INTRODUCTION

A heat pipe is a device that efficiently transports thermal energy from its one point to the other. It utilizes the latent heat of the vaporized working fluid instead of the sensible heat. As a result, the effective thermal conductivity may be several orders of magnitudes higher than that of the good solid conductors. A heat pipe consists of a sealed container, a wick structure, a small amount of working fluid that is just sufficient to saturate the wick and it is in equilibrium with its own vapor. The operating pressure inside the heat pipe is the vapor pressure of its working fluid. The length of the heat pipe can be divided into three parts viz. evaporator section, adiabatic section and condenser section. In a standard heat pipe, the inside of the container is lined with a wicking material. Space for the vapor travel is provided inside the container.

Basic components of a heat pipe

The basic components of a heat pipe are
1. The container
2. The working fluid
3. The wick or capillary structure

Container

The function of the container is to isolate the working fluid from the outside environment. It has to be there for leak proof, maintain the pressure differential across the walls, and enable transfer of thermal energy to take place from and into the working fluid.

The prime requirements are:
1. Compatibility (Both with working fluid and External environment)
2. Porosity
3. Wettability
4. Ease of fabrication including welding, machinability and ductility
5. Thermal conductivity
6. Strength to weight ratio

The working fluid

The first consideration in the identification of the working fluid is the operating vapor temperature range. Within the approximate temperature band, several possible working fluids may exist and a variety of characteristics must be examined in order to determine the most acceptable of these fluids for the application considered.

The prime requirements are:
7. Compatibility with wick and wall materials
8. Good thermal stability
9. Wettability of wick and wall materials
10. High latent heat
11. High thermal conductivity
12. Low liquid and vapor viscosities
13. High surface tension

Wick

The wick structure in a heat pipe facilitates liquid return from the evaporator from the condenser. The main purposes of wick are to generate the capillary pressure, and to distribute the liquid around the evaporator section of heat pipe. The commonly used wick structure is a wrapped screen wick.

Download Seminar Report On HEAT PIPE.doc

APPLICATION OF SMART MATERIALS IN MODERN ENGINEERING FIELDS

Structural Applications of Smart Materials in Construction Engineering Using Robotics

ABSTRACT

Sensors and Actuators designs have mimicked nature to a large extent. Similar to our five senses – sight, sound, smell, taste and touch -correspondingly visual/optical, acoustic/ultrasonic, electrical, chemical and thermal/magnetic sensors have been developed. The response from these primary sensors is converted to electrical signals, which are transmitted to the brain (central processing unit) for further processing. In addition to the processing, the role of the processor is to make decision based on these inputs. This is currently done manually by an experienced operator who has an understanding of the sensing and processing technology. To aid the operator in making a more judicious decision, the conditioned signal has to be presented with as much pertinent information displayed in an arresting way. A further development would be to provide the virtual machine itself to make the judgment – smart sensor. The next stage in this would be for the processor to decide on the course of action and the actuation mechanism to respond accordingly. Virtual human robots can be equipped with sensors, memory, perception, and behavioral motor. This eventually makes these virtual human robots to act or react to events. The design of a behavioral animation system raises questions about creating autonomous actors, endowing them with perception, selecting their actions, their motor control and making their behavior believable and the behavior should be spontaneous and unpredictable.

INTRODUCTION

There is an increasing awareness of the benefits to be derived from the development and exploitation of smart materials and structures in applications ranging from hydrospace to aerospace. With the ability to respond autonomously to changes in their environment, smart systems can offer a simplified approach to the control of various material and system characteristics such as light transmission, viscosity, strain, noise and vibration etc. depending on the smart materials used [1]. There are a number of materials that act as both sensors and actuators that can monitor and respond to their environment. However, with the ability to also modify their properties in response to an environmental change, they can be ‘very smart’ and, in effect, learn. While the scope of sensors and actuators is quite broad, three main sub-programs have been identified – Smart Structures and Materials, Miniature Sensor and Actuators and Automated Testing, Inspection Monitoring and Evaluation. These are exciting times for Sensors and Actuators with the maturing of the enabling technologies of Photonics and Electronics paving the way for inventive and innovative system designs. For the modelling of sensor behaviours, the ultimate objective is to build intelligent autonomous virtual humans with adaptation, perception and memory. These virtual humans should be able to act freely and emotionally. They should be conscious and unpredictable. The virtual humans are expected in the near future to represent computer the concepts of behaviour, intelligence, autonomy, adaptation, perception, memory, freedom, emotion, consciousness, and unpredictability. Behaviour for virtual humans may be defined as a manner of conducting themselves. It is also the response of an individual, group, or species to its environment.
Intelligence may be defined as the ability to learn or understand or to deal with new or trying situations[1].

A. Mechatronic devices

The essential ingredients of any robotic system are sensors, computation and actuators. Appropriate choices of sensors and actuators can simplify a robotic system or may even be the difference between its success and failure. Mechatronic devices are the novel actuators including those based on shape memory alloy, electrorheological fluids, magnetic fluids and the piezoelectic effect as well as a wide range of sensors for measuring quantities of importance for robotic systems [1].

B. Robotic mechanisms

All of the sensors, actuators [1]-[2] and algorithms that are developed should be tested by incorporating them into a mobile robot platform, humanoid robot or fixed manipulator/ gripper system. An extensive experience of building legged, wheeled and tracked land vehicles, submersibles and flying robots as well as robotic grippers and complete humanoid robots are required.

Download Seminar Report On SMART MATERIALS .doc

INTRODUCTION

Since the world’s resources of material and energy are getting progressively, by necessity, there is growing involvement in studies of wear on a global basis. Wear of sliding components result in reduced mechanical efficiency and an irretrievable loss of material in the form of wear debris. Wear at the interface between moving particles is a normal characteristic of machine operation. The kind and rate of wear depend on the machine type. Lubrication is provided between the moving surface to minimize the wear but during operations millions minute wear particles entering the lubricating oil. These particles are in suspension in the oil, larger particles may be trapped by filter while others generally too small to be removed, remain in suspension in the circulating oil.

Condition based monitoring has, in the past, been referred to as an art, when quite clearly it is a science, and despites the cost of machine, surprisingly little attention has been devoted to this science from the viewpoint of understanding and modeling failure mechanisms and the study of probability to failure. Predictive maintenance technique has now become common exercises as they maximize the machine availability time and minimize the cost of maintenance, since the machine can be stopped just before as impending problem in an other wise healthy machine

Fault detection using vibration analysis is difficult in very low speed – high load noisy machines. In the case of slow speed bearing the vibration generated by damaged components is very low, usually close to the floor noise and difficult to identify. In these situations, Wear Debris Analysis has proven useful in providing supporting evidence on the bearing or gear status. It also provides information on the wear mechanism, which is involved.

Sliding adhesive wear particles are found in most lubricating oils. They are an indication of normal wear. They are produced in large numbers when one metal surface moves across another. The particles are seen as thin asymmetrical flakes of metals with highly polished surfaces.

Download Seminar Report On Wear Debris Analysis.doc

INTRODUCTION

The history of antimatter begins with a young physicist named Paul A.M.Dirac (1902-1984) and the strange implications of a mathematical equation. This British physicist formulated a theory for the motion of the electrons in electric and magnetic fields. Such theories had been formulated before, but what was unique about Dirac’s was that his included the effects of Einstein’s Special Theory of Relativity. This theory was formulated by him in 1928.Mean while he wrote down an equation, which combined quantum theory and special relativity, to describe the behavior of the electron. Dirac’s equation won him a Nobel prize in I 933,but also posed another problem; just at the equation x2 = 4 can have two solutions (x 2, x = -2). So Dirac’s equation would have two solutions, one for an electron with positive energy, and one for an electron with negative energy. This led theory led to a surprising prediction that the electron must have an “antiparticle” having the same mass but a positive electric charge.

1n 1932, Carl Anderson observed this new particle experimentally and it was named “positron”. This was the first known example of antimatter. In 1955, the anti proton was produced at the Berkeley Bevatron, and in 1995, scientists created the first anti hydrogen atom at the CERN research facility in Europe by combining the anti proton with a positron Dirac’s equation predicted that all of the fundamental particles in nature must have a corresponding “Antiparticle”. In each case, the masses of the particle and anti particle are identical and other properties are nearly identical. But in all cases, the mathematical signs of some property are reversed. Anti protons, for example have the same mass as a proton, but the opposite electric charge. Since Dirac’s time, scores of these particle-antiparticle pairings have been observed. Even particles that have no electrical charge such as the neutron have anti particle.

ANTIMATTER PRODUCTION

Anti protons do not exist in nature and currently are produced only by energetic particle collision conducted at large accelerator facilities (e.g. Fermi National Accelerator Laboratory, Fermi Lab, in US or CERN in Geneva, Switzerland). This process typically involves accelerating protons to relativistic velocities (very near to speed of light) and slamming them into a metal (e.g. Tungsten) target. The high-energy protons are slowed or stopped by collisions with nuclei of the target; the kinetic energy of the rapidly moving protons is converted into matter in the form of various subatomic particles, some of which are anti protons. Finally, the anti protons are electro magnetically separated from the other particles, then they are captured and cooled (slowed) by a Radio-Frequency Quadrapole (RFQ) linear accelerator (operated as a decelerator) and then stored in a storage cell called as a Penning Trap.

Note that anti protons annihilate spontaneously when brought into contact with normal matter, thus they must be stored and handled carefully. Currently the highest anti proton production level is in the order of nano-grams per year.

Download Seminar Report On MATTER ANTI-MATTER SPACE CRAFT PROPULSION.doc

ABSTRACT

Brake performance can be divided into two distinct classes:
1) Base brake performance
2) Controlled brake performance.

A base brake event can be described as a normal or typical stop in which the driver maintains the vehicle in its intended direction at a controlled deceleration level that does not closely approach wheel lock. All other braking events where additional intervention may be necessary, such as wheel brake pressure control to prevent lockup, application of a wheel brake to transfer torque across an open differential, or
application of an induced torque to one or two selected wheels to correct an under- or over steering condition, may be classified as controlled brake performance. Statistics from the field indicate the majority of braking events stem from base brake applications and as such can be classified as the single most important function. From this perspective, it can be of interest to compare modern-day Electro-Hydraulic Brake (EHB) hydraulic systems with a conventional vacuum-boosted brake apply system and note the various design options used to achieve performance and reliability
objectives.

INTRODUCTION

What is EHB System?

The next brake concept. This system is a system which senses the driver’s will of braking through the pedal simulator and controls the braking pressures to each wheels. The system is also a hydraulic Brake by Wire system.

Many of the vehicle sub-systems in today’s modern vehicles are being converted into “by-wire” type systems. This normally implies a function, which in the past was activated directly through a purely mechanical device, is now implemented through electro-mechanical means by way of signal transfer to and from an Electronic Control Unit. Optionally, the ECU may apply additional “intelligence” based upon input from other sensors outside of the driver’s influence. Electro-Hydraulic Brake is not a true “by-wire” system with the thought process that the physical wires do not extend all the way to the wheel brakes. However, in the true sense of the definition, any EHB vehicle may be braked with an electrical “joystick” completely independent of the traditional brake pedal. It just so happens that hydraulic fluid is used to transmit energy from the actuator to the wheel brakes. This configuration offers the distinct advantage that the current production wheel brakes may be maintained while an integral, manually applied, hydraulic failsafe backup system may be directly
incorporated in the EHB system. The cost and complexity of this approach typically compares favourably to an Electro-Mechanical Brake (EMB) system, which requires significant investment in vehicle electrical failsafe architecture, with some needing a 42 volt power source. Therefore, EHB may be classified a “stepping stone”
technology to full Electro-Mechanical Brakes.

Download Seminar Report On: ehb.pdf

ABSTRACT

Gasoline direct injection (GDI) engine technology has received considerable attention over the last few years as a way to significantly improve fuel efficiency without making a major shift away from conventional internal combustion technology. In many respects, GDI technology represents a further step in the natural evolution of gasoline engine fueling systems. Each step of this evolution, from mechanically based carburetion, to throttle body fuel injection, through multi-point and finally sequential multi-point fuel injection, has taken advantage of improvements in fuel injector and electronic control technology to achieve incremental gains in the control of internal combustion engines. Further advancements in these technologies, as well as continuing evolutionary advancements in combustion chamber and intake valve design and combustion chamber flow dynamics, have permitted the production of GDI engines for automotive applications. Mitsubishi, Toyota and Nissan all market four- stroke GDI engines in Japan.

Major Objectives of the GDI engine

• Ultra-low fuel consumption that betters that of even diesel engines
• Superior power to conventional MPI engines

Sophisticated high-pressure injectors capable of producing very fine, well-defined fuel sprays, coupled with advanced charge air control techniques, now make stable GDI combustion feasible. There are impediments to widespread GDI introduction, however, especially in compliance with stringent emission standards. This report addresses both the efficiencies inherent in GDI technology and the emissions constraints that must be addressed before GDI can displace current spark-ignition engine technology.

In this seminar I am intending to familiarize the working of this technology, which has the capability to become the turning point in the development of diesel engine technology

WHY NOT CARBURETTOR?

All Internal combustion engines burn fuel in air and every fuel has ideal air ratio at which it will ignite or burn as completely as possible. The challenge that faces engineers is to introduce the perfect or precise proportions of fuel and air required for complete combustion. This is commonly referred to as the stoichiometric ratio. Petrol has a stoichiometric ratio of 14.7:1(14.7 parts of air with 1 part of fuel by weight). This ratio has to be maintained under the varying engine loads and conditions. The carb earlier did this metering with its ancillaries. But the carb has its limits and though performance and economy with modern carbs were acceptable, a seamless power delivery and emissions often suffered.

Carburetor has following disadvantages

• Vapour lock
• Perfect air/fuel mixture cannot be obtained
• Lack of throttle response
• Low volumetric efficiency
• Icing – problem in aircraft engines
• Mechanical device
• Compromises on emission
Download Seminar Report On :GDI-Gasoline Direct Injection.doc

ABSTRACT

A laser-based contact less displacement measurement system is used for data acquisition to analyze the mechanical vibrations exhibited by vibrating structures and machines. The analysis of these vibrations requires a number of signal processing operations which include the determination of the system conditions through a classification of various observed vibration signatures and the detection of changes in the vibration signature in order to identify possible trends. This information is also combined with the physical characteristics and contextual data (operating mode, etc.) of the system under surveillance to allow the evaluation of certain characteristics like fatigue, abnormal stress, life span, etc., resulting in a high level classification of mechanical behaviors and structural faults according to the type of application.

Smart sensors or latest generation sensors are now use for vibration measurements. Where the first generation sensors are piezoelectric accelerometers, second generation sensors are modification of piezoelectric accelerometers and latest are the smart sensors. Third-generation smart sensors use mixed mode analogue and digital operations to perform simple unidirectional communication with the condition monitoring equipment.

INTRODUCTION

The study of vibrations generated by mechanical structures and electrical machines are very important. The advent of machines and processes that are more and more complex and the ever increasing exploitation and production costs have favored the emergence of several application fields requiring vibration analysis. Among these application fields, we find machine monitoring, modal analysis, quality control, and environment tests. These functions are used in fields such as aeronautics, space industry, automotive industry, energy production, civil engineering, and audio equipment.

The signal processing application described here uses a laser-based vibrometer in order to analyze the vibrations exhibited by mechanical systems. This technique can be used in the numerous applications mentioned above. The problem is to develop an intelligent system that has the ability to determine the system conditions based on a classification of the possible vibration signatures, detect changes in the vibration signature, and analyze their trends.

The classification of the various possible vibration signatures requires a priori knowledge of the mechanical system under healthy conditions as well as for the various fault conditions; when possible a mathematical model of the system should be provided. The latter is often crucial for the good interpretation of the observations, since it predicts the dynamic behavior of the structure and thus the healthy vibration signature.

Vibration spectra are in general “peaky” due to either the periodic nature of the system’s excitation or to the natural resonance properties of the mechanical system. Changes in a vibration signal can result from a variation of the amplitude, frequency, and/or phase of one or many of the components. Moreover, new peaks may add to the existing spectrum, or some peaks may fade out. Changes can also appear in the form of short transients or spikes in the time domain. At the extreme, if the vibrations become so strong that the structure actually starts to move, then the overall average level of vibration would change, that is, a DC component would appear.

All of the above changes may occur gradually, like fatigue stress slowly deteriorating the material’s properties, or they may occur suddenly, like the rupture of a mechanical part within a machine. They may also occur periodically or in a random fashion depending on the process generating the vibrations. For multiple state systems, changes must be interpreted carefully. For example, if the operating speed of a rotating machine is raised from A to B, the vibration analysis system should not declare the observed changes as being the result of a mechanical failure, but should adapt itself to this new mode of operation.

Download Seminar Report On Mechanical Vibration Analysis.doc

ABSTRACT

Surface plasmon resonance (SPR) is a phenomenon occurring at metal surfaces(typically gold and silver) when an incident light beam strikes the surface at a particular angle.Depending on the thickness of a molecular layer at the metal surface,the SPR phenomenon results in a graded reduction in intensity of the reflected light.Biomedical applications take advantage of the exquisite sensitivity of SPR to the refractive index of the medium next to the metal surface, which makes it possible to measure accurately the adsorption of molecules on the metal surface an their eventual interactions with specific ligands. The last ten years have seen a tremendous development of SPR use in biomedical applications.

The technique is applied not only to the measurement in real time of the kinetics of ligands receptor interactions and to the screening of lead compounds in the pharmaceutical industry, but also to the measurement DNA hybridization, enzyme- substrate interactions, in polyclonal antibody characterization, epitope mapping, protein conformation studies and label free immunoassays. Conventional SPR is applied in specialized biosensing instruments. These instruments use expensive sensor chips of limited reuse capacity and require complex chemistry for ligand or protein immobilization. Laboratory has successfully applied SPR with colloidal gold particles in buffered solutions. This application offers many advantages over conventional SPR. The support is cheap, easily synthesized, and can be coated with various proteins or protein ligand complexes by charge adsorption. With colloidal gold, the SPR phenomenon can be monitored in any UV spectrophotometer. For high throughput applications we have adapted the technology in an automated clinical chemistry analyzer. This simple technology finds application in label free quantitative immunoassay techniques for proteins and small analytes, in conformational studies with proteins as well as real time association dissociation measurements of receptor ligand interactions for high throughput screening and lead optimization.

INTRODUCTION

During the last two decades we have witnessed remarkable research and development activity aimed at the realization of optical sensors for the measurement of chemical and biological quantities. First optical chemical sensors were based on the measurement of changes in absorption spectrum and were developed for the measurement of CO2 and O2 concentration. Since then a large variety of optical methods have been used in chemical sensors and biosensors including elipsometry, spectroscopy, interferometry spectroscopy of guided modes in optical wave guide structures and surface plasmon resonance .

The potential of surface plasmon resonance for characterization of thin films and monitoring process at metal interfaces was recognized in the late seventies. In 1982 the use of SPR for gas detection and biosensing was demonstrated by Nylander and lieberg . Since then SPR sensing has been receiving continuously growing attention from scientific community. Development of new SPR sensing configurations as well as applications of SPR sensing devices for the measurement of physical , chemical and biological quantities have been described . The SPR sensor technology has been commercialized by several companies and become a leading technology in the field of direct real time observation of the biomolecular interaction.
The phenomenon of anomalous diffraction on diffraction gratings due to the excitation of surface plasma waves was first described in the beginning of the twentieth century by Wood. In the late sixties, optical excitation of surface plasmons by the method of attenuated total reflection was demonstrated by Kretschmann and Otto .

Download Seminar Report On SURFACE PLASMON RESONANCE.doc

INTRODUCTION

Car racing is one of the most technologically advanced sports in the world today. Race Cars are the most sophisticated vehicles that we see in common use. It features exotic, high-speed, open-wheel cars racing all around the world. The racing teams have to create cars that are flexible enough to run under all conditions. This level of diversity makes a season of F1 car racing incredibly exciting. The teams have to completely revise the aerodynamic package, the suspension settings, and lots of other parameters on their cars for each race, and the drivers have to be extremely agile to handle all of the different conditions they face. Their carbon fiber bodies, incredible engines, advanced aerodynamics and intelligent electronics make each car a high-speed research lab. A F1 Car runs at speeds up to 240 mph, the driver experiences G-forces and copes with incoming data so quickly that it makes Car driving one of the most demanding professions in the sporting world. F1 car is an amazing machine that pushes the physical limitations of automotive engineering. On the track, the driver shows off his professional skills by directing around an oval track at speeds

Formula One Grand Prix racing is a glamorous sport where a fraction of a second can mean the difference between bursting open the bubbly and struggling to get sponsors for the next season’s competition. To gain those extra milliseconds, all the top racing teams have turned to increasingly sophisticated network technology.
Much more money is spent in F1 these days. This results highest tech cars. The teams are huge and they often fabricate their entire racers. F1′s audience has grown tremendously throughout the rest of the world. .
In an average street car equipped with air bags and seatbelts, occupants are protected during 35-mph crashes into a concrete barrier. But at 180 mph, both the car and the driver have more than 25 times more energy. All of this energy has to be absorbed in order to bring the car to a stop. This is an incredible challenge, but the cars usually handle it surprisingly well

F1 Car driving is a demanding sport that requires precision, incredibly fast reflexes and endurance from the driver. A driver’s heart rate typically averages 160 beats per minute throughout the entire race. During a 5-G turn, a driver’s arm — which normally weighs perhaps 20 pounds — weighs the equivalent of 100 pounds. One thing that the G forces require is constant training in the weight room. Drivers work especially on muscles in the neck, shoulders, arms and torso so that they have the strength to work against the Gs. Drivers also work a great deal on stamina, because they have to be able to perform throughout a three-hour race without rest. One thing that is known about F1 Car drivers is that they have extremely quick reflexes and reaction times compared to the norm. They also have extremely good levels of concentration and long attention spans. Training, both on and off the track, can further develop these skills.

THE CHASIS

Modern f1 Cars are defined by their chassis. All f1 Cars share the following characteristics:
They are single-seat cars.
They have an open cockpit.
They have open wheels — there are no fenders covering the wheels.
They have wings at the front and rear of the car to provide downforce.
They position the engine behind the driver..

The tub must be able to withstand the huge forces produced by the high cornering speeds, bumps and aerodynamic loads imposed on the car. This chassis model is covered in carbon fibre to create a mould from which the actual chassis can be made. Once produced the mould is smoothed down and covered in release agent so the carbon-fibre tub can be easily removed after manufacture.
The mould is then carefully filled inside with layers of carbon fibre. This material is supplied like a typical cloth but can be heated and hardened. The way the fibre is layered is important as the fibre can direct stresses and forces to other parts of the chassis, so the orientation of the fibres is crucial. The fibre is worked to fit exactly into the chassis mould, and a hair drier is often used to heat up the material, making it stick, and to help bend it to the contours of the mould. After each layer is fitted, the mould is put into a vacuum machine to literally suck the layers to the mould to make sure the fibre exactly fits the mould. The number of layers in the tub differs from area to area, but more stressed parts of the car have more, but the average number is about 12 layers. About half way between these layers there is a layer of aluminum honeycomb that further adds to the strength.

Once the correct numbers of layers have been applied to the mould, it is put into a machine called an autoclave where it is heated and pressurized. The high temperatures release the resin within the fibre and the high pressure (up to 100 psi) squeezes the layer together. Throughout this process, the fibres harden and become solid and the chassis is normally ready in two and a half hours. The internals such as pedals, dashboard and seat back are glued in place with epoxy resin and the chassis painted to the sponsor’s requirements.

Download Seminar Report On F1 Cars.doc