Download - Yantra 2011 Autumn issue
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About the Department
The Department of Mechanical Engineering started in the year 1979, has now grown into a full-fledged Department offering undergraduate and Post Graduate courses in Mechanical Engineering with the present intake of 120 students. The Department also offers two Post Graduate courses, M.Tech. in Design Engineering and M.Tech. in Computer Integrated Manufacturing. There has been a significant improvement in quality, stature, infrastructure and other facilities.
The department is a recognized Research Centre under VTU and 8 research scholars are working for their Doctoral research. The department has to its credit many funded projects from leading organisation like AICTE, Naval Research Board, Institution of Engineers, etc.
The department has so far graduated more than 4200 Mechanical Engineers who are contributing significantly to the development and running of various public and private organizations in India and abroad in the fields of Academics, Research, Industrial and Social sector.
The Department of Mechanical Engineering is Accredited for 5 years by National Board of Accreditation (NBA), New Delhi.
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Message
Dr. C. P. S. Prakash Professor and Head
Department of Mechanical Engineering
It is a matter of Pride that we are bringing out Department Newsletter “YANTRA
20XI”AUTUMN ISSUE. I heartily congratulate the student editorial team for all the effort.
The department is embarking upon lot of new Initiatives to reach a mark of Academic
Excellence.
There has been a total turn around in the department, with lot of new academic initiatives
being launched. A greater focus is given for industry- institution interaction by way of
industrial visits, technical talks by industry experts, etc. I wish this trend will only develop
to make our department one of the best in the country.
I thank Vice Principal & Principal, DSCE, Secretary, DSI, and Dr. Premachandra Sagar,
Vice Chairman & CEO, DSI, for supporting the Department in its growth towards
excellence.
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CFD Study for Geometrical Optimization of a Special Purpose
Carburettor
01
Advanced Electro hydraulic systems for Material testing
05
Cell phone Radiation may alter Brain
06
Landing Gear: The Ultimate Shock Absorber
07
A Billion+ Intentional Law Breakers V/S LOKPAL
09
Germany – the hub of quality education for Mechanical
Engineers
10
F-1 in India !!
12
Harish Hande – the illuminator
14
Kinetic Energy Recovery Systems (KERS)
15
The Green Ride
16
An Expo to remember
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DEPARTMENT ACTIVITIES
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Parent - teacher meet held on 3.10.2011
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Delegates’ visit
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Inauguration of new basic workshop and addition of facilities
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Ayudha pooja was celebrated on 3.10.11
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Conference/Workshops/Seminars Attended
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Papers Published in Conference/Workshops/Seminars
26
Student paper presented at
conference/workshops/seminars/technical symposia
27
Student Project Exhibition at International/National
conference/workshops/technical symposia
29
Student site visit/technical tours conducted
30
Invited special lecturer
30
Conference/Workshops/Seminars Attended
31
Industrial visit
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Credits
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contents
1
CFD Study for Geometrical
Optimization of a Special Purpose
Carburetor for Application with
GaseousFuels of Low Energy
Density at Low Operating
Pressures
Arunkumar KH
1, and Rajan N K S
2
1 Dept. of Mechanical Engineering. DSCE, Bangalore. 2 Research Scientist, CGPL, IISC, Bangalore
Email: [email protected]
Abstract
Design of a gas carburetor for application with Gases of low
energy density such as Producer Gas, Coal gas And Syngas
with a special requirement for low pressure loss is
considered for its geometrical and performance
optimization. The device is meant for generation of an
optimal air-fuel mixture to meet varying load conditions
of the engine and at varying supply pressure of the fuel.
More critically the application is to address either a
positive or negative incoming pressure of the fuel line
and to allow for seamless operation under such
conditions. A set of geometrical configurations of the
specially designed carburetor is comprehensively analyzed
for its mixing performance and pressure losses in the
device with CFD modeling using a commercially available
industry standard 3-D RANS code. It is observed that
currently there are no carburetors being produced
commercially that meet these requirements. Some of
the concepts evolved [1] are attempted to be optimized and
to standardize them as well. In the prevailing state of
technology, it is found that development of such a
carburetor for use with low energy density fuels at low
working pressures is essential in addressing the
technology gap. The CFD simulation model is made up
of a mixing chamber that has orifices for air and fuel
inlets to generate a stable stoichiometric mixture and
work close to ambient conditions. The modeling gas
provided a good insight into the flow details and has
paved way in optimization of geometrical design to get a
good mixing efficiency and with least pressure drop.
Key Words: Carburettor, IC Engine, Stoichiometry, CFD, Turbulence, Low Energy Density Fuels.
Introduction
Mixing devices for gases used in gas engines generally
Referred to as carburetor, for mixing air and gaseous fuels
are commonly attached to the intake manifold of an internal
combustion engine. In gas carburetor the mixing of air and
gaseous fuels needs to be in a proper ratio for particular
demand of the engine. In the current state of technological
advances, it is recognized that Biomass is one of the
viable and sustainable renewable resources and new
technologies emerging out of biomass based
gasification systems find a significant role in bridging the
energy crisis. The advanced biomass gasification systems
are known to generate producer gas as the combustible
fuel that is clean enough to be used in gas engines.
However in order to use the standard gas engines some
of its components need modifications before they are used to
handle this gaseous fuel. Since this technology is an
emerging one and is yet to be disseminated in the scale of
driving market, it is essential that components which
require modifications need be studied and standardized.
Carburetor is one of the important components in such
category and it is identified that additional research work
is to be carried out in Establishing a design procedure for
this application. The work presented here is an effort in this
regard. Air/fuel ratio characteristic exert a large influence
on exhaust emission and fuel economy in Internal
Combustion engine. With increasing demand for high fuel
efficiency and low emission, the need to supply the engine
cylinders with a well-defined stoichiometry mixture under all
circumstances has become more essential for better
engine performance. Carburetors are in general defined as
devices where a flow induce Pressure drop forces a fuel flow
into the air stream. An ideal carburetor would provide a
mixture of appropriate air-fuel (A/F) ratio to the engine
over its entire range of operation from no load to full
load conditions. To ensure proper industrial dissemination
these special Carburetors should be reproducible and
should have standardized operating procedures. 3-D RANS
CFD code is used for the flow analysis and a computational
model with suitable mesh is generated. The k-ε turbulence
model is considered to be the optimal model for the case
considered. The geometric models are built using Catia-V5
geometric modeling code used.
2. Geometric Modelling and Meshing Some of the prime factors considered in designing the
carburetor are simplicity and ruggedness as basic
requirements that would achieve reproducible and good
2
performance. The air and fuel flow through orifices
entering into a mixing chamber of the carburetor enables
to produce stoichiometric ratio with good mixing of air
and gas. Carburetor is being designed to have air and
fuel flow near ambient conditions of working pressure.
The carburetor is as shown in the Fig.1 and it has
orifices at air and fuel inlets such that the A/F ratio at
ambient flow condition should maintained stoichiometry
for a 25 kW engine. The amount of fuel flow inside the
carburetor is controlled by butterfly valves which are
located prior to the air and fuel inlet orifices. The
pressure balancing electronic control module drives
suitably the butterfly valve with the help of a DC motor
that brings the valves for a null pressure differential
across the manifolds of the fuel and air. In a practical
system, the variation of air-fuel ratios are indicated by a
differential pressure sensor and the valve movements are
controlled based on this feedback towards maintaining
the stoichiometric air- fuel ratio. A detailed concept of
the first generation carburetor based on this working
principle is brought out in earlier reported work [1,2]. A
reported work [3] also mentions the need for homogeneity
in mixing and maintenance of the air-fuel ratio in the gas
carburetors. In order to overcome the problems associated
with the use of zero pressure regulators and to maintain
the stoichiometry A/F mixture, carburetor uses the orifices
at both air and gas lines. Orifices are designed based on
the mass flow rate of the gas required for IC engine. Fig.3
shows the orifice meter for air and fuel control. Continuous
hexahedron meshed model considered for CFD analysis
and which is shown in Fig.4.1, with 1.4lakh
computational nodes.
3. Governing Equations and the Boundary
Conditions For the present flow analysis the 3D RANS equations have
been considered. The Reynolds–Averaged Navier–Stocks
Equations are solved for steady, single phase and viscous
flow. A 3 Dimensional RANS code having upwinding
implicit scheme and k–ε approach for turbulence is used
for obtaining numerical solution. The equations are solved
for steady incompressible flow. The boundary and initial
conditions used include (a) no slip at the walls; (b) Assigned
mass flow rate and pressures at inlet and outlet ports. The
successive interactive method for the computations is
carried out to obtain converged solutions with RMS
residuals diminishing with more than 4 decade fall.
4. CFD Analysis As mentioned earlier, primary concept of this carburetor is
taken from the earlier reported work [1,2].This work addresses
the geometrical and design optimization of this design
concept. The CFD simulations are carried out on the
carburetor geometric models as shown in Fig.4. The air
and fuel pass through inlet ducts of size 50mm X 50 mm.
The air inlet is kept tangential and fuel inlet radial to the
cylindrical mixing chamber. Air and fuel enter into the mixing
chamber through orifices of sizes of 28 mm and 26.5 mm
diameters, respectively. Fig.5 shows the fuel mass fraction
contours, air mass fractions, streamline plots and velocity
vector plots at different cross sectional planes. From the
analysis, it can be seen that the mixing of fuel and air in
the carburetor is occurring fairly well and rendering the
variation in mass fraction at the exit nearly to be within
2% considered to be good enough for a premixed
combustion in the engine. The velocity at outlet is
designed to be below 10m/s, Re works out to be 35055 and
pressure drop across the carburetor is found be about 116
Pa. In the previous works on carburetor analysis it is
noticed that there is considerable pressure drop at the
outlet. Efforts are made to reduce the pressure drop and
to achieve the proper mass fraction by changing the air
inlet position (15°, 30
°, 45
° and 60
°) and Figure 5.1 shows the
contour plots for the variation of mass fraction, pressure
variation in the existing carburetor domain. Further
analysis is carried out to study the impact of change in
the position of air inlet (by changing it to 15°, 30
°, 45
° and
60° with respect to the original tangential position) and by
changing the diameter of the outlet. The contour plots for
different air inlet positions is shown in figures 5.2 and 5.3
5. Results The Fig 5.4(a) shows the percentage variation air mass
fraction with different air inlet position consider full mass
flow condition and without valve control and Fig 5.4(b) shows
the pressure variation along the length of the carburetor for
different air inlet positions. From these plots one can
notice that for air inlet angles 15°, 30° and 45° are suitable
to obtain the desired mixing but the pressure drops are
considerably high in these cases and are in the order of 116
Pa.
In order to reduce the pressure drop across the device, a
change in configuration is made with the outlet is
increased by 1.5 times than the existing exit port of
carburetor and considering the valves are fully open.
3
Figure 5.5(a) and 5.5(b) shows the percentage variation
of mass fraction and pressure variations at the exit,
respectively. From these plots one can see that air inlet
at 45o meets the requirements with lower mass fraction
variation and is within 2%. The pressure drop is found to be
20 Pa and is quite acceptable. This set of results reveal the
optimization achieved in the geometrical configurations for
the concept considered.
Conclusion The work is carried out with an objective to achieve
optimum design for a carburetor for engine application with
fuels of low energy contents, mentioned earlier. 3–D
CFD simulations made have been able to capture the
detailed functional features of fluid flow in the
carburetor configurations considered. The results
obtained from the computational studies provide a good
insight of its functional behavior. Turbulent model based
on k-ε model with a RANS code has been used for the CFD
predictions of the fuel and air mass fractions and the
carburetor performance has been evaluated. The
outcome has brought out an optimal design of the
carburetor that can be used for prototype testing and
qualifying tests. The results indicate that there is a
good mixing of the constituent gases in the geometries
considered and the optimization has allowed to have
reduced pressure drop of about 20 Pa. This optimization
has paved a way in overcoming multiple hardware
building and testing and has allowed to get enhanced
performance of the prototyping model that could lead
to blend suitably for the engine applications specified.
Apart from the reduction in the cost function of the
design, this approach has led to provide performance
border lines in the possible geometrical options giving
an edge over the empirical design approach and manage
to meet the constraints of the applications. These
aspects of this work are considered to provide a design
alternative in bridging the technology gap in the area of
low energy fuel based engine applications.
References
1. T. R. Anil, S. D. Ravi, M. Shashikanth, N. K. S. Rajan,
P.G.Tewari. “CFD Analysis of a Mixture Flow in a Producer Gas Carburetor”, International Conference on Computational Fluid Dynamics, Acoustics, Heat Transfer and Electromagnetics CFEMATCON-06, July 24-25, 2006, Andhra University, Visakhapatnam, India
2. T.R.Anil, P.G.Tewari, N.K.S.Rajan, An Approach for Designing of Producer Gas Carburetor for Application in Biomass based Power Generation Plants proceedings of the national conference of NATCON 2004, Bangalore.
3. Klimstra J, “Carburetors for Gaseous Fuels –on Air to Fuel
ratio, Homogeneity and Flow restriction. SAE paper
892141
Fig.3: Flow Control Orifices for Producer Gas
Carburetor (a) Fuel control (b) Air control
Fig 1: Assembled view of the Test Rig Setup
Fig.2: 3-D Model of producer gas carburetor
Producer gas
Inlet
Air Inlet
Butterfly valve
Orifice
Mixing Chamber
Outle
t
4
Fig 4: Model considered for Carburetor
Fig 5(a) Fig 5(b)
Fig 5(a)
.
Fig 5 (a): percentage variation air mass
fraction with different air inlet position
consider full mass flow condition and
without valve control
(B) : pressure variation along the
length of the carburetor for different air inlet positions
Fig 4.1: Mesh Geometry Model of Carburetor
5
Advanced Electro hydraulic
systems for Material testing
Modern technology has advanced the
development of many new materials and products.
Technology in these areas has increased due to the
requirement of space travel, new transportation
methods and advanced construction methods of
Civil Engineering structures such as buildings &
bridges. These developments have created the
need for new and advanced test methods of these
materials and products. Electro hydraulic test
systems have provided the tools to perform tests
to develop materials as-well-as to determine the
reliability of the finished products for its end use.
Industrial uses of these equipments may be
divided into two categories:
Basic material research
Final product or component testing.
Material research is mainly concerned with
developing and testing a material for certain
physical properties, such as high strength
characteristics at elevated temperatures. It is
responsibility of those involved in the product
testing to subject a product or a component in its
final geometric form to the conditions that closely
simulate the end use.
The two areas, material testing and product
testing have different requirements and yet the
tests can be completed with the same type of
equipments. In many cases the test arrangement
and performance requirement are difficult but the
equipment is basically the same.
Electro Hydraulic closed- loop systems are
dedicated to producing realistic tests so materials
and products can better be designed for actual
service use. This requires equipment capable of
reproducing a program to a high degree of
accuracy as-well-as being adaptable to perform
many different types of tests. These systems have
been developed and proven for many types of
applications. The basic principle of closed loop
testing has been accepted throughout industry.
For example, in automotive testing, it is possible to
create a synthesized program of field condition for
a complete vehicle or for a subassembly of that
vehicle. This allows test to be completed in the
laboratory on a subassembly before the complete
vehicle is developed. This reduces total
development time and provides early reliability
information. The addition of the digital computer
to test system has increased testing capability in
areas previously too complex for testing in the
laboratory. The computer has also provided many
new testing materials to determine complex
properties of the material.
Prof. Prabhakar Kuppahalli
Associate Professor
Mechanical engineering
6
Cell phone radiation may alter
Brain
We are used to a culture where people
cradle their cell phones next to their heads with
the same constancy and affection that toddlers
hold their security blanket. Doing so could alter
brain activities.
It is advised to keep cell phones at a
distance by putting them on a speaker mode or
using a wired headset whenever possible. The next
best option is wireless Bluetooth headsets or
earpieces which limit the radiation at far lower
level. If a headset isn’t feasible, holding your
phone just slightly away from ear can make a big
difference; the intensity of radiation of the
radiation diminishes sharply with distance. “EVERY
MILLIMETER COUNTS”.
So, crushing your cell phone into your
ears to hear better in a crowded bar is probably a
bad idea. Go outside if you have to make or take a
call. And you might not want to put your cell
phone in your breast or pant pockets either,
because that also puts it right up against your
body. Carry it in a purse or briefcase or get a non
metallic clip that orients it away from the body.
Some studies have suggested a link
between cell phone use and cancer, Lower bone
density and infertility in men. You can get an idea
of the relative amounts of radiation various cell
phone models limit by looking at their Specific
Absorption Rate (SAR). This number indicates how
much radiation is absorbed by the body when
using the handset at maximum power. A cell
phone cannot be sold in the U.S unless an FCC
(Federal Communication Commission) approved
laboratory says its SAR is below 1-6watts/kilogram,
In Europe the maximum is 2 watts/kilogram.
The apple iphone 4 is listed at 1-127
watts/kilogram. The Motorola Droid at 1.5 and LG
Quantum at 0.35. You may look for this number in
the website of the major carriers and not from
your local wireless store and it is not usually
displayed in your set or the user manual either.
More important than looking for the low SAR
value, is how you use the cell phone. Many cell
phones limit the most radiation when they initially
establish contact with the cell tower making their
“Digital hand shake”. To reduce exposure, it is best
to wait until after your call has been connected to
put your cell phone next to your ear.
During the ensuing conversation it is
advisable to tilt the phone to tilt the phone away
from your ear when you are talking and only bring
it close to your ear when you are listening. The
emission of radiation is significantly less when a
cell phone is receiving signals than when it is
transmitting.
Also your cell phone limits less when you
are stationery because when you are moving
rapidly- say in a car or a train – it must repeatedly
issue little bursts of radiation to make digital
handshakes with different towers as it moves in
and out of range. (MORE CAUSE TO HANG UP
WHEN YOU BUCKLE UP).
Any situation where your cell phone has a
weak signal indicates it has to work harder and
thus will emit more radiation. Children’s
developing brain and tissues are thought to be
most vulnerable to cell phone radiation. Texting,
instead of talking might be safer. That is, if you
don’t rest your cell phone against your body while
typing out your message.
USE YOUR CELL PHONE WISELY AND BE HEALTHY.
Prof. Prabhakar Kuppahalli.
Associate Professor,
Dept. of Mechanical Engineering
DSCE, Bangalore
7
LANDING GEAR: The Ultimate
Shock Absorber
How do Humans support their own
weight? Well we have our indigenously built Legs
which act as supporting structure with Knee joint,
a kind of Damper. Similarly, for a humongous
Airplane such as AIRBUS A380 (Largest Passenger
Jet ever), this is by far an Aviation engineering
marvel of 21st century both in terms of technology
and scale of implementation into a Flying giant.
Considering the size of this flying giant, it needs a
supporting structure, probably strongest of its
kind. For this it has Undercarriage as supporting
structure and Landing Gear as Damper which alone
supports the whole weight of the giant A380.
Typically wheels are used, but skids, skis, floats or
a combination of these and other elements can be
deployed, depending on the surface. Landing gear
usually includes wheels equipped with shock
absorbers for solid ground, but some aircraft are
equipped with skis for snow or floats for water,
and/or skids or pontoons (helicopters).
The undercarriage is a relatively heavy part of the
vehicle, it can be as much as 7% of the takeoff
weight, but more typically is 4-5%. Wheeled
undercarriages normally come in two
types: conventional or "tail dragger"
undercarriage, where there are two main wheels
towards the front of the aircraft and a single, much
smaller, wheel or skid at the rear; or tricycle
undercarriage where there are two main wheels
(or wheel assemblies) under the wings and a third
smaller wheel in the nose.
The taildragger arrangement was common during
the early propeller era, as it allows more room for
propeller clearance.Most modern aircraft have
tricycle undercarriages. Taildraggers are
considered harder to land and take off (because
the arrangement is unstable, that is, a small
deviation from straight-line travel is naturally
amplified by the greater drag of the main wheel
which has moved farther away from the plane's
centre of gravity due to the deviation), and usually
require special pilot training. Sometimes a small
tail wheel or skid is added to aircraft with tricycle
undercarriage, in case of tail strikes during take-
off. The Concorde, for instance, had a retractable
tail "bumper" wheel, as delta winged aircraft need
a high angle when taking off. Some aircraft with
retractable conventional landing gear have a fixed
tail wheel, which generates minimal drag (since
most of the airflow past the tail wheel has been
blanketed by the fuselage) and even improves
yaw stability in some cases.
To decrease drag in flight some undercarriages
retract into the wings and/or fuselage with wheels
flush against the surface or concealed behind
doors; this is called retractable gear. If the wheels
rest protruding and partially exposed to the air
stream after being retracted, the system is called
semi-retractable.
The Airbus A340-500/-600 has an additional four-
wheel undercarriage bogie on the fuselage
centreline, much like the twin-wheel unit in the
same general location. The Boeing 747, a long
time and only competitor for Airbus, has five sets
of wheels: a nose-wheel assembly and four sets of
four-wheel bogies. A set is located under each
wing, and two inner sets are located in the
fuselage, a little rearward of the outer bogies,
adding up to a total of eighteen wheels and tires.
The Airbus A380 also has a four-wheel bogie under
each wing with two sets of six-wheel bogies under
the fuselage. The enormous Ukrainian Antonov
An-225 jet cargo aircraft has one of the largest, if
not the largest, number of individual wheel/tire
assemblies in its landing gear design - with a total
of four wheels on the twin-strut nose gear units,
and a total of 28 main gear wheel/tire units,
adding up to a total of 32 wheels and tires.
A typical aircraft landing gear
8
For light aircraft a type of landing gear which is
economical to produce is a simple wooden arch
laminated from ash, as used on some homebuilt
aircraft. A similar arched gear is often formed from
spring steel. The Cessna Airmaster was among the
first aircraft to use spring steel landing gear. The
main advantage of such gear is that no other
shock-absorbing device is needed; the deflecting
leaf provides the shock absorption.
There are several types of
steering. Taildragger aircraft may be steered
by rudder alone (depending upon the prop
wash produced by the aircraft to turn it) with a
freely-pivoting tail wheel, or by a steering linkage
with the tail wheel, or by differential braking (the
use of independent brakes on opposite sides of
the aircraft to turn the aircraft by slowing one side
more sharply than the other). Aircraft with tricycle
landing gear usually have a steering linkage with
the nose wheel (especially in large aircraft), but
some allow the nose wheel to pivot freely and use
differential braking and/or the rudder to steer the
aircraft. Some aircraft require that the pilot steer
by using rudder pedals; others allow steering with
the yoke or control stick. Some allow both. Still
others have a separate control, called a tiller, used
for steering on the ground exclusively. Some
aircraft link the yoke, control stick, or rudder
directly to the wheel used for steering.
Manipulating these controls turns the steering
wheel (the nose wheel for tricycle landing gear,
and the tail wheel for taildraggers). The
connection may be a firm one in which any
movement of the controls turns the steering wheel
(and vice versa), or it may be a soft one in which a
spring-like mechanism twists the steering wheel
but does not force it to turn.
The former provides positive steering but makes it
easier to skid the steering wheel; the latter
provides softer steering (making it easy to
overcontrol) but reduces the probability of
skidding. Aircraft with retractable gear may disable
the steering mechanism wholly or partially when
the gear is retracted.
Landing Gear of Antonov An-225
Another way of steering an aircraft is by
Differential Braking. This depends on asymmetric
application of the brakes on the main gear wheels
to turn the aircraft.
Malfunctions or human errors (or a combination of
these) related to retractable landing gear have
been the cause of numerous accidents and
incidents throughout aviation history. Belly
landing, is an accident that may result from the
pilot simply forgetting, or failing, to lower the
landing gear before landing or a mechanical
malfunction that does not allow the landing gear
to be lowered. On September 21, 2005, JetBlue
Airways Flight 292 successfully landed with its
nose gear turned 90 degrees sideways, resulting in
a shower of sparks and flame after touchdown.
This type of incident is very uncommon as the
nose oleo struts are designed with centering cams
to hold the nosewheels straight until they are
compressed by the weight of the aircraft.
Manjunath SB Senior Research Assistant
Mechanical engineering department
9
A Billion+ Intentional Law
Breakers V/S LOKPAL
Thinking beyond the Media
Generated Hype called “ANNA”
Hats off to Mr. Anna Hazare!!!! Except, during the Emergency Rule (1975 - 1977), never in the history of Independent India had such proportions of general public in India unanimously participated in an event for a social cause for Indian Republic as had done for Anna Hazare’s fast for a “stronger Lokpal Bill”. Probably, after a long, long time we have got someone who can be actually called a leader, a person who can motivate masses for good cause. And to say the least, it was heartening and relieving to see that people of India have not gone dead completely. There is still some national pride, sense and social sensitivity left in us. We can still steer this wonderful country out of the rut that it is currently sinking in. All hope is not lost.
But, there is more to all this “Lokpal Bill” than meets the eye. The hype generated by media regarding the public participation in the fasting event is masking a much bigger problem than the anti-corruption bill or Anna Hazare’s fight itself. And that problem is: “Our Indian Psyche” / “Our Indian Mentality”. If we take a very keen close look, make an unbiased introspection of our daily behavior in public then, there should be no two opinions about the resulting inference that: we are “habitual intentional law-breakers” by nature.
Take the example of our traffic. Irrespective of which place in India it is the scenario is same. All of us have the highest disregards to traffic rules. We jump signals intentionally. We go in wrong direction in one-ways. If it’s a no-parking area then we should park our vehicle there. We display our driving skill and potential by riding more than 2 (many a times 4) people on a two-wheeler. Don’t bother about the indicators on our vehicles. They are for show only. Disciplined lane driving? What’s that? Haphazard parking? Yes we are masters in that. The other person on the road be damned. ‘It’s my road and I don’t care’. So on, and so forth.
No, it’s not just about our driving. We are like this in all others matters too. Our ingenuity in making public places dirty is to be seen to be believed. Likewise, we purposefully build 3 storey (or multi-storied) buildings where only a house with ground floor is allowed. We’ll stealthily do the road cutting for sanitary pipe-laying in the night. We somehow try to travel on old passes in buses &trains. We pull all the tricks in C.A books to cheat the government off the taxes that we are
supposed to pay. We’ll cut trees for expanding our portico so that we can park our vehicles easily. We’ll tell all sort of lies to escape from work & either attend a function or go to a cricket match. Phew!! The list is endless. And these are just petty things mentioned here. Think about much more grave things.
Agreed many laws are not fair & just. Many laws are old and do not make sense. But that doesn’t mean that, we blatantly break them. We should try to get our bureaucracy to change such rules. But no, we simply love breaking rules & regulations. We are born with that psyche. Now, obviously we can’t escape the so called ‘long-arm’ of the law every time. Naturally it also means that, if we are caught we wouldn’t like to face the actual punishment or fine or whatever it is. So, the alternative is: pay bribe to the law enforcing authority. Now, these law enforcing people are also one amongst us only. So, they’ll also stray from their set path.
That means, mere presence of an authority is not going to clean up the mess that we have created and are still creating. After all, who’s more authoritative than a Prime-Minister in this country? If he/she can’t prevent scams and corruption, then what guarantee is there that a “Lokpal” can? Who’s there to check whether the lokpal himself is corrupt or not?
The answer for all our corruption problems is not some law or an authority. It is “US” (not the United States). We need to change ourselves first. Even when there is no law enforcing authority in the vicinity we should inherently have the good habit/nature of adhering to the rule/law. The day this happens, then nothing else is required.
Otherwise, think about this ratio:
“1 LOKPAL v/s 1 Billion+ Intentionally Law-Breaking People”.
Narahari Lecturer
Dept. of Mech Engg.
10
Germany – the hub of quality
education for Mechanical
Engineers
The thought of learning and its well execution finds expression with Germany, which is one of the developed countries personifying the universal spirit of learning especially in the field of Engineering. Germany has been a hub of various important activities related to developments and innovations in the area of Engineering and the study programs in German universities play a very important role in such developments. The study programs in Germany are very well stylized keeping in mind the latest engineering and technological advances, which help students to keep up to date with the latest cutting edge technologies. The one main factor that attracts most of the students to Germany is the nominal tuition fee. As most of the universities are government funded or government universities, so they charge very low fee from students.
For students dreaming to be a part of some major engineering advances, German universities offer a great platform. With some of the major Automotive OEMs being situated in very close proximity makes Germany even more attractive for higher education particularly for Mechanical Engineers. The success of German Universities and engineers has lots to do with the Industry-University Research collaboration. The demand for higher education in Germany has increased tremendously in the last 3 to 4 years. One main reason for its popularity among foreign students is that it helps to develop your skills and talent in best way to suit changing trends of international market.
The benefits for international students looking to pursue higher education in Germany are:
Involvement in some high end research projects
Access to highly sophisticated and advanced research facilities
Open system for learning and interaction with leading Researchers
Industrial Projects and part time jobs at some of the top companies
High quality of lectures imparted by some of the leading industry specialists
Germany as such is multi-cultural and rich with heritage; this factor is another important factor which makes learning conditions effective and
favorable for people who believe in understanding and sharing different perceptions on various aspects of learning. The country provides opportunity for those people who want to set raise their own bar to achieve success.
What you need to know about German Universities: Earlier Germany never had a concept of Bachelor and Masters study, it had only one degree called “Diploma Engineering”, which is a combination of Bachelors and Masters. Since 3 years, the system has been changed and they offer Bachelor and Masters separately just to get in line with the globalization of education system. The most important thing for any International student is to select the right University for their Master’s study. Here, you can find two types of universities. One is the Technical University (Universitaet or TH as it is called in German), which is completely research oriented and the other one is called as School of Applied Studies (Fachhochschule – FH as known in German), which is mainly practical oriented. For students who want to get into research, Technical University is the best place to pursue their masters. Here courses are purely Theory based and very few practical courses are offered. In School of Applied Studies, you can find courses which are tailor made of Industrial application with more practical courses.
Although, there is no proper ranking system for the German Universities, most of the Technical Universities are assumed to be of very high standard. There are few websites which give a brief comparison about all the universities. One such website is www.daad.de.
Courses Offered:
Although, in Germany the number of English taught master’s program is very limited, it offers a very wide range of courses on different specialization. Most of the English taught master courses are specialized courses, you may not find a general Mechanical Engineering masters course. So, it’s very important for any International student to decide on what specialization they are looking for before they take up a course. Different courses being offered for International Masters students under Mechanical Engineering are:
Computational Mechanics
Automotive Engineering
Automotive Systems Engineering
11
Transportation Engineering
Production Engineering
Mechatronics Engineering
Design and Development in Mechanical Engineering
Combustion Engines
Power-train Technology
Aerospace Engineering
Duration of Master’s courses in Germany may vary between 1 and half to 2 years depending on the type of university. In most of the Technical Universities its 2 years and in School of Applied Studies mostly it is 1 and half years.
Entry requirements for higher education in Germany:
Applying for any course in a German University is very straight forward and hassle free. All international students applying for English taught Master’s course in German universities is required to prove their English language capability, with a good TOEFL or IELTS score. Although, the courses are offered completely in English, its highly advised for students to learn German up to intermediate proficiency in both speaking and writing, which will help students socialize and more importantly increase their prospects in search of Projects and Jobs. GRE is not mandatory for most of the universities, but considering the increase in competition it could well decide your fate. Any paper presentations or involvement in some research activities could boost your profile. So, all my fellow juniors at DSCE, I would like to wish you all a great fun and success during your bachelors and also for your future prospects. With my above article I have tried to share some information about higher education in Germany, which I hope would be useful for all those who wish to study further in Germany. If any of you want to get more information on the same you could contact me any time and I would be more than pleased to help you out. I would like to thank Prof. Dr.C.P.S Prakash for providing me an opportunity to share my thoughts about higher education in Germany. Wish you all success.
Rajath M. Shenoi (Alumni: DSCE Mechanical Engg.- 2005)
Graduate Student RWTH Aachen University
Germany Email: [email protected]
12
F-1 in INDIA!!!
Formula One, also known as Formula 1 or F1 and
referred to officially as the FIA Formula One World
Championship, is the highest class of single
seater auto racing sanctioned by the Fédération
Internationale de l'Automobile (FIA). The
"formula" designation in the name refers to a set
of rules with which all participants' cars must
comply. The F1 season consists of a series of races,
known as Grand Prix (in English, Grand Prizes),
held on purpose-built circuits and public roads.
The results of each race are combined to
determine two annual World Championships, one
for the drivers and one for the constructors, with
racing drivers, constructor teams, track officials,
organizers, and circuits required to be holders of
valid Super Licenses, the highest class of racing
license issued by the FIA.
Formula One cars are considered to be the fastest
circuit-racing cars in the world, owing to very high
cornering speeds achieved through the generation
of large amounts of aerodynamic down force.
Formula One cars race at speeds of up to
360 km/h (220 mph) with engines limited in
performance to a maximum of 18,000 revolutions
per minute.
Buddh International circuit in Greater Noida, Uttar
Pradesh, India, built at a cost of about 10 billion
has a length of 5.14 km and an area of 875 acres
(354ha). Seating capacity is initially expected to be
110,00 with provisions to increase it later to
200,000. The track in all has 16 largely medium
speed corners where F1 cars will lap at an average
speed of 210 km/h. The back straight will let F1
cars reach 320 km/h making it one of the fastest
tracks in the world. The expected F1 car lap time is
1 minute 27 seconds.
Technical specifications:
Engine
The 2006 Formula One season saw the (FIA)
introduce the current engine formula, which
mandated cars to be powered by 2.4
liters naturally aspirated engines in the V8
engine configuration. Further technical
restrictions have also been introduced with the
new 2.4 L V8 formula to prevent the teams from
achieving higher RPM and horsepower too quickly.
The 2009 season limited engines to 18,000 rpm, in
order to improve engine reliability and cut costs.
Transmission
Formula One cars use semi-
automatic sequential gearboxes, with regulations
stating a 4–7 forward gears and 1 reverse gear,
using rear wheel drive. The gearbox is constructed
of carbon titanium, as heat dissipation is a critical
issue, and is bolted onto the back of the engine.
Fully automatic gearboxes and systems such as
launch control and traction control, are illegal, to
keep driver skill important in controlling the car.
The driver initiates gear changes using paddles
mounted on the back of the steering wheel
and electro-hydraulics perform the actual change
as well as throttle control.
Steering wheel
The driver has the ability to fine tune many
elements of the race car from within the machine
using the steering wheel. The wheel can be used
to change gears, apply rev. limiter, adjust fuel/air
mix, change brake pressure, and call the radio.
Data such as engine rpm, lap times, speed, and
gear is displayed on an LCD screen. The wheel
alone can cost about £25,000 and with carbon
fiber construction, weighs in at 1.3 kilograms.
13
Brakes
Disc brakes consist of a rotor and caliper at each
wheel. Carbon composite rotors are used instead
of steel or cast iron because of their superior
frictional, thermal, and anti-warping properties, as
well as significant weight savings. These brakes are
designed and manufactured to work in extreme
temperatures, up to 1,000 degrees Celsius . An
average F1 car can decelerate from 100 to 0 km/h
in about 15 meters .!!
Performance
Grand Prix cars and the cutting edge technology
that constitute them produce an unprecedented
combination of outright speed and quickness for
the drivers. Every F1 car on the grid is capable of
going from 0 to 160 km/h and back to 0 in less
than five seconds.
The combination of light weight (640 kg in race
trim for 2011), power (950 bhp with the 3.0 L V10,
with the 2007 regulation 2.4 L V8), aerodynamics,
and ultra-high performance tyres is what gives the
F1 car its performance figures. The principal
consideration for F1 designers is acceleration, and
not simply top speed. Acceleration is not just
linear forward acceleration, but three types of
acceleration can be considered for an F1 car's, and
all cars' in general, performance
Acceleration
The 2006 F1 cars have a power-to-weight ratio of
1,250 hp/t Theoretically this would allow the car
to reach 100 km/h (60 mph) in less than 1 second.
However the massive power cannot be converted
to motion at low speeds due to traction loss and
the usual figure is 2 seconds to reach 100 km/h
(60 mph). After about 130 km/h (80 mph) traction
loss is minimal due to the combined effect of the
car moving faster and the down force, hence the
car continues accelerating at a very high rate. The
figures are
0 to 100 km/h: 1.7 seconds
0 to 200 km/h: 3.8 seconds
0 to 300 km/h: 8.6 seconds*
Kinetic Energy Recovery System(KERS)
The boost systems known as Kinetic Energy
Recovery System (KERS).These devices recover the
kinetic energy created by the car's braking process.
They store that energy and convert it into power
that can be called upon to boost acceleration.
KERS adds 80 HP / lap(approx.) and weighs only
35 kg
Top speeds
Top speeds are in practice limited by the longest
straight at the track and by the need to balance
the car's aerodynamic configuration between high
straight line speed (low aerodynamic drag) and
high cornering speed to achieve the fastest lap
time. Off late some teams have achieved a top
speed of about 370 KMPH!!
Source: InternetBy
Vikram Rao B 7th semester
14
HARISH HANDE – THE
ILLUMINATOR
Dr. Harish Hande
Managing Director of SELCO India
Harish Hande was born in Handattu,
Kundapura taluk, Udupi district, Karnataka
and raised in Rourkela, Orissa, India. After
completing his basic schooling in Orissa, he
went to IIT Kharagpur for his undergraduate
studies in Energy Engineering. He then went
to the U.S. to do his Master’s and later PhD.
in Energy Engineering at the University of
Massachusetts, Lowell
Harish Hande co-founded SELCO INDIA (in
1995), a social enterprise to eradicate
poverty by promoting sustainable
technologies in rural India. With its
headquarters in Bangalore, SELCO has 25
branches in Karnataka and Gujarat. Today
SELCO INDIA has installed solar lighting
systems in over 120,000 households in the
rural areas of these states.
Harish Hande has won the Ashden Award for
Sustainable Energy 2005 and Tech Museum
Award 2005. Harish has also received the
world’s leading green energy award
from Prince Charles in 2005. In 2007 SELCO
INDIA won the Outstanding Achievement
Award from Ashden Awards. The award was
presented by Al Gore, former Vice President
of the United States of America. Harish
Hande was named the Social Entrepreneur of
the Year 2007 by the Schwab Foundation for
Social Entrepreneurship and the Nand & Jeet
Khemka Foundation. He was also the
featured attendee and speaker at the Clinton
Global Initiative 2007.
In 2008, Harish Hande was chosen
by Business Today as one of the 21 young
leaders for India’s 21st century. In mid
2008, India Today named him as one of the
50 pioneers of change in India.
He was awarded with Asia's
prestigious Ramon Magsaysay Award for
2011, also sometimes referred to as Asia's
Nobel Prize, for “his pragmatic efforts to put
solar power technology in the hands of the
poor, through his social enterprise SELCO
INDIA”
Suhas Murali 7
th semester
15
Kinetic Energy Recovery
Systems (KERS)
The Kinetic Energy Recovery System is
explained to the audience. Motorsport Business
Forum, Grimaldi Forum, Monte Carlo, Monaco. 5-6
December 2007. World © Sutton High voltage
KERS warning sticker on the Honda air box.
Formula One Testing 17-19 September 2008. Jerez,
Spain. Flybrid Systems' flywheel-based KERS unit.
Auto sport International Show, NEC, Birmingham,
England, Day One, 8 January 2009
.
What is KERS?
The acronym KERS stands for Kinetic
Energy Recovery System. The device recovers the
kinetic energy that is present in the waste heat
created by the car’s braking process. It stores that
energy and converts itinto power that can be
called upon to boost acceleration.
How does it work?
There are principally two types of system - battery
(electrical) and flywheel (mechanical). Electrical
systems use a motor-generator incorporated in the
car’s transmission which converts
mechanicalenergy into electrical energy and vice
versa. Once the energy has been harnessed, it is
stored in a battery and released when
required.Mechanical systems capture braking
energy and use it to turn a small flywheel which
can spin at up to 80,000 rpm. When extra power is
required, the flywheel is connected to the
car’srear wheels. Incontrast to an electrical KERS,
the mechanical energy doesn’t change state and is
therefore more efficient.
There is one other option available -
hydraulic KERS, where braking energy is used to
accumulate hydraulic pressure which is then sent
to the wheels when required
How is the stored energy released by the driver?
The regulations stipulate that the release must be
completely under the driver’s control. There is a
boost button on the steering wheel which can be
pressed by the driver.
Why was KERS introduced?
The aims are twofold. Firstly to promote
thedevelopment of environmentally friendly and
road Car-relevant technologies in Formula One
racing;and secondly to aid overtaking. A chasing
driver can usehis boost button to help him pass
the car in front, while the leading driver can use
his boost button to escape. In line with the
regulations, there are limits on the device’s use
and therefore tactics - when and where to use the
KERS energy - come into play.
Ritesh Dixit
7th
Sem Mechanical
16
The Green Ride
-Supreeth GVattam
5th sem
Whenever we step out of our house, we always see vehicles around us. Vehicles that gulp in gallons of fuel and help us to get to a certain destination. The dependent of humans on these means of transport is comparable to the dependence of fish on water, just like the fish won't be able to live without water, we humans would not be able to live without transportation. But today this dependence on transportation has made us the slaves to an entity called “Crude oil” which intern is ruining the greatest gift that we have got i.e. “Mother Earth”. Everyone has read about the damage the Green house gases are doing on the environment. The fact that it even threatens to cut short human life. The fact that carbon emissions from such vehicles are also increasing global warming. The ill effects doesn't end here, when we look at it to serve us for the future, it fails totally, according to the “EU Emery policy blog” which reveals to us the startling fact that these fuels wouldn’t last a century, the generations to come by would be left with such stories of the these fuels rather than the fuel itself.
Well that about the ill-effects of this not so wonderful thing called “crudeoil”.
When it comes to megacities, there is one common thing among all of them, from New York to New Delhi and from Moscow to Mumbai, Traffic congestion has always been an unsolvable problem. Globally the traffic density in urban hubs is increasing at alarming rates and the respective governments are unable to curb the growth inspite of installing world class “Intra city mass transit systems”. To sum it up world is facing serious threat from crudeoil and traffic congestion and one has to come up with a solution which is going to solve both the problems. A genius Chinese engineer “ChaoyiLi” has come up with an interesting design which will solve both these problems with a single solution which is “MiraQua”
MiraQua is a compact EV that adopts in-wheel-motor and drive-by-wire technologies. Free from conventional vehicle layout, it lets passengers to ingress & ampegress via one large asymmetrical frontgate. Accessing the rear seats when a front seat is stowed up. Sounds strange? Flip to look at the benefits. Electric drive train makes driving in
the city light and easy, and MiraQua’s small footprint helps with this even more. Parking into a small space is not uncomfortable for the driver at all and it reversely contributes back in reserving precious urban space. The passengers can get in and out conveniently via the front. The usable floor area is about 1.9 by 0.6 meters, makes the small vehicle capable of shipping large articles, even a bike. And handling it in and out is too easy.
Need: The number of private vehicles is increasing, and they are often used by only 1 or 2 passengers. These facts also apply to many other developing or developed countries. The aim is to contain adequate sense of uniqueness, pride and satisfaction into a small vehicle package, tailored for city residents. In does not only enhance people’s life quality, but also encourage the use of green energy. The name MiraQua is combined with ‘miracle’ and ‘aqua’. It implies in the future cities, each one of these small EV represents a water droplet, the traffic network would be running smoothly as a water stream network, efficiently bring people from A to B.
The fact that the entire front sectionof the car opens up allows for drivers to put large packages such as bicycles inside the car. Not bad, we think you’ll agree, for a tiny car. Being so small and functional means that the car is expected to be a big hit with city dwellers. The fact that it’s zero emission is just icing on the cake. With this I just wish to conclude with a quote from the“Dalai Llama” which reflects the mistakes on part of the humans about living for thefuture and forgetting the present
.
17
An Expo to Remember
- Vivek Harsha
The Auto Expo 2011 conducted by the Times
Group in the month of August was a special one
for the college, the mechanical department and for
the four of us who were privileged to present a
project at the event. We were one of five colleges
that were called upon to display our projects and
showcase our abilities over the four days. There
were some really good projects on display, amidst
all the fancy as well as the vintage cars and bikes.
The project on display from our college was the
Telelever Suspension. It is a very unique and old
school mechanism used in the old BSA bikes which
has all but died down under the overwhelming
usage of the modern mechanisms like telescopic
suspension.The problem with telescopic fork
suspension is that all the forces acting on the front
of the bike are transmitted to the handlebars. The
telelever overcomes this aspect and applies
opposing forces and allows the front part to take
on a lot of weight during braking and hard
cornering without traditional fork dive. This means
we can handle much rougher roads and brake
harder without upsetting the chassis like
conventional forks. With telelever, there is a single
shock unit in place of the telescopic forks.
Telelever has front forks, but their primary
function is to make a stiff frame for the front
wheel to sit in, and to allow the rider to steer the
bike. The telelever fork unit is connected to a link
which itself is connected to the frame of the bike.
A yoke is connected between the cross member of
the forks and frame of the bike using a ball joint.
When you hit a bump with telelever, the
suspension forces are transmitted through the ball
joint, across the link and up through the shock unit
into the frame of the bike. The design of the
Telelever effectively reduces dive under braking.
Since diving under braking is less, it is not required
to design a separate anti-dive mechanism. Another
benefit is that the forces acting on the steering
head bearings are drastically reduced. In fact with
telelever, one has to get used to the concept of
braking without the bike diving at the front.
Along with our project there were other unique
ventures by other reputed colleges. One of them
was an Effi-cycle, which is a three wheel cycle that
is chain driven. It includes a gear system which was
quite unique and a very small differential at the
back. Then there were gearless bikes that ran on
diesel using a bullet engine and also on
compressed air.
Apart from the project displays, the other sights
and sounds of the Expo included a host of
companies showcasing their bestworks in the field
of automobile, which was a huge crowd puller.
18
However, amongst all the cars and bikes on
display, the show stopper of the event was the
Nissan 370Z. Its sheer presence and sleek looks
were enough to lure people to the expo. The
modern marvels were very creatively mixed with
vintage collection of bikes and cars ranging from
the Chevrolets, Jaguars to the Morris Minor and
the old fashioned Jeep, which drew its own set of
admirers. The other aspects of the event were the
safety test track which amused a few people and
of course the stunt show that was conducted by
the best bikers in the country.
All in all I would like to thank the Head of the
Mechanical Department Dr. CPS Prakash for the
opportunity. Also, our faculty advisor VR
Srinivasanwho guided us through the event with
complete faith. Finally, I thank the three friends
who accompanied me through this amazing
journey Sumukha H.S, Rajath Martin and Rushi
Ganapathi without whom the journey would not
have been as memorable as it is.
19
DEPARTMENT ACTIVITIES
20
Parent - teacher meet held on 3.10.2011
HOD Mechanical Engineering, Dr.C.P.S Prakash, addressing parents during the meet
Group photo on the occasion of meeting
21
Visit of delegation from General Motors to the Department headed by
Dr.Christian Schoenherr, Director, Vehicle Integration, GM
Dr. Christian Schoenherr with the students of mechanical engineering
HOD familiarizing delegates with facilities at department
22
Inauguration of new basic workshop and addition of facilities
Sri.Galiswamy, Secretary, DSI, inaugurating the new workshop facilities at new automobile block DSCE
View of new workshop facility Group picture of teaching and non-teaching
Faculties of Mechanical Engineering department
23
New Basic Workshop Inauguration of hydraulic hacksaw
Inauguration of new UTM
24
Ayudha pooja was celebrated on 3.10.11
HOD handing over token of respect to Sri. Galiswamy, Secretary, DSI HOD garlanding Dr. Hemachandra Sagar, Chairman, DSI
HOD garlanding Sri. Galiswamy, Secretary, DSI
25
Conference/Workshops/Seminars Attended
Sl. No
Name of the Faculty Title of the Event Type of Event Details of Publication
1
Shridhar Kurse
Fuzzy Logic, Genetic Algorithm with Wavelet Transformation in Civil Engineering
AICTE-MHRD Sponsored Summer School
27th
June – 1st
July 2011Dept. of Applied Mechanics and Hydraulics, NIT, Karnataka, Surathkal, Mangalore
2 Narasimhe Gowda
NCETME 2011
National Conference 8
th& 9
th June 2011,
MSRIT, Bangalore
3 Sunil Magadum
Sensors and Robotics
AICTE Sponsored Staff Development Program
18/07/2011 – 30/07/2011, Acharya Institute of Technology, Bangalore
4
Kalyan Chakravarthy Computational Fluid Dynamics: Design & Analysis
4 Days Workshop 19/07/2011 – 22/07/2011, Zeus Numerix, Dr. Marri Chenna Reddy Human Resource Development Institute, Hyderabad, India
5
Mrs. Aruna Devi. M
Optimization Applications in Mechanical Engineering
AICTE Sponsored 5 days Short Term Training Programme
03/10/2011 – 07/10/2011, IIT, Madras
26
Papers Published in Conference/Workshops/Seminars
Sl. No.
Name of the Faculty Title of the Paper Published Type of Event Details of Publication
1
Haseebuddin. M. R
Influence of SIC Filler Addition of Wear Behavior of Carbon Fibre Reinforced Epoxy Composite
International Conference (ICMA – 2011)
19th
& 20th
of August 2011, BTL Institute of Technology, Bangalore, Karnataka, India & the University of Delaware, Delaware, USA
2
Effect of alumina filler on tensile behavior of carbon fiber reinforced epoxy composites
3
Modeling and analysis of elastic properties of polypropylene fiber matrix composite
4 Suresh. E
Moisture Absorption Effects on the Mechanical Properties of Epoxy Nano Composites
5 Sunil Magadum
Trajectory Tracking of a 3 – dof articulated Arm by Inverse Kinematics using Jacobian Solutions
27
Student paper presented at conference/workshops/seminars/technical
symposia
Sl. No.
Names of Student Authors
Names of the Guides Title of Paper Type of Event Details of Paper
1 Abhinandan. M Dr. C. P. S. Prakash
Structural Optimization of Airframe of Micro Air Vehicle and its Development
International
Conference (ICMA –
2011)
19th
& 20th
of August 2011, BTL
Institute of Technology, Bangalore,
Karnataka, India & the University of
Delaware, Delaware, USA
2 Ankita Sagar Mrs. Aruna Devi
Investigation of Flexural Properties of
Silica Fume Reinforced particulate Composites
3 Nagababu. G Prof. Prabhakar
Kuppahalli
A Novel Approach for Manufacture of Anchoring System in Aircraft Assembly
and Development of Corresponding Tools
4 Manjunath. S. B Shivashankar Srivatsa Impact Damage Resistance of Composite
Laminates and Curved Panels
5 Anil Kumar Haseebuddin. M. R
Modeling and analysis of elastic properties
of polypropylene fiber matrix composite
6 Shanth Kumar. B Haseebuddin. M. R
Influence of SIC filler additions on wear
behavior of carbon fibre reinforced epoxy composites
28
Sl. No.
Names of Student Authors
Names of the Guides Title of Paper Type of Event Details of Paper
7 Chethan. C. M Dr. Bhaskar Pal
Finite Element Analysis of Chip Formation
during Grinding
International Conference (ICMA –
2011)
19th
& 20th
of August 2011, BTL Institute of Technology, Bangalore, Karnataka, India & the University of
Delaware, Delaware, USA
8 Sridhar. M. P Sunil Magadum
Trajectory Tracking of a 3-DOF Articulated Arm by Inverse Kinematics Using Jacobian
Solutions
9 Shivaprakash B.C. Dr. Bhaskar pal
Study of Forward Kinematics and Jacobian
of Two Axis Polar Mechanism
10 Eshwari. N M. R. Haseebuddin
Effect of Aluminum Filler on Tensile
Behaviour of Carbon Fiber Reinforced Epoxy Composites
11 Mallinath R Shetty Shridhar U Kurse Modeling and Simulation of a Vehicle
Suspension System
12 Sreenivasa. S. T Narasimhe Gowda
Finite Element Modeling for Vibration and
Dynamics Analysis of an Automotive Wheel
13 Sathyajith Ullal Dr. H.V.
Lakshminarayana
Impact Damage Resistance of Composite
Laminates and Curved Panel
29
14 Vikas. A A.Shantharam
Optimization of Line Design for Piston Rod
Manufacturing Process National Conference on
“Trends and Advances in manufacturing Engg”
29th
& 30th
September 2011, PESIT, Bangalore
15 Anil Kumar. T. A M. R. Haseebuddin
Analytical Study of Elastic Properties of
the Fiber Reinforced Polymer Composite by Finite Element Method
Student Project Exhibition at International/National
conference/workshops/technical symposia
Sl. No.
Names of Project Students
Names of the Guides Title of Project Prize Won Details of Paper
1
Sumukha.H.S
1DS07ME104
Mr. V. R. Srinivasan Tele Lever Suspension System Participation Auto Show, organized by Times of India 25/08/2011 – 28/08/2011, Palace Grounds, Bangalore
2)
Vivek Harsha
1DS08ME118
30
Student site visit/technical tours conducted
Sl. No.
Name of the Place Visited Names of Coordinators Place of Visit Date
1 Bangalore Metallurgicals Vivek Bhandarkar Bangalore 24/08/2011
2 Rapsri Industries Vivek Bhandarkar Bangalore 17/09/2011
3 Billforge Pvt. Ltd M. K. Venkatesh Bangalore 24/09/2011
Invited special lecturer
Sl. No
Name of the Invited Scholar with full address
Background Industry/ Academic/R&D
Title of the Subject Date Venue
1 Dr. G R. Srinivasa Academic
Dimensionless Group and Performance Characteristics of Thermal Turbo Machines
09/09/2011 C. D. Sagar Auditorium
2 Shri. B. S. Govind Industry
What next after Graduation – An Interactive Session
16/09/2011 Mechanical Department
1) Dr. H. V. Lakshminaryana, Professor gave a Keynote Lecture on Impact Damage Resistance, Response, Damage Tol erance of Composite Structures – Prediction and Verification on 19/08/2011.
2) CIL Training for 4th
Semester Students on 19th
September 2011 3) Mr. Shivakumar. V, Sumukha. H. S, Wagish S Lonikar, Patel Parth. R, Ravi Ranjan & Sagar. B. S participated in the 3 Da y National Seminar on Advances in
Manufacturing Sciences, Technology & Techmart held on 22nd
– 24th
September 2011 at Bangalore International Exhibition Centre, Tumkur Road, Bangalore, India
4) Dr. H. V. Lakshminarayana, Professor gave a talk on “Integration of CAE Tools for Innovation in Product Design and Manufacture” in ANSYS Academic User Conference on 13/10/2011 in Hotel Sheraton at Brigade Gateway, Bangalore.
5) Prof. Shivashankar R Srivatsa, Asst. Prof. attended Conference on “Integration of CAE Tools for Innovation in Product Design and Manufacture” in ANSYS Academic User Conference on 13/10/2011 in Hotel Sheraton at Brigade Gateway, Bangalore.
31
Conference/Workshops/Seminars Attended
Sl. No
Name Title of the Event Type of Event Details of Publication
1 Anil Kumar. S
ADITECH – 2011 One Day National Workshop on Tribo
Technologies 14
th October 2011, BIT, Bangalore
2 Sachin Janna
3 Gujuraj Tandel
4 Pavan Kumar. V
5 Muhammed Aslam Ahmed
6 Prasad. P
7 Puneeth Kumar
8 Jebin Abraham Pullukalayil
9 Vinod. K
10 Balasaheb Patil
11 Phalguna. B. N
12 Nitesh Bhaskar. N
13 Yuvraj
14 Chennappa. H. Korishetti
15 Pradeep. S
16 Prashant Betgeri
32
Metallurgical Exhibition at Bangalore
International Exhibition Centre on 22/09/2011 –
24/09/2011
Visit to Rapsri Engineering Industries by 3rd
sem
students 17/09/2011
Bangalore Metallurgical BillforgePvt. Ltd.
Industrial visits pictures
33
Published By
Department of Mechanical Engineering Dayanand Sagar College of Engineering S.M.Hills, Kumaraswamy Layout Bangalore – 560078, Karnataka, India
www.dscemech.com Editor in Chief
Dr. C.P.S. Prakash Prof. and HOD Department of Mechanical Engineering Editor
Mr. Haseebuddin M.R. Lecturer Department of Mechanical Engineering Editorial Team
Mr. Chidambaram G, 4th year BE
Mr. Puneeth M S, 4th year BE
Mr. Rajath Martin, 4th year BE
Mr. Shesha Sai B A, 4th year BE