and was probably written by Oliver Evans. The steam engine patent was also extended for a further seven years, but in this case the licence fee was to remain at a fixed level. Evans anticipated Edison in his proposal for an "Experimental Company" or "Mechanical Bureau" with a capital of thirty shares of $100 each. It came to nothing, however, as there were no takers. His first wife, Sarah, died in 1816 and he remarried, to Hetty Ward, the daughter of a New York innkeeper. He was buried in the Bowery, on Lower Manhattan; the church was sold in 1854 and again in 1890, and when no relative claimed his body he was reburied in an unmarked grave in Trinity Cemetery, 57th Street, Broadway.[br]Further ReadingE.S.Ferguson, 1980, Oliver Evans: Inventive Genius of the American Industrial Revolution, Hagley Museum.G.Bathe and D.Bathe, 1935, Oliver Evans: Chronicle of Early American Engineering, Philadelphia, Pa.IMcN -
59 Garforth, William Edward
SUBJECT AREA: Mining and extraction technology[br]b. 1845 Dukinfield, Cheshire, Englandd. 1 October 1921 Pontefract, Yorkshire, England[br]English colliery manager, pioneer in machine-holing and the safety of mines.[br]After Menzies conceived his idea of breaking off coal with machines in 1761, many inventors subsequently followed his proposals through into the practice of underground working. More than one century later, Garforth became one of the principal pioneers of machine-holing combined with the longwall method of working in order to reduce production costs and increase the yield of coal. Having been appointed agent to Pope \& Pearson's Collieries, West Yorkshire, in 1879, of which company he later became Managing Director and Chairman, he gathered a great deal of experience with different methods of cutting coal. The first disc machine was exhibited in London as early as 1851, and ten years later a pick machine was invented. In 1893 he introduced an improved type of deep undercutting machine, his "diamond" disc coal-cutter, driven by compressed air, which also became popular on the European continent.Besides the considerable economic advantages it created, the use of machinery for mining coal increased the safety of working in hard and thin seams. The improvement of safety in mining technology was always his primary concern, and as a result of his inventions and his many publications he became the leading figure in the British coal mining industry at the beginning of the twentieth century; safety lamps still carry his name. In 1885 he invented a firedamp detector, and following a severe explosion in 1886 he concentrated on coal-dust experiments. From the information he obtained of the effect of stone-dust on a coal-dust explosion he proposed the stone-dust remedy to prevent explosions of coal-dust. As a result of discussions which lasted for decades and after he had been entrusted with the job of conducting the British coal-dust experiments, in 1921 an Act made it compulsory in all mines which were not naturally wet throughout to treat all roads with incombustible dust so as to ensure that the dust always consisted of a mixture containing not more than 50 per cent combustible matter. In 1901 Garforth erected a surface gallery which represented the damaged roadways of a mine and could be filled with noxious fumes to test self-contained breathing apparata. This gallery formed the model from which all the rescue-stations existing nowadays have been developed.[br]Principal Honours and DistinctionsKnighted 1914. LLD Universities of Birmingham and Leeds 1912. President, Midland Institute 1892–4. President, The Institution of Mining Engineers 1911–14. President, Mining Association of Great Britain 1907–8. Chairman, Standing Committee on Mining, Advisory Council for Scientific and Industrial Research. Fellow of the Geological Society of London. North of England Institute of Mining and Mechanical Engineers Greenwell Silver Medal 1907. Royal Society of Arts Fothergill Gold Medal 1910. Medal of the Institution of Mining Engineers 1914.Bibliography1901–2, "The application of coal-cutting machines to deep mining", Transactions of the Federated Institute of Mining Engineers 23: 312–45.1905–6, "A new apparatus for rescue-work in mines", Transactions of the Institution of Mining Engineers 31:625–57.1902, "British Coal-dust Experiments". Paper communicated to the International Congress on Mining, Metallurgy, Applied Mechanics and Practical Geology, Dusseldorf.Further ReadingGarforth's name is frequently mentioned in connection with coal-holing, but his outstanding achievements in improving safety in mines are only described in W.D.Lloyd, 1921, "Memoir", Transactions of the Institution of Mining Engineers 62:203–5.WKBiographical history of technology > Garforth, William Edward
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60 Hamilton, Harold Lee (Hal)
[br]b. 14 June 1890 Little Shasta, California, USAd. 3 May 1969 California, USA[br]American pioneer of diesel rail traction.[br]Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.[br]Further ReadingP.M.Reck, 1948, On Time: The History of the Electro-Motive Division of General Motors Corporation, La Grange, Ill.: General Motors (describes Hamilton's career).PJGRBiographical history of technology > Hamilton, Harold Lee (Hal)
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