Showing posts with label Mechanical. Show all posts
Showing posts with label Mechanical. Show all posts

Limits and Fits, Tolerance Dimensioning

Definitions:nominal size: The size designation used for generalidentification. The nominal size of a shaft and a hole are thesame. This value is often expressed as a fraction.basic size: The exact theoretical size of a part. This isthe value from which limit dimensions are computed. Basic size isa four decimal place equivalent to the nominal size. The number ofsignificant digits imply the accuracy of the dimension.

example: nominal size = 1 1/4basic size = 1.2500

design size: The ideal size for each component (shaft andhole) based upon a selected fit. The difference between the designsize of the shaft and the design size of the hole is equal to theallowance of the fit. The design size of a part corresponds to the Maximum Material Condition (MMC). That is, the largest shaft permitted by the limits and the smallest hole. Emphasis is placed upon the design size in the writing of the actual limit dimension, so the design size is placed in the top position of the pair.

tolerance: The total amount by which a dimension is allowed to vary. For fractional linear dimensions we have assumed a bilateral tolerance of 1/64 inch. For the fit of a shaft/holecombination, the tolerance is considered to be unilateral, that is, it is only applied in one direction from design size of the part. Standards for limits and fits state that tolerances are appliedsuch that the hole size can only vary larger from design size and the shaft size smaller.
basic hole system: Most common system for limit dimensions. In this system the design size of the hole is taken to be equivalent to the basic size for the pair (see above). This means that the lower (in size) limit of the hole dimension is equal to design size. The basic hole system is more frequently used since most hole generating devices are of fixed size (for example, drills, reams, etc.) When designing using purchased components with fixed outer diameters (bearings, bushings, etc.) a basic shaft system may be used.

allowance: The allowance is the intended difference in the sizes of mating parts. This allowance may be: positive (indicated with a "+" symbol), which means there is intended clearance between parts; negative("-"), for intentional interference: or "zero allowance" if the two parts are intended to be the "same size".This last case is common to selective assembly.

The extreme permissible values of a dimension are known as limits. The degree of tightness or looseness between two mating parts that are intended to act together is known as the fit of the parts. The character of the fit depends upon the use of the parts. Thus, the fit between members that move or rotate relative to each other, such as a shaft rotating in a bearing, is considerably different from the fit that is designed to prevent any relative motion between two parts, such as a wheel attached to an axle.

In selecting and specifying limits and fits for various applications, the interests of interchangeable manufacturing require that (1) standard definitions of terms relating to limits and fits be used; (2) preferred basic sizes be selected wherever possible to be reduce material and tool costs; (3) limits be based upon a series of preferred tolerances and allowances; and (4) a uniform system of applying tolerances (bilateral or unilateral) be used.

Adaptive cruise control System
An automotive cruise control system that automatically slows down the car if it is moving too close to the vehicle in front of it. A radar or laser unit located behind the grille determines the speed and distance of the vehicle in front. When the distance is computed to be safe again, the system accelerates the car back to its last speed setting. Also called "active cruise control" and "intelligent cruise control.

Autonomous cruise control is an optional cruise control system appearing on some more upscale vehicles. The system goes under many different trade names according to the manufacture. These systems use either a radar or laser setup allowing the vehicle to slow when approaching another vehicle and accelerate again to the preset speed when traffic allows. ACC technology is widely regarded as a key component of any future generations of smart cars.

Types

Laser-based systems are significantly lower in cost than radar-based systems; however, laser-based ACC systems do not detect and track vehicles well in adverse weather conditions nor do they track extremely dirty (non-reflective) vehicles very well. Laser-based sensors must be exposed, the sensor (a fairly-large black box) is typically found in the lower grille offset to one side of the vehicle.

Radar-based sensors can be hidden behind plastic fascias; however, the fascias may look different from a vehicle without the feature. For example, Mercedes packages the radar behind the upper grille in the center; however, the Mercedes grille on such applications contains a solid plastic panel in front of the radar with painted slats to simulate the slats on the rest of the grille.

Radar-based systems are available on many luxury cars as an option for approx. 1000-3000 USD/euro. Laser-based systems are available on some near luxury and luxury cars as an option for approx. 400-600 USD/euro.

Cooperating systems

Radar-based ACC often feature a Precrash system, which warns the driver and/or provides brake support if there is a high risk of a collision. Also in certain cars it is incorporated with a lane maintaining system which provides power steering assist to reduce steering input burden in corners when the cruise control system is activated.

Examples of vehicles with adaptive cruise control
  • 2005 Acura RL
  • Audi A4 (see a demonstration on YouTube), A5, A6, A8, Q7
  • BMW 7 Series, 5 series, 6 series, 3 series (Active Cruise Control)
  • 2004 Cadillac DTS, STS, XLR
  • 2007 Chrysler 300C
  • 2006 Ford Mondeo, Taurus, S-Max, Galaxy
  • 2003 Honda Inspire Accord, Legend
  • Hyundai Genesis (Smart Cruise Control, delayed)
  • Infiniti M, Q45,QX56, G35, FX35/45/50 and G37
  • 1999 Jaguar XK-R, S-Type, XJ, XF
  • 2000 Lexus LS430/460 (laser and radar), RX (laser and radar), GS, IS, ES 350, and LX 570
  • Lincoln MKS, MKT
  • 1998 Nissan Cima, Nissan Primera T-Spec Models (Intelligent Cruise Control)
  • 1998 Mercedes-Benz S-Class, E-Class, CLS-Class, SL-Class, CL-Class, M-Class, GL-Class, CLK-Class (Distronic, removed in 2009 from certain US models)
  • Range Rover Sport
  • Renault Vel Satis
  • Subaru Legacy & Outback Japan-spec called SI-Cruise
  • 1997 Toyota Celsior, Sienna (XLE Limited Edition), Avalon, Sequoia (Platinum Edition), Prius, Avensis
  • Volkswagen Passat, Phaeton, Touareg, 2009 Golf
  • Volvo S80, V70, XC70, XC60

Bolt terminologies and working

Introduction:

Bolts are the temporary fastening elements used for assembling of parts. There are 4 models of engines are producing. In these 4 models there are different application, about 40.
Maximum torque of 120 Kg-m is required for torquing Main bearing cap bolts of 170 engine model and Connecting rod bolts, Cylinder head bolts, Damper and crank pulley, fly wheel etc. Conventional method of torquing the engine component bolts using manual torque wrench is more operator fatigue and precise control of applied torque is not possible. The difficulties involved in torquing for tightening engine component bolts are listed below.

No fool-proofing arrangement
Measurement of applied torque is not possible
Consuming more Torquing cycle time

Electric Nut Runner is newly emerged torque control fastener tightening tool that is usually powered by Electric power. Electric nut runner mainly consists of 3 components.

They are

1.Spindle
2.Controller
3.Cable
Spindle is equipped with brushless motor and it will tighten the bolt and the spindle is connected to the controller through a cable. Controller receives the feed back signal from the spindle and based on that signal it gives the controlling signal to the spindle. Cable is used to connect both the spindle and controller.

Objective

In the existing method, impact wrench and manual torque wrenches are using for torquing the Main Bearing cap bolts, Cylinder head bolts, Damper and crank pulley, Fly wheel and Fly wheel housing bolts in engine assembly line. In this existing method of bolts torquing cycle time is more and also precise control of torque is not possible.

The objective of proposed work is to study the process requirements and Torquing sequence, mounting height details for Main Bearing cap bolts, Cylinder head bolts, Damper and crank pulley, Fly wheel and Fly wheel housing bolts and propose the Electric Nut Runners spindle and Controller Specifications based on the studied process requirements and torquing sequence, mounting height details to the Manufacturer of Electric Nut Runners.

The Proposed work also includes Installation of 5 Electric Nut Runner in Main Bearing cap bolts, Cylinder head bolts, Damper and crank pulley, Fly wheel and Fly wheel housing stations and 10 pneumatic Nut runners at Selected points in Engine assembly line.

The proposed work also involves calculation of bolts torquing cycle time by Existing Manual Air guns and Pre-calibrated Torque wrench method and by using Proposed Electric and Pneumatic Nut runners Method and to determine how proposed methods are more economical compared to existing process.
Finally we discuss here about the working of all the electrical nut runners, there procedure of operation, schematic diagram, and other supportive to nut runners lke PLC programming, Bosch programming.

Scope of the Work:

In six Engine assembly stages namely Main bearing cap bolts, Connecting rod bolts, Cylinder head bolts, Flywheel housing bolts, Flywheel bolts requires high torque with precise control (± 2%). In case of connecting rod bolts in addition to the above, the bolts are to be tightened i.e. “yield to torque”. In these cases number of bolts per engine assembly is ranging from 6 to 36 bolts.
With the targeted increase in production levels to 1500 (during 2007-08) the present production practices need to be more reliable and free from operator dependencies. With enhanced levels of production it is increasingly difficult and practically not possible to achieve a consistent torquing accuracy since the click-type torque wrenches used at present have an accuracy of +/-15%.
In this industry, Present practice of pre-torquing using Pneumatic impact wrenches which is followed by manual torquing with pre-calibrated torque wrenches to ensure the final torque consumes lot of time, leave scope for improper torque application apart from need for extra operator to assist while tightening.

The objective of the company is to increase the capacity of the Assembly shop. Thus the primary option is to reduce the Torquing cycle time.
Application of Electric and Pneumatic Nut Runners results in reduction in torquing cycle time required for the Assembling of Engine, thus solving the problem of the company.

Scope of project extends to the installation of the electrical nut runners, suitable for all the models, conducting trials to test the feasibility of the nut runners with all the models, check all the sequences, calibration of the nut runners, educating the supervisors, workers so the t they can easily use it.

Bolt Terminology

Helix: The curve formed on any cylinder by a straight line in a plane that is wrapped around the cylinder with a forward progression.

External thread: A thread on the outside of a member. An example is the thread of a bolt

Internal thread: A thread on the inside of a member. An example is the thread inside a nut.

Major diameter: The largest diameter of external or internal threads

Axis: The center line running lengthwise through a screw.

Crest: The surface of the thread corresponding to the major diameter of an external thread and the minor diameter of an internal thread.

TWO BIN SYSTEM

MATERIAL MOVEMENT AND STORAGE SYSTEM

TWO BIN SYSTEM
This is standardized storage system which is used in many of the companies. The schematic sketch of the two bin system is shown above. There are 18 such racks which are placed at the 18 stages of the line. This bins contain hard ware items like like nuts, bolts, washers, O rings etc.

Working Procedure:

The racks contain two storage levels and one level. The bins on the top and middle of the rack contain all the parts of an engine which are coming on the respective stage. Items from bins are drawn for engine assembly, after drawing of parts these bins are put in to return line i.e. bottom level.

There are 4 models of engine which are produced and colour code is used to identify bins containing parts for a particular operation.

PLANT LAYOUT

PLANT LAYOUT

DEFINITION

Plant Layout is defined as, “A technique of locating machines, processes and plant services within the factory in order to secure greater possible output of high quality at the lowest possible total cost of production.”

Plant layout provides a broad framework within which production and all other activities have to take place. All facilities like equipment, raw-materials, machinery, tools, fixtures, finished goods, in-process inventories, workers and even scrap and waste etc., are given a proper place in the layout. The design of plant layout is a strategic decision and the analysis and planning of a sound plant layout is very important.

OBJECTIVES OF GOOD PLANT LAYOUT

Some of the important objectives of a good plant layout are:
1) Overall simplification of production process in terms of equipment utilization, minimization of delays, reducing manufacturing time and better provisions for maintenance.
2) Overall integration of man, materials, machinery supporting activities and other considerations in a way that results in the best compromise.
3) Minimization of material handling time and cost by suitably placing the facilities in the best flow sequence.
4) Effective space utilization.
5) Reduced inventory-in-process and easy availability of materials for assembly.
6) Better supervision and control.
7) Worker satisfaction and reduction fatigue.
8) Better working environment and present look to create the same.
9) Minimization of waste and higher productivity.
10) Avoid unnecessary capital investment.
11) Higher flexibility and adaptability to changing conditions.

DETERMINANTS OF LAYOUT

The following factors should be taken into consideration while determining the layout for a factory.

1) Type of Product
The type of product to be produced affects the layout strongly. The layout depends on whether the products are goods or services. If they are goods, then whether they are small or light, heavy or bulky or fragile. Layout designs depend on product designs and quality standards to be maintained as well. Product layout is preferred for one or a few standardized products whereas process layouts are useful for producing a large variety of non standardized products.

2) Type of Production Process
This relates chiefly to the production technology used and the type of materials handled. The type of production system i.e., continuous production, job production, process production and on largely governs the type of plant layout.

3) Volume of Production
The plant layout in a large scale organization will be different from the same in the small scale manufacturing industry especially with respect to material handling equipment, space utilization, communication, etc.

4) Management Policy
A layout can often reflect the policy of the management. It is the Management, within its cost constraints, which has to decide on many matters like nature and quality of products, size of the plant, plans for expansion, storage facilities, employee facilities etc.

5) Service Facilities
The layout of Factory must include proper service facilities required for the comfort and welfare of workers. These include canteen, lockers, gardens, parking area, drinking water, first aid etc.

6) Possibility of Future Expansion
The type of layout depends upon the possibility of future expansion and installation of additional facilities.

TYPES OF LAYOUTS

Plant Layouts can be classified as four basic types. But most of the practical layouts are a suitable combination of these basic types to match the requirements of activities and flow for a particular organization.
The basic types are:
1) Product or Line Layout.
2) Process Layout or Functional Layout or Job Shop Layout.
3) Cellular or Group Layout.
4) Fixed Position Layout.

Product or Line Layout

In this type of layout, only one product, or one type of product is produced in a given area. A product layout is one where work centers and equipment are arranged in a sequence such that the raw material enters at one end of the line and goes from one work centre to the next rapidly in the smooth flow and the finished product is delivered at the other end of the line. In this, each unit of output requires the same sequence of operations from beginning to end.
Eg: Automobile assembly lines, Beverage bottling, Cafeteria, Automatic car washing etc.
Product layouts are suitable for continuous production and are adopted by those organizations which produce a few products in large volume.

A line layout or product layout can be adopted on conditions that

i) Product is standardized.
ii) There is a reasonably stable product demand.
iii) There is a continuous supply of raw material.
iv) There is no breakdown of machinery or absenteeism of key personnel.

Disadvantages:

1) Lack of Flexibility - any change in product requires the modification of layout.
2) Sequence of operation is disturbed if there is any problem at any of the work centers.
3) Capital investment is high.
4) Absence of labor at any of the work centers stops production.

Process Layout or Job Shop Layout

In this type of layout, similar equipments and operations are grouped together to perform similar work in each area. Process layouts are widely used both in manufacturing and other service facilities especially in job and batch production, and non-repetitive type of work. It is employed when designs are not stable and volume of production is small. The path of flow of raw materials through the various sections varies from one product to another. Usually the paths are long and there will be possibility of backtracking.

Eg: Job shops, Hospital, Universities, Large Officers, Paper mills, Cement industries, Chemical industries etc.

Advantages of process layout:

1) It allows variety of products can be made on the same equipment.
2) The equipment is general purpose and less expensive than equipment used in product layouts.
3) The operations can continue, if some equipment is unavailable because of breakdown or planned maintenance.
4) It is suitable for low volume variable demand.
5) Products can be made for specific orders.

Disadvantages of process layout:

1) Scheduling work on equipment is complicated and must be done continuously.
2) High levels of operator skills are needed.
3) Large amount of work-in-progress, more waiting for next operation.
4) Higher total production time.
5) Multiple handling of materials leads to higher materials handling cost.
6) Effective and quick supervision is difficult.
7) Large floor space is required.
8) Rate of production is low. Not feasible to incorporate automation.

Cellular or Group Layout

This is a combination of product and process type of layouts. In this type the area is divided into several cells. Each cell has a few different equipment or facilities so that a 'family' of parts which require similar processing can be produced in each cell. Each member of this 'family' of parts is made complete in this small specialized area with all the necessary machining sequences. Families of parts come together later in another cell for assembly.

This layout is called Group layout since Group Technology is used. Group Technology (GT) is the analysis and comparison of components so as to group them into families with similar characteristics. GT is used to develop a hybrid between pure process layout and pure product layout. This technique is very useful for companies that produce variety of parts in small batches. Each batch can be processed in each cell taking the advantage of a flow line. The application of Group Technology involves two basic steps. The first step is to determine component families or groups. The second step is to arrange equipment used to process a particular family of components. This is similar to having small plants within the plant.

Advantages of Cellular Layout:

1) Reduced material handling cost.
2) Less work-in-process Inventory.
3) Simplified Production Planning and Control.
4) Better Utilization and Specialization of labor.
5) Rate of production is high. Feasible to incorporate automation in each cell.
6) Product variety can be higher than line layout but lesser than process layout.
7) Suitable for incentive Pay Scheme.
8) Delivery times can be estimated more precisely.

Disadvantages:

1) Increased machine down time since machines dedicated to a particular cell may not be used all the time.
2) Cells having a particular combination of facilities may become out-of-date as products and processes change.

Fixed Position Layout

In this type of layout, the product stays in one location while tools, equipments and workers are brought near it and fabrication is carried out. A fixed position layout is appropriate when it is not feasible to move the product because of its size. This type of layout is suitable,
1) when one or few pieces of identical heavy products are to be manufactured
2) when the assembly consists of large number of heavy parts
3) when the cost of transportation of the products being processed are higher than the cost of movement of tools and equipments
Eg: Ship building, building of bridges, agricultural operations, satellite erection, etc.,

Advantages of Fixed Position Layout:

1) Capital investment is lower in the layout.
2) Flexibility to changes in product design.
3) Responsibility for quality can be pin-pointed.
4) Helps in job enlargement and upgrades the skills of the Operator.
5) The workers identify themselves with the product and take extra interest and pride in doing the job.

Disadvantages:

1) Equipment needed for fabrication may not be mobile
2) Work may suffer due to climatic conditions.

LINE BALANCING IN ASSEMBLY LINE

It is an important method of minimizing costs in product or line layout. As we already know, a line layout is one where work centers are arranged in a sequence such that raw material enters at one end of the line and goes from one work centre to the next and the finished product is delivered at the other end of the line.

Although the product layout produces a large volume of goods in a relatively short time, once the line is established there are numerous problems that arise in connection with this type of layout that do not become important in the process layout. One of these complex problems is the problem of line balancing, which might be considered the problem of balancing operations or stations in terms of equal times and times required to meet the desired rate of production. In practical cases, perfect balance is achieved in straight line layouts.

The problem in line balancing is minimizing the idle time on the line for all combinations of workstations subject to certain restrictions. An important restriction is the production volume that is to be produced. If the demands for the product change, then there should be a change in line balancing. Usually an assembly line is used for a variety of products; it becomes necessary to consider a fixed number of workstations.

In general, there are two types of line-balancing situations, each of which involves different considerations. It is sometimes difficult in practical cases to distinguish between the two categories, but it is useful to consider the line balancing problem as: (1) assembly-line balancing and (2) fabrication-line balancing. The distinction refers to the type of operations taking place on the line to be balanced. The term "assembly line" has gained a certain popular interpretation as it is used with reference to the automotive industry. The term "fabrication line", on the other hand, implies a production line made up of operations that form or change the physical or chemical characteristics of the product involved. Machining operations would fit into this classification, as would heat-treat operations.

DESIGN OF MATERIAL HANDLING SYSTEM

Materials handling systems are closely integrated with a plant layout. Many different combinations of equipment could be used to achieve this purpose. In order to move materials at minimum cost the alternative equipment and materials handling system must be carefully evaluated before installation. In addition, the systems that are installed must be reviewed periodically to ensure that it continues to be as effective as possible.

The rapid changes in materials handling technology can make an existing approach obsolete and non-competitive. An increase in production delays by lower machine utilization and greater idle labor time or rise in material breakage or spoilage rates are danger signals.' Such inefficient practices and transferring materials from one container to another can be a major handling problem.

A check list of factors to consider during an audit or in the initial design of a material handling system has been developed. It is the result of considerable experimentation and experience and may serve, as a rough guide in analyzing a materials handling problem; however

• Eliminate all handling as for as possible,
• Maintain a simple line of flow,
• Maintain a steady rate of material flow,
• Mechanized handling wherever economically feasible,
• Accommodate the largest workload possible,
• Minimize travel distance,
• Use flexible equipment wherever possible.

The initial step in the design of a materials handling system is to determine what material must be transported. This may be accomplished by preparing a list of all end products, sub-assemblies, components and raw materials, involved in the production process. When will be the move take place and how much will be moved? To determine this production forecast for end product must be extended until it is possible to estimate the total amount of sub-assemblies, components and raw materials that must be moved. Then the average daily movement required to meet production forecast is determined.

KANBAN SYSTEM

KANBAN SYSTEM

“Kanban” is a pull-based material replenishment system that uses visual signals, such as color-coded cards, to signal to upstream workstations when inputs are required at a downstream workstation. In effect, Kanban is a communication tool for pull-based production. A Kanban could be an empty bin, a card, an electronic display or any suitable visual prompt.
Typically there are two main kinds of Kanban:

1. Production Kanban – A signal from the internal customer to the internal supplier that something is required from the internal supplier.

2. Withdrawal Kanban – A signal from the internal supplier to the internal customer that the supplier has produced something which is available to be withdrawn by the internal customer. In such case the internal supplier doesn’t produce more until the withdrawal is made by the internal customer.

There are many variations on the Kanban system and in fact there are many books dedicated to the topic of how to best apply Kanban.

Many people think the Toyota production system a Kanban system: this is incorrect. The Toyota production system is a way to make products, whereas the Kanban system is the way to manage the Just-in-time production method. In short, the kanban system is an information system to harmoniously control the production quantities in every process. It is a tool to achieve just-in-time production. In this system what kind of units and how many units needed are written on a tag-like card called Kanban. The Kanban is sent to the people of the preceding process from the subsequent process. As a result, many processes in a plant are connected with each other. This connecting of processes in a factory allows for better control of necessary quantities for various products. The Kanban system is supported by the following:
  1. Smoothing of production
  2. Reduction of set-up time design of machine layout
  3. Standardization of jobs
  4. Improvement activities
  5. Autonamation
Kanban is usually a card put in a rectangular vinyl envelope. Two kinds are mainly used: Withdrawal Kanban and Production-ordering Kanban. A Withdrawal Kanban details the kind and quantity of product which the subsequent process should withdraw from the preceding process, while a Production-ordering Kanban specifies the kind and quantity of the product which the preceding process must produce. The Withdrawal kanban shows that the preceding process which makes this part is forging, and the carrier of the subsequent part must go to position B-2 of the forging department to withdraw drive pinions. The subsequent process is machining. The Kanban that shows the machining process SB-8 must produce the crank shaft for the car type. The crank shaft produced should be placed at store F26-18. These cards circulate within Toyota factories, between Toyota and its many co-operative companies, and within the factories of co-operative companies. In this manner, the Kanban can contribute information on withdrawal and production quantities in order to achieve Just-in-time production. Suppose we are making products A, B, and C in an assembly line. The parts necessary to produce these products are a and b which are produced by the preceding machining line. Parts a and b produced by the machining line are stored behind this line, and the production-ordering Kanbans of the line are attached to these parts.

The carrier from the assembly line making product A will go to the machining line to withdraw the necessary part a with a withdrawal kanban. Then, at store, he picks up as many boxes of this part as his withdrawal kanbans and he detaches the production-ordering kanban attached to these boxes. He then brings these boxes back to his assembly line, again with withdrawal kanbans. At this time, the production-ordering Kanbans are left at store a of the machining line showing the number of units withdrawn. These Kanbans will be the dispatching information to the machining line. Part a is then produced in the quantity directed by that number of Kanbans. In this machining line, actually, parts a and b are both withdrawn, but these parts are produced according to the detached order of the production-ordering Kanban.

JUST-IN-TIME PRODUCTION

JUST-IN-TIME PRODUCTION

The idea of producing the necessary units in the necessary quantities at the necessary time is described by the short term Just-in-time. Just-in-time means, for example, that in the process of assembling the parts to build a car, the necessary kind of sub-assemblies of the preceding processes should arrive at the product line at the time needed in the necessary quantities. If Just-in-time is realized in the entire firm, then unnecessary inventories in the factory will be completely eliminated, making stores or warehouses unnecessary. The inventory carrying costs will be diminished, and the ratio of capital turnover will be increased. However, to rely solely on the central planning approach which instructs the production schedules to all processes simultaneously, it is very difficult to realize Just-in-time in all the processes for a product like an automobile, which consists of thousands of parts.

Therefore, in Toyota system, it is necessary to look at the production flow conversely; in other words, the people of a certain process go to the preceding process to withdraw the necessary units in the necessary quantities at the necessary time. Then what the preceding process has to do is produce only enough quantities of units to replace those that have been withdrawn.

Electromechanical braking systems (EMB), also referred to as brake by-wire, replace conventional hydraulic braking systems with a completely “dry” electrical component system. This occurs by replacing conventional actuators with electric motor driven units. This move to electronic control eliminates many of the manufacturing, maintenance, and environmental concerns associated with hydraulic systems.

Electromechanical braking systems (EMB), also called brake by-wire, replace conventional hydraulic braking systems with a completely “dry” electrical component systems by replacing conventional actuators with electric motor-driven units. This move to electronic control eliminates many of the manufacturing, maintenance, and environmental concerns associated with hydraulic systems.

Because there is no mechanical or hydraulic back-up system, reliability is critical and the system must be fault-tolerant. Implementing EMB requires features such as a dependable power supply, fault-tolerant communication protocols (i.e., TTCAN and FlexRay™), and some level of hardware redundancy.

As in electrohydraulic braking (EHB), EMB is designed to improve connectivity with other vehicle systems, thus enabling simpler integration of such higher-level functions as traction control and vehicle stability control. This integration may vary from embedding the function within the EMB system, as with ABS, to interfacing to these additional systems using communication links.

Both EHB and EMB systems offer the advantage of eliminating the large vacuum booster found in conventional systems. Along with reducing the dilemma of working with increasingly tighter space in the engine bay, this elimination helps simplify production of right- and left-hand drive vehicle variants. When compared to those of EHB, EMB systems offer decreased flexibility for the placement of components by totally eliminating the hydraulic system.
Key Benefits

* Connects with emerging systems, such as adaptive cruise control
* Reduces system weight to provide improved vehicle performance and economy
* Assembles the system into the host vehicle simpler and faster
* Reduces pollutant sources by eliminating corrosive, toxic hydraulic fluids
* Removes the vacuum servo and hydraulic system for flexible placement of components
* Reduces maintenance requirements
* Supports features such as hill hold.
* Removes mechanical components for freedom of design
* Eliminates the need for pneumatic vacuum booster systems

EMB systems represent a complete change in requirements from previous hydraulic and electrohydraulic braking systems. The EMB processing components must be networked using high-reliability bus protocols that ensure comprehensive fault tolerance as a major aspect of system design.

The use of electric brake actuators means additional requirements that include motor control operation within a 42-volt power system and high temperature and high density to the electronic components.

In addition to supporting existing communications standards such as CAN and K-line, EMB systems require the implementation of deterministic, time-triggered communications, such as those available with FlexRay, to assist in providing the required system fault tolerance. The EMB nodes may not need to be individually fault tolerant, but they help to provide fail-safe operation and rely on a high level of fault detection by the electronic components.

These new system requirements must be met using high-end components at very competitive prices to replace established, cost-effective technology while maintaining strict adherence to the automotive qualification.

Delivering the large current requirements to stop a large SUV may cause limited adoption at first. The first implementation will be on small car platforms.

Components of the EMB

* Four wheel brake modules
* Electronic controller
* Electronic pedal module with pedal feel simulator and sensors for monitoring driver settings

Advantages of the EMB

* Shorter stopping distances and optimized stability
* More comfort and safety due to adjustable pedals
* No pedal vibration in ABS mode
* Virtually silent
* Environmentally friendly no brake fluid
* Improved crash worthiness
* Space saving, using less parts
* Simple assembly
* Capable of realizing all required braking and stability functions such as ABS, EBD, TCS, ESC, BA, ACC etc.
* Can be easily networked with future traffic management systems
* Additional functions such as an electric parking brake can be integrated easily.

Heat Pipe

Heat Pipe

A heat pipe is a simple device that can quickly transfer heat from one point to another. They are often referred to as the "superconductors" of heat as they possess an extra ordinary heat transfer capacity & rate with almost no heat loss.

or

A heat pipe is a heat transfer mechanism that can transport large quantities of heat with a very small difference in temperature between the hotter and colder interfaces.

The idea of heat pipes was first suggested by R.S.Gaugler in 1942. However, it was not until 1962, when G.M.Grover invented it, that its remarkable properties were appreciated & serious development began.

It consists of a sealed aluminum or copper container whose inner surfaces have a capillary wicking material. A heat pipe is similar to a thermosyphon. It differs from a thermosyphon by virtue of its ability to transport heat against gravity by an evaporation-condensation cycle with the help of porous capillaries that form the wick. The wick provides the capillary driving force to return the condensate to the evaporator. The quality and type of wick usually determines the performance of the heat pipe, for this is the heart of the product. Different types of wicks are used depending on the application for which the heat pipe is being used.

Inside a heat pipe, at the hot interface a fluid turns to vapour and the gas naturally flows and condenses on the cold interface. The liquid falls or is moved by capillary action back to the hot interface to evaporate again and repeat the cycle.

Structure, Design and Construction

A typical heat pipe consists of a sealed pipe or tube made of a material with high thermal conductivity such as copper or aluminium. A vacuum pump is used to remove all air from the empty heat pipe, and then the pipe is filled with a fraction of a percent by volume of working fluid, (or coolant), chosen to match the operating temperature. Some example fluids are water, ethanol, acetone, sodium, or mercury. Due to the partial vacuum that is near or below the vapor pressure of the fluid, some of the fluid will be in the liquid phase and some will be in the gas phase. Having a vacuum eliminates the need for the working gas to diffuse through another gas and so the bulk transfer of the vapour to the cold end of the heat pipe is at the speed of the moving mollecules. The only practical limit to the rate of heat transfer is the speed with which the gas can be condensed to a liquid at the cold end.

Inside the pipe's walls, an optional wick structure exerts a capillary pressure on the liquid phase of the working fluid. This is typically a sintered metal powder or a series of grooves parallel to the pipe axis, but it may be any material capable of exerting capillary pressure on the condensed liquid to wick it back to the heated end. The heat pipe may not need a wick structure if gravity or some other source of acceleration is sufficient to overcome surface tension and cause the condensed liquid to flow back to the heated end.

A heat pipe is not a thermosiphon, because there is no siphon. Thermosiphons transfer heat by single-phase convection. (See also: Perkins Tube, after Jacob Perkins.)

Heat pipes contain no mechanical moving parts and typically require no maintenance, though non-condensing gases (that diffuse through the pipe's walls, result from breakdown of the working fluid, or exist as impurities in the materials) may eventually reduce the pipe's effectiveness at transferring heat. This is significant when the working fluid's vapour pressure is low.

The materials chosen depend on the temperature conditions in which the heat pipe must operate, with coolants ranging from liquid helium for extremely low temperature applications (2–4 K) to mercury (523–923 K) & sodium (873–1473 K) and even indium (2000–3000 K) for extremely high temperatures. The vast majority of heat pipes for low temperature applications use some combination of ammonia (213–373 K), alcohol (methanol (283–403 K) or ethanol (273–403 K)) or water (303–473 K) as working fluid. Since the heat pipe contains a vacuum, the working fluid will boil and hence take up latent heat at well below its boiling point at atmospheric pressure. Water, for instance, will boil at just above 273 K (0 centigrade) and so can start to effectively tranfer latent heat at this low temperature.

The advantage of heat pipes is their great efficiency in transferring heat. They are a much better heat conductor than an equivalent cross-section of solid copper. A heat flux of more than 230 MW/m² has been recorded (nearly four times the heat flux at the surface of the sun).

Active control of heat flux can be effected by adding a variable volume liquid reservoir to the evaporator section. Variable conductance heat pipes employ a large reservoir of inert immiscible gas attached to the condensing section. Varying the gas reservoir pressure changes the volume of gas charged to the condenser which in turn limits the area available for vapor condensation. Thus a wider range of heat fluxes and temperature gradients can be accommodated with a single design.

A modified heat pipe with a reservoir having no capillary connection to the heat pipe wick at the evaporator end can also be used as a thermal diode. This heat pipe will transfer heat in one direction, acting as an insulator in the other.

By limiting the quantity of working fluid in a heat pipe, inherent safety is obtained. Water expands 1600 times when it vapourizes. In a water containing heat pipe if the water is limited to a 1600th of the volume of the heat pipe, the pressure within the pipe up to 100 C is limited to one atmosphere. Calculations can be made to ensure that the pressure is within the limits of the pipe strength at the highest possible working temperature of the device.

Flat heat pipes

Thin planar heat pipes (heat spreaders) have the same primary components as tubular heat pipes. These components are a hermetically sealed hollow vessel, a working fluid, and a closed-loop capillary recirculation system.

Compared to a one-dimensional tubular heat pipe, the width of a two-dimensional heat pipe allows an adequate cross section for heat flow even with a very thin device. These thin planar heat pipes are finding their way into “height sensitive” applications, such as notebook computers, and surface mount circuit board cores. It is possible to produce flat heat pipes as thin as 0.5 mm (thinner than a credit card).

Heat transfer

Heat pipes employ evaporative cooling to transfer thermal energy from one point to another by the evaporation and condensation of a working fluid or coolant. Heat pipes rely on a temperature difference between the ends of the pipe, and cannot lower temperatures at either end beyond the ambient temperature (hence they tend to equalise the temperature within the pipe).

When one end of the heat pipe is heated the working fluid inside the pipe at that end evaporates and increases the vapour pressure inside the cavity of the heat pipe. The latent heat of evaporation absorbed by the vaporisation of the working fluid reduces the temperature at the hot end of the pipe.

The vapour pressure over the hot liquid working fluid at the hot end of the pipe is higher than the equilibrium vapour pressure over condensing working fluid at the cooler end of the pipe, and this pressure difference drives a rapid mass transfer to the condensing end where the excess vapour condenses, releases its latent heat, and warms the cool end of the pipe. Non-condensing gases (caused by contamination for instance) in the vapour impede the gas flow and reduce the effectiveness of the heat pipe, particularly at low temperatures, where vapour pressures are low. The velocity of molecules in a gas is approximately the speed of sound and in the absence of non condensing gases, this is the upper velocity with which they could travel in the heat pipe. In practice, the speed of the vapour through the heat pipe is dependent on the rate of condensation at the cold end.

The condensed working fluid then flows back to the hot end of the pipe. In the case of vertically-oriented heat pipes the fluid may be moved by the force of gravity. In the case of heat pipes containing wicks, the fluid is returned by capillary action.

When making heat pipes, there is no need to create a vacuum in the pipe. One simply boils the working fluid in the heat pipe until the resulting vapour has purged the non condensing gases from the pipe and then seals the end.

An interesting property of heat pipes is the temperature over which they are effective. Initially, it might be suspected that a water charged heat pipe would only work when the hot end reached the boiling point (100 °C) and steam was transferred to the cold end. However, the boiling point of water is dependent on absolute pressure inside the pipe. In an evacuated pipe, water will boil just slightly above its melting point (0 °C). The heat pipe will operate, therefore, when the hot end is just slightly warmer than the melting point of the working fluid. Similarly, a heat pipe with water as a working fluid can work well above the boiling point (100 °C), if the cold end is low enough in temperature to condense the fluid.

The main reason for the effectiveness of heat pipes is the evaporation and condensation of the working fluid. The heat of vaporization greatly exceeds the sensible heat capacity. Using water as an example, the energy needed to evaporate one gram of water is equivalent to the amount of energy needed to raise the temperature of that same gram of water by 540 °C (hypothetically, if the water was under extremely high pressure so it didn't vaporize or freeze over this temperature range). Almost all of that energy is rapidly transferred to the "cold" end when the fluid condenses there, making a very effective heat transfer system with no moving parts.

Applications

Grover and his colleagues were working on cooling systems for nuclear power cells for space craft, where extreme thermal conditions are found. Heat pipes have since been used extensively in spacecraft as a means for managing internal temperature conditions.

Heat pipes are extensively used in many modern computer systems, where increased power requirements and subsequent increases in heat emission have resulted in greater demands on cooling systems. Heat pipes are typically used to move heat away from components such as CPUs and GPUs to heat sinks where thermal energy may be dissipated into the environment.

Solar Thermal

Heat pipes are also being widely used in solar thermal water heating applications in combination with evacuated tube solar collector arrays. In these applications, distilled water is commonly used as the heat transfer fluid inside a sealed length of copper tubing that is located within an evacuated glass tube and oriented towards the sun.

In solar thermal water heating applications, an evacuated tube collector can deliver up to 40% more efficiency compared to more traditional "flat plate" solar water heaters. Evacuated tube collectors eliminate the need for anti-freeze additives to be added as the vacuum helps prevent heat loss. These types of solar thermal water heaters are frost protected down to more than -3 °C and are being used in Antarctica to heat water.

Pipelines over permafrost

Heat pipes are used to dissipate heat on the Trans-Alaska Pipeline System. Without them residual ground heat remaining in the oil as well as that produced by friction and turbulence in the moving oil would conduct down the pipe's support legs. This would likely melt the permafrost on which the supports are anchored. This would cause the pipeline to sink and possibly sustain damage. To prevent this each vertical support member has been mounted with 4 vertical heat pipes.

Design Considerations

The three 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 therefore be leak-proof, maintain the pressure differential across its walls, and enable transfer of heat to take place from and into the working fluid.

Selection of the container material depends on many factors. These are as follows:

* Compatibility (both with working fluid and external environment)

* Strength to weight ratio

* Thermal conductivity

* Ease of fabrication, including welding, machineability and ductility

* Porosity

* Wettability

Most of the above are self-explanatory. A high strength to weight ratio is more important in spacecraft applications. The material should be non-porous to prevent the diffusion of vapor. A high thermal conductivity ensures minimum temperature drop between the heat source and the wick.



Working fluid

A first consideration in the identification of a suitable working fluid is the operating vapour 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:

* compatibility with wick and wall materials

* good thermal stability

* wettability of wick and wall materials

* vapor pressure not too high or low over the operating temperature range

* high latent heat

* high thermal conductivity

* low liquid and vapor viscosities

* high surface tension

* acceptable freezing or pour point

The selection of the working fluid must also be based on thermodynamic considerations which are concerned with the various limitations to heat flow occurring within the heat pipe like, viscous, sonic, capillary, entrainment and nucleate boiling levels.

In heat pipe design, a high value of surface tension is desirable in order to enable the heat pipe to operate against gravity and to generate a high capillary driving force. In addition to high surface tension, it is necessary for the working fluid to wet the wick and the container material i.e. contact angle should be zero or very small. The vapor pressure over the operating temperature range must be sufficiently great to avoid high vapor velocities, which tend to setup large temperature gradient and cause flow instabilities.

A high latent heat of vaporization is desirable in order to transfer large amounts of heat with minimum fluid flow, and hence to maintain low pressure drops within the heat pipe. The thermal conductivity of the working fluid should preferably be high in order to minimize the radial temperature gradient and to reduce the possibility of nucleate boiling at the wick or wall surface. The resistance to fluid flow will be minimized by choosing fluids with low values of vapor and liquid viscosities. Tabulated below are a few mediums with their useful ranges of temperature.

Fuel Energizer

Fuel Energizer

In this era of increasing fuel prices, here a device called ‘FUEL ENERGIZER’ help us to Reduce Petrol /Diesel /Cooking gas consumption up to 28%, or in other words this would equal to buying the fuel up to 28% cheaper prices.When fuel flow through powerful magnetic field created by Magnetizer Fuel Energizer, The hydrocarbons change their orientation and molecules in them change their configuration. Result: Molecules get realigned, and actively into locked with oxygen during combustion to produce a near complete burning of fuel in combustion chamber.

INTRODUCTION

Today’s hydrocarbon fuels leave a natural deposit of carbon residue that clogs carburetor, fuel injector, leading to reduced efficiency and wasted fuel. Pinging, stalling, loss of horsepower and greatly decreased mileage on cars are very noticeable. The same is true of home heating units where improper combustion wasted fuel (gas) and cost, money in poor efficiency and repairs due to build-up.

Most fuels for internal combustion engine are liquid, fuels do not combust until they are vaporized and mixed with air. Most emission motor vehicle consists of unburned hydrocarbons, carbon monoxide and
oxides of nitrogen. Unburned hydrocarbon and oxides of nitrogen react in the atmosphere and create smog. Smog is prime cause of eye and throat irritation, noxious smell, plat damage and decreased visibility. Oxides of nitrogen are also toxic.

Generally fuels for internal combustion engine is compound of molecules. Each molecule consists of a number of atoms made up of
number of nucleus and electrons, which orbit their nucleus. Magnetic movements already exist in their molecules and they therefore already have positive and negative electrical charges. However these molecules have not been realigned, the fuel is not actively inter locked with oxygen during combustion, the fuel molecule or hydrocarbon chains must be ionized and realigned. The ionization and realignment is achieved through the application of magnetic field created by ‘Fuel Energizer’

Definition
Today's hydrocarbon fuels leave a natural deposit of carbon residue that clogs carburetor, fuel injector, leading to reduced efficiency and wasted fuel. Pinging, stalling, loss of horsepower and greatly decreased mileage on cars are very noticeable. The same is true of home heating units where improper combustion wasted fuel (gas) and cost, money in poor efficiency and repairs due to build-up.

Most fuels for internal combustion engine are liquid, fuels do not combust until they are vaporized and mixed with air. Most emission motor vehicle consists of unburned hydrocarbons, carbon monoxide and oxides of nitrogen. Unburned hydrocarbon and oxides of nitrogen react in the atmosphere and create smog. Smog is prime cause of eye and throat irritation, noxious smell, plat damage and decreased visibility. Oxides of nitrogen are also toxic.

Generally fuels for internal combustion engine is compound of molecules. Each molecule consists of a number of atoms made up of number of nucleus and electrons, which orbit their nucleus. Magnetic movements already exist in their molecules and they therefore already have positive and negative electrical charges. However these molecules have not been realigned, the fuel is not actively inter locked with oxygen during combustion, the fuel molecule or hydrocarbon chains must be ionized and realigned. The ionization and realignment is achieved through the application of magnetic field created by 'Fuel Energizer'

WHAT FUEL ENERGIZER DOES?

" More mileage (up to 28% increase) per liter due to 100% burning fuel.
" No fuel wastage.
" Increased pick-up.
" Reduced engine noise.
" Reduced smoke.
" Faster A/C cooling.
" Smooth running, long term maintenance free engine.
" 30% extra life for expensive catalytic converter.

HOW TO INSTALL?

Magnetizer Fuel Energizer (eg:- Neodymium super conductor - NSCM) is installed on cars, trucks immediately before carburetor or injector on fuel line. On home cooking gas system it is installed just before burner.

THE MAGNETIZER & HYDROCARBON FUEL

The simplest of hydrocarbons, methane, (CH4) is the major (90%) constituent of natural gas (fuel) and an important source of hydrogen. Its molecule is composed of one carbon atom and four hydrogen atoms, and is electrically neutral. From the energy point of view, the greatest amount of releasable energy lies in the hydrogen atom. Why? In octane (C8H18) the carbon content of the molecule is 84.2%. When combusted, the carbon portion of the molecule will generate 12,244 BTU (per pound of carbon). On the other hand, the hydrogen, which comprises only 15.8% of the molecular weight, will generate an amazing 9,801 BTU of heat per pound of hydrogen