-
1 tank efficiency factor
Англо-русский словарь промышленной и научной лексики > tank efficiency factor
-
2 производительность ванной печи
Русско-английский политехнический словарь > производительность ванной печи
-
3 производительность ванной печи
Engineering: tank efficiencyУниверсальный русско-английский словарь > производительность ванной печи
-
4 топливный
авиационная топливная смесьaviation mixed fuelблок топливных форсунокfuel nozzles groupдавление в топливном бакеtank pressureдальность полета без дополнительных топливных баковbuilt-in rangeдвухсопловая топливная форсункаtwo-jet fuel nozzleдополнительный топливный бак1. ventral fuel tank2. ferry fuel tank дренажное отверстие топливного бакаfuel tankдренаж топливного бакаfuel tank drainageемкость топливных баков1. tank capacity2. fuel tankage заборник воздуха для надува топливных баков от скоростного напораram air assemblyзадний топливный бакaft fuel tankзадний топливный насосaft fuel pumpкран соединения топливных баковintertank valveкрышка топливного бакаtank capложемент топливного бакаfuel tank supportмагистраль кольцевания топливных баковfuel crossfeed lineмягкий топливный бак1. bag fuel tank2. flexible fuel tank наддув топливного аккумулятораfuel accumulator pressurizationосновной топливный коллекторmain fuel manifoldпервый топливный коллекторprimary fuel starting manifoldпереключатель топливных баковfuel selectorподвесной топливный бак1. external fuel tank2. slipper fuel tank проливать топливную форсункуtest a fuel nozzleпротектированный топливный бакself-sealing fuel tankрабочая топливная форсункаmain fuel nozzleрабочий топливный бакservice fuel tankрасходный отсек топливного бакаfuel reservoirрасходный топливный бакfuel consumed tankсистема дренажа топливных коллекторовfuel manifold drain systemсистема кольцевания топливных баковfuel cross-feed systemсистема обогащения топливной смесиfuel enrichment systemсистема размещения топливных баковfuel storage systemскорость заправки топливных баковfuel tank filling rateслив конденсата из топливных баковfuel tank water drainageтопливная системаfuel systemтопливная система высокого давленияhigh-pressure fuel systemтопливная система двигателяengine fuel systemтопливная форсунка1. fuel atomizer2. fuel nozzle топливная эффективностьfuel efficiencyтопливный аккумуляторfuel accumulatorтопливный бакfuel tankтопливный бак, устанавливаемый на конце крылаwingtip fuel tankтопливный жиклерfuel jetтопливный заправочный шланг1. refuel hose2. fueling hose топливный коллектор большого газаhigh-speed fuel manifoldтопливный коллектор малого газаlow-speed fuel manifoldтопливный крыльевой бакwing fuel tankтопливный насосfuel pumpтопливный насос низкого давленияfuel backup pumpтопливный насос приемистостиaccelerating pumpтопливный отсекfuel callтопливный отсек крылаwing integral fuel tankтопливный расходомерfuel flow meterтопливный складfuel depotтопливный трубопроводfuel pipelineтопливный фильтр1. fuel filter2. fuel screen топливный щитокfuel control panelуказатель качества топливной смесиfuel mixture indicatorштуцер топливной системыfuel connection -
5 Priestman, William Dent
SUBJECT AREA: Steam and internal combustion engines[br]b. 23 August 1847 Sutton, Hull, Englandd. 7 September 1936 Hull, England[br]English oil engine pioneer.[br]William was the second son and one of eleven children of Samuel Priestman, who had moved to Hull after retiring as a corn miller in Kirkstall, Leeds, and who in retirement had become a director of the North Eastern Railway Company. The family were strict Quakers, so William was sent to the Quaker School in Bootham, York. He left school at the age of 17 to start an engineering apprenticeship at the Humber Iron Works, but this company failed so the apprenticeship was continued with the North Eastern Railway, Gateshead. In 1869 he joined the hydraulics department of Sir William Armstrong \& Company, Newcastle upon Tyne, but after a year there his father financed him in business at a small, run down works, the Holderness Foundry, Hull. He was soon joined by his brother, Samuel, their main business being the manufacture of dredging equipment (grabs), cranes and winches. In the late 1870s William became interested in internal combustion engines. He took a sublicence to manufacture petrol engines to the patents of Eugène Etève of Paris from the British licensees, Moll and Dando. These engines operated in a similar manner to the non-compression gas engines of Lenoir. Failure to make the two-stroke version of this engine work satisfactorily forced him to pay royalties to Crossley Bros, the British licensees of the Otto four-stroke patents.Fear of the dangers of petrol as a fuel, reflected by the associated very high insurance premiums, led William to experiment with the use of lamp oil as an engine fuel. His first of many patents was for a vaporizer. This was in 1885, well before Ackroyd Stuart. What distinguished the Priestman engine was the provision of an air pump which pressurized the fuel tank, outlets at the top and bottom of which led to a fuel atomizer injecting continuously into a vaporizing chamber heated by the exhaust gases. A spring-loaded inlet valve connected the chamber to the atmosphere, with the inlet valve proper between the chamber and the working cylinder being camoperated. A plug valve in the fuel line and a butterfly valve at the inlet to the chamber were operated, via a linkage, by the speed governor; this is believed to be the first use of this method of control. It was found that vaporization was only partly achieved, the higher fractions of the fuel condensing on the cylinder walls. A virtue was made of this as it provided vital lubrication. A starting system had to be provided, this comprising a lamp for preheating the vaporizing chamber and a hand pump for pressurizing the fuel tank.Engines of 2–10 hp (1.5–7.5 kW) were exhibited to the press in 1886; of these, a vertical engine was installed in a tram car and one of the horizontals in a motor dray. In 1888, engines were shown publicly at the Royal Agricultural Show, while in 1890 two-cylinder vertical marine engines were introduced in sizes from 2 to 10 hp (1.5–7.5 kW), and later double-acting ones up to some 60 hp (45 kW). First, clutch and gearbox reversing was used, but reversing propellers were fitted later (Priestman patent of 1892). In the same year a factory was established in Philadelphia, USA, where engines in the range 5–20 hp (3.7–15 kW) were made. Construction was radically different from that of the previous ones, the bosses of the twin flywheels acting as crank discs with the main bearings on the outside.On independent test in 1892, a Priestman engine achieved a full-load brake thermal efficiency of some 14 per cent, a very creditable figure for a compression ratio limited to under 3:1 by detonation problems. However, efficiency at low loads fell off seriously owing to the throttle governing, and the engines were heavy, complex and expensive compared with the competition.Decline in sales of dredging equipment and bad debts forced the firm into insolvency in 1895 and receivers took over. A new company was formed, the brothers being excluded. However, they were able to attend board meetings, but to exert no influence. Engine activities ceased in about 1904 after over 1,000 engines had been made. It is probable that the Quaker ethics of the brothers were out of place in a business that was becoming increasingly cut-throat. William spent the rest of his long life serving others.[br]Further ReadingC.Lyle Cummins, 1976, Internal Fire, Carnot Press.C.Lyle Cummins and J.D.Priestman, 1985, "William Dent Priestman, oil engine pioneer and inventor: his engine patents 1885–1901", Proceedings of the Institution ofMechanical Engineers 199:133.Anthony Harcombe, 1977, "Priestman's oil engine", Stationary Engine Magazine 42 (August).JBBiographical history of technology > Priestman, William Dent
-
6 Fairlie, Robert Francis
[br]b. March 1831 Scotlandd. 31 July 1885 Clapham, London, England[br]British engineer, designer of the double-bogie locomotive, advocate of narrow-gauge railways.[br]Fairlie worked on railways in Ireland and India, and established himself as a consulting engineer in London by the early 1860s. In 1864 he patented his design of locomotive: it was to be carried on two bogies and had a double boiler, the barrels extending in each direction from a central firebox. From smokeboxes at the outer ends, return tubes led to a single central chimney. At that time in British practice, locomotives of ever-increasing size were being carried on longer and longer rigid wheelbases, but often only one or two of their three or four pairs of wheels were powered. Bogies were little used and then only for carrying-wheels rather than driving-wheels: since their pivots were given no sideplay, they were of little value. Fairlie's design offered a powerful locomotive with a wheelbase which though long would be flexible; it would ride well and have all wheels driven and available for adhesion.The first five double Fairlie locomotives were built by James Cross \& Co. of St Helens during 1865–7. None was particularly successful: the single central chimney of the original design had been replaced by two chimneys, one at each end of the locomotive, but the single central firebox was retained, so that exhaust up one chimney tended to draw cold air down the other. In 1870 the next double Fairlie, Little Wonder, was built for the Festiniog Railway, on which C.E. Spooner was pioneering steam trains of very narrow gauge. The order had gone to George England, but the locomotive was completed by his successor in business, the Fairlie Engine \& Steam Carriage Company, in which Fairlie and George England's son were the principal partners. Little Wonder was given two inner fireboxes separated by a water space and proved outstandingly successful. The spectacle of this locomotive hauling immensely long trains up grade, through the Festiniog Railway's sinuous curves, was demonstrated before engineers from many parts of the world and had lasting effect. Fairlie himself became a great protagonist of narrow-gauge railways and influenced their construction in many countries.Towards the end of the 1860s, Fairlie was designing steam carriages or, as they would now be called, railcars, but only one was built before the death of George England Jr precipitated closure of the works in 1870. Fairlie's business became a design agency and his patent locomotives were built in large numbers under licence by many noted locomotive builders, for narrow, standard and broad gauges. Few operated in Britain, but many did in other lands; they were particularly successful in Mexico and Russia.Many Fairlie locomotives were fitted with the radial valve gear invented by Egide Walschaert; Fairlie's role in the universal adoption of this valve gear was instrumental, for he introduced it to Britain in 1877 and fitted it to locomotives for New Zealand, whence it eventually spread worldwide. Earlier, in 1869, the Great Southern \& Western Railway of Ireland had built in its works the first "single Fairlie", a 0–4–4 tank engine carried on two bogies but with only one of them powered. This type, too, became popular during the last part of the nineteenth century. In the USA it was built in quantity by William Mason of Mason Machine Works, Taunton, Massachusetts, in preference to the double-ended type.Double Fairlies may still be seen in operation on the Festiniog Railway; some of Fairlie's ideas were far ahead of their time, and modern diesel and electric locomotives are of the powered-bogie, double-ended type.[br]Bibliography1864, British patent no. 1,210 (Fairlie's master patent).1864, Locomotive Engines, What They Are and What They Ought to Be, London; reprinted 1969, Portmadoc: Festiniog Railway Co. (promoting his ideas for locomotives).1865, British patent no. 3,185 (single Fairlie).1867. British patent no. 3,221 (combined locomotive/carriage).1868. "Railways and their Management", Journal of the Society of Arts: 328. 1871. "On the Gauge for Railways of the Future", abstract in Report of the FortiethMeeting of the British Association in 1870: 215. 1872. British patent no. 2,387 (taper boiler).1872, Railways or No Railways. "Narrow Gauge, Economy with Efficiency; or Broad Gauge, Costliness with Extravagance", London: Effingham Wilson; repr. 1990s Canton, Ohio: Railhead Publications (promoting the cause for narrow-gauge railways).Further ReadingFairlie and his patent locomotives are well described in: P.C.Dewhurst, 1962, "The Fairlie locomotive", Part 1, Transactions of the Newcomen Society 34; 1966, Part 2, Transactions 39.R.A.S.Abbott, 1970, The Fairlie Locomotive, Newton Abbot: David \& Charles.PJGRBiographical history of technology > Fairlie, Robert Francis
-
7 Walschaert, Egide
SUBJECT AREA: Steam and internal combustion engines[br]b. 20 January 1820 Mechlin, Belgiumd. 18 February 1901 Saint-Lilies, Brussels, Belgium[br]Belgian inventor of Walschaerrt valve gear for steam engines.[br]Walschaert was appointed Foreman of the Brussels Midi workshops of the Belgian State Railways in 1844, when they were opened, and remained in this position until 1885. He invented his valve gear the year he took up his appointment and was allowed to fit it to a 2–2–2 locomotive in 1848, the results being excellent. It was soon adopted in Belgium and to a lesser extent in France, but although it offered accessibility, light weight and mechanical efficiency, railways elsewhere were remarkably slow to take it up. It was first used in the British Isles in 1878, on a 0–4–4 tank locomotive built to the patent of Robert Fairlie, but was not used again there until 1890. By contrast, Fairlie had already used Walchaert's valve gear in 1873, on locomotives for New Zealand, and when New Zealand Railways started to build their own locomotives in 1889 they perpetuated it. The valve gear was only introduced to the USA following a visit by an executive of the Baldwin Locomotive Works to New Zealand ten years later. Subsequently it came to be used almost everywhere there were steam locomotives. Walschaert himself invented other improvements for steam engines, but none with lasting effect.[br]Further ReadingP.Ransome-Wallis (ed.), 1959, The Concise Encyclopaedia, of World Railway Locomotives, London: Hutchinson (includes both a brief biography of Walschaert (p.502) and a technical description of his valve gear (p. 298)).E.L.Ahrons, 1927, The British Steam Railway Locomotive 1825–1925, London: The Locomotive Publishing Co., pp. 224 and 289 (describes the introduction of the valve gear to Britain).J.B.Snell, 1964, Early Railways, London: Weidenfeld \& Nicolson, 103.PJGR -
8 водометный движитель
Русско-английский военно-политический словарь > водометный движитель
-
9 коэффициент влияния корпуса
Русско-английский военно-политический словарь > коэффициент влияния корпуса
-
10 механический
включать подачу топлива из бока с помощью механического кранаturn the proper tank onизмеритель крутящего механического типаshaft-type torquemeterмеханическая отдачаmechanical efficiencyмеханическая система охлажденияmechanical cooling systemмеханическая энергияmechanical energyмеханический сигнализатор юзаfoot thumperмеханический толкательthumperмеханический указатель положенияmechanical position indicatorмеханический упор шагаmechanical pitch lock
См. также в других словарях:
Tank leaching — Tank leaching, also called vat leaching, is a hydrometallurgical method of extracting valuable material (usually metals) from ore. It involves placing ore, usually after size reduction and classification, in large tanks or vats containing a… … Wikipedia
Tank — For other uses, see Tank (disambiguation). Tank A former British Arm … Wikipedia
Tank locomotive — A tank locomotive is a steam locomotive that carries its own fuel and water on it, instead of pulling it behind it in a tender. Types of locomotive There are a number of types of locomotive, based on the location and style of the water tanks.… … Wikipedia
Tank destroyer battalion (United States) — units. Over a hundred battalions were formed, of which more than half saw combat service, but the force was disbanded shortly after the end of the war.Development of the tank destroyer doctrineIn the opening offensives of the Second World War,… … Wikipedia
tank — tankless, adj. tanklike, adj. /tangk/, n. 1. a large receptacle, container, or structure for holding a liquid or gas: tanks for storing oil. 2. a natural or artificial pool, pond, or lake. 3. Mil. an armored, self propelled combat vehicle, armed… … Universalium
Comet tank — Tank, Cruiser, Comet I (A34) Comet tank in the Militärhistorisches Museum der Bundeswehr Type Cruiser tank Place o … Wikipedia
Septic tank — A septic tank, the key component of a septic system, is a small scale sewage treatment system common in areas with no connection to main sewage pipes provided by private corporations or local governments. (Other components, typically mandated… … Wikipedia
Fuel efficiency in transportation — This page describes fuel efficiency in means of transportation. For the environmental impact assessment of a given product or service throughout its lifespan, see life cycle assessment. Caveats Comparing Fuel efficiency in transportation is a bit … Wikipedia
Type 63 light tank — Infobox Weapon name=Type 63 caption=Chinese Type 63 I tank at the China People s Revolution Military Museum. origin=People s Republic of China type=Amphibious light tank is vehicle=yes spec label=Type 63 I service=1963 – present used by=See… … Wikipedia
Hot water storage tank — 2 parallelled red hot water storage tank connected to a wood furnace … Wikipedia
Type 63 (tank) — This article is about the tank. For other uses, see Type 63. Type 63 Chinese Type 63 I tank at the China People s Revolution Military Museum. Type Amphibious l … Wikipedia
