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 4

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 18

Supercharger Abhijeet Sinha 19

In-wheel Electric motors Sunil Bagi 20-21

Intern Story Murtuza Shergadwala 22-23

Patek Philippe Calibre Vivek Teja 24

How an automobile is born Abhishek Meena 25-27

Mars Rover Kishore Nori 28-30

Mechanical Engineers Nikhil Reddy 31

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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

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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 first commercially produced ex- ample 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 green- house 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.

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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 sub-

station 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.

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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 engine-

driven 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 homogeneous-

charge compression ignition (HCCI), switchable Miller cycle operation, and seamless switching between two-

and 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

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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 couldn’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 Guwahati’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 – 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 “side effects” 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 400-

1,500cc 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 century–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 train–the driveshaft, differentials and drive axle–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.

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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 hasn’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

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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 awe-

inspiring. 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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How’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.

1. 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 – 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.

2. 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

soldered and welded; numerous stud bolts affix aggregates and components during assembly as well.

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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.

3. Paint shop

Pre-treatment: To ensure that a customer’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 “primer”, 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.

4. 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

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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 pre-

assembled 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 – when the engine, drive and chassis first

meet – 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

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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 Electra-

Lite 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

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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 X-

ray 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 industry…

Trust on we, we will make you ME.

Yes!! We are the Mechanical Engineers.