prototype+development

SUBJECT AREA: Agricultural and food technology, Land transport

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The son of a market gardener, Albone's interest lay in mechanics, and by 1880 he had established his own business as a cycle maker and repairer. His inventive mind led to a number of patents relating to bicycle design, but his commercial success was particularly assisted by his achievements in cycle racing. From this early start he diversified his business, designing and supplying, amongst other things, axle bearings for the Great Northern Railway, and also building motor cycles and several cars. It is possible that he began working on tractors as early as 1896. Certainly by 1902 he had built his first prototype, to the three-wheeled design that was to remain in later production models. Weighing only 30 cwt, yet capable of pulling two binders or a two-furrow plough, Albone's Ivel tractor was ahead of anything in its time, and its power-to-weight ratio was to be unrivalled for almost a decade. Albone's commercial success was not entirely due to the mechanical tractor's superiority, but owed a considerable amount to his ability as a showman and demonstrator. He held two working demonstrations a month in the village of Biggleswade in Bedfordshire, where the tractors were made. The tractor was named after the river Ivel, which flowed through the village. The Ivel tractor gained twenty-six gold and silver medals at agricultural shows between 1902 and 1906, and was a significant contributor to Britain's position as the world's largest exporter of tractors between 1904 and 1914. Albone tried other forms of his tractor to increase its sales. He built a fire engine, and also an armoured vehicle, but failed to impress the War Office with its potential.

Albone died at the age of 46. His tractor continued in production but remained essentially unimproved, and the company finally lost its sales to other designs, particularly those of American origin.

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SUBJECT AREA: Land transport, Railways and locomotives

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Chapelon's technical education at the Ecole Centrale des Arts et Manufactures, Paris, was interrupted by extended military service during the First World War. From experience of observing artillery from the basket of a captive balloon, he developed a method of artillery fire control which was more accurate than that in use and which was adopted by the French army.

In 1925 he joined the motive-power and rolling-stock department of the Paris-Orléans Railway under Chief Mechanical Engineer Maurice Lacoin and was given the task of improving the performance of its main-line 4–6–2 locomotives, most of them compounds. He had already made an intensive study of steam locomotive design and in 1926 introduced his Kylchap exhaust system, based in part on the earlier work of the Finnish engineer Kyläla. Chapelon improved the entrainment of the hot gases in the smokebox by the exhaust steam and so minimized back pressure in the cylinders, increasing the power of a locomotive substantially. He also greatly increased the cross-sectional area of steam passages, used poppet valves instead of piston valves and increased superheating of steam. PO (Paris-Orléans) 4–6–2s rebuilt on these principles from 1929 onwards proved able to haul 800-ton trains, in place of the previous 500-ton trains, and to do so to accelerated schedules with reduced coal consumption. Commencing in 1932, some were converted, at the time of rebuilding, into 4–8–0s to increase adhesive weight for hauling heavy trains over the steeply graded Paris-Toulouse line.

Chapelon's principles were quickly adopted on other French railways and elsewhere.

H.N. Gresley was particularly influenced by them. After formation of the French National Railways (SNCF) in 1938, Chapelon produced in 1941 a prototype rebuilt PO 2–10–0 freight locomotive as a six-cylinder compound, with four low-pressure cylinders to maximize expansive use of steam and with all cylinders steam-jacketed to minimize heat loss by condensation and radiation. War conditions delayed extended testing until 1948–52. Meanwhile Chapelon had, by rebuilding, produced in 1946 a high-powered, three-cylinder, compound 4–8–4 intended as a stage in development of a proposed range of powerful and thermally efficient steam locomotives for the postwar SNCF: a high-speed 4–6–4 in this range was to run at sustained speeds of 125 mph (200 km/h). However, plans for improved steam locomotives were then overtaken in France by electriflcation and dieselization, though the performance of the 4–8–4, which produced 4,000 hp (3,000 kW) at the drawbar for the first time in Europe, prompted modification of electric locomotives, already on order, to increase their power.

Chapelon retired from the SNCF in 1953, but continued to act as a consultant. His principles were incorporated into steam locomotives built in France for export to South America, and even after the energy crisis of 1973 he was consulted on projects to build improved, high-powered steam locomotives for countries with reserves of cheap coal. The eventual fall in oil prices brought these to an end.

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SUBJECT AREA: Mining and extraction technology

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Having completed his studies at the Technological Institute in Stockholm and the Mining School at Falun, Crælius was awarded a grant by the Swedish Jernkontoret and in 1879 he travelled to Germany, France and Belgium in order to study technological aspects of the mining, iron and steel industries. In the same year he went to the United States, where he worked with an iron works in Colorado and a mining company in Nevada. In 1884, having returned to Sweden, he obtained an appointment in the Norberg mines; two years later, he took up employment at the Ängelsberg oilmill.

His mining experience had shown him the demand for a reliable, handy and cheap method of drilling, particularly for prospecting purposes. He had become acquainted with modern drilling methods in America, possibly including Albert Fauck's drilling jar. In 1886, Crælius designed his first small-diameter drill, which was assembled in one unit. Its rotating boring rod, smooth on the outside, was fixed inside a hollow mandrel which could be turned in any direction. This first drill was hand-driven, but the hydraulic version of it became the prototype for all near-surface prospecting drills in use worldwide in the late twentieth century.

Between 1890 and 1900 Crælius was managing director of the Morgårdshammar mechanical workshops, where he was able to continue the development of his drilling apparatus. He successfully applied diesel engines in the 1890s, and in 1895 he added diamond crowns to the drill. The commercial exploitation of the invention was carried out by Svenska Diamantbergborrings AB, of which Crælius was a director from its establishment in 1886.

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See also: Fauvelle, Pierre-Pascal

SUBJECT AREA: Agricultural and food technology

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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.

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SUBJECT AREA: Aerospace

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Von Ohain studied engineering at the University of Göttingen, where he carried out research on gas-turbine engines, and centrifugal compressors in particular. In 1935 he patented a design for a jet engine (in Britain, Frank Whittle patented his jet-engine design in 1930). Von Ohain was recruited by the Heinkel company in 1936 to develop an engine for a jet aircraft. Ernst Heinkel was impressed by von Ohain's ideas and gave the project a high priority. The first engine was bench tested in September 1937. A more powerful version was developed and tested in air, suspended beneath a Heinkel dive-bomber, during the spring of 1939. A new airframe was designed to house the revolutionary power plant and designated the Heinkel He 178. A short flight was made on 24 August 1939 and the first recognized flight on 27 August. This important achievement received only a lukewarm response from the German authorities. Von Ohain's turbojet engine had a centrifugal compressor and developed a thrust of 380 kg (837 lb). An improved, more powerful, engine was developed and installed in a new twin-engined fighter design, the He 280. This flew on 2 April 1941 but never progressed beyond the prototype stage. By this time two other German companies, BMW and Junkers, were constructing successful turbojets with axial compressors: luckily for the Allies, Hitler was reluctant to pour his hard-pressed resources into this new breed of jet fighters. After the war, von Ohain emigrated to the United States and worked for the Air Force there.

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SUBJECT AREA: Electricity, Railways and locomotives

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Page graduated from Harvard in 1832 and subsequently attended Boston Medical School. He began to practise in Salem and also engaged in experimental research in electricity, discovering the improvement effected by substituting bundles of iron wire for solid bars in induction coils. He also created a device which he termed a Dynamic Multiplier, the prototype of the auto-transformer. Following a period in medical practice in Virginia, in 1841 he became one of the first two principal examiners in the United States Patent Office. He also held the Chair of Chemistry and Pharmacy at Columbian College, later George Washington University, between 1844 and 1849.

A prolific inventor, Page completed several large electric motors in which reciprocating action was converted to rotary motion, and invested an extravagant sum of public money in a foredoomed effort to develop a 10-ton electric locomotive powered by primary batteries. This was unsuccessfully demonstrated in April 1851 on the Washington-Baltimore railway and seriously damaged his reputation. Page approached Thomas Davenport with an offer of partnership, but Davenport refused.

After leaving the Patent Office in 1852 he became a patentee himself and advocated the reform of the patent procedures. Page returned to the Patent Office in 1861, and later persuaded Congress to pass a special Act permitting him to patent the induction coil. This was the cause, after his death, of protracted and widely publicized litigation.

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SUBJECT AREA: Electricity

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Mechanical devices to transform energy from a mechanical to an electrical form followed shortly after Faraday's discovery of induction. One of the earliest was Pixii's magneto generator. Pixii had been an instrument maker to Arago and Ampère for a number of years and his machine was first announced to the Academy of Sciences in Paris in September 1832. In this hand-driven generator a permanent magnet was rotated in close proximity to two coils on soft iron cores, producing an alternating current. Subsequently Pixii adapted to a larger version of his machine a "see-saw" switch or commutator devised by Ampère, in order to obtain a unidirectional current. The machine provided a current similar to that obtained with a chemical cell and was capable of decomposing water into oxygen and hydrogen. It was the prototype of many magneto-electric machines which followed.

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SUBJECT AREA: Agricultural and food technology

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John Ridley was a preacher in his youth, and then became a mill owner before migrating to Australia with his wife and daughters in 1839. Intending to continue his business in the new colony, he took with him a "Grasshopper" overbeam steam-engine made by James Watt, together with milling equipment. Cereal acreages were insufficient for the steam power he had available, and he expanded into saw milling as well as farming 300 acres. Aware of the Adelaide trials of reaping machines, he eventually built a prototype using the same principles as those developed by Wrathall Bull. After a successful trial in 1843 Ridley began the patent procedure in England, although he never completed the project. The agricultural press was highly enthusiastic about his machine, but when trials took place in 1855 the award went to a rival. The development of the stripper enabled a spectacular increase in the cereal acreage planted over the next decade. Ridley left Australia in 1853 and returned to England. He built a number of machines to his design in Leeds; however, these failed to perform in the much damper English climate. All of the machines were exported to South America, anticipating a substantial market to be exploited by Australian manufacturers.

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SUBJECT AREA: Electricity, Land transport, Public utilities, Railways and locomotives

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George Westinghouse's father was an ingenious manufacturer of agricultural implements; the son, after a spell in the Union Army during the Civil War, and subsequently in the Navy as an engineer, went to work for his father. He invented a rotary steam engine, which proved impracticable; a rerailing device for railway rolling stock in 1865; and a cast-steel frog for railway points, with longer life than the cast-iron frogs then used, in 1868–9. During the same period Westinghouse, like many other inventors, was considering how best to meet the evident need for a continuous brake for trains, i.e. one by which the driver could apply the brakes on all vehicles in a train simultaneously instead of relying on brakesmen on individual vehicles. By chance he encountered a magazine article about the construction of the Mont Cenis Tunnel, with a description of the pneumatic tools invented for it, and from this it occurred to him that compressed air might be used to operate the brakes along a train.

The first prototype was ready in 1869 and the Westinghouse Air Brake Company was set up to manufacture it. However, despite impressive demonstration of the brake's powers when it saved the test train from otherwise certain collision with a horse-drawn dray on a level crossing, railways were at first slow to adopt it. Then in 1872 Westinghouse added to it the triple valve, which enabled the train pipe to charge reservoirs beneath each vehicle, from which the compressed air would apply the brakes when pressure in the train pipe was reduced. This meant that the brake was now automatic: if a train became divided, the brakes on both parts would be applied. From then on, more and more American railways adopted the Westinghouse brake and the Railroad Safety Appliance Act of 1893 made air brakes compulsory in the USA. Air brakes were also adopted in most other parts of the world, although only a minority of British railway companies took them up, the remainder, with insular reluctance, preferring the less effective vacuum brake.

From 1880 Westinghouse was purchasing patents relating to means of interlocking railway signals and points; he combined them with his own inventions to produce a complete signalling system. The first really practical power signalling scheme, installed in the USA by Westinghouse in 1884, was operated pneumatically, but the development of railway signalling required an awareness of the powers of electricity, and it was probably this that first led Westinghouse to become interested in electrical processes and inventions. The Westinghouse Electric Company was formed in 1886: it pioneered the use of electricity distribution systems using high-voltage single-phase alternating current, which it developed from European practice. Initially this was violently opposed by established operators of direct-current distribution systems, but eventually the use of alternating current became widespread.

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   1) Child Development and the Intellectual Life

   There is no mystery about it: the child who is familiar with books, ideas, conversation-the ways and means of the intellectual life-before he begins school, indeed, before he begins consciously to think, has a marked advantage. He is at home in the House of intellect just as the stableboy is at home among horses, or the child of actors on the stage. (Barzun, 1959, p. 142)

   2) Comparison of Sensory- Motor Intelligence and Conceptual Thought

   It is... no exaggeration to say that sensory-motor intelligence is limited to desiring success or practical adaptation, whereas the function of verbal or conceptual thought is to know and state truth. (Piaget, 1954, p. 359)

   3) The Epistemological and Heuristic Parts of Intelligence

   ntelligence has two parts, which we shall call the epistemological and the heuristic. The epistemological part is the representation of the world in such a form that the solution of problems follows from the facts expressed in the representation. The heuristic part is the mechanism that on the basis of the information solves the problem and decides what to do. (McCarthy & Hayes, 1969, p. 466)

   3. Contextual approaches. To qualify as a useful contextual construct, intelligence should be a source of individual differences in accomplishments in "real-world" performances. It is not enough just to account for performance in the laboratory. On [sic] the contextual view, what a person does in the lab may not even remotely resemble what the person would do outside it. Moreover, different cultures may have different conceptions of intelligence, which affect what would count as intelligent in one cultural context versus another.

   4. Systems approaches. Systems approaches attempt to understand intelligence through the interaction of cognition with context. They attempt to establish a link between the two levels of analysis, and to analyze what forms this link takes. (Sternberg, 1994, pp. 263-264)

   5) High Intelligence Combined with the Greatest Degrees of Persistence

   High but not the highest intelligence, combined with the greatest degrees of persistence, will achieve greater eminence than the highest degree of intelligence with somewhat less persistence. (Cox, 1926, p. 187)

   6) Intelligence Is Not Marked by Definitive Criteria

   There are no definitive criteria of intelligence, just as there are none for chairness; it is a fuzzy-edged concept to which many features are relevant. Two people may both be quite intelligent and yet have very few traits in common-they resemble the prototype along different dimensions.... [Intelligence] is a resemblance between two individuals, one real and the other prototypical. (Neisser, 1979, p. 185)

   7) Synthesis of Differential and Information- Processing Approaches to the Study of Intelligence

   Given the complementary strengths and weaknesses of the differential and information-processing approaches, it should be possible, at least in theory, to synthesise an approach that would capitalise upon the strength of each approach, and thereby share the weakness of neither. (Sternberg, 1977, p. 65)

 

ГИС
Географическая информационная система
геоинформационная система
Информационная система, обеспечивающая сбор, хранение, обработку, доступ, отображение и распространение пространственно-координированных данных (пространственных данных). ГИС содержит данные о пространственных обьектах в форме их цифровых представлений (векторных, растровых, квадротомических и иных), включает соответствующий задачам набор функциональных возможностей ГИС, в которых реализуются операции геоинформационных технологий, или ГИС-технологий (GIS tehnology), поддерживается программным, аппаратным, информационным, нормативно-правовым, кадровым и организационным обеспечением. По территориапьному охвату различают глобальные, или планетарные ГИС (global GIS), субконтинентальные ГИС, национальные ГИС, зачастую имеющие статус государственных, региональные ГИС (regional GIS), субрегиональные ГИС и локальные, или местные ГИС (lokal GIS). ГИС различаются предметной областью информационного моделирования, к примеру, городские ГИС, или муниципальные ГИС, МГИС (urban GIS), природоохранные ГИС (environmental GIS) и т.п.; среди них особое наименование, как особо широко распространенные, получили земельные информационные системы. Проблемная ориентация ГИС определяется решаемыми в ней задачами (научными и прикладными), среди них инвентаризация ресурсов (в том числе кадастр), анализ, оценка, мониторинг, управление и ппантрование, поддержка принятия решений. Интегрированные ГИС, ИГИС (integrated GIS, IGIS) совмещают функциональные возможности ГИС и систем цифровой обработки изображений (материалов дистанционного зондирования) в единой интегрированной среде. Полимасштабные, или масштабно-независимые ГИС (multiscale GIS) основаны на множественных, или полимасштабных представпениях пространственных объектов (multiple representation, multiscale representation), обеспечивая графическое или картографическое вопроизведение данных на любом из избранных уровней масштабного ряда на основе единственного набора данных с наибольшим пространственным разрешением. Пространственно-временные ГИС (spatio-temporal GIS) оперируют пространственно-временными данными. Реализация геоинформационных проектов (GIS project), создание ГИС в широком смысле слова, включает этапы предпроектных исследований (feasibility stady), в том числе изучение требований пользователя (user requirements) и функциональных возможностей используемых программных средств ГИС, технико-экономическое обоснование, оценку соотношения "затраты/прибыль" (costs/benefits); системное проектирование ГИС (GIS designing), включая стадию пилот-проекта (pilot-project), разработку ГИС (GIS development); ее тестирование на небольшом территориальном фрагменте, или тестовом участке (test area), прототипирование, или создание опытного образца, прототипа (prototype); внедрение ГИС (GIS implementation), эксплуатацию и использование. Научные, технические, технологические и прикладные аспекты проектирования, создания и использования ГИС изучаются геоинформатикой.
[ http://www.morepc.ru/dict/]

Тематики

• информационные технологии в целом

Синонимы

• Географическая информационная система
• геоинформационная система

EN

• geographic information system
• GIS

 

технологии для автоматизации
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[Интент]

Параллельные тексты EN-RU

Automation technologies: a strong focal point for our R&D

Технологии для автоматизации - одна из главных тем наших научно исследовательских разработок

Automation is an area of ABB’s business with an extremely high level of technological innovation.

Автоматика относится к одной из областей деятельности компании АББ, для которой характерен исключительно высокий уровень технических инноваций.

In fact, it may be seen as a showcase for exhibiting the frontiers of development in several of today’s emerging technologies, like short-range wireless communication and microelectromechanical systems (MEMS).

В определенном смысле ее можно уподобить витрине, в которой выставлены передовые разработки из области только еще зарождающихся технологий, примерами которых являются ближняя беспроводная связь и микроэлектромеханические системы (micro electromechanical systems MEMS).

Mechatronics – the synthesis of mechanics and electronics – is another very exciting and rapidly developing area, and the foundation on which ABB has built its highly successful, fast-growing robotics business.

Еще одной исключительно интересной быстро развивающейся областью и в то же время фундаментом, на котором АББ в последнее время строит свой исключительно успешный и быстро расширяющийся бизнес в области робототехники, является мехатроника - синтез механики с электроникой.

Robotic precision has now reached the levels we have come to expect of the watch-making industry, while robots’ mechanical capabilities continue to improve significantly.

Точность работы робототехнических устройств достигла сегодня уровней, которые мы привыкли ожидать только на предприятиях часовой промышленности. Большими темпами продолжают расти и механические возможности роботов.

Behind the scenes, highly sophisticated electronics and software control every move these robots make.

А за кулисами всеми перемещениями робота управляют сложные электронные устройства и компьютерные программы.

Throughout industry today we see a major shift of ‘intelligence’ to lower levels in the automation system hierarchy, leading to a demand for more communication within the system.

Во всех отраслях промышленности сегодня наблюдается интенсивный перенос "интеллекта" на нижние уровни иерархии автоматизированных систем, что требует дальнейшего развития внутрисистемных средств обмена.

‘Smart’ transmitters, with powerful microprocessors, memory chips and special software, carry out vital operations close to the processes they are monitoring.

"Интеллектуальные" датчики, снабженные высокопроизводительными микропроцессорами, мощными чипами памяти и специальным программно-математическим обеспечением, выполняют особо ответственные операции в непосредственной близости от контролируемых процессов.

And they capture and store data crucial for remote diagnostics and maintenance.

Они же обеспечивают возможность измерения и регистрации информации, крайне необходимой для дистанционной диагностики и дистанционного обслуживания техники.

The communication highway linking such systems is provided by fieldbuses.

В качестве коммуникационных магистралей, связывающих такого рода системы, служат промышленные шины fieldbus.

In an ideal world there would be no more than a few, preferably just one, fieldbus standard.

В идеале на промышленные шины должно было бы существовать небольшое количество, а лучше всего вообще только один стандарт.

However, there are still too many of them, so ABB has developed ‘fieldbus plugs’ that, with the help of translation, enable devices to communicate across different standards.

К сожалению, на деле количество их типов продолжает оставаться слишком разнообразным. Ввиду этой особенности рынка промышленных шин компанией АББ разработаны "штепсельные разъемы", которые с помощью средств преобразования обеспечивают общение различных устройств вопреки границам, возникшим из-за различий в стандартах.

This makes life easier as well as less costly for our customers. Every automation system is dependent on an electrical network for distributing – and interrupting, when necessary – the power needed to carry out its various functions.

Это, безусловно, не только облегчает, но и удешевляет жизнь нашим заказчикам. Ни одна система автоматики не может работать без сети, обеспечивающей подачу, а при необходимости и отключение напряжения, необходимого для выполнения автоматикой своих задач.

Here, too, we see a clear trend toward more intelligence and communication, for example in traditional electromechanical devices such as contactors and switches.

И здесь наблюдаются отчетливо выраженные тенденции к повышению уровня интеллектуальности и расширению возможностей связи, например, в таких традиционных электромеханических устройствах, как контакторы и выключатели.

We are pleased to see that our R&D efforts in these areas over the past few years are bearing fruit.

Мы с удовлетворением отмечаем, что научно-исследовательские разработки, выполненные нами за последние годы в названных областях, начинают приносить свои плоды.

Recently, we have seen a strong increase in the use of wireless technology in industry.

В последнее время на промышленных предприятиях наблюдается резкое расширение применения техники беспроводной связи.

This is a key R&D area at ABB, and several prototype applications have already been developed.

В компании АББ эта область также относится к числу одной из ключевых тем научно-исследовательских разработок, результатом которых стало создание ряда опытных образцов изделий практического направления.

At the international Bluetooth Conference in Amsterdam in June 2002, we presented a truly ‘wire-less’ proximity sensor – with even a wireless power supply.

На международной конференции по системам Bluetooth, состоявшейся в Амстердаме в июне 2002 г., наши специалисты выступили с докладом о поистине "беспроводном" датчике ближней локации, снабженном опять-таки "беспроводным" источником питания.

This was its second major showing after the launch at the Hanover Fair.

На столь крупном мероприятии это устройство демонстрировалось во второй раз после своего первого показа на Ганноверской торгово-промышленной ярмарке.

Advances in microelectronic device technology are also having a profound impact on the power electronics systems around which modern drive systems are built.

Достижения в области микроэлектроники оказывают также глубокое влияние на системы силовой электроники, лежащие в основе современных приводных устройств.

The ABB drive family ACS 800 is visible proof of this.

Наглядным тому доказательством может служить линейка блоков регулирования частоты вращения электродвигателей ACS-800, производство которой начато компанией АББ.

Combining advanced trench gate IGBT technology with efficient cooling and innovative design, this drive – for motors rated from 1.1 to 500 kW – has a footprint for some power ranges which is six times smaller than competing systems.

Предназначены они для двигателей мощностью от 1,1 до 500 кВт. В блоках применена новейшая разновидность приборов - биполярные транзисторы с изолированным желобковым затвором (trench gate IGBT) в сочетании с новыми конструктивными решениями, благодаря чему в отдельных диапазонах мощностей габариты блоков удалось снизить по сравнению с конкурирующими изделиями в шесть раз.

To get the maximum benefit out of this innovative drive solution we have also developed a new permanent magnet motor.

Стремясь с максимальной пользой использовать новые блоки регулирования, мы параллельно с ними разработали новый двигатель с постоянными магнитами.

It uses neodymium iron boron, a magnetic material which is more powerful at room temperature than any other known today.

В нем применен новый магнитный материал на основе неодима, железа и бора, характеристики которого при комнатной температуре на сегодняшний день не имеют себе равных.

The combination of new drive and new motor reduces losses by as much as 30%, lowering energy costs and improving sustainability – both urgently necessary – at the same time.

Совместное использование нового блока регулирования частоты вращения с новым двигателем снижает потери мощности до 30 %, что позволяет решить сразу две исключительно актуальные задачи:
сократить затраты на электроэнергию и повысить уровень безотказности.

These innovations are utilized most fully, and yield the maximum benefit, when integrated by means of our Industrial IT architecture.

Потенциал перечисленных выше новых разработок используется в наиболее полной степени, а сами они приносят максимальную выгоду, если их интеграция осуществлена на основе нашей архитектуры IndustrialIT.

Industrial IT is a unique platform for exploiting the full potential of information technology in industrial applications.

IndustrialIT представляет собой уникальную платформу, позволяющую в максимальной степени использовать возможности информационных технологий применительно к задачам промышленности.

Consequently, our new products and technologies are Industrial IT Enabled, meaning that they can be integrated in the Industrial IT architecture in a ‘plug and produce’ manner.

Именно поэтому все наши новые изделия и технологии выпускаются в варианте, совместимом с архитектурой IndustrialIT, что означает их способность к интеграции с этой архитектурой по принципу "подключи и производи".

We are excited to present in this issue of ABB Review some of our R&D work and a selection of achievements in such a vital area of our business as Automation.

Мы рады представить в настоящем номере "АББ ревю" некоторые из наших научно-исследовательских разработок и достижений в такой жизненно важной для нашего бизнеса области, как автоматика.

R&D investment in our corporate technology programs is the foundation on which our product and system innovation is built.

Вклад наших разработок в общекорпоративные технологические программы группы АББ служит основой для реализации новых технических решений в создаваемых нами устройствах и системах.

Examples abound in the areas of control engineering, MEMS, wireless communication, materials – and, last but not least, software technologies. Enjoy reading about them.
[ABB Review]

Это подтверждается многочисленными примерами из области техники управления, микроэлектромеханических систем, ближней радиосвязи, материаловедения и не в последнюю очередь программотехники. Хотелось бы пожелать читателю получить удовольствие от чтения этих материалов.
[Перевод Интент]

Тематики

• автоматизированные системы

EN

• automation technologies