decade transmission

1) процесс передачи сигналов, изображений, сообщений или иных данных из одной точки в другую

2) передаваемые данные

3) пропускание

4) коэффициент пропускания

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- ac picture transmission

1) лента; полос(к)а

2) пояс(ок); ремень; обруч; бандаж

3) полоса; интервал; промежуток; диапазон

4) полоса частот; диапазон частот

5) область; зона

6) фтт (энергетическая) зона

7) группа; скопление || группироваться; скапливаться

8) вчт группа дорожек (напр. магнитного барабана)

9) (небольшой) оркестр; музыкальная группа

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- band of analiticity

- assigned frequency band

- atmospheric transmission band

1) лента; полос(к)а

2) пояс(ок); ремень; обруч; бандаж

3) полоса; интервал; промежуток; диапазон

4) полоса частот; диапазон частот

5) область; зона

6) фтт. (энергетическая) зона

7) группа; скопление || группироваться; скапливаться

8) вчт. группа дорожек (напр. магнитного барабана)

9) (небольшой) оркестр; музыкальная группа

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- A band

SUBJECT AREA: Land transport, Railways and locomotives, Steam and internal combustion engines

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Orphaned as a child, Hamilton went to work for Southern Pacific Railroad in his teens, and then worked for several other companies. In his spare time he learned mathematics and physics from a retired professor. In 1911 he joined the White Motor Company, makers of road motor vehicles in Denver, Colorado, where he had gone to recuperate from malaria. He remained there until 1922, apart from an eighteenth-month break for war service.

Upon his return from war service, Hamilton found White selling petrol-engined railbuses with mechanical transmission, based on road vehicles, to railways. He noted that they were not robust enough and that the success of petrol railcars with electric transmission, built by General Electric since 1906, was limited as they were complex to drive and maintain. In 1922 Hamilton formed, and became President of, the Electro- Motive Engineering Corporation (later Electro-Motive Corporation) to design and produce petrol-electric rail cars. Needing an engine larger than those used in road vehicles, yet lighter and faster than marine engines, he approached the Win ton Engine Company to develop a suitable engine; in addition, General Electric provided electric transmission with a simplified control system. Using these components, Hamilton arranged for his petrol-electric railcars to be built by the St Louis Car Company, with the first being completed in 1924. It was the beginning of a highly successful series. Fuel costs were lower than for steam trains and initial costs were kept down by using standardized vehicles instead of designing for individual railways. Maintenance costs were minimized because Electro-Motive kept stocks of spare parts and supplied replacement units when necessary. As more powerful, 800 hp (600 kW) railcars were produced, railways tended to use them to haul trailer vehicles, although that practice reduced the fuel saving. By the end of the decade Electro-Motive needed engines more powerful still and therefore had to use cheap fuel. Diesel engines of the period, such as those that Winton had made for some years, were too heavy in relation to their power, and too slow and sluggish for rail use. Their fuel-injection system was erratic and insufficiently robust and Hamilton concluded that a separate injector was needed for each cylinder.

In 1930 Electro-Motive Corporation and Winton were acquired by General Motors in pursuance of their aim to develop a diesel engine suitable for rail traction, with the use of unit fuel injectors; Hamilton retained his position as President. At this time, industrial depression had combined with road and air competition to undermine railway-passenger business, and Ralph Budd, President of the Chicago, Burlington \& Quincy Railroad, thought that traffic could be recovered by way of high-speed, luxury motor trains; hence the Pioneer Zephyr was built for the Burlington. This comprised a 600 hp (450 kW), lightweight, two-stroke, diesel engine developed by General Motors (model 201 A), with electric transmission, that powered a streamlined train of three articulated coaches. This train demonstrated its powers on 26 May 1934 by running non-stop from Denver to Chicago, a distance of 1,015 miles (1,635 km), in 13 hours and 6 minutes, when the fastest steam schedule was 26 hours. Hamilton and Budd were among those on board the train, and it ushered in an era of high-speed diesel trains in the USA. By then Hamilton, with General Motors backing, was planning to use the lightweight engine to power diesel-electric locomotives. Their layout was derived not from steam locomotives, but from the standard American boxcar. The power plant was mounted within the body and powered the bogies, and driver's cabs were at each end. Two 900 hp (670 kW) engines were mounted in a single car to become an 1,800 hp (l,340 kW) locomotive, which could be operated in multiple by a single driver to form a 3,600 hp (2,680 kW) locomotive. To keep costs down, standard locomotives could be mass-produced rather than needing individual designs for each railway, as with steam locomotives. Two units of this type were completed in 1935 and sent on trial throughout much of the USA. They were able to match steam locomotive performance, with considerable economies: fuel costs alone were halved and there was much less wear on the track. In the same year, Electro-Motive began manufacturing diesel-electrie locomotives at La Grange, Illinois, with design modifications: the driver was placed high up above a projecting nose, which improved visibility and provided protection in the event of collision on unguarded level crossings; six-wheeled bogies were introduced, to reduce axle loading and improve stability. The first production passenger locomotives emerged from La Grange in 1937, and by early 1939 seventy units were in service. Meanwhile, improved engines had been developed and were being made at La Grange, and late in 1939 a prototype, four-unit, 5,400 hp (4,000 kW) diesel-electric locomotive for freight trains was produced and sent out on test from coast to coast; production versions appeared late in 1940. After an interval from 1941 to 1943, when Electro-Motive produced diesel engines for military and naval use, locomotive production resumed in quantity in 1944, and within a few years diesel power replaced steam on most railways in the USA.

Hal Hamilton remained President of Electro-Motive Corporation until 1942, when it became a division of General Motors, of which he became Vice-President.

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1) лента; полоса; ремень

2) геод. мерная лента ( обычно металлическая)

3) строит. пояс; связь || связывать; соединять

4) архит. поясок

5) горн. прослоек ( породы)

6) метал. бандаж; ленточная связь ( стягивающая шахту доменной печи)

7) зона

8) диапазон (частот); полоса (частот)

9) (энергетическая) зона

10) вчт. группа дорожек ( магнитного барабана)

11) обруч ( бочки)

12) бумажная бандероль ( на упаковках)

13) бинт ( книжного переплёта)

14) швейн. пояс; деталь пояса

15) бтх диск хромосомы

1) полоса ( частот)

2) зона

3) бандаж

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- absorption band

1) (измерительный) мост; мостовая схема || соединять по мостовой схеме

2) шунт; перемычка || шунтировать; соединять перемычкой

3) свпр мостик

4) вчт мост

а) программное или аппаратное средство обеспечения совместимости между системами

б) часть набора формирующих функциональный блок компьютера ИС (на материнской плате), проф. часть чипсета

в) устройство для соединения сегментов сети на канальном уровне в модели ISO/OSI

г) ребро графа, не принадлежащее ни одному циклу

5) вчт радиомост ( для соединения сегментов сети через радиоэфир)

6) связка между частями ( вещательной программы)

7) фтт мостик; мостиковый фрагмент; валентная связь ( в химических соединениях)

8) вчт бридж ( карточная игра)

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- admittance bridge

1) (измерительный) мост; мостовая схема || соединять по мостовой схеме

2) шунт; перемычка || шунтировать; соединять перемычкой

3) свпр. мостик

4) вчт. мост

а) программное или аппаратное средство обеспечения совместимости между системами

б) часть набора формирующих функциональный блок компьютера ИС (на материнской плате), проф. часть чипсета

в) устройство для соединения сегментов сети на канальном уровне в модели ISO/OSI

г) ребро графа, не принадлежащее ни одному циклу

5) вчт. радиомост ( для соединения сегментов сети через радиоэфир)

6) связка между частями ( вещательной программы)

7) фтт. мостик; мостиковый фрагмент; валентная связь ( в химических соединениях)

8) вчт. бридж ( карточная игра)

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- admittance bridge

1) код

2) шифр

3) программа

•

- Able code

SUBJECT AREA: Broadcasting, Electronics and information technology, Photography, film and optics, Recording, Telecommunications

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De Forest was born into the family of a Congregational minister that moved to Alabama in 1879 when the father became President of a college for African-Americans; this was a position that led to the family's social ostracism by the white community. By the time he was 13 years old, De Forest was already a keen mechanical inventor, and in 1893, rejecting his father's plan for him to become a clergyman, he entered the Sheffield Scientific School of Yale University. Following his first degree, he went on to study the propagation of electromagnetic waves, gaining a PhD in physics in 1899 for his thesis on the "Reflection of Hertzian Waves from the Ends of Parallel Wires", probably the first US thesis in the field of radio.

He then joined the Western Electric Company in Chicago where he helped develop the infant technology of wireless, working his way up from a modest post in the production area to a position in the experimental laboratory. There, working alone after normal working hours, he developed a detector of electromagnetic waves based on an electrolytic device similar to that already invented by Fleming in England. Recognizing his talents, a number of financial backers enabled him to set up his own business in 1902 under the name of De Forest Wireless Telegraphy Company; he was soon demonstrating wireless telegraphy to interested parties and entering into competition with the American Marconi Company.

Despite the failure of this company because of fraud by his partners, he continued his experiments; in 1907, by adding a third electrode, a wire mesh, between the anode and cathode of the thermionic diode invented by Fleming in 1904, he was able to produce the amplifying device now known as the triode valve and achieve a sensitivity of radio-signal reception much greater than possible with the passive carborundum and electrolytic detectors hitherto available. Patented under the name Audion, this new vacuum device was soon successfully used for experimental broadcasts of music and speech in New York and Paris. The invention of the Audion has been described as the beginning of the electronic era. Although much development work was required before its full potential was realized, the Audion opened the way to progress in all areas of sound transmission, recording and reproduction. The patent was challenged by Fleming and it was not until 1943 that De Forest's claim was finally recognized.

Overcoming the near failure of his new company, the De Forest Radio Telephone Company, as well as unsuccessful charges of fraudulent promotion of the Audion, he continued to exploit the potential of his invention. By 1912 he had used transformer-coupling of several Audion stages to achieve high gain at radio frequencies, making long-distance communication a practical proposition, and had applied positive feedback from the Audion output anode to its input grid to realize a stable transmitter oscillator and modulator. These successes led to prolonged patent litigation with Edwin Armstrong and others, and he eventually sold the manufacturing rights, in retrospect often for a pittance.

During the early 1920s De Forest began a fruitful association with T.W.Case, who for around ten years had been working to perfect a moving-picture sound system. De Forest claimed to have had an interest in sound films as early as 1900, and Case now began to supply him with photoelectric cells and primitive sound cameras. He eventually devised a variable-density sound-on-film system utilizing a glow-discharge modulator, the Photion. By 1926 De Forest's Phonofilm had been successfully demonstrated in over fifty theatres and this system became the basis of Movietone. Though his ideas were on the right lines, the technology was insufficiently developed and it was left to others to produce a system acceptable to the film industry. However, De Forest had played a key role in transforming the nature of the film industry; within a space of five years the production of silent films had all but ceased.

In the following decade De Forest applied the Audion to the development of medical diathermy. Finally, after spending most of his working life as an independent inventor and entrepreneur, he worked for a time during the Second World War at the Bell Telephone Laboratories on military applications of electronics.

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