Frbiz Site
Has been
Electric kettle
personalized pet collar
Its convenience by consumers, but the lack of national standards to regulate constraints and barriers to entry is low, a number of workshop-type plants to join, so there is leakage electric kettle, expensive, water leakage, deformation, and other safety lid hidden, not only can not guarantee the product performance, but also an impact on consumer safety.
dog harness padded
Recently, insiders told reporters, kettle validation performance standards have been completed, is expected to be released during the year. The source said, after the introduction of standard, non-compliant products will be eliminated and can not meet the national standards of production enterprises will be cleared out, consumers buy inferior products will greatly reduce the chances. The new standard also introduced the industry will make kettles from disorder to order, speed up our kettle industry consolidation.
Industry threshold low-quality hidden troubles
Tianhe District, Betty who lives in the supermarket buying a kettle, can be less than a week, the indicator light on a fault, although Naqu the supermarket for a new back, but she still told reporters that the fear "After a period of time do not know what problems will arise?" news from the Provincial Bureau of Quality Supervision 12365 Complaint Center learned that Betty is not alone in such cases, the electric kettle safety and quality of complaints in the last two years more to more.
According to statistics, market size of China's electric kettle in the 30 million or more, if priced 100 dollars, that is, 3.0 billion of market share. Although the market prospect is extremely broad, but current levels of development is still in brand shops, cohabitation phase. Large consumer market, electric kettle, kettle because the industry is relatively low threshold, coupled with development of the industry a short time, has no corresponding national standards to regulate constraints and disorderly competition in the market harm the interests of consumers and industry healthy development of enterprises to reduce the cost of some non-standard production and management led to a number of inferior products on the market, there are serious security risks, there is a lot of electric kettle thermostat failure, leakage, leakage, base sol, lid distortion and many other illnesses .
New standard introduced to accelerate the industry reshuffle
It is understood that the new standards on electric kettle made in all aspects of performance requirements, such as proposed limit on the volume deviation, which would effectively curb the products in volume to "Duanjinqueliang", and boiling water on the performance of a request , then the time to ensure that consumers can pour the water smooth, not outside the splash will not flow and so on down the pot wall. The new targets will accelerate the introduction of industry consolidation in China electric kettle.
It is noteworthy that the new standards on the kettle's health, energy and environmental performance is also set forth requirements. If requested product at one atmosphere pressure, the boiling water temperature should reach 98 , and provides in boiling water for power cuts, this aspect is to avoid waste of energy, on the other hand to avoid over-boiling kettle of water to ensure water taste and safety . New standards for the first time on the kettle for thermal efficiency and service life of the introduction of the grading requirements, such as A-class products should reach 93% thermal efficiency of more than 8000 times greater than the work life cycle (to boil 5 dollars a day , can use the 5-year), B stage product life cycle should be more than 5000 work, C-class product life cycle should be more than 3000 work, C-class the following products will be eliminated.
"At present, the market continued the rapid expansion of industrial capital into the making, with the traditional advantages of a large
Home Appliances
Manufacturers have increased the input of the kettle, which makes electric kettle industry profit margins further compression. -Name companies lose price advantage, competitiveness will be weakened. Part of the small, weak strength of the enterprise will face elimination, while the big brands, and professional
Small appliances
Companies will take this opportunity, in terms of scale and brand synergy, the greater progress. "A trade, told reporters.
Buy kettle Experts Return Weapon
's Investigation learned that, at present,
Suning
, Gome stores selling home appliances and other large kettle, the price more in between 200 to 500 yuan, while in small commodity wholesale market, you can buy from 30 to 70 yuan of products, we can see, the market kettle of uneven quality missing, so experts advise consumers to purchase electric kettle be sure to select the 3C certification mark affixed and marked with the appropriate certificate of the factory code and number of products at the same time to choose a function with temperature control and anti-dry burning function products, to avoid potential safety problems.
Thursday, July 29, 2010
There are also hidden a small kettle of quality new threshold
Brabham BT19
Frbiz Site
Concept
The BT19 was created by Australian designer Ron Tauranac for the Brabham Racing Organisation (BRO) to use in the 1965 season of the Formula One motor racing World Championship. The BT19, and its contemporary the Lotus 39, were built to use the new FWMW flat-16 engine from Coventry Climax. Only one example of the BT19 design was built, and it never raced in its original form. Climax abandoned the FWMW's development before the end of 1965, their existing FWMV V8 engines proving powerful enough to propel Jim Clark's Lotus 33 to seven wins and the drivers' championship. For 1966, the engine capacity limit in Formula One was doubled from 1.5 litres (92 cu in) to 3 litres (183 cu in). It was not feasible to enlarge existing 1.5-litre engines to take full advantage of the higher limit and Climax chose not to develop a new 3-litre motor, leaving many teams without a viable engine for 1966.
The new 3-litre engines under development by other suppliers all had at least 12 cylinders. All other things being equal, more cylinders allow smaller and lighter moving parts, higher rotational speeds and thus greater peak power. However, more cylinders also mean more moving parts; these can result in greater overall engine weight and reduced reliability. Jack Brabham, owner and lead driver of BRO, took a different approach to the problem of obtaining a suitable engine. He persuaded Australian company Repco to develop a new 3-litre eight cylinder engine for him, largely based on available components; Brabham and Repco were aware that the engine would not compete in terms of outright power, but felt that a lightweight, reliable engine could achieve good championship results while other teams were still making their new designs reliable.
wacker compactors
Brabham cars were designed and built by Motor Racing Developments Ltd. (MRD), which was jointly owned by Tauranac and Jack Brabham and built cars for customers in several racing series. The Formula One racing team, BRO, was a separate company wholly owned by Jack Brabham. It bought its cars from MRD but Tauranac had little connection with the race team between 1962 and 1965. At the end of the 1965 season Tauranac was losing interest in this arrangement, reasoning that "it was just a matter of a lot of effort for no real interest because I didn't get to go racing very much" and "I might as well get on with my main line business, which was selling production cars." Although Brabham investigated using chassis from other manufacturers, the two men eventually agreed that Tauranac would have a greater interest in the Formula One team, which MRD eventually took over completely from BRO. This agreement was not reached until November 1965. Repco delivered the first example of the new engine to the team's headquarters in the United Kingdom in late 1965, just weeks before the first Formula One race to the new regulations, the non-championship South African Grand Prix on 1 January 1966. Rather than build a new car in the limited time available, BRO pressed chassis number F1-1-1965, the sole and unused BT19, into service.
12mm laminate flooring
Chassis and suspension
The Brabham BT19 being demonstrated at the 2007 'Speed on Tweed' event at Murwillumbah
Tauranac built the BT19 around a mild steel spaceframe chassis similar to those used in his previous Brabham designs. The use of a spaceframe was considered a conservative design decision; by 1966, most of Brabham's competitors were using the theoretically lighter and stiffer monocoque design, introduced to Formula One by Lotus during the 1962 season. Tauranac believed that contemporary monocoques were not usefully stiffer than a well-designed spaceframe and were harder to repair and maintain. The latter was a particular concern for Brabham, which was the largest manufacturer of customer single-seater racing cars in the world at the time. The company's reputation rested in part on BRO effectively the official 'works' team using the same technology as its customers, for whom ease of repair was a significant consideration. One mildly novel feature was the use of oval-section, rather than round, tubing around the cockpit, where the driver sits. In a spaceframe or monocoque racing car, the cockpit is effectively a hole in the structure, weakening it considerably. For a given cross sectional area, oval tubing is stiffer in one direction than round tubing. Tauranac happened to have a supply of oval tubing and used it to stiffen the cockpit area. The car weighed around 1250 pounds (567 kg), around 150 lb (68.0 kg) over the minimum weight limit for the formula, although it was still one of the lightest cars in the 1966 field. The race starting weight of a 1966 Brabham-Repco with driver and fuel was estimated to be around 1,415 lb (642 kg), about 280 lb (127 kg) less than the more powerful rival Cooper T81-Maseratis.
Rear view of the BT19, showing:
A) Rear outboard coil spring
B) 4-into-1 exhaust from right-hand cylinder bank
C) Right-hand driveshaft
D) Gearbox
E) Reverse lower wishbone, forming part of left rear suspension
F) Upswept rear lip of engine cowl
The bodywork of the BT19 is glass-reinforced plastic, finished in Brabham's usual racing colours of green with gold trimming around the nose. Although the science of aerodynamics would not greatly affect Formula One racing until the 1968 season, Tauranac had been making use of the Motor Industry Research Association wind tunnel since 1963 to refine the shape of his cars. Brabham has attributed the car's "swept-down nose and the upswept rear lip of the engine cowl" to Tauranac's "attention to aerodynamic detail". During the 1967 season, the car appeared with small winglets on the nose, to further reduce lift acting at the front of the car.
Against the trend set by the Lotus 21 in 1961, the BT19's suspension, which controls the relative motion of the chassis and the wheels, is outboard all round. That is, the bulky springs and dampers are mounted in the space between the wheels and the bodywork, where they interfere with the airflow and increase unwanted aerodynamic drag. Tauranac persisted with this apparently conservative approach based on wind tunnel tests he had carried out in the early 1960s, which indicated that a more complicated inboard design, with the springs and dampers concealed under the bodywork, would provide only a 2% improvement in drag. He judged the extra time needed to set up an inboard design at the racetrack to outweigh this small improvement. At the front the suspension consists of unequal length, non-parallel double wishbones. The front uprights, the solid components upon which the wheels and brakes are mounted, were modified from the Alford & Alder units used on the British Triumph Herald saloon. The rear suspension is formed by a single top link, a reversed lower wishbone and two radius rods locating cast magnesium alloy uprights. Wheels were initially 13 inches (330 mm) in diameter, but soon upgraded to 15 in (380 mm) at the rear, and later still 15 in at the front as well. These increases enabled the use of larger, more powerful brakes. Steel disc brakes are used on all four wheels and were of 10.5 in (270 mm) diameter for the smaller wheels and 11 in (280 mm) for the larger ones. The car ran on treaded Goodyear tyres throughout its racing career.
The BT19 continued Tauranac's reputation for producing cars that handled well. Brabham has since commented that it "was beautifully balanced and I loved its readiness to drift through fast curves." Brabham referred to the car as his Old Nail; Ron Tauranac has explained this as being "because it was two years old, great to drive and had no vices."
Engine and transmission
Close-up of rear suspension of BT19. The engine exhaust can be seen passing between the upper and lower radius rods. This pattern is that used on BT20, BT19's exhausts originally passed upwards between the upper radius rod and the chassis frame.
Repco racing engines were designed and built by a small team at a Repco subsidiary, Repco-Brabham engines Pty Ltd, in Maidstone, Australia. Repco's 620 series engine is a normally aspirated unit with eight cylinders in a 'V' configuration. It uses American engine blocks obtained from Oldsmobile's aluminium alloy 215 engine. Oldsmobile's 215 engine, used in the F-85 Cutlass compact car between 1961 and 1963, was abandoned by General Motors after production problems. Repco fitted their own cast iron cylinder liners into the Oldsmobile blocks, which were also stiffened with two Repco magnesium alloy castings and feature Repco-designed cylinder heads with chain-driven single overhead camshafts. The internals of the unit consist of a bespoke Laystall crankshaft, Daimler connecting rods and specially cast pistons. The cylinder head design means that the engine's exhaust pipes exit on the outer side of the block, and therefore pass through the spaceframe before tucking inside the rear suspension, a layout which complicated Tauranac's design work considerably. The engine is water-cooled, with oil and water radiators mounted in the nose.
The 620 engine was light for its time, weighing around 340 lb (154 kg), compared to 500 lb (227 kg) for the Maserati V12, but in 3 litre Formula One form only produced around 300 brake horsepower (220 kW) at under 8000 revolutions per minute (rpm), compared to 330360 bhp (250270 kW) produced by the Ferrari and Maserati V12s. However, it produced high levels of torque over a wide range of engine speeds from 3500 rpm up to peak torque of 233 pound feet (316 Nm) at 6500 rpm. Installed in the lightweight BT19 chassis, it was also relatively fuel efficient; on the car's debut Brabham reported that the BT19 achieved 7 miles per gallon (40 L/100 km), against figures of around 4 mpg (70 L/100 km) for its "more exotic rivals". This meant that it could start a Grand Prix with only 35 gallons (160 L) of fuel on board, compared to around 55 gallons (250 L) for the Cooper T81-Maseratis. The engine had one further advantage over bespoke racing engines: parts were cheap. For example, the engine blocks were available for GB11 each and the connecting rods cost 7 each.
The 740 series unit used in the three races for which the car was entered in 1967 has a different, lighter, Repco-designed engine block. It also has redesigned cylinder heads which, among other improvements, mean that its exhausts are mounted centrally and do not pass through the spaceframe or rear suspension, unlike those of the 620 series. The 740 retained the 3.5" x 2.375" bore and stroke of the 620 and produced 327 bhp (244 kW) at 8,300 rpm.[citation needed]
The BT19 was initially fitted with a Hewland HD (Heavy Duty) gearbox, originally designed for use with less powerful 2-litre engines. The greater power of the 3-litre Repco engine was more than the gearbox could reliably transmit when accelerating at full power from rest, with the result that Brabham normally made very gentle starts to avoid gearbox breakages. The HD was later replaced with the sturdier DG (Different Gearbox) design, produced at the request of both Brabham and Dan Gurney's Anglo American Racers team. It later became a popular choice for other constructors.
Racing history
Jack Brabham was 40 when he won the 1966 F1 drivers' title driving BT19.
Although regarded by its designer as a "lash-up", BT19 had a very successful Formula One racing career, almost entirely in the hands of Jack Brabham. BT19 was entered in several non-championship Formula One races before the beginning of the 1966 world championship season. At the non-championship South African Grand Prix at East London on 1 January, BT19 was the only new 3-litre car present. It recorded the fastest time in the qualifying session before the race therefore taking pole position for the start of the race and led the majority of the event before the fuel injection pump seized. Similar problems stopped the car on the second lap of the Syracuse Grand Prix in Sicily, but at the International Trophy at the Silverstone circuit, Brabham set pole position, a new lap record, and led the whole race to win ahead of 1964 champion John Surtees in a 3-litre works Ferrari.
The 1966 world championship season opened with the Monaco Grand Prix. Brabham was affected by a cold, and qualified poorly before retiring when the BT19's gearbox failed. Surtees led the race in his Ferrari before his differential failed on lap 15; the race was won by Jackie Stewart in a 2-litre BRM P261. At the following Belgian Grand Prix at the Spa circuit, Brabham survived an enormous 135 miles per hour (215 km/h) slide in the rain on the first lap. The shower eliminated half the field, including Stewart, who would miss the next race with his injuries. The BT19, using Goodyear tyres that were not suited to the conditions, came home fourth of five classified finishers. Surtees won the race for Ferrari, the last before he quit the Italian team.
At the French Grand Prix, held at the high speed Reims-Gueux circuit, Brabham followed race leader Lorenzo Bandini closely from the start of the race, using the slipstream of Bandini's more powerful Ferrari to tow him to up to 8 mph (13 km/h) faster down the straights than the BT19 could manage on its own. This allowed Brabham to consolidate his lead over Ferrari's second driver, Formula One novice Mike Parkes. After 12 laps Bandini pulled away from Brabham, eventually by over 30 seconds, but when the Italian car was delayed by a broken throttle cable on lap 32, Brabham cruised to the finish to win from Parkes and become the first man to win a Formula One World Championship race in one of his own cars.
Although the first Brabham BT20, the definitive 1966 car, had been available at Reims, Brabham continued with the BT19 and used it to win the next three championship races. Ferrari, competitive in all three championship races to that point, were not present for the British Grand Prix. The race was held on the tight and twisting Brands Hatch circuit, the track made slippery by oil leaking from other cars and by drizzle. Brabham set pole and led the entire race. At the next championship round, the Dutch Grand Prix, Brabham reported the low speed Zandvoort circuit to be "even more oily and treacherous than Brands." Brabham won the race after Jim Clark's less powerful 2 litre Lotus 33-Climax, which had passed Brabham for the lead mid-race, was delayed by overheating problems. The German Grand Prix was held at the Nrburgring Nordschleife, which Brabham described as "Brands Hatch on steroids". On the opening lap Brabham took the lead from Surtees, now driving a Cooper-Maserati. Brabham won after a race-long fight with the Englishman in the rain. With four wins and more finishes than any of his championship rivals, Brabham had a 22 point lead in the drivers championship and could only be caught in the championship by Surtees or Stewart if one of them won all three of the remaining races.
Jack Brabham used BT19 again at the Italian Grand Prix at Monza, another high speed circuit. A second BT20 was completed at the Italian track and Brabham tried it in practice for the race, but decided to race his Old Nail, which he felt was fitted with a stronger engine. As at Reims, Brabham successfully slipstreamed the race leaders early on, but an oil leakage stopped the car after 8 laps. Neither Surtees nor Stewart finished the race and Brabham clinched his third world championship.
Brabham used the BT19 once more that season to take pole position and victory at the non-championship Oulton Park Gold Cup, before using a new BT20 for the final two races of the championship season. The BT19 was used again at three of the first four championship races in the 1967 Formula One season, debuting the new Repco 740 engine at the Monaco Grand Prix, where it took pole position, and finishing second at the Dutch Grand Prix.
Commenting on the reasons for the unexpected competitiveness of the 1966 Brabham-Repcos in Formula One, motorsport historian Doug Nye has suggested that they "could score on weight over the more powerful Ferrari, BRM, Cooper-Maserati, Eagle-Weslake and Honda in their undeveloped forms, and on sheer 'grunt' over such interim stop-gap cars as the nimble 2-litre Climax and BRM V8-engined Lotus 33s and BRMs."
BT19 also competed in the final two races of the 1965/66 Tasman Series in Australia, which was run to the pre-1961 Formula One regulations, including an engine capacity limit of 2.5 litres. Tasman racing was the original purpose of the Repco engine and Brabham's involvement was supposed to promote the 2.5-litre version. Frank Hallam, head of the Repco-Brabham organisation responsible for designing and building the Repco engines, has said that the smaller version "never put out the power per litre that the 3 litre engine produced", which itself was not a powerful unit. Fitted with the 2.5-litre engine BT19 recorded one retirement and a third place in the series.
Demonstrations
Former rivals Jack Brabham and Stirling Moss at the 2004 Goodwood Revival meeting. Brabham is seated in the BT19.
The BT19 was not raced in serious competition after 1967. Brabham retired and moved back to Australia at the end of 1970. He retained ownership of the car until 1976, when it passed into the hands of Repco and was restored by the Repco Engine Parts Group. In 1986, Automotive Components Ltd. (ACL) was formed by the management buyout of Engine Parts Group, which included the transfer of the BT19 to the new company. Since its restoration, the car has frequently been demonstrated at events, including the inaugural Australian Grands Prix in Adelaide (1985) and Melbourne (1996). It also appeared at the 2004 Goodwood Revival meeting in the United Kingdom. ACL sold the car back to Repco in 2004. In 2008 the car was installed in the Australian National Sports Museum at the Melbourne Cricket Ground, on loan from Repco.
In 2002, at the inaugural "Speed on Tweed" historic meeting at Murwillumbah, Brabham, then 76, commented: "It's been a wonderful car over the years and it's been very well looked after and it's a pleasure to come and drive it. Coming to Murwillumbah was a really good excuse to get back in the car and drive it again and I'm afraid that's something I'll never ever get tired of."
Complete results
Formula One World Championship
(results in bold indicate pole position)
Year
Team
Engine
Tyres
Drivers
1
2
3
4
5
6
7
8
9
10
11
Points
WCC
1966
Brabham Racing Organisation
Repco V8
G
MON
BEL
FRA
GBR
NED
GER
ITA
USA
MEX
39
1st
Jack Brabham
Ret
4
1
1
1
1
Ret
1967
Brabham Racing Organisation
Repco V8
G
RSA
MON
NED
BEL
FRA
GBR
GER
CAN
ITA
USA
MEX
6
1st
Jack Brabham
Ret
2
Denny Hulme
Ret
Key
Colour
Result
Colour
Result
Gold
Winner
White
Did not start (DNS)
Silver
2nd place
Light blue
Practiced only (PO)
Bronze
3rd place
Friday test driver (TD) - 2003-2007 only
Green
Points finish
Blank
Did not practice (DNP)
Blue
Non points finish inc. non classified finish
Injured or ill (inj)
Purple
Did not finish (Ret)
Excluded (EX)
Red
Did not qualify (DNQ)
Did not arrive (DNA)
Black
Disqualified (DSQ)
Non Championship results
Year
Event
Venue
Driver
Result
Category
Report
1966
South African Grand Prix
East London
Jack Brabham
Ret
Formula One
Report
1966
Sandown Park Cup
Sandown
Jack Brabham
Ret
Tasman Series
1966
South Pacific Trophy
Longford
Jack Brabham
3
Tasman Series
1966
Syracuse Grand Prix
Syracuse Circuit
Jack Brabham
Ret
Formula One
1966
BRDC International Trophy
Silverstone
Jack Brabham
1
Formula One
Report
1966
10 Lap Racing Car Event
Surfers Paradise
Jack Brabham
DNF
Formula Libre
1966
Oulton Park Gold Cup
Oulton Park
Jack Brabham
1
Formula One
1967
Oulton Park Gold Cup
Oulton Park
Frank Gardner
Ret
Formula One
1967
Spanish Grand Prix
Jarama
Jack Brabham
3
Formula One
Report
This race was a support to the 1966 Surfers Paradise Trophy, 14 August 1966
Notes
^ BT19 scored 6 points towards MRD's constructors' championship winning total in 1967.
^ a b Lawrence (1998) p.103
^ Nye (1986) p. 20
^ Henry (1985) p. 53
^ Lawrence (1999) p. 31
^ a b Henry (1985) p. 55
^ Pinder (1995) p. 43
^ a b c d Nye (1986) p. 45
^ a b c Pinder (1995) p. 104
^ a b Lawrence (1999) pp. 4445
^ a b Unique p.45 Jack Brabham - World Champion Units of weight and volume are British Imperial measures, as used in the original references. Engine capacity appears to be an exception, but there is no British Imperial unit in use as an equivalent to litres for engine capacity. Contemporary publications used litres for engine capacity alongside gallons and pints for other fluid measurements. The article reflects this contemporary usage.
^ From the early to late 1960s Brabham cars were marketed as 'Repco Brabhams', because of Repco's supply of components and premises to Brabham. The Brabham logo used in this period includes both company names. This arrangement preceded the 1966 engine deal, and applied to cars in all formulae and using engines from various suppliers. However, the make of a racing car is more normally given in the form 'Chassis manufacturer'-'Engine manufacturer'. The BT19 was therefore variously referred to as a 'Repco Brabham' and as a Brabham-Repco in contemporary publications. The latter form has been used in the article for consistency.
^ Lawrence (1999) p. 43
^ a b Brabham, Nye (2004) p. 191
^ Lawrence (1998) p.190
^ Brabham, Nye (2004) p. 199
^ a b Nye (1986) pp. 3741
^ Henry (1985) p. 66
^ Nye (1986) pp. 151 & 155, Frankel (December 2006) p. 52. Power ratings were frequently overstated by teams and must be treated with caution. Nye reports that Ferrari claimed {{subst:Auto bhp|380|0}} for their V12, but believes 360 bhp (270 kW) to be more likely. Maserati claimed {{subst:Auto bhp|370|0}} for their V12. Nye gives 360 bhp (270 kW) for the Maserati, but Roy Salvadori, then manager of the Cooper team, is quoted in Frankel's article as saying "330 bhp [250 kW] was about the most they ever gave"
^ Nye gives the torque as equivalent to 192 pounds per square inch Brake Mean effective pressure; this has been converted to the more familiar lb ft using a conversion where Torque (lb ft) = (bmep (psi) x displacement (cu in))/150.8
^ Henry (1986) pp.6768 and Nye (1986) p. 41.
^ Lawrence (1999) p. 77
^ Henry (1986)pp. 5556 & 58
^ Henry (1986) p. 58
^ GRAND PRIX RESULTS: BELGIAN GP, 1966
^ Henry (1986) p. 58 & Unique p. 118. Sources differ on exactly what the problem was. Henry states that it was "the reluctance of his Goodyear wet weather tyres to work up to temperature on the drying track surface", while the contemporary report quoted in Unique says that Brabham was racing experimentally on "tires using an uncompromising dry-weather compound".
^ Unique pp. 104105
^ Brabham, Nye (2005) pp. 197199
^ Brabham, Nye (2005) p. 200
^ Henry (1986) p. 62
^ Brabham, Nye (2005) pp. 201202
^ There were 27 points available for winning the three final races. Graham Hill and Jochen Rindt were also within 27 points of Brabham's score, but in 1966 only the driver's best five results counted and both Hill and Rindt would have had to drop points from their earlier races.
^ Brabham, Nye (2005) pp. 203204
^ Henry (1986) p. 67
^ Nye (1986) p. 43
^ Pinder (1995) p. 38
^ Australia's most famous car changes hands
^ Brabham's legendary car arrives at The National Sports Museum
^ George Negus Tonight
References
Books
Brabham, Jack; Nye, Doug (2004). The Jack Brabham Story. Motorbooks International. ISBN 0-7603-1590-6.
Henry, Alan (1985). Brabham, the Grand Prix Cars. Osprey. ISBN 0-905138-36-8.
Hillier, V.A.W. (1991). Fundamentals of Motor Vehicle Technology (Fourth Edition). Stanley Thornes. ISBN 0-7487-0531-7.
Lawrence, Mike (1998). Grand Prix Cars 1945 - 1965. Motor Racing Publications. ISBN 1-899870-39-3.
Lawrence, Mike (1999). Brabham+Ralt+Honda: The Ron Tauranac story. Motor Racing Publications. ISBN 1-899870-35-0.
Nye, Doug (1986). Autocourse history of the Grand Prix car 1966-85. Hazleton publishing. ISBN 0-905138-37-6.
Pinder, Simon G. (1995). Mr Repco Brabham. Pinder publications. ISBN 0646421689 (ISBN given by Google Book Search, but appears nowhere else.).
Unique, (Various). Brabham - the man and the machines. Unique Motor Books. ISBN 1-84155-619-X.
Magazines
Frankel, Andrew (December 2006). "Track Test Cooperaserati T86". Motor Sport. p. 5155.
Websites
"1966 Australian Gold Star series". Dan Shaw. http://members.optusnet.com.au/dandsshaw/images/results/races66.htm. Retrieved 2007-09-26.
"1966 FIA Formula One World Championship". www.formula1.com. Archived from the original on 2007-09-26. http://web.archive.org/web/20070926165523/http://www.formula1.com/results/season/1966/. Retrieved 2007-09-26.
"1966 Non-World Championship Grands Prix". www.silhouet.com. Archived from the original on 2006-10-25. http://web.archive.org/web/20061025223905/http://www.silhouet.com/motorsport/archive/f1/nc/1966/1966.html. Retrieved 2007-09-26.
"1966 Tasman Series". www.tasman-series.com. Archived from the original on 2007-07-09. http://web.archive.org/web/20070709231409/http://www.tasman-series.com/races/1966/1966.htm. Retrieved 2007-09-26.
"1967 FIA Formula One World Championship". www.formula1.com. Archived from the original on 2007-09-26. http://web.archive.org/web/20070926165523/http://www.formula1.com/results/season/1967/. Retrieved 2007-09-26.
"1967 Non-World Championship Grands Prix". www.silhouet.com. Archived from the original on 2006-07-22. http://web.archive.org/web/20060722010045/http://www.silhouet.com/motorsport/archive/f1/nc/1967/1967.html. Retrieved 2007-09-26.
"Australia's most famous car changes hands". Glenvale publications. Archived from the original on 2006-08-19. http://web.archive.org/web/20060819032905/http://www.apajournal.com.au/article.asp?ArticleID=737. Retrieved 2007-08-31.
Brown, Allen (2003). "Brabham BT19 F1-1-65". www.oldracingcars.com. Archived from the original on 2004-03-29. http://web.archive.org/web/20040329064246/www.oldracingcars.com/car.asp?CarID=BT19. Retrieved 2007-08-31.
"Brabham's legendary car arrives at The National Sports Museum". National Sports Museum. http://www.nsm.org.au/whats-on/news--media.aspx?ID=1288. Retrieved 2008-04-01.
George Negus Tonight (transcript) (March 2003). "Sir Jack Brabham". Australian Broadcasting Corporation. Archived from the original on 2007-03-07. http://web.archive.org/web/20070307183752/http://www.abc.net.au/dimensions/dimensions_in_time/Transcripts/s802751.htm. Retrieved 2007-08-31.
"GRAND PRIX RESULTS: BELGIAN GP, 1966". Grandprix.com. Archived from the original on 2007-07-02. http://web.archive.org/web/20070702171514/http://www.grandprix.com/gpe/rr143.html. Retrieved 2007-09-26.
External links
Formula One portal
www.abc.com.au ABC interview with Jack Brabham on his championship win with the BT19.
www.flickr.com Recent pictures of the BT19.
GPLEA (archived) Pictures of the BT19 in use in 1967.
GPL/Mod A free, driveable simulation of the BT19 appeared in 2007 for the Grand Prix Legends PC racing simulation.
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Motor Racing Developments
Founders: Jack Brabham | Ron Tauranac
Personnel: Bernie Ecclestone | Gordon Murray
Cars
Formula One: BT3 | BT7 | BT19 | BT20 | BT23 | BT24 | BT26 | BT33 | BT34 | BT37 | BT39 | BT42 | BT44/B | BT45 | BT46/B/C | BT48 | BT49/C/D | BT50 | BT51 | BT52 | BT53 | BT54 | BT55 | BT56 | BT58 | BT59/Y | BT60
Indianapolis 500/USAC: BT12 | BT25 | BT32
Formula Two: BT10 | BT11/A | BT16 | BT18 | BT23 | BT23C | BT30 | BT36 | BT38 | BT40
Formula Atlantic: BT23F/G | BT29 | BT35A/B | BT38B | BT40
Formula Three: BT9 | BT15 | BT16A | BT18A | BT21 | BT21B | BT21X | BT28 | BT35C | BT38C | BT41
Formula Junior: BT1 | BT2 | BT6
Other single seaters: BT4 | BT7A | BT14 | BT18B | BT21A | BT21C | BT22 | BT23A | BT23B | BT23D | BT23E | BT30X | BT31 | BT35X | BT36X | BT43
Sportscars: BT5 | BT8A | BT17
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Cars that competed in the 1966 Formula One season
Brabham BT7 Brabham BT11 Brabham BT19 Brabham BT20 Brabham BT22 BRM P261 BRM P83 Cooper T77 Cooper T81 Eagle T1G Ferrari 246T Ferrari 312 Honda RA273 Lotus 25 Lotus 33 Lotus 43 McLaren M2B Pearce T73 Shannon SH1
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Cars that competed in the 1967 Formula One season
Brabham BT11 Brabham BT19 Brabham BT20 Brabham BT24 BRM P261 BRM P83 BRM P115 Cooper T77 Cooper T79 Cooper T81 Cooper T86 Eagle T1G Ferrari 312 Honda RA273 Honda RA300 LDS 3 Lola T100 Lotus 25 Lotus 33 Lotus 43 Lotus 49 Matra MS7 McLaren M4B McLaren M5A
Categories: 1966 Formula One season cars | 1967 Formula One season cars | Brabham Formula One carsHidden categories: All articles with unsourced statements | Articles with unsourced statements from February 2009 | Featured articles
Magnetic lock
Frbiz Site
History
An electromagnetic lock, also known as magnetic lock, was patented on May 2, 1989, by Arthur, Richard and David Geringer of Security Door Controls, an access control hardware manufacturing firm. The device outlined in their designs was the same in principle as the modern magnetic lock consisting of an electromagnet and armature plate. The patent did not make any reference to the manufacturing methods of the electromagnet and detailed several variations on the design including one that used a spring-loaded armature plate to bring the armature plate closer to the electromagnet. The patent expired on May 2, 2009.
This device was a 'shear' magnetic lock, as opposed to the original (and now ubiquitous) 'direct pull' electromagnetic locks and was an improvement on a 1984 patent cited in the same document.
embossed aluminum
Operation
corrugated metal sheets
The magnetic lock relies upon some of the basic concepts of electromagnetism. Essentially it consists of an electromagnet attracting a conductor with a force sufficiently large enough to prevent the door from being opened. In more detailed examination, the device makes use of the fact that a current through one or more loops of wire (known as a solenoid) produces a magnetic field. This works in free space, but if the solenoid is wrapped around a ferromagnetic core such as soft iron the effect of the field is greatly amplified. This is because the internal magnetic domains of the material align with each other to greatly enhance the magnetic flux density.
Equations
Using the Biot-Savart law, it can be shown that the magnetic flux density B induced by a solenoid of effective length l with a current I through N loops is given by the equation:
The force F between the electromagnet and the armature plate with surface area S exposed to the electromagnet is given by the equation:
In both equations, 0 represents the permeability of free space and r represents the relative permeability of the core.
Although the actual performance of a magnetic lock may differ substantially due to various losses (such as flux leakage between the electromagnet and the conductor), the equations give a good insight into what is necessary to produce a strong magnetic lock. For example the force of the lock is proportional to the square of the relative permeability of the magnetic core. Given the relative permeability of a material can vary from around 250 for cobalt to around 5000 for soft iron and 7000 for silicon-iron the choice of magnetic core can therefore have an important impact upon the strength of a magnetic lock. Also relevant is the choice of current, number of loops and effective length of the electromagnet.
Technical comparison
Magnetic locks possess a number of advantages over conventional locks and electric strikes. For example, their durability and quick operation can make them valuable in a high-traffic office environment where electronic authentication is necessary. Nevertheless in a number of applications economic or security reasons can lead to conventional locks or electric strikes being a better choice.
Advantages
Normally easy to install
Magnetic locks are generally easier to install than other locks given there are no interconnecting parts.
Quick operation
Magnetic locks unlock instantly when the power is cut allowing for quick operation in comparison to other locks.
Competitive with conventional locks
Despite common misperceptions, today's magnetic locks are competitive with conventional locks. For example, the ASSA Heavy Duty High Security Modular Lockcase is designed to withstand an end load of 5,000 N. In comparison, the Securitron 1200 Pound Magnetic Lock is designed to withstand a load of 5,300 N and there are higher power models available. Magnetic locks may also suffer less damage from multiple blows.
Disadvantages
Requires continuous power when locked
To remain locked the magnetic lock requires a constant power source. At around 3 watts, the power drain of the lock is typically far less than that of a conventional lightbulb (around 60 watts), but it may cause security concerns as the device will become unlocked if the power source is disrupted. In comparison, electric strikes can be designed to remain locked should the power source be disrupted. Nevertheless, this behaviour can actually be preferable in terms of fire safety.
Cost
The Securitron 1200 Pound Magnetic Lock costs around US$340 for the lock alone. It must then be connected to an electronic access-control system (for example a keycard reader). In comparison, conventional locks can be purchased for under US$40. Annual operation of the magnetic lock will also cost around US$3 in terms of electric power consumption.
Installation
The magnetic lock should always be installed on the inside (secure side) of the door. Installation is as simple as installing on the header of the door frame for out-swinging doors or using a Z-bracket for in-swinging doors. It is important to make sure the armature plate and the electromagnet align as closely as possible to ensure efficient operation. Magnetic locks are almost always part of a complete electronic security system. Such a system may simply consist of an attached keycard reader or may be more complex involving connection to a central computer that monitors the building's security. Whatever the choice of locking system, fire safety is an important consideration.
References
^ Geringer A. Geringer R. Geringer D. Electromagnetic Door Lock Device, U.S. Patent 4,826,223, May 2, 1989.
^ Sadiku, M. Elements of Electromagnetics (3rd edition), Oxford University Press, 2001 (ISBN 0-19-513477-X).
^ Performance Specifications, http://www.assa.co.uk/resources/Services/docs/PSG%20Word.rtf, ASSA Limited (Last updated 7th, May 2003)
^ Securitron Magnetic Locks, http://www.nokey.com/secmagloc.html, The Keyless Lock Store (Accessed 12th, September 2005)
^ Purchase Rates, http://www.westernpower.com.au/home/products_services/renewable_energy_buyback/purchase_rates.html, Western Power (Accessed 12th, September 2005) (assumes 3 W power consumption)
^ The Complete Book of Locks and Locksmithing (4th edition), Bill Phillips, McGraw-Hill Inc. 1995.
Categories: Locks
Triple Option 2, the auction hammer Suning Guo dissociate itself from the United States
Auction
Yesterday (April 2, 2008) the hammer finally shoot by 14.8 yuan / share price. But in mid-February as the first stock auction, the auction site again, "the mysterious
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Buyer
illusion necklace
", He won the triple trading company of about 2277 million shares of restricted stock for sale 188 bidders, is still unwilling to be identified.
Country United States
, Suning, and other enterprises are once again clarifying their relationship with this auction. This allows a group with the option could have become the dust settles after the new ownership of the fog, even more nebulous.
Yesterday (April 2, 2008), in the Silver Star Co., Ltd. under the auspices of the auction, held by the Group triple triple trading company of about 2277 million stake in the auction as scheduled. It is reported that a starting price of 5.6 yuan / share, after multiple rounds of bidding, the buyer 188 to 14.8 yuan / share the competition to obtain the stock price. Triple the price slightly higher than the previous day's closing price of 14.15 yuan trading company, but not the day before the stock's intraday high price of 14.92 yuan. Meanwhile, early in February 2700 triple trading companies are forced to auction shares of stock sold for 19.9 yuan / share price compared to the turnover the lowest 5.1 yuan / share. Triple Trading Company yesterday to auction grounds for continuous suspension.
188 buyers, but did not disclose the identity of the same? Who is he? He is hidden behind the others? Suning
Electrical
Sun Weimin, president denied yesterday completely relevant to this auction. He said: "not been involved from start to finish (the auction)." And stressed that the company did not understand (triple trading companies), not its texture, the situation analysis conducted, it can not bid on or auction value assessed.
Gome spokesman denied any Yang-ching: "The States United States did not participate in the auction." But he was on "188, whether the buyer and the National US relations," "Country and for the first time the United States will use a similar third-party auction means to win the auction of the shares "and other series of problems are not responding. He was the bid price of 14.8 yuan this has not been evaluation. Group related to the triple this has not responded.
Who asked not to be named
Home Appliances
Business people believe that,
Investment
Point of view, the high bid price for that. He said that both the first bid or from the present point of view, the biggest problem facing the triple trading company is the integration, while integration of the results are great relationship with shareholders. "Although the United States as the largest shareholder of the country, already has some integration, but obviously the more shareholders, the greater the risk integration."
Kuafu Enterprise
Management Consulting
Liu Buchen agency also believes that the people behind the mysterious buyer is likely to be Gome. In his view, home appliance chain is a very mature industry, other industries and enterprises is difficult to get involved, the higher the possibility of involvement of industries and enterprises, the focus can be concentrated in countries upon the United States and Suning; and as a major shareholder of Gome, still holding the right not dominant, if other bidders are likely to be involved in the threat to its holding position, the country is not willing to face such a situation the United States; again, and Suning, even won the stake, only the second largest shareholders, and therefore is unlikely Suning auction.
Cenxi ASEAN Appliances Industrial Park preliminary cluster
Frbiz Site
Cenxi seize the China - ASEAN Free Trade Area and the "pan" triangular economic cooperation opportunities, continually tap the investment potential and investment by industry cluster formation characteristics, so that ASEAN appliance industrial park Cenxi supporting industries ability to constantly improve, household appliances industry cluster effect of the initial display. So far, Galanz Group affiliates Shiang-Rong Yu Electric Co., Ltd., and supporting enterprise universal circuit board Co., Ltd., Kingsway Precision Mould Co., Ltd., 11 enterprises have settled down in the park, which has been cast (test) production There 8. In addition, Guangdong Shenzhou electrical household appliances such as the 10 companies are building or have entered into investment contracts, there are 17 families with investment intentions of companies are negotiating. Expected by the end of 2007, the home appliance industry output will reach 1.6 billion park.
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Cenxi ASEAN Industrial Park is the home appliances according to the eastern industrial transfer Cenxi situation, and the western region and the ASEAN market demand for home appliances, investigation and evaluation by the multi-Zini decided in the original industrial park based on the construction of industrial parks, is focus on the construction of the city's industrial park development project. The park is located ten miles Cenxi, Yu-Wu Road, western part of Long Street, Yung-Cen-level highway at the entrance section of the South Canton Highway Cenxi, and Luoyang-Zhanjiang railway, south-Canton Railway Station area connected to both regional superiority and human resources advantage. The park is to take government-led, market-oriented mode of operation of investment and construction. The total planned area of 5.976 square kilometers, mainly the development of home appliances, electronics and hardware to match with plastics processing industry, and the introduction of trading, distribution and services, to build the leading products, parts, marketing, logistics integration Park.
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Order to attract more enterprises to settle down, the city actively docking with the eastern region, has taken to reduce processing links, to reduce service charges, service environment and a series of measures to optimize to the park to provide preferential treatment of investment companies; improve the kind of park infrastructure, improve the quality of services for the enterprise; the same time, increased economic and, to dissect a business, an industry analysis, the introduction of a number of enterprises and foster an industry of the "four" investment strategy, efforts to promote investment chain, formation of industrial facilities, effectively promoted the development of the park home appliances.
The development of a strong sense of accurate positioning and excellent hard and soft environment to make household appliances Industrial Park humming. Just over half a year, park construction has begun to take shape. Home Appliances Industrial Park currently developing 23 hectares of a basically complete, Phase II development of 100 hectares of land within this year, "leveling" has been built single-layer, multi-storey 60,000 square meters standard industrial factory, to the drainage network, road network and power communications and other infrastructure projects have been initially established and continue to improve. Home appliance category, 11 enterprises have settled down in the park, has been cast (test) produced 8. Enterprises have entered the industrial park formed a horizontal counterparts, a pattern of vertical supporting.
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