The Ford Transit is a family of light commercial vehicles manufactured by the Ford Motor Company since 1965, primarily as a cargo van, but also available in other configurations including a large passenger van (marketed as the Ford Tourneo in some markets since 1995), cutaway van chassis, and a pickup truck. The vehicle is also known as the Ford T-Series (T-150, T-250, T-350), a nomenclature shared with Ford's other light commercial vehicles, the Ford F-Series trucks, and the Ford E-Series chassis. , 8 million Transit vans have been sold, making it the third best-selling van of all time and has been produced across four basic platform generations (debuting in 1965, 1986, 2000, and 2013 respectively), with various "facelift" versions of each.

The first product of the merged Ford of Europe, the Transit was originally marketed in Western Europe and Australia. By the end of the twentieth century, it was marketed nearly globally with the exception of North America until 2013 when it replaced the Ford E-Series van. Upon its introduction in North America, the Transit quickly became the best-selling van of any type in the United States, minivan sales included.

That mirrors the success the Transit has achieved in Europe, where it has been the best-selling light commercial vehicle for forty years, and in some countries the term "Transit" has passed into common usage as a generic trademark applying to any light commercial van in the Transit's size bracket.

Taunus Transit (1953)

Predecessor of the British and German-built Transit, the first production Ford to wear the "Transit" badge was a van built in Ford's Cologne plant in Germany. It was introduced in 1953 as FK 1000 (carrying 1,000 kg) with a 1.2-litre inline-four engine from the contemporary Taunus. In 1955 the engine capacity was enlarged to 1.5 litres. From 1961, this vehicle was called the Ford Taunus Transit. Production of this model ceased in 1965.

Brief historical view

On May 9, 1945, the day after the unconditional surrender of the German Wehrmacht in the Second World War, production at Ford Germany in Cologne resumed. Because the production of civilian cars in the occupied zone was reserved for the British (for instance for Ford of Britain), Ford-Werke AG limited itself to the production of trucks (until 1948). Those trucks based on the slightly modified war models V 3000 S, B 3000 S and V 3000 A as they were already produced before and during the Second World War in the Ford production facilities in the Third Reich. Those trucks were now called "Rhein" and "Ruhr".

At that time neither Ford of Britain nor Ford Werke AG were 100% subsidiaries of Ford Motor Company in Detroit and before the Second World War each company had its own more or less protected market. Until Germany declared war on the US in December 1941, almost half of the shares of the Ford-Werke AG were in German hands, and its production sites were managed by the Reich Commissioner for the Treatment of Hostile Property - Johannes Krohn. Just as Ford also had to comply with the type restrictions of the Schell-Plan, which were introduced in March 1939 in anticipation of the war.

After the war, several economical boundaries were abolished and local markets did not exist anymore in the same way that they existed before. With this, Ford of Britain and Ford-Werke AG suddenly became more competitive on the whole European Continent than local market subsidiaries of their parent company in Detroit.

In 1951 Ford Werke AG launched the FK commercial vehicle series, FK standing for Ford Köln, with different-sized vehicles (FK2000 with 2 tons payload, FK3000 with 3 tons payload, FK3500 with 3,5 tons payload, etc.). The FK series was successor of the "Rhein" and "Ruhr" trucks. In 1953, the FK series were rounded off with the light delivery van FK1000/FK1250 (1ton/1,25tons payload), in competition to the Volkswagen Type 2 VW Bus, the DKW Type F89L Schnellaster or the Tempo Matador.

As usual in the Anglo-Saxon countries in those days, Ford's marketing experts attached more importance to the model/series designation than to the "Ford" label as a brand. Rumors that Ford banned the German Ford-Werke AG from using the Ford logo and instead introduced the Taunus brand are untenable. Also most British Ford products had no Ford emblem.

The commercial vehicles produced at Ford-Werke AG were marketed with the FK logo, while the passenger cars produced from 1948 onwards were offered under the name Taunus referring to the re-produced pre-war model Ford Taunus G93A.

Due to continental European habits, the original series and model designations "FK" and Taunus mutated into real brands, each with its own emblem and different models, comparable with Daimler Benz Mercedes models or General Motors Opel models.
The FK emblem consists of two slightly overlapping ovals with the "F" from the well-known Ford emblem in the first and a "K" in the same font in the second oval. The Taunus emblem first depicted the Cologne Cathedral; from 1953 on until its discontinuation in 1967, Cologne's city flag inspired the Taunus emblem.

In 1961, Ford discontinued the entire truck production in Germany and took the FK brand off the market due to serious defects and therefore strongly decreasing demand.
The van FK1000/FK1250, not affected by these defects due to its completely different construction-design, continued to sell well and was now offered under the successful Taunus brand with the model name Transit in addition to the cars Taunus 12M/15M and the Taunus 17M. A comparable program to Volkswagen, that offered its vehicles VW Beetle, VW 1500 and VW Bus the same way on the continental European market. The "new" Transit Taunus van was now labelled with the Transit model name (instead of the FK logo) in big chrome letters and a big "Taunus" emblem as well as a small Taunus lettering which was also mounted on the back of the vehicle. New, however, was a small Ford logo underneath the right B-column.

From 1957 onwards, with the launch of the Ford Thames 400E by Ford of Britain, the situation arose that Ford, together with the FK1000/FK1250 by Ford Werke AG, was now present on the continental European markets with two competing products. For example, the British Ford Thames 400E was also assembled and improved as a left-hand drive version in the Ford assembly plants in Copenhagen, Denmark, as well as the German FK1000 was assembled in Azambuja, Portugal, too. In the French, Spanish, Italian, Swiss, Benelux and Scandinavian markets, both products were found. This turned out to be disadvantageous and cost-intensive especially after the fall of various trade barriers within the newly founded EEC.

For this reason, such a situation with internal competition and parallel developments was very unsatisfactory for the Ford headquarters in Detroit. The aim was to not only standardize the vehicle production (world car), but also merge the company structures in Europe.
Under parent's dictate, Ford of Britain and Ford-Werke AG started the "Redcap-Project" in the commercial vehicle sector in 1963, from which the Ford Transit was launched in 1965, based on a new unified platform.

Two years later in 1967, Ford of Britain and Ford-Werke AG merged to Ford of Europe with the headquarters in Cologne, Germany. The brand Taunus was taken off the market. Ford forced the standardization of platforms and even model-names overall European market under the Ford brand and logo. After the Ford Transit in 1965, a second unified platform (Ford Escort) was launched in 1967. With the discontinuation of the Ford Zephyr (British) and Ford P7 (German) 1972 all Ford platforms for the European market are unified. Since 1994 (discontinuation of the Ford Granada name) even the Ford model-names are the same for the European market.

Naming system
The German vehicle was not widely exported, and the "Mark 1" tag has commonly been applied, retrospectively, to the 1965 to 1978 pan-European model (see below). Whilst there have only been four basic platforms since 1965, the various facelifts and upgrades over the years have been referred to using a conflicting range of "Mark" numbers, with some sources counting a facelift as a new "Mark", some not. Ford's own historical look back at Transit production, published for the launch of the 1994 model, avoids the issue by referring to generations of Transit by years produced. This article attempts to make mention of all the common naming systems.

First generation (1965)

The first generation Transit, or the Transit Mark I in the United Kingdom, was introduced in October 1965, taking over directly from the Thames 400E.  This generation had the longest production run of any Transit to date, staying largely unaltered for 12 years until the major update of 1977, with only one minor facelift for the 1971 model year, which saw updated front end styling on the V4 engined models (the 'pig snout' diesel/V6 models remained unchanged), and the introduction of a safety padded dashboard.

Overall production of this platform therefore lasted for over 20 years before finally being replaced by the all-new VE6 platform in 1986.

The van was produced initially at Ford's Langley facility in Berkshire, England (a former Second World War aircraft factory which had produced Hawker Hurricane fighters), but demand outstripped the capability of the plant, and production was moved to Southampton until closure in 2013 in favour of the factory at İzmit, Turkey.

Transits were also produced in Ford's Genk factory in Belgium and also Turkey. Transits were produced in Amsterdam for the local market from the mid-1970s until the end of 1981. This factory had ample capacity, since the Ford Transcontinental produced there had little success (total production 8000 in 6 years). Although the Transit sold well in the Netherlands, it was not enough to save the factory, which closed in December 1981.

The Transit was introduced to replace the Ford Thames 400E, a small mid-engined forward control van noted for its narrow track which was in competition with similar-looking but larger vehicles from the BMC J4 and J2 vans and Rootes Group's Commer PB ranges. In a UK market segment then dominated by the Bedford CA, Ford's Thames competitor, because of its restricted load area, failed to attract fleet users in sufficient numbers. Ford switched to a front-engined configuration, as did Bedford with their well-regarded CA series vans in the 1950s. Henry Ford II's revolutionary step was to combine the engineering efforts of Ford of Britain and Ford of Germany to create a prototype for the Ford of Europe of today—previously the two subsidiaries had avoided competing in one another's domestic markets but had been direct competitors in other European markets.

The Transit was a departure from the European commercial vehicles of the day with its American-inspired styling—its broad track gave it a huge advantage in carrying capacity over comparable vehicles of the day. Most of the Transit's mechanical components were adapted from Ford's car range of the time. Another key to the Transit's success was the sheer number of different body styles: panel vans in long and short wheelbase forms, pick-up truck, minibuses, crew-cabs to name but a few.

The engines used in the UK were the Essex V4 for the petrol-engined version in 1.7 L and 2.0 L capacities. By using relatively short V-4 engines Ford were able to minimise the additional length necessitated to place the engine ahead of the driver. Another popular development under the bonnet was the equipping of the van with an alternator at time when the UK market competitors expected buyers to be content with a dynamo. A  diesel engine sourced from Perkins was also offered. As this engine was too long to fit under the Transit's stubby nose, the diesel version featured a longer bonnet - which became nicknamed as the "pig snout". The underpowered Perkins proved unpopular, and was replaced by Ford's own York unit in 1972. For mainland Europe the Transit had the German Ford Taunus V4 engine in Cologne 1.3, 1.5, and 1.7- or Essex 2.0-litre versions. The diesel version's long nose front was also used to accommodate the Ford 3.0 L Ford Essex V6 engine (UK) for high performance applications such as vans supplied to police and ambulance services. In Australia, in 1973, to supplement the two Essex V4 engines that were available the Transit was released with the long-nose diesel front used to accommodate an inline 6-cylinder engine derived from the Ford Falcon.

The Metropolitan Police reported on this vehicle in 1972 via a Scotland Yard spokesman that "Ford Transits are used in 95 per cent of bank raids. With the performance of a car, and space for 1.75 tonnes of loot, the Transit is proving to be the perfect getaway vehicle", describing it as "Britain's most wanted van".

The adoption of a front beam axle in place of a system incorporating independent front suspension that had featured on its UK predecessor might have been seen as a backward step by some, but on the road commentators felt that the Transit's wider track and longer wheelbase more than compensated for the apparent step backwards represented by Ford's suspension choices. Drivers appreciated the elimination of the excessive noise, smell and cabin heat that resulted from placing the driver above or adjacent to the engine compartment in the Thames 400E and other forward control light vans of the 1950s and early 1960s.

The Transit was also assembled in South Africa between 1967 and 1974, the last Transit to be sold in that country until 2013, when a fully imported model was introduced.

Facelift (1977)

In August 1977, a facelifted version—codenamed within Ford as the "Transit "—but usually referred to as the Transit Mark II, debuted with a restyled, longer nose section which could now properly accommodate an in-line engine in place of the Essex and Cologne V4s - therefore the Pinto engine from the Cortina became the Transit's dominant power unit. Many fleet owners experienced premature camshaft wear in early Pinto units in the Cortina and for two years the Transit 75 was available with the 1.6 L Ford Kent cross-flow engine. High-performance versions intended for police or ambulance service used the 3.0 L V6 version of the Essex engine, Australian variants had 4.1 L (250 cu in) inline 6-cylinder engines, from September 1978. The  3.0 was also available in some heavier duty models. The new frontal styling brought the Transit back into line with the rest of Ford of Europe's passenger car range of the period with square headlamps and the black louvred grille, although the rear styling remained unaltered. The austere dashboard of the Mk1 with its single instrument binnacle was replaced with a full width plastic fascia with a more comprehensive instrument cluster and switchgear taken from the Taunus/Cortina Mk4.

In 1984, the York diesel engine was redesigned into the 2.5 L "DI" (direct injection) unit. At this time this generation received a minor facelift including a grey plastic front grille with integrated headlamp surrounds, wraparound indicators, longer bumper end caps and multifunction rear lights incorporating fog, indicator, reversing and side lights for the panel van. This facelift did not commonly result in a new "Mark" number.

The Mark II was available in 6 body styles: Van, Kombi, Chassis Cab, Parcel Van, Bus and Crewbus all available in short-wheelbase (2690 mm) and long-wheelbase (3000 mm) versions. A selection of 5 engines was available: 1.6-litre OHC Petrol, 1.6-litre OHV Petrol (Kent), 2.0-litre OHC Petrol, 2.0-litre OHC Petrol (Economy) and 2.4-litre Diesel. On top of this were 32 door combinations, 6 axle ratios and options for 12 – 17 interior seats. All of these were available in any combination when purchased with Ford's highly customizable custom plan. At the time this gave the business sector an unprecedented amount of flexibility, which was a major factor in the vehicles' ultimate success.

In 1981, for mainland European market only, the Transit Clubmobil was introduced by the Hymer company. This was fitted with a 1.6 / 2.0 OHC engine, and featured a custom interior – captain style swivel seats in velour, pile carpet, motorsport steering wheel, unique Ronal 14" alloy wheels, unique side windows, folding back seat, luggage box, unique front spoiler, tinted glass, power assisted steering, spare wheel carrier and rear door ladder. In 3 years of production 150 were produced and less than 20 are thought to still exist.

In late 1982 the well-equipped Transit Ghia was introduced to some markets, only as a nine-seater bus. This offered a velour interior, full carpeting, tinted windows, and sunroof. Externally it can be identified by chrome dog-dish hubcaps and extra lamps in the grille.

In 1982 a four-wheel drive version was added to the German market, called the SIRA-Ford Transit. This was developed together with Rau GmbH, a Ford dealer in Stuttgart. "SIRA" combines "Sinpar" and "Rau" because Rau was the agent for French four-wheel-drive specialist Sinpar in Germany, Austria, and Switzerland. The SIRA Transit used a Sinpar transfer case and other parts, and was available with the 2-liter petrol four or the 2.4-liter Diesel, on either wheelbase. The 4x4 Transit was later offered in other markets as well.

Second generation (1986)

Pre-facelift (1986)

Codenamed VE6, the second generation Transit platform appeared in January 1986 and was notable for its all-new bodyshell which was of "one-box" design (i.e. the windscreen and bonnet are at close to the same angle), and the front suspension was changed to a fully independent configuration on SWB versions. Initially fitted with Chubb AVA locks, Tibbe barrels were fitted soon after. The engine range was carried over largely unchanged from the last of the 1978–1985 Mk.1 facelift model, although in 1989 the high-performance 3.0 Essex V6 petrol was replaced by the Cologne 2.9 EFI V6, mainly because of emissions regulations as the Essex V6 design was nearly 25 years old by then and still used a carburettor. The third generation Transit was developed under the "Triton" code name.

A subtle facelift in 1992 saw the fully independent front suspension adopted across the range, whilst a redesigned floor plan allowed the use of single, rather than paired, rear wheels on the LWB derivative, further increasing payload—these models are identifiable by the slightly more rounded front headlamps. In Australia, the third generation Transit did not go on sale until March 1994, after a 13-year absence from that market.

Facelift (1994)

A major facelift to the Transit in 1994 gave the Transit a new nose and dashboard, along with the 2.0 L DOHC 8-valve engine as found in the 1994 to 1998 Ford Scorpio. It is similar to the earlier Sierra DOHC unit but without the distributor and uses the updated OBD II-compliant EEC-V level engine control unit. Some of Ford's 16-valve engines, such as those found in the Scorpio, Escort RS2000 and Galaxy were also based on this block. At the same time air conditioning, electric windows, central locking, electric mirrors and airbags were all made available as optional extras.

In 1994, a campervan conversion produced by Auto-Sleepers converted in Willersey, Gloucestershire, known as the Auto-Sleepers Duetto was available. It was available with the high-top roof.

The turbo diesel version came in ,  and  version with an electronic fuel pump.

For the 30th anniversary of the Transit in 1995 Ford released a limited edition model called the Transit Hallmark. Six hundred were made and were available in three colours with 200 being made in each.

In Europe the VE83 Transit was available up to 2000, but in Vietnam it was built up to 2003 when it was exchanged in June for the new generation.

Chinese production

Introduced in 2006, the Ford Transit VJX6541DK-M is a license-built version of the Transit assembled by Jiangling Motors (JMC) in Nanchang.  Produced solely for the Chinese domestic market, it was derived from the second-generation VE6/VE83/VE94 platform.  Over its Ford predecessor produced from 1986 to 2000, JMC made 70 major updates to the design.  The exterior was distinguished by revision to the front fascia, including larger front headlamps and a redesigned grille and front bumper. The interior saw several ergonomic improvements, along with the standardization of power windows.  ABS was offered as an option.  The top speed is specified at .

Sharing its underpinnings with the second-generation Transit, the JMC-built Transit differed substantially in its powertrain configuration.  In place of Ford produced engines, the model line used a 92 kW Mitsubishi-produced 2.4L inline-4.  Two Isuzu-produced 2.8L inline-4 diesels were offered; a naturally aspirated version offering 67.6 kW-68 kW and a turbocharged, intercooled version, offering 80–85 kW.

In 2008, Ford commenced sales of the V347/V348 Transit in China alongside its JMC-produced counterpart, branded the Ford-produced van as the New Transit and the JMC van as the Transit Classic. Between the two manufacturers, a combined 210,000 examples of both generations were sold in China; in 2012, Ford expanded operations, allowing production capacity to expand to 300,000 vehicles. In January 2010, the Toyota recalls affected the Transit Classic, as Ford/JMC utilized the same supplier of accelerator pedals (CTS Corporation), suspecting the units were defective and posed a risk of unintended acceleration. Approximately 1600 Ford Transit Classics in China were affected by the recall.

JMC Teshun

Starting from May 2017, Jiangling Motors replaced the license-built Ford Transit with the JMC Teshun range of vans.  While sharing much of its body with its predecessor, the Teshun underwent a redesign of the front fascia with a larger front bumper and grille. The interior underwent an update to the dashboard, along with the introduction of a front bench seating configuration.

Retaining the VE83 platform of the second-generation Transit, the gasoline Teshun is offered with a Mitsubishi-produced 136 hp(200N·m) 2.4L inline-4 (Engine code: 4G69S4N) and the diesel Teshun offered with an Jiangling-produced 116 hp(285N·m) 2.8L Turbo-diesel inline-4 (Engine code: JX493ZLQ, essentially a modified version of the Isuzu 4JB1 engine); both engines are paired with a 5-speed manual transmission.

Facelift (2021)
In August 2021, a facelift of Teshun was unveiled, updates include a redesign of the front fascia, grille, headlamps, and front bumper. The rear of the car has not changed. In terms of power, the 2.4-liter gasoline engine was removed. The original 2.8L turbo-diesel inline-4 engine has been upgraded to increase the output to 122 hp (300N·m).

Third generation (2000)

Pre-facelift (2000)
The Transit, introduced in July 2000, was the third all-new design, and borrowed styling cues from Ford's "New Edge" designs, like the Focus and Ka. Developed by Ford in the United States, the main innovation is that it is available in either front- or rear-wheel drive. Ford nomenclature makes this the V184 (rear-wheel-drive) or V185 (front-wheel-drive) model. This model features the "Puma"-type Duratorq turbo diesel engine also used in the 2000 Mondeo and Jaguar X-Type, with the petrol versions moving up to the 2.3 L 16-Valve edition of the straight-4 engine. A demonstration of this model's speed with the smallest panel van body, highest output 136PS 2.4 Duratorq turbo-diesel engine and optional 6-speed manual gearbox was shown in series 6 of Top Gear in 2005, where German race driver Sabine Schmitz attempted to drive it around the Nürburgring in under ten minutes, matching Jeremy Clarkson's time in a turbodiesel Jaguar S-Type; after weight reduction and aerodynamic modifications, she was only just unsuccessful, marking her fastest lap at 10m 8s.

This version won the International Van of the Year 2001.

The Durashift EST automatic transmission (optional on all rear-wheel-drive models) features controls mounted on the dashboard, a specially adapted manual mode, tow-haul mode, economy mode and winter mode. This is known as the ASM (automatically shifting manual) system in the Australian market.

2002 saw the introduction of the first High Pressure Common Rail diesel engine in the Transit, with the launch of the  HPCR 2.0-litre in the FWD. Production of the van started at the new Ford-Otosan plant in Kocaeli, Turkey which saw the end of all production at the Genk, Belgium plant which had been producing Transits since 1965. This coincided with the introduction of the Transit Connect (also produced in Kocaeli), a smaller panel van based on the C170 (Focus) platform and aimed at replacing the older Escort and Fiesta based models. Despite the name, the Connect has no engineering commonality with the full-size Transit.

2003 saw a new instrument cluster with a digital odometer.

2004 saw the launch of the first RWD HPCR, the  2.4-litre variant that also introduced the 6-speed MT-82 RWD manual gearbox.

The five millionth Transit rolled off the Southampton line on Monday, July 18, 2005, and was donated to an English charity.

Facelift (2006)

The third-generation Transit received a facelift to the body, introduced in July 2006, including new front and rear lights, a new front end and a new interior featuring the gearstick on the dashboard and Ford's new corporate radio design. Besides the styling changes, the powertrains were revised. The old petrol engine was replaced with one from the Ford Ranger, the front-wheel-drive diesel went from 2.0 to 2.2 litres capacity, and all diesel engines gained high-pressure common rail (TDCi) systems. The powertrains were changed to meet new emissions legislation. Additionally, the facelift introduced CAN bus electronics to the Transit for the first time. The new version (Ford nomenclature V347 for front-wheel drive and V348 for rear-wheel drive) won International Van of the Year for 2007 despite tough competition from several all-new rivals. This Transit arrived in Mexico to replace the Freestar after the 2007 model year. This was the first Transit with a five-cylinder engine available (in the 3.2L 200PS version).

Mid-2006 saw the launch of the "Sport Van", a production van featuring the  engine with additional styling parts, "Le Mans" stripes and 18-inch alloy wheels.

Late-2007 saw the launch of the  engine for front-wheel-drives (replacing the 130 PS) complete with the VMT6 6-speed manual transaxle to cope with the extra power.

The 6-speed transaxle was introduced on the mid-power FWD in late 2008 when the  engine was upped to .

In late 2008, the "coated Diesel Particulate Filter" (cDPF)—designed to meet higher emission standards than the current Euro IV requirement—was introduced as an option on all diesel engines. Production ended in 2013, with the Southampton plant closing down making this generation the last of the British built Transits, but returned in China in two modified forms.

Engines
 2.2 L Diesel, ; 2006–2014
 2.2 L Diesel, ; 2006–2008
 2.2 L Diesel, ; 2008–2014
 2.2 L Diesel, ; 2006–2007
 2.2 L Diesel, ; 2007–2014
 2.4 L Diesel, ; 2006–2014
 2.4 L Diesel, ; 2006–2014
 2.4 L Diesel, ; 2006–2014
 3.2 L Diesel, ; 2007–2014
 2.3 L Petrol, ; 2006–2014

XXL

To celebrate the Transit's status as International Van of the Year 2007, Ford built a stretch limousine style van – the Transit XXL. It is a unique special that is the most expensive Transit ever made.

SuperSportVan
The Ford Transit SuperSportVan was a one-off, high-performance version of the third-gen Transit built by Ford Europe. It uses a 3.2L turbocharged Duratorq I5, producing 198 horsepower, borrowed from a larger Transit model, mated to a 6-speed transmission.

Chinese market

The third-generation Ford Transit commenced production in China in 2008 for the 2009 model year. Engine choices consisted the 2.2-litre turbo diesel, a 2.3-litre petrol for 2009 models and a 2.4-litre turbo diesel. The Transit in China was given a facelift for the 2013 model year onwards with new headlights and taillights. As of 2019, the 2.2-litre turbo diesel engine and 6 speed manual gearbox is standard across the range.

2021 Ford Transit Pro
During the 2020 Beijing Auto Show, a facelift named the Ford Transit Pro was unveiled featuring another facelift on the third-generation Ford Transit for the 2021 model year. The facelift features a redesigned front end and restyled tail lamps. The facelift also features updated powertrain to fulfill the National Standard VI emissions standard in China. The updated engine is a 2.2 liter diesel engine producing 190 hp and 360N·m mated to a 6-speed manual transmission.

This design is also made and sold in Vietnam as the Ford Transit as of 2022. It is powered by a 2.2 liter turbodiesel engine producing 136 hp mated to a 6-speed manual transmission.

2022 JMC Fushun
In mid-2022, Jiangling Motors released the JMC Fushun based on the Transit Pro. According to the official data, the model will be equipped with a 2.0L inline-4 turbo-diesel engine (engine code: JX4D20A6H, an engine modified by the Ford ZSD-420 engine) output of 146 hp (355N· m). Paired with a 6-speed manual transmission.

Fourth generation (2014)

The fourth-generation Transit was launched in January 2013 at the 2013 North American (Detroit) International Auto Show.  In contrast to the previous generation developed in the United States (but never sold there), the fourth-generation Transit was co-designed by Ford of Europe and Ford in North America.  After entering production for worldwide sale in 2013, the Transit entered sale in North America in 2014 as an early 2015 model.

The fourth-generation Transit was the first version to be offered for sale in the United States and Canada, replacing the E-Series passenger cargo and passenger van (the E-Series remains in production as a cutaway/chassis cab).  While produced since 1965 (nearly as long as the Mustang), previous generations of the Transit were excluded from North America to avoid model overlap with the Econoline/E-Series.

The introduction of the fourth generation saw a transition of the Transit nameplate into a commercially oriented sub-brand of Ford.  To supplement its namesake vehicle and the Transit Connect MPV, Ford spun off the previous front-wheel drive Transit into its own model line, the Transit Custom (sized between the Transit Connect and Transit), with the Fiesta-based Transit Courier introduced in 2014 as the smallest model of the product range.  The namesake of the model line, the fourth-generation Transit is marketed against the Chevrolet Express/GMC Savana, Mercedes-Benz Sprinter, Fiat Ducato (and its variants), and the Volkswagen Crafter in markets worldwide.

Chassis

The fourth-generation Transit is offered in a rear-wheel drive powertrain layout; the front-wheel drive version of the previous generation has been replaced by the Transit Custom.  The Transit van is offered in two wheelbases (129.9 inches and 147.6 inches) while the chassis cab/cutaway van is offered in three wheelbases (138 inches, 155.7, and 178 inches).  As with previous-generation vans, extended-wheelbase vans were produced with either single or dual rear-wheel axles (the latter, a first for North America, which previously reserved the design for chassis/cutaway cabs).

In a major change from the E-Series, the Transit uses a unibody chassis design instead of a separate frame; while no longer using a separate chassis, the high use of boron steel allowed for increase in payload capacity of up to 600 pounds (over a similar-configuration E-Series).  The long-running Twin I-Beams of the E-Series were retired, as the fourth-generation Transit uses MacPherson struts for the front suspension; the live rear axle is leaf-sprung.  The model line is fitted with four-wheel disc brakes.

Powertrain
For its worldwide introduction in 2013, the fourth-generation Transit inherited the Duratorq diesel engines from the previous generation, shared with the Ranger and Mondeo.  A 2.0L inline-4 was introduced (for China), shared with the 2.2L and 2.4L inline-4s (the former, for Europe and Australia; the latter, Europe); the largest engine was a 3.2L inline-5 (for markets outside South America).  Gasoline engines were also offered, including a 2.0L Ecoboost inline-4 (for China) and a 2.3L Duratec inline-4.

For production in the Americas, the Transit was offered with higher-displacement gasoline engines (shared with the F-Series).  A 275 hp 3.7L V6 was the standard engine in North America, with a 310 hp 3.5L twin-turbo EcoBoost V6 offered in both North and South America; the 185 hp 3.2L inline-5 was offered beginning in 2015 (renamed as a Powerstroke diesel).  From 2015 to 2019, all engines were paired to a 6-speed automatic transmission, replaced by a 10-speed automatic for 2020.

As an option through Ford, the 3.7L engine can be converted to run on compressed natural gas (CNG) or liquefied petroleum gas (propane).

Body configuration
In a design shift, the Transit (and Transit Custom) moved from the New Edge styling of the previous generation to the Kinetic design language; the interior was influenced by the third-generation Ford Focus.  The fourth-generation Transit as both a van and as a chassis cab/cutaway cab; the pickup truck of the previous generation has been discontinued.  The van is offered in three different roof lengths and three different roof heights.

In most worldwide markets, the Transit passenger van is primarily marketed under the Ford Tourneo name, with Ford using the Transit name for both cargo and passenger vans in the United States and Canada.  In line with other Ford trucks in North America, the Transit is marketed in XL and XLT trims.  In line with the F-Series trucks (and its E-Series predecessor), in North America, the Transit is marketed in 150/250/350 (and 350HD) payload series, determined by wheelbase, body length, and roof height.

As with the E-Series and the previous generation Transit, the model line serves as the basis for multiple commercial vehicles, including ambulances, buses, and recreational vehicles.

2020 update

For 2020 production, the Ford Transit underwent a mid-cycle model revision, distinguished by an update of the front fascia and dashboard.  In both Otosan and Claycomo-produced examples, the powertrain saw several updates.  For North America, a naturally-aspirated 275 hp 3.5L V6 with port and direct injection replaced the 3.7L V6; the 3.5L twin-turbo V6 remained an option.  For markets outside the Americas, the four Duratorq diesel engines were replaced by a single 2.0L EcoBlue inline-4 turbodiesel (shared with the Ranger outside of North America).  Offered in multiple power outputs (105, 130, 170, 185 PS), the EcoBlue engine is also offered with a mild-hybrid option (with the 130 PS engine).  Initially intended for North American sale (alongside the Transit Connect), the EcoBlue option was dropped shortly before its introduction.

All-wheel drive is again an option for the model line.  A new trim level marketed as Transit Trail was also made available for the Transit and Transit Custom. It features a Quaife locking differential and design elements of the North-American market Ford F-150 Raptor. A crew van body style was introduced as a new option; known as a double cab in Europe, the design combines the design of a passenger and cargo van, offering 5-passenger seating and a large rear cargo space.  The 2020 Transit also adopted power-sliding doors and dual sliding doors (for cargo vans) as options.

E-Transit

In November 2020, Ford announced the 2022 E-Transit battery electric cargo van; key specifications include a  /  maximum cargo capacity, 68 kWh (usable capacity) battery and up to  range, based on the US EPA Multi-Cycle Test (MCT) procedure. The E-Transit began production at Ford's Kansas City Assembly Plant in November 2021. The first E-Transits were delivered to American customers in February 2022; according to Ford, they had received more than 10,000 orders for the E-Transit from 300 commercial fleets. E-Transit production for the European market began at Otosan in April 2022 to fill orders totaling more than 5,000 vehicles.

The E-Transit has a unique chassis to accommodate the traction battery between the frame rails, but is fitted with the same bodies as the conventional Transit. Under the bonnet, Ford have fitted cooling pumps for the high-voltage traction battery and motor, along with cabin climate control equipment and other electrical gear, including the DC-DC converter. Externally, the E-Transit can be distinguished by its rear axle, which carries the traction motor and has an independent suspension using semi-trailing arms and coil springs, rather than the live axle and leaf springs of the conventional Transit.

The liquid-cooled traction battery is sourced from the Mustang Mach-E; usable capacity is 68 kW-hr with a gross capacity of 77 kW-hr. Maximum charging speeds are 11.3 kW (AC) or 115 kW (DC). The Combined Charging System vehicle inlet is on the front of the car, below the manufacturer's emblem. The traction motor of the E-Transit is shared with the Ford F-150 Lightning, with a nominal output of  and ; in the UK, it is offered with a choice of two traction motor outputs, ; both produce the same torque as the US model. Operating in Eco mode, power is limited to . The advertised maximum range of  (EPA) is accomplished with the low-roof model. Under the WLTP cycle, maximum range is . When equipped with the Pro Power Onboard option, the E-Transit can supply up to 2.4 kW of electrical power for tools and accessories through conventional AC outlets.

There are 25 combinations of height (2 choices), wheelbase (3), and gross vehicle weight rating (3) in the UK. In the United States, purchasers are given a choice of three body lengths (Regular, Long, or Extended), two wheelbases (), three roof heights (Low, Medium, or High), and three chassis preparations (cargo van, cutaway, or chassis cab; the latter two are offered with a  wheelbase only); all US versions are sold as a single T-350 model with a GVWR of .

What Car? named the E-Transit its Van of the Year in 2022.

Chinese market (Transit T8)
The fourth generation Transit was not introduced in the Chinese market until 2023.The fourth generation Transit was restyled and named the Transit T8 for the Chinese market, and was launched in the market in August 2023 by JMC Ford. Originally codenamed the Transit V363 before launch, the Transit T8 is available as a diesel version as well as an electric version. The diesel version of the Transit T8 is powered by a 2.3 liter turbo fifth generation Ford Puma diesel engine or a 2.0 liter turbo diesel engine.

Transit Trail
The Ford Transit Trail is an upcoming off-road motorhome version of the van and comes with a  twin-turbo V6 engine and all-wheel drive.

Transit Custom

Replacing the previous front-wheel drive Transit/Tourneo, the Ford Transit Custom is a mid-size cargo and passenger van.  Competing against the Mercedes-Benz Vito/Viano, Peugeot Expert, Renault Trafic and Volkswagen Transporter, the Custom is offered in two body lengths and two roof heights.  Offered in most worldwide markets, the Transit Custom is not currently sold in the United States and Canada; it is sold in Mexico (where the predecessor front-wheel drive Transit replaced the Freestar minivan).

For 2018 production, the model line received an exterior update, distinguished by a new grille (in line with the larger Transit); the interior received a new dashboard (styled in line with the Fiesta).

Assembly
Worldwide production of the fourth-generation Transit is sourced from two Ford facilities.  All Transit production for Europe and Asia is sourced from Ford Otosan in Kocaeli Province, Turkey; this factory provides a percentage of global exports.  North American and South American production is primarily sourced from Kansas City Assembly in Claycomo, Missouri; production at the Kansas City Assembly Plant began on April 30, 2014.

In North America, the model line was launched as a 2015 model, adopting the Transit name for both cargo and passenger vans (rather than using the Tourneo name used in other markets for passenger vans).

Sales

Variants

County 4×4

A handful of companies offered four-wheel-drive conversions, such as County Tractors of Knighton in Powys, Wales, UK who converted vans on behalf of Ford as a Special Vehicle Operations factory option. The first Transit County models were based on the Mk2 Transit model, both long and short wheelbase. The conversion used a Dana 44F front axle and a NP208 transfer box, both lifted from the Ford Bronco, coupled to the regular Transit engine, gearbox and rear axle using three custom propshafts. The Transit rear axle was retained, mounted to a rear subframe or 'lift cradle' to give the extra ride height. Other modifications were 16-inch wheel rims, locking front hubs, a heavy-duty steering box and 305 mm diameter front brake discs.

With the introduction of the Mk3 Transit in 1986 came the next generation of the County 4×4. This would prove to be a very popular and successful version of the County Transit 4×4, and the last to use the Dana beam axle layout. Later County 4×4 models switched to using an independent front suspension setup which was inherently more complex in design than the earlier beam axle models. Later panel vans also lost the twin-wheel rear axle that had been fitted on earlier LWB versions.

Mainly used by utility companies such as National Grid (UK), the Ministry of Defence (UK), and by mountain rescue teams, the Transit County 4×4 proved to be a capable vehicle both on and off-road, with the ability to carry both crew and equipment just about anywhere.

Design and supply of drivetrain components for County 4×4 models passed to Countytrac, a division of M.J. Allen Ltd, who are still involved in the development of the latest Mk7 AWD Transit and Connect models.

Tourneo

Introduced as part of the 1995 redesign of the Transit, the Tourneo is a Transit-based 8 or 9-seat minibus, but over the years has become increasingly better trimmed up to the point where it can almost be classified as a large MPV. Featuring back seats and back windows similar to a minivan, the Tourneo is also considered an executive transport vehicle and is often supplied with alloy wheels. Since its introduction, the Tourneo has followed the same development cycle as the Transit; both versions receive updates at the same time.

A smaller minivan version of the Tourneo was introduced in 2002; branded the Tourneo Connect, it was based on the Transit Connect mini MPV.

The version based on the fourth generation Transit is marketed as the Ford Tourneo Custom, and from 2019 has a plug-in hybrid engine option.

References

External links

 Official Australia Ford All-new Transit website
 UK Ford Transit website
 USA Ford Transit website

Transit
Transit
All-wheel-drive vehicles
Cars of Turkey
Flexible-fuel vehicles
Front-wheel-drive vehicles
Minibuses
Motor vehicles manufactured in the United States
Police vehicles
Rear-wheel-drive vehicles
Road vehicles manufactured in the United Kingdom
School bus chassis
Vans
Vehicles introduced in 1965

Ford Transit


Eksistentiel filosofi eller eksistensfilosofi er en af de mest fremtrædende retninger inden for den moderne filosofi. Den eksistentielle filosofi blev grundlagt af den danske filosof Søren Kierkegaard og den tyske filosof Friedrich Nietzsche. Tilgangen blev videreført af blandt andre Albert Camus, Karl Jaspers, Martin Heidegger og Jean-Paul Sartre. Udgangspunktet er en bestræbelse på at forstå det enkelte menneskes konkrete eksistens, som den melder sig som et særligt anliggende i den moderne tidsalder.

Hovedtræk
Den eksistentielle filosofi er kendetegnet ved at have et grundlæggende fokus på enkeltmenneskets eksistens. Det vil sige, at den eksistentielle filosofi forstår det enkelte menneske med udgangspunkt i dets konkrete tilværelse og undersøger, hvad der kendetegner tilværelsens vilkår, og hvordan den enkelte kan påtage sig sin tilværelse som en opgave.

Der findes adskillige underretninger inden for den eksistentielle filosofi, bl.a.:

 eksistentialismen, der betoner menneskets frihed og valg
 absurdismen, der forstår tilværelsen som grundlæggende absurd
 den tidlige eksistensfilosofi, der betoner menneskets eksistens
 feministisk eksistensfilosofi, der ser på kvindens eksistens
 sort eksistensfilosofi, der betoner sortes livsforhold

Der findes både religiøse og spirituelle samt ikke-religiøse eller ateistiske tilgange til den eksistentielle filosofi..

Store eksistentielle filosoffer
De mest kendte eksistentielle filosoffer er:

 Søren Kierkegaard
 Friedrich Nietzsche
 Gabriel Marcel
 Karl Jaspers
 Martin Buber
 Viktor Frankl
 Martin Heidegger
 Edith Stein
 Fernando Gonzales Ochoa
 Gonzalo Arango
 Carlos Astrada
 Jean-Paul Sartre
 Simone de Beauvoir
 Maurice Merleau-Ponty
 Emmanuel Levinas
 Albert Camus
 Walter Kauffman
 Hannah Arendt
 Hazel Barnes
 Colin Wilson
 Lewis Gordon
 Emmy van Deurzen
 Luigi Pareyson
 Markus Gabriel

Idéhistorie
De første eksistensfilosofiske træk ses hos matematikeren og filosoffen Blaise Pascal i værket Pensées. Pascal mener, at uden en gud ville livet være meningsløst og uudholdeligt. I en sådan gudløs verden ville mennesker, for at skabe et formål med tilværelsen, skabe kunstige forhindringer for sig selv, for derefter at overvinde dem. Disse sejre ville til syvende og sidst være meningsløse, da vi alle på et tidspunkt dør. Det var, mente Pascal, en god grund til at forblive troende.

Søren Kierkegaard var den første vestlige filosof til at betone menneskets eksistens. Han mente, at menneskets forhold til sin egen tilværelse var afgørende for, at mennesket kunne opnå en sand kristen livsanskuelse. For Søren Kierkegaard var det filosofiske spørgsmål om eksistensen derfor knyttet til det teologiske spørgsmål om troen.

For Friedrich Nietzsche blev det afgørende at finde ud af, hvordan mennesket kunne leve uden Gud. Derfor måtte det bestræbe sig på at blive et overmenneske.

Albert Camus var også interesseret i menneskets skæbne uden en Gud, og han mente i Sisyfos myten fra 1943, at mennesket måtte lære at acceptere det absurde men byde det trods.

Eksistentialisterne Jean-Paul Sartre og Simone de Beauvoir mente derimod, at mennesket gennem sine valg måtte skabe sin egen mening. Især Sartre blev meget kendt i efterkrigstiden og gjorde eksistentialismen til en populær filosofi. Simone de Beauvoir udgav blandt andet bogen Det andet køn, som bruger eksistentialismen til at vise, at kvinden ikke har en forudgiven essens men bliver gjort til kvinde gennem valg og samfundsforhold.

Eksistensfænomenologerne Martin Heidegger, Emmanuel Levinas og Maurice Merleau-Ponty koblede den tidlige eksistensfilosofi med aspekter af Edmund Husserls fænomenologi. De var interesserede i at forstå, hvad der kendetegnede menneskets væren. For Hannah Arendt blev dette et spørgsmål, der måtte besvares politisk, efter som menneskets væren var præget af aktivitet og offentlighed.

Martin Buber havde i Jeg og du fra 1923 allerede vist betydningen af det mellemmenneskelige i det moderne..

Fernando Gonzales Ochoa mente til gengæld, at mennesket måtte hæve sig over anonymiteten og samtidig forsøge at leve enkelt. Han blev en vigtig inspiration for Gonzalo Arango Arias, der stod bag intethedsbevægelsen. Arias var en forfatter, digter og journalist, der betragtes som en af Sydamerikas vigtigste eksistensfilosoffer.

Luigi Pareyson var en italiensk eksistensfilosof, der i Eksistens og person viser, at mennesket må vælge en tredje vej mellem kristendom og antikristendom. På den måde placerede Pareyson sig imellem Jean-Paul Sartre og Søren Kierkegaard.

Den sorte eksistensfilosofi udbredte sig hovedsageligt i efterkrigstiden med navne som Frantz Fanon. Den modsatte sig især undertrykkelse af sorte afrikanere og afro-amerikanere. En vigtig nyere repræsentant er Lewis Gordon, der betoner de sortes eksistentielle situation.

Viktor Frankl var den første til at gøre eksistensfilosofien til en eksistentiel terapi. Hans logoterapi antager, at mennesket ønsker mening i livet. Eksistentiel terapi blev til den eneste etablerede form for psykoterapi, der er direkte baseret på filosofi snarere end på psykologi.

I det 21. århundrede påpeger Emmy van Deurzen også, at eksistensfilosofien skal bruges terapeutisk til at lære mennesket at leve bedre. Hun viser i Eksistentiel samtale og terapi, hvordan lidelser skyldes en forkert livsindstilling.

Peter Talbot var med til at formulere miljøeksistentialismen, der ser på miljøets betydning. Klimaeksistentialisme er en anden ny retning.

Den tyske filosof Markus Gabriel har i det 21. århundrede lanceret neo-eksistentialismen. Denne omfatter især en kritik af de reduktionistiske tendenser i neurovidenskaben.

Virkningshistorie
Selv om den eksistentielle filosofi blev grundlagt i det 19. århundrede, havde den sin storhedstid i mellemkrigs- og efterkrigstiden i det 20. århundrede. Det skyldes især erfaringerne fra Anden Verdenskrig og udbredelsen af den moderne naturvidenskab. Den eksistentielle filosofi mente, at mennesket var andet og mere end et naturvæsen i kraft af dets mulighed for at forholde sig til dets tilværelse.

Den eksistentielle filosofi opstod i Danmark og fandtes ellers først og fremmest i Kontinentaleuropa, især i Tyskland og Frankrig. Den forekom dog også i lande som f.eks. Italien med Luigi Pareyson.

Den eksistentielle filosofi blev en vigtig del af det tankegods, som kom til at ligge bag ungdomsoprøret i Vesteuropa og USA i 1960'erne og 1970'erne.

Absurdismen fik en indflydelse på dramaturgien, blandt andet hos Samuel Beckett og Jean Genet.

Flere eksistensfilosoffer som Jean-Paul Sartre, Simone de Beauvoir og Albert Camus var også forfattere, og Albert Camus er ikke mindst kendt for bogen Den fremmede.

Den eksistentielle filosofi var også ophav til den eksistentielle psykologi og den eksistentielle terapi, som i dag har videreført udviklingen inden for den eksistentielle tradition. Ikke mindst har filosoffen Emmy van Deurzen omformet den eksistentielle filosofi til en praktisk terapi. Desuden var den eksistentielle filosofi baggrunden for den eksistentielle psykiatri, eksistentielle pædagogik og senere for eksistentiel coaching.

Den eksistentielle filosofi blev også en vigtig inspiration for eksistensteologien.

Den eksistentielle filosofi har oplevet en genopblomstring i begyndelsen af det 21. århundrede

Eksistentiel filosofi i Danmark
Den eksistentielle filosofi blev grundlagt i Danmark af Søren Kierkegaard. For ham hang teologi og filosofi sammen. Kierkegaard viste som den første, hvordan det moderne menneske måtte påtage sig sin egen eksistens. Kun igennem denne inderlighed kunne mennesket møde Gud. Det var nemlig afgørende for Kierkegaard, at troen blev udtryk for en personlig stillingtagen. Derfor skildrede Kierkegaard den religiøse eksistens som menneskets højeste livsstadium. Kierkegaard viste, at det var det enkelte menneskes egne valg, der afgjorde, hvordan det udviklede sig og fik muligheden for at virkeliggøre sin tilværelse.

Kierkegaard fik en vigtig betydning for den danske eksistensteologi, der brød frem med Tidehverv. Oprindeligt var denne teologiske bevægelse både påvirket af Kierkegaard og Karl Barth, men den er i dag mere lutheransk end eksistentiel.

Kierkegaard fik desuden en vis indflydelse på K.E. Løgstrup, der dog endte med at tage afstand fra Kierkegaard. Løgstrup interesserede sig for menneskets eksistens og regnes sommetider for at høre til den eksistentielle tradition, mens andre ikke regner ham for at tilhøre eksistensfilosofien. Han var elev af Martin Heidegger, og der er flere fænomenologiske elementer i Løgstrups tænkning. Løgstrup havde ikke mindst fokus på de suveræne livsytringer, der findes i menneskets sameksistens. Det vil sige, at barmhjertighed, tillid og oprigtighed er grundlæggende måder, hvorpå mennesket kan udtrykke næstekærlighed.

Løgstrups kollega Johannes Sløk regnes som en udpræget eksistenstænker. Det kom blandt andet til udtryk i Sløks udgivelse af bogen Eksistentialisme i 1964. Sløk var desuden inspireret af Camus' absurdisme og skrev i 1968 Det absurde teater og Jesu forkyndelse: Det moderne menneske kan ikke rationelt finde et svar på livet og er henvist til absurditeten. Men måske kan der findes er religiøst svar.

I efterkrigstidens Danmark blev en gruppe af forfattere omkring tidsskriftet Heretica inspireret af eksistentialismen. Det drejede sig blandt andet om Martin A. Hansen, Thorkild Bjørnvig, Frank Jæger og Tage Skou-Hansen. Den eksistentielle tænkning fik også en indflydelse på forfatteren Peter Seeberg, hvis bøger kredser om eksistentiel fremmedgjorthed og livets meningsløshed.

Idéhistorikeren Jonas Holst har således vist, hvordan der er flere eksistensfilosofiske temaer på spil hos Peter Seeberg, der på flere måder var direkte inspireret af tilgangen. Der er ikke mindst et særligt eksistentielt tema omkring faldet i flere af Seebergs skønlitterære bøger. Holst har også udgivet bogen Beskedne betydninger, der er en nøgle til Seebergs forfatterskab. Her ser Holst blandt andet på sammenhængene mellem etik og æstetik samt Seebergs inspiration fra Friedrich Nietzsche og Ludwig Wittgenstein. I 2009 redigerede Jonas Holst desuden bogen At tænke eksistensen sammen med Paw Amdisen og Jens Viggo Nielsen. Bogen bestræber sig på at genaktualisere den eksistentielle filosofi. I bogen Venskab fra 2015 undersøger Jonas Holst endelig den etiske og eksistentielle betydning af venskab, og viser, hvordan venskabet står for det gode mellem mennesker.

Filosoffen Mogens Pahuus udgav i 2016 bogen Eksistens og natur: det dobbeltsidige menneske og dets livsverden, hvor han ser på, hvordan individet er formet i en dobbelthed mellem natur og eksistens. Ethvert menneske er således både natur og eksistens, som ikke kan reduceres til hinanden. Han udgav i 1986 desuden bogen Livsfilosofi, der kredser om forståelsen af eksistensen i filosofi og litteratur. Bogen har et livsfilosofisk perspektiv og reflekterer over menneskelivet. Kernen i livsfilosofien er spørgsmålet om, hvordan man skal leve livet.

Fra anden side har filosoffen og læreren Brian Degn Mårtensson været optaget af at inddrage nogle af de eksistentielle tanker i pædagogikken. Han har ikke mindst set på Kierkegaards pædagogiske relevans.

Filosoffen og terapeuten Anders Dræby er elev af Emmy van Deurzen og har været vigtig for den eksistentielle terapi i Danmark. I bogen Livskunsten – filosofien om at vågne op til livet bygger han som noget andet videre på Kierkegaards eksistensfilosofi og teologi, men han gør det ved at trække perspektivet i en mere global og åndshistorisk retning. Således inddrages både buddhisme, hinduisme, daoisme, sufisme, oldgræsk filosofi og andre store verdensfilosofier i bestræbelsen på at forstå, hvordan menneskets hovedopgave i tilværelsen er at vågne op fra en form for åndeligt søvngængerliv. Livskunst kræver både, at individet konfronterer sig med døden, ransager sit hjerte og frigør sig fra flokken.

Hans Hauge udgav i 2019 bogen Ensomhedsparathed, der er et forsøg på at genoplive eksistentialismen i det 21. århundrede. Hauge mener især, at dette er relevant i lyset af den udbredelse, som naturalismen har fået. Samtidig vender Hauge sig imod den stigende længsel tilbage mod fællesskaber og insisterer på, at mennesket må være ensomhedsparathed.

Litteratur

 Paw Amdisen og Jonas Holst og Jens Viggo Nielsen (red.). (2009). At tænke eksistensen. Aarhus: Aarhus Universitetsforlag
 Paw Amdisen, Morten Riis og Lars Gorzelak (2006). Et menneske lades ikke i ro. Aarhus Universitetsforlag
 Arendt, Hannah (2005). Menneskets vilkår. København: Gyldendal
 Arendt, Hannah (2010). Eksistens og religion. Klim
 Astrada, Carlos (1933): El juego existencial . Buenos Aires: Babel
 Beauvoir, Simone de (2019). Det andet køn 1-2. Gyldendal
 Biko, Steve (2002): I Write What I Like: Selected Writings, ed. with a personal memoir by Aeired Stubbs, preface by Desmond Tutu, an intro. by Malusi and Thoko Mpumlwana, with a new foreword by Lewis R. Gordon (Chicago, IL: University of Chicago Press)
 Birkelund, Regner (2002). Eksistens og livsfilosofi. København: Gyldendal
 Buber, M. (1923) I and Thou, Transl. Kaufman W., Edinburgh: T&T Clark, 1970.
 Camus, Albert (2003). Den fremmede. København: Gyldendal
 Camus, Albert (2014). Sisyfos-myten. København: Gyldendal
 Deurzen, Emmy Van (2003). Eksistentiel samtale og terapi. Hans Reitzels
 Deurzen, Emmy van (2010). Everyday Mysteries: a Handbook of Existential Psychotherapy (2nd ed.). London: Routledge.
 Dræby, Anders (2018). Livskunsten. København: Akademisk Forlag
 Fanon, Frantz (1967 [1952]): Black Skin, White Masks, Grove Press.
 Frankl, V.E. (1946) Man's Search for Meaning, London: Hodder and Stoughton, 1964.
 Gabriel, Markus (2018). Neo-existentialism. Polity Press
 Gordon, Lewis (1997): Existence in Black. Psychology Press
 Gordon, Lewis (2009): Existentia Africana: Understanding Africana Existential Thought, Routledge
 Hauge, Hans (2019). Ensomhedsparathed. Eksistensen
 Heidegger, Martin (2014). Væren og tid. Aarhus: Klim
 Holst, Jonas (2003). Peter Seeberg: æstetik, eksistensfilosofi og kulturanalyse i Peter Seebergs skønlitterære forfatterskab. Multivers
Holst, Jonas (2013). Venskabets etik. THP
 Holst, Jonas (2015). Venskab. Aarhus: Aarhus Universitetsforlag
Holst, Jonas (2021). Beskedne betydninger. Forlaget Spring
Jensen, Helle Møller mfl (2021). Troens perspektiv. Eksistensen
 Keller, Kurt (red.). (2015). Den menneskelige eksistens. Introduktion til eksistentiel fænomenologi. Aalborg: Aalborg Universitetsforlag
 Kierkegaard, Søren: Samlede skrifter, www.sks.dk
 Kierkegaard, S. (1844, 1944) The Concept of Dread, trans. Lowrie W., Princeton, Princeton University Press.
 Kierkegaard, S. (1841) The Concept of Irony, Bloomington:Indiana University Press 1965.
 Løgstrup, K.E. (2010). Den etiske fordring. Aarhus: Klim
 Løgstrup, K.E. (2013). Opgør med Kierkegaard. Klim
 Manganyi, N. C. (1973) Being-Black-in-the-World. Johannesburg: Ravan Press
 N. C. Manganyi, Alienation and the Body in Racist Society: A Study of the Society that Invented Soweto (New York: NOK Publishers, 1977)
 Marquard, Odo (2013). Der Einzelne. Vorlesungen zur Existenzphilosophie. Reclam
 Merleu-Ponty, Maurice (2009). Kroppens fænomenologi. Det lille Forlag
 Nietzsche F. (1886) Beyond Good and Evil. New York: Vintage, 1966. Nietzsche F. (1887), On the Genealogy of Morals, Trans. Kaufman W. and Hollingdale R.J. New York: Vintage Books 1969.
 Nietzsche, Friedrich (2014). Afgudernes tusmørke. Kbh: Det lille Forlag
 Pahuus, Mogens (2016). Natur og eksistens. Aarhus: Aarhus Universitetsforlag
 Pareyson, Luigi (2011). Eksistens og person. Aarhus Universitetsforlag. Oversat af Jens Viggo NielseN
 Rasmussen, Michael (red)(2019). Mennesket og det andet. Aalborg Universitetsforlag
 Rocca, Ettore (2016). Kierkegaard. København: Gyldendal
 Sartre J.P. (1943), Being and Nothingness: An Essay on Phenomenological Ontology, Trans. Barnes H., New York: Philosophical Library, 1956.
 Sartre, J.P. (1939, 1962) Sketch for a Theory of the Emotions, London: Methuen & Co.
 Sartre, Jean-Paul (2005). Eksistentialisme er en humanisme. København: Hans Reitzels Forlag
 Sartre, Jean-Paul (2014). Væren og intet. Aarhus: Philosophia
 Sløk, Johannes (2016). Eksistentialisme. København: L&R
 Sløk, Johannes (2017). Det absurde teater og Jesu forkyndelse. L&R
 Stewart, Jon (ed.) (2011). Kierkegaard and Existentialism. Farnham, England: Ashgate
 Sørensen, Anders Dræby & Kurt Keller (red) (2015). Psykoterapi og eksistentiel fænomenologi. Aalborg Universitetsforlag
 Sørensen, A. (2016). Gudløs eksistensfilosofi. Aarhus: Statsbiblioteket
 Thielst, Peter (2007). Kierkegaards filosofi. København: Det lille Forlag
 Yancy, George (2017). Black Bodies, White Gazes. Lanham, Maryland: Rowman & Littlefield

Se også

 Eksistensteologi
 Eksistentiel terapi

Noter

Filosofi

Eksistentiel filosofi


අබ්දුල් රශිඩ් සලීම් සල්මන් ඛාන් (හින්දි: सलमान ख़ान, උර්දුسلمان خان;; 1965 දෙසැම්බර් 27 උපත ලැබූ) බොලිවුඩ් සිනමාවේ රංගන ශිල්පියෙකි.

1988 "බිවි හො තො අඉසි" ඔහුගේ මංගල චිත්‍රපටය වූ අතර "මඉනෙ ප්යර් කියා" (1989) චිත්රපටය ඔහුගේ පළමු සාර්ථක චිත්‍රපටය විය. එහි රංගනය වෙනුවෙන් හොඳම රංගනය වෙනුවෙන් හා හොඳම ආධුනික පිරිමි රංගනයට හිමි ෆිල්ම් ෆෙයා සම්මානය හිමි විය. බොලිවුඩ් සිනමාවේ අති සාර්ථක චිත්‍රපට වූ "සාජන්" (1991), "හම් ආප්කෙ හේන් කෞන්" (1994), "කරන් අර්ජුන්" (1995), "බිවි නො.1" (1999) යන අධික ලාභ ලැබූ චිත්‍රපටයන්හි රංගනයන් හේතුවෙන් ඔහු සිනමා තරුවක් බවට පත් වුණි.

"කුච් කුච් හොතා හේ" (1998) චිත්‍රපටයේ සහය රංගනය වෙනුවෙන් 1999දී හොඳම සහය නළුවාට හිමි ෆිල්ම් ෆෙයා සම්මානයෙන් ඛාන් පිදුම් ලද්දේය. එයින් පසු "හම් දිල් දෙ චුකෙ සනම්" (1999), "තෙරෙ නාම්" (2003), "නො එන්ට්ර" (2005) "පාර්ට්නර්"(2007) සහ "වොන්ටඩ්" (2009) වැනි විවේචනාත්මක සහ වාණිජ්‍ය වශයෙන් සාර්ථක චිත්‍රපට කිහිපයකද ඔහු රංගනයෙහි යෙදුනේය. හින්දි සිනමාව තුළ විශිෂ්ඨ නළුවෙකු බවට පත්වීමට මෙලෙස ඛාන් සමත් විය. .

බොලිවුඩ් රංගන ශිල්පියෝ

සල්මන් ඛාන්


A temporada da IndyCar Series de 2022 foi a 111ª temporada oficial do campeonato de corridas de rodas abertas norte-americanas e a 27ª sob a sanção da IndyCar Series. O evento principal foi a Indianapolis 500, vencida por Marcus Ericsson, da Chip Ganassi Racing, que tornou-se o segundo piloto da Suécia a ganhar a prova, 23 anos após a conquista de Kenny Bräck, em 1999, e também encerrou um período de 10 anos sem vitórias da Ganassi em Indianápolis.

O australiano Will Power, da Penske, conquistou o bicampeonato da categoria após terminar o GP de Laguna Seca em  Na mesma prova, obteve sua 68ª pole-position na Indy, superando um recorde que pertencia a Mario Andretti. Embora tivesse vencido apenas uma corrida, Power foi beneficiado pela regularidade (terminou 13 etapas entre os 10 primeiros) e fechou o campeonato com 560 pontos, 16 a mais que seu companheiro de equipe Josef Newgarden, que foi o piloto com mais vitórias (5). Entre os estreantes, Christian Lundgaard (em sua primeira temporada completa na categoria, após ter feito a corrida 2 no traçado misto de Indianápolis em 2021) derrotou David Malukas por 18 pontos (323 a 305). Scott Dixon, que tentava empatar com A. J. Foyt como recordista de títulos (7, contra 6 do neozelandês), teve um desempenho abaixo do esperado em Laguna Seca e encerrou o campeonato em terceiro lugar, com 521 pontos ganhos.

Tetracampeão das 500 Milhas de Indianápolis, o brasileiro Hélio Castroneves retornou à Indy de forma integral pela Meyer Shank Racing, fazendo sua 25ª temporada na categoria (4 pela CART e 21 pela IRL e Indy reunificada), empatando com seu compatriota Tony Kanaan (que participou apenas das 500 Milhas em um quinto carro da Ganassi) como recordista de campeonatos disputados.

Além de David Malukas, outros 2 pilotos estrearam na categoria: Kyle Kirkwood (A. J. Foyt Enterprises), Devlin DeFrancesco (Andretti Steinbrenner Autosport, enquanto Callum Ilott, que disputou as últimas 3 provas da temporada de 2021 pela Juncos Hollinger Racing, fez também sua primeira temporada como piloto fixo do grid.

Equipes e pilotos

Mudanças nas equipes
 A Meyer Shank Racing expandiu seu programa para 2 carros na Indy em 2022, promovendo a volta de Hélio Castroneves em tempo integral e contratando o francês Simon Pagenaud, vindo da Penske - esta última, por sua vez, voltará a ter 3 carros.
 A Rahal Letterman Lanigan Racing confirmou um terceiro carro para a temporada 2022, pilotado pelo britânico Jack Harvey.
 Depois de correr as últimas 3 etapas de 2021, a Juncos Hollinger Racing participará pela primeira vez de todas as etapas de uma temporada da Indy, tendo Callum Ilott como seu único piloto.
 Em agosto de 2021, a Arrow McLaren SP anunciou que a McLaren Racing anunciou a compra de uma participação majoritária de 75% da equipe. Como parte do anúncio, Zak Brown confirmou a permanência dos titulares, Patricio O'Ward e Felix Rosenqvist.
 Em novembro de 2021, a Chip Ganassi Racing confirmou a participação de Jimmie Johnson em um quinto carro nas 500 Milhas de Indianápolis de 2022.. A equipe também anunciou a inscrição de um quinto carro para as 500 Milhas de Indianápolis, pilotado por Tony Kanaan
 Após 5 temporadas com o apoio da Vasser-Sullivan Racing, a Dale Coyne Racing oficializou uma parceria com a HMD Motorsports e contratou David Malukas para pilotar o #18.
 Depois de participar das 500 Milhas com apenas um carro, a Dreyer & Reinbold Racing inscreveu 2 Dallara-Chevrolet para a edição 2022, tendo como pilotos Santino Ferrucci e Sage Karam.
 Em fevereiro de 2022, o jornalista Marshall Pruett anunciou que a Carlin Motorsport encerrou seu programa na IndyCar, e formou uma aliança com a Juncos Hollinger Racing.

Calendário

Resultados

Classificação
{|
| valign="top" |

Transmissão no Brasil
Pela segunda temporada, a TV Cultura transmitiu as corridas após renovar os direitos de transmissão até 2024. Além disso, a ESPN também adquiriu os direitos de transmissão para transmitir os treinos livres e classificatórios no serviço de streaming Star+ e as corridas completas nos seus canais.

Ligações externas

2022
IndyCar Series
IndyCar Series
IndyCar Series

Temporada da IndyCar Series de 2022


WrestleMania 34 a fost cea de-a treizecișipatra ediție a pay-per-view-ului WrestleMania organizat de WWE. A avut loc pe data de 8 aprilie 2018 în arena Mercedes-Benz Superdome din New Orleans, Louisiana.

În cadrul evenimentului principal, Brock Lesnar a păstrat Campionatul Universal împotriva lui Roman Reigns. Într-un alt meci principal, AJ Styles a reținut Campionatul WWE împotriva lui Shinsuke Nakamura. Alte evenimente văzute au fost debutul în WWE a luptătoarei de arte marțiale mixte Ronda Rousey, iar revenirea în ring a lui Daniel Bryan după aproape trei ani de absență. Ronda Rousey a luptat alături de Kurt Angle învingându-i pe Triple H și Stephanie McMahon, în timp ce Daniel Bryan a fost partenerul lui Shane McMahon pentru a-îi învinge pe Kevin Owens și Sami Zayn. De asemenea, The Undertaker, despre care se presupune că sa retras, la învins pe John Cena într-un meci care inițial nu era programat.

Rezultate

 Pre-show: Matt Hardy a câștigat un 30-man battle royal câștigând trofeul în memoria lui Andre The Giant (15:45)
 Hardy l-a eliminat pe Baron Corbin câștigând lupta.

 Pre-show: Cedric Alexander l-a învins pe Mustafa Ali, devenind noul deținător al centurii WWE Cruiserweight Championship (12:20)
 Alexander l-a numărat pe Ali după un «Lumbar Check».
 Aceasta a fost finala unui turneu pentru centura vacantă, după ce fostul campion, Enzo Amore, a fost concediat.

 Pre-show: Naomi a câștigat trofeul WrestleMania Women's Battle Royal (9:50)
 Naomi a eliminat-o pe Bayley, câștigând lupta.

 Seth Rollins i-a învins pe The Miz (c) și Finn Balor, devenind noul deținător al centurii WWE Intercontinental Championship (15:30)
 Rollins l-a numărat pe Miz după un «Curb Stomp».

 Charlotte Flair (c) a învins-o pe Asuka, păstrându-și centura WWE SmackDown Women's Championship (13:05)
 Flair a făcut-o pe Asuka să cedeze prin aplicarea unui «Figure-Eight Leglock».

 Jinder Mahal i-a învins pe Randy Orton (c), Bobby Roode și Rusev într-un Fatal 4-way match, devenind noul deținător al centurii WWE United States Championship (8:15)
 Mahal l-a numărat pe Rusev după un «Khallas».

 Kurt Angle și Ronda Rousey i-au învins pe Triple H & Stephanie McMahon într-un Mixed tag team match (20:40)
 Rousey a făcut-o pe McMahon să cedeze prin aplicarea unui «Armbar».

 The Bludgeon Brothers (Harper și Rowan) i-au învins pe The Usos (c) & The New Day, devenind noii deținători a centurilor WWE SmackDown Tag Team Championship (5:50)
 Harper l-a numărat pe Kingston după un «Double Sit-Out Powerbomb» de pe a treia coardă.

 The Undertaker l-a învins pe John Cena (2:45) Undertaker l-a numărat pe Cena după un «Tombstone Piledriver».

 Daniel Bryan și Shane McMahon i-au învins pe Kevin Owens și Sami Zayn (15:25)
 Bryan l-a făcut pe Zayn să cedeze prin aplicarea unui «Yes! Lock».
 Cu acest rezultat, Owens și Zayn au fost concediați din SmackDown.
 Aceasta a fost revenirea în ring a lui Bryan după trei ani.

 Nia Jax a învins-o pe Alexa Bliss (c), câștigând centura WWE Raw Women's Championship (10:15)
 Jax a numărat-o pe Bliss după un «Samoan Drop» de pe a treia coardă

 AJ Styles (c) l-a învins pe Shinsuke Nakamura, păstrându-și centura WWE Championship (20:20)
 Styles l-a numărat pe Nakamura după un «Styles Clash».
 După meci, Nakamura l-a atacat pe Styles, devenind heel''.

 Braun Strowman și Nicholas i-au învins pe Cesaro și Sheamus (c), devenind noii deținători a centurilor WWE Raw Tag Team Championship (4:00)
 Strowman l-a numărat pe Cesaro după un «Running Powerslam».
 Nicholas este un copil de 10 ani din public, ales de către Strowman ca partener.

 Brock Lesnar l-a învins pe Roman Reigns, păstrându-și centura WWE Universal Championship (15:55)
 Lesnar l-a numărat pe Reigns după un «F-5».

Note

2018 în sport
WrestleMania

WrestleMania 34


قائمة ببطولات ويمبلدون لسنة 1964:

فردي رجال

 روي إيمرسون هزم  فريد ستول. النتيجة: 6-1 12-10 4-6 6-3

فردي سيدات

 ماريا بوينو هزمت  مارغريت كورت. النتيجة: 6-4, 7-9, 6-3

مراجع

بطولة ويمبلدون 1964
أحداث 1964 الرياضية في لندن
أحداث يوليو 1964 الرياضية
أحداث يوليو 1964 الرياضية في أوروبا
أحداث يوليو 1964 الرياضية في المملكة المتحدة
أحداث يونيو 1964 الرياضية
أحداث يونيو 1964 الرياضية في أوروبا
أحداث يونيو 1964 الرياضية في المملكة المتحدة
كرة المضرب في 1964

بطولة ويمبلدون 1964


أس-300 (S-300) (لقب تعريف الناتو: أس أي-10 غرومبل) هي منظومة دفاع جوي صاروخية بعيدة المدى روسية الصنع أنتجت من قبل شركة ألماز للصناعات العلمية وللمنظومة عدة إصدارات مختلفة طورت جميعها من (أس-300 بي) (S-300P)، وقد صُمم النظام لقوات الدفاع الجوي السوفيتية لردع الطائرات وصواريخ كروز طورت بعدها إصدارات أخرى لردع الصواريخ البالستية.

طور نظام ال أس-300 أول مرة من قبل الاتحاد السوفيتي سنة 1979، صمم للدفاع عن المعامل الكبيرة والمنشآت الحساسة والقواعد العسكرية ومراكز الرصد الجوي ضد ضربات الطائرات المعادية.

إن إدارة تطوير مشروع أس-300 تابعة لشركة ألماز الروسية وهي شركة حكومية تعرف أيضا ب (كي بي-1)(KB-1) والتي حاليا هي جزء من (ألماز أنتيي) المعنية بالدفاع الجوي. أما صواريخ ال أس-300 فقد طورت من قبل شركة (أم كي بي «فاكل») (MKB "Fakel" design bureau) وهي شركة حكومية أيضا كذلك تعرف ب (أو كي بي-2) (OKB-2).
يعتبر نظام أس-300 من الأنظمة القديرة في العالم في ميادين الدفاع الجوي فهو فضلا عن قدرته على صد وتدمير الصواريخ البالستية فأنه مجهز برادارات قادرة على تتبع 100 هدف والاشتباك مع 12 هدف في نفس الوقت والنظام يحتاج 5 دقائق فقط ليكون جاهزا للإطلاق وصواريخه لا تحتاج لاي صيانة على مدى الحياة وهناك أصدار مطور للنظام يعرف ب أس-400 (لقب تعريف الناتو: أس أي-21)، دخل الخدمة سنة 2004.

الاختلافات والتحديث

أنبثقت من ال أس-300 أنواع واصدارات عديدة ذات صواريخ مختلفة ورادارات محسنة ومدى أكبر وقدرات أفضل ضد الصواريخ البالستية قصيرة المدى أو الاهداف التي تطير على ارتفاع منخفض. هناك ثلاثة أنواع رئيسية من هذا النظام:

أس-300 بي (S-300P)
وهناك نوعين من هذا النظام بري وبحري

البري

و هو أس-300 بي تي (S-300PT) بالحروف الروسية(С-300П) لقب تعريف الناتو(SA-10a GRUMBLE) وهو الإصدار الأصلي\b أو الرئيسي لهذا النظام وقد دخل الخدمة سنه 1978 وصل عددها إلى 80 وحدة بحلول عام 1987 موزعة بصورة رئيسية حول موسكو. حرف ال P يرمز إلى  PVO-Strany (نظام دفاع جوي). تتضمن وحدة ال أس-300 بي تي (S-300PT) على ما يطلق عليه (36 دي6) (36D6) لقب تعريف الناتو (تن شيلد)(TIN SHIELD) وهو رادار للمراقبة وكذلك تتضمن (30ان6)(فلاب لد) (30N6) (FLAP LID) وهو نظام التحكم بالإطلاق ويتضمن عربات الإطلاق (5بي85-1) (5P85-1) وأخيرا 76ان6(كلام شيل)76N6 CLAM SHELL وهو رادار للرصد عل ارتفاعات منخفضة. بالإضافة إلى كل الميزات التي يتمتع بها النظام إلا أن هناك بعض المحددات التي تحد من كفائته إذ ان النظام يحتاج إلى أكثر من ساعة ليكون جاهز للعمل والإطلاق كما أن عملية الإطلاق العمودي تتسبب باحراق عربة ال (تيل) (TEL) التي تقوم بإطلاق الصواريخ.
كانت الفكرة بجعل النظام يتضمن نظام توجيه الصواريخ (تي في ام) (TVM) في هذا الموديل من أس-300 إلا أن نظام التوجيه بدأ يواجه مشاكل في تتبع الاهداف تحت ارتفاع 500 متر. عوضا عن الاكتفاء وقبول هذا العامل المحدد لإمكانية النظام فان السوفيت اكدوا على ان تتبع الاهداف بارتفاعات منخفضة يجب أن يكون موجود مهما كلف الامر لذلك قرروا أستعمال نظام قيادة وتوجيه منعزل إلى ان يكون نظام ال (تي في ام) (TVM) جاهزا هذه العملية سمحت للمنظومة الدفاعية بتتبع الاهداف حتى عند ارتفاع 25 متر.
تحسينات كثيرة طرأت على النظام مهدت لظهور أنواع أخرى كما تم تقديم الصاروخ الجديد 5 في55 كي دي (5V55KD) واستحداث طريقة الإطلاق الباردة وأصبح النظام يحتاج 30 دقيقة فقط ليكون جاهزا للإطلاق (مقارب للباترويت الأمريكية) كما أن تحسين مسار الصاروخ 5 في55 كي دي (5V55KD) جعل مداه يصل إلى 75 كيلو متر.
في عام 1985 قدم موديل أو إصدار اخر للنظام وهو أس-300 بي أس/أس-300 بي ام(S-300PS/S-300PM) بالروسية C-300ПC/C-300ПМ لقب تعريف الناتو أس أي-10 دي/إي (SA-10d/e) وهو الإصدار الوحيد الذي يمكن وضع رأس نووي بداخله كما شهد هذا الموديل تقديم عربات ال (تيل) (TEL) الحديثة وعربة الرادار المتحرك وعربة القيادة بعد ما كانت شبه متحركة في السابق وقدم النظام الصواريخ الجديدة 5 في55أر (5V55R) وبزيادة في المدى إلى 90 كلم (56 ميل) وكذلك قدم وضعية التوجية الجديدة semi-active radar homing)SARH).
التحديث الآخر الذي طرأ على النظام سمي أس-300 بي ام يو (S-300PMU) بالروسية (C-300ПМУ) وزارة الدفاع الأمريكية اطلقت عليه اسم اس أي-10اف (SA-10f) وقد أعلن عنه سنه 1992 لسوق التصدير وبنوعية جديدة من الصواريخ هي 5 في55 يو (5V55U)وهو أيضا يحوي نظام SARH للتوجيه ويحوي أيضا رادارات محدثة.

البحري

وهو أس-300 أف (أس أي-ان-6) (S-300(SA-N-6 وحرف ال F هنا لل Flot ومعناها بالروسية (أسطول) وقد أعلن عنه سنه 1984 كاصدار أساسي عن نظام ال أس-300 بي باختلاف ان هذا النظام للبحرية.

أس-300 أف ام فورت ام، S-300FM Fort-M بالروسية C-300ФМ لقب تعريف وزارة الدفاع الأمريكية أس أي-ان-20 (SA-N-20) وهو أصدار اخر للنظام البحري الا انه يمكن تركيبه فقط على السفن الحربية الكبيرة من طراز كيروف يستعمل هذا النظام صاروخا جديدا هو 48ان6 (48N6) الذي ظهر سنه 1990 وبزيادة سرعة للصاروخ تصل تقريبا إلى 6 ماك للاشتباك مع اهداف تصل سرعتها إلى 8.5 ماك وزاد حجم الرأس الحربي للصاروخ ليصل وزنه إلى 150 كيلو غرام ومرة أخرى فقد زاد مدى الاشتباك للصاروخ ليصل إلى 5-150 كلم ومدى الارتفاع من 10 متر إلى 27 كلم كما زود الصاروخ باحدث نظام توجيه وتتبع عن طريق الصاروخ (track-via-missile) مع القابلية على أعتراض الصواريخ البالستية القريبة المدى.
كلا الاصدارين البحريين مزودين بباحث طرفي ثانوي للاشعة تحت الحمراء (secondary infrared terminal seeker).

أس-300 في (أس أي-12) (S-300V(SA-12

أس-300 في أنتيى-300(S-300V Antey-300) بالروسية (С-300В Антей-300) الاسم مأخوذ من (آنتايوس أو عنتي) لقب تعرف الناتو أس أي-12 المبارز/العملاق (SA-12 Gladiator/Giant).
حرف ال V يرمز ل Voyska (القوات البرية).هذا النظام يختلف قليلا عن الاصدارات الأخرى فقد صمم ليكون في الخطوط الامامية أو مقدمة أنظمة الدفاع الجوي للجيش الروسي لصد وأعتراض الطائرات والصواريخ البالستية وصواريخ كروز وكذلك ليستبدل نظام 2 كاي11 كروج (2K11 Krug) الأقدم.
إن صواريخ المبارز أو GLADIATOR لها مدى اشتباك يصل إلى 75 كلم بينما صواريخ العملاق أو GIANT لها القدرة على الاشتباك مع اهداف على بعد 100 كلم وحتى أرتفاعات تصل إلى 32 كلم (100,000 قدم)وفي كلتا الحالتين فان وزن رأس الصاروخ الحربي هو 150 كيلو غرام وجدير بالذكر ان هذا النظام هو من صنع شركة أنتيى (Antey) التي هي منافسة لشركة ألماز (Almaz).

أس-300 بي ام يو-1/2(أس اى-20) S-300PMU-1/2 SA-20
أس-300 بي ام يو-1 بالروسية (C-300ПМУ-1) لقب تعريف وزارة الدفاع الإمريكية (SA-20A) لقب تعريف الناتو SA-20 GARGOYLE. أعلن عن النظام سنه 1992 وتضمن صواريخ جديده أكبر حجما 48ان6 (48N6) كلك تضمن كل التحسينات والتعديلات التي طرأت على نظام ال أس-300 اف ام (S300FM) كالسرعة والمدى ونظام التوجيه عن طريق الصاروخ TVM) Track-via-missile) والانظمه المضادة للصواريخ البالستية.

أس-300 بي ام يو-2 (S-300PMU-2 Favorite) بالروسية (C-300ПМУ-2 Фаворит – Favourite) لقب تعريف وزارة الدفاع الإمريكية SA-20B ظهر النظام في 1997 وهو تطوير لل أس-300 بي ام يو-1 (S-300PMU-1) ولكن بزيادة في المدى إلى 195 كلم بصاروخ جديد 48ان6اي2 (48N6E2) النظام لم يعد قادرا على ردع الصواريخ البالستيه القريبة المدى فحسب بل حتى ردع الصواريخ البالستيه التكتيكية ذات المدى المتوسط.

أس-400 (S-400 SA-21)

المقالة الرئيسية: أس - 400 ترايمف

أس-400 ترايمف (S-400 Triumf) بالروسية (С-400 Триумф): كان يُعرف سابقا بأس-300 بي ام يو-3، أعلن عنه سنة 1999 ويمتاز بصواريخ أكبر مع كل (تيل) (TEL). واجه المشروع عدة عراقيل ادت إلى تأخيره وبدأ نشر النظام في 2006 ولكن على صعيد ضئيل. هذا النظام لديه مدى أشتباك يصل إلى 400 كلم (250 ميل) ويعتقد بانه قادر حتى على رصد الاهداف الشبحية (Stealth)، وهو بهذا يكون أكثر نظام متقدم من بين الأنظمة الأخرى.المعلومات المتوفرة حول هذا النظام قليلة في الوقت الحاضر.

أس-300 في ام (S-300VM SA-23)

أس-300 في ام (أنتيى 2500): هو تحديث لنظام أس-300 في (S-300V) باحتوائه على عربات قيادة جديدة command post vehicle فضلا على رادارات رصد ومراقبة جديدة all-round surveillance radar. وتتألف هذه المجموعة من 9S15M2، 9S15MT2E و9S15MV2E رادارات المراقبة من جميع النواحي، ورادار المراقبة القطاع 9S19ME. رادار التوجيه ترقية لديه مؤشر 9S32ME غراو. يمكن للنظام لا تزال توظف ما يصل إلى ستة TELARs، وقاذفات 9A84ME (ما يصل إلى 4 × 9M83ME الصواريخ)، ومركبات تصل إلى 6 قاذفة / محمل المخصصة لكل قاذفة (2 × 9M83ME صاروخ لكل منهما). وسيتم تسليم نسخة مطورة، يطلق عليها اسم S-300V4 إلى الجيش الروسي في عام 2011.

مجمع «ANTEY-2500» هو إصدار التصدير من عائلة S-300 ولكن يمكن لهذا يأتي في فنزويلا، ويقدر سعر التصدير مليار دولار، والنظام لديه صواريخ نوع 1 في 2 الإصدارات الأساسية وتعديل نطاق المرحلة الرزاق удваивающей (تصل إلى 200 كم، وفقا لبيانات أخرى تصل إلى 250 كم)، يمكن أن تسنهدف في وقت واحد ما يصل إلى 24 طائرة أو 16 أهداف بالستية في توليفات مختلفة.

مقارنة مع النظم الأخرى

المواصفات
النوعية الهامة لجميع المجمعات من عائلة S-300 هو القدرة على العمل في توليفات مختلفة ضمن تعديل واحد وضمن نفس المجمع، وبين التعديلات (محدود)، وكذلك من خلال مجموعة متنوعة من المشاركات المحمول لقيادة متفوقة ليصطف في بطارية من أي تكوين، والكمية، والتعديلات، والموقع بما في ذلك إدخال منظومات الدفاع الجوي الأخرى في بطارية المشتركة. النظام هو للدفاع عن الوحدات الصناعية والاقتصادية والادارية والقواعد العسكرية ونقاط المراقبة من صدمة وسائل الهجوم الجوية للعدو. قادرة على ضرب أهداف البالستية والهوائية، أصبح أول نظام صواريخ المضادة للطائرات متعدد القنوات، قادرة على مرافقة كل نظام (ADMS) للقضاء على 6 أهداف وبناء عليها ما يصل إلى 12 صاروخا. أنظمة الإطلاق العامودي قادرة على قصف أي هدف طائر من أي اتجاه دون عكس القاذفة في اتجاه إطلاق النار.

الصواريخ الموجهة من قبل 30N6 FLAP LID أو بحرية 3R41 Volna باستخدام أوامر التوجيه مع محطة الشبه النشطة للصاروخ الموجه بالرادار. الاصدارات الأحدث تستخدم 30N6 FLAP LID B أو رادار TOMB STONE لتوجيه الصواريخ عن طريق طالب أوامر التوجيه الأرضي (SAGG). هذا النظام مشابه لنظام التوجيه TVM الخاص بالباتريوت. ي وقت سابق 30N6 FLAP LID يمكن توجيه ما يصل إلى أربعة صواريخ في وقت واحد تصل إلى أربعة أهداف، ويمكن تتبع ما يصل إلى 24 أهداف في آن واحد، و30N6E FLAP LID B يمكن أن توجه ما يصل إلى اثنين في الصواريخ المستهدفة لتصل إلى ستة أهداف في وقت واحد. أهداف تحلق بسرعة تصل إلى 2.5 ماخ يمكن أن تشارك بنجاح أو حول ماخ 8.5 للنماذج المحدثة. صاروخ واحد يمكن إطلاقه كل ثلاث ثوان. مركز التحكم المحمول قادر على إدارة ما يصل إلى 12 قاذف في وقت واحد.

الرأس الحربي يزن 100 كغ، الرؤوس الحربية المتوسطة وزنها يبلغ 133 كغ وأخر يزن 143 كغ. كلها مجهزة بفتيل الصمامات وفتيل الاتصالات. الصواريخ تزن ما بين 1,450 كغ و1،800 كغ، تقفز الصواريخ واضحة من أنابيب إطلاقها قبل اشتعال محركاتها الصاروخية.ويمكن ان تسرع بسرعة تصل إلى 100 غرام (1 كم/ ثا²). تطلق مستقيمة صعودا ثم تنقلب لتتجه نحو هدفها.

الصواريخ

مستخدمو النظام باختلاف أنواعه

بصورة عامة فان نظام ال أس-300 يستعمل في أوروبا الشرقية وآسيا مع ذلك فان المعلومات غير دقيقة حول الدول التي تمتلك هذا النظام فعلا.
 : 8 أنظمة أس-300 بي ام يو-2 (S-300PMU-2)، كل نظام مكون من 12 قاذفة ورادرات تم الطلب عليها في 2006 وتلقتها عام 2011.

 : منظومتان أس-300
  أشترت ال أس-300 بي ام يو-1 (S-300PMU-1) ولديها رخصة إعادة تصنيعه تحت اسم أتش كيو-10.
 : قبرص وقعت اتفاقية شراء أس-300 في 1996 اشترت بموجبه نظام أس-300 بي ام يو-1 (S-300PMU-1) ولكن نتيجة التصعيد السياسي بين قبرص وتركيا والضغوطات الخارجية تم نقله لليونان.
 : ورثتها من تشيكوسلوفاكيا.
  أشترت 6 بطاريات أس-300 سنة 1995 بقيمه مليار دولار أمريكي يعتقد انه ال أس-300 بي ام يو-2 (S-300PMU-2)مع 48 صاروخ لكل نظام.

 : ورثتها من تشيكوسلوفاكيا.
 : أستعملت كل الاصدارات من هذا النظام وقوات الدفاع الجوي الروسية التي هي جزء من القوات الجوية الروسية تعمل على استبداله بنظامها الجديد أس-400.أكثر من 20 كتيبه سيتم تزويدها بأنظمة أس-400 بحلول 2015
 : أس-300بي اس، أس-300 بي ام يو، أس-300 في وغيرها. فقط تم إصلاح ستة أنظمة منذ عام 2004، ونتيجة لذلك 40٪ فقط من نظم S-300 الأوكرانية هي في حالة جيدة.
 : طلبت كتيبتين من أس 300 في أم (S-300VM "Antey-2500")، تم تسليمها مايو 2012.
 : اشترت بطاريتين من ال أس-300 بي ام يو-1 (S-300PMU-1) بما يقارب 300 مليون دولار أمريكي.
 : نظام أس-300 في إم دخل الخدمة في 2014، وهو موجود بالفعل في مخزون (مصر).
 : تم التصريح بشكل رسمي بتاريخ 4 سبتمبر 2013 على لسان الرئيس الروسي فلاديمير بوتين بأن دمشق استلمت الشحنة الأولى من نظام الأس 300 ولكن لم تستلم سوريا المنظومة بالكامل، وبعد إسقاط الطائرة الروسية قبالة ساحل محافظة اللاذقية السورية قررت الحكومة الروسية تسليم دمشق منظومة صواريخ أس 300. وتم تسليم أربع بطاريات دفاع جوي مع مائة صاروخ لكل منظومة منذ 2 أكتوبر 2018.

مستخدمون سابقون
 : لم تعد تحتفظ بنظام أس-300. تم الحصول عليها من أوكرانيا في عام 1995، لم يتم استخدامه. بعد الكثير من الجدل، ابتداء من سنة 2004، النظام لم يعد في كرواتيا وتم بيعها. وفقا لبعض المصادر، بما في ذلك شهادة من المحكمة تاجر السلاح زفونكو زوباك، قدتم شحن النظام بالفعل إلى الولايات المتحدة في عام 2004.
 .
 .
 .

مستخدمين محتملين مستقبلا
 : أعربت طرابلس أيضا رغبتها في شراء 10 طائرات هليكوبتر هجومية التمساح كا 52، واثنين من الأنظمة المتطورة بعيدة المدى اس-300 بي ام يو-2 (S-300PMU-2) و 40 منظومة الدفاع الجوي قصيرة المدى بانتسير-S1، بتكلفة إجمالية أكثر من مليار دولار.
 : عروض اتش كي-9 (HQ-9).
 : عرضت روسيا أس-300 في أم (S-300VM) لتركيا، لكن في نهاية المطاف تركيا اشترت اتش كي-9 الصينية...
 : ابرمت الحكومة الإيرانية عقدا من روسيا لشراء منظومة أس-300 في 25 ديسمبر 2007، في عام 2011 ألغيت الصفقة بعد أن أصدر الرئيس الروسي ديمتري ميدفيديف مرسوما بحظر تسليم إيران أي دبابات أو مركبات مدرعة قتالية أو مدافع من عيار كبير أو طائرات هليكوبتر قتالية أو سفن حربية أو صواريخ ويحظر المرسوم بشكل خاص تسليم الصواريخ من طراز اس - 300. وفي سبتمبر 2011، أعلن مسؤول إيراني عسكري كبير أن بلاده انتهت من تصميم منظومة إس - 300، وستبدأ في تصنيعها محليًا، وسيكون المنتج الإيراني حاملًا اسم افار-373 وسيتخطى عيوب المنظومة الروسية، وسيفوقها قدرة وفقًا لما أصدره المسؤول الإيراني.

موخرا وبعد رفع الحظر النووي عن إيران روسيا رفعت روسيا الحظر عن توريد أنظمة الصواريخ المضادة للطائرات S-300 إلى الجمهورية الإسلامية الإيرانية.
وأعلن المكتب الصحفي للكرملين أن الرئيس الروسي فلاديمير بوتين وقع مرسوما بهذا الشأن، وأوضحت المكتب أن المرسوم يزيل الحظر على صواريخ S-300 وحركة المرور «الترانزيت» عبر أراضى الاتحاد الروسي.

صواريخ الأرض-جو المقارنة
 إم آي إم-104 باتريوت
 صاروخ عكاش
 أتش كي-9
 ستاندارد ميسايل 3

مراجع

وصلات خارجية

 S-400
 S-300PMU
 www.defence-update.com

 APA-Grumble-Gargoyle
 almaz-antey

دفاع صاروخي
صواريخ أرض-جو روسية
صواريخ أرض-جو سوفيتية
صواريخ أرض-جو موجهة
عتاد عسكري 1970–1979
مركبات عسكرية 1970–1979

أس - 300


Kelvin José Caña Infante () este un scrimer venezuelan specializat pe spadă, laureat cu bronz individual la Campionatul Panamerican din 2014 și cu aur pe echipe la ediția din 2016. A participat ca rezervă la proba de spadă masculin pe echipe în cadrul Jocurilor Olimpice din 2016 de la Rio de Janeiro, unde Venezuela s-a clasat pe locul 8.

Note

Legături externe
 Profil  pe rio2016.com

Scrimeri venezueleni
Spadasini
Scrimeri la Jocurile Olimpice de vară din 2016

Kelvin Caña


Hassan Al-Otaibi (en árabe حسن العتيبي), nacido el 15 de octubre de 1977 en Arabia Saudí, midiendo 1,86 metros, es un jugador de fútbol, en la demarcación de portero que actualmente se desempeña en el Al-Hilal, de la Liga de fútbol de Arabia. Toda su carrera profesional la ha desempeñado en este equipo, salvo una cesión al Al-Qadisiya en 2007.

En la temporada 2010-2011, ha jugado 20 partidos encajando solamente 14 goles.

Clubes

Referencias
 Ficha del jugador en Footballdatabase
Web en alemán

Futbolistas de Arabia Saudita
Futbolistas del Al-Hilal Saudi Football Club
Guardametas de fútbol de Arabia Saudita

Hassan Al-Otaibi


Das Kabel-Multiplex- und Compression-Center (KCC; auch  Kabel Compression Center) ist ein von der ARD betriebener alternativer Zuführungsweg für digitale Fernsehprogramme, bei dem die Signale nicht wie üblich per Satellit, sondern über IP-Multicast an die Kabelnetzbetreiber übertragen werden.

Übertragungsweg
Das KCC wird seit dem 26. Mai 2008 auf dem Gelände des Hessischen Rundfunks in Frankfurt am Main betrieben, wodurch der bereits zuvor dort ansässige ARD-Stern aufgerüstet wurde. Als Übergabepunkt in die Kabelnetze wurde der Dienstleister ancotel (heute Equinix) gewählt, da alle großen Kabelnetzbetreiber bereits über eine Anbindung an deren Colocation- und Interconnection-Einrichtungen verfügten.

Um eine Ausfallsicherheit zu gewährleisten, kommen redundante Kabelwege sowie ausfallsichere Stromversorgung und Klimatisierung zum Einsatz, wodurch die Ausfallzeit selbst bei einem Kabelbruch unter einer Sekunde betragen soll.

Nutzung durch Kabelnetzbetreiber
Die Kabelnetzbetreiber Unitymedia und Kabel BW nutzen den Übertragungsweg bereits seit dem Monat seiner Einrichtung, auch NetCologne übernahm ihn noch im gleichen Jahr.

Einzelnachweise

ARD
Digitalfernsehen
Kabelnetz
Medien (Frankfurt am Main)

Kabel-Multiplex- und Compression-Center


Onthophagus yujii é uma espécie de inseto do género Onthophagus, família Scarabaeidae, ordem Coleoptera.

Foi descrita cientificamente por Masumoto, Ochi & Sakchoowong em 2012.

Referências

Ligações externas

yujii
Coleópteros descritos em 2012

Onthophagus yujii


Agrilus ochraceomaculatus é uma espécie de inseto do género Agrilus, família Buprestidae, ordem Coleoptera.

Foi descrita cientificamente por Fisher, 1929.

Referências

ochraceomaculatus

Agrilus ochraceomaculatus


Plastik enjeksiyon, temelde kapalı bir kalıbın içine plastik malzemenin eriyik sıcaklığının üstündeki bir sıcaklık aralığında yüksek hızda yolluk girişinden kalıp gözüne hızlı bir şekilde enjekte edilmesi sonrası, ütüleme fazı ve tutma fazı ile parçanın boyut ve görsel toleranslarının kabul edilebilir seviyeye getirdikten sonra plastiğin kalıptan çıkma sıcaklığının altına getirilerek kalıptan çıkarılması prensibine dayanan bir plastik parça imalat yöntemidir. Seri üretime uygun olması sebebiyle, birçok sektörde oldukça fazla kullanılan bir üretim yöntemidir. Bu metot ile en küçük komponentlerden, otomotiv, savunma sanayi ürünlerine kadar çok çeşitli ebat ve kategorilerde plastik parçalar imal edilebilir.

Plastik enjeksiyonun avantajlarını aşağıdaki şekilde sıralanabilir;

 Düşük maliyet
 Otomasyona uygunluk
 Son işleme prosesine ihtiyaç duyulmaması
 Yüksek hızlarda üretim
 Farklı yüzey, renk ve şekillerde parça üretimine uygunluk
 Malzeme kaybının çok az olması
 Aynı kalıpta farklı ürünlerin üretilebilmesi
 Düşük toleranslarda çalışabilme

Plastik enjeksiyon karmaşık olmayan bir yöntemdir. Plastik enjeksiyon yöntemi, kalıbın plastik enjeksiyon makinesine bağlanması ve granül veya toz halindeki ham maddenin huniye beslenmesi ile başlar. Ardından ham madde ısıtılarak ergitileceği kovanın içine aktarılır. Kovan içindeki ergimiş haldeki ham madde belli bir basınç altında nozülden geçirilir. Ardından kovana göre daha soğuk olan kalıba, kademeli olarak değişen basınç altında ergitilmiş ham madde kalıba iletilir. Bu esnada ham maddenin kalıp içerisinde belirli bir süre soğuması beklenir ve şekillenmiş ürün kalıptan robot veya el yordamıyla alınır. Ürün alındıktan sonra proses tekrar başlar.

Plastik Enjeksiyon Makinesi

Plastik enjeksiyon işleminin gerçekleştirildiği makineye plastik enjeksiyon makinesi denilmektedir. Amerikalı mucit John Wesley Hyatt, kardeşi Isaiah ile birlikte 1872'de ilk plastik enjeksiyon makinesinin patentini aldı. Bu makine, günümüzde kullanılan makinelere kıyasla nispeten basitti. Plastiği ısıtılmış bir silindirden kalıba enjekte etmek için bir piston kullanmaktaydı. Endüstri yıllar içinde yavaş yavaş ilerledi ve yaka askıları, düğmeler ve saç tarakları gibi ürünler üretti.

Alman kimyagerler Arthur Eichengrün ve Theodor Becker, 1903'te selüloz nitrattan çok daha az yanıcı olan ilk çözünür selüloz asetat formlarını icat etti. Bu sayede, enjeksiyonla kolayca kalıplanabilecek bir toz form sağlanmış oldu.

Arthur Eichengrün 1919'da ilk enjeksiyon kalıplama presini geliştirmiş ve 1939'da plastikleştirilmiş selüloz asetat enjeksiyon kalıplama patentini almıştır.

Plastik enjeksiyon makinesi temelde 4 ana bölümden oluşmaktadır. Bunlar;

 Enjeksiyon Ünitesi
 Kalıp Ünitesi
 Mengene Ünitesi
 Kontrol Ünitesi

Plastik enjeksiyon makinesinin tek başına yeterli olmadığı durumlarda, makineye ilave yardımcı ekipmanlardan destek alınmaktadır. Yardımcı ekipmanlardan en önemlileri:

 Sıcak yolluk kontrol üniteleri
 Kurutucu ve Dozajlayıcı Sistemler
 Şartlandırıcılardır.

Enjeksiyon Ünitesi
Plastik enjeksiyon makinesinin bu bölümde granül veya toz halindeki ham maddenin ergitilmesi sağlanır. Bu ünite huni, vida, ısıtıcılar, çek-valf, enjeksiyon memesi, hidrolik silindir ve hidromotordan oluşur.

Ham maddenin düzeni bir akışta kovana aktarılması huni tarafından sağlanır.

Vida ise ölçme, sıkıştırma ve besleme işlemlerinin yapıldığı 3 farklı bölümden oluşur. Ölçme bölümünde kuleden vidaya aktarılan hammadde oran belirlenir, sıkıştırmada hammadde istenilen derecelerde ergitilir, beslemede ise ergimiş hammadde kalıba aktarılır.

Çek-valfi ise sonsuz vida mekanizmasının ucuna takılan bir aparattır. Bu aparat, ergimiş olan hammaddenin geri akmasına izin vermez. Ayrıca vidanın bir piston gibi hareket etmesini sağlar.

Kalıp Ünitesi
Eriyik plastik hammaddeye parçanın seklini verdikten sonra katılaştıran bir "takım"dır.Parça geometrisini oluşturan kalıp boşluğudur, bu boşluk da erkek ve dişi olmak üzere iki temel parçadan oluşur.Bu parçalara ek olarak parça tasarımına ve isteğe bağlı olarak yolluk sistemini oluşturan manifolt plakası, maçalar vs. bir kalıpta bulunabilen diğer parçalardır.

Enjeksiyon tezgahından kalıp boşluğuna eriyik plastiği getiren bir yolluk sistemi mevcuttur. Parçayı hızlı ve dengeli katılaştıran, sağlıklı bir ısı transferi gerçekleştiren bir soğutma sistemi gereklidir. Parçanın kalıptan ayrılmasını sağlayan bir itici sistemi vardır.

Mengene Ünitesi
Mengene ünitesi, makineye bağlanan kalıbın açılıp kapanmasını ve çapak oluşumunu engellemek için yüksek basınç yaratmakla görevlidir. Makinelerde 3 farklı mengene sistemi kullanılmaktadır.Bunlar;

1. Mekanik sistem;

Bu sistemle mengene aralığı ayarlanabilir kollar ile kontrol edilir ve mekanik sistemin kinematiği ile hareket sağlanır.

2. Hidrolik Sistem;

Hidrolik kapatma sistemlerinde kalıbı açıp kapatma işlemi ve enjeksiyon basıncına karşı gerekli kapatma kuvveti hidrolik silindir ile sağlanır.

3. Hidro-mekanik Sistem ;

Hidro-mekanik kapatma sisteminde kapama işlemi hidrolik silindirler, kilitleme ise özel mekanik elemanlarla sağlanır.

Kontrol Ünitesi
Plastik enjeksiyon prosesinde istenilen tüm değerleri ayarlayan sistemlerdir. Kullanılan enjeksiyon makinelerinde PLC kontrol üniteleri bulunmaktadır. PLC (Programlanabilir Mantıksal Denetleyici), fabrikalardaki üretim bölümlerinde veya makinelerin kontrolü gibi işlemlerin denetiminde kullanılan otomasyon cihazıdır. Bu cihaz, giriş bilgilerini gözle görülmeyecek hızlarla tarayarak buna uygun çıkış bilgilerini gerçek zamana yakın, cevap verecek şekilde çalışır. PLC, kısa sürede daha çok ve kaliteli ürün üretme, çok düşük hata oranlarına sahip üretim yapma gibi unsurların ön plana çıkmasında büyük rol oynar.

Aşamalar
Basit olarak incelendiğinde bir plastik enjeksiyon parçasının imalat süreci şu aşamalardan oluşur:

Plastikleştirme
Çevrimin ilk adımı olan plastikleştirme, granül ya da toz halindeki ham maddenin huniye konması ile başlar. Huniden sonsuz vidaya aktarılan ham madde, vidanın dönme sırasında sürtünme ile açığa çıkan sıcaklık ve vidada bulunan ısıtıcılar ile erimeye başlar. Eriyen hammadde vida boşluğuna ulaşır, hammadde kalıba iletilmek için hazır hale gelir. Plastikleştirme aşaması, vida boşluğunda biriken plastiğin vidayı geriye itmesi sonucunda geri itilme otomatik olarak durmasıyla ve böylece silindire alınan malzeme miktarıyla ayarlanmasıyla tamamlanır.

Kalıbın Kapanması
Enjeksiyon makinesinde bulunan mengene ünitesi tarafından gerçekleştirilen bu aşamada kalıbın iki plakası (erkek ve dişi) birbiri üzerine kapanır. Böylece kalıp boşluğu oluşur ve uygulanan yüksek basınç ve hızlara karşı kalıbın açılmasına engel olur.

Enjeksiyon
Enjeksiyon aşaması esnasında, eriyik hale gelen plastik malzeme, makinenin ucundaki bir meme vasıtası ile kalıbın içine gönderilir. Bu işlem esnasındaki basınç ve hız hidrolik motor ile  kontrol edilir. Kalıp boşluğuna iletilen hammadde bu basınç yardımıyla kalıpta sıkışır ve kalıbın sıcaklığına göre daha sıcak olan hammadde soğumaya başlar.

Ütüleme
Parçanın istenen ölçülerde olması ve görünümünde çeşitli hatalar (çöküntü, yamulma, eğilme, vs.) olmaması için bu işlem uygulanır. Basıncın en yüksek olduğu aşamadır. Bu aşamada kalıp içine enjekte edilmiş olan plastik eriyiğin, basınç uygulanarak kalıp boşluğunu iyice doldurması sağlanır. Plastik, kalıp içinde katı hale gelinceye kadar işlem devam eder. Kullanılan hammaddenin özelliğine, parça ebatlarına ve ağırlığına bağlı olarak işlemin süresi değişkenlik gösterir.

Soğutma
Enjekte edilen eriyik hammaddenin, kalıbın içinde sertleşmesine neden olur. Kalıp içinde sertleşen plastik aksesuar kalıptan çıkarılarak endüstrinin hemen her alanında kullanılabilir. Kalıbın soğutulması genellikle kalıp içindeki su kanalları vasıtasıyla yapılır.

Kalıbın Açılması
Kapama ünitesi kalıbın iki tarafı ayrılacak şekilde açılır.

Parçanın kalıptan çıkarılması
Soğuyan parça kalıp açıldığında kalıbın hareketli tarafında kalır ve kalıp tipine göre buradaki maçalar veya iticiler vasıtası ile bitmiş ürün kalıbın hareketli tarafından çıkarılır.

Kaynakça

İmalat
Plastikler

Plastik enjeksiyon


An Thamnochortus insignis in uska species han Liliopsida nga ginhulagway ni Maxwell Tylden Masters. An Thamnochortus insignis in nahilalakip ha genus nga Thamnochortus, ngan familia nga Restionaceae. Waray hini subspecies nga nakalista.

Mga kasarigan

Mga sumpay ha gawas

Thamnochortus

Thamnochortus insignis