Kaksoiskäämitty hybridibussin kestomagneettiajomoottori

Tämä työ on tehty Lappeenrannan teknilliselle yliopistolle, joka on suunnitellut ja toteuttanut hybridibussin. Hybridibussin ajomoottorissa käytetään kaksoiskäämitystä, joka mahdollistaa bussin ajamisen vikatilanteessa, jossa toinen käämityksistä on epäkunnossa. Työn tavoitteena on selvittää, millainen kaksoiskäämitys toimii parhaiten tämän hybridibussin kestomagneettiajomoottorissa. Työssä tutustutaan ajomoottoreihin ja niiltä vaadittaviin ominaisuuksiin sekä vikasietoisiin sähkömoottoreihin. Tutkimuksessa löydettyihin vikasietoisiin ajomoottoreihin perustuen päädyttiin neljään kaksoiskäämitysvaihtoehtoon. Näitä kaksoiskäämityksiä tutkittiin FE-analyysiä hyödyntäen. Kaksoiskäämitysten toimintaa simuloitiin nimellis- ja vikatilanteessa. Simuloinnin tuloksista selvisi, että kaksoiskäämitys, jossa jokaisessa urassa oli puolet yhtä käämitystä ja puolet toista (kaksoiskäämitys 1), ei toiminut kunnolla nimellistilanteessa eikä vikatilanteessa. Suurin ongelma oli vikatilanteessa aiheutuva suuri oikosulkuvirta. Kaksoiskäämitys, jossa kaksi napaa oli samaa käämitystä (kaksoiskäämitys 2), toimi moitteettomasti nimellistilanteessa. Vikatilanteen toiminnassa kuitenkin havaittiin epäjaksollisuutta magneettivuontiheydessä, mikä on haitallista moottorin käynnille ja vaaraksi roottorille. Kaksoiskäämityksiä, joista ensimmäisessä oli neljäsosa konetta samaa käämitystä (kaksoiskäämitys 3) ja toisessa puolet koneesta samaa käämitystä (kaksoiskäämitys 4), tutkittiin vikatilanteessa vain magneettivuontiheyden osalta. Puolet ja puolet käämityn koneen osalta magneettivuontiheys osottautui epäjaksolliseksi kuten oli odotettu. Neljäsosiksi käämityn koneen magneettivuontiheys oli säännöllisen jaksollinen. Nimellispisteessä kaksoiskäämityksillä 3 ja 4 havaittiin suuri vääntöväre verrattuna kaksoiskäämityksiin 1 ja 2. Johtopäätöksenä kaksoiskäämitys 3 vaikuttaa lupaavalta, mikäli suuri nimellispisteen vääntöväre saadaan hallintaan käyttämällä uravinoutta staattorissa.

Recueil d'anciennes poésies françaises.

Contient : « Liber Fortunæ, » poème religieux et moral, sous forme d'un songe, daté de 1345 ; « Testament maistre JEHAN DE MEUN, que on appelle le livre du Père, et du Filz et du saint Esperit » ; Grand codicille de JEAN DE MEUNG ; Passion de Jésus-Christ, en prose. « Qui de Dieu est de Dieu parole et garde ses euvres... » ; « Estrille Fauvel ; » en deux livres (16 déc. 1314), par GERVAIS DU Bus. — Cf. G. Paris, dans Histoire littéraire, XXXII, 136

A Bridge

An artistic shot of a one lane bridge near Brock.

Rock at Brock Article

Frank Reynolds was in charge of the Rock at Brock featuring the Guess Who and 7 other Canadian Bands, held on the back field at Brock. It was a geat affair, with 40,000 in attendance and few incidents. The student union rented every bus the City of St Catharines owned and took everyone home at 1 AM when the event ended.

Walker Complex (April 2002)

The complex was comprised of the new Student/Community Health and Fitness Centre and the state-of-the-art health club called The Zone, in addition to encompassing the existing physical education facilities. Among the new facilities was a 23 000-square-foot gymnasium, which boasted four basketball courts and a 200-meter, three-lane elevated track. The building was named after Walker Industries Holdings, a Thorold firm that was the key donor to the project.

"Canada's toughest neighbourhood" : surveillance, myth and orientalism in Jane-Finch

This study examines coverage of lane-Finch in popular Canadian newspapers in 2007. It explores the often-negative representations of the community through conceptual frameworks based on the work of Michel Foucault, Roland Barthes and Edward Said. The question it attempts to answer is: What knowledge and power relationships are embedded within depictions of lane-Finch in popular Canadian newspapers in 2007? The methodology is a version of critical discourse analysis based on Foucault's The Archaeology of Knowledge. It finds that predominantly-negative connotations of the neighbourhood are reinforced through the perpetuation of dominant discourses, the use of "expert" knowledge sources, and the discounting of subjugated knowledges or livedexperiences of residents. The study concludes by suggesting where further research within the realm of popular culture and community identity can be directed.

Niagara Historical Society and Museum papers, 1898, 1914, 1969, n.d.

The Niagara Historical Society and Museum papers include a revision of a publication originally prepared by Janet Carnochan, a poem by Janet Carnochan written to commemorate the battle of Lundy’s Lane, one item of correspondence and a scrapbook of historical documents on microfilm.

Henry Hope & Sons of Canada Ltd. Letter, 1916

Henry Hope & Sons of Canada Ltd. were located at 45 King Street West, Toronto, Ont. at the writing of this letter in 1916. The company specialized in “weathertight casements in iron steel or gun-metal, unbreakable steel windows, fanlight opening-gear, leaded lights and stained glass, patent glass roofing, locks and door furniture, rainwater goods in cast lead and cast iron”. The letter is addressed to Mr. H.Y. [Harry Young] Grant, c/o Fenwick Farm, Lundy’s Lane, Niagara Falls, Ont. from R.W. Smith. The letter is in reply to a query about casement windows. Harry Young Grant (1860-1934), son of Sir James Alexander Grant and Maria Malloch of Ottawa, Ont. was a medical doctor specializing in the treatment of the eye, ear, nose and throat. After his retirement he became a member of the Niagara Parks Commission. He was married to Grace A. Smith, daughter of James R. Smith of Buffalo.

The Welland Canals Foundation, Honourable William Hamilton Merritt and the St. Catharines Historical Society and Museum, 1971-1990, n.d.

‘The Father of Canadian Transportation’ is a term commonly associated with William Hamilton Merritt. Although he is most known for being one of the driving forces behind the building of the first Welland Canal, he was many things throughout his life; a soldier, merchant, promoter, entrepreneur and politician to name a few. Born on July 3, 1793 at Bedford, Westchester County, N.Y. to Thomas Merritt and Mary Hamilton, Merritt’s family relocated to Canada shortly after in 1796. The move came after Merritt’s father petitioned John Graves Simcoe for land in Upper Canada after serving under him in the Queen’s Rangers during the American Revolution. The family quickly settled into their life at Twelve Mile Creek in St. Catharines. Merritt’s father became sheriff of Lincoln County in 1803 while Merritt began his education in mathematics and surveying. After some brief travel and further education Merritt returned to Lincoln County, in 1809 to help farm his father’s land and open a general store. While a farmer and merchant, Merritt turned his attention to military endeavours. A short time after being commissioned as a Lieutenant in the Lincoln militia, the War of 1812 broke out. Fulfilling his duty, Merritt fought in the Battle of Queenston Heights in October of 1812, and numerous small battles until the Battle of Lundy’s Lane in July 1814. It was here that Merritt was captured and held in Cheshire, Massachusetts until the war ended. Arriving back in the St. Catharines area upon his release, Merritt returned to being a merchant, as well as becoming a surveyor and mill owner. Some historians hypothesize that the need to draw water to his mill was how the idea of the Welland Canals was born. Beginning with a plan to connect the Welland River with the Twelve mile creek quickly developed into a connection between the Lakes Erie and Ontario. Its main purpose was to improve the St. Lawrence transportation system and provide a convenient way to transport goods without having to go through the Niagara Falls portage. The plan was set in motion in 1818, but most living in Queenston and Niagara were not happy with it as it would drive business away from them. Along with the opposition came financial and political restraints. Despite these factors Merritt pushed on and the Welland Canal Company was chartered by the Upper Canadian Assembly on January 19, 1824. The first sod was turned on November 30, 1824 almost a year after the initial chartering. Many difficulties arose during the building of the canal including financial, physical, and geographic restrictions. Despite the difficulties two schooners passed through the canal on November 30, 1829. Throughout the next four years continual work was done on the canal as it expended and was modified to better accommodate large ships. After his canal was underway Merritt took a more active role in the political arena, where he served in various positions throughout Upper Canada. In 1851, Merritt withdrew from the Executive Council for numerous reasons, one of which being that pubic interest had diverted from the canals to railways. Merritt tried his hand at other public works outside transportation and trade. He looked into building a lunatic asylum, worked on behalf of War of 1812 veterans, aided in building Brock’s monument, established schools, aided refugee slaves from the U.S. and tried to establish a National Archives among many other feats. He was described by some as having “policy too liberal – conceptions too vast – views too comprehensive to be comprehensible by all”, but he still made a great difference in the society in which he lived. After his great contributions, Merritt died aboard a ship in the Cornwall canal on July 5, 1862. Dictionary of Canadian Biography Online http://www.biographi.ca/EN/ShowBio.asp?BioId=38719 retrieved October 2006 Today numerous groups carry on the legacy of Merritt and the canals both in the past and present. One such group is the Welland Canals Foundation. They describe themselves as: “. . . a volunteer organization which strives to promote the importance of the present and past Welland Canals, and to preserve their history and heritage. The Foundation began in 1980 and carries on events like William Hamilton Merritt Day. The group has strongly supported the Welland Canals Parkway initiative and numerous other activities”. The Welland Canals Foundation does not work alone. They have help from other local groups such as the St. Catharines Historical Society. The Society’s main objective is to increase knowledge and appreciation of the historical aspects of St. Catharines and vicinity, such as the Welland Canals. http://www.niagara.com/~dmdorey/hssc/dec2000.html - retrieved Oct. 2006 http://www.niagara.com/~dmdorey/hssc/feb2000.html - retrieved Oct. 2006

Newly repainted signage, Student Union [old], Chapman College, Orange, California

Newly repainted signage on the Old Student Union, Chapman College, Orange, California; part of a campus renewal project in 1973. Originally the manual arts building and bus repair garage for Orange Union High School. Building annex additions through 1975 increased the size to 19,680 sq. ft. Used as a student union by Chapman College. In 1996 the building became the Cecil B. DeMille Hall, housing the Film and TV department.

Lounge area of the old Student Union, Chapman College, Orange, California

Lounge area of the old Student Union, Chapman College, Orange, California. Originally the manual arts building and bus repair garage for Orange Union High School. Building annex additions through 1975 increased the size to 19,680 sq. ft. Used as a student union by Chapman College. In 1996 the building became the Cecil B. DeMille Hall, housing the Film and TV department.

Lounge area of the old Student Union, Chapman College, Orange, California

Lounge area of the old Student Union, Chapman College, Orange, California. Originally the manual arts building and bus repair garage for Orange Union High School. Building annex additions through 1975 increased the size to 19,680 sq. ft. Used as a student union by Chapman College. In 1996 the building became the Cecil B. DeMille Hall, housing the Film and TV department.

Outside the old student union, Chapman College, Orange, California

Old Student Union, Chapman College, Orange, California. Originally the manual arts building and bus repair garage for Orange Union High School. Building annex additions through 1975 increased the size to 19,680 sq. ft. Used as a student union by Chapman College. In 1996 the building became the Cecil B. DeMille Hall, housing the Film and TV department.

Old Student Union patio, Chapman College, Orange, California

Old Student Union patio, Chapman College, Orange, California. Originally the manual arts building and bus repair garage for Orange Union High School. Building annex additions through 1975 increased the size to 19,680 sq. ft. Used as a student union by Chapman College. In 1996 the building became the Cecil B. DeMille Hall, housing the Film and TV department.

Snack bar inside the old Student Union, Chapman College, Orange, California

Snack bar inside the old Student Union, Chapman College, Orange, California in the 1970s. Originally the manual arts building and bus repair garage for Orange Union High School. Building annex additions through 1975 increased the size to 19,680 sq. ft. Used as a student union by Chapman College. In 1996 the building became the Cecil B. DeMille Hall, housing the Film and TV department.