-
21 time
1) время; период времени2) момент времени || отмечать время3) хронометрировать; рассчитывать по времени4) синхронизировать; согласовывать во времени•- access time
- accumulated operating time
- action time
- activity slack time
- actual activity completion time
- actual time
- actuation time
- addition time
- add time
- add-subtract time
- arrival time
- assembly time
- attended time
- available machine time
- average operation time
- awaiting-repair time
- binding time
- bit time
- build-up time
- calculating time
- carry-over time
- carry time
- chip-access delay time
- circuit time
- clear-write time
- coding time
- compile time
- computation time
- computer dead time
- computer time
- computer useful time
- computing time
- connect time
- control time
- crash time
- crisis time
- cycle time
- data time
- data-retention time
- dead time
- debatable time
- debugging time
- debug time
- decay time
- deceleration time
- delay time
- design time
- destination time
- development time
- digit time
- discrete time
- divide time
- down time
- earliest expected time
- effective time
- engineering time
- entry time
- error-free running time
- estimated time
- event scheduled completion time
- event slack time
- event time
- execution cycle time
- execution time
- expected activity time
- fall time
- fault correction time
- fault location time
- fault time
- fetch time
- float time
- form movement time
- forward-current rise time
- gate time
- good time
- guard time
- handshaking time
- holding time
- hold time
- idle time
- improvement time
- incidental time
- ineffective time
- inoperable time
- installation time
- instruction time
- integrator time
- interaction time
- interarrival time
- interrogation time
- latency time
- latest allowable event time
- load time
- lock-grant time
- lock-holding time
- logarithmic time
- machine available time
- machine spoiled work time
- machine spoiled time
- machine time
- maintenance time
- makeup time
- manual time
- mean error-free time
- mean repair time
- mean time between errors
- mean time between failures
- mean time to repair
- memory cycle time
- miscellaneous time
- mission time
- most likely time
- multiply time
- no-charge machine fault time
- no-charge non-machine-fault time
- no-charge time
- nonfailure operating time
- nonreal time
- nonscheduled down time
- nonscheduled maintenance time
- object time
- occurrence time
- off time
- on time
- one-pulse time
- operating time
- operation time
- operation-use time
- optimistic time
- out-of-service time
- peaking time
- peak time
- pessimistic time
- polynomial time
- pool time
- positioning time
- power up time
- pre-assembly time
- precedence waiting time
- preset time
- preventive maintenance time
- print interlock time
- problem time
- processing time
- process time
- processor cycle time
- production time
- productive time
- program execution time
- program fetch time
- program testing time
- progration time
- propagation delay time
- proving time
- pulse time
- punch start time
- read time
- reading access time
- readout time
- read-restore time
- real time
- record check time
- recovery time
- reference time
- refresh time
- reimbursed time
- repair delay time
- repair time
- representative computing time
- request-response time
- resetting time
- resolution time
- resolving time
- response time
- restoration time
- restoring time
- retrieval time
- reversal time
- reverse-current fall time
- rewind time
- rise time
- round-trip time
- routine maintenance time- run time- sampling time
- scaled real time
- scheduled time
- schedule time
- scheduled down time
- scheduled operating time
- scramble time
- screen storage time
- search time
- seek time
- send-receive-forward time
- sensitive time
- service time
- serviceable time
- setting time
- settling time
- setup time
- simulated time
- s-n transition time
- standby time
- starting time
- start time
- start-up time
- stop time
- storage cycle time
- storage time
- subtraction time
- subtract time
- superconducting-normal transition time
- supplementary maintenance time
- swap time
- switch delay time
- switch time
- switching time
- system time
- takedown time
- task time
- testing time
- throughput time
- time between failures
- time for motion to start
- time now
- total time
- track-to-track move time
- transfer time
- transit time
- transition time
- translating time
- true time
- turnaround time
- turnoff time
- turnon time
- turnover time
- unacked time
- unattended standby time
- unattended time
- unavailable time
- unit time
- unused time
- up time
- useful time
- user time
- variable dead time
- waiting time
- word time
- word-addressing time
- write timeEnglish-Russian dictionary of computer science and programming > time
-
22 command
командование (организационная единица, лица руководящего состава), управление; соединение; объединение; группа войск; военный округ; команда, приказание; превосходство; контроль; топ. превышение; командовать; управлять; подавать командыData Services (and Administrative) Systems command — командование [управление] статистических (и административно-управленческих) информационных систем
major command, NATO forces — верховное [стратегическое] командование ОВС НАТО
UN command,Rear — командование тыла сил ООН
US Army Forces, Readiness command — СВ командования войск готовности ВС США
— RAF Transportation command— vest command in -
23 Ricardo, Sir Harry Ralph
[br]b. 26 January 1885 London, Englandd. 18 May 1974 Graffham, Sussex, England[br]English mechanical engineer; researcher, designer and developer of internal combustion engines.[br]Harry Ricardo was the eldest child and only son of Halsey Ricardo (architect) and Catherine Rendel (daughter of Alexander Rendel, senior partner in the firm of consulting civil engineers that later became Rendel, Palmer and Tritton). He was educated at Rugby School and at Cambridge. While still at school, he designed and made a steam engine to drive his bicycle, and by the time he went up to Cambridge in 1903 he was a skilled craftsman. At Cambridge, he made a motor cycle powered by a petrol engine of his own design, and with this he won a fuel-consumption competition by covering almost 40 miles (64 km) on a quart (1.14 1) of petrol. This brought him to the attention of Professor Bertram Hopkinson, who invited him to help with research on turbulence and pre-ignition in internal combustion engines. After leaving Cambridge in 1907, he joined his grandfather's firm and became head of the design department for mechanical equipment used in civil engineering. In 1916 he was asked to help with the problem of loading tanks on to railway trucks. He was then given the task of designing and organizing the manufacture of engines for tanks, and the success of this enterprise encouraged him to set up his own establishment at Shoreham, devoted to research on, and design and development of, internal combustion engines.Leading on from the work with Hopkinson were his discoveries on the suppression of detonation in spark-ignition engines. He noted that the current paraffinic fuels were more prone to detonation than the aromatics, which were being discarded as they did not comply with the existing specifications because of their high specific gravity. He introduced the concepts of "highest useful compression ratio" (HUCR) and "toluene number" for fuel samples burned in a special variable compression-ratio engine. The toluene number was the proportion of toluene in heptane that gave the same HUCR as the fuel sample. Later, toluene was superseded by iso-octane to give the now familiar octane rating. He went on to improve the combustion in side-valve engines by increasing turbulence, shortening the flame path and minimizing the clearance between piston and head by concentrating the combustion space over the valves. By these means, the compression ratio could be increased to that used by overhead-valve engines before detonation intervened. The very hot poppet valve restricted the advancement of all internal combustion engines, so he turned his attention to eliminating it by use of the single sleeve-valve, this being developed with support from the Air Ministry. By the end of the Second World War some 130,000 such aero-engines had been built by Bristol, Napier and Rolls-Royce before the piston aero-engine was superseded by the gas turbine of Whittle. He even contributed to the success of the latter by developing a fuel control system for it.Concurrent with this was work on the diesel engine. He designed and developed the engine that halved the fuel consumption of London buses. He invented and perfected the "Comet" series of combustion chambers for diesel engines, and the Company was consulted by the vast majority of international internal combustion engine manufacturers. He published and lectured widely and fully deserved his many honours; he was elected FRS in 1929, was President of the Institution of Mechanical Engineers in 1944–5 and was knighted in 1948. This shy and modest, though very determined man was highly regarded by all who came into contact with him. It was said that research into internal combustion engines, his family and boats constituted all that he would wish from life.[br]Principal Honours and DistinctionsKnighted 1948. FRS 1929. President, Institution of Mechanical Engineers 1944–5.Bibliography1968, Memo \& Machines. The Pattern of My Life, London: Constable.Further ReadingSir William Hawthorne, 1976, "Harry Ralph Ricardo", Biographical Memoirs of Fellows of the Royal Society 22.JBBiographical history of technology > Ricardo, Sir Harry Ralph
-
24 Stephenson, George
[br]b. 9 June 1781 Wylam, Northumberland, Englandd. 12 August 1848 Tapton House, Chesterfield, England[br]English engineer, "the father of railways".[br]George Stephenson was the son of the fireman of the pumping engine at Wylam colliery, and horses drew wagons of coal along the wooden rails of the Wylam wagonway past the house in which he was born and spent his earliest childhood. While still a child he worked as a cowherd, but soon moved to working at coal pits. At 17 years of age he showed sufficient mechanical talent to be placed in charge of a new pumping engine, and had already achieved a job more responsible than that of his father. Despite his position he was still illiterate, although he subsequently learned to read and write. He was largely self-educated.In 1801 he was appointed Brakesman of the winding engine at Black Callerton pit, with responsibility for lowering the miners safely to their work. Then, about two years later, he became Brakesman of a new winding engine erected by Robert Hawthorn at Willington Quay on the Tyne. Returning collier brigs discharged ballast into wagons and the engine drew the wagons up an inclined plane to the top of "Ballast Hill" for their contents to be tipped; this was one of the earliest applications of steam power to transport, other than experimentally.In 1804 Stephenson moved to West Moor pit, Killingworth, again as Brakesman. In 1811 he demonstrated his mechanical skill by successfully modifying a new and unsatisfactory atmospheric engine, a task that had defeated the efforts of others, to enable it to pump a drowned pit clear of water. The following year he was appointed Enginewright at Killingworth, in charge of the machinery in all the collieries of the "Grand Allies", the prominent coal-owning families of Wortley, Liddell and Bowes, with authorization also to work for others. He built many stationary engines and he closely examined locomotives of John Blenkinsop's type on the Kenton \& Coxlodge wagonway, as well as those of William Hedley at Wylam.It was in 1813 that Sir Thomas Liddell requested George Stephenson to build a steam locomotive for the Killingworth wagonway: Blucher made its first trial run on 25 July 1814 and was based on Blenkinsop's locomotives, although it lacked their rack-and-pinion drive. George Stephenson is credited with building the first locomotive both to run on edge rails and be driven by adhesion, an arrangement that has been the conventional one ever since. Yet Blucher was far from perfect and over the next few years, while other engineers ignored the steam locomotive, Stephenson built a succession of them, each an improvement on the last.During this period many lives were lost in coalmines from explosions of gas ignited by miners' lamps. By observation and experiment (sometimes at great personal risk) Stephenson invented a satisfactory safety lamp, working independently of the noted scientist Sir Humphry Davy who also invented such a lamp around the same time.In 1817 George Stephenson designed his first locomotive for an outside customer, the Kilmarnock \& Troon Railway, and in 1819 he laid out the Hetton Colliery Railway in County Durham, for which his brother Robert was Resident Engineer. This was the first railway to be worked entirely without animal traction: it used inclined planes with stationary engines, self-acting inclined planes powered by gravity, and locomotives.On 19 April 1821 Stephenson was introduced to Edward Pease, one of the main promoters of the Stockton \& Darlington Railway (S \& DR), which by coincidence received its Act of Parliament the same day. George Stephenson carried out a further survey, to improve the proposed line, and in this he was assisted by his 18-year-old son, Robert Stephenson, whom he had ensured received the theoretical education which he himself lacked. It is doubtful whether either could have succeeded without the other; together they were to make the steam railway practicable.At George Stephenson's instance, much of the S \& DR was laid with wrought-iron rails recently developed by John Birkinshaw at Bedlington Ironworks, Morpeth. These were longer than cast-iron rails and were not brittle: they made a track well suited for locomotives. In June 1823 George and Robert Stephenson, with other partners, founded a firm in Newcastle upon Tyne to build locomotives and rolling stock and to do general engineering work: after its Managing Partner, the firm was called Robert Stephenson \& Co.In 1824 the promoters of the Liverpool \& Manchester Railway (L \& MR) invited George Stephenson to resurvey their proposed line in order to reduce opposition to it. William James, a wealthy land agent who had become a visionary protagonist of a national railway network and had seen Stephenson's locomotives at Killingworth, had promoted the L \& MR with some merchants of Liverpool and had carried out the first survey; however, he overreached himself in business and, shortly after the invitation to Stephenson, became bankrupt. In his own survey, however, George Stephenson lacked the assistance of his son Robert, who had left for South America, and he delegated much of the detailed work to incompetent assistants. During a devastating Parliamentary examination in the spring of 1825, much of his survey was shown to be seriously inaccurate and the L \& MR's application for an Act of Parliament was refused. The railway's promoters discharged Stephenson and had their line surveyed yet again, by C.B. Vignoles.The Stockton \& Darlington Railway was, however, triumphantly opened in the presence of vast crowds in September 1825, with Stephenson himself driving the locomotive Locomotion, which had been built at Robert Stephenson \& Co.'s Newcastle works. Once the railway was at work, horse-drawn and gravity-powered traffic shared the line with locomotives: in 1828 Stephenson invented the horse dandy, a wagon at the back of a train in which a horse could travel over the gravity-operated stretches, instead of trotting behind.Meanwhile, in May 1826, the Liverpool \& Manchester Railway had successfully obtained its Act of Parliament. Stephenson was appointed Engineer in June, and since he and Vignoles proved incompatible the latter left early in 1827. The railway was built by Stephenson and his staff, using direct labour. A considerable controversy arose c. 1828 over the motive power to be used: the traffic anticipated was too great for horses, but the performance of the reciprocal system of cable haulage developed by Benjamin Thompson appeared in many respects superior to that of contemporary locomotives. The company instituted a prize competition for a better locomotive and the Rainhill Trials were held in October 1829.Robert Stephenson had been working on improved locomotive designs since his return from America in 1827, but it was the L \& MR's Treasurer, Henry Booth, who suggested the multi-tubular boiler to George Stephenson. This was incorporated into a locomotive built by Robert Stephenson for the trials: Rocket was entered by the three men in partnership. The other principal entrants were Novelty, entered by John Braithwaite and John Ericsson, and Sans Pareil, entered by Timothy Hackworth, but only Rocket, driven by George Stephenson, met all the organizers' demands; indeed, it far surpassed them and demonstrated the practicability of the long-distance steam railway. With the opening of the Liverpool \& Manchester Railway in 1830, the age of railways began.Stephenson was active in many aspects. He advised on the construction of the Belgian State Railway, of which the Brussels-Malines section, opened in 1835, was the first all-steam railway on the European continent. In England, proposals to link the L \& MR with the Midlands had culminated in an Act of Parliament for the Grand Junction Railway in 1833: this was to run from Warrington, which was already linked to the L \& MR, to Birmingham. George Stephenson had been in charge of the surveys, and for the railway's construction he and J.U. Rastrick were initially Principal Engineers, with Stephenson's former pupil Joseph Locke under them; by 1835 both Stephenson and Rastrick had withdrawn and Locke was Engineer-in-Chief. Stephenson remained much in demand elsewhere: he was particularly associated with the construction of the North Midland Railway (Derby to Leeds) and related lines. He was active in many other places and carried out, for instance, preliminary surveys for the Chester \& Holyhead and Newcastle \& Berwick Railways, which were important links in the lines of communication between London and, respectively, Dublin and Edinburgh.He eventually retired to Tapton House, Chesterfield, overlooking the North Midland. A man who was self-made (with great success) against colossal odds, he was ever reluctant, regrettably, to give others their due credit, although in retirement, immensely wealthy and full of honour, he was still able to mingle with people of all ranks.[br]Principal Honours and DistinctionsPresident, Institution of Mechanical Engineers, on its formation in 1847. Order of Leopold (Belgium) 1835. Stephenson refused both a knighthood and Fellowship of the Royal Society.Bibliography1815, jointly with Ralph Dodd, British patent no. 3,887 (locomotive drive by connecting rods directly to the wheels).1817, jointly with William Losh, British patent no. 4,067 (steam springs for locomotives, and improvements to track).Further ReadingL.T.C.Rolt, 1960, George and Robert Stephenson, Longman (the best modern biography; includes a bibliography).S.Smiles, 1874, The Lives of George and Robert Stephenson, rev. edn, London (although sycophantic, this is probably the best nineteenthcentury biography).PJGR -
25 DPI
индикатор точки задержки
Конкретная точка процесса установления вызова, представляющая интерес для вызывающего объекта (МСЭ-Т Н.460.11).
[ http://www.iks-media.ru/glossary/index.html?glossid=2400324]Тематики
- электросвязь, основные понятия
EN
количество точек на дюйм
(МСЭ-Т T.801).
[ http://www.iks-media.ru/glossary/index.html?glossid=2400324]Тематики
- электросвязь, основные понятия
EN
точек на дюйм
тнд
1. Размерность - указывает количество точек, отпечатанных на один дюйм, и является единицей измерения разрешения принтера.
2. Единица измерения разрешения - количество точек на дюйм.
[ http://www.morepc.ru/dict/]Тематики
Синонимы
EN
углубленная проверка пакетов
механизм углубленной инспекции пакетов данных
механизм DPI
1. Контроль прикладного протокола (иначе, углубленная проверка пакетов — deep packet inspection) позволяет анализировать протокол прикладного уровня и подтвердить его соответствие стандартам IETF (Internet Engineering Task Force) для наборов команд протоколов. Примеры — контроль протоколов DNS, FTP, POP3 и SMTP. В процессе контроля прикладного протокола проверка соответствия заданным условиям всех данных на прикладном уровне не выполняется.
2. Для борьбы с современными сетевыми атаками применяются межсетевые экраны, которые часто оснащаются еще и функциями систем обнаружения вторжений. Основная технология, используемая в современных брандмауэрах, называется Deep Packet Inspection (DPI). За последние полтора года она превратилась в стандарт де-факто для мощных корпоративных брандмауэров и реализована в продуктах самых крупных разработчиков: Microsoft, Cisco, Check Point, Symantec, Nortel, SonicWall, NAI, Juniper/ Netscreen и др. DPI позволяет заглянуть внутрь каждого пакета (включая поле данных). Решение "разрешить" или "блокировать" принимается на основе правил, которые задает администратор. Сам же механизм DPI использует правила на основе сигнатурного сравнения, эвристических и статистических технологий, а также определения аномалий.
Благодаря DPI брандмауэр в состоянии анализировать и фильтровать SOAP и другие документы XML, динамически открывать и закрывать порты для трафика VoIP, осуществлять сканирование вирусов и фильтрацию спама, динамически пропускать трафик мгновенных сообщений, противостоять атакам на службы NetBIOS, обрабатывать трафик P2P (около 35% всего трафика в Internet), проверять сеансы SSL и т. д. Применение DPI делает излишней функциональность систем обнаружения вторжений (Intustion Detection System, IDS): по сути, брандмауэр с DPI включает в себя и IDS.
[ http://www.morepc.ru/dict/]Тематики
Синонимы
EN
Англо-русский словарь нормативно-технической терминологии > DPI
-
26 deep packet inspection
углубленная проверка пакетов
механизм углубленной инспекции пакетов данных
механизм DPI
1. Контроль прикладного протокола (иначе, углубленная проверка пакетов — deep packet inspection) позволяет анализировать протокол прикладного уровня и подтвердить его соответствие стандартам IETF (Internet Engineering Task Force) для наборов команд протоколов. Примеры — контроль протоколов DNS, FTP, POP3 и SMTP. В процессе контроля прикладного протокола проверка соответствия заданным условиям всех данных на прикладном уровне не выполняется.
2. Для борьбы с современными сетевыми атаками применяются межсетевые экраны, которые часто оснащаются еще и функциями систем обнаружения вторжений. Основная технология, используемая в современных брандмауэрах, называется Deep Packet Inspection (DPI). За последние полтора года она превратилась в стандарт де-факто для мощных корпоративных брандмауэров и реализована в продуктах самых крупных разработчиков: Microsoft, Cisco, Check Point, Symantec, Nortel, SonicWall, NAI, Juniper/ Netscreen и др. DPI позволяет заглянуть внутрь каждого пакета (включая поле данных). Решение "разрешить" или "блокировать" принимается на основе правил, которые задает администратор. Сам же механизм DPI использует правила на основе сигнатурного сравнения, эвристических и статистических технологий, а также определения аномалий.
Благодаря DPI брандмауэр в состоянии анализировать и фильтровать SOAP и другие документы XML, динамически открывать и закрывать порты для трафика VoIP, осуществлять сканирование вирусов и фильтрацию спама, динамически пропускать трафик мгновенных сообщений, противостоять атакам на службы NetBIOS, обрабатывать трафик P2P (около 35% всего трафика в Internet), проверять сеансы SSL и т. д. Применение DPI делает излишней функциональность систем обнаружения вторжений (Intustion Detection System, IDS): по сути, брандмауэр с DPI включает в себя и IDS.
[ http://www.morepc.ru/dict/]Тематики
Синонимы
EN
Англо-русский словарь нормативно-технической терминологии > deep packet inspection
- 1
- 2
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