Siemens-Schuckert Werke S.S.W. E II

Siemens-Schuckert Werke S.S.W. E II

Siemens-Schuckert Werke S.S.W. E II

The Siemens-Schuckert Werke S.S.W. E II was a variant on the earlier S.S.W. E I monoplane scout, but using an Argus inline engine in place of the Siemens rotary engine of the E I. The E I was a shoulder-winged monoplane, with wing warping controls and a rather high undercarriage. It was powered by an unusual Siemens rotary engine, and one batch of twenty aircraft was produced.

The E II was a very similar shoulder winged monoplane, although pictures do suggest that the undercarriage was lower. The Siemens rotary engine was replaced with a 120hp Argus As II inline engine, but the two aircraft were otherwise very similar.

A single prototype E II was completed early in 1916. The aircraft crashed during a demonstration at Döberitz in June 1916. At the time it was being flown by its designer, Franz Steffen, and he was killed in the crash.

Engine: Argus As II
Power: 120hp
Crew: 1
Armament: One Spandau machine gun


Siemens History

With or without a claim: for more than 30 years, the company mark has mainly appeared in the color petrol against a white background. Nowadays, petrol is a fashionable color that represents elegance and profundity. When Siemens opted for this color and came up with a newly designed company-name logo a few years later, it created a unique mark that also embodied the uniformity it had been striving for for decades.

The world’s first electrically operated streetcar, one of Werner von Siemens' major innovations, was inaugurated 140 years ago on May 12, 1881 in the Berlin suburb of Gross-Lichterfelde. The 2.5-kilometer-long line connected the Lichterfelde station with the military academy. From the first day of regular service the streetcar was a great success: it transported 12,000 passengers in its first three months alone. But the development of this milestone of urban transport didn't go according to plan.

It is still in use today – the Budapest subway line, which bears the name M1 on the Hungarian capital's metro network. For the locals it is simply the "little underground one". Constructed by Siemens & Halske, it has made history, since it is the first electrical powered underground line on the European continent, serving as a model for other subway projects. After a construction period just short of two years, the 3.75 km long line with its total of eleven stops was inaugurated on May 2, 1896.


Siemens-Schuckert

Siemens-Schuckert (or Siemens-Schuckertwerke) was a German electrical engineering company headquartered in Berlin, Erlangen and Nuremberg that was incorporated into the Siemens AG in 1966.

Siemens Schuckert was founded in 1903 when Siemens & Halske acquired Schuckertwerke. [1] Subsequently, Siemens & Halske specialized in communications engineering and Siemens-Schuckert in power engineering and pneumatic instrumentation. During World War I Siemens-Schuckert also produced aircraft. It took over manufacturing of the renowned Protos vehicles in 1908. In World War II, the company had a factory producing aircraft and other parts at Monowitz near Auschwitz. There was a workers camp near the factory known as Bobrek concentration camp.

The Siemens Schuckert logo consisted of an S with a smaller S superimposed on the middle with the smaller S rotated left by 45 degrees. [notes𔀳] [2] The logo was used into the late 1960s, when both companies merged with the Siemens-Reiniger-Werke AG to form the present-day Siemens AG.


A Siemens Schuckert foi fundada em 1903 quando a Siemens & Halske AG adquiriu a Schuckertwerke. Depois disso, a Siemens & Halske se especializou em engenharia de comunicações e a Siemens-Schuckert em engenharia de potência e instrumentos pneumáticos. Durante a Primeira Guerra Mundial a Siemens-Schuckert também produziu aviões. Ela fabricou os renomados veículos Protos em 1908.

O logotipo da Siemens Schuckert consistia de um "S" com um "S" menor sobreposto no meio do primeiro inclinado a 45 graus. [ 1 ] Esse logotipo foi usado até o final dos anos 60, quando ambas as companhias foram fundidas com a Siemens-Reiniger-Werke AG para formar a atual Siemens AG.

A Siemens-Schuckert construiu alguns aviões durante a Primeira Guerra Mundial e no período entre Guerras. Ela também produziu motores aeronáuticos usando a marca Siemens-Halske, que evoluiu sua linha de produtos depois do fim da Primeira Guerra. A companhia foi reorganizada com o nome de Brandenburgische Motorenwerke, ou simplesmente Bramo, em 1936, e mais tarde foi adquirida em 1939 pela BMW para se tornar a BMW Flugmotorenbau. [ 2 ]


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Kelsy turned next to a marketing plan that would include
gardening booklets, advertising, and field days to put the Troy
based firm in the garden tiller spotlight. In 1957, C. W. Kelsy
retired and turned the company over to the people who had worked
with him through the years.

In 1959, the Porter Cable Company purchased a controlling
interest in Rototiller, Inc. and moved most of the manufacturing
facilities to Syracuse, New York. In 1960, Porter Cable sold
Rototiller, Inc. to Rockwell Manufacturing of Pittsburgh. Rockwell
soon wanted out of the tiller business and offered it to some of
the original employees at the Troy plant. Knowing the product’s
potential and having much of the manufacturing equipment in place,
these employees brought the business back to Troy in October 1961,
under the name of Watco Machine Products, Inc. Their newer model,
The Trojan Horse, was marketed through a national mail order
business. A trademark challenge in 1968 by a manufacturer of huge
earth-moving equipment necessitated changing the name Trojan Horse
to Troy-Bilt® in honor of its hometown, and the company name Watco
was renamed Garden Way Manufacturing Company. Today, Troy-Bilt®
commands a share of the tiller market.


Specifications

Data from German Aircraft of the First World War [2]

General characteristics

  • Crew: One
  • Length: 6.5   m (21   ft 4   in)
  • Wingspan: 9.37   m (30   ft 9   in)
  • Height: 2.72   m (8   ft 11   in) [1]
  • Wing area: 12.46   m 2 (134.1   sq   ft)
  • Empty weight: 540   kg (1,190   lb)
  • Gross weight: 710   kg (1,565   lb)
  • Powerplant: 1 × Siemens-Halske Sh.IIIa 11-cylinder rotary, 120   kW (160   hp)
  • Propellers: 4-bladed
  • Maximum speed: 220   km/h (140   mph, 120   kn)
  • Range: 350   km (220   mi, 190   nmi) [1]
  • Endurance: 2 hr
  • Time to altitude: 16 min to 6,000 m (19,680 ft)

Contents

Siemens-Schuckert built a number of designs in World War I and inter-war era. They also produced aircraft engines under the Siemens-Halske brand, which evolved into their major product line after the end of World War I. The company reorganized as Brandenburgische Motorenwerke, or simply Bramo, in 1936, [ citation needed ] and were later purchased in 1939 by BMW to become BMW Flugmotorenbau. [2]

Siemens-Schuckert designed a number of heavy bombers early in WWI, building a run of seven Riesenflugzeug. Intended to be used in the strategic role in long duration flights, the SSW R-series had three 150 h.p Benz Bz.III engines in the cabin driving two propellers connected to a common gear-box through a combination leather-cone and centrifugal-key clutch in SSW R.I to the SSW R.VII models(the SSW R.VIII utilized four engines). In the case of engine failure, which was extremely common at the time, the bomber could continue flying on two engines while the third was repaired by the in-flight mechanic. Two transmission shafts transferred the power from the gear-box to propeller gear-boxes mounted on the wing struts. Although there were some problems with the clutch system, the gear-box proved to be reliable when properly maintained. The SSW R.1 through the SSW R.VII designs were noted for their distinctive forked fuselage. Several of these aircraft (SSW R.V through the SSW R.VII) fought on the Eastern Front. Although interesting in concept, the cost of these and the R-types from other companies was so great that the air force eventually abandoned the concept until more practical designs arrived later in the war.

The first fighter designed at the works was the Siemens-Schuckert E.I which appeared in mid 1915, and was the first aircraft to be powered by the Siemens-Halske Sh.I, a new rotary, developed by Siemens-Schuckert, in which the cylinders and the propeller rotated in opposite directions. A small number of production machines were supplied to various Feldflieger Abteilung to supplement supplies of the Fokker and Pfalz monoplane fighters used at the time mainly for escort work. The prototype SSW E.II, powered by the inline Argus AsII, crashed in June 1916, killing Franz Steffen, one of the designers of the SSW R types. By early 1916 the first generation of German monoplane fighters were outclassed by the Nieuport 11 and the Nieuport 17 which very quickly followed it and Siemens-Schuckert were supplied with a captured Nieuport 17 to "study". The resulting SSW D.I was powered by the Siemens-Halske Sh.I, but was otherwise a fairly literal copy of the Nieuport 17. This aircraft was the first Siemens-Schuckert fighter to be ordered in quantity, but by the time it became available in numbers (well into 1917) it was outclassed by contemporary Albatros fighters.

Development of the Sh.I engine resulted in the 160 hp Sh.III, perhaps one of the most advanced engine designs of the war. The D.I fighter also formed the basis for a series of original designs, which by the end of 1917 had reached a peak in the Siemens-Schuckert D.III, which went into limited production in early 1918, and found use in home defense units as an interceptor, due to its outstanding rate of climb. Further modifications improved its handling and performance to produce the Siemens-Schuckert D.IV. Several offshoots of the design included triplanes and monoplanes, but none saw production.

With the end of the war production of the D.IV continued, mainly for sales to Switzerland who flew them into the late 1920s. With the signing of the Treaty of Versailles the next year all aircraft production in Germany was shut down. Siemens-Schuckert immediately disappeared, but Siemens-Halske continued sales of the Sh.III and started development of smaller engines for the civilian market. By the mid-1920s their rotary engines were no longer in vogue, but "non-turning" versions of the same basic mechanicals led to a series of 7-cylinder radial engines, the Sh.10 through Sh.14A, delivering up to 150 hp in the 14A. The Sh.14A became a best-seller in the trainer market, and over 15,000 of all the versions were eventually built.

Siemens-Halske no longer had any competitive engines for the larger end of the market, and to address this they negotiated a license in 1929 to produce the 9-cylinder Bristol Jupiter IV. Minor changes for the German market led to the Sh.20 and Sh.21. Following the evolution of their smaller Sh.14's, the engine was then bored out to produce the 900 hp design, the Sh.22. In 1933 new engine naming was introduced by the RLM, and this design became the Sh.322, when Siemens was given the 300-block of numbers. The Sh.322 design had reliability problems and never became popular.

The company reorganized as Bramo in 1936, and continued development of what was now their own large engine. Modifying the Sh.322 with the addition of fuel injection and a new supercharger led to the Bramo 323 Fafnir, which entered production in 1937. Although rather outdated in terms of design, by this time the engine had matured into a highly reliable powerplant despite its comparatively poor fuel economy, and 5,500 were produced until the lines shut down in 1944.

In design terms the 323 was basically a dead-end with little growth potential. By the start of the war its 1,000 hp was already at the low end of the performance scale, and use was limited to transports and bombers. In order to build a 1,500 hp-class engine Bramo started development of a two-row version of the engine as the Bramo 329, mirroring similar developments at BMW who were trying to scale up their Pratt & Whitney Hornet into the two-row BMW 139. Design of both engines was well advanced in 1939 when BMW bought Bramo, and cancelled work on the 329 to concentrate on what would become the excellent BMW 801.

Realizing the two-row radial development was a risky proposition Bramo engineers had also started developing axial-flow jet engines in 1938. They were awarded a development contract to continue work on two designs, which would later become the 109-002 and 109-003 when the RLM officially started supporting jet development. The -002 used an advanced contra-rotating compressor for added efficiency, while the -003 used a simpler compressor/stator system that remains in use in modern designs today. The -002 proved to be too complex and work on it soon ended, but the -003 showed definite promise and eventually became the BMW 003.


William Siemens (1823–1883)

Due to his activities in England, Werner von Siemens’ brother Wilhelm Siemens was instrumental in establishing the company on international markets. Seven years younger than Werner, Wilhelm became Siemens & Halske’s London agent in 1850. In 1858, the separate British subsidiary Siemens, Halske & Co. was founded under his leadership to manufacture and lay submarine cables. After successfully laying cables in the Mediterranean, the company achieved a breakthrough in the tough British telegraphy market.

Despite his numerous business activities, Wilhelm – who acquired British citizenship and changed his name to William – considered himself first and foremost a scientist and engineer. In England, his name is associated primarily with scientific research and his commitment to academic societies.

A few months before his death in November 1883, William Siemens was knighted by Queen Victoria of England.


Siemens-Schuckert D.I

Siemens-Schuckert D.I là một mẫu máy bay tiêm kích do Siemens-Schukert Werke chế tạo năm 1916.

D.I
Kiểu Máy bay tiêm kích hai tầng cánh
Nhà chế tạo Siemens-Schuckert Werke
Chuyến bay đầu 1916
Vào trang bị 1917
Sử dụng chính Luftstreitkräfte
Số lượng sản xuất 95
Phát triển từ Nieuport 17


»Wer nie bei Siemens-Schuckert war, / bei AEG und Borsig, / der kennt des Lebens Jammer nicht, / der hat ihn noch vor sich. / Da bist du nichts, da wirst du nichts, / wenn auch der Magen kluckert, / so ist’s bei Borsig, AEG, / bei Siemens und bei Schuckert.«

Bei der Vereinigung der Starkstromabteilungen von Siemens & Halske und der Elektrizitäts-Aktiengesellschaft vormals Schuckert & Co. (EAG) entstand am 1. April 1903 die Siemens-Schuckertwerke GmbH, deren Mehrheitsgesellschafterin die Siemens & Halske AG war. [2] Erster SSW-Geschäftsführer war bis 1912 Alfred Berliner.

Während des Zweiten Weltkriegs wurde in den Werken in Nürnberg u. a. Munition für die Kriegsführung hergestellt. Häftlinge des KZ Flossenbürg mussten im KZ-Außenlager Nürnberg in den Siemens-Schuckertwerken arbeiten. [3] Auch in Neustadt-Coburg und in Berlin mussten Zwangsarbeiterinnen und KZ-Häftlinge in den dortigen Werken arbeiten. [4]

Nach dem Zweiten Weltkrieg wurde wegen der unsicheren Zukunft des Standorts Berlin, verstärkt durch die Mitte 1948 begonnene Berlin-Blockade, der Verwaltungs- bzw. Hauptsitz zum 1. April 1949 nach Erlangen verlegt. Gleichzeitig wurde München Sitz der Siemens & Halske AG, Berlin blieb jedoch zweiter Sitz beider Unternehmen. Ernst von Siemens veranlasste 1966 die Fusion der Siemens-Schuckertwerke AG mit der Siemens & Halske AG und der Siemens-Reiniger-Werke AG zur heutigen Siemens AG. [5]

Von 1906 bis 1910 stellte die Firma auch Automobile her, vornehmlich Elektroautos wie die Elektrische Viktoria.

Der Typ B (1906–1908) war ein viersitziger Wagen, der als Victoria, Limousine oder Landaulet erhältlich war. Sein Elektromotor befand sich unter dem Wagenboden und gab 4,8 kW bei 600–1.200 min −1 ab. Dort, wo bei anderen Automobilen der Verbrennungsmotor saß, war die Batterie des Typ B eingebaut. Sie bestand aus 44 Zellen (= 88 V) und speicherte 145 Ah. Das reichte für 80 km Fahrtstrecke.

Daneben gab es noch Fahrzeuge mit benzin-elektrischem Antrieb oder reinen Ottomotoren. Ein 6/10-PS-Wagen wurde komplett vom Automobilwerk Wilhelm Körting zugekauft und mit eigenen Emblemen versehen.

1908 übernahmen die Siemens-Schuckertwerke GmbH den Automobilhersteller Protos. Seitdem erhielten nur noch die Elektrofahrzeuge den Markennamen Siemens-Schuckert. Sie wurden noch bis 1910 gebaut, vornehmlich als Berliner Taxis.

Im Jahr 2010 stellte Siemens einen Nachbau des „Typ B“ vor, der lediglich unter Verwendung von Betriebsanleitungen und Fotos entstand, da keine Konstruktionszeichnungen mehr vorlagen.


Watch the video: Siemens-Schuckert Welder Motor-Generator - Part 1