Software de gestão de manutenção como ferramenta de apoio à melhoria da eficiência da gestão de infraestruturas

Este trabalho académico surge no âmbito da realização da dissertação do Mestrado em Engenharia e Gestão Industrial. Tem como objetivo a melhoria da gestão do Departamento de Infraestruturas, numa empresa de produção de motores elétricos para a indústria automóvel, através da análise, implementação e melhoria de um software de gestão de manutenção, de forma a aumentar a eficiência do Departamento. Este estudo foi desenvolvido durante um estágio curricular na empresa Globe Motors Portugal Lda, localizada em Vila do Conde. Para sua sustentação, foi efetuada uma análise funcional, suportada por um Software de gestão de manutenção, de forma a perceber qual a importância que o mesmo tem no funcionamento do Departamento de Infraestruturas. Pretendeu-se compreender quais as vantagens e desvantagens da sua utilização. Posteriormente, implementou-se uma nova versão deste software, analisando-se os pontos fortes e as oportunidades de melhoria, de forma a tornar o Departamento de infraestruturas mais eficiente, através da utilização desta renovada ferramenta de trabalho. Como objetivo último, pretendeu-se à melhoria da organização e gestão do Departamento de infraestruturas, contribuindo para um desenvolvimento de toda a empresa, uma vez que comungamos a ideia de que só é possível ser competitivo, num mercado altamente exigente, através de processos eficientes, possibilitando a redução de custos a todos os níveis.

Reconfiguração e desenvolvimento do sistema de controlo de um AGV

O veículo guiado automaticamente (AGV) adquirido pelo Departamento de Engenharia Mecânica (DEM) tem vindo a ficar obsoleto devido ao hardware, que nos dias de hoje começa a dar sinais de falhas bem como falta de peças de substituição, e ao software, sendo o PLC (Programmable Logic Controller) usado muito limitado quanto às suas funções de controlo, ficando as principais tarefas de controlo do AGV a cargo de placas eletrónicas de controlo. Para promover o controlo autónomo do AGV, foi decidido retirar toda a parte de hardware que detinha o controlo do mesmo e passou a ser um novo PLC, com maior capacidade de processamento, a executar todo o tipo de controlo necessário ao funcionamento do mesmo. O hardware considerado apenas incluí, de forma resumida, os motores responsáveis pelo movimento e direção, placa de controlo de potência dos motores, placa de interface entre as saídas digitais do PLC e as entradas da placa de controlo de potência dos motores e os demais sensores necessários à deteção de obstáculos, fins de curso da direção, sensores dos postos de trabalho e avisadores de emergência. Todo o controlo de movimento e direção bem como a seleção das ações a executar passou a ficar a cargo do software programado no PLC assim como a interação entre o sistema de supervisão instalado num posto de controlo e o PLC através de comunicação via rádio. O uso do PLC permitiu a flexibilidade de mudar facilmente a forma como as saídas digitais são usadas, ao contrário de um circuito eletrónico que necessita de uma completa remodelação, tempo de testes e implementação para efetuar a mesma função. O uso de um microcontrolador seria igualmente viável para a aplicação em causa, no entanto o uso do PLC tem a vantagem de ser robusto, mais rápido na velocidade de processamento, existência de software de interface de programação bastante intuitivo e de livre acesso, facilidade de alterar a programação localmente ou remotamente, via rádio, acesso a vários protocolos de comunicação robustos como Modbus, Canbus, Profinet, Modnet, etc., e acesso integrado de uma consola gráfica totalmente programável. iv É ainda possível a sua expansão com adição de módulos de entradas e saídas digitais e/ou analógicas permitindo expandir largamente o uso do AGV para outros fins. A solução está a ser amplamente testada e validada no Laboratório de Automação (LabA) do Departamento de Engenharia Mecânica do ISEP (Instituto Superior de Engenharia do Porto), permitindo a otimização dos sistemas de controlo de direção bem como a interatividade entre o PLC e o programa de interface/supervisão do posto de trabalho.

Automatização de sistema de medição múltiplo de ensaio de manómetros analógicos

A dissertação em apreço resultou da necessidade em otimizar os recursos técnicos, mas sobretudo humanos, afetos às verificações de instrumentos de medição, no âmbito do Controlo Metrológico Legal. Estas verificações, realizadas nos termos do cumprimento das competências outrora atribuídas à Direção de Serviços da Qualidade da então Direção Regional da Economia do Norte, eram operacionalizadas pela Divisão da Qualidade e Licenciamento, na altura dirigida pelo subscritor da presente tese, nomeadamente no que respeita aos ensaios efetuados, em laboratório, a manómetros analógicos. O objetivo principal do trabalho foi alcançado mediante o desenvolvimento de um automatismo, materializado pela construção de um protótipo, cuja aplicação ao comparador de pressão múltiplo, dantes em utilização, permitiria realizar a leitura da indicação de cada manómetro analógico através de técnicas de processamento de imagem, função esta tradicionalmente efetuada manualmente por um operador especializado. As metodologias de comando, controlo e medição desse automatismo foram realizadas através de um algoritmo implementado no software LabVIEW® da National Intruments, particularmente no que respeita ao referido processamento das imagens adquiridas por uma câmara de vídeo USB. A interface com o hardware foi concretizada recorrendo a um módulo de Aquisição de Dados Multifuncional (DAQ) USB-6212, do mesmo fabricante. Para o posicionamento horizontal e vertical da câmara de vídeo USB, recorreu-se a guias lineares acionadas por motores de passo, sendo que estes dispositivos foram igualmente empregues no acionamento do comparador de pressão. Por último, procedeu-se à aquisição digital da leitura do padrão, recorrendo à respetiva virtualização, bem como a uma aplicação desenvolvida neste projeto, designada appMAN, destinada à gestão global do referido automatismo, nomeadamente no que se refere ao cálculo do resultado da medição, erro e incerteza associada, e emissão dos respetivos documentos comprovativos.

High-Speed Solid-Rotor Induction Machine – Electromagnetic Calculation and Design

Within the latest decade high-speed motor technology has been increasingly commonly applied within the range of medium and large power. More particularly, applications like such involved with gas movement and compression seem to be the most important area in which high-speed machines are used. In manufacturing the induction motor rotor core of one single piece of steel it is possible to achieve an extremely rigid rotor construction for the high-speed motor. In a mechanical sense, the solid rotor may be the best possible rotor construction. Unfortunately, the electromagnetic properties of a solid rotor are poorer than the properties of the traditional laminated rotor of an induction motor. This thesis analyses methods for improving the electromagnetic properties of a solid-rotor induction machine. The slip of the solid rotor is reduced notably if the solid rotor is axially slitted. The slitting patterns of the solid rotor are examined. It is shown how the slitting parameters affect the produced torque. Methods for decreasing the harmonic eddy currents on the surface of the rotor are also examined. The motivation for this is to improve the efficiency of the motor to reach the efficiency standard of a laminated rotor induction motor. To carry out these research tasks the finite element analysis is used. An analytical calculation of solid rotors based on the multi-layer transfer-matrix method is developed especially for the calculation of axially slitted solid rotors equipped with wellconducting end rings. The calculation results are verified by using the finite element analysis and laboratory measurements. The prototype motors of 250 – 300 kW and 140 Hz were tested to verify the results. Utilization factor data are given for several other prototypes the largest of which delivers 1000 kW at 12000 min-1.

Resolución No. 206: Por la cual se resuelve un recurso de reposición y en subsidio de apelación

Servicios registrales

Canadian Niagara Power Company fonds

Power at the Falls: The first recorded harnessing of Niagara Falls power was in 1759 by Daniel Joncairs. On the American side of the Falls he dug a small ditch and drew water to turn a wheel which powered a sawmill. In 1805 brothers Augustus and Peter Porter expanded on Joncairs idea. They bought the American Falls from New York State at public auction. Using Joncairs old site they built a gristmill and tannery which stayed in business for twenty years. The next attempt at using the Falls came in 1860 when construction of the hydraulic canal began by the Niagara Falls Hydraulic Power and Manufacturing Co. The canal was complete in 1861 and brought water from the Niagara river, above the falls, to the mills below. By 1881 the Niagara Falls Hydraulic Power and Manufacturing Co. had a small generating station which provided some electricity to the village of Niagara Falls and the Mills. This lasted only four years and then the company sold its assets at public auction due to bankruptcy. Jacob Schoellkopf arrived at the Falls in 1877 with the purchase of the hydraulic canal land and water and power rights. In 1879 Schoellkopf teamed up with Charles Brush (of Euclid Ohio) and powered Brush’s generator and carbon arc lights with the power from his water turbines, to illuminate the Falls electrically for the first time. The year 1895 marked the opening of the Adam No. 1 generating station on the American side. The station was the beginnings of modern electrical utility operations. The design and operations of the generating station came from worldwide competitions held by panels of experts. Some who were involved in the project include; George Westinghouse, J. Pierpont Morgan, Lord Kelvin and Nikoli Tesla. The plants were operated by the Niagara Falls Power Company until 1961, when the Robert Moses Plant began operation in Lewiston, NY. The Adams plants were demolished that same year and the site used as a sewage treatment plant. The Canadian side of the Falls began generating their own power on January 1, 1905. This power came from the William Birch Rankine Power Station located 500 yards above the Horseshoe Falls. This power station provided the village of Fort Erie with its first electricity in 1907, using its two 10,000 electrical horsepower generators. Today 11 generators produce 100,000 horsepower (75 megawatts) and operate as part of the Niagara Mohawk and Fortis Incorporated Power Group.

Rotary Club of St. Catharines fonds, 1973-1985, n.d.

The first Rotary Club was created in February 1905, by Chicago lawyer Paul P. Harris. Harris envisioned a club which would bring members of the business community closer together. As his vision grew more members were acquired. In order to accommodate everyone, meetings were held at each of the member’s place of business; hence the name Rotary Club was adopted. A wagon wheel was chosen as an appropriate symbol to denote the club; which today has become the cogwheel. By the close of its first year the club had thirty members. Slowly Rotary Clubs began emerging across the country and by 1910 they had become International by moving North to Canada. By 1921 Rotary representation was present in every Continent and in 1922 the name Rotary International had been approved. The Rotary Club of St. Catharines came into existence on May 19, 1921 under the Charter President Canon Bill Broughall. The Club’s beginnings were humble with only twenty-five members; however, by their seventy-fifth anniversary the club had grown to one hundred and forty-four. The Rotary Club of St. Catharines is a non-profit charity, prescribing to the motto Service above Self. This motto is demonstrated through the Clubs numerous contributions to society both locally and internationally. The Club raises funds, supports exchange programs, and participates in community service work. Some of the organizations which have benefited from the Clubs donations; include, Easter Seals, the Niagara Peninsula Children’s Centre, and the Youth Exchange Program.

Office of the City Clerk, St. Catharines Records, 1928-1974, n.d.

The site of present-day St. Catharines was settled by 3000 United Empire Loyalists at the end of the 18th century. From 1790, the settlement (then known as "The Twelve") grew as an agricultural community. St. Catharines was once referred to Shipman's Corners after Paul Shipman, owner of a tavern that was an important stagecoach transfer point. In 1815, leading businessman William Hamilton Merritt abandoned his wharf at Queenston and set up another at Shipman's Corners. He became involved in the construction and operation of several lumber and gristmills along Twelve Mile Creek. Shipman's Corners soon became the principal milling site of the eastern Niagara Peninsula. At about the same time, Merritt began to develop the salt springs that were discovered along the river which subsequently gave the village a reputation as a health resort. By this time St. Catharines was the official name of the village; the origin of the name remains obscure, but is thought to be named after Catharine Askin Robertson Hamilton, wife of the Hon. Robert Hamilton, a prominent businessman. Merritt devised a canal scheme from Lake Erie to Lake Ontario that would provide a more reliable water supply for the mills while at the same time function as a canal. He formed the Welland Canal Company, and construction took place from 1824 to 1829. The canal and the mills made St. Catharines the most important industrial centre in Niagara. By 1845, St. Catharines was incorporated as a town, with the town limits extending in 1854. Administrative and political functions were added to St. Catharines in 1862 when it became the county seat of Lincoln. In 1871, construction began on the third Welland Canal, which attracted additional population to the town. As a consequence of continual growth, the town limits were again extended. St. Catharines attained city status in 1876 with its larger population and area. Manufacturing became increasingly important in St. Catharines in the early 1900s with the abundance of hydro-electric power, and its location on important land and water routes. The large increase in population after the 1900s was mainly due to the continued industrialization and urbanization of the northern part of the city and the related expansion of business activity. The fourth Welland Canal was opened in 1932 as the third canal could no longer accommodate the larger ships. The post war years and the automobile brought great change to the urban form of St. Catharines. St. Catharines began to spread its boundaries in all directions with land being added five times during the 1950s. The Town of Merritton, Village of Port Dalhousie and Grantham Township were all incorporated as part of St. Catharines in 1961. In 1970 the Province of Ontario implemented a regional approach to deal with such issues as planning, pollution, transportation and services. As a result, Louth Township on the west side of the city was amalgamated, extending the city's boundary to Fifteen Mile Creek. With its current population of 131,989, St. Catharines has become the dominant centre of the Niagara region. Source: City of St. Catharines website http://www.stcatharines.ca/en/governin/HistoryOfTheCity.asp (January 27, 2011)

Image of Niagara Falls n.d.

In 1818 Parkhurst Whitney built stairs leading to the river’s edge at Prospect Point. In 1825 Porter Brother replaced that staircase with a spiral one. In 1844 Whitney started a water powered incline railway there although the staircase was also used until 1890. In 1906 the water wheel was replaced by an electric power plant. There were lower buildings which included Shadow of the Rock which was a concession stand and also rented raincoats to the tourists. This was destroyed by fire and ice in 1892 and replaced by a chalet-style building in 1894-95. On July 6th, 1907 a cable on the incline railway broke. One person was killed and several sustained injuries. An elevator was constructed and it opened in January of 1910. It was condemned in 1954 when water entered the shaft, this was at the time of the collapse of Prospect Point which occurred at 4:50 pm. on July 28, 1954. This photograph was taken prior to 1954. Today the New York State Observation Tower stands at Prospect Point and The Maid of the Mist boat ride is available from the base of the tower. with information from: Niagara Falls Canada: a History by the Kiwanis Club of Stamford, Ontario

Imagery, Technology, and Remote Adult Aboriginal Teacher Candidates: A Brock University Pilot Project

The aim of this thesis is to explore the relationship between imagery, technology, and remote adult Aboriginal teacher candidates through the computer software Elluminate Live. It focuses on the implications that the role imagery plays in third generation distance education with these learners and the new media associated therein. The thesis honours the Medicine Wheel teachings and is presented within this cyclical framework that reflects Indigenous philosophies and belief systems. In accordance, Sharing Circle as methodology is used to keep the research culturally grounded, and tenets of narrative inquiry further support the study. Results indicate there are strong connections to curricula enhanced with imagery—most notably a spiritual connection. Findings also reveal that identity associated to geographical location is significant, as are supportive networks. Third generation distance education, such as Elluminate Live, needs to be addressed before Aboriginal communities open the doors to all it encompasses, and although previous literature peers into various elements, this study delves into why the graphical interface resonates with members of these communities. Of utmost importance is the insight this thesis lends to the pedagogy that may possibly evoke a transformative learning process contributing to the success rate of Aboriginal learners and benefit Aboriginal communities as a whole.

Indigenous Language Reclamation: The Learners Perspective

ABSTRACT This study explored the link between learning an Indigenous language and the meanings second language learners attach to their language recovery experiences. The study delves into the factors that motivate, enhance and serve as barriers to individual language revitalization efforts. With the goal of reasserting an Indigenous world view, the traditional teachings of the Ojibwe medicine wheel were combined with the lessons of the seven Grandfathers to provide a methodological basis for conducting ethical research with and for the benefit of First Nations people. Within the context of our relationships with self, community, spirit and environment, the pairing of Indigenous theory with the practical community experiences of Indigenous second language learners, demonstrates how Indigenous systems of thought and ontology lend themselves well to the critical understanding necessary to enhance the recovery our own endangered languages. These research findings indicate that there is a definite link between ancestral language reclamation and increased levels of self-esteem, a sense of grounded cultural identity and resilience, an overall sense of healing and the social responsibility that comes with receiving the gift of language. The barriers associated with learning an ancestral language intersect on multiple and often simultaneous levels making it difficult for the language learners to discover their origin.This research found that it was important for language learners to identify that they often carry a collective sense of shame associated with an internalized attachment to the modality of Indigeneity. Once the origin of this shame was acknowledged – as resulting from settler/assimilation logics, it was often possible for people to move forward in their language recovery journeys, while at the same time considering more broadly the structural barriers that make individual learning so difficult.

Auction Sale Notice

Auction Sale notice concerning a brick and stone carpenter shop; a frame wheel-house building and a stone machine shop building all located on Cascade Street in Niagara Falls, Ontario. The Superintendent of the State Reservation at Niagara is listed as Thomas W. Welch. The names Thomas Dolphin – Suspension Bridge; W.A. Frazer – Suspension Bridge; Alice L. [illegible] – Niagara Falls and James C. [illegible] are written on the notice in blue pencil. There is a tear at the top of the notice and wear along the sides. Text is not affected. The item is slightly discoloured and mounted on cardboard, 28 cm x 20 cm, January 27, 1886.

Sport moderne et spiritualité évangélique : une étude interdisciplinaire des concepts de plaisir et de motivation en lien avec l’action humaine

Dans le contexte pastoral évangélique, il est très difficile de s’expliquer qu’un croyant puisse aimer et servir Dieu avec passion pour constater, quelques années plus tard, que la motivation qui le pousse vers Dieu a été étouffée. Bien qu’ils utilisent des termes différents, les entraineurs sportifs posent essentiellement la même question : comment inciter les personnes sous leur charge à fournir un rendement correspondant à leur potentiel. Si la motivation est le moteur du comportement, pour bien des personnes, les émotions en constituent le volant. Il semble que par nature l’humain oriente son comportement vers les émotions agréables et s’éloigne des émotions désagréables. C’est aussi vrai pour le sportif que pour le croyant. Cette étude propose une réflexion interdisciplinaire entre la théologie et la psychologie au sujet du plaisir, de la motivation et de l’action humaine, à la fois dans le sport moderne et dans la spiritualité, qui permette d’aborder notre problématique sous un nouvel éclairage. Les premiers chapitres ont pour objectifs d’identifier la rencontre entre le sport et la spiritualité (chapitre 1), de situer la problématique dans son contexte anthropologique à partir de la compréhension psychologique contemporaine de l’émotion (chapitre 2) et de la motivation (chapitre 3). Les chapitres qui suivent examinent la motivation humaine chez les sportifs à partir de la psychologie du sport (chapitre 4), avant de consulter deux théologiens protestants Jürgen Moltmann du courant libéral et John Piper, évangélique conservateur (chapitre 5) pour introduire la discussion théologique. Bien que la psychologie contemporaine ait été une discipline longtemps figée dans un paradigme darwinien ou humaniste, décriant l’empiètement de la théologie sur sa compréhension de l’humain, le chapitre 6 présente des exemples où une discussion théologique de l’humain, dépourvue de toute validité empirique, peut apporter une vision complémentaire à la psychologie contemporaine et contribuer au bien-être du sportif comme à celui du croyant. Ainsi, la contribution de la psychologie, qui est acceptable à une interprétation évangélique, peut apporter un éclaircissement sur les raisons possibles d’un changement de motivation chez le croyant dans son amour et son service envers Dieu. Le dernier chapitre se veut le prolongement de cette étude dans d’autres domaines, comme les études bibliques et le counseling auprès des croyants et des sportifs et dans le cadre de l’aumônerie militaire.

Morphologie évolutive et fonctionnelle des hémichordés

L’embranchement Hemichordata regroupe les classes Enteropneusta et Pterobranchia. Hemichordata constitue, avec l’embranchement Echinodermata, le groupe-frère des chordés. Les entéropneustes sont des organismes vermiformes solitaires qui vivent sous ou à la surface du substrat et s’alimentent généralement par déposivorie, alors que les ptérobranches sont des organismes coloniaux filtreurs habitant dans un réseau de tubes appelé coenecium. Ce mémoire présente trois études dont le point commun est l’utilisation des hémichordés actuels pour répondre à des questions concernant l’évolution des hémichordés, des chordés, et du super-embranchement qui les regroupe, Deuterostomia. Notre première étude démontre que les fentes pharyngiennes, l’organe pré-oral cilié (POCO) et le pharynx de l’entéropneuste Protoglossus graveolens sont utilisés pour l’alimentation par filtration. Le système de filtration de P. graveolens permet la capture de particules jusqu’à 1.3 um, à un débit de 4.05 mm.s-1, pour une demande énergétique de 0.009 uW. Les similarités structurales et fonctionnelles avec le système de filtration des céphalochordés suggèrent que la filtration pharyngienne est ancestrale aux deutérostomes. Lors de notre deuxième étude, nous avons exploré l’hypothèse selon laquelle le POCO des entéropneustes, une structure ciliée pré-buccale au rôle possiblement chémorécepteur, serait homologue au « wheel organ » des céphalochordés et à l’adénohypophyse des vertébrés. Pour cela, nous avons déterminé par immunohistochimie l’expression de Pit-1, un facteur de transcription spécifique à ces deux structures, chez l’entéropneuste Saccoglossus pusillus. Pit-1 est exprimé dans des cellules sensorielles du POCO, mais aussi dans des cellules épithéliales distribuées dans le proboscis, collet et tronc. Ce patron d’expression ne permet pas de confirmer ou rejeter l’homologie du POCO et de l’adénohypophyse des vertébrés. Lors de notre troisième étude, nous avons caractérisé l’ultrastructure du coenecium des ptérobranches Cephalodiscus hodgsoni, Cephalodiscus nigrescens et Cephalodiscus densus par microscopie électronique à transmisison et à balayage. Cephalodiscus est le groupe frère de Graptolithina, un groupe qui inclut les graptolithes éteints ainsi que les ptérobranches du genre Rhabdopleura. Nous avons décrit les types de fibrilles de collagène présents, leur taille et leur organisation, ainsi que l’organisation globale du coenecium. Nous avons ainsi démontré la présence chez Cephalodiscus d’une organisation similaire au paracortex, pseudocortex et eucortex des graptolithes. La présence chez Cephalodiscus de ce type d’organisation suggère que le cortex est ancestral à la classe Pterobranchia. Ces trois études illustrent plusieurs axes importants de la recherche sur les hémichordés, qui en intégrant des données morphologiques, fonctionnelles et moléculaires permet de reconstruire certains évènements clés de l’évolution des deutérostomes.

Les usagers de cannabis et la prise de risque sur la route

La consommation de cannabis et la conduite sous l’influence du cannabis sont des préoccupations grandissantes dans la société d’aujourd’hui. Le but de la présente étude est d’examiner plus en profondeur la relation entre la fréquence de consommation de cannabis chez les jeunes adultes et la prise de risque sur la route. Les participants (n=48) sont tous des hommes âgés de 18 à 26 ans. Ils ont complété une batterie de questionnaires ainsi qu’une tâche sur simulateur de conduite. Les résultats indiquent que la fréquence de consommation de cannabis est associée positivement avec la prise de risque auto rapportée et suggèrent une tendance positive avec les comportements risqués observés lors de la simulation de conduite en laboratoire. Lorsque les différents groupes de consommateurs sont comparés, ceux qui font un usage quotidien ou multihebdomadaire de cannabis semblent prendre plus de risques au volant que ceux qui consomment une fois semaine et moins ou encore une fois par mois et moins. De plus, il semble que plus les individus consomment fréquemment de la marijuana, plus ils ont tendance à adopter des attitudes permissives en lien avec la conduite sous l’influence de cannabis. Les implications quant à l’intervention sont discutées.