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فهرست نقاشی علی اصغر تجویدی index ali asghar tajvidi painting
فهرست نقاشی علی اصغر تجویدی index ali asghar tajvidi painting فهرست نقاشی علی اصغر تجویدی index ali asghar tajvidi paintingTAJVIDI, MOHAMMAD: Ostad Mohammad Tajvidi was born in 1303 A.H. His father, Ostad Hadi Tajvidi, one of the greatest artistic talents to emerge from Iran, had become disillusioned with the alienating effects of art on modern life, and attempted to discourage his son from pursuing an artist's life. However, after the death of his father, Mohammad entered into the study of art as the realization of his secret life ambition. After completing his studies at the School of National Arts, Ostad Tajvidi took the position of assistant professor at the school. He was promoted to a senior professorship in 1336 A.H. and continued teaching until 1342. As he began to achieve prominence in his own name, Ostad Tajvidi produced numerous exhibitions of his work at museums and galleries around the world, including Austria, Belgium, England, France, the Netherlands, Spain, Switzerland and the United States. Persian Paintings Digitograph Galleries Quality custom editions of Persian art on canvas, from traditional art to contemporary Iranian artists, Original Paintings, will be available for purchase through our representatives or galleries worldwide. For more information Please contact our representative اسب ها اسبها اسبان horses horse نقاشی علی اصغر تجویدی ali asghar tajvidi painting Painting by Ostad Ali Asghar Tajvidi نقاشی علی اصغر تجویدی jam-e-alast جام الست نقاشی علی اصغر تجویدی ali asghar tajvidi painting سروش mahram-e-raz محرم راز شهید martyr نقاشی علی اصغر تجویدی ali asghar tajvidi painting عروج شهید شهادت martyr نقاشی علی اصغر تجویدی ali asghar tajvidi نقاشی علی اصغر تجویدی بهرام گور و کنیز چنگی کنیزک چنگی کار نیکو کردن از پر کردن است ali asghar tajv نقاشی علی اصغر تجویدی ali asghar tajvidi painting دختر چنگی چنگ زن نقاشی علی اصغر تجویدی ali asghar tajvidi painting شیخ صنعان و دختر ترسا نقاشی علی اصغر تجویدی ali asghar tajvidi painting آفتاب می win sun پیل در شب تار فیل شناسی در تاریکی peel-dar-shab-e-tar نقاشی علی اصغر تجویدی ali asghar tajvidi نقاشی علی اصغر تجویدی ali asghar tajvidi painting شاهنامه شاه نامه فردوسی ایوان مداین نقاشی علی اصغر تجویدی ali asghar tajvidi طبیب physician نقاشی علی اصغر تجویدی ali asghar tajvidi کوزه گر دهر Ostad Ali Asghar Tajvidi Ostad Ali Asghar Tajvidi master ali asghar tajvidy استاد علی اصغر تجویدی Ali Asghar Tajvidi was born in 1327 (Shamsi) in Fassa. He finished his elmentery educations there and went to Tehran to continue his studies. In 1352m he began to study visual Arts in University of fine Arts in Tehran. In 1356 he graduated, attaining the first rate in position. From his very childhood, he loved arts. His source of creativity at first was ...
داستان کودکانه مورچه شجاع نوشته تاتیانا ماکاروا و نقاشی گنادی پاولیشین ترجمه سیده خدیجه افضلی
داستان کودکانه مورچه شجاع نوشته تاتيانا ماکاروا و نقاشي گنادي پاوليشين ترجمه سيده خديجه افضلي از انتشارات قائن البته ناشرهاي ديگري هم اين کتاب را در ايران منتشر کرده اند : ماكارووا، تاتيانا مورچه شجاع . نوشته تاتيانا م‍اک‍ارووا؛ م‍ت‍رج‍م ت‍ران‍ه م‍ش‍رف‍ي . س‍ازم‍ان ن‍ش‍ر ان‍دي‍ش‍ه و ف‍ره‍ن‍گ، سيمين دخت : بي نا ، 1977 (1356) . ??ص . م‍ص‍ور، نقاشي(رن‍گ‍ي) گروه سني : (ج،د) 5/28*5/21س.م . 110ريال . زبان فارسي . مورچه هيچگاه از مشكلات نمى‌ترسد و به افراد خانواده اش چگونگى مبارزه با سختي‌ها را مي‌آموزد. توصيفگر : ادبيات ترجمه/افسانه ها و قصه هاي روسي/افسانه جانوري/افسانه هاي نو/افسانه هاي استعاري - تمثيلي حشره حشرات جانور حيوان مور موران مورها مورچه مورچگان مرچه مرچگان مر ماجراي خيالي بي مهره ها بيمهرگان جانداران کوچک جشن و شادي و سرور رقص و آواز کار و تلاش معاش همت مضاعف پشتکار جمع آوري مايحتاج پيدا کرن غذا و آذوقه کسب روزي حلال ساختن يک زندگي شرافتمندانه مرفه پر رفاه بردبار بردباري اميد مقاوم مقاومت قوي شجاع شجاعت خانواده کار گروهي گروه چشم درشت چشمان بزرگ مرکب شرافت شرف مردم مردمان شريف سعي ساعي کوشا کوشش کوشند کوشنده کوشند خانواده دوستي خانوار دوست کار و کسب کاسب کاسبي داني از بهر چه خداي پر تمکين داد جاي موران به زير زمين؟ Увеличить Makarova Tatiana. The Brave Ant Цена: 500.00 руб. Задайте вопрос по этому товару Автор: Татьяна Макарова Название: The Brave Ant (Отважный муравей) Перевод Фаины Соласко Издательство: Радуга Год издания: 1989 Художник: Геннадий Павлишин ISBN: 5-05-002473-0 Тип переплета: бумажная обложка Количество страниц: 20 Формат: 22х27,5см Для дошкольного и младшего школьного возраста Тираж: 60 000 Оригинальное название "Сказка о муравье по имени Муравей" Дефекты: надрыв на обложке, загнут уголок Доступен Makarova Tatiana. The Brave Ant Автор: Татьяна Макарова Название: The Brave Ant (Отважный муравей) Перевод Фаины Соласко Издательство: Радуга Год издания: 1989 Художник: Геннадий Павлишин ISBN: 5-05-002473-0 Тип переплета: бумажная обложка Количество страниц: 20 Формат: 22х27,5см Для дошкольного и младшего школьного возраста Тираж: 60 000 Оригинальное название “Сказка о муравье по имени Муравей” Дефекты: надрыв на обложке, загнут уголок "ОТВАЖНЫЙ МУРАВЕЙ" مورچه شجاع چاپ اتشارات رادوگا شوروي سابق Brave Ant اما من فقط اين کتاب را در دسترس داشتم : شابک : 3-94687-964 مورچه شجاع نويسنده : ...
Big Wheels in France: L'Aigle.
Big Wheels in France: L'Aigle. Updated: 23 Oct 2003 Above: The "L'Aigle" proudly displayed. L'Aigle (The Eagle) was designed by M Aim魅tienne Blavier and M Larpent for the L'Ouest railway, where it carried No 261. It was built in Batignolles by Gouin et Cie in 1855 and in that year appeared at the International Exhibition in Paris. L'Aigle had the largest wheels ever fitted to a French locomotive at 9ft 4in. (The world record of 10 feet is apparently held by The Hurricane. In view of the inglorious results from locomotives with enormous wheels, this is not a record to aspire to) This locomotive was intended to run at twice the speed of the Crampton, or to have pulled a 100 ton load up a 1/100 incline at the same speed as the Crampton could on the level, depending on which account you believe. There appear to have been some vague claims floating about that L'Aigle had reached- or was capable of reaching- 160 km/hr (100mph) but this seems extremely doubtful. 160 km/hr was not officially reached in France until 1889. Accurate information is in short supply, but the loco is known to have used Stephenson valvegear, and had cylinder dimensions of 16.5in bore by 22in stroke. L'Aigle had a most peculiar arrangement for raising steam, the details of which are currently somewhat obscure. With such huge wheels, the axles came too high for a normal boiler to be placed between the frame members, and so a boiler with two parts was used, the driving axles passing between the two. The upper section was connected to the lower by two large diameter pipes. These apparently had joints that caused maintenance problems. The boiler capacity proved to be quite inadequate and L'Aigle never turned a wheel in revenue-earning service. Above: A fine model of "L'Aigle" by Martyna. Picture used by permission. See more at http://martyna.com (Site is in French) Above: Side elevation of "L'Aigle", giving a vague idea of the boiler arrangements. At the rear is the firebox. There appears to be another steam reservoir (?) placed vertically behind the chimney.
Garrett AiResearch T3 Turbo Charger
Garrett AiResearch T3 Turbo Charger The Lotus Esprit Turbo Charger The Lotus Esprit Turbo Charger is mounted on a specially made manifold, made of silicon-molybdenum Iron (later of Stainless steel), and able to resist the red heat at which it and the turbo charger would run under load. Exhaust gases spin a Turbine wheel and speeds of up to 110,000 rpm, and that wheel is connected by a shaft to another positioned just down stream of the air filter. This second turbine wheel compresses the incoming air at a pressure of up to 0.55bar (8psi) before the air enters the carburettor venturis and thence the engine. By compressing the air, a greater quantity of it can be mixed with petrol and forced into the cylinder suction alone, so when the mixture fires, there is a bigger bang and more power. Section view thorugh the T3 Turbo charger, featured in the Lotus Esprit Turbo There is a limit to how far you can go, though, both in terms of engine strength and because the more you compress the air, the hotter it gets. If it gets too hot, the engine will suffer pre-ignition (pinking) and the pistons will melt. To insure this does not happen, there is a safety valve, known as the wastegate, which caused the exhaust side of the Turbo charger to be by-passed, preventing a further build up of boost, when the inlet tract pressure exceeds 0.55bar. There is a further complication. So that the fuel does not get forced of the carburettor float chambers by the boost pressure, they are sealed and the fuel supply from the petrol tanks, normally pressurised by the pump at 0.3bar (4.5psi), is increased in pressure by an amount corresponding to the boost at a given instant. This is achieved by a pressure regulating valve, operated by a spring load diaphragm which moves according to the Turbo boost pressure. Lotusespritturbo.com © www.lotusespritturbo.com منبع و ماخذ the source
Shaft CounterShaft: The Fink System.
Shaft CounterShaft: The Fink System. Updated: 8 Oct 2003 This gallery is in course of arrangement The Fink semi-articulation system was one of the earliest methods devised for applying power to a swivelling section of a locomotive. Not, unfortunately, one of the more successful ones. Left: The Gerliste This is the only photograph I have been able to trace of a Fink System locomotive, No 502 "Gerliste". Apologies for poor picture quality. The boiler was carried by three forward axles fixed to it, driven conventionally by two cylinders at the front. The firebox rested on a roller on the "pseudo-tender" which held the two rearmost axles, swivelling with respect to the front section. Above; Side elevation and plan of No 500 "Steierdorf". The articulation joint is shown by the red arrow. The Fink system was based on driving the two swivelling rear axles from a countershaft (shown in orange in the diagram) which was driven from the main driving wheels by a connecting rod (pale blue). This countershaft remained parallel to the front axles, but was moved back and forwards by the green struts attached to the rearmost of the front three axles; the crank on this axle is shown in dark blue. I regret that this description is a bit vague, but I am relying on a single brief textual description of the mechanism.The first of the rear axles was driven from the countershaft by what I cannot resist calling the Fink Link, (in pink) and in turn drove the fifth axle, via a conventional connecting rod. (also pink) The European description of the wheel arrangement is CB'n2 The first locomotive was No 500 "Steierdorf"; also built were No 501 "Krahsova", (or "Krassova") and No 502 "Gerliste", pictured above. Unfortunately there was a major problem; the Fink linkage was not kinematically correct- in other words the geometry of the mechanism did not properly compensate for the angular movement on curves. Fink is quoted as claiming that the error was only 1 millimetre, but coping with this required the stregthening of various parts. This philosophy is hard to understand, as such beefing-up would not have corrected the kinematics and so presumably the stress and bending was transferred to some other part of the assembly. This does not sound like good engineering and the Fink locomotives... "did not give satisfaction" according to Wiener. I am not surprised. Bibliography:WienerUngew?iche Dampflokomtiven
The Beyer-Ljungstrom Turbine Locomotive.
The Beyer-Ljungstrom Turbine Locomotive. Updated: 3 Jan 2003 This loco looks conventional at first sight, but a second look shows six coupled driving wheels under the tender, which in fact carries a turbine power plant. The tender also carries the condenser, which permits direct coupling to the turbine exhaust through a large area. This is essential to get the best efficiency from a condensing turbine. The loco was built by Beyer-Peacock of Manchester, UK, the turbine technology being provided by Ljungstrom Anturbin of Sweden. Left: A very rare photograph of the turbine unit. The turbine had a single impulse stage followed by 18 rows of reaction blades. Its design power was 2000hp at 10,500rpm, corresponding to a speed on the rails of 78mph. Design steam conditions were 300 lb/sqin at 200 degC superheat. The large rectangular cross-section exhaust duct can be seen leaving the turbine assembly at the right. The smokebox contained a rotating-media air preheater warmed by the flue gases. The funny sector-shaped thing on the front of the smokebox is the drive to the friction rollers that rotated the air preheater.Since there was no steam blast, a forced draught fan was used, coupled to the preheater rotating machinery. This loco ran on the LMS 1926-28, but was then withdrawn and eventually dismantled. Great things had been expected of this courageous design, but results were not good, partly due to condenser air-leaks, but mostly down to poor combustion. The design raises an obvious question; surely it is inefficient to have none of the weight of the locomotive available for adhesion?