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121 Clerk, Sir Dugald
[br]b. 31 March 1854 Glasgow, Scotlandd. 12 November 1932 Ewhurst, Surrey, England[br]Scottish mechanical engineer, inventor of the two-stroke internal combustion engine.[br]Clerk began his engineering training at about the age of 15 in the drawing office of H.O.Robinson \& Company, Glasgow, and in his father's works. Meanwhile, he studied at the West of Scotland Technical College and then, from 1871 to 1876, at Anderson's College, Glasgow, and at the Yorkshire College of Science, Leeds. Here he worked under and then became assistant to the distinguished chemist T.E.Thorpe, who set him to work on the fractional distillation of petroleum, which was to be useful to him in his later work. At that time he had intended to become a chemical engineer, but seeing a Lenoir gas engine at work, after his return to Glasgow, turned his main interest to gas and other internal combustion engines. He pursued his investigations first at Thomson, Sterne \& Company (1877–85) and then at Tangyes of Birmingham (1886–88. In 1888 he began a lifelong partnership in Marks and Clerk, consulting engineers and patent agents, in London.Beginning his work on gas engines in 1876, he achieved two patents in the two following years. In 1878 he made his principal invention, patented in 1881, of an engine working on the two-stroke cycle, in which the piston is powered during each revolution of the crankshaft, instead of alternate revolutions as in the Otto four-stroke cycle. In this engine, Clerk introduced supercharging, or increasing the pressure of the air intake. Many engines of the Clerk type were made but their popularity waned after the patent for the Otto engine expired in 1890. Interest was later revived, particularly for application to large gas engines, but Clerk's engine eventually came into its own where simple, low-power motors are needed, such as in motor cycles or motor mowers.Clerk's work on the theory and design of gas engines bore fruit in the book The Gas Engine (1886), republished with an extended text in 1909 as The Gas, Petrol and Oil Engine; these and a number of papers in scientific journals won him international renown. During and after the First World War, Clerk widened the scope of his interests and served, often as chairman, on many bodies in the field of science and industry.[br]Principal Honours and DistinctionsKnighted 1917; FRS 1908; Royal Society Royal Medal 1924; Royal Society of Arts Alber Medal 1922.Further ReadingObituary Notices of Fellows of the Royal Society, no. 2, 1933.LRD -
122 Benz, Karl
[br]b. 25 November 1844 Pfaffenrot, Black Forest, Germanyd. 4 April 1929 Ladenburg, near Mannheim, Germany[br]German inventor of one of the first motor cars.[br]The son of a railway mechanic, it is said that as a child one of his hobbies was the repair of Black Forest clocks. He trained as a mechanical engineer at the Karlsruhe Lyzeum and Polytechnikum under Ferdinand Redtenbacher (d. 1863), who pointed out to him the need for a more portable power source than the steam engine. He went to Maschinenbau Gesellschaft Karlsruhe for workshop experience and then joined Schweizer \& Cie, Mannheim, for two years. In 1868 he went to the Benkiser Brothers at Pforzheim. In 1871 he set up a small machine-tool works at Mannheim, but in 1877, in financial difficulties, he turned to the idea of an entirely new product based on the internal-combustion engine. At this time, N.A. Otto held the patent for the four-stroke internal-combustion engine, so Benz had to put his hopes on a two-stroke design. He avoided the trouble with Dugald Clerk's engine and designed one in which the fuel would not ignite in the pump and in which the cylinder was swept with fresh air between each two firing strokes. His first car had a sparking plug and coil ignition. By 1879 he had developed the engine to a stage where it would run satisfactorily with little attention. On 31 December 1879, with his wife Bertha working the treadle of her sewing machine to charge the batteries, he demonstrated his engine in street trials in Mannheim. In the summer of 1888, unknown to her husband, Bertha drove one of his cars the 80 km (50 miles) to Pforzheim and back with her two sons, aged 13 and 15. She and the elder boy pushed the car up hills while the younger one steered. They bought petrol from an apothecary in Wiesloch and had a brake block repaired in Bauschlott by the village cobbler. Karl Benz's comments on her return from this venture are not recorded! Financial problems prevented immediate commercial production of the automobile, but in 1882 Benz set up the Gasmotorenfabrik Mannheim. After trouble with some of his partners, he left in 1883 and formed a new company, Benz \& Cie, Rheinische Gasmotorenfabrik. Otto's patent was revoked in 1886 and in that year Benz patented a motor car with a gas engine drive. He manufactured a 0.8hp car, the engine running at 250 rpm with a horizontal flywheel, exhibited at the Paris Fair in 1889. He was not successful in finding anyone in France who would undertake manufacture. This first car was a three-wheeler, and soon after he produced a four-wheeled car, but he quarrelled with his co-directors, and although he left the board in 1902 he rejoined it soon after.[br]Further ReadingSt J.Nixon, 1936, The Invention of the Automobile. E.Diesel et al., 1960, From Engines to Autos. E.Johnson, 1986, The Dawn of Motoring.IMcN -
123 four
четыре; группа или набор из четырёх предметов; pl. четырёхцилиндровый автомобиль; четырёхцилиндровый двигатель- four-ball machine - four-ball tester - four-bar linkage - four-bar mechanism - four-bar motion - four-barrel carburetor - four-barrel engine - four-bearing - four-bladed fan - four-bolt joint - four-boss breaker cam - four-bottle runner - four by four - four-by-four vehicle - four-by-two vehicle - four-car articulated set - four-chamber - four-channel antilock brake system - four corners - four-crank press - four-cycle - four-cycle diesel engine - four-dimensional interval - four-dimensional momentum - four-door - four-engined - four face column - four-foot way - four-high - four-jaw chuck - four-jawed - four-jawed chuck - four-jet turbine - four-lane - four-lane highway - four-lane road - four-layer - four layers hose - four-leg crossroads - four-leg junction - four-leg sling - four-legged intersection - four-level - four-part alloy - four-piece rim - four-piece wheel - four-pin driven nut - four-pin plug - four piston calliper disk brake - four piston disk brake caliper - four-pocket hydrostatic bearing - four-point - four-point ball contact in roller bearing - four-point bend - four-point bending - four-point control method - four-point loading - four-point probe - four-point suspension press - four-point press - four-pole - four-port valve - four quadrant detector - four quadrant operation - four-range - four-recess hydrostatic bearing - four-roll bending machine - four-roll forming machine - four-row - four-rowed - four-seater - four-sheave crownblock - four-sheave traveling block - four-sided trunnion fixture - four-speed - four-square scraper - four square setup - four-stage - four-stage blower - four-stage compressor - four-stage supercharger - four-start worm - four-strand chain - four-stroke - four-stroke cycle - four-stroke-cycle diesel - four-stroke diesel - four stroke engine - four-support cross-bar - four-throw crankshaft - four tube core - four unit sliding door - four velocity - four-way - four-way control valve - four-way directional control valve - four-way power seat - four-way socket wrench - four-way valve - four-wheel - four-wheel drive transmission - four-wheel drive truck - four-wheel drive vehicle - four-wheel steering - four-wheel truck - four-wheeled - four-wheeled wagon - four-wheeler - four-wire cable -
124 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
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125 Butler, Edward
[br]b. 1863d. 1940[br]English motoring pioneer, designer of a motor tricycle.[br]In 1884 Butler patented a design for a motor tricycle that was shown that year at the Stanley Cycle Show and in the following year at the Inventions Exhibition. In 1887 he patented his "Petrol-tricycle", which was built the following year. The cycle was steered through its two front wheels, while it was driven through its single rear wheel. The motor, which was directly connected to the rear wheel hub by means of overhung cranks, consisted of a pair of water-cooled 2 1/4 in. (57 mm) bore cylinders with an 8 in. (203 mm) stroke working on the Clerk two-stroke cycle. Ignition was by electric spark produced by a wiper breaking contact with the piston, adopted from Butler's own design of electrostatic ignition machine; this was later replaced by a Ruhmkorff coil and a battery. There was insufficient power with direct drive and the low engine speed of c.100 rpm, producing a road speed of approximately 12 mph (19 km/h), so Butler redesigned the engine with a 6 3/4 in. (171 mm) stroke and a four-stroke cycle with an epicyclic reduction gear drive of 4:1 and later 6:1 ratio which could run at 600 rpm. The combination of restrictive speed-limit laws and shortsightedness of his backers prevented development, despite successful road demonstrations. Interest was non-existent by 1895, and the following year this first English internal combustion engined motorcycle was broken up for the scrap value of some 163 lb (74 kg) of copper and brass contained in its structure.[br]Further ReadingC.F.Caunter, 1982, Motor Cycles, 3rd edn, London: HMSO/Science Museum.IMcN -
126 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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127 diesel
дизель; двигатель Дизеля; дизельный двигатель; двигатель дизельного типа; дизельное топливо; II дизельный- diesel coolant additive - diesel engine - diesel engine with air cell - diesel engine with antechamber - diesel engine with direct injection - diesel engine with mechanical injection - diesel-engined car - diesel-exhaust trap - diesel fuel - diesel gas generator - diesel-generator set - diesel hammer - diesel index - diesel lubrication oil - diesel motor - diesel oil - diesel-powered truck - diesel pump - fourstroke-cycle diesel - diesel runaway - diesel shovel - diesel tractor - cross-head diesel engine - double-acting diesel engine - dual-fuel diesel engine - in-line diesel engine - mine diesel locomotive - naturally aspirated diesel - open-chamber diesel engine - precombustion chamber diesel engine - prechamber diesel engine - solid injection diesel engine - supercharged diesel engine - swirl-chamber diesel engine - trunk-piston diesel engine - two-stroke diesel engine -
128 diesel
1) дизель
2) дизель-мотор
3) дизельный
4) тепловозный ∙ air-cell diesel engine ≈ воздушно-камерный дизель air-injecitn diesel engine ≈ компрессорный дизель cross-head diesel engine ≈ крейцкопфный дизель diesel engine is supercharged ≈ дизель работает с наддувом diesel locomotive engine ≈ ж.-д. двигатель тепловозный diesel locomotive operation ≈ тепловозная тяга double-acting diesel engine ≈ дизель двойного действия dual-fuel diesel engine ≈ двухтопливный дизель four-cycle diesel engine ≈ четырехтактный дизель in-line diesel engine ≈ рядный дизель marine diesel engine ≈ морской дизель open-chamber diesel engine ≈ дизель с неразделенной камерой single-acting diesel engine ≈ дизель простого действия supercharged diesel engine ≈ дизель с наддувом swirl-chamber diesel engine ≈ вихрекамерный дизель trunk-piston diesel engine ≈ тронковый двигатель two-stroke diesel engine ≈ двухтактный дизель - Diesel cycle - diesel building - diesel engine - diesel fuel - diesel generator - diesel index - diesel locomotive - diesel oil - diesel plant - diesel switcher - diesel towboat - diesel tractor - diesel tug (американизм) работать после выключения зажигания (о двигателе)
См. также в других словарях:
Two-stroke engine — Brons two stroke V8 Diesel engine driving a Heemaf generator. A two stroke engine is an internal combustion engine that completes the process cycle in one revolution of the crankshaft (an up stroke and a down stroke of the piston, compared to… … Wikipedia
two-stroke engine — dvitaktis variklis statusas T sritis fizika atitikmenys: angl. two cycle engine; two stroke engine vok. Zweitaktmotor, m rus. двухтактный двигатель, m pranc. moteur à deux temps, m … Fizikos terminų žodynas
two-stroke engine — dvitaktis variklis statusas T sritis Energetika apibrėžtis Stūmoklinis vidaus degimo variklis, kurio darbo ciklas vyksta per dvi stūmoklio eigas (2 taktus), t. y. per vieną alkūninio veleno apsisukimą. Skirtingai negu keturtakčio vidaus degimo… … Aiškinamasis šiluminės ir branduolinės technikos terminų žodynas
two-stroke engine — noun An engine in which the pistons perform two strokes per engine cycle (i.e., intake/compression and combustion/exhaust). See Also: four stroke engine … Wiktionary
two stroke engine — internal combustion engine in which each instance of combustion undergoes two strokes by the pistons (used mainly in motorcycles) … English contemporary dictionary
two-cycle engine — dvitaktis variklis statusas T sritis fizika atitikmenys: angl. two cycle engine; two stroke engine vok. Zweitaktmotor, m rus. двухтактный двигатель, m pranc. moteur à deux temps, m … Fizikos terminų žodynas
two-cycle engine — dvitaktis variklis statusas T sritis Energetika apibrėžtis Stūmoklinis vidaus degimo variklis, kurio darbo ciklas vyksta per dvi stūmoklio eigas (2 taktus), t. y. per vieną alkūninio veleno apsisukimą. Skirtingai negu keturtakčio vidaus degimo… … Aiškinamasis šiluminės ir branduolinės technikos terminų žodynas
two-cycle engine — /ˌtu saɪkəl ˈɛndʒən/ (say .tooh suykuhl enjuhn) noun US a two stroke engine …
two-cycle engine — See two stroke engine … Dictionary of automotive terms
Two-stroke oil — (also referred to as two cycle oil, 2 cycle oil, 2T oil or 2 stroke oil) is an engine oil intended for use in two stroke engines. Since these lightweight engines do not feature oil sumps to collect and recycle oil like 4 cycle engines, oil must… … Wikipedia
two-stroke — adj a two stroke engine is one in which there is a single up and down movement of a ↑piston … Dictionary of contemporary English