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228

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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.

iii

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.

iv

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

17

DEPARTMENT ACTIVITIES

19

Parent - teacher meet held on 3.10.2011

20

Delegates’ visit

21

Inauguration of new basic workshop and addition of facilities

22

Ayudha pooja was celebrated on 3.10.11

24

Conference/Workshops/Seminars Attended

25

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

32

Credits

33

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: nksr@cgpl.iisc.ernet.in

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: rajathshenoi@gmail.com

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