Beruflich Dokumente
Kultur Dokumente
First International
Symposium on Automotive and
Manufacturing Engineering (SAME)
Editors
Dr Mushtaq Khan
Dr Syed Husain Imran Jaffery
November 26-27
2015
ISBN: 978-969-8535-35-3
TABLE OF CONTENTS
Paper ID
Paper Title
Page
No
SAME-01
SAME-02
10
SAME-03
19
SAME-04
27
SAME-05
36
SAME-06
43
SAME-07
49
SAME-08
56
SAME-09
CZM based Strength Prediction for Scarf Adhesive Joints with Varying
Bondline Angle
63
SAME-10
68
SAME-11
75
SAME-12
81
SAME-13
89
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
SAME-01
School of Mechanical & Manufacturing Engineering, National University of Sciences and Technology (NUST),
Sector H-12,
Islamabad, 44000, Pakistan.
Diesel
I. INTRODUCTION
The power required by the car for motion comes from
engine which converts different forms of energy into
kinetic energy and supply it to wheels. In the early stages
of the development of cars, fossil fuels such as diesel and
gasoline were used as a source of energy. With the
passage of time, electric power started to be used in
special category of vehicles known as electric vehicles.
After the commercialization and overwhelming
acceptance, the number of cars on road keeps on
multiplying. Due to which prices of fuels also started to
rise.
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
HINO EC100
Type
97 mm x 113mm
Piston displacement
5.01 Liter
Compression ratio
20.3:1
110mm
Firing order
1-4-2-6-3-5
96.92mm
Injection timing
18 deg B.T.D.C
6.54mm
Depth of Hole
5.84mm
Valve clearance
Intake 0.25mm
Distance from each T C to Sleeve inner Side
0.7mm
2.5mm
(Cold)
Injection Nozzle
Exhaust 0.25mm
120kg/cm2
Pressure
Engine oil Capacity
12.5 Liters
Cooling Capacity
27 Liters
(Engine &Radiator)
Electrical Voltage
24 Volt
1-5kg/cm2
pressure
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
B. Temperature from Flywheel Side
a) Temperature at B6 and B5
We know that B6 and B5 are near to the top position the
sleeve/liner so the temperature is high at these positions
due to nearest position to the combustion chamber and
also Number sixth cylinder is at the end so here is small
path for cooling water so the temperature is high as
compare to the Pump and Thrust side of liner and
gradually temperature decreases to the down position
b) Temperature at B4 and B3
IV. RESULTS
Temperature data from instrumented liner was plotted
in Microsoft Excel when engine was rotated at 1000
RPM with 25% load. Three charts were generated against
three different sides of the liner i.e. Pump Side (P),
Flywheel Side (B) and Thrust side (T).
A. Temperature from Pump Side
a) Temperature at P6 and P5
We know that P6 and P5 are near to the top position the
sleeve/liner so the temperature is high at these positions
due to nearest position to the combustion chamber and
gradually temperature decreases to the down position
b) Temperature at P4 and P3
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Figure 9: Temperature profiles for 1000 engine speed at 25% load at Pump side
Figure 10: Temperature profiles for 1000 engine speed at 25% load at Thrust side
Figure 11: Temperature profiles for 1000 engine speed at 25% load at flywheel side
V. CONCLUSIONS
The liner temperature profile was measured by
mounting K-type Thermocouple temperature sensors
around the cylinder liner. In total eighteen
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
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SAME-02
INTRODUCTION
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
For low pressure recovery of gas first one-factor-at-atime (OFAT) approach is deployed (i.e., suction
pressure was analyzed by varying and other factors
were held constant). Furthermore, factorial experiment
was conducted by varying various factors together.
One factor at a time: In this scenario, the suction
pressure is first analyzed and all the other factors are
unchanged. The suction pressure is changed from 125150PSIG while each factor is changed with respect to
its ranges keeping other factors constant. The range of
temperature is varied from 130-1400F. Range of
specific gravity is changed from 0.66 to 0.70 while the
range of compression ratio and RPM is changed from
2.70 to 2.90 and 950-1120 RPM, respectively.
TABLE II: One Factors is Changed
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
2.9
3.5
2.85
3
2.5
2.7
3.52
Gas Flow
2.75
2.65
2.6
2.55
120
125
130
135
140
145
150
155
Suction Pressure
Gas Flow
Gas Flow
2.8
3
1.5
2.5
1
2
0.5
1.5
0
1 125
Gas flow
130
135
0.5
140
145
150
155
138
140
142
Suction Pressure
0
130
132
134
136
Temperature
14
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Gas Flow
Gas Flow
Gas Flow
Gas Flow
2.55
Gas Flow
2.5
2.65
2.45
2.6
2.65
2.4
2.55
2.35
2.6
2.5
2.3
2.55
2.45
2.25
2.5
2.4
2.2
2.35
2.45
2.3 125
2.4
2.25
2.35
2.2
2.3 130
2.25
2.2
0.65
130
135
140
145
150
155
138
140
142
0.69
0.7
0.71
Suction Pressure
132
134
136
Temperature
0.66
0.67
0.68
Specific Gravity
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Gas Flow against Suction Pressure, Temperature, Specific gravity,
RPM and Compression ratio
3.1
3.5
3
0
2
1
130
135
140
145
150
155
138
140
142
Suction Pressure
132
134
136
1.5
0.5
Temperature
1
0
0.5
0.65
0.66
0.67
0.68
0.69
0.7
0.71
Specific Gravity
1000
1020
1040
1060
1080
3
3.1
2.9
3
2.8
2.9
3.1
2.7
2.6
2.83
3.1
2.5
2.7
2.9
2.43
2.6
2.8 125
130
135
2.9
1100
1120
1140
RPM
140
145
150
155
138
140
142
0.69
0.7
0.71
Suction Pressure
2.5
2.7
3.1
2.8
2.4
2.6
3 130
2.7
2.5
132
134
136
Temperature
2.9
0
980
130
2
2.5
3.5
1.5
2
1
3
1.5
0.5
3.5
2.5
0
1
3
2 125
0.5
2.5
1.5
Gas Flow
2.5
3
2.4
2.6
2.8 0.65
0.66
0.67
2.5
0.68
Specific Gravity
2.7
2.4
2.6
2.5
980
1000
1020
1040
1060
1080
1100
1120
1140
RPM
2.4
2.65
2.7
2.75
2.8
2.85
2.9
2.95
Compression Ratio
ENVIRONMENTAL BENEFITS
Oil and gas industry, refinery and petrochemical
plants, based on type of manufactured products and
waste materials. Chemicals and industrial processes
also produce pollution. As a result, these contaminants
might polluting weather, soil, air and it causes serious
damage to humans and environment. Table VII and
table VIII showcontaminants quantity of flare gas of
2014 and 2015. By comparison of both tables it
concluded that by the recovery of flare gas the affect
of contaminant gases is reduced.
TABLE VII: Contaminant Quantity PER G/M3 of
Flare Gas of Nashpa Oil and Gas Field 2014
16
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[1]
[2]
[3]
[4]
TABLE VIII: Contaminant Quantity PER G/M3 OF
Flare Gas of Nashpa Oil and Gas Field 2015
V.
SUMMARY AND
CONCLUSIONS
[5]
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[16]
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SAME-03
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II. Experimentation
Two piece split die made from AISI 1060 steel was
used during experimentation. The die was
manufactured by initially cutting metal blocks on
DK7740 Wire EDM shown in Fig. 1, followed by
surface grinding. Cavity was machined into the split
die by using automatic control die sinking EDM Neuar
M30 shown in Fig. 2.
Figure 3.
20
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Comp.
Cr Fe
Mn
Ni
Si
Wt. %
0.0
8
20
10.
5
66.
3
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
VIII. SIMULATION
Numerical simulation of the tube hydroforming
process, specifically for our case was carried out on
ABAQUS/StandardTM. Detailed finite element analysis
was performed in 3-D axisymmetric environment. The
die was modeled as an analytical rigid surface which
does not require meshing and tube was modeled as a
deformable shell of 47 mm length and 1 mm thickness,
the elastic and plastic material properties of Stainless
Steel AISI304 were assigned to the tube section which
were taken from ASM Atlas of Stress Strain Curves
[20] as shown in Fig. 7.
diagram
of
the
tube
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Figure 8.
conditions
Figure 11.
(a) AISI SS304 tube before
hydroforming (b) shape of tube after hydroforming
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
R 3mm
R 3mm
10mm16mm
(a)
(b)
Table 2:
Compariso
n of
Analytical
and
Numerical
results
Analytical
Parameter Calculatio
s
n
Hoop
Stress
8.75E+08
8.12E+08
Hoop
Strain
4.17E-03
3.12E-03
Longitudi
nal Stress
4.13E+08
4.91E+08
Longitudi
nal Strain
1.97E-03
2.08-03
Equivalent
Stress
7.58E+08
Numerical
Simulation
6.67E-03
= 2 + 2
(3)
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[3]
[4]
[5]
[6]
[7]
[8]
[9]
[10]
[11]
[12]
[13]
[14]
[15]
[16]
[17]
[18]
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[19]
[20]
[21]
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SAME-04
Dept. of Control and Simulation, Center of Excellence in Science & Applied Technologies Islamabad,
Pakistan
arsalan1@mail.nwpu.edu.cn
XI. INTRODUCTION
In recent years, a technology breakthrough has
been achieved in vehicular automation to extend
previously manual, teleoperated and semiautonomous vehicles to fully robotic or autonomous
systems [1]. Thus, the trend in automotive industry
has transitioned from classical mechanical control to
drive-by-wire system (drive-by-wireless for
teleoperated vehicles) and finally to driver-less
vehicles [2-4] as shown in fig.1. In this paper, we
discuss some basic subsystems of such complex
systems with special consideration on real-time
communication, computation and control. While
ensuring successful design iteration, a multi-domain
integrated approach is required for these safety
critical hard real time embedded systems which have
to sense and control vehicles stability, tracking,
braking, steering and navigation. In-vehicle
embedded networks e.g. CAN, LIN, FlexRay etc.
are used as a communication bus to connect all
electronic control units (ECUs), sensors and
actuators in a dependable/fault tolerant architecture
[5]. Therefore, time dependency of critical
information must be ensured through intelligent
design of communication system [6].
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Fig. 1.
Project/Le
ader
E.
Dickmanns
PROMET
HEUS
CMU
Navlab
Carsense
Coun
try
Germ
any
Germ
any
USA
DARPA
demo III
ParkShuttle
DARPA
Challenge
II
DARPA
Challenge
III
USA
Vis-lab
Italy
Google
SDC
USA
EU
Germ
any
USA
USA
Platform/Theme
Year
1980
s
Autobahn
198795
11
different 1995
vehicles
Alfa 156 Sport 2000wagon 2.0
02
Collision
2001
avoidance demo
Automatic Shuttle 2002
Service
Autonomous drive 2005
in rough terrain
without traffic
Autonomous drive 2007
in
urban
environment with
traffic
Piaggio
Porter 2012
Electric vans
Lexus
RX450h 2013
SUVs
Mercedes-Benz
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Fig. 2.
TABLE II.
Autono
my
Level 0
Level 1
Level 2
Level 3
Fig. 3.
Level 4
compromising on safety
Autonomous car can drive it-self
without a human driver. Computer
has full control
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Subsystem
t r (s)
Antilock
Brake
System
Engine
Manageme
nt
Air Bag
< 2x104
Navigation
System
104
Reliabilit Comments
y
requirem
ents
high
Fail-safe
design
10-100
high
Robust
control
104
Very
high
moderate
DSP based
switching
Reliable
sensor in
case of GPS
outages
Fig. 4.
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Fig. 5.
Fig. 6.
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Fig. 7.
[2]
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[4]
[11]
[12]
[5]
[6]
[13]
[14]
[15]
[16]
[17]
[18]
[7]
[8]
[9]
34
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[20]
[21]
[22]
[23]
[24]
[25]
[26]
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SAME-05
Muhammad Ijaz Afzal1, Shahid Ikramullah Butt1, Mushtaq Khan1 and Syed Hussain Imran Jaffery1
1
School of Mechanical & Manufacturing Engineering, National University of Sciences and Technology (NUST),
Sector H-12, Islamabad, 44000, Pakistan
drshahid@smme.nust.edu.pk
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IX. CONCLUSION
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
REFERENCES
[1] Qureshi, M. Ejaz., 2008. Analysis of Residual
Stresses & Distortions in circumferentially
welded thin walled cylinders. Thesis (PhD).
NUST Islamabad.
[2] H.L.Lin, C.P. Chou. Optimization of GTA
welding process using the Taguchi method
and a neural network. Science and
technology of welding and joining. Volume
11, Issue 1 (01 February 2006), pp. 120-126
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SAME-06
Index
Terms
Reconfigurability,
Manufacturing Systems, Virtual Engineering,
Virtual Commissioning, Virtual Universe Pro
I. INTRODUCTION
Manufacturers for surviving in this global
world cannot afford to focus on design and
manufacturing of single product, instead
manufacturing technology today have to focus on
producing product families according to customer
demands in variable capacities [1]. The required
manufacturing systems can be described by
aggressive competitions on global scale driven by
rapid changes in process technology. High quality
variable capacity and responsiveness are the
objectives of todays market [2]. Therefore, to
sustain competitiveness in this dynamic market,
manufacturers are required to design production
systems with sufficient flexibility to produce
variety of products (within a product family)
without compromising on the quality [3]. In
addition these systems have to be easily
upgradable with the ability to absorb new
technologies, allowing manufacturers to quickly
launch new products with higher production rates
and rapid adjustment of production capacity [4].
Thus it is necessary to introduce new
manufacturing paradigms capable of responding to
fluctuating market demands. On the basis of
flexibility, production rate, process technology and
economic objectives, different types of production
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2.
3.
V. REFERENCES
D. H. Liles and B.L. Huff, "A computer
based production scheduling architecture
suitable for driving a reconfigurable
manufacturing system," Computers &
Industrial Engineering, 1990. 19(1): p. 1-5.
M. R. Abdi and A.W. Labib, "A design
strategy for reconfigurable manufacturing
systems
(RMSs)
using
analytical
hierarchical process (AHP): a case study",
International Journal of Production
Research, 2003. 41(10): p. 2273-2299.
S. E. Chick, T. L. Olsen, K. Sethuraman,
K. E. Stecke and C. C. White, "A
descriptive multi-attribute model for
reconfigurable machining system selection
examining buyer-supplier relationships,"
International
Journal
of
Agile
Management Systems, 2000. 2(1): p. 3348.
4.
5.
6.
7.
8.
9.
A.
M.
Deifand
W.
ElMaraghy,
"Investigating optimal capacity scalability
scheduling
in
a
reconfigurable
manufacturing system," The International
Journal of Advanced Manufacturing
Technology, 2007. 32(5-6): p. 557-562.
10.
11.
12.
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SAME-07
Simulation of Turbulent Flow over a Single and Tandem NACA 0012 Airfoils
Mudassar Hussain1 and Emad Uddin1
1
School of Mechanical & Manufacturing Engineering, National University of Sciences and Technology (NUST),
Sector H-12, Islamabad, 44000, Pakistan
emaduddin@smme.nust.edu.pk
Turbulent
Flow,
I. INTRODUCTION
ing design is a critical process. When a body moves
Win air, it experiences a resultant force that tends to
resist its motion. However, there is a certain class of
body for which lift is significantly greater than the
drag. This type of body is quite suitable for use as a
wing structure for the flight of an aircraft[1]. When an
aircraft moves through air, the air moves above and
below the wing of the aircraft. The upper surface of the
wing is designed in such a manner that the air rushing
over the top speeds up and stretches out. From
Bernoullis principle we know that, where speed is
high pressure is low and vice versa. Since the air above
the wing is moving with a high velocity so it creates a
low pressure region above the wing. In a similar
manner a high pressure region is created below the
wing. Since the air moves from a region of high
pressure to a region of low pressure, therefore the air
beneath the surface tends to lift the wing. The more the
velocity, the more the lift.
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Value
Velocity of flow
43.821 m/s
Operating temperature
300 K
Operating pressure
101325 Pa
Model
Spalart Allmaras (1
equation)
Density of fluid
1.225 kg/m3
Kinematic viscosity
1.4607 10-5
Reynolds number
3 106
Length
1m
Angle of Attack
-8,-4,0,6,12,17
Fluid
Air
V. METHODS
In order to discretize the governing equations for fluid
flow various methods have been developed. Since
ANSYS Fluent was used to carry out the simulation of
the airfoils, so finite volume method is used for the
solution of the problem. A simple scheme has been
used for the pressure-velocity coupling. In finite
volume method, the property values are stored at nodal
points, so an interpolation is required to establish
values at faces. In case of our problem, second order
upwind scheme for momentum and modified turbulent
viscosity have been used. Green-Gauss cell based
gradient scheme has been used. Pressure staggering
option has been used as a pressure interpolation
scheme.
VI. RESULTS
After the simulation results were compiled and
analyzed. A summary of these results is presented
below:
A. Contours of Pressure Coefficient
The contours of pressure coefficient for various angles
of attack are presented below:
From the above contour, we can see that there are two
regions. The region at the leading edge is a high
pressure region while a low pressure region on the
upper surface of airfoil. From Bernoulli equation, we
know that where speed is high pressure is low and vice
versa. A similar behavior is observed in case of
contours for other angles of attack. These contours are
shown below.
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C. Grid Independence
In order to identify the number of cells at which the
problem is independent of grid, case was simulated for
various number of cells. The variation of lift and drag
with number of cells is shown in Fig. 14 and Fig. 15
respectively.
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
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[1]
[2]
[3]
[4]
[5]
[6]
[7]
[8]
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
SAME-08
Emad Uddin , Muhammad Saif Ullah Khalid , Aamir Mubashar , Hyung Jin Sung
1 School of Mechanical and Manufacturing Engineering (SMME), National University of Sciences and Technology
(NUST), Islamabad, Pakistan.
2
Department of Mechanical Engineering, KAIST 291 Daehak-ro, Yuseong-gu, Daejeon 305-701, Korea
emaduddin@smme.nust.edu.pk
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4. CONCLUSIONS
We examined the dynamics of energy harvesting
flexible flag behind a half cylinder undergoing passive
flapping modes subjected to a uniform viscous flow by
using the immersed boundary method. Analysis was
carried out under different conditions by varying
, , and . For passive flapping, an
increase in bending stiffness for 0.04 0.08 and
the length ratio of the flag (1.5 / 1.9) cause an
increase in the bending energy. Increase in bending
stiffness is accompanied by an increase in the flag
deformation, and the dominant flapping frequency also
is increased. Constructive mode is observed for the
optimal bending energy region when the streamwise
distance is increased. Also, unidirectional curvature is
attributed to the lower bending energy while the
bidirectional curvature is attributed to the higher
bending energy. By analyzing the passive flapping, we
obtained the optimal length of the flag, gap distance
between the flag, D-cylinder, and the bending rigidity.
The flag-in-fluid system suggested a mechanism by
which advantages may be gained via the vortexflexible body interactions in the energy harvesting eel.
REFERENCES
[1] J.J. Allen and A. J. Smits, 2001, Energy
harvesting eel, Journal of Fluids and Structures, vol.
15(34), pp. pp. 629640, 2001.
[2] A. Barrero-Gil, G. Alonso and A. Sanz-Andres,
Energy harvesting from transverse galloping,
Journal of Sound and Vibration, vol. 329(14), pp.
28732883, 2010.
[3] M. M. Bernitsas, K. Raghavan, Y. Ben-Simon and
E. M. H. Garcia, VIVACE (Vortex Induced Vibration
Aquatic Clean Energy): a new concept in generation of
clean and renewable energy from fluid flow, J.
Offshore Mech. Arct. Eng., vol. 130, pp. 041101,
2008.
[4] Z. Peng, and Q. Zhu, Energy harvesting through
flow-induced oscillations of a foil, Phys. Fluids, vol.
21, pp. 123602, 2009.
[5] K. Singh, S. Michelin and E. De Langre, The
effect of non-uniform damping on flutter in axial flow
and energy harvesting strategies, Proc. R. Soc. A, vol.
468, pp. 36203635, 2012.
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SAME-09
CZM based Strength Prediction for Scarf Adhesive Joints with Varying
Bondline Angle
Aamir Mubashar1, I. A. Ashcroft2, Erum Aamir3
Department of Mechanical Engineering, School of Mechanical and Manufacturing Engineering, National University
of Sciences and Technology, H-12, Islamabad, Pakistan,
2
I.
INTRODUCTION
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
EXPERIMENTAL METHODS
Figure 1.
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
IV.
Figure 2.
Scarf joint meshing scheme. The zero
thickness adhesive layer is shown on the left.
Since no damage occurs under compression, a
Macaulay Bracket is used in Eq 1. Values of different
parameters used for the cohesive zone law are given in
Table 1. The values are based on the cohesive zone law
studies conducted for single lap joints [6], however, a
lower value of tripping traction was used for scarf
joints, as compared to the single lap joints, owing to the
difference in stress state of the two joints. The scarf
joint was held from one end and displacement loading
was applied to the other end to obtain the failure
response of the scarf joints.
THE COHESIVE ZONE MODEL PARAMETERS
FOR SINGLE LAP JOINT.
TABLE I.
Tripping
traction c
(MPa)
32
Figure 3.
Stiffness
K (N/mm3)
1 x 105
Cohesive
energy Gcoh
(kJ/mm2)
2.9
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Figure 5.
(a)
Experimental force-displacement
response of scarf joints.
(b)
(c)
Figure 6.
Damage predicted by CZM in the
scarf joints with bondline angle of (a) 0 (b) 9.5 and
(c) 26.5.
Figure 4.
Experimental force-displacement
response of scarf joints.
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Figure 7.
Comparison of experimental and finite
element method predicted failure loads for scarf joints.
V.
CONCLUSIONS
REFERENCES
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
SAME-10
Department of Industrial and Manufacturing, NED University of Engineering and Technology, Karachi,
Pakistan.
mfahad@neduet.edu.pk
Abstract
This paper outlines the fabrication of threedimensional (3D) printing machine using fused
deposition modeling technique. The purpose of this
research was to fabricate a low cost 3D printer to be
used in schools and households. In 3D printing a
computer aided design (CAD) model is converted into
G-codes which are used by the controller to print the
model. The three commonly used techniques for 3D
printing are fused deposition modeling (FDM),
selective laser sintering (SLS) and stereolithography
(STL). The fabricated 3D printer is based on FDM
technique. In fused deposition modeling a plastic
filament is used which is melted and deposited by a
nozzle layer by layer on a bed forming a replicate of
CAD model. Detailed discussion on design of our 3D
printer is made involving the steps of manufacturing of
some major components. Furthermore costing of the
individual component of printer is mentioned. In the
end comparisions were made between a commercial 3D
printer and the fabricated one.
Keywords: Fabrication, 3D printer, FDM, design.
VI. INTRODUCTION
This paper is the outcome of the project done in final
year engineering project-making. The aim is to
manufacture a low cost three-dimensional printing (3DP)
machine to promote the use of 3DP in Pakistan. 3DP is
an additive manufacturing technique in which layers of
plastic are deposited one over another to form an object
which is replicate of a computer aided design (CAD)
68
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
69
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
D. DESKTOP PRINTERS
Desktop printers like Prusai3, Ultimaker, and
Makerbot etc. all are Cartesian co-ordinate printers. The
success of desktop printers is due to their high quality as
compared to their costs. Some of these printers like
Repraps are self replicating as many of their parts are
made of plastic and can easily be 3D printed.
Reprap forum provides all the basic information needed
for making a desktop 3-D printer.
FDM technology has become so powerful that
researchers at MIT have achieved glass printing through
a nozzle [8] plus the advancements made in the
development of different filaments have opened up gates
for 3D printed electronics board as well [9].
In Pakistan 3DP is not as common as in other
countries. Pakistan does not have any 3D printer
manufacturing firm. The common misconception
prevailing in Pakistan is that 3D printing is expensive
and time consuming which is untrue. In the following
study an attempt has been made to modify certain
components of a desktop 3D printer and make a low cost
3D printer in Pakistan with all the possible resources
available in the country.
VII. METHODOLOGY
The methodology we adopted for fabricating the
machine is discussed in this section. Fabrication of
major components is also discussed in detail.
A. Frame
The construction of the frame is inspired from
Ultimaker as showm in Figure.1, however few changes
are made to minimize the cost. The frame is erected out
of steel conduits which are welded to form a cubic
structure. Brackets are used to hold motors and rods.
Ball bearings are tight fit into brackets. These brackets
are fixed with nuts and bolts on the conduits.
B. X- Y Axes Assembly
The X-Y axes are controlled using NEMA17 Stepper
motors coupled with Steel rods that are mounted with
timing pulleys and belts in order to make the nozzle
move in the desired direction. Also a slider facilitates the
smooth motion of the nozzle and helps to equally
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
2) Sliders
The slider facilitates the smooth movement of the
nozzle. Its function is to grip the timing belt and move
with it. The material of slider is Aluminum. They are
fitted with LM8UU bearing for smooth linear movement
on the surface of the steel rod. While on the other face of
the slider an eight millimeter diameter hole is drilled to
hold the extruder assembly as per the design (see Fig. 6).
On the top surface of the slider a Carbon Steel plate is
screwed, this plate has grooves with the same pitch as
the belt for gripping the belt.
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
C. Extruder
The cold end of extruder is made up of Aluminum. It
has an adjustable bearing assembly as shown in Fig. 7.
The bearing could be adjusted such that the filament
could be driven properly into the nozzle. A stepper
motor with a knurled bush provides the necessary grip to
push the filament forward. The cold end of extruder is
manufactured completely in Pakistan, at NED University
of engineering and technology, manufacturing lab while
the hot end (consisting of heat sink, 0.4mm nozzle, and
40 watt heater) is imported from China.
The cold end of extruder assembly is divided into two
separate sub assemblies
1. The motor assembly
2. The adjustable bearing assembly
Steps of Manufacturing
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
D. Electronics
We have used RepRap Arduino Mega Pololu Shield
(RAMPS) for our 3D printer. It is commonly used
electronics board for desktop 3D printers. It uses an
Arduino board which serves as a brain of printer, Pololu
drivers DRV8825 are used for driving motors and ATX
power supply is used.
VIII. COSTING
The manufacturing of complete printer costs 25,182
Pakistani Rupees (PKR). Most of the things were
fabricated in Pakistan. The price breakdown of major
components is discussed in this section. Costs of
individual components are mentioned in the separate
tables, fabrication as well as raw materials costs are
taken into account while documenting.
GT2.5 Pulleys
4,000
Total price
15,480
Component
Quantity
Total cost
in PKR
Hot end
assembly
800
Cold end
assembly
800
Total price
1,600
Component
Quantity
Total cost
in PKR
Steel conduits
12
1000
Steel brackets
500
Aluminum
bed
500
Total price
Component
Quantity
Total cost
in PKR
1
2
3
RAMPS
Stepper motors
ATX power
supply
Total price
1
4
1
4,600
1,200
600
2,000
6,400
Component
Quantity
Total cost
in PKR
Ball bearings
80
Linear
bearings
10
1,500
Steel rods
12
6,000
Sliders
2,000
GT2.5 belts
700
Lead screw
1,200
Serial
no.
1
2
3
4
Frame
X-Y assembly
Extruder
Electronics
Total price
Total cost
in PKR
2,000
15,480
1,600
6,400
25,480
IX. COMAPARISONS
In this section we will compare our 3D printer with
commercial desktop 3D printer in terms of cost,
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
REFERENCES
Prusa i3
400 USD
3D Printer
250 USD
Material of structure
Acrylic
Iron
conduits
Build Envelope
200 mm x
200 mm x
200 mm x180 200 mm x
mm
300 mm
X. CONCLUSION
The effort was made to fabricate a low cost 3D printer to
promote the use of these printers in schools for teaching
purposes, also for promoting research and development
environment in our country. The cost was reduced by
designing a lean structure, few components were
inexpensive in China therefore they were imported. As
the project is in its partial fulfillment stage therefore
final phase which is the calibration phase is still left to
be done. We hope that by our efforts the awareness and
use of 3D printers will increase in our country.
ACKNOWLEDGMENT
We would like to express our deep gratitude to the lab
technicians of NEDUET, Industrial and manufacturing
department, for their support and help in the fabrication
of 3D printer.
74
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
SAME-11
Department of Mechanical Engineering, School of Mechanical and Manufacturing Engineering (SMME), National
University of Sciences and Technology (NUST), Islamabad, Pakistan
75
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
No
Compactability
35%
Specimen weight
142g
Compression strength
21.7N/cm2
Splitting strength.
4 N/cm2
Permeability
116
Moisture
4.1%
Cope Hardness
90 (B scale)
Percentage
Composition
3.7-4.1%
Si
3.1-3.3%
Mn
0.1-0.3%
Mg
0.03-0.06%
<0.03%
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
77
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Hardness (BHN)
Sand mold
1
171
181
171
190
Permanent Mold
5
441
294
341
441
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Figure 8.
XIV. CONCLUSION
79
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
[13]
Jones, J. and B.G. Corbett Jr, Restraining
mechanical joint gasket for ductile iron pipe, 2008,
Google Patents
[14]
Karsay, S.I., Ductile iron production1967:
Quebec Iron and Titanium Corporation.
[15]
A. Javaid, J.T., M. Sahoo and K.G. Davis, AFS
Transactions. Vol. First Edition 1999. 107.
[16]
Hughes, I.C., BCIRA, International Centre for
Cast Metals Technology, Great Britain1990.
REFERENCES
[1] Callister, Materials Science and Engineering. 2007
[2] Groover, M.P., Fundamentals of Modern
Manufacturing Materials, Processes and Systems.
Vol. Fourth Edition.
[3] M. M. Avedesian, H.B., ASM Specialty Handbook:
Magnesium and Magnesium Alloys. p. 61.
[4] Davis, J.R., ASM Specialty Handbook Cast Irons.
1996: p. 494
[5] Wanlong Wang, H.W.S., James G. Conley, Rapid
Tooling Guidelines For Sand Casting. 2010.
[6] Aluminum and
Davis1993. 784.
Aluminum
Alloys,
ed.
J.R.
The
Science
&
[12]
SORELMETAL Ductile Iron Advantage,
http://www.sorelmetal.com/en/ductile/main_advanta
ge.htm
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
SAME-12
INTRODUCTION
RESEARCH APPROACH
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Tubes [mm]
A. Phase change materials
TABLE I.
Diameter
100
Length
1500
Thickness
10
Cylinder [mm]
Diameter
500
Length
1500
Properties
Wax
Sodium
Nitrate
Unit
Thermal
conductivity
2.132
0.9
W/(m*K)
Heat capacity at
constant pressure
3.43
1.75
J/(kg*K)
Density
775
2260
kg/m^3
Ratio of specific
heats
C. Mesh Structure
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Property
Value
0.08798
0.6563
Equation
58988
Boundary
Condition
Patch
Tetrahedral elements
Triangular elements
11404
Initial values
All patches
T=To=25o C
Edge elements
1610
Tubes
T=To=300o C
Vertex elements
56
Temperature
1
Number of elements
58988
Temperature
2
T=To=25o C
0.00076
Symmetry
-n.(-
Mesh volume
0.2895 m^3
External surface of
large cylinder
4.855
1.916
Patch
Equation
Initial values
All patches
T=To=25o C
Symmetry
Tubes
-n.(-
Temperature
1
T=To=300o C
cp
T
c p u.T .(k T ) Q Qvh W p
t
k k phase1 (1 ) k phase 2
Case I: Phase change materials, i.e., wax and sodium
salt is maintained at room temperature of 25o C while
vegetable oil which is flowing through the tubes is at
83
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
c p c p. phase1 (1 )c p. phase 2 L
d
dT
Wp
In Eq. 1 shows material density,
shows work
Qvh
cp
b.
d.
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
85
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
86
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
CONCLUSIONS
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
ACKNOWLEDGMENT
References
[1]
[2]
[3]
[4]
88
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
SAME-13
School of Mechanical and Manufacturing Engineering (SMME), National University of Sciences and Technology
(NUST), Sector H-12, 44000, Islamabad, Pakistan
salman.warsi@smme.nust.edu.pk
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
Level
1
Level
2
Level
3
Level
4
Feed (mm/rev)
0.1
0.2
0.3
0.4
Cutting Speed
(m/min)
250
500
750
1000
90
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
1000
0.1
7.11
0.63
1.26
1000
0.2
13.94
0.57
0.86
1000
0.3
20.58
0.55
0.77
1000
0.4
27.32
0.52
0.69
91
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
XVIII. CONCLUSIONS
Following conclusions can be made from analysis of
energy consumption trend:
Fig. 4. Effects of Cutting Feed on Cutting Power
and SCE
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
[1]
[2]
[3]
[4]
[6]
[7]
[8]
[9]
[10]
[11]
[12]
[13]
Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
[14]
[15]
[16]
[17]
[18]
[19]
[20]
[21]
[22]
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Proceedings of the First International Symposium on Automotive and Manufacturing Engineering (SAME)
ISBN: 978-969-8535-35-3