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Английский язык. Все устные темы для подготовки к выпускному экзамену и ЕГЭ. 11 класс. Кисунько Е. И. Музланова Е. С.

Writing 28

UNIT 2 RELATIONSHIP WITH FRIENDS, RELATIVES AND ADULTS 29

My Best Friend 29

Teens' Problems 30

Generation Gap 33

It's Great to Be a Teenager 35

Youth Takes More Risks 37

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CJ-3A Generators

Willys-Overland and Electric Auto-Lite had a very close relationship so the majority of Willys electrical components were made by Auto-Lite. Original CJ-3A generators were the two brush, Type A, variety. There were 3 different generators used on CJ-3As. The GDZ-4817A was used up to mid 1950. Then came the GDZ-6001D up to the beginning of the 1953 model year when the GGW-4801D entered production. See the Dating a CJ-3A article for more information.

How does a generator work?

A generator operates just opposite of an electric motor. It converts motion into electricity. Electricity is generated when an electrical conductor is moved through a magnetic field. The amount of electricity is determined by the strength of the magnetic field and the speed, size, and number of conductors moving through the field. The size and number of conductors is fixed by the design of the generator and the speed is determined by engine conditions. The strength of the field can be varied by changing the amount of current flowing through the field coils. The field coil current, and thus the generator output, is controlled by a voltage regulator.

When the generator armature revolves, its conductors cut through the magnetic field supplied by the field coils. This generates electricity in each of the armature conductors. As each conductor in the revolving armature passes first a north magnetic pole then a south magnetic pole, current is produced first in one direction then the other. The commutator and brushes act as a switch which changes the connections at the proper instant to deliver direct current at the armature terminal (sometimes called the generator terminal). The field excitation current is self-supplied by the generator. When the generator is stopped, there is no field current but there is a slight residual magnetism in the pole shoes. The residual magnetism is sufficient to start the generating process which in turn increases the field coil strength and therefore the generated electricity. This building up of the generator output continues until it reaches about 7.5 volts where the regulating action begins to control the field current. If the residual magnetism of the pole shoes is lost the generator must be polarized. The magnetism can be lost by long periods of inactivity or improper electrical connections.

Identifying the generator and components

An Auto-lite generator will have a tag with the generator number stamped on it, hopefully the tag is still in place. The terminals are labeled in the illustration. The armature terminal (also referred to as the generator terminal) is a larger diameter than the field terminal since more current flows in that circuit. The ground screw is simply threaded into the generator frame.

The voltage regulator must be matched to the generator, see chart below for the proper regulator number.

CJ-3As used Type A generators, other Willys Jeeps did use Type B. If the Type is unknown skip down to Determining the Generator Type.

First make a visual check of the wiring and battery cables. Repair any frayed wires and loose or dirty connections. Check the drive belt tension per the service manual. If everything looks good the following tests will require a high quality digital volt meter or an older analog meter. Inexpensive digital meters can give unexpected results in these circuits. Skipping any test can lead to misdiagnosis.

Connect the negative voltmeter lead to the battery ground terminal. Set the meter to read DC volts. Start the engine and run at a fast idle.

Touch the + lead to the generator ground screw and then the voltage regulator base. Since these are all at ground potential the voltage reading should be very close to 0.0 volts at both points. Anything approaching 0.5 volts indicates bad grounds, possibly loose or dirty connections.

Move the + lead to the positive battery terminal. The voltage should read about 7.5 volts DC. Anything below 7 volts is too low and indicates a low charge condition. Above 8.0 volts is a high charge condition.

Move the + voltmeter lead over to the battery terminal of the regulator. It should also be about 7.5 volts. Different voltage readings at the battery positive terminal and the regulator battery terminal indicates a problem with the vehicle wiring in the ammeter circuits.

If the above tests did not resolve the problem continue below in the appropriate section, low or high charge testing.

Continue here for low charge testing

With the engine still running at a fast idle put the voltmeter + lead on the generator armature terminal. If the voltage is 7.5 volts or higher the regulator or interconnecting wire is at fault. If the voltage is below 7.5 volts a "full field" test can be done to determine if the problem is caused by the generator or regulator.

Shut the engine off and remove the field wire from the regulator, leave the voltmeter + lead on the armature terminal.

Start the engine and run at a fast idle again.

Full field the generator by touching the disconnected field wire to a good ground for Type A generators (CJ-3A). For Type B generators touch the field wire to the battery terminal of the regulator. This will force the generator to produce maximum output. The voltmeter should immediately read above 8 volts.

If the voltmeter reading is above 8 volts the regulator is at fault. If the voltmeter reading is lower the generator or interconnecting wire is at fault. If the generator was replaced, or has not been used recently, polarize the generator and retest.

Shut the engine off and remove the field wire from the regulator, connect the voltmeter + lead to the armature terminal.

Start the engine and run at a fast idle again.

If the voltage is above 6.5 volts the generator or interconnecting wire is bad. If the voltage is below 6.5 volts the regulator is bad.

Determining the generator Type

It is important to know if the generator is a Type A or Type B for service and repair. The electrical difference is the internal connection of the field coils. On Type A the internal field connection is to the armature (+) and on Type B the field is connected to ground (-) internally. If the armature is electrically removed from the circuit a simple continuity check can be made to determine if the field is connected to ground or the armature terminal.

[править ] На самом деле

На самом деле. PHP имеет такую репутацию не из-за того, что он PHP, а из-за некоторых людей. которые на нём пишут.

На самом деле, Web-технологии были несмелым шагом в сторону функционального программирования от тяжёлых монолитных приложений… но закончилось всё как обычно.

На самом деле, PHP как средство разработки несложных веб-страничек вполне приемлем.

Ну и следует понимать, что конечный результат всегда зависит от прослойки между креслом и монитором.

[править ] Название

[править ] Рабинович, который час?

PHP — первоначально от англ. - Personal Home Page Tools .

Впоследствии для пущей солидности была изобретена другая интерпретация: P HP: H ypertext P reprocessor. Она содержит рекурсию вовсе не потому, что PHP разработчики любят рекурсию, а скорее потому, что подогнать нормальный акроним к имеющимся буквам было весьма затруднительно.

[править ] А поцчему ви спrашиваити?

Поскольку международный центр разработки этого языка находится (сюрприз) в Тель-Авиве. что объясняет проницательному анонимусу многие тайны этого языка, включая и знаменитое «Paamayim Nekudotayim », то и название его с православного иврита переводится как Pa`am Hayiti Perl — «когда-то я был Перлом». Я гарантирую это.

ИЧСХ. сами они пишут на языке Хаскель. Это слово по-ихнему означает «мудрость». А для вас, ваньки? деревенские, они и придумали ПХП.

[править ] Пример программы (скрипта)

И да, если вы когда нибудь увидите html-код, вынесенный за php-тег в файле. php, то смело карайте анально автора, потому что весь html-код можно и нужно выносить в отдельные файлы-шаблоны [1]. А после анальной кары лишите его доступа к клавиатуре из-за eval-гета [2]. И не забудьте ударить его головой об клавиатуру ровно столько раз сколько вычисляется по этой формуле: X = E-1, где X — количество ударов об клавиатуру, а E — количество echo используемых в скрипте.

Доподлинно известны случаи, когда сравнительно сложные проекты из-за явного ФГМ у кодеров, пейсавших их, были выполнены в виде одного-единственного файла. php.

____________________________________________________________________________________

Since this article was written more vehicle changes have come to light. Continued research also provided more accurate dating. The most current information can be found in a new book about the CJ-3A.

The Civilian Jeep Model CJ-3A

A guide to its features and evolution, 1949 - 1953

See the book's web-page for more information http://cj3a. info/book/index. html

____________________________________________________________________________________

Dating a CJ-3A

The CJ-3A was produced for five model years, 1949 to 1953. Two other civilian Jeep models overlapped the CJ-3A's production. 1949 was the last year for the CJ-2A and in 1953 the CJ-3B became available. Unlike modern vehicles, the difference between CJ models was not distinct. The CJ-3A had many features similar to the late CJ-2As. Likewise the late CJ-3A had some of the new characteristics of the CJ-3B. Therefore all CJ-3As are not even the same. These differences can be used to roughly date when a vehicle was manufactured. The commonly accepted description of the CJ-3A seems to apply only to the mid production vehicles. The lack of factory parts information from the CJ-3A time period makes it very difficult to decide if and when changes were made. Much information has been obtained from the CJ-2A and CJ-3A Parts List (copyright 1949) and the 1945-1949 Master Parts List (copyright 1955). Many of the listings in the 1945-1949 Parts Master List are for years later than 1949. Both manuals contain some errors and omissions. To further complicate things Willys also had a manufacturing facility in California. Willys Service Bulletin 53-5 explains "the effective serial numbers given apply to changes made in vehicles assembled at the Toledo plant and do not apply to those assembled in our west coast plant". The CJ-3As military sibling, the M38, also went through many changes. Changes in the M38 seem to parallel a similar change in the CJ-3A with the military change happening first.

I am collecting information about existing CJ-3As to help determine when changes took place. Because anything could have happened to these vehicles in the 50+ years since they were manufactured, a large sampling of vehicles is necessary to determine which assumptions are valid. From the information I have collected to date the following differences are appearing. This information is preliminary and it changes rapidly as new information is received from enthusiasts like you. To help by supplying information about your Jeep, please answer the questions near the bottom of this page.

Vehicle Serial Numbers The CJ-2A/CJ-3A Parts Book (copyright 1949) states that the beginning of production vehicle serial number is 10001 with engine serial number 10001. Vehicle serial number tags are attached with 4 screws to the engine side of the firewall near the air filter. The vehicle serial number had a prefix of CJ-3A for the first 2 years of production. During this time the serial numbers continued to climb with no regard for model year. Starting in 1951, and continuing through final production, a new format was used. The prefix was changed to indicate the model and model year and the serial number itself was reset to 10001 at the beginning of each model year. See Willys-Overland Production Figures 1945-61 on the CJ-3B page for a list of serial numbers of Willys vehicles.

Body Tags The earliest 1949 CJ-3As have a body number tag below the serial number tag on the firewall. Later in 1949, and for the remainder of production, the body tag was eliminated. Body tag numbers are initially close to the vehicle serial number and then skew to about 1200 less than the vehicle serial number. What does this mean? How could there be less bodies than vehicles? The body tag to the left is from a 1949 CJ-3A, thanks to Andy Testo for the photo. Early in the 1949 model year Willys began to build their own bodies. Prior to that American Central Manufacturing (ACM) manufactured the bodies.

Engine changes The engine serial number is stamped on the boss between the water pump and cylinder head; click on the engine serial number illustration at the right for the location. The first CJ-3A engine serial number should be 3J10001 and then increase through out the remainder of production. Serial number lists of other models of Willys vehicles indicate that engine serial numbers increase at a faster rate than the vehicle serial numbers. This "skew" is probably due to engines being pulled from stock for other uses, such as replacement engines. Existing original CJ-3A engine serial numbers initially increase as expected, but then in 1950 and 1951 the skew becomes negative by approximately 2000. Then in 1952 and 1953 the engine numbers climb again as expected. The negative skew would indicate there are fewer engines than vehicles. What caused the engine serial number difference in 1950 and 1951 to account for a discrepancy of several thousand engines? The early engine timing marks are located on the flywheel and viewed through a small hole in the engine rear plate. A 1950 service bulletin explains that additional timing marks will be placed on the front cover and pulley "asap". In 1952 the engine block was changed to one with a larger flange at the rear. The 1965 Service Manual states that this was done at engine serial number (3J)130859. The bellhousing was also changed to accept the new larger starter introduced here. The early block casting number is 641087 and the late block casting number is 804380. There are also a few transition blocks with casting number 641087 and the large flange. Block casting numbers are found just above the oil pan on the passenger side. The illustrations below show the difference between the small and large rear flanges. Below the drivers side of the engine is shown, the flanges are similar on the passenger side of the block.

Early small flange Late large flange

Starters and Generators Starter and generator numbers are found on a tag that is riveted to their housings. Three different starters were used. The first vehicles used the Autolite MZ-4137. In mid 1950 the starter was changed to MZ-4162, according to Autolite manuals. Willys Service Bulletin #50-31 lists a change in the starter and starter push rod at vehicle serial number (CJ-3A) 51911 which is in the 1950 model year. The first two starters are very similar, are activated by a foot pedal linkage, open nosed, and use a 124-tooth flywheel. The third starter is Autolite MCH-6203. This starter is key activated with a solenoid mounted to the top of the starter and is the closed nose type. It uses a 129-tooth flywheel. The 1965 Universal Service Manual states that the third starter was put into production with vehicle serial number 30973 and, on a different page, engine serial number 130859. By adding the prefixes 452-GB1 to the vehicle serial number and 3J to the engine number, the result is vehicle 452-GB1 30973 with engine 3J130859. These are credible numbers for a 1952 CJ-3A and this data fits perfectly into the information collected from existing vehicles. The engine block change to the larger rear flange also occurred at this serial number.

The generator changed from the Autolite GDZ-4817 to Autolite GDZ-6001 during the 1950 model year. Service Bulletin #50-31 states a different engine front plate was implemented at engine (3J)50551 for the new type generator and the new generator actually entered production at vehicle number (CJ-3A) 51951. Then in 1953 at vehicle serial number 453-GB1 17807 the generator and regulators were changed again to provide a greater output. According to Service Bulletin 53-5 this generator provided a nominal 45 amp output. This last generator may have been an Autolite GGW-4801 or GGW-7404. Thanks to Bill Norris for a copy of the Bulletin.

Axles and Driveshafts One of the common improvements associated with the CJ-3A is the model 44 rear axle. The model 41 axle was actually used in the 3A until the end of the 1950 model year. The 1945-49 Master Parts List (copyright 1955) lists this change at vehicle serial number (CJ-3A) 62488 (very late 1950 model year). On the Classic Willys Message List Todd Paisley stated that Engineering Release #6427 Rear Axles (Spicer) - Change from Spicer Model 41 to Model 44 was started on October 31, 1950 and and implemented on November 30, 1950. The rear axle can be identified by the shape of the differential cover (see photos at left). The model 41 axle uses a round differential cover while the model 44 cover has straight sides.

A larger diameter rear driveshaft appeared at about the same time as the rear axle change. Early CJ-3As used a 1-1/4" diameter rear driveshaft while the later 3As used a 1-3/4" diameter rear driveshaft. I have not been able to pinpoint when the change was made because during the 1951 model year I am seeing both small and large diameter driveshafts randomly. By 1952 all driveshafts are large diameter. The rear driveshaft on the M38, the CJ-3As military equivalent, was changed from 1-1/4" to 1-3/4" diameter on 1/5/51 according to postings on The G503 Message Forums.

Transmission and Transfer Case Shifters "The shape of the transmission shift lever was changed and the length was increased one inch on the transmission and five inches on the transfer case to provide easier shifting and better clearances on the Model CJ-3A transmission beginning with Vehicle Serial No. 18829" and "in production on the transfer case beginning with Model CJ-3A Serial No. 21712" according to Service Bulletin 49-34. Both serial numbers are early in the 1949 model year. The early shifters can be seen in the engine serial number location illustration above. The late transmission shifter had a straight shaft with a low sharp bend. Late transfer case front axle engagement shifters were longer than the high-neutral-low range shifter.

Radiator The first CJ-3As utilized a bottom-mounted radiator, like the 2As. The bottom of this radiator was bolted to the frame crossmember and had a rod that extended between the bracket on the radiator top tank and the firewall. Later CJ-3A radiators were side mounted. The side mount radiator was bolted to the grill on both sides instead of the frame, and lacked the top connecting rod. The last bottom mounted radiator was CJ-3A 21656, according to the 1945-49 Master Parts list (copyright 1955). Service Bulletin No. 49-57 lists this change at a different serial number, CJ-3A 31374. Keith Buckley also added that the Air Deflector portion of the grille changed from 22 gage to 18 gage at this time. This logically was done to support the extra weight of the radiator. The vehicle frame also changed as the two radiator mount tabs were eliminated with the side mount radiator. Surveys of existing vehicles indicate that the CJ-3A 21656 serial number is most likely the correct point of change. Existing vehicles also show the possibility of a short run of bottom mounted radiators after the side mounted radiator had been put into production. It is interesting that Service Bulletin 50-4, Installation of Monroe Hydraulic Lift Pump on Models CJ-2A and CJ-3A, mentions "During the production of the Model CJ-3A with the side mount radiator, it was necessary to use a small quantity of bottom mounted radiators".

Air Inlet The large majority of existing 1949 CJ-3As surveyed have Oakes manufactured air filters. Most 1950 and newer vehicles have Donaldson air filters. The Oakes air filter has a flat top while the Donaldson air filter top is dome shaped. At serial number (CJ-3A) 62692 the Air Cleaner Tube and Bracket was changed according to the 1945-1949 Master Parts List (copyright 1955). The new "crossover tube" did not have a dimple in the top which was previously needed for clearance between the tube and the top radiator support rod. The photo below illustrates the early tube, with a dimple, in a CJ-3A without the radiator support rod.

Hood On early CJ-3As the location of the hood blocks is not equidistant from the hood center seam. This is a leftover characteristic of the CJ-2A. Service Bulletin 51-4 explains that "the right hand hood bumper has been relocated an equal distance on the right hood side, as compared to the left hood side for better appearance. This change was made effective with serial number (451-GB1) 13783".

Left Front Fender The left (drivers side) front fender attachment on early 3As had additional bolts holding the splash apron to the frame. The 1945-1949 Master Parts List (copyright 1955) indicates that two 3/8"-24 x 3/4" bolts, washers and lock washers for attaching the left front fender to the frame were only used up to Serial No. (CJ-3A) 62505. This serial number would fall very late in the 1950 model year. The fenders also changed eliminating the extra flange with the bolt holes. The fender part number did not change possibly because both types of fenders could be interchanged. Later vehicle frames are also different as the threaded holes for the fender splash apron bolts were eliminated.

Tailgate A minor change was made to the tailgate in mid 1951. The M38, a sibling of the CJ-3A, required four cutouts in the top flange of the tailgate to allow for rear seat bracket and spare tire carrier attachment. This modified part carried over to the civilian Jeep although it was not necessary on the CJ. The photo below shows a late tailgate with 3 of the 4 cutouts visible. The 4th cutout is the longer oval type on the far left side of the tailgate. See the excellent article, Tailgate Reading. on the CJ-3B Page for more information about tailgates.

Tail Lights Late in the 1950 model year, at serial number CJ-3A 53768, the rear tail light changed from steel stamping to zinc die casting according to Service Bulletin 50-40. NACO tail lights were steel stampings and ALA tail lights were zinc die castings. There is a good article on The CJ-3B Page that shows all the different CJ tail lights.

Horn Button Horn buttons change from the button inside the steering wheel nut to the rubber cover over the nut type. This was done to make it more waterproof. The change is appearing at approximately the same time as the 1950 to 1951 model year change. The 1945-49 part book lists this change at vehicle serial number (CJ-3A) 57215. Surveys of actual vehicles show that both types of buttons were used into 1951. The rubber cover is often missing from the late style since the rubber deteriorates over the years.

Gauges According to Service Bulletin 50-8 the temperature and oil pressure gauges style changed at serial number (CJ-3A) 43699 in the 1950 model year. The "dial" type was superseded by the "lever" type gauges.

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Создатели сайте постарались собрать множество диалогов на наглийском языке с переводом . в том числе диалоги в магазине, в ресторане, о работе, о спорте, у врача, в аэропорту, о погоде, о гостинице. Мы знаем на сколько важны, для вас и для изучения английского языка на начальных этапах, диалоги на английском языке . поэтому мы старались собрать множество различных вариантов диалогов и множество их них также с переводом (что бы было легче понимать, что в них говориться).