omniomni/omni-engineering huggingface dataset:
Split-pi topology. In electronics, a split-pi topology is a pattern of component interconnections used in a kind of power converter that can theoretically produce an arbitrary output voltage, either higher or lower than the input voltage. In practice the upper voltage output is limited to the voltage rating of components used. It is essentially a boost (step-up) converter followed by a buck (step-down) converter. The topology and use of MOSFETs make it inherently bi-directional which lends itself to applications requiring regenerative braking.

The split-pi converter is a type of DC-to-DC converter that has an output voltage magnitude either greater than or less than the input voltage magnitude. It is a switched-mode power supply with a similar circuit configuration to a boost converter followed by a buck converter. Split-pi gets its name from the pi circuit due to the use of two pi filters in series and split with the switching MOSFET bridges.

Other DC–DC converter topologies that can produce output voltage magnitude either greater than or less than the input voltage magnitude include the boost-buck converter topologies (the split-pi, the Ćuk converter, the SEPIC, etc.) and the buck–boost converter topologies.

Principle of operation
In typical operation where a source voltage is located at the left-hand side input terminals, the left-hand bridge operates as a boost converter and the right-hand bridge operates as a buck converter. In regenerative mode, the reverse is true with the left-hand bridge operating as a buck converter and the right as the boost converter.

Only one bridge switches at any time to provide voltage conversion, with the unswitched bridge's top switch always switched on. A straight through 1:1 voltage output is achieved with the top switch of each bridge switch on and the bottom switches off. The output voltage is adjustable based on the duty cycle of the switching MOSFET bridge.

Applications
 Electric drivetrain
 Motor control
 Battery balancing
 Regenerative braking

References
 British Patent GB2376357B - Power converter and method for power conversion
 

DC-to-DC converters
Voltage regulation
Auburn 8-Eighty-Eight Sedan. The Auburn 8-Eighty-Eight sedan is an automobile that was manufactured by Auburn of Auburn, Indiana.

Auburn 8-Eighty-Eight Sedan specifications (1926 data) 

 Color – Blue or moleskin two-tone lacquer
 Seating Capacity – Five
 Wheelbase – 129 inches
 Wheels – Wood wheels standard
 Tires – 30” x 5.77” balloon
 Service Brakes – Contracting on rear wheels; expanding on front wheels
 Emergency Brakes – Contracting on propeller shaft
 Engine  – Eight-cylinder, vertical, cast en bloc, 3-1/8 x 4-1/4 inches; head removable; valves inside; H.P. 31.25, N.A.C.C. rating
 Lubrication – Full force feed – regulated to opening and closing of throttle, not by speed of motor
 Crankshaft – Five bearing
 Radiator – Cellular
 Cooling – Water pump
 Ignition – Storage battery
 Starting System – Two Unit
 Voltage – Six 
 Wiring System – Single
 Gasoline System – Vacuum
 Clutch – Long clutch
 Transmission – Selective sliding
 Gear Changes – 3 forward, 1 reverse
 Drive – Spiral bevel
 Rear Springs – Semi-elliptic
 Rear Axle – Semi-floating
 Steering Gear – Cam and lever; variable ratio

Standard equipment
New car price included the following items:
 tools
 jack
 speedometer
 ammeter
 electric horn
 demountable rims
 cowl ventilator
 headlight dimmer
 closed cars have heater and dome light

Optional equipment
The following was available at an extra cost:
 Spoke wheels

Prices
New car prices were available F.O.B. factory plus tax on the following models:
 Five Passenger Sedan - $1795
 Five Passenger Four Door Brougham - $1595
 Six Passenger Roadster - $1495

See also
 Auburn Automobile

References 
Source: 

Cars of the United States
1920s cars
Sedans
Grain filler. A grain filler (pore filler or paste wood filler) is a woodworking product that is used to achieve a smooth-textured wood finish by filling pores in the wood grain. It is used particularly on open grained woods such as oak, mahogany and walnut where building up multiple layers of standard wood finish is ineffective or impractical.

Composition 
Grain fillers generally consist of three basic components; a binder, a bulking agent and a solvent. The binder is wood finish, and in the case of oil-based fillers is typically a blend of oil and varnish. In the case of water-based fillers, it is acrylic or urethane. The type of binder influences the type of solvent used; oil-based fillers usually use mineral spirits, while water-based fillers use water. Both types of filler use silica as a bulking agent as it resists shrinking and swelling in response to changes in temperature and humidity. Other bulking agents may include quartz powder, wood flour, and talc.

Use 
Woodworkers will use a grain filler before applying other finishes to open grained woods to achieve a "full finish", which is mirror-like. Woods such as ash, oak, mahogany and walnut fall into this category, while tight grained woods such as maple and cherry can achieve a full finish with just a few coats of finish.

Before application, the surface is sanded and puttied to conceal surface imperfections, which would otherwise be made far more obvious by the grain filler. The filler is brushed on both with and against the wood grain and the excess is scraped off. After some drying, the woodworker typically uses a piece of burlap to remove more excess.

References 

Wood finishing materials
Class 38. Class 38 may refer to:

 German passenger locomotives with a 4-6-0 wheel arrangement operated by the Deutsche Reichsbahn comprising:
 Class 38.0: Bavarian P 3/5 N
 Class 38.2-3: Saxon XII H2
 Class 38.4: Bavarian P 3/5 H
 Class 38.5: JDŽ 109
 Class 38.10-40: Prussian P 8
 Class 38.41: BBÖ 209, JDŽ 03
 Class 38.42-44: ČSD Class 354.4
 Class 38.45-46: PKP Class Ok22
 Class 38.70: Baden IV e
 New South Wales Class 38 locomotive
Shivajirao S Jondhale College of Engineering. Shivajirao S. Jondhale College of Engineering (SSJCOE), is an engineering college located in Dombivli in Thane, Maharastra. SSJCOE is a private engineering college founded in 1994-95. The college has six departments:  Computer Engineering, Information technology, Chemical Engineering, Electronics and Telecommunications Engineering, Mechanical Engineering and Artificial Intelligence and Machine Learning.

College management

Intake of Students

Annual festivals

Odyssey

Odyssey is the annual cultural festival of the college held in the even semesters.

Colosseum

Colosseum is the annual Inter-Collegiate technical festival of the college held before Odyssey.

Kridaratna

College's annual Intra-college Sports Festival is named as 'Kridaratna'. It is held in the third week of January. 
Outdoor games like Overarm Cricket, Box Cricket, Football, Volleyball, Kabaddi, Tug of War & Indoor games like Carrom, Chess, Badminton, Table Tennis, Pool & Snooker are held.

Student representation

Least Known Alumni

See also
University of Mumbai
List of Mumbai Colleges

References

External links
Official Website
University of Mumbai

Engineering colleges in Maharashtra
Education in Kalyan-Dombivli
Affiliates of the University of Mumbai
Educational institutions established in 1994
1994 establishments in Maharashtra
Antler Luggage. Antler is a British company that has been designing and manufacturing luggage since 1914. The company is currently headquartered in London, United Kingdom.

History

1914–1930
John Boultbee Brooks a famous bicycle seat manufacturer Brooks England, founded Antler in Criterion Works, Birmingham in 1914,  producing leather wardrobe trunks for ocean voyages and unique motor trunks designed to be attached to cars. His interest in wildlife prompted him to adopt a stag’s head and antlers as the official brand symbol for the luggage line, which remains the firm's logo to this day.

1940s
World War II led Antler to start producing haversacks, webbing belts and military equipment. After the war, the firm reverted to its original product line, introducing soft-sided luggage.

1950s
Tourism boomed in the 1950s as air travel became more accessible and affordable. Antler needed to adjust to consumer demands, with products that combined soft and hard materials and fabrics in one suitcase.

1960s
By 1965, Antler employed 400 workers and exported their products internationally .

Today
In 2010, Lloyds Development Capital (L.D.C.) backed a management buyout of Antler. Following this, Antler left its headquarters in Bury, Greater Manchester in 2013, relocating to Central London. This was followed by a number of changes, most notably the relaunch of RevelationLondon, Antler's sister brand, in 2016. 

In 2017, Antler was sold to Endless LLP. In 2020, Antler was sold again, to ATR Holdings, went into administration in May of that year as the effects of the pandemic on travel took their toll. The company announced it was out of administration on 20 July 2020 as a new registered company, ATR Brands Ltd, trading as Antler. The new company's headquarters are on Dover Street, London.

References

External links
Antler Luggage History

British brands
Luggage brands
Mebroot. Mebroot is a master boot record based rootkit used by botnets including Torpig. It is a sophisticated Trojan horse that uses stealth techniques to hide itself from the user. The Trojan opens a back door on the victim's computer which allows the attacker complete control over the computer.

Payload
The Trojan infects the MBR to allow itself to start even before the operating system starts. This allows it to bypass some safeguards and embed itself deep within the operating system. It is known that the Trojan can intercept read/write operations, embed itself deep within network drivers. This allows it the ability to bypass some firewalls and communicate securely, using a custom encrypted tunnel, to the command and control server. This allows the attacker to install other malware, viruses, or other applications. The Trojan most commonly steals information from the victim's computer, in an attempt for small financial gain. Mebroot is linked to Anserin, which is another Trojan that logs keystrokes and steals banking information. This gives further evidence showing that financial motive is most likely behind Mebroot.

Detection/removal
The Trojan tries to avoid detection by hooking itself into atapi.sys. It also embeds itself in the Ntoskrnl.exe. Mebroot has no executable files, no registry keys, and no driver modules, which makes it harder to detect without antivirus software. In addition to running antivirus software, one can also remove the Trojan by wiping or repairing the master boot record, the hard drive, and the operating system.

Distribution
Three variants of Mebroot have been discovered. It was estimated that the first version was compiled in November 2007. In December, Mebroot started drive-by downloads. In early 2008, a second wave of attacks arrived. In February 2008 a second variant was discovered which is accompanied by a modified installer. In March 2008 a third variant was discovered, in which attacks became more widespread. Since the third variant, the Trojan has been upgraded to try and outwit antivirus software. It is unknown if Mebroot is still in the wild.  Mebroot is currently known to be distributed by visiting malicious websites, or by way of an application exploit. It is estimated that over 1,500 websites have been compromised,  mostly in the European region. Traffic to websites infected with Mebroot can reach 50,000 to 100,000 views per day.

References

External links
MBR Rootkit, A New Breed of Malware - F-Secure Weblog, March 2008
Stealth MBR rootkit by GMER, January 2008
Trojan.Mebroot Technical Details | Symantec

Rootkits
Windows trojans
Class 53. Class 53 may refer to:

 British Rail Class 53
 DRB Class 53, a planned, but not completed, oversize, German war locomotive (Kriegslokomotive)
 DRG Class 53, a class of German freight locomotives with a 0-6-0 wheel arrangement operated by the Deutsche Reichsbahn, with the following sub-classes:
 Class 53.0: Prussian G 4.2
 Class 53.3: Prussian G 4.3
 Class 53.6-7: Saxon V V
 Class 53.8: Württemberg Fc
 Class 53.10: Oldenburg G 4.2
 Class 53.70-71: Prussian G 3, PKP Class Th1
 Class 53.70II: BLE G 4.2
 Class 53.71II: BBÖ 47, BBÖ 49, BBÖ 58, BBÖ 56, JDŽ 124
 Class 53.72: BBÖ 59, PKP-Class Th24
 Class 53.73: EWA IIIc
 Class 53.74: ČSD Class 322.4
 Class 53.75: ČSD Class 324.3
 Class 53.76: Prussian G 4.1
 Class 53.76II:  ČSD Class 334.3
 Class 53 7607II: GWR 2301 Class
 Class 53.77: PKP Class Th3,  PKP Class Th4
 Class 53.78: EWA IIb
 Class 53.80-81: Bavarian C IV
 Class 53.82: Saxon V
 Class 53.83: Württemberg F
 Class 53.85: Baden VIIa
 Class 53.85: Baden VIIc
See also 
 DRB Class 50: The Deutsche Bundesbahn grouped 77 of these locomotives into Class 053 in 1968.
École nationale supérieure de chimie de Lille. The École nationale supérieure de chimie de Lille (ENSCL or Chimie Lille) was founded in 1894 as the Institut de chimie de Lille. It is part of the Community of Universities and Institutions (COMUE) Lille Nord de France.

It is located on the science and technology campus of the University of Lille.

It delivers engineering and research curricula (masters and doctoral studies) in the following chemistry area :
 Sustainable Chemistry and processes for next generation chemistry,
 Formulation Chemistry,
 Materials science/metallurgy.

Masters and Advanced Masters (MS) 

Master's degrees are joint program curricula with University of Lille faculties and/or École centrale de Lille.
 Master's degree in Chemistry and Engineering Formulation - joint degree with University of Lille
 Master's degree in Organic and Macromolecular Chemistry 
 Master's degree in Catalysis and Processes - joint program with École centrale de Lille.
 Master's degree in Advanced Materials - joint degree with University of Lille
 Master's degree in Engineering of the polymer systems - joint degree with University of Lille
 Master's degree in Chemistry, energy, environment - joint degree with University of Lille

Doctoral studies and Research laboratories 

Research is associated with the Institut des molécules et de la matière condensée de Lille
of the Université Lille Nord de France (University of Lille) and is supported through the following laboratories :
 Unité de catalyse et de chimie du solide de Lille (UCCS UMR-CNRS 8181), jointly operated with University of Lille and  École centrale de Lille;
 Laboratoire de structure et propriétés de l’état Solide LSPES UMR CNRS 8008 - PERF, jointly operated with University of Lille;
 Laboratoire de chimie organique et macromoléculaire UMR CNRS 8009 jointly operated with University of Lille;
 Laboratoire de métallurgie physique et génie des matériaux UMR CNRS 8517 jointly operated with University of Lille.

External links 
 École nationale supérieure de chimie de Lille Official website

Chemical industry in France
University of Lille Nord de France
Lille
Technical universities and colleges in France
Nationale superieure de Chimie de Lille
Universities and colleges established in 1894
Villeneuve-d'Ascq
Buildings and structures in Nord (French department)
1894 establishments in France
Südbahn Class 23 (old). The steam locomotives of Südbahn Class 23 (old) were goods train engines worked by the Austrian Southern Railway (österreichische Südbahn).

History
The precursors to the Austrian Southern Railway had a very disparate fleet of goods locomotives.
The Southern Railway therefore had a six-coupled freight locomotive developed which was based the French Bourbonnais prototype.
This series was initially given the designation 23, but was reclassified to 29 in 1864. The Lokomotivfabrik der StEG engine works delivered 20 units in 1860, which proved themselves so well that a total of 205 were built up to 1872 by this factory along with the Wiener Neustädter Lokomotivfabrik and Maschinenfabrik Esslingen.

Modifications
Over time there were several modifications, such as the driver's cab in 1861 and adding vacuum brake with sound absorbers and new boilers in the 1880s.

Dispersal
After nationalisation in 1924 the Federal Railway of Austria (BBÖ) took over 47 units, that were grouped into BBÖ Class 49. After the Second World War a few engines, classified by the Deutsche Reichsbahn as DRB 53.7111–7116, remained in Austria. Of these, the ÖBB only took over number 153.7114 but withdrew it in 1953.

Yugoslavia
Yugoslavia designated the locomotives that it received as JŽ 124.

Hungary
In Hungary they became MÁV 332.

Italy
In Italy they became FS 193.
Locomotives in FS Class 193

Preservation
Five members of the class are preserved.

During the 1920s the BBÖ sold several engines to the Graz-Köflacher Bahn (GKB). Three of them, built in 1860, were preserved alongside two other Class 23:

 One of them, number GKB 671, is still working today, albeit with some small modifications such as compressed-air brakes thanks to the work of the Steirischen Eisenbahnfreunde (Styrian Railway Society). Built in 1860, the Austrian-made Südbahn Class 23 (old) locomotive on the Graz-Köflach railway (GKB), is the longest serving steam engine in the world. It is frequently on duty and is used to haul steam specials.
GKB 674 ex Südbahn 674, has been preserved by the Budapest transport museum and restored with its early roofless drivers cab.
GKB 680 now belongs to the German Museum of Technology in Berlin.
 Südbahn 718, used by Yugoslav railways, resides in the Slovenian Railway Museum. Built in 1861, was restored with Südbahn livery and an open-top cab.
 Südbahn 852, used by ÖBB until 1958, is awaiting restoration, tenderless, at heizhaus Strasshof.

See also 
 List of DRG locomotives and railbuses

References

Literature
 
 
 
 
 
 
 
 

Austrian Southern Railway Company steam locomotives
Steam locomotives of Hungary
0-6-0 locomotives
Railway locomotives introduced in 1860
Steam locomotives of Germany
Freight locomotives
Standard gauge locomotives of Austria
Standard gauge locomotives of Yugoslavia
Standard gauge locomotives of Hungary
Standard gauge locomotives of Italy
Standard gauge locomotives of Germany
C n2 locomotives
Lokomotivfabrik der StEG locomotives
Wiener Neustädter locomotives
Esslingen locomotives

it:Locomotiva SB 23
Lokomotivfabrik der StEG. In 1839 the Lokomotivfabrik der StEG became the first Austrian locomotive works to be founded and it produced many influential locomotive designs.

The factory was built in 1839 by the Vienna-Raab Railway between the Vienna Südbahnhof and Vienna Ostbahnhof and stocked with machinery, much of which was from England. The first locomotives and coaches were built in 1840 based on American prototypes. These were also the first railway vehicles to be built in Austria. The manufacture of railway vehicles was difficult because at that time in Austria there were still no iron foundries and none of the workers had the training for this type of work.

One of the biggest influences on the development of locomotive construction in Austria was the first manager of the factory, John Haswell, who led it from 1840 to 1882.

In 1855, the factory went into the ownership of the Staats-Eisenbahn-Gesellschaft (State Railway Company) or StEG (full title: k.k. landesbefugte Maschinen-Fabrik in Wien der privilegirten österreichisch-ungarischen Staats-Eisenbahn-Gesellschaft), which had the factory expanded in size.

Amongst the trail-blazing locomotives, which this factory produced, was the first six-coupled locomotive on the continent,  the FAHRAFELD, the Semmering competition engine, VINDOBONA, and the first eight-coupled locomotive, WIEN-RAAB.

The company runs a subsidiary today in Romania's Reşiţa. Until 1918, however only 7 steam engines were built there.

Due mainly to the consequences of the First World War, there was only a low demand for locomotives within the reduced Austrian national territory. This was able to be compensated for a time by orders from abroad, nevertheless in 1930 the factory had to shut its gates.

Gallery

See also 

 Imperial Royal Privileged Austrian State Railway Company
 List of existing locomotives built by StEG

Literature
 Lokomotive Typen der k. k. landesbef. Maschinen-Fabrik in Wien der k. k. priv. Österr. Staats-Eisenbahn-Gesellschaft. Herausgegeben aus Anlaß der Wiener Weltausstellung im Jahre 1873 unter der Redaktion von John Haswell. Wien, J. Weiner, 1873
 Stroh, E., Die achtzehn Millionen der Staats-Eisenbahn-Gesellschaft, Wien u. a., Jahoda & Siegel, 1912

Defunct locomotive manufacturers of Austria
Buildings and structures in Favoriten
Vehicle manufacturing companies established in 1839
Vehicle manufacturing companies disestablished in 1930
1839 establishments in the Austrian Empire
1930 disestablishments in Austria
Companies of Austria-Hungary
 
19th-century architecture in Austria
Trygve Bruvik. Trygve Bruvik (born 1952) is a Norwegian engineer and businessperson.

Bruvik was educated with an engineering degree from Bergen College of Engineering, as well as a business administration degree from BI Norwegian Business School. He worked for Vesta Forsikring from 1981, and was chief executive officer from 1994 to 2002. Since 2003 he has been chair of Marine Farms.

References

1952 births
Living people
Norwegian businesspeople
Norwegian engineers
BI Norwegian Business School alumni
Bergen University College alumni
Place of birth missing (living people)
Michael Ellis (designer). Michael Ellis (born October 1962) is an American transportation designer. His firm, Ellis Industrial Design, provides design services in the areas of transportation, product and machine design. He is also, on the board of directors of kIDs Innovation Studios, a youth enrichment program created to develop technical, creative and critical thinking skills.

Previously, Ellis was a Chief Designer for Ford Motor Company, Ellis’ designs include such vehicles as the Ford Ranger, Ford Explorer, Ford Expedition and TH!NK city vehicle lines. Four of his vehicles achieved industry-wide segment sales, volume and profit records and he has had six vehicles with design input appear simultaneously on America's list of top ten best-selling cars. Ellis also holds multiple innovation and design patents. Ellis has lived / worked in England, Germany, Italy, Sweden, and Norway.

Ellis is a graduate of the College for Creative Studies in Detroit, Michigan.

References 
(1) ecoearth.info

(2) Is there a future for the car as we know it?

(3) 

(4) 

American industrial designers
Ford designers
Living people
1962 births
Iron–hydrogen resistor. An iron–hydrogen resistor consists of a hydrogen-filled glass bulb (similar to a light bulb), in which an iron wire is located.  This resistor has a positive temperature coefficient of resistance.  This characteristic made it useful for stabilizing circuits against fluctuations in power-supply voltages. This device is often called a "barretter" because of its similarity to the barretter used for detection of radio signals. A modern successor to the iron–hydrogen resistor is the semiconductor PTC thermistor.

Operation
When the current increases, the temperature will increase. The higher temperature leads to a higher electrical resistance, opposing the increase in current. The hydrogen gas protects the iron against oxidation and also enhances the effect, since the solubility of hydrogen in iron increases as temperature increases, resulting in higher resistance.

Uses
Iron–hydrogen resistors were used in the early vacuum tube systems in series with the tube heaters, to stabilize the heater circuit current against fluctuating supply voltage. In 1930s Europe it was popular to combine them in the same glass envelope with an NTC-type thermistor made of UO2 until 1936, known as Urdox resistor and acting as an inrush current limiter for the series heater strings of domestic AC/DC tube radios.

See also

 Hot-wire barretter
 Constant-current diode

References

External links
Praktikum der Physik von Wilhelm Walcher Page 241
Regulator, Type 4A1, Museum of Victoria exhibit No: ST 029230  
Paleoelectronics RDH4 Ch 33, Ch 35

Resistive components
Hydrogen technologies