Sync VI by Publication MESA

Editor’s Note Soumya Sen Hi friends! Just as peer recognition is important in the engineering profession, so it is in communications. Many of us have grown up during a time when news was more of a monologue. Now, thanks to the interactive communication made available by advancing technology, there’s been a real shift toward dialogue. The online version of our departmental magazine, Sync, is a good example of that. The past few years, we’ve sent out the Sync in an attractive, printed magazine style with the purpose of showcasing the excellence of Mechanical Engineering Department of IIT Guwahati. Magazines are stylish, luxuriant, and rich with color and texture. They’re designed not only to be read, but also to be absorbed. They’re perfect when you’re ready to relax, kick off your shoes and curl up on the sofa or lounge by the pool. Thus, it is with great pride I announce the launch of Sync VI in a new cover, with great new articles and stories. Like the other editions of Sync, this edition also loads of exciting articles. It also showcases the great achievement received by SAE group of our institute which has not only made our department proud, but also the whole institute. I’m sure every article in the magazine will be unique and every page interesting to read. Contributing to this excellence is the excellent subject material—Engineering graduates make for great reading! If you have story ideas or updates to share, feel free to contact me at +918011221131 or soumyadtps@hotmail.com. Now, enjoy the sixth edition of SYNC.

Soumya Sen Editor, Publication Secretary, MESA IIT Guwahati

Members of MESA Faculty Advisor:

Dr S. Kakoty

President:

Manish Agarwal

Vice President:

Abhishek Meena

Publication Secretary:

Soumya Sen

Publication Members:

Abhijeet Sinha, Kishore Nori

Contents Title

Authors

Page No.

Hybrid Vehicles

Soumya Sen

1-3

Nissan OneOne

Paawan Talwar

Industrial Visit

Dukhishyam Soren

5-8

Valve by Wire

Paawan Talwar

9-11

SAE

SAE IIT Guwahati

12-15

MICE Generator

Abhijeet Sinha

16-17

Intern Story

Harsh Ranjan

Supercharger

Abhijeet Sinha

In-wheel Electric motors

Sunil Bagi

20-21

Intern Story

Murtuza Shergadwala

22-23

Patek Philippe Calibre

Vivek Teja

How an automobile is born

Abhishek Meena

25-27

Mars Rover

Kishore Nori

28-30

Mechanical Engineers

Nikhil Reddy

Hybrid Vehicles The role of Dynamics and control Have you pulled your car up to the gas pump lately and been shocked by the high price of gasoline? As the pump clicked past $20, $30, $40 or even $50, maybe you thought about trading in your car for something that gets better mileage. Or maybe you're worried that your car is contributing to the greenhouse effect. The auto industry has the technology to address these concerns. It's the hybrid car. With so much emphasis being placed on the environment, hybrid cars have emerged as one of the leading ways that we as individuals can do our part. Hybrid cars have a lot more to offer than being environmentally friendly and reducing our carbon footprint. Oil prices, and subsequently, prices at the gas pump, continue to rise at alarming rates. Filling up your tank costs considerably more than it did a year, six months, or even a couple of months ago. Hybrid vehicle technology is now well developed, and is recognized as being a serious advance from initial hybrids. A hybrid powertrain contains at least two power sources, typically an internal combustion engine (ICE) as the primary power source, and a secondary power source, such as an electric motor. Hybrids save fuel by exploiting the additional flexibilities available in the design and operation of the hybrid powertrain, including load levelling, regenerative braking, engine shut-down, component right-sizing, and if available, manipulating the electronic continuously variable transmission. The added flexibility in the powertrain operation and design means model-based analysis, simulation and control play an even more prominent role in vehicle design and operation. In other words, having the best components (battery, motor, etc.) is not enough to ensure the success of an electrified vehicle. Top- notch performance is only achieved by the proper selection of powertrain configuration, proper sizing of all components, and optimal control, in addition to first-rate powertrain components.

Hybrid Vehicles Hybrid vehicles are generally classiﬁed according to their powertrain architecture as shown in Fig 1. A series hybrid uses a large electric motor to propel the vehicle while using the ICE and a second electric machine to generate electricity to directly provide propulsion, or to charge a battery. The Diesel-Electric propulsion system used in locomotives would be an example of such architecture, and a similar concept can also be implemented in a hydraulic hybrid using hydraulic pumps and motors, and accumulators. A parallel hybrid can blend mechanical power from the ICE and the electric motor(s) through appropriate mechanical coupling and transmission elements to deliver mechanical power to the road or to recharge the battery. The Honda Civic Hybrid is an example, and such an architecture can also be realized in hydraulic hybrids using hydrostatic transmissions. A third conﬁguration, the one that is most commonly found among production hybrid passenger vehicles today, is the power-split hybrid, in which the properties of both a series and parallel hybrids are achieved, frequently by using one or more planetary gear sets to couple two electric machines, to the ICE on one side, and to the driveline on the other. Toyota Prius is a commercially successful example of this architecture. An HEV is considered charge sustaining if the electric energy storage system is recharged only by power supplied by the ICE or by regenerative braking. If, on the other hand, the vehicle is designed to deplete stored energy in the battery during the course of a trip, ending the trip with a lower state of charge than at the 1|Page

start and requiring re-charging from the electrical grid, the vehicle is called charge depleting, or a plug-in hybrid (PHEV). The Chevrolet Volt is the ďŹ rst commercially produced example of such architecture.

Working of the Hybrid vehicles Hybrid-electric vehicles (HEVs) combine the benefits of gasoline engines and electric motors and can be configured to obtain different objectives, such as improved fuel economy, increased power, or additional auxiliary power for electronic devices and power tools. Some of the advanced technologies typically used by hybrids include: 1. Regenerative Braking. The electric motor applies resistance to the drivetrain causing the wheels to slow down. In return, the energy from the wheels turns the motor, which functions as a generator, converting energy normally wasted during coasting and braking into electricity, which is stored in a battery until needed by the electric motor. 2. Electric Motor Drive/Assist. The electric motor provides additional power to assist the engine in accelerating, passing, or hill climbing. This allows a smaller, more efficient engine to be used. In some vehicles, the motor alone provides power for low-speed driving conditions where internal combustion engines are least efficient. 3. Automatic Start/Shutoff. Automatically shuts off the engine when the vehicle comes to a stop and restarts it when the accelerator is pressed. This prevents wasted energy from idling.

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Future Outlook As the penetration of plug-in vehicles (PEVs) increases, their impact on the power grid cannot be neglected; thus, consideration of increased electric power demand and of the timing of vehicle charging must be included in the control/optimization process. In the future it will become necessary to analyse information in real time to quantify the effects of infrastructure, environment, and traffic flow on vehicle fuel economy and emissions, and to permit the application of forecasting and optimization methods for the energy management of PEVs. The electric grid and the transportation system are the two largest sectors that produce greenhouse gas emissions. When large numbers of vehicles are electrified and draw power from the electric grid, it is important to aim for reduced overall greenhouse gas emissions, rather than just shifting emissions from tailpipes to power plant stacks. Alternatives to coal or natural gas to provide energy for electrified vehicles are therefore attractive. Using electricity generated from wind power to charge vehicles is one such alternative: not only does electricity from wind have a lower carbon footprint, but plug-in vehicle charging is also an effective way to mitigate wind intermittency. Electricity generated from solar power has similar characteristics, except that it is generated during daytime and is better suited for at-work PEV charging rather than charging at home. In 36 states and the District of Columbia there is now a renewable power portfolio mandate. Other countries have already set an example on how to integrate renewables in the power grid, e.g., Denmark primarily uses hydropower to smooth variations in wind generation. Controlling the charging of plug-in vehicles to alleviate the impact to the grid has been studied, including the idea of using plug-in vehicles as ancillary services to the grid, possibly with significant renewable power sources connected to the grid. Modelling and simulating this integrated system requires information on detailed grid load profiles, power generation pricing and carbon emissions, wind statistics, vehicle usage statistics. In addition, charging control must balance multiple factors: grid stability, fully-charging all vehicles, minimizing data collection and communication, and overall system carbon emission minimization. In conclusion, the design, modelling and control of hybrid vehicles is a subject rich in research opportunities for the dynamic systems and control community. We hope to have conveyed in this article the extent to which this subject lends itself to advances in dynamic modelling and model-based control.

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Nissan OneOne Futuristic Car is Also a Family Robot We continue the series of futuristic cars from the year 2050 with the Nissan OneOne concept, a blend between personal mobility and a family robot. This vehicle can also be considered the “ultimate pet” and you might want to know that its name is pronounced “wan-wan” that stands for a dog’s barking in Japanese. Nissan OneOne can function without a driver, picking your kid from school, using GPS, picking the dry cleaning, shopping and God knows what else. This concept car is based on a synthetic polymer muscle system, embedded in “legs” and the entire mechanism mimics the human skating on roller blades. OneOne takes mobility to a new level. Using synthetic muscles in the legs, it propels itself by skating. It stands up for better visibility, allowing for more nimble navigation and easier parking. From

performance car to city car, it lies down for speed or stands up for better visibility, allowing for more nimble navigation and easier parking. In the year 2057 robots have become an integral part of our lives blurring the line between humans and machines." The Nissan OneOne is the ultimate pet; a friendly, helpful member of the family of the future. OneOne (pronounced “won-won,” an endearing Japanese description of a barking dog) takes care of every aspect of the family’s busy lives from retrieving dry cleaning and groceries, to tending to the children. Guided by a real time GPS network, OneOne can take the children safely to school, soccer practice and back home in time for dinner. OneOne takes mobility to a new level. Using synthetic muscles in its “legs,” it propels itself along by skating, much like you would on a pair of rollerblades.

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Industrial Visit CHANDRAPUR POWER PLANT

As part of the Industrial visit, 32 students of the batch of 2014 visited the Chandrapur Thermal Power Station on March 30, 2013, accompanied by Dr. Ganesh Natarajan and Dr. Hrishikesh Gadgil. The plant is about 45 Km away from our campus, which prompted us to leave early. We left early in the morning at around 7 a.m. and reached the plant at 9 a.m. Students, being fresh from the concepts of Applied Thermodynamics-I course of the current semester, were quite eager to visit the plant site and see the machines about which they had studied so far. The Chandrapur thermal power plant is in a CLOSED DOWN state since June, 1999, due to exorbitant rise of liquid fuel (LSHS/LSFO) prices, which made the cost of generation unviable. But this state of plant was beneficial for us, since due to shut down, most of the machines were opened up and their outer hosing taken off, which made it possible for us to look into the components and interior structures. We were briefed about the plant by a guide arranged by our department. 5|Page

Firstly, we were presented with the TURBINE GENERATOR part of the power plant (as shown in the pic above). It consisted of 30MW producing units (2 no.’s), thus taking the total capacity of the plant to 60MW. Again due to the machinery shut down, we were able to see Turbine blades, the shaft connecting the turbine to the generator, exciter as well as the High and Low pressure regions of turbine. The plant had 2 synchronous generators from different manufacturers (one from BHEL, the other from Mitsubishi), both having same specifications. As told by our guide, the generator from Mitsubishi operates smoothly (less noise and good rating) as compared to the one from BHEL.

Ratings OF the synchronous generator Power: 30 000 KW

Stator:

Power Factor: 0.85

 Volts : 11 000 V

Apparent Power: 35 294 KVA

 Amperes : 1852 A

Speed: 3 000 rpm

Rotor:

Phase: 3

 Volts : 183 V

Frequency: 50 Hz

 Amperes : 509 A

Connection: Y

Coolant: Water

After this, the BOILER was exhibited. The temperature of the boiler reached around 480 ℃ during its working, thus converting the water taken from the adjacent flowing Kapili River, into steam to be sent to the turbine. The turbine was followed up by two High Pressure and two Low Pressure Re-Heaters. We visited the substation thereafter. A substation is basically a part of an electrical generation, transmission, and distribution system. Substations transform voltage from high to low, or the reverse, or perform any of several other important functions. Between the generating station and consumer, electric power may flow through several substations at different voltage levels. The substation we visited included transformers to change voltage levels from low to high transmission voltages.

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The visited substation was Distributor Substation in which the power from the transmission system is transferred directly to the distributor system of the area. We were also briefed about a compressor in the substation region, which acts as pneumatic brake (Pneumatic Brake employs use of compressed air to execute retardation or stopping motion) to control the power sent to the sub-station. Ratings of the SUBSTATION: 33/132 KV

The Control Room was displayed thereafter, from where the whole plant was controlled. Then, we were taken to the lower levels of the power plant, where we were shown the De-Mineralization Plant, i.e., the part which treats the river water before sending it to the boiler. It comprised of Bleaching Tank, Sedimentation Tank and Filtration Tank. The storage tank, which was used to store river water, to feed the boiler in case of erratic water supply, was about 50 ft. deep! The lower level of the power plant also housed the condenser. One important thing which we learnt there was that during operation, the pressure inside condenser is lower than the ambient pressure, which makes it necessary to install an Ejection System inside it. We also went on to see the Cooling Towers, where the hot coolant is sprinkled from an altitude of about 50 meters and due to forced convection (cold air is blown from bottom by using fans), the coolant gets cooled and again is circulated into the condenser. The visit to cooling tower completed the process flow and thus concluded the final leg of our industrial visit.

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Valve-by-wire Gives a lift to combustion technology

Intelligent Valve Actuation: an open and closed case. Here, the valve on the right is open.

How different is it? Valve events are one of the few remaining major constraints on internal-combustion engine optimization. Eliminating those constraints is the aim of a new technology called Intelligent Valve Actuation (VCA), developed by U.K.-based Camcon. According to the company's Technical Director, Roger Stone, IVA will play a major role in allowing OEMs to meet 2020 requirements for fuel consumption and emissions. The basis of the system involves control technology that eliminates the mechanical connection between valve operation and crankshaft rotation, allowing valve events (lift, timing, and period) to be optimized for every speed and load combination and even varied from one cycle to the next, said Stone, a former Ricardo technical director for design. 8|Page

IVA is claimed to overcome the limitations of previous variable valve control systems via the combination of high-speed digital control with continuous, high-precision mechanical operation of the valve at every point in its movement. In effect, it is the creation of valve-by-wire technology. Stone explained: “Engine designers have become conditioned to working within the restrictions of enginedriven camshafts. So a new mind-set is needed, whereby the designer considers what the engine requires at a particular load and speed condition, then specifies the appropriate valve events without having to work within the limitations of a traditional system.” He sees two distinct groups of possibilities for IVA application: “The immediate benefits from optimizing valve lift, timing, and duration across the load-speed map are improvements in torque, fuel economy, and emissions," he said. Additionally, IVA is a potential enabler for advanced combustion concepts such as homogeneouscharge compression ignition (HCCI), switchable Miller cycle operation, and seamless switching between twoand four-stroke cycles.

Technological Achievements:

Enabling advanced combustion strategies:-

Camcon's development work has demonstrated that even a “relatively straightforward” application to an existing engine would provide increased low-speed torque to allow higher gearing, deletion of the throttle to reduce pumping losses, and greater control of EGR (exhaust gas recirculation). Putting a figure on this, based on simulation and extensive rig testing, Stone estimates that such a level of implementation could provide at least 15% improvement in fuel economy and CO2. However, Stone is confident that applications of IVA offer far more and believes it could act as the enabler to facilitate alternative combustion concepts. “Extending the inlet valve opening period to give Miller cycle operation would be straightforward," he noted. "IVA could also potentially overcome some of the challenges of HCCI implementation because at lower engine speeds we can accommodate multiple valve events during a 720° period. This allows us to follow the normal exhaust event with a separate, much smaller event during the induction stroke, which would induce the required volume of exhaust radicals.” In view of recent trends within the auto industry, IVA would also allow a more sophisticated cylinder deactivation strategy than conventional methods. This would be by continually varying the cylinders that are shut down to avoid cooling of the inactive cylinders and emissions peaks at reactivation. Because of its high response speed, the system would also permit two-stroke operation at an engine speed of less than 3000 rpm. Despite the cutting-edge potential, Stone stresses that IVA is not based on unproven technology but a combination of compact mechanical desmodromic valve gear and Camcon’s multi-stable actuator. The system is controlled via a Valve Control Unit (VCU) that operates considerably faster than conventional engine controllers used for ignition or fuelling. Typically, a fuel or ignition ECU only has to calculate an output once every other revolution for each cylinder; IVA monitors the valve position up to 100 times per event, requiring a 100 ms computing cycle. 

Low power consumption:-

At the heart of IVA technology is a mechanical actuator patented by Camcon and based on its Binary Actuation Technology (BAT). The company’s present low energy actuator has two stable zero-power states, unlike a 9|Page

conventional solenoid which has only one, so it locks passively at both extremes of movement and only consumes power during the switching operation. Stone noted that for the IVA application, engineers made the device multi-stable "by using a rotating permanent magnet to create a multi-pole rather than a two-pole arrangement, like a compact ultra-responsive electric motor.” He explained that to convert the rotary motion into high-precision linear valve operation, the system uses a desmodromic cam pair and rockers for each valve. A third cam lobe operates an energy recovery spring, improving system efficiency by recycling energy from one valve event to the next. Combined with the high efficiency rotary actuators, this makes the IVA system highly energy efficient and therefore capable of operating within a conventional 12-V electrical architecture, the company claims. IVA has low power consumption at low speed and low engine load, regarded as being critically important to its operation. “Even at the other end of the range, power consumption will be of the same order of magnitude as a conventional system,” added Stone. He reported testing has shown that refinement is “excellent” with “significantly lower noise than a conventional camshaft and valve-train.” When idling, fuel injection systems may become the dominant noise source on engines with IVA.

The Future Valve Technology and Production “It really is about time we brought engine valve control into the digital age and freed ourselves from the restrictions of the last remaining mechanical system in the control of the combustion process,” Stone remarked. Camcon is in discussion with several OEMs and one (unnamed) in particular, with which it has an established business relationship. At the point when sufficient interest in the system has been achieved, Camcon will seek a Tier 1 supplier to take the technology through to series production, said Chief Executive Danny Chapchal. “Engines with IVA could be in production comfortably to meet the demanding 2020 requirements for vehicle fuel economy and emissions.”

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SAE IIT Guwahati Chapter Introduction SAE International, formerly the Society of Automotive Engineers, is an organization for engineering professionals in the aerospace, automotive, and commercial vehicle industries. The Society is a Standards Development Organization for the engineering of powered vehicles of all kinds, including cars, truck, aircraft etc. i.e. all the vehicles on land, air or water have to meet the standards set by SAE International. SAEINDIA is an affiliate society of SAE International, registered as an Indian non -profit engineering and scientific society dedicated to the advancement of mobility community in India. It has student chapters across engineering colleges throughout India with a purpose of introducing aspiring engineering to the wonders of the automotive world. SAEINDIA and SAE International organises various competitions like BAJA SAE, Formula SAE (FSAE), Supra SAE, Effi-Cycle etc. to give hands on experience of designing and manufacturing a vehicle to the young engineering students throughout the world.

SAE CLUB IIT GUWAHATI SAE Club IIT Guwahati was established in 2010 as the SAE Collegiate Chapter at IIT Guwahati with an aim to create a platform where automotive enthusiasts of IITG may learn, innovate and live their dream of being an automobile engineer. Hence, the club has been organising various lectures and workshops since its inception to impart automotive knowledge to the students and equip them with the knowledge of important design and simulation software which are an integral part of automobile design process. With an aim of providing hands on experience of design and manufacturing of an automobile to the enthusiastic students, the club participated in BAJA SAEINDIA 2012. As a result, a dedicated team of 25 students from B.Tech 2nd and 3rd year students from Mechanical Engineering Department successfully designed and fabricated a Single Seated All-Terrain Vehicle from scratch. Though, unfortunately, the team couldnâ&#x20AC;&#x2122;t participate in the main event as its dates were clashing with the mid semester exams of even semester. However, the club decided to participate in SAENIS Effi-Cycle 2013. Hence a 9 member team students from B.Tech 2nd and 3rd year students from Mechanical Engineering Department was formed for the same.

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The journey of Effi-cycle Intro to event – our struggle and journey – experience at the event.

SAENIS Effi-Cycle is a competition organised by SAEINDIA where students have to design and fabricate a 2 seated hybrid (human cum electric powered) tricycle. The competition consists of 2 stages, virtual round and main round. In the virtual round, students have to present their design to a panel of expert judges from companies like Maruti Suzuki etc. On the basis of this presentation, teams are shortlisted for the main event. The 10 member student team designed the vehicle from scratch in about 25 days and in its very first attempt, IITG Team Evolution qualified the virtual round, by getting shortlisted among top 80 teams out of 160 teams from all over India, for the main event to be held at Chandigarh from 11th to 13th October 2013. Immediately after the results of the virtual round, the team started the process of manufacturing the vehicle which included several rounds to city, several night outs in mechanical workshop and day and night of continuous hard work from each team member even during the holidays.. There were multiple circumstances which tested the team mentally as well as physically but through determination, enthusiasm, patience, focus and positive attitude team overcame all the obstacles and manufactured IIT Guwahati’s first hybrid tricycle in about 20 days. The enthusiasm of the team was evident from the fact that even after department expressed its inability to give any financial help, instead of giving up, the team members readily contributed all the expenses from their pocket with the sole motivation of learning and innovating. Apart from the immense hard work of the team members, the support and guidance from SAE Club, IITG’s faculty advisors Dr. R.Ganesh Narayanan, Dr. S.D.Kore and faculties like Dr. Pankaj Biswas, Dr P. Yammiyawar, Dr. Praveen Kumar and Workshop Staff was vital in successful design manufacturing of the vehicle.

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Result IIT Guwahatiâ&#x20AC;&#x2122;s vehicle was one of the lightest, good looking and most competitive vehicle in the competition. Due to its unique and eye catching looks, our vehicle photo came in a national newspaper called "Daily Post". Our vehicle was also covered in a local news channel. Out of the 80 teams that were qualified, 66 were able to complete their vehicle and turn up for the event. All the vehicle had to go through brake test and technical inspection where vehicles' safety and compliance with the event rulebook were checked by expert judges from reputed automobile industries. We cleared both these tests and performed well in all the dynamic tests. In the acceleration test, we covered 100m distance in 19.4 seconds. In other tests, our vehicle successfully maneuvered tough terrains where many other vehicle literally broke down. Finally we were among the top 50 teams that were eligible to participate in the endurance race. Overall, we have secured 21 rank out of 80 teams, many of which were carrying experience 0f 2-3 years of participation. We are 1st among all the other IITs i.e. IIT Roorkee, IIT BHU and IIT Rajasthan. Overall, the experience was very learning and satisfying and we will look to rectify our mistakes and come up with an even better and innovative vehicle for next year.

Future After the event, we carefully studied the vehicles of successful teams and have already documented our weaknesses, mistakes and the measures which should be taken next year to make a better vehicle. Also, being more experienced, we can put more focus on making our vehicle innovative by incorporating innovations that SAE Club IITG members have done in the past or are working on at present.Also, now this club is a part of Technical Board, Students Gymkhana Council, as Automobile Club which would help the club to organise better and more activities and provide resources to students to bring their ideas into reality. Also, it would help to produce better vehicles in the future as the team would be able to get some amount of financial help.

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MICE Generator High energy density generator Introduction and Aim of MICE MICE (Miniature Internal Combustion Engine) generator technology addresses the need for high energy density portable electric power. The MICE generator offers energy densities that are five to ten times higher than current rechargeable batteries, and therefore is an enabling technology for powered prostheses and other high power portable devices such as power tools. As discussed in the MICE generator description below, which demonstrates the ability to achieve very low levels of acoustic emissions and vibration from a packaged system.

Technology This innovative motor-generator consists of a miniature linear engine coupled with a linear alternator. It takes advantage of the high energy content of hydrocarbon fuels while eliminating most of the parts found in a standard internal combustion engine-generator set. The basic MICE generator design, shown in the adjacent figure (given below), consists of a two-stroke engine, a spring, and an alternator in a linearly oscillating configuration. MICE is inherently an electric power generator, since there is no mechanical linkage with which to extract power. Pure linear motion is ensured by the use of a unique double helix or multiple helix spring. The pure linear oscillation provides sliding motion with no side forces. The piston does not use rings to seal the combustion chamber, using instead a close fit between the piston and cylinder to hold the leakage to a small enough level that essentially no cycle penalty is incurred. The small amount of leakage, in fact, provides a hydrostatic bearing force to centre the piston in the cylinder. Thus, the MICE generator has low frictional losses since there are no bearing surfaces having a direct load. The low friction characteristics and absence of stress generated by direct loads allow the MICE generator to operate at very high cycle speeds, leading to high energy and power density, particularly at smaller size scales. The pure linear motion, in addition to having low frictional losses, allows operation with a solid film lubricant alone â&#x20AC;&#x201C; in other words, no oil.

Applications:The suitability of any power generation device for applications depends critically on factors beyond weight, energy density, cost, and such. Factors such as noise and vibration could render any power generating technology unusable if these were not reduced to a level compatible with the specific application. The company has identified effective approaches to manage all of the â&#x20AC;&#x153;side effectsâ&#x20AC;? issues of the MICE generator.

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Intern Story Harsh Ranjan The summer of 2013 had me take a trip to the western shores of the Iberian Peninsula as I was lucky enough to get an internship opportunity at the University of Porto in Porto, Portugal. Before the internship, my only knowledge of the place was, as is for many of us, through their football club, FC Porto, widely known for its ability to punch above its weight every now and then in European football. A beautiful city, known for its wine and unreal blend of the modern and the old, Porto is laid back and yet a lively and happening place! Renowned amongst wine connoisseurs for its world famous Port Wine, Porto is Portugal’s second largest city after Lisbon. Set alongside the expansive Atlantic, Porto has everything- wine, beaches, a successful football club, perfect weather and a great night life! The city surely couldn’t have been blessed anymore; and neither could I, as I found myself working amongst a group of ever so helpful and fun-loving people at my lab in the University of Porto. My project had to do with fluid mechanics where I was supposed to study Newtonian and non-Newtonian fluid flows through various geometries as a function of relevant parameters like the Reynolds number, duct aspect ratio, viscosity, etc. While the first couple of weeks were largely spent in understanding and modifying the codes for the simulation, the subsequent weeks were a lot more fun as I found myself experimenting with them and studying the changes for different geometries and properties. While the entire stint introduced me to this new field of rheology of complex fluids, I was also challenged by a field of a totally different kind- cooking. Having cooked well enough and just enough to make it through the entirety of the couple of months in a foreign land, while I still wouldn’t call myself an expert at subsistence cooking, I can proudly claim knowledge of recipes exotic to our culture- a feat nonetheless! So, occasionally, when I did have some of my friends back at the residence cook for me, it was always a blissful surprise. Nevertheless, I did get treated to scrumptious dinners towards the later part of my internship by the residence guys and later by my lab mates and my supervisor. Jokes apart, the thing that I loved most about my internship was the wholesomeness of the experience- an experience that saw me explore new academic avenues and at the same time exposed me to a whole new culture and most amazingly, got me many new friends who were so different culturally and yet with whom I went on to share a great bond.

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Supercharger An inexpensive compressor The Speciality of ‘Supercharger’ Supercharger dramatically improves, up to 75%, performance of an internal combustion engine used for motorcycles, mopeds, scooters, and small cars with a displacement of 50cc to 1,500cc. The Supercharger is an easily manufactured positive displacement air pump. This inexpensive "true" air compressor has a simple design, acceptable reliability and light weight.

About The Structure and Working By supplying compressed fresh air the proposed Supercharger dramatically improves performance of an internal combustion engine used for motorcycles, motor bikes (monkey and ape like), scooters, and even small cars. The Supercharger is a positive displacement pump. This "true compressor" has a simple design, acceptable reliability and light weight. Easily manufactured, mass production of the device creates an inexpensive air pump which offers power boosting and torque increase of up to 75%. Motorcycle and small car engines with a displacement of 50cc to 1,500cc enjoy the greatest benefit from the Supercharger running at 500rpm through 12,000rpm. Optimal benefit is in 50-350cc displacement engines – continuous use and 4001,500cc displacement engines – for short-term implementation like street racing. Also the Supercharger may be used to improve performance of some two-stroke engines.

Significant features 1. Engines equipped with this Supercharger have higher (40% to 75%) torque at lower rpm. 2. Manufacturing cost is 5 to 10 times lower than similar products available on the market. 3. The Supercharger is easily adapted to a broad range of power train designs, requiring simple installation to provide an optimal fresh air supply.

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In-Wheel Electric Motors Motor on wheels The growing popularity of hybrid and electric cars has revived interest in replacing a single internal combustion engine with in-wheel electric motors, a technology that many think of as a recent idea but one that has been around for more than a century. Patents have been recorded as far back as the 1880s, and Ferdinand Porsche, known for many breakthroughs in the automotive field, even raced such a vehicle around the turn of the centuryâ&#x20AC;&#x201C;the 20th century. "They did them then, and we do them now because it gets the motor outside the car and closer to the wheel," says Wayne Weaver, assistant professor, Department of Electrical and Computer Engineering at Michigan Technological University, Houghton, MI. "That makes a lot of sense in many cases."

Reduced Environmental Impact Efficiency, resulting in reduced environmental impact, is a key reason the technology is getting a new look. Plus, eliminating the whole drive trainâ&#x20AC;&#x201C;the driveshaft, differentials and drive axleâ&#x20AC;&#x201C;should mean fewer problems. Such a car would have motors on at least two wheels and possibly all four. This would decrease the power needed by any one motor and allow each motor to be smaller and lighter. "If you have a motor right on the wheel, there is little space in between for things to go wrong," says Dr Weaver, who conducts research in power electronics and energy systems. However, the technology isn't without challenges, and auto and tire manufacturers as well as auto electronics suppliers have been working to overcome obstacles. "Someone will finally figure out a good way to get around the problems, or at least alleviate fears of [perceived] problems," Dr. Weaver says. Among major multinationals whose names have been mentioned publicly as taking a look are General Motors, Honda, Michelin, Mitsubishi, and Siemens. Some, either independently or working in partnership with other companies, have gone as far as producing concept autos that have been shown at major shows in recent years. "I'm sure all the car companies are looking at it," Dr. Weaver says. 17 | P a g e

The Un-sprung Mass Challenge A key obstacle is handling, or control, related to the un-sprung mass. "When you put more mass [or weight] on the wheel itself that takes away weight from the car so the suspensions get messed up" he explains. If the wheel hits a bump or a pothole and the wheel is a lot heavier, there is no suspension to absorb the vibrations. Then, the wheels may bounce up off the surface, which not only affects ride comfort but the vehicle may lose traction. "Those handling problems may be tough to overcome," he adds. Research is being done for making the motor lighter and putting some sort of suspension system inside the hub. Another issue is whether there should be concern about running high-voltage electrical lines through the wheel well, where they will be exposed to road debris, dust, and dirt being kicked up into the motor. "That's a much different environment than if the motor is inside a vehicle," Dr Weaver says. According to Dr Weaver, "Everybody's trying to think of all the different technologies or angles to get competitively ahead on electric vehicles." The interest is high because the upside is big: greater fuel efficiency, better performance, and more design freedom.

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Intern Story Murtuza Shergadwala THE USA The United States of America: This place has left me spellbound. After all those Hollywood movies and certain epic scenes from Bollywood movies, coming to the United States fulfilled the dream of a young boy who wished to travel over the seven seas. The beginning was definitely discouraging and horrendous given my 36 hour delay thanks to goibibo.com-the stupidest website to book your flight tickets. Nevertheless, the feeling of being in the States superseded everything else. I finally understood what a block meant. The numbering system in the US is so organized. Although I still hate the fact that the country hasnâ&#x20AC;&#x2122;t adopted metric system but the street and residential areas are so well organized.

Mechanical Department, Purdue University Known as one of the finest universities for Mechanical Engineering, it surely lived up to its name. The Mechanical department at Purdue displays the working a model of the clock of Purdue Clock tower proudly as you enter the department. The ticking sounds and the large naked gear boxes would bring out the child and the mechanical engineer in you. It then has a large display of the toys made by freshmen and by the mechanical design students which makes you fall in love with Mechanical Design. On the subsequent floors there are world famous books of the professors of Purdue Mechanical Department like Prof. Pennock whose book is a suggested text to be followed for our IITG Machine Design course. There is also a huge LCD TV continuously looping the achievements of department professors successfully instilling more confidence into the students.

Research Experience My lab was the Collective Systems Laboratory headed by Professor Jitesh Panchal, our alumnus and department rank 1 of the 1996 batch. An extremely humble human being and an amazingly talented person, he proved to be the best advisor I could get. My internship began along with my GRE and TOEFL preparation. One of the wisest decisions I have taken so far which was to finish off these exams during the summer itself. I learnt how to review research papers and also how to read them. My problem statement was on developing an interface that provides technical aid to the users. Understanding the problem statement and realizing the path to be followed itself took me about 4 weeks. I finally understood what it meant when people said research requires patience. In this process I become good friends with my lab mates. Two of them were master students who were also the Institute Rank 1 and 2 from BITS Hyderabad and two were PhD candidates from China and Lebanon. During the process of understanding the problem statement I realized how talented these guys were and how much knowledge they had about various topics. They helped me get finer insights to my problem statement. Daily update to my advisor through mail was something which I had to get comfortable with. The mailing culture and 19 | P a g e

the immediate response that people give there makes you inculcate these habits very easily. The weekly presentations and the way my presentation used to be constructively critiqued helped me improve my presentation skills ten-fold. The culture of presentation right from class 10 in US makes the students exceptionally amazing presenters even if the work is not very revolutionizing. During my research on a mathematical problem I got to meet various professors in Mathematics department too and it was an intellectually enriching experience to talk to such professors. My internship was repertoires of emotions filled with joy, sadness, disappointment and sense of achievement. Some days were extremely productive and others were null. However slowly and steadily I could see my work progress. My professor’s enthusiasm and perfect guidance helped me tread the difficult path with ease. Overall the lab environment was so friendly and my professor was so cool that I actually felt like spending my whole day in the lab. I also interacted with a lot of Masters and PhD students and their level of sincerity and passion was aweinspiring. They seemed to have a perfect balance of enjoyment and hardwork. Some of them had even experienced the corporate life and it was great to hear their views on how academia is the best to pursue a career. Such positivity and academic environment makes you feel a part of the greater good.

THE LAST DAY No matter what, the last day of any journey is a really special one. The journey might have been a bad or a good one and consequently the last day is either a moment of relief or a moment of nostalgia but it is surely special. In both the cases however, one always looks forward to making it better the next time. Journeys such as an internship in a foreign country have luckily remained for me such that the last days are filled with nostalgia. Coming to Purdue has changed me forever. The amount one learns in a research internship is measureless. The pleasure of meeting intellectuals and people who are the best in what they do leaves such a positive impact on your mentality that even the darkest corners of your mind and heart are flooded with optimistic ideas. These are the moments which make me feel grateful for all those days where I slogged when I wanted to play, was busy thinking about puzzles when my mind wanted to wander like the blithely flying birds and every time I calmed myself down when I heard comments like “You’re a nerd!” or “Stay at home! Loser” I believe as adults we take our childhood too casually at times. Just remembering it because there were lesser responsibilities. I feel there is much more to ruminate over about one’s childhood than just think about it as a responsibility-free period. I believe, one can actually discover one’s way of life by realizing what (s) he really wanted to do as a kid. Although I wanted to be a rickshaw driver but well I am sure your childhood had a little more self-esteem than mine. Jokes apart, I have been an incessant talker since I was a kid. Be it intellectual debate (1%) or random crap (99%) I have always loved to discuss on various topics. I realized I could take this a step further by investigating my own arguments. It then led me to organize my thoughts and in parallel I fell in love with classical physics (Yes! I need to specify ‘classical’ otherwise these engineering physicists will sit and laugh -_-). In this world of remix and interdisciplinary research my actions naturally amalgamated my childhood habits with my love for physics and a geek was born. A geek that took me places literally and metaphorically.

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Patek Philippe Calibre Most complicated Watch About the Master-piece The Patek Philippe Calibre 89 is a commemorative pocket watch created in 1989, to celebrate the company's 150th anniversary. Declared as "the most complicated watch in the world", it weighs 1.1 kg, has two dials on both the faces, exhibits 24 hands and has 1,728 components in total, including a thermometer and a star chart. Made from 18 carat (75%) gold and took 5 years of research and development, and 4 years to manufacture. With a staggering 33 complication, both side of the dial are filled with hands and sub dials. Essentially, it requires a degree in mechanical engineering to understand it. It contains hundreds of bridges, gears, pivots, pinions, pins, tiny screws and springs – a total of 1,728 parts entirely mechanical. It even has a power reserve which can store the energy from the movements. More literally speaking it can convert a part of its kinetic energy (due to body movements) into its spring potential energy. Coincidentally, for auction house Antiquorum's 35th anniversary, a Patek Philippe Caliber 89 pocket will be auctioned off. Even in these rough times, record amounts for Patek Philippe watches have been achieved at auction. So perhaps it is a good time to auction the Caliber 89 off. In 2004, this same watch was sold at auction for $5 million. The watch took 5 years to research and 4 years to make. It is estimated to yield between $4.4 $5.4 million, but has an estimated value of $6 million. The auction will be held on November 14-15, and the Patek Philippe Caliber 89 will be lot 364, the final lot of the auction.

Features of the clock It can measure:  Days of the month  12-hour recorder  Day of the week  Hour of second time-zone  Moon phase display  Winding crown position indicator  Thermometer, etc. Well, buying this watch would require selling 3.5 Bugatti Veyrons! And the point is its Totally Mechanical!!!

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Howâ&#x20AC;&#x2122;s an Automobile Born BMW 3 Series car manufacturing in Munich Plant Experience production and take a look behind the scenes with our experts. The products made by the BMW Group inspire with unique design, dynamic and agility. It is exciting and fascinating to experience live production.

Press shop Materials

and

processes:

The press shop marks the beginning of the production process. Here, powerful presses shape chassis parts from precisely cut metal blanks. The corresponding tool sets create automobile parts such as side frames, doors, hoods and roofs from various thicknesses of metal. The die-cut raw material is between 0.7 and 2 mm thick; in addition to steel blanks, so-called tailored blanks are also used. These consist of welded metal plates of various thicknesses and differing degrees of surface finishing. Press performance: A chassis press has an overall pressing performance of 8,100 tons and processes up to

150,000 kg of metal into ca. 13,000 parts daily. To keep production interruptions as short as possible, tools are changed fully automatically in around eight minutes. Every stroke of the pressing tool in its 54-meter-long housing results in four outer door shells â&#x20AC;&#x201C; 48 per minute! This enables even very large parts, such as side frames, to be made in one piece. Manufacturing large metal components from one blank is highly advantageous for vehicle quality: the fewer the individual pieces, the greater the overall precision in terms of fit and the greater the reduction of welding spots and danger of corrosion.

Body shop

High degree of automation: Industrial robots are an integral part of chassis construction. With a degree of

mechanization exceeding 95%, this is the most highly automated production area. A chassis consists of many units that have been previously assembled into complete modules on individual welding lines. The underbody, consisting of the front end, rear end and floor pan, is assembled together with the side framing and roof into a body-in-white. Doors, engine cover, sidewalls and tailgate complete the chassis. Quality and precision: A complete chassis requires up to 4,700 welding spots. Also protective gas seams must be

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BMW's diverse car models can be manufactured in arbitrary order during the chassis construction process. Particularly powerful and advanced control mechanisms are needed to ensure the agile production system within the BMW Group. A key role in this complex process is played by a data storage medium that accompanies all vehicles through every step of the process. This transponder contains all necessary information and transmits it wirelessly to the appropriate manufacturing station. Welding robots thus find out which chassis variant must be handled.

Paint shop Pre-treatment: To ensure that a customerâ&#x20AC;&#x2122;s

very personal favorite color actually adorns the car over its entire lifespan, the paint process comprises many working processes and several coats of paint. Before the first of a total of four layers of paint can be applied, the body in white has to be pre-treated in order to obtain a clinically clean surface. After that, a zinc phosphate coating is applied to the body shells on freely moving conveyor units in immersion curves that vary according to vehicle type. This offers the basis for the secure adherence of the following corrosion protection layers, which are applied using the cathodic dip painting method. This coating is then baked in dryers, after which the second coating, the so-called â&#x20AC;&#x153;primerâ&#x20AC;?, is applied. This serves to a certain extent as an undercoat to even out the smallest of surface imperfections. Colour: After the primer has been baked, the topcoat (base coat) in the color ordered by the customer is then

applied. Primer and topcoat (base coat and clear lacquer) are then applied by robots using high-speed rotary atomizers. These rotate up to 60,000 times a minute and ensure the even distribution of the electro-statically charged paint particles over the earthed body shell and the interior of the vehicle. This guarantees optimum use of material. Furthermore, a new paint supply system reduces loss of paint when changing colors. As soon as the body shells have left the interdeck dryer, the transparent clear lacquer is applied. This last coat of paint increases the chemical and mechanical stability of the surface and gives the paintwork its brilliant shine. After yet a further drying procedure, the painted body shells finally pass through specially illuminated testing stations in which experienced paint specialists and fully automatic measuring cells examine the entire body surface (color, gloss, effect, depth of layer). Finally, the body shells are then sent to the assembly department.

Assembly

In the first process, the chassis assembly, painted chassis are mounted with all the features and fittings ordered by the customer. Individual assembly units and components such as motors, transmissions, axles, doors or fenders are pre-mounted in separate areas. Heavy components like seats or pre-mounted doors are moved with handling equipment to optimise ergonomic activity at the workplace. Swinging assembly apparatuses turn the 23 | P a g e

vehicles on the assembly line so that employees do not have to work with their hands above their heads. Motor assembly: This is where crankcases, camshafts and cylinder heads are processed using computer-controlled

machine tools. Employees are largely responsible for monitoring and adjustment tasks. Motor assembly, however, still requires great mechanical skill. Pistons and bearings are installed and preassembled cylinder heads, aggregates, belt drives and wiring harnesses mounted. After the motor is complete and running, it's time for technology again. The motors are electrically driven on so-called cold testing benches and monitored by numerous sensors that ferret out possible errors.

5. Final assembly Wedding: The pre-mounted car body is delivered to

the end-assembly area "just in sequence", i.e. at the right time and place on the assembly line. The actual climax of the assembly process, the so-called wedding â&#x20AC;&#x201C; when the engine, drive and chassis first meet â&#x20AC;&#x201C; can now take place. As soon as the wheels are mounted, the vehicle rolls into the testing area, either under its own power or on a belt. Quality Assurance: Aided by sophisticated inspection

technology, all vehicle functionalities undergoes last testings here. In the finishing area, highly qualified employees give the new vehicle any necessary last-minute touches. The new automobile can finally be delivered to the sales department.

6. Logistics Making sure that the right numbers of the right parts are in the right place at the right time - and that these parts meet the required quality standards - is only one of many central tasks mastered daily by BMW logistics specialists. They also oversee product and process targets to make sure these are efficiently achieved. Logistics is of essential importance not only for stable production, but also for efficient transportation throughout the network - between customers, dealers, suppliers, and plants around the world. This is made possible through the "Customer-oriented sales and production process" (COSP). This ensures that customers can change their orders even shortly before their vehicles go into production without affecting the delivery deadline.

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The Mars Rover The Curiosity (Rover) of NASA Team

Curiosity, a Robotic Rover as part of NASA’s MARS SCIENCE LABORATORY (MSL) mission was created to explore the Biological, Chemical and Astronomical conditions, relics that were and are on Mars. It is a car-sized robotic rover exploring Gale Crater on Mars as part of NASA's Mars Science Laboratory mission (MSL). Curiosity was launched from Cape Canaveral on November 26, 2011, at 10:02 EST aboard the MSL spacecraft and successfully landed on Aeolis Palus in Gale Crater on Mars on August 6, 2012, 05:17 UTC. The Bradbury Landing site was less than 2.4 km (1.5 mi) from the center of the rover's touchdown target after a 563,000,000 km (350,000,000 mi) journey. The rover's goals include: investigation of the Martian climate and geology; assessment of whether the selected field site inside Gale Crater has ever offered environmental conditions favorable for microbial life, including investigation of the role of water; and planetary habitability studies in preparation for future human exploration. Curiosity has an advanced payload of scientific equipment on Mars. It is the fourth NASA unmanned surface rover sent to Mars since 1996. Previous successful Mars rovers are Sojourner from the Mars Pathfinder mission (1997), and Spirit (2004-2010) and Opportunity (2004–present) rovers from the Mars Exploration Rover mission.

Specifications Curiosity comprised 23% of the mass of the 3,893 kg (8,580lb) Mars Science Laboratory (MSL) spacecraft, which had the sole mission of delivering the rover safely across space from Earth to a soft landing on the surface of Mars. Mainly comprising of: 

Dimensions: Curiosity has a mass of 899 kg (1,980lb) including 80 kg (180lb) of scientific

instruments. The rover is 2.9 m (9.5ft) long by 2.7 m (8.9ft) wide by 2.2 m (7.2ft) in height. 

Power source: Curiosity is powered by a radioisotope thermoelectric generator (RTG), like the

successful Viking 1 and Viking 2 Mars landers in 1976.Radioisotope power systems (RPSs) are 25 | P a g e

generators that produce electricity from the decay of radioactive isotopes, such as plutonium-238, which is a non-fissile isotope of plutonium. 

Computers: The two identical on-board rover computers, called "Rover Computer Element" (RCE)

contain radiation hardened memory to tolerate the extreme radiation from space and to safeguard against power-off cycles. Each computer's memory includes 256 KB of EEPROM, 256 MB of DRAM, and 2 GB of flash memory. Compare these figures to the 3 MB of EEPROM, 128 MB of DRAM, and 256 MB of flash memory used in the Mars Exploration Rovers. 

Communications: Curiosity is equipped with significant telecommunication redundancy by several means

– an X band transmitter and receiver that can communicate directly with Earth, and a UHF ElectraLite software-defined radio for communicating with Mars orbiters. The Hub communications being the JPL, NASA. 

Mobility systems: Curiosity is equipped with six 50 cm (20 in) diameter wheels in a rocker-

bogie suspension. The suspension system also served as landing gear for the vehicle, unlike its smaller predecessors. Each wheel has cleats and is independently actuated and geared, providing for climbing in soft sand and scrambling over rocks. Each front and rear wheel can be independently steered, allowing the vehicle to turn in place as well as execute arcing turns. Each wheel has a pattern that helps it maintain traction but also leaves patterned tracks in the sandy surface of Mars. That pattern is used by on-board cameras to judge the distance travelled. The pattern itself is Morse code for "JPL" (·--- ·--· ···). The rover is capable of climbing sand dunes with slopes up to 12.5 degrees. Based on the centre of mass, the vehicle can withstand a tilt of at least 50 degrees in any direction without overturning, but automatic sensors will limit the rover from exceeding 30-degree tilts. Curiosity will be able to roll over obstacles approaching 65 cm (26 in) in height, and it has a ground clearance of 60 cm (24 in). Based on variables including power levels, terrain difficulty, slippage and visibility, the maximum terrain-traverse speed is estimated to be 200 m (660ft) per day by automatic navigation. The rover landed about 10 km (6.2 mi) from the base of Mount Sharp, and it is expected to traverse a minimum of 19 km (12 mi) during its primary two-year mission. It can travel up to 90 metres (300ft) per hour but average speed is about 30 metres (98ft) per hour.

Important Instruments on board The general sample analysis strategy begins with high resolution cameras to look for features of interest. If a particular surface is of interest, Curiosity can vaporize a small portion of it with an infrared laser and examine the resulting spectra signature to query the rock's elemental composition. If that signature is intriguing, the rover will use its long arm to swing over a microscope and an X-ray spectrometer to take a closer look. If the specimen warrants further analysis, Curiosity can drill into the boulder and deliver a powdered sample to either the SAM or the CheMin analytical laboratories inside the rover. The MastCam, Mars Hand Lens Imager (MAHLI), and Mars Descent Imager (MARDI) cameras were developed by Malin Space Science Systems and they all share common 26 | P a g e

design components, such as on-board electronic imaging processing boxes, 1600×1200 CCDs, and a RGB Bayer pattern filter. It has 17 cameras: HazCams (8), NavCams (4), MastCams (2), MAHLI (1), MARDI (1), and ChemCam (1).

Mechanical Instruments 

Dust Removal Tool (DRT): The Dust Removal Tool (DRT) is a motorized, wire-bristle brush on the turret at

the end of Curiosity's arm. The DRT was first used on a rock target named "Ekwir 1" on January 6, 2013. Honeybee Robotics built the DRT. 

Robotic arm: The rover has a 2.1 m (6.9ft) long arm with a cross-shaped turret holding five devices that

can spin through a 350-degree turning range. The arm makes use of three joints to extend it forward and to stow it again while driving. It has a mass of 30 kg (66lb) and its diameter, including the tools mounted on it, is about 60 cm (24 in). Two of the five devices are in-situ or contact instruments known as the Xray spectrometer (APXS), and the Mars Hand Lens Imager (MAHLI camera). The remaining three are associated with sample acquisition and sample preparation functions: a percussion drill, a brush, and mechanisms for scooping, sieving and portioning samples of powdered rock and soil.

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Mechanical Engineers We work on motion, we live with emotions. When we shine, we lighten the world, when we think, we turn the world, when we stand, we rule the world. We crank the life with happiness; we cut the problems as chips. We work with hammer of Inspiration; we talk with sound of vibration. We light the world with power plants, we dark the sadness into shafts. We design our destiny, we stress our failure, we radiate our energy, we strength our humanity. We refrigerant our past, we dynamic our present. The water, air, fire are our tribology, the nature is our industryâ&#x20AC;Ś Trust on we, we will make you ME. Yes!! We are the Mechanical Engineers.

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