Proceeding55 PDF

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: http://www.me.eng.chula.ac.th/seniorproject
Mechanical Engineering Project, Academic Year 2012

Copyright Department of Mechanical Engineering, Chulalongkorn University
The Seminar on Mechanical Engineering Project, Academic Year 2012 on Wednesday 6 March 2013 at the
Faculty of Engineering, Chulalongkorn University, is a part of the course 2103499 Mechanical Engineering Project,
Academic Year 2012 in the Bachelor of Engineering Programs in Mechanical Engineering, Automotive Engineering and
Naval Architecture and Marine Engineering.
2103499 Course Committee for 2012: Asst. Prof. Angkee Sripakagorn (Coordinator), Assc. Prof. Kuntinee Maneeratana
and Dr. Werayut Srituravanich
Cover Design: Mr. Chaiyasase Sangkhamaneenakorn
File Download: http://www.me.eng.chula.ac.th/seniorproject

Applied Mechanics
AM01
2
AM02 The Study and Experimental Investigation of Blade Vibration Effect of LVAD Model
4
AM03 Investigating on Damping Property of Laminated Composite Materials
10
AM04
16
AM05
18
AM06 Design and Construction of a Test Rig for the Cable-Pulley Power Transmission System
20
AM07 Improving Material Removal Rate by Waterjet Milling
26
AM08
32
34
AM09
AM10 Design and Manufacture Argumentative Mobility Device for Osteoarthritis Patients in Thailand
36
AM11
42
Automotives
AU01
48
AU02 HCCI DME
50
52
AU03 Driver Eco Rating
AU04
54
AU05 The Possibility of Installing Extra Battery to Improve Hybrid to EV-like Vehicle in Bangkok Traffic
60
AU06 Hardware-in-the-loop simulator , 62
Student Formula
64
AU07 Design, Analysis and Testing of Semi-Monocoque Frame for Student Formula
Thermo-Fluids
TF01
70
TF02
72
TF03 19-25
78
TF04
80
TF05 ASHRAE .. 2556 82
TF06
84
TF07 Effectiveness of Azimuthal Control Jets in Controlling the Entrainment of Jets in Crossflow
90
TF08
96
Master Program-Oriented Projects
98
MS01
MS02
104
MS03 Steer-By-Wire System Evaluation using Fitts Law
110
MS04 GPS
116
122
MS05
MS06
128
MS07
134
MS08 Proper Orthogonal Decomposition Analysis of a Controlled Jet in Crossflow
140
MS09
146
MS10
152
2554
158
160
1
2103499 2555 AM01

Electrical Efficiency Comparison of Shaping Solar Panel

5230406721
.. ()
2555 until September 2556 and use a machine electrode
generation IMET 1000 Stuart Light brands in the Lite electrode.
By comparing the results of the experiment in the power
generation and hydrogen mass compared to the active surface
area of the solar cells with flat as possible. The next was a
half-spherical solar sphere and cone, respectively. Due to the
flat land in agricultural use is good. Flat panels are still suitable
for use in Thailand.

4
1.

2.
1 Azimuth Altitude
software SunPosition.info 2 Altitude
Air Mass
15

4
AutoCAD

2555 2556
Stuart IMET 1000

Abstract
This project illustrates the efficiency of power generation of
solar panel in each shapes that imitate the plant
Photosynthesize profiles with flat plane solar panel that tilt up
to 15 degrees facing south, which is Popular in Thailand. This
study will present which solar panel is the most effective shape
to perform electrical energy and hydrogen mass by electrolysis
system compared with surface area. And another reason is to
study the feasibility to use these solar panels in Thailand. We
study the sun path that affect incidence angle of sun light on
the solar panel. As well as the intensity of light and the
reflected light intensity at various times throughout the day.
Then, for the projection area in the incidence angle of the
various shapes of the four shapes are calculated by
mathematical methods. AutoCAD software helps to find and
then compare the power output of solar panels of various
shapes. To calculate the energy produced from early October
Azimuth Altitude
Air Mass
2 SunPosition.info
3

AutoCAD
2
4 2 Altitude
Altitude
7 8
5 6
3 :
7
4
4 : AutoCAD
4.
3

4

4
[1] Stuart R. Wenham, Martin A. Green, Muriel E. Watt,

Richard Corkish. Applied Photovoltaics. TJ International
Ltd, Padstow, Cornwall (2007) : 3-26.
[2] .. , .. , .
.
.
(2005) .
[3] Martin A. Green, Keith Emery, Yoshihiro Hishikawa,
Wilhelm Warta, Ewan D. Dunlop. Solar cell efficiency
tables (version 39). Wiley Online Library,
wileyonlinelibrary.com 2 2555.
[4] Johanna Ivy. Summary of Electrolytic Hydrogen
Production. Midwest Research Institute Battelle
(September 2004): 8-9 .
5
4
2103499 2555 AM02

The Study and Experimental Investigation of Blade Vibration Effect of LVAD

Model
Tanapol Jeraratanasopa 5230214521, Varut Wiseschinda 5230472021
Asst. Prof. Nopdanai Ajavakom (Advisor)
Abstract
LVAD (Left Ventricular Assisted Device) is the device
used to pump the blood circular system instead of a real
heart, while patients are waiting for new heart or during
cardiac surgery. Among many parts of LVAD, impeller
cause most vibration while in operating such as
misalignment, looseness or vibration due to fluid effect. This
project works on finding natural frequencies of impeller of the
pump model with different blade from 3,4,5 to 6 blades by
modal testing. Moreover, the project studies vibration of the
model operating with water. The vibration of the model can
be monitored by placing accelerometers in various positions
of the model. Furthermore, amplitude of acceleration to force
of the model tends to increase when natural frequency
increase. When all parts of the model are assembled and
tested for the vibration, there is no natural frequency effect if
the impeller blade of the model is changed.
In the other experiment, vibration testing of the model
which different impeller blades has been tested to find
vibration characteristic of the model. In low frequency
domain, vibration can be found most at 150-300 Hz range
,especially in high speed rotation. Moreover, number of
blades of impeller effect frequencies and amplitude of
vibration. Model with 3 blades impeller has more frequencies
and amplitude than three other impellers when determined in
overall(RMS) which caused by blade passing frequency.
Model with 3 blades impeller tends to have more harmonic
frequency when compare to others. In high range frequency,
vibration characteristic does not have significant effect and
overall amplitude of vibration in high range frequency is
much lower than low range frequency.
However, many problems were occurred during the

operation. In recent year, many LVAD were designed to use
centrifugal pump, but many problem is still to be found, such
as the vibration. Among many parts of LVAD, impeller cause
most vibration while in operating such as misalignment,
looseness or vibration due to fluid effect. Therefore,
monitoring in vibration cause by changing impeller blade is
very interesting. The result can be used to design proper
blades of impeller for LVAD.
The LVAD model used in this project was designed by
Analysis and Preliminary Design of The Pumps for Blood
Circulation project [1]. And the assumption used in this
experiment in order to design the experiment, such as the
vibration of LVAD model is independent from flow of pump
was from The study and experimental investigation of
vibration of LVAD model [2].
2. LVAD model specification and variable of experiment's
design
This LVAD model, as shown in figure 1, is designed
corresponding to human heart characteristic but size of it is 2
times bigger than real LVAD. Geometry of LVAD model is
shown in table 1.
1. Introduction
LVAD (Left Ventricular Assisted Device) is the
device used to pump the blood circulatory system instead of
a real heart, while patients are waiting for a new heart or
during cardiac surgery. In the past, LVAD was made by
piston pump which was used to simulate real heart function.
Figure 1: The LVAD model used in this project [2]

According to [2], many parameters of impeller are
constrained with geometry of LVAD model or the production,
2103499 2555 AM02

such as thickness of blade must be more than 5 mm,
diameter must not be more than 10 cm etc. this limitation
restraint large change in designing impeller. Therefore,
changing number of blade in impeller is used instead of
changing other parameter of impeller. This project designs 4
impellers with blade of 3 to 6 blades to study on vibration of
LVAD due to number of blade changes.
1 (m/s2)/N
noise
Figure 3 :Vibration result of table while not using Antivibration rubber
Table 1: Geometry of LVAD model

Dimension of upper case and lower case
Wide
20 cm
Length
20 cm
Thickness
12 cm
Dimension of impeller
Diameter of
13.16 mm
Diameter of
65.80 mm
inlet flow
inlet outlet flow
Thickness of
25 mm
Thickness of
5 mm
inlet flow
outlet flow
Angle of inlet
7.73 degree Angle of outlet 78.57
flow
flow
degree
Surround angle 70.80
Thickness of
10 cm
degree
impeller
0.8 (m/s2)/N
Figure 4: Vibration result of table while using Anti-vibration

rubber
As shown in figure 3, amplitude of vibration while not
using anti-vibration rubber has the highest point
approximately at 1 (m/s2)/N in 1300 RPM at 8000 Hz.
However, in figure 4, the highest amplitude vibration of table
while using anti-vibration rubber is only 0.8 (m/s2)/N in 1100
RPM at 4000 Hz which is lower than the first one. Moreover,
if the noise of vibration from two cases is compared, it is
reduced when anti-vibration rubber is installed. For natural
frequency of the motor, there is no significant different
between using anti-vibration rubber or not. Therefore, after
evaluate the advantage of using Anti-vibration rubber; this
project will use this rubber in the experimentation.
3. Improving experiment precision

From [3] results, some frequencies from the vibration
table are included into an experiment which causes error to
result of the experiment. Quality of the vibration result can be
improved by reduced force transmission from motor to table
and from table to LVAD. Anti-vibration rubber is used to
achieve this objective. Experiment is designed to evaluate
and compare result of this idea. The study is classified into 2
parts, which is monitoring vibration of motor and table while
not using anti-vibration rubber and monitoring vibration of
motor and table while anti-vibration rubber is installed
between motor and table, as shown in figure 2 below.
4. Experiment 1: Finding natural frequencies of impellers

and LVAD model with different number of blades
The purpose of this experiment is to find the natural
frequencies of impeller and LVAD model when varying the
number of blades, from 3 to 6. Method used in this
experiment is called Modal Testing. Impact hammer which
force sensor is connected at head of the hammer is used to
excite impellers and LVAD model. As a constant magnitude
in frequency domain, impact force from hammer will vibrate
the blades and the LVAD model with infinite frequencies and
the results, monitor as frequency response, will show the
natural frequency.
Figure 2 : Location of anti-vibration rubber installation

This experiment studies vibration of LVAD model in
rotating speed of 0-1400 rpm. The result is shown in figure 3
and 4 below.
2103499 2555 AM02

4.1 Experiment 1.1: Finding natural frequencies of
impellers
Focusing on finding natural frequencies of Impeller
with different blade number, this experiment is designed to
achieve this objective. Three accelerometers are placed on
the base, the fin and the border of the impeller to monitor
vibration response of the impeller when excited. The
locations placing these accelerometers are shown in figure 6
below.
The experiment is tested on isolated table, which

can isolate any force transmission from table to the object.
The sample of result of the experiment is shown in figure 7
below.
Location of excited and accelerometer
Figure 7: Frequency response of 3 blade impeller while

excited and determine at the base of impeller
Base
Border
From figure 7, frequency responses are used to find

natural frequencies of the impellers. Comparison of
frequency responses among different impellers is done and
shown in figure 8.
Blade
Figure 6: Locations of placing accelerometers and excited

position
Excited locations are about the same as accelerometer
locations where are the base, the blade and the border as
shown in table 2.
Figure 8: Frequency responds of impeller range from 0-500

Hz when determine and excited at base of impeller
Table 2: position of excitation and accelerometer

direction position of
position of
excited
accelerometer
radial
border
border
From figure 8, natural frequencies of all impellers are

approximately the same at 5.625, 10.63, 28.75, 30.63, 55.63
and 306.3 Hz. As shown in figure 8, natural frequencies of
each impeller are more likely to occur at 0-100 Hz and are
not different between each other. Furthermore, natural
frequencies tend to be found most on blade and least on
border. This happen because different between thickness of
blade and border. Fin thickness is thinner than the border.
Therefore, magnitude of frequencies at fin is higher than
border. Natural frequencies at fin are also easier to find than
the border. In addition, frequency response at high frequency
is test. Natural frequencies of all impeller with same natural
frequency in high frequency range is 312.5, 1088, 3125,
6163, 6663 and 9300 Hz. There is no significant different
between each impeller.
base
fin
Axial
base
border
base
tangent
fin
fin
border
base
fin
2103499 2555 AM02

Natural frequencies of each LVAD model which is the same
4.2 Experiment 1.2: Finding natural frequencies of LVAD
to each other in high frequency range are 237.5, 2138, 3650,
6000, 7388, 8175, 8988 and 9350 Hz. While natural
model with different number of blades
frequencies of each LVAD model which is the same to each
This experiment is designed to find natural frequencies
other at low frequency range are 61.88, 96.25, 110, 160.6
of LVAD model using impeller with different blade of 3 to 6
and 358.1 Hz.
blades. Four accelerometers will be used to determine
natural frequencies of LVAD model. Locations of
accelerometers at LVAD model are at inlet flow, outlet flow,
opposite site of outlet flow and top of the model, as shown in
figure 9. This location is designed corresponding to find
natural frequencies of pump rotating, fluid vibration, vertical
and horizontal vibration.
Figure 11: Frequency responses of LVAD model with 3
blades impeller from 0-10000 Hz without water when excited
at top middle of the model
Figure 9: Locations of accelerometers in experiment 1.2

blades impeller from 0-500 Hz without water when excited at
top middle of the model
Excited positions are designed by considering the

effect of external force acting on the model. Therefore, it will
be 2 excited positions at the inlet flow and middle top of the
model as shown in figure 10.
For more precise results, water is filled into the pump.

Natural frequencies of LVAD model is studied again to
compare the difference between filled and not filled water.
The amplitude of natural frequencies of LVAD model filled
with water is shown in figure 13 below.

blades impeller from 0-500 Hz filled with water when excited
at top middle of the model
Figure 10: experimental table positions of hammer's

excitation
In figure 13, amplitude of vibration is higher when

determine near excitation point as acceleration per force of
The results of this experiment in high and low range

frequency are shown in figure 11 and 12, respectively.
2103499 2555 AM02

input 2, red line, is higher than other locations. Furthermore,
acceleration at input 2 does have natural frequency at 350400 Hz which may be caused by natural frequencies of
impact hammer. However, amplitude of frequency of LVAD is
reduced when filled with water. Natural frequencies of all
LVAD model filled with water with same natural frequency in
low frequency range 4.375, 6.875, 62.5 110.6, 160.6 206.3
237.5 370.6, 2050, 3063, 3900, 6325, 7088, 8138, 8350 and
9200 Hz.
From the result in experiment 1.2, due to size of the
model compared to size of impeller, number of blades in
impeller does not clearly affect natural frequencies of the
model because same natural frequencies can be found in
many models.
3X
Figure 14: The vibration result determine at inlet flow when

using 3 blade impeller in frequency domain of 500 Hz
5. Experiment 2 : Vibration of LVAD operating with

different number of blades
This experiment will study on vibration of LVAD while
operating with water (200 - 1400 rpm) and install a different
number of blades, from 3 to 6. For each number of blades,
Model will be placed on experiment table cooperating with
anti-vibration rubber to reduce force transmission from the
experiment table to the model. Frequencies of vibration will
be collected in waterfall data within 2 domains at 0-500 Hz
and 0-10000 Hz. The data will be analyzed to conclude
result of this experiment. Four accelerometers will be used to
determine natural frequencies of LVAD model. Locations of
accelerometers at LVAD model are at inlet flow, outlet flow,
opposite site of outlet flow and top of the model, as shown in
figure 9. This location is designed in order to monitor fluid
induced-vibration at inlet and outlet flow, vibration in radial
and axial axis.
Results of this experiment are collected in waterfall
data as shown in figure 14, which is the vibration result
determine at inlet flow when using 3 blade impeller in
frequency domain of 500 Hz. The vibration is clearly found at
3 times of rotating speed, and the amplitudes of vibration
drastically increase during frequency domain at 170-300 Hz,
especially at 200 Hz which is highest amplitude.
Furthermore, frequency which is not related to rotating speed
can be found at 20 and 25 Hz.
To analysis other phenomena which may cause by
rotating speed, the plot between acceleration of vibration and
frequency are analyzed at 1100 1200 and 1300 rpm as
shown in figure 15, which show the additional frequencies of
vibration at 6 times, 9 times and 12 times of rotating speed
of pump.
3X, 6X, 9X, 12X

1100 rpm
3X, 6X, 9X, 12X

1200 rpm
3X, 6X, 9X, 12X

1300 rpm
Figure 15 : Vibration results at inlet flow in frequency domain

of 500 Hz at 1100, 1200 and 1300 rpm
Having considered all data, the frequencies of vibration
depending on rotating speed tend to increase when rotating
speed increases, especially in some case which can be
found only at high rotating speed. Moreover, vibrations at 1 2
and 3 times of rotating speed may be occurred due to
misalignment. Vibration depending on rotating speed of each
blade model is shown in table 3.
2103499 2555 AM02

Table 3: Vibration frequencies in multiple times of rotating
speed
Multiple
times of
rotating
speed
Number of blade
3
Multiple
times of
rotating
speed
1X
7X
2X
8X
3X
9X
4X
10X
5X
11X
6X
12X
Number of blade
3
Figure 16 : The vibration result determine at inlet flow when
using 3 blade impeller in frequency domain of 10000 Hz

6. Conclusion
In finding natural frequency experiment, number of
blades in impeller does not affect natural frequencies of the
impeller or LVAD model. Same natural frequencies can be
found in model with different number of impeller blade.
Moreover, water filled in the model will reduce amplitude of
vibration in the model as it absorbs model vibration.
In finding vibration of LVAD model with water,
frequency independence from rotating speed can be found at
150 to 300 Hz which consider as natural frequency of the
model. High amplitude frequency can also be found at this
range. On the other hand, numbers of blade in impeller
affect both frequency and amplitude of the model. 3 blades
impeller has the highest overall RMS amplitude which cause
by blade passing frequency phenomena. Three blades
impeller is not recommend to be installed in the following
LVAD model.
The results has shown that the frequencies of vibration

of LVAD model occur most at 150 - 300 Hz. Comparing to
experiment 1, many natural frequencies are found at this
frequency range.
Considering overall amplitude for each position,
acceleration in position 4, which positioned near the outlet
flow, has the highest amplitude compared to other position
as shown in table 4.
Table 4 : Overall amplitude of vibration of LVAD model in
each position
Number of blade
RMS of vibration acceleration (m/s2)

P1
P2
P3
P4
0.0432
0.0295
0.0389
0.0448
0.0327
0.0264
0.0253
0.0427
0.0155
0.014
0.0153
0.0229
0.0281
0.0173
0.0252
0.0326
7. Acknowledgement
This work is supported by senior project advisor, Asst.
Prof. Nopdanai Ajavakom and Department of Mechanical
Engineering, Chulalongkorn University.
Considering table 3 and 4, LVAD model with 3 blades

impeller has more number of vibrations and more overall
amplitude of vibration than others. Therefore, Three blades
impeller is not recommended to be installed in this LVAD
model. This conclusion is explained by blade passing
frequency phenomena, which the frequency depends on the
rotating speed of pump and number of blades. LVAD model
with 3 blades impeller tends to have more harmonics of
blade passing frequency than others. This will increase a
chance to occur a force excitation in frequency equals to
natural frequencies of the system.
In high range frequency, the results of all blades are in
the same pattern, and vibration characteristic does not have
significant effect and overall amplitude of vibration in high
range frequency is much lower than low range frequency, as
shown in figure 16.
8. Reference
[1] Maruay Anansukkasem, Rumpa Chaijinda. Analysis and
sss Preliminary Design of The Pumps for Blood Circulation.
ssssSenior project for the degree of Bachelor of Engineering
ssssin Mechanical Engineering, Department of Mechanical
ssssEngineering, Chulalongkorn University, 2010
[2]sKrit Rojanarungruengpom, Thamonwan Kittithornkul,
sss Nathawit Tiansuwan, Peesadech Somphol. The study
sss and experimental investigation of vibration of LVAD
llllllllmodel. Senior project for the degree of Bachelor of
llllllllEngineering in Mechanical Engineering, Department of
llllllllMechanical Engineering, Chulalongkorn University, 2011
2103499 Mechanical Engineering Project 2555 AM03

Department of Mechanical Engineering, Faculty of Engineering, Chulalongkorn University
Investigating on Damping Property of Laminated Composite Materials
Kritsadaporn Thongsawang 5230019521, Nattapon Kaewchalam 5230173421, Nutthasan Srikwanma 5230183721,

Worapol Phraechinda 5230451921, and Asst. Prof. Dr. Thanyarat Singhanart
Abstract
An aluminium laminate a wall structure made of
polyethylene plate attached with aluminium sheets on both
sides by glue - is studied in this paper. As the vibration of the
structure can be controlled by the damping properties, the
objective of this paper is to determine the basic damping
properties of aluminium, glue and polyethylene by an
experiment that is based on the determination of the logarithm
decrement under free bending vibration of beam with ended
mass. The effect of frequency is considered by varying beams
length and ended mass. In the experiment, the cantilever beam
is excited by the cyclic magnetic force at the fundamental
natural frequency. Then, the force is removed to produce the
free vibration during which the deflection is detected by the
laser displacement sensor. The logarithm decrement can be
determined from the experimental results and the basic
damping property as the function of frequency is presented in
terms of specific damping capacity (Fig.17,19). As the specific
damping capacity of the laminate can be determined using the
basic damping properties of the components, the specific
damping capacity of aluminium laminate is also predicted and
verified by using the finite element method. Two finite element
models are considered; one is the model including aluminium
and polyethylene without glue and the other one is the model
with glue. The results show that the specific damping capacity
can be predicted but the predicted value is smaller due to the
effect of shear strain in polyethylene and glue. In conclusion,
this paper presents the experiments for finding the basic
damping properties of the materials and the specific damping
capacity of aluminium, glue and polyethylene as well as the
aluminium laminate. The glass laminate is also determined the
specific damping capacity due to the prior study[7]. In this
study, the specific damping capacity of glass and PVB with
varying frequency in same range are obtained.
Keywords: 3-5 words, 12 point size
1. Introduction
Vibration is mechanical phenomenon of materials that is
vibrated in type of oscillation about an equilibrium point. Some
of these phenomenons can be seen in generally such as
vibration of machine, oscillation of building, etc. Finding
damping property of composite material is important for
engineering design for laminated material. There are many
papers studied about damping property [1, 2]. The experiments

based on the free vibration of cantilever beam can be used to
determine the damping property of the materials [3]. As can
see that the frequency of vibration affects the damping
property, therefore, the determination of basic damping
property of the materials as a function of frequency is
considered in this paper. Due to the free vibration of the
materials, the low frequency range which is less than 15 Hz
can be determined. Not only the basic damping capacity of the
materials, but the damping of the composite laminate
Aluminium composite also determine by using the
experiments and the results are compared with the finite
element method.
2. Theoretical Background
2.1 Free vibration of cantilever beam with fixed end mass
Fig.1 Cantilever beam with end mass

The cantilever beam with ended mass as shown in Fig. 1
is considered. The equation of motion of free bending vibration
is
w ( x, t )
w ( x, t )
EI
(1)
0,
+c
=
c=
2
t 2
x 4
Where EI is flexural rigidity and is mass per unit length.

The solution of Eq. (1) can be determined as follows
=
W ( t ) Acost + Bsint
(2)
Where
x
x
x
x
W ( x ) =
c1cosh
+ c2sinh
+ c3cos
+ c4sin
l
l
l
l
The natural frequency can be obtained from the following

equation.
i =
(i L )2
L2
EI
(3)
can be determined by considering the boundary

conditions of the beam. For cantilever beam with ended mass,
the boundary conditions are from the inertia force of the ended
mass as can see in Eq. (4).
i L
dW
=
At x 0;=
W 0 and = 0
dx
d 3W
d 2W
2
At x L=
M W and
M 2aW
=
=
;
dx 3
dx 2
After inserting the boundary conditions into Eq. (3), the

10
(4)

equation for obtaining L for cantilever beam with ended
mass can be determined as shown in Eq. (5).
The relation between specific damping capacity and

logarithmic decrement is 2 .
m
( sinhcos coshsin )
l
ma 2
( ) sinhs + ( coshcos + 1) 0
=
l
(5)
Where M is ended mass, a is half length of ended mass, and

= EI .
4
2.2 Damping property

2.2.1 Logarithmic decrement
Logarithmic decrement is one of damping properties of
under damped system as shown in Fig. 2. It can be determined
from the natural log of the ratio of the amplitudes of any two
peaks as shown in Eq. (6).
1 A(t )
(6)
= ln
A(t + nT )
Where A(t) is the amplitude at time(i) and A(t+nT) is amplitude

at time t+nT or at the peak n periods away from A(T)
3. Finite Element Method

The 2D model for aluminium laminate is created in CATIA
V5R19. The models were meshed in square shape (Fig. 4). All
conditions and restraints were defined. The natural frequency
at fundamental mode, mode shape, and the stored energy
(W s ) in each layer can be determined. From the definition of
specific damping capacity (Eq. 7), the dissipated energy of
each layer can be calculated. So, the total dissipated energy of
aluminium laminate can be determines from the summation of
all the dissipated energy of each layer. The total stored energy
can also be measured from the analysis. By getting the
dissipated energy and stored energy, the specific damping
capacity of aluminium laminate can be obtained.
Al layer
Glue layer
PE layer
Fig.2 Logarithmic Decrement

2.2.2 Specific damping capacity
Refering to [2], The hysteresis loop under cyclic loading as
shown in Fig. 3 that show relation between stress line and
strain line of material is considered. The specific damping
capacity is defined as the ratio between the dissipated is
defined as the ratio between the dissipated energy (W d ) and
energy capacity in material (W s ).
Wd
Ws
(7)
Fig.4 Model meshing in CATIA V5R19

4. Experiments
4.1 Materials
Aluminium laminate wall is material that is combination of
two or more layers to yield high performance, light weight and
strong for use in building. It is composed of three components;
aluminium plate, PE (Poly ethylene) plate and glue plate.
Aluminium laminate wall is showing in Fig.5
Glass laminate is material that is combined of two or more
layers to yield high performance, light weight and strong for
use in cars. It is composed of three component; glass plate
and PVB plate. Glass laminate is showing in Fig.6
Fig.5 Aluminium laminate wall
Fig.3 Specific damping capacity
11
Fig.6 Glass laminate

4.2 Specimen configurations
The aluminium beam, PE beam, glue beam, glass beam
and PVB beam is made as shown in Fig.7 for free vibration
test. The different lengths of each beam are chosen in order to
vary the natural frequency of vibration. By solving equation (5),
the value of natural frequency, end mass, and specimens size
can be obtained. The specimen sizes are shown in Table 1
laser displacement is used to detect the decrement of

amplitude of the specimen.
Fig.8 Experimental Setting
Fig.7 Specimens configuration

Table 1 Sizes of specimens
Materials
Dimensions in mm
Width
Length
Thickness
Aluminium
30
120, 150, 180
Polyethylene
30
120, 130, 150
Glue
30
110, 126
Aluminium
Laminate
30
115, 155, 170,

185
4.2
Glass
25
250, 300
PVB
20
165
4.3.1 The exciting system

The exciting system as shown in Fig. 9 is the set of
function generator, amplifier and magnetic coil. The function
generator is used to generate the sinusoidal signal and
frequency. The output from function generator is amplified by
the amplifier before connect to the magnetic coil. The magnetic
coil produces the cyclic magnetic force to excite the beam at
fundamental natural frequency.
4.3.2 The specimen holding support, laser support and
vacuum chamber
The design for specimen holding support is shown in Fig.
10. The support is placed and fixed within the vacuum
chamber as shown in Fig. 11. The vacuum in the chamber can
be generated by the vacuum pump.
4.3.3 Data detection using laser displacement sensor
The laser displacement sensor, Keyence LK-G87, as
shown in Fig. 12 is used to detect the decay amplitudes by
setting at the outside of vacuum chamber.
The glue and PVB is in form of grain and can be made into
beam by solidification process. The glue can be produced by
heating glue grain in the oven under temperature about 180oC
for 7 minutes but the PVB is produced under temperature
about 155oC for 10 minutes. Glue and PVB is made under
pressure at 15 ton by compression press machine for 3
minutes.
Fig. 9 Exciting system
4.3 Experimental Setting

The experiment setting is shown in Fig. 8 can be divided
into three parts; (1) exciting system including function
generator, amplifier, and magnetic coil, (2) the specimen
holding support in vacuum chamber and laser support, and (3)
the data detection using laser displacement sensor. The steel
ended mass are attach by bolt and nut or glue to the specimen
to provide the magnetic force that will excite the specimen at
fundamental natural frequency. After the magnetic force is
removed, the specimen is under free bending vibration and the
Fig. 10 holding support
Fig. 11 Vacuum chamber Fig. 12 Laser Displacement Sensor
12

4.4 Experiment Preparation
Before performing the experiment, the investigation of
some parameter on the damping property has to be done such
as the air effect, clamping force effect, strain effect, etc. By
eliminating these effects, the damping property can be correctly
determined.
4.4.1 Air effect
4.4.1.1 Aluminium laminate
The test is performed in air and in vacuum for all materials
and the results is shown in Fig.13
(a) Aluminium
(c) Glue
(d) Aluminium laminate

Fig.14The clamping effect
It can be found that the material has its suitable torque to

ensure the fix support and the clamped torque for aluminium,
PE, glue, and aluminium laminate are 65, 50, 40, and 50 lb.ft,
respectively as the result shown in Fig.14
4.4.2.2 Glass laminate
Table 3 Torque for glass laminate specimen clamping
Material
Torque in lb-in
Glass
40
PVB
35
Glass laminate
25
(b) PE
(c) Glue
(d) Aluminium laminate
Fig.13 The air effect on the damping property of materials
It can be seen that the air has effect on aluminium beam,
PE beam, and aluminium laminate beam but not glue beam, so
the test shoud be performed in vacuum chamber to eliminate
the air effect.
4.4.1.2 Glass laminate
Refering to [7], there are the result of air effect of laminate
glass.
4.4.2 Clamping effect
4.4.2.1 Aluminium laminate
Table 2 Torque for aluminium laminate specimens clamping
Material
Torque in lb-in
Aluminium
65
Polyethylene
50
Glue
40
Aluminium laminate
50
(a) Aluminium
(b) PE
13
(a) Glass
(b) PVB
(c) Glass laminate

Fig.15 The clamping effect of glass, PVB, and glass laminate
Referring to [7], there are evaluation of glass laminate
clamping effect but the result shown in angle of wrench. The
clamping effect in term of torque needed to be evaluated. So,
the suitable torque for glass, PVB, and glass laminate are 40,
35, and 25 lb-in respectively.
4.4.3 Other effects
The measurement value from laser displacement sensor is
checked with the micrometer and the results show that there is
no effect of the plastic wall on the value from laser
displacement sensor.
The strain effect is also considered by using different range
of amplitude to determine the logarithm decrement and it can
be seen that there is no effect on damping property. Therefore,
only effect of frequency will be considered in this paper.

4.5 Experiment procedure
The steel ended mass is attached to free end of the
specimen before assemble the specimen to the holding support.
The specimens can be tightened to the support by applying the
torque to four nuts. Then, the holding support with specimens
is placed and fixed in the vacuum chamber. The vacuum
chamber is reduced pressure by vacuum pump to -80 kPavacuum.. Next, the specimen is excited at fundamental natural
frequency. Finally, the signal is removed and the specimen is
under free bending vibration. The laser displacement sensor is
used to detect the deflection of the specimen. The experiment
procedure is shown in Fig. 16.
Function
Amplifier
Table 4 Result of specific damping capacity from

experiment and finite element analysis
Specific damping capacity
Experiment
0.03202
Finite element analysis

(analyzing glue)
Finite element analysis
(not analyzing glue)
0.02164
0.02154
Magnetic
Close the signal
Computer
Laser Displacement
Vibration of Specimen
Fig. 16 Experiment Procedure

Fig. 18 SDC of aluminium laminate
5. Results
The logarithm decrement is calculated from the graphs of
free bending vibrations in experiment and then the specific
damping capacity can be calculated and shown in Fig. 17.
Fig.19 SDC of glass and PVB
Fig. 17 SDC of aluminium, glue, PE

The results from experiments and finite element analysis
including model with and without glue for aluminum laminate
are determined as shown in Table 4. The model without glue
neglect the effect of glue due to its small thickness when
compare to other dimensions.
6. Discussions
The experiments for determining the basic damping
properties of the materials is performed with the consideration
of many effects such as torque effect, air effect, refract of laser
in vacuum box, etc. From the results, it can be seen that this
experiment method can be used to studied the effect of
frequency on the damping of the materials at low frequency
range.
The components of the aluminium laminate which are
aluminium, PE, and glue are tested to determine the basic
damping capacity of each material and the results are as
follows
14

al =0.0002 f 2 + 0.0038f + 0.003 ; 1 Hz f 10 Hz
PE =
0.0012 f + 0.0213f + 0.1598 ; 5 Hz f 15 Hz
2
glue =
0.0024 f 2 + 0.0258f + 0.3183 ; 1 Hz f 10 Hz
aluminium laminate 0.0008 f 2 -0.0182f + 0.1547 ; 3 Hz f 20 Hz
=
The basic damping capacity of these materials is used to

predict the specific damping capacity of the aluminium laminate
by using the finite element method and compare with the
experiments. The results in table 4 show that the specific
damping capacity from finite element analysis is lower due to
the different stress distribution in the laminate. The shear strain
might be developed in the aluminium layer. So shear energy
has to be included in the model. Anyway, the basic damping
capacity under shear stress is not available and has to study in
further research.
As shown in table 4, specific damping capacity of
aluminium laminate with glue is same as aluminium laminate
without glue at same frequency. Therefore, glue does not affect
the value of specific damping capacity of aluminium laminate
From Fig.19, it can be seen that frequency of glass and
PVB overlap each other in the wide range because of varying
weight of the ended mass and sizes of the specimens. That is
the result of improving the prior study[7]. So, the results of
specific damping capacity are as follows.
PVB =0.0025 f 2 + 0.0789 f + 0.0048 ; 2 Hz f 19 Hz
=
glass 0.0002 f 2 0.0033 f + 0.0671 ; 5 Hz f 16 Hz
7. Conclusions
This paper presents the experiments for finding the basic
damping properties of the materials which are aluminium, glue
and polyethylene. The specific damping capacity of aluminium
laminate is also determined by using finite element method and
experiments. Due to the lack of specific damping capacity
under shear, therefore the predicted value is under estimated
and will be study in further research.
Reference
[1] Weaver, W., Timoshenko, S., Young, D.H., 1990, Vibration
Problems in Engineering
[2] Mart, E.O., Lakes, R.S., and Park,J.B. Hysteresis behavior
and specific damping capacity of negative Poissons ration
foams, Cellular Polymers, 16, 349-364, (1996)
[3] Wang, J., 2002, Vibration Control of a Cantilever Beam
with a Tip Mass by an Electromagnetic Actuator.
15
[4] Shabana, A. A., 1995, Theory of Vibration Volume II:

Discrete and Continuous Systems.
[5] Berthelot, J.M., 2005, Damping analysis of laminated
beams and plates using the Ritz method, Composite Structure.
[6] Boonyateera, N., Limsuwan, P. and Charoenratchadej, C.
Investigating on damping property of laminated glass, Result
from free vibration of cantilever beam with fixed end mass test,
27-30, (2011)
[7] Boonyateera, N., Limsuwan, P. and Charoenratchadej, C.
Investigating on damping property of laminated glass, Result
from free vibration of cantilever beam with fixed end mass test,
31, (2011)
Acknowledgment
Appreciate Mr. Somporn Chantavaraluk sponsored of
Aluminium laminate and its component, Porncharoen Safety
Glass Corporations helping for the Laminated safety glass, Mr.
Ponlarats besteading for forming PVB and glue, and Instructor
Nisit Saiyalak for advice and supporting the experiment.
2103499 2555 AM04

16
17
2103499 2555 AM05

(Stability Control of a Self-Driving Bicycle)

5230481721, 5230484621 5230532021
.. ( )

2

3

(state variable feedback)

(Embedded system)
LabVIEW
(implementation)

, , ,
,
Abstract
This project, we propose a control strategy to stabilize
an autonomous electric bicycle based on the well-known state
variable feedback. The simplified dynamic model of the
bicycle is the most important for the design of the controller.
The necessary parameters of the dynamic model are verified
through 3D computer models and experimentation. The
stabilizing control of an autonomous bicycle is derived
independently based on the simplified model. The steering for
stabilizing the bicycle is derived based on the output-zeroing
controller or regulator. A programming tool, LabVIEW, is used
for developing an embedded control and implemented on the
National instrument hardware, the Compact RIO. A velocity
controlled conveyor is designed for verifying the total controlled
system. The numerical solutions based on the simplified model
with the parameters of the model obtained from experiments
are shown and are confirmed by experimental results to verify

the effectiveness of the proposed control strategy.
Keywords: autonomous bicycle, state-variable feedback,
stabilization, output-zeroing controller.
1.

2.

An Approach to Stable
Standing Motion of Electric Bicycle [1]
2
1
30 kg.
M
10 kg.
m

1.0 m.
L
18
Ix
10
Ih
0.10 kg m
0.18
L1
0.40 m.
h
r
0.58 m.
0.70 m.
0.03 m.
0.10 m.
kg m
kg m
2.78 m/s
1.
I h fmg I Ct t
(2.1)
2.
MhL1
MhL1
Mgh
Mh 2
V
V
V

IX
LI X
LI X
LI X
(2.2)

( ) ( )
( )
( )
0

0

0

Mh 2
V

LI X
f mg Ct t
Ih
MhL1
V
LI X
Mgh
IX
0
0
I
1
I h
I h (t )
1
0

0 0
(2.3)
2
Data Acquisition
Card
Amplifier
Motor & Encoder
Digital Computer
4.
3
(2.4)

3.

(state

variable feedback) [2]
( ) ( )
3
4
CATIA 1 MATLAB
1

0 0 1 0
4
1 MATLAB
4.
LABVIEW
2

(encoder) IMU
3
/

4
/

19
5.
10

[1] Hiroshi Niki, Toshiyuki Murakami. 2005. An Approach to
Stable Standing Motion of Electric Bicycle. CACS Automatic
Control Conference.
[2] . 2548.
2000 . 2. :
2103499 2555 AM06

Design and Construction of a Test Rig for the Cable-Pulley Power Transmission
System
Pao Wichayaketsophorn5230324921, Poompat Pornwissanukul 5230404421,
Songkran Taepaisitpong 5230531421, Suksit Wongwanich 5230647621
Advisor: Asst. Prof. Phongsaen Pitakwatchara
Abstract
The purposes of this project are to design, construct, and
control an experimental apparatus which uses cable as a
power transmission. The apparatus consists of 3 main parts, a
driving pulley, a driven pulley, and cables. The driving pulley is
attached to a motor for transmitting the power to the driven
pulley via the cables. Output motion of the driven pulley is
measured and compared against the input motion of the motor.
The cable-pulley transmission scheme provides a system with
high stiffness in absence of backlash; hence its efficiency is
promising. With a motor in the driven pulley and two encoders
for both pulleys, this can be easily controlled and measured.
For this particular implementation, the transmission ratio is
chosen to be 3:1, and the range of the driven (output) pulley is
720. As a preliminary design on the controller, position
control of this transmission system can be achieved quite
easily by a simple lead compensator. The step response for a
typical input reference angle of 60 has the rise time of 0.11
seconds, the settling time of 0.28 seconds, and the overshoot
of 0.91%.
Keyword: Experimental apparatus, Cable-pulley transmission.
1. Introduction
Nowadays, robots play an important role in a field of
industrial in order to increase efficiency, accuracy and
decrease lead time of operation. For example, robots are
commonly used in many of automobile industries to deal with
manufacturing process which are welding, painting and
assembly etc. There are many systems related to robots and
the most important system that affects directly to the moving of
robots is transmission system. Therefore, this project focuses
on the cable-pulley transmission system which is one of the
highest efficiency of transmission systems.
most appropriate idea to be calculated in detail design before it

is constructed.
2.1 Structure
We design 3 ideas of the structure which is included of
driving pulley, driven pulley, cables, motor, encoders, couplings
and base as shown in Figure 2.1.
Idea 1
Idea 2
Idea 3
Figure 2.1 Three ideas of structure
After we mainly consider on effectiveness of the motor,
simplicity of assembly and also strength of the structure, we
choose the first idea because in this idea, gravity load from
pulleys weight do not affect on the motor and its the easiest
idea for routing cable.
2.2 Cable tensioning system
Cable tensioning system is designed in order to help user
to adjust and measure the cables tension. We design 3 ideas
of the Cable tensioning system which 2 ideas are using a
screw as shown in Figure 2.2 and the other using mechanism
of a worm gear pair as shown in Figure 2.3.
2. Conceptual design
Firstly, we separate the conceptual design into 4 topics,
which are structure, cable tensioning system, cable holding
system and cable routing. After that we design 2-3 ideas on
each topic and then we analyze on each idea to choose the
Figure 2.2 Idea 1&2 of Cable tensioning system
20
2103499 2555 AM06

Figure 2.4 Crossed and uncrossed methods of routing

cables
Figure 2.3 Idea 3 of Cable tensioning system

After we mainly consider on strength of the structure,
simplicity of assembly and convenience of the user, we choose
the third idea because in this idea, 2-side shaft pulley can be
designed in order to balance pulleys weight and worm gear,
also has a high gear ratio which would be a self-locking after
adjust cables tension.
This cable tensioning system separates the driving pulley
into 2 parts which are part A and part B. Worm wheel is fixed
to the shaft of part A and worm gear is inside part B as shown
in Figure 2.3. When we apply torque to the worm gear, it will
go forward around fixed worm wheel and also push the part B
to rotate, which create tension on the cable.
2.3 Cable holding system
Cable holding system is designed to hold the cables fixed
on the pulleys. We design 3 ideas of the cable holding system
as shown in Figure 2.3.
Idea 1
Idea 2
From Figure 2.4, we notice that the cable has more

contacting area with the pulleys in the crossed method so the
cable would have more friction and also tension. Therefore we
choose the crossed method.
3. Detailed Design
Detailed Design begins with the motor which have been
chosen, then all of the pulleys namely driving pulley, driven
pulley and stopper were designed. After that we designed
Cable tensioning system, Base of the system, Supporting plate
and Horizontal plate. Finally bearing and screw were chosen
from Misumi catalog.
3.1 Coupling Design
Coupling is mechanical devices which connect between
two shafts at their end and its propose is to transmit power and
protect shaft misalignment. The types of coupling which is used
in this project have to suitable for power transmission because
we chose motor for driving the system. Therefore, disc
coupling was chosen and implemented in this project.
Calculation of size of the coupling started with finding
torque which motor produces and their shaft diameter. In term
of motor, motor is 148877 Maxon DC motor which is servo
motor. Motor have 6mm shaft diameter and given torque 2.5
Nm. Finally, shaft of driving pulley and motor were connected
by using the coupling.
Idea3
Figure 2.3 Three ideas of Cable holding system
After we mainly consider on tension losing, strength of the
structure and simplicity of assembly, we choose the third idea
because in this idea, cable doesnt lose tension from bending
and the design is easy to identify the geometry.
2.4 Cable routing
There are two methods to route a cable from one pulley to
another pulley which are crossed and uncrossed method as
shown in Figure 2.4.
21
Figure 3.1 SCXW No.34 Coupling

From Misumi catalog, SCXW No.34 Coupling as shown in
Figure 3.1 can receive torque at 4 Nm and have 6mm on shaft
diameter. Therefore this coupling can be used.
2103499 2555 AM06

3.2 Pulleys Design
The design of the pulleys begins with the limitation of
having the motor that gives the maximum torque at 2.5 Nm
used for driving the apparatus. From design specification, 1.5
mm Cable which can support maximum tension of 25 kg were
used for transmit power. Then, size of driving pulley
determines from equation (3.1).
25
(3.1)
From the diameter of driving pulley is 50 mm, we check

strength of cable which can support maximum tension of 25 kg
from equation (3.2).
T
rF
(3.2)
The diameter of driven pulley is 150 mm to meet design
specification (ratio of the pulley is 1:3). After that we calculate
moment of inertia of each pulley and decided to rive driven
pulley as Figure 3.2 in order to decrease moment of inertia to
accomplish equation (3.3) in order to have high efficiency of
transmission.
J J n
(3.3)
Figure 3.4 Driving pulley

For the pulley housing part, the inner diameter is designed
from outer diameter of worm wheel, and the outer diameter is
the same as outer diameter of driving pulley. There is also a
part for putting a worm gear inside as Figure 3.5.
Figure 3.5 Pulley housing

The pulleys lengths were designed from design
specification that driven pulley can rotate 7 rounds (4 rounds
for functioning, 3 rounds for safety). Driving pulley turns 42
rounds (21 rounds forward and 21 backward) ,There are 2
separated cables for turning forward and backward on the left
and right of both pulleys as Figure 3.6.
Figure 3.2 rived driven pulley

Considering about cable tensioning system, we decided to
use a worm gear which the direction of transmission is not
reversible due to geometry of worm and worm wheel.
Designing shape of driving pulley, we decide to use worm
gear for cable tensioning system. Driving pulley would be
separate into 2 parts which are driving pulley and pulley
housing as in Figure 3.3.
Figure 3.6 System diagram
Pulley housing
Driving pulley
Cable holding system from conceptual design we decide to

use idea 3 as Figure 2.3. We decide to increase diameter of
pulley housing in order to increase strength of the cable
holding position as Figure 3.7.
Figure 3.3 the parts of driving pulley

The driving pulley part and driving pulley shaft must suit
with pulley housing, worm wheel and coupling as in Figure 3.4.
Figure 3.7 Pulley housing
22
2103499 2555 AM06

The stopper pulley was designed in case of accident
situation when the pulleys are out of control. If they rotate
more than expect, there will be a stopper pulley to handle this
situation.
From design specification, the driven pulley can rotate 4
rounds (-720 to 720 degrees), the ratio of stopper pulley and
driven pulley shaft must be more than 4:1.
After we know the force acting on the bearing, we bring

shaft diameter size and the force acting on the bearing to
choose bearing from Misumi catalog. Thus, the conclusion of
choosing bearing is shown in the table 3.1.
3.3 Worm gear calculation

Cable tensioning system by using worm gear must be selflocking because after adjusting tension, the system should not
be reversed. For checking this matter, we determine which
worm gear is suitable for this system by equation (3.4).
Table 3.1 bearing code

Parts
Driving pulley
Driven pulley
stopper
T =
(3.4)
3.4 Bearing Design

Bearing is mechanical devices which can support rotation
by reducing friction force when rotation occurred. In this
apparatus, we used motor to drive the system, this lead to high
force on radial axis. On the contrary, thrust force is very low.
Thus we chose Deep Groove ball bearing as shown in Figure
3.8 because this type is appropriate for supporting radial force
and high speed rotating system.
Figure 3.8 Deep Groove ball bearing

Bearing design was considered form main part which
bearing would be installed. So we separate to 3 topics namely
driving pulley bearing, driven pulley bearing and stopper
bearing.
Firstly, bearing size was considered form the size of shaft
diameter of the pulley which we have designed. Then, we
calculated weight of the pulley by using SolidWorks program.
After that, we can calculate force acting on the bearing. The
examples of calculation were shown in Figure 3.9 and equation
(3.5).
Figure 3.9 Free body diagram of driving pulley
23
(3.5)
F = 0
F=
Mg
2
Bearing Code
B6700ZZ, B696ZZ
B6702ZZ
B6805ZZ
3.5 Screw and Bolt

In this apparatus, we can separate the use of screw into 3
main topics namely screw for assembling base, screws for
fixing cable and set screws.
3.5.1 Screw for assembling base
We used 3 parts namely supporting plate, horizontal plate
and base to assemble the base of the apparatus. Therefore,
screws were used to connect supporting plate with horizontal
plate and horizontal plate with base.
In term of screw type, we chose socket head cap screws
because of their strength and prices. For choosing screw size,
we considered from size of the part which screws have been
installed. Then, head size and length were chosen respectively
as in the table 3.2.
Table 3.2 conclusion of screws
Area where screws have been installed Code M L
Supporting plate and Horizontal Plate
4 12
CB
Horizontal Plate and Base
10 15
3.5.2 Screws for fixing cable
For choosing screws for fixing cable, we had to choose
screw with through holes which large enough for 1.5 mm cable
and 0.8 mm two-cable.
Figure 3.10 Hex Head Screws Hollow
2103499 2555 AM06

From the size of the cable, we knew that holes diameter
have to be larger than 1.6 mm. Therefore, hex head screws
hollow as in Figure 3.10 was chosen and the head size is M5
because of appropriation with cutting edge of the pulleys.
3.5.3 Set screws
Set screws are mechanical devices for protecting rotation
and movement between 2 parts. Type of set screw which were
used in this apparatus are soft point as shown in Figure 3.11
because set screw head is made from rubber, thus the parts
which set screws were used did not have scratch. In this
project, set screws size is M5.
Figure 4.1, then transform equation into s-domain and transfer

function.
Figure 4.1 Schematic diagram

Equation of motion
T =J +
Figure 3.12 Assembly of the apparatus
Figure 3.13 Completed Apparatus

4. Dynamic models
The aim of analyzing motion of apparatus is to develop a
dynamical model applicable for the simulation and control
purposes. The parts of apparatus that we analyze are driving
pulley, motor, coupling, driven pulley and stopper pulley.
Beginning with find equation of motion of schematic diagram as
=J
)
+ (J + J
Transfer function
Figure 3.11 Hex Socket Set Screws - Soft Point Type

3.6 Overall Apparatus
After designing details in every part, we assemble them all
together in CAD as shown in Figure 3.12. For the construction,
the apparatus was constructed and assembled as designed,
besides, the cables were routed. The completed apparatus is
displayed in Figure 3.13.
T T
=
T
1
s ( J +J +J
(J + J
N
J
)
n N
1
=
T
(1.4496 10 )S
5. Controller Design
The main principle of controller is to control systems in
order to have the desired responses, so it is very essential to
the systems. In this project, step inputs are applied to the
system to make pulleys rotated as we conduct. A variety of the
controllers may be used depending on the desired output
behavior of the system. In this project, we use classical control
for the designing process by using the frequency-response
design method. We also design in continuous time system and
then convert to discrete time system. The MATLAB program is
used for designing controller and simulating the system.
5.1 Designing process
After getting the transfer function of the system from the
dynamic model, we have to specify the desired output (e.g.,
overshoot, rise time, settling time). From the consideration, this
system is a type-one system, which the steady state error is
zero. Also we want a high damping ratio in order to achieve a
minimum amount of the overshoot, thus a simple lead
compensator was chosen as a controller. The block diagram of
the system can be written as Figure 5.1.
Figure 5.1 Box diagram
24
2103499 2555 AM06

In the designing process, there are 5 main steps
seconds, the settling time of 0.838 seconds, and the overshoot

of 3.93%.
1.
2.
3.
4.
Calculate phase margin from desired output

Plot bode diagram of the system
Design pole(s) and zero(s) position of the controller
Plot bode diagram of the system after applying the
controller, and adjust the controller
5. Simulate a closed-loop response of the system
After following these 5 steps, we get a lead compensator

controller which the transfer function is
6(s + 20)
(s + 200)
5.2 Bode diagram

From the bode diagram, we can design pole(s) and zero(s)
of the controller which will make the system has the desired
output. The bode diagram of the system can be shown as in
Figure 5.2. The blue line is the system, the green line is the
controller, and the red line is the system after applying the
controller.
Figure 5.2 Bode diagram of the system
6. Experiments & Results

In our experiments, a simple lead compensator was
designed and implemented. Data of actual angles from both
encoders are collected and plotted as degree-time graphs with
varying tension as shown in Figure 6.1. From the graphs, the
transmission ratio is 3:1 in both cases as designed. When the
cable is properly tensioned, the driven pulley follows the driving
pulley faithfully. Go slack initially, the driven pulley will not
follow the driving pulley for a certain period (0.03 s), which is
the effect of backlash.
Figure 6.1 Actual angles from encoder graphs
5.3 Simulation
After getting the satisfied controller from bode diagram,
we simulate the closed-loop response of the system (the
input is a step function) as in Figure 5.3.
Conclusion
In conclusion, the apparatus was designed and constructed
to have specifications as we expected. The tension is
adjustable by worm gear mechanism. Also we designed a
controller and implemented it with our system.
References
[1] E. R. Snow, The load/deflection behavior of pretensioned
cable/pulley transmission mechanism, MSME thesis,
Massachusetts Institute of Technology and Woods Hole
Oceanographic Institution, 1993.
[2] C. A. Marmor, Pretensioning mechanism for tension
element drive system, United State Patent, 5388480,
1995.
[3] W. T. Townsend, Effect of transmission design on forcecontrolled manipulator performance, Ph.D. Dissertation,
Massachusetts Institute of Technology, 1988.
Figure 5.3 Simulation of the response

From the simulation, the step response for a typical input
reference angle of 1 rad (57.3) has the rise time of 0.305
25
2103499 2555 AM07

(Milling)
Improving material removal rate by Waterjet Milling
Sataphol Wattanapornmongkol 5230638021, Kasidet Wangwitayakul 5230028121 and Ukrit Jampachon 5230626421
Advisor, Lect. Pairat Tangpornprasert
Abstract
At the present, the conventional milling using in material
removal has an amount of restrictive weaknesses. For
instance, it is time- consuming and costly for operation, in
addition, it is difficult to operate in complex area or the small
size of the work-piece. Furthermore, high-toughness materials;
stainless steel, alloy steel and titanium, can shorten the lifetime
of cutting tools. As the consequence of this, Abrasive Water
Jet (AWJ) cutting, involving the entrainment of abrasive
particles into a high pressure jet of water, is being introduced.
Due to the high competency in material removal, AWJ milling
could be an opportunity to minimize machining time and
increase process flexibility.
However, AWJ is generally used in through cutting
material. The crux of AWJ milling is the controlled depth of cut.
Therefore, the first investigation is to study the parameters
which are related to the depth of cut: feed rate, water pressure,
the garnet size, abrasive flow rate and stand-off distance. As
the result, the relation between feed rate and depth of cut
tends to be a linear pattern. Feed rate was chosen to be the
process parameter under the design of experiments while other
parameters were set at constant values. Providing feed rate is
maintained as constant speed along a jet path, the depth of cut
can be controlled in a single-line pattern. The simple technique
of AWJ milling has been developed by moving jet back and
forth in rectangular shape and changing lower feed rate to
increase material removal rate (MRR) [5]. The size of the
experimental area was 30x20 mm and the experiment was
conducted at 5-40 mm range of the depth.
Nonetheless, penetrating traces at both sides of pocket
milling, caused by impact of water hammer at the beginning
and ending point, could be hindrance. Therefore, one of the
effective solutions is to use high-hardness material (high speed
steel, HSS) as masks, protecting both penetrated sides. By
doing this, the penetrations were removed and the surface of
pocket milling was uniform pattern. Likewise, the experimental

results mainly seem to be contentable; for example, the sample
of experiments, using the depth of pocket milling at 5mm, of
AWJ milling spent 3.1 minutes in operation whereas
conventional milling by 8-mm-size tool spent 3.5 minutes. From
this experimental observation, AWJ milling has more 20
percent of MRR than conventional milling.
Preface
The manufacturing industry. Consists of several processes
such as casting, machining, welding, forming and machining
materials so that etching is a process where a material is very
important in commercial and technology. And can be widely
applied to various materials. Milling process is one of the
mostly used processes in manufacturing but this process is
cost much time.
The Milling process (Conventional Milling) is still limited in
many respects such as a very high cost or slow operate time.
In addition, some materials with high strength stainless steel
(Stainless Steel) or titanium may cause cutter (Cutting tools)
lifetime shortening. Moreover, it is also limited by the usual
method cannot work in a small or complex shapes as well.
Figure 1 Waterjet Machine

A water jet cutter (Shown in Figure1), also known as a water
jet or waterjet, is an industrial tool capable of cutting a wide
variety of materials using a very high-pressure jet of water, or
a mixture of water and an abrasive substance. The
26
2103499 2555 AM07

term abrasivejet refers specifically to the use of a mixture of
water and abrasive to cut hard materials such as metal
or granite, while the terms pure waterjet and water-only
cutting refer to waterjet cutting without the use of added
abrasives, often used for softer materials such as food or
rubber. Waterjet cutting is often used during fabrication of
machine parts. It is the preferred method when the materials
being cut are sensitive to the high temperatures generated by
other methods. Waterjet cutting is used in various industries
including mining and aerospace for cutting, shaping,
and reaming.
Table 1 Relation of Depth of cut and Feed rate
Thus, it is possible to develop a waterjet machining

techniques to find out the material removal rate is faster than
the Conventional Milling
Objective
To improve material removal rate by Water jet Milling to
more than Conventional milling
1. Compared to 8 mm size of cutting tool
(HSHO UNCOATED) for an Stainless Steel 304 Materials.
2. Concentrated on mechanical way.
(Do not use electrical and chemical).
3. Regardless of the surface detail. Only focus on time
of milling.
Control Depth.
Control the depth of cut is the core of the concept in water
jet milling. Waterjet machine, which use Flow cut program,
have an important parameters that affect the depth of the
surface as follows.
1 Feed rate.
2 Water Pressure.
3 Dwell time.
4 Abrasive Rate.
Depth of cut
5
10
15
20
25
30
35
40
45
50
55
60
Feed rate (mm/min)

637.5
346
221.5
157.5
120
95
75
64
54
45.5
40
35.5
Watejet Milling
When you can control the depth of milling in the form of
single lines, Milling techniques have been developed for the
concept is combined this single line together. The milling a
rectangular shaped area, which is the basis for the general
shape caused by milling a straight line as well. This can be
done by the jet head in a straight line back and forth several
lines, The walk to and from the opposite direction in order to
save time on each jet moves and it also gives a bit of material
symmetrical than moving jet head in the same direction. All the
distance between each line is determined to be equal to the
width of the jet which is not going to repeat itself to ensure
consistency with the surface.
To find the best pathway of milling by water jet machine,
there are 4 possible way to achieve the objective shown as
Figure 2, 3 and 4 below
The parameters that most effect the depth of surface is feed

rate, the rate of jet travel along workpiece in mm/min. Feed
rate effect is inversely proportional to the depth of the surface .
The faster federate make surface shallower and slower
federate make surface deeper, which shown in table 1
Figure
Figure 2 Path1 of waterjet milling
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2103499 2555 AM07

The experiments with path 2, there is a fin appeared, a

significant amount of ground surface is very rough and the
depth of the milling surface is unstable. Left and right sides of
the workpiece was cut through. There is some marks the
passage of the jet cut through the skin. The top edges and
bottom edges of the workpiece does not cut though.
Figure 7 Result of path2

Experiments with path 3, the middle of the work piece
depth at least about 12 mm and down Slope the top and
bottom. The depth of the top edge and the bottom edge is
down to 18 mm and cut in to workpiece with depth of 4 mm.
For the left and right side of the workpiece is caused to cut
though., show in figure 8

All of these paths, the jet run respectively by follow red
arrow from number 1 to 30 as shown above.
For Path1, surface of the work piece, it has a smooth
surface and 12 mm depth is break up at the left and right parts
of the boundary shown in Figure 6
The last path, path4, results of this experiment are shown
in Figure 9, the surface area of center will have a deeper and
pursue Slope up towards the top and bottom so surface near
top edges and bottom will slowly shallower, from the center to
the edge.
28
2103499 2555 AM07


The water jet move from the bottom back to the top. While
the jet are milling through, The bottom part, that water jet
milling has made it through, will have the space up that make
water and abrasive are able to flow to the area. With the force
from water pressure more than 60,000 Psi caused the jet that
are traveling spread some of water and abrasive, which are still
in force, slammed into that clearing space so the depth of
bottom edges is deeper
From above reason, path 3 which jet starts from the middle
of the piece to the top and bottom edges, the middle surface
which was bitten out before cause space. Water and abrasive
which are still powerful impacts on that area, so surface deeper
in the middle, then continue to deeper and deeper by slope to
the top and bottom edges. And same for Path 4, switch from
the bottom up until jet line meet in the middle. Since there are
grooves for water to both the top and bottom. The top and
bottom edges is deeper than the normal from the water and
abrasive which contain power groove in.
Path 2, the top and bottom edges will not crashed because
jet path shot through make large space enough to cause a thin
wall barrier between further jet and the next jet. (Jet path do
not overlap), which result as the same as a single line. This
make the first jet path set give the right result in depth, 10mm.
But after shooting another set of jet to a smoothing surface all
along the workpiece, fin is appeared so the surface is still
rough..
The side of the workpiece in every path will notice that
very deep and penetrating though workpiece which has a
thickness up to 57 mm even the depth that you controlled is 10
mm or Feedrate 637.5 mm / min. This cause from Dwell time
at the beginning and end of each line, jet will overlap about 0.2
mm (jet orifice diameter 0.8 mm and the Overlap distance
about 0.6 mm) make the overlap area has been drilled over
and over until it finally penetrated the workpiece, show in
29
Figure 10 Bottom Penetration of bottom

We can conclude the path 1 is the best path to be used in
milling technique because of the surface of the workpiece and
overall but must be solve the bottom edege problem and
perforation of the left and right boundary of workpiece, Which
lead to further improvement in the following explanation.
With higher federate there is less crash in bottom edge of
workpiece show in table (xx).
Table 2 Relation of Feedrate and Bottom edge depth
Feedrate (mm/min)
Bottom edge depth
637.5
1 mm
346
3 mm
We use this key point to improve our milling techniques.

We know that path 1 is the most suitable path to use for milling
and with high federate there is better than slow federate
because the unexpectable depth in bottom edge. So combined
this two easily prinple together and found that if we operate
waterjet milling 2 time with federate 637.5 mm/min the result is
better than 1 time of 346 mm/min although the depth is 10 mm
either but the appearance and the bottom edges of
637.5mm/min 2 time is better
Figure 11 Result after operate at 637.5 mm/min twice
2103499 2555 AM07

There are some other parameter that effect to depth of cut
which in program Flowcut, Waterjet controlled program
Table 3 Suitable machine parameter
Parameter
Material
Thickness
Cut Mode
Dwell time , After jet on
Dwell time , After Abrasive on
Dwell time , After Abrasive off
Dwell time , After jet off
Water Pressure
Pierce
Procudure
Value
Stainless Steel 304
5 mm
Global Overide
0.1
0.1
0.1
0.1
High
Pierce on the fly
Jet on first, then Abrasive on
The experimental water jet milling which use path of the jet and
machine parameter are shown in Table 2 showed that the
surface is relatively smooth and deep as the need, 5 mm. But
both sides left and right of the workpiece still to be breaking
up. Since the start of the jet aircraft and jet aircraft off each
time it is called Dwell Time, the amount of time the jet drill
down into the material. The time can not be turned off. But it
can be reduced by down to 0.1 seconds.
2
By using the depth of pocket milling at 5mm as above,
AWJ milling spent 3.1 minutes in operation whereas
conventional milling by 8-mm-size tool spent 3.5 minutes. From
this experimental observation, AWJ milling has more 20
percent of MRR than conventional milling.
Masking
The reason why start point and end point of the path is
deeper than the other is The dwell time at the head of the jet
stream, and hold the same spot for too long. The dwell time
can not be turned off so that water jet must not impact the
surface during the dwell time region so masking the dwell area
will be consider to solve this problem
The more hardness material make waterjet harder to drill
through so we use carbide which has more hardness value
than stainless steel 304 to be mask material. Before start to
operate a waterjet milling must be prepared a mask to protect
the edge from penetration The following result shown in Figure
show result of using mask in waterjet milling
Figure
See that at the left and right edges, there are not any
penetration and the surface is smooth. So the masking
technique is working very well
Conclusion
Development of Milling with waterjet can be done using the
parameters in Table 1 and the path of jet as shown in Figure
1, but the milling is a problem at the border, both sides of the
workpiece. There is a way to protect both left and right edge of
workpiece, Masking technique, use the harder material to
protect workpiece in dwell area to avoid an impact from
waterjet on workpiece surface. Finally the operate time by
waterjet milling compare with conventional milling is faster
Acknowledgment
First of all, we deeply thank my advisor,
Lect. Pairat Tangpornprasert and Lect. Chanyaphan Virulsri
whose help, advice and supervision was invaluable. We also
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2103499 2555 AM07

thank all of our friend who helping us in experiment and
supporting us. Finally, we would like to thank the Faculty of
Engineering, Chulalongkorn University for giving us an
engineering knowledge and every memorable time along our
education period
Reference
[1] [9] K.M.C. Ojmertz, Abrasive water jet milling: an
experimental investigation, in: M. Hashish (Ed.), Proceedings of
the Seventh US Water Jet Conference, Water Jet Technical
Association, St. Louis, 1993,
pp. 770771.
[2] M. Ramulu, D. Arola, The influence of abrasive water jet
cutting conditions on the surface quality of graphite epoxy
laminates, Int. J. Mach. Tool Manuf. 34 (3) (1994) 295313.
[3] G.A Escobar-Palafox*, R.S Gault, K Ridgway.
Characterisation of abrasive water-jet process for pocket milling
in Inconel 718 AMRC, University of Sheffield, Advanced
Manufacturing Park, Wallis Way, Catcliffe, Rotherham, S60
5TZ, United Kingdom
[4] Alberdi A, Rivero A and Lopez de Lacalle. Experimental
study of the slot overlapping and tool path variation effect in
abrasive waterjet milling. Journal of Manufacturing Science and
Engineering Transactios of the ASME 2011; 133(3): 4-8.
31
2103499 2552 AM08

Fast Tool Servo for Standard Shaft Tolerances (ISO 286-2)

5230065321, 5230073321, 5230176321, 5230575021
.. ( )

4
()

0.2

Abstract
This paper demonstrates a piezoelectric fast tool servo for
precision turning which able to hold all tolerances in the
international standard for shaft lathing (ISO 286-2). Purpose of
this project is to create the fast tool servo that support shaft
turning process and reaches the resolution of 4 micron.
Concept of structure design focuses on compact structure and
use piezoelectric actuator which provide high accuracy. PID
controller is integrated in to the system in order to improve the
controllability of cutting tool edge. The result is fast tool servo
has 0.2 micron resolution, compact size but, still solid and fit in
CNC lathing machine.
Keywords: Manufacturing technology, Fast tool servo, High
precision turning, PID controller, Piezoelectric actuator
1.

2 - 4 [1]

[2], [3],

10 20 [4]

(Fast tool servo)

2.

(Surface finishing)

30
4

1

32
2103499 2552 AM08

Y Z

30
0.7
2
(S45C)
2
3.

1. 4
2. (Overdamped system)

8.5
3

4
30
33
4 (m) (ms)
4.

Kp = 1.4, Ti = 1900 Td = 470

0.2
30

[1] Medical Instrument Molding, Precision Engineered Products
(PEP) 14/11/2012
[2] Yuliu Zheng, Introduction of Heat Generation in Machining,
MichiganTech, Mechanical Engineering 14/11/2012
[3] Ebook Engineering Mechanics for Structures, Deflection due
to Bending, Chapter 8: Massachusetts Institute of Technology
[4] Mazak, Computer Numerical Control Machine Starting
Guide: Mechanical Engineering Department CNC Lab:
Chulalongkorn University
2103499 2555 AM09

THE STUDY ON PARAMETERS EFFECTING TO SLIDING LOSS

IN SPUR GEAR AND HELICAL GEAR

5230539521, 5230540021 5230552621
.. ( )

2

back-to-back
gearbox system

0.53% 584 %

Abstract
This project was created to demonstrate the
fundamental studying of parameters which affect the sliding
loss in spur gear and helical gear. There are two major parts of
the study. One is the actual experiment. The other is the
evaluation of factors associated in mathematic simulation. The
simulation is used for calculating both gears sliding loss. It is a
computer program developed by Chakrit and Puvadol. As for
the experiment, we use the back-to-back gearbox system. After

acquiring the tests results, we compare them with the
mathematic simulation for accuracy. We also evaluate the
tendency of the parameters which affect the sliding loss. For
the spur gear, the associated parameters are the helix angle
comparing to helical gear and the pressure angle. As for the
helical gear, the important parameters are the helix angle
comparing to spur gear, pressure angle and the face width of
the gear.
From the experiment, it can be concluded that the
difference of the helical angle has no effect on the sliding loss.
Spur gear with more pressure angle will result in lesser sliding
loss. Helical gear with more pressure angle will also result in
lesser power loss. The difference of the gear face widths has
on influence on the sliding loss. The test is quite accurate with
the minimum deviation of 0.53% and maximum value of 584%.
The test is more precise when using more angular velocity.
The trend of the test results of all four parameters which are
the helical angle, face width, pressure angle of both spur and
helical gear are all harmoniously conforming. statement of
objectives and a summary of important results.
Keywords: parameters, spur gear and helical gear
1.
1.1
pressure angle, helix,
1.2
1.3

Helix, Pressure
Angle Face width

1

2
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2103499 2555 AM09

2 3 12
1 2
1
parameter
S1
S2
S3
S4
S5
Number of teeth
30
45
30
20,40
30
module
Pressure angle
14.5
20
20
20
25
Helix angle
Face width
20
20
20
20
20
Pitch diameter
90
90
90
60,120
90
2000 Layout
3 4
90
2
parameter
H1
H2
H3
H4
H5
H6
H7
Number of teeth
30
30
30
15
30
30
30
module
Pressure angle
20
14.5
20
20
25
Helix angle
22
33.5
33.5
33.5
33.5
33.5
33.5
Face width
20
20
20
30
20
40
20
Pitch diameter
90
90
90
90
90
90
90
3
Helix
S3,H1,H5
0, 22, 33.5
Pressure Angle
H2,H5,H7
14.5, 20, 25
S1,S3,S5
14.5, 20, 2
H1,H3,H6
20, 30, 40
Face width
2 back-to-back gearbox system

5.
4
3.
2

Ptotal = Pspin Pspin
Ptotal = Pspin + Pmech Ptotal
Pmech
Psliding, Prolling Pbearing load dep.
Prolling Pbearing load dep.

Psliding
1
4.
back-to-back gearbox system 2
4.1
6
5

4.2

6
35
6.
[1] . 2554.
.
,

.
[2] . 2554.

.
2103499 Mechanical Engineering Project Academic, Year 2012 AM10

Design and Manufacture Argumentative Mobility Device for Osteoarthritis Patients

in Thailand
Vorapraj Chutintaranond 5230449721, Wongsatorn Sathitsuksanoh 5230441621, Pitchaya Sovachindaand 5230354721 and
Teerinth Changsawang 523044262621
Advisor: Pairat Tangpornprasert, Ph.D. and Chanyaphan Virulsri, Ph.D.
Abstract
A Hubless wheel walker provides advantageous weight
and carriage compactness with modern architecture. The
wheel comprises aluminum wheel with solid tire and rotatable
inner hoops, which were fabricated by Nylon 6. The maximum
capability of dynamic system crossing step height and floor
roughness is 10 centimeters. High grade aluminum was not
only used for supporting highly stressed parts on its structure
but also appropriated for light weight consideration expected
lesser than a common use walker. For Folding in hubless
wheel walker was designed under concept aligning bicycle
wheel circumference, so it required radial slot mechanism on
rear wheel structure and handles. Furthermore; middle column
adhered to body structure could be stretched and moved
through to train entrance way as well as its also favorably
utilized as seat. Consequently, a hubless wheel walker will
resolve the different environment for support and aid elderly in
their daily life with high stability and safety; besides, offer the
new value on easy carriage in limited area.
For the time being; there are several types of walker being
exposed to commercial market as argumentative mobility
device [2]. However, they are still lack of some significant
functions because of different environment between designed
countries and Thailand where roughness and step on the walk
way are normally found. Rollz Motion [3] and Boomer Walker
[4] have developed their argumentative mobility devices to
solve the problem, but both of them required user to multitask
ability (Figure 1), which caused them instability while crossing
step motion. In addition; inconvenient carriage associating with
improper weight and obstructed architecture is required to be
improved. Finding the best solution on solving the mentioned
situation became our project objectives.
Keywords: Argumentative Mobility Device, Hubless Wheel

Walker, Osteoarthritis Patients
Figure 1.1 : Crossing Step Motion Rollz Motion ( Left )
Boomer Walker ( Right )
1. Introduction
Osteoarthritis ( OA ) is one of the most common chronic
diseases founded in aging society. It not only directly affects
patients mobility, but also causes depression due to
commuting restriction. During the twentieth century in Thailand,
the proportion of elderly people significantly increased. The
proportion of men and women population over 60-year-old was
4.4% - 5.2% in 1970, 6.2% - 8.4% in 1995, 14.6% - 18% in
2025 and 22.7% and 26.9% in 2050[1]. To extend independent
living and promoted their health, assistive mobility devices
have been essentially created and developed.
1.1.
Project Objectives
To design and manufacture both of structure and mechanical

mechanism of argumentative mobility device, which supports
patient walking in short distance and crossing roughness
besides step on the walk way with stability as well as provides
advantageous weight and carriage compactness with modern
architecture.
36

1.2. Design Specifications
From calculation well know that force is in the range so this

model is functional for climbing the step
The highest level of crossing capability for roughness

and step on walk way must be 10 centimeters.
Argumentative mobility devices volume after folding
must be one over three from the original.
Providing resting functions on the walker for the
patient.
Devices total weight must be less than 12 kilograms.
2.3.2 Walker characteristic

2.3.2.1 Usage
When user uses this walker, stability is our main concern and
C.G. point is still in the bases area. Able to climb step and
height of the handle is the standard height. When user want to
rest the middle cores can use as a seat (figure2.3.2.1)
2. Design ( Argumentative mobility device )

2.1 Design Specification
Our design is focused on functions for fatigue
reduction, whichs much helping you to walk around most of
the environment. Step on the walk way, narrow space,
roughness road also are our concern. Moreover stability and
safety still remain the same. For the best result we have some
foldable parts consisted of engineering and architecture
knowledge.
To design this walker by the above characteristics,
we used hubless wheel with diameter of 24 inches for simply
crossing steps. Hubless wheel is used for architecture, weight
reduction, and easily carrying around purposes
Figure 2.3.2.1 Normal state walker

2.3.2.2 Folding
This function is mainly for mobility. Light weight can benefit in
order to save some space and also easily lift(figure 3.3.2.2 ).
2.2 Data Collection

Collecting data of the force apply for the wheel size 24
inches upon step height 15 cm, data from people age 60-80
weve got the average force is 30-40 N.
2.3 Parts and mechanism Design
2.3.1 Moving across the step by wheel 24 inches diameter
Assumption : Front wheel D = 61 cm 24 inches , N1 = 0
(lifting) , mtwowheel = 5 kg , g = 9.81 m/s2
Ryis significantly less than Rxso well use Ry = 0 N
Figure2.3.1 FBDs of 2 front wheels climbing the step
Figure 2.3.2.2 Folding state walker

2.3.3 Folding mechanism
2.3.3.1 Seat
Design in slots mechanism so it can reduce length by 2/3
when folding as a picture shows.
Figure2.3.3.1a Middle Vessel
[ Mo = 0 ]
-mg (61cos38.7o) + 2Rx (61sin38.7) = 0
Rx = 30.6 N
37
Figure 2.3.3.1b Folded Vessel

2.3.3.1.1 Load Durability
2.3.3.3 Handle
Its designed for maximum load of 800N by using Catia
stimulation system to test for bar bending length, limited only 1
cm maximum. Stress has to be less than yield strength of the
aluminum material, which has yield strength of 310MPa.
Design to favorably hand with the standard height, 95 cm from

ground, also capable of narrowing body by slot mechanism
which is relatively sliding in and out as the other two and the
middle vessel has a lockable system, using a stopper on the
middle one that can be turned to fix the position to the width of
40cm from side to side.
Figure 2.3.3.1.1a Defection length when apply a 800 N load.
Figure 2.3.3.3 Handle mechanism

2.3.3.4 Back Wheel folding mechanism
Design by using the part that sliding through the slot as a
curved shape. This mechanism also has a copper between
surfaces to reduce defection on the surface (figure 2.3.3.4).
Figure2.3.3.1.1b Stress on the middle vessel

when apply a 800 N load.
From figure we found the bending distance is maximum at
0.0155mm and stress 12.1MPa, also these numbers is still in
the acceptable range.
2.3.3.2 Wheel supports mechanism
Using CNC to lathe nilon-6 for the shape that can support the
wheel from both sides, each wheel has 2 pairs of supporter.
For more stability and preventing the wheel to slip of the body
(figure 2.3.3.2 ).
Figure 2.3.3.4 Back wheel folding mechanism

3. Manufacture ( Argumentative mobility device )
According to argumentative mobility design - Hubless walker-,
Most of components were required high precision and exquisite
tolerance in a range of meters to micrometers. Furthermore;
symmetry was the other significant design concept, which
needed to be controlled since it influentially related to safety
and stability. To perfectly accomplish on specification and
finest quality, high technology and innovation on engineering
program and machine were selected.
Figure2.3.3.2 Nilon-6 Wheel support

38

3.1. Cutting Machine
The structure of Hubless walker aligning to front wheel
circumference was unmatched versatility since it was contrived
under modern architecture notion. Thus, the cutting machine
that befitted to Hubless walkers specification and requirement
became Waterjet MACH 3 SERIES (Figure 3.1).
Figure 3.2 : Settling up position of Aluminum for Front Wheels

structure cutting ( Left )
Figure 3.3 : Operating motion on cutting Front Wheels
structure ( Right )
3.2. Multi Tasking Machine
Figure 3.1 : Waterjet MACH 3 SERIES

Waterjet MACH 3 SERIES is categorized as 2 ( X-Y ) axis
cutting machine with high accuracy, +/- .0015 per 3 feet. The
operating process of the cutting machine could be described
as the following diagram ( Diagram 3.1 ).
CATIA
( CAM )
FLOW
PATH
FLOW CUT
Shaft was one the essential components in driving system.

Some of them needed accuracy in micrometer unit because of
stability and assembly method. To manufacture the finest
quality shaft, several engineering processes are required such
as facing, turning, grooving and drilling. One-stop-service
became the best alternative to reduce error from machine
changing. MAZAK INTEGREX 100-IV ( figure 3.4 ) is selected
to serve need as Multi-Tasking Machine.
Cutting
Diagram 3.1 : Operating process of WATERJET MACH3

STEP 1 CATIA ( CAM ) : Using CATIA to design and draw
3D characteristic and dimension of Hubless walkers
components. Transferring designed data to Waterjet MACH 3
Series, CATIA file shall be exported as .dxf format.
STEP 2 FLOW PATH : Flow Path is one of the fundamental
program in FLOW MASTER, which is waterjet control system.
Its used to fully optimize cutting parameter such as cutting
speeds and cutting path both in manual or automatic mode.
STEP 3 FLOW CUT : To control and monitor the cutting
progress, Flow Cut is the program that is in charge of
mentioned duties.
39
Figure 3.4 : MAZAK INTEGREX 100-IV

MAZAK INTEGREX 100-IV designed for high efficient shaft
workpiece machining by milling spindle with B-axis and NC
tailstock. Turning, milling, contouring with the C-Axis, off-center
Machining with Y-Axis, milling of angled surfaces with B-Axis
are the special features of this machine

For the operating process of producing shaft by MAZK
INTEGREX 100-IV, MASTER CAM was utilized to design and
control workpiece by generating G-Code and importing to
machine network. After operators had received the command
code, Home setting was another important to set carefully.
Figure 5.2 Hubless Walker Folding state.
Figure 3.5 : Examples of workpiece producing

from MAZAK INTEGREX 100-IV
Which can fit in the car trunk and passing through the train
entrance furthermore even we use only two bars for the middle
slot, they are able to utilize as a seat, durability at least 70 kg
Crossing step is working fine with height of 10cm ( figure 5.3 ).
4.Result
This hubless walker mostly manufactured by CNC tools have a
high precision so all parts between side to side are symmetry
as design. Crossing step and rolling on the rough path are still
functional but its not perfectly stable due to clearance of each
part, gap between them isnt reaching the optimum point. The
weight can be significantly reduced by changing material but
due to production issue.
5.Test Conclusion
Our designed walker has the dimension of of width 67 cm
height 92 cm length 114 cm(figure 5.1) and the dimension after
folding width 41 cm height 75 cm length 74 cm (figure5.2) .
Figure 5.3 Hubless Walker climbs the step.

6.References
[1]Concepcion, Mercedes B. The Graying of Asia :
Demographic Dimensions. in Added Years of Life in Asia,
Current Situation and Future Challenges. New York: United
Nations, 1996. ESCAP, Asian Population Studies No.141, p.33
[2] Maria M. Martins, Cristina P. Santos, Anselmo Frizera-Neto
and Ramon Ceres, Assistive mobility devices focusing on
Smart Walkers: Classification and review, Robotics and
Autonomous Systems, 2011
[3]http://www.rollz.com/downloads/downloads_120_303.pdf
[4]http://inventorspot.com/articles/student_creates_boomer_mob
ility_aid_climbsdescends_stairs_25897
Figure 5.1 Hubless Walker normal state.

40
41
2103499 2555 AM11

Development of an electrothermal micro-gripper for manipulating a small object
5230216821, 5230287321 5230535021
..
( ) .. ( )
study, four different gaps between small and big mechanism of
100, 200, 300 and 400 micrometer are fabricated in order to
investigate its effects on the motion of gripper. After production
and test of the device by examining the movement of its gripping
tip, it is found that the result was slightly different from that of the
finite element results. This deviation occurs maybe due to the
limitation of production regarding precision causing the nonuniformity in gripper dimensions. It is found from experimental
results that the different sizes of mechanism create the motion of
gripper tip differently, and smaller mechanism will generate less
force that might be too small to drive the device. However
disregarding the limitation of this device, the developed gripper is
able to perform gripping the object as the project goal.
Keywords Micro-gripper, Electrothermal actuator, HGA

100 200 300 400

, ,
1.

2

Abstract
This project aims to develop a micro mechanical gripper using
thermal force for picking up HGA instead of a conventional
vacuum system. The scope of this project covers a design,
production and analysis processes. The principle of this device is
to create heat on the grippers structure unequally. The smaller
part will get hotter, much largely elongate itself and force the
device to move. To analyze its motion, the kinematics motion is
synthesized along with the utilization of finite element software to
find appropriate dimensions of the gripper. The device has two
small mechanisms and one big mechanism at the center. In this
1
(Head gimbal assembly)

Head stack assembly 1

42
2103499 2555 AM11

120

3.3

10 15
Boss hole 100

100

( 60 )
3.4

(Kinematic diagram)

2
3
2.

[1-6]
2.1

2.2

(Normal direction)

3.
3.1 (HGA)
1

3.2

2 ()
3 2
3
(D)
delta
g S L
(1)
(2)
D , S, g L 2
3.5 (FEM)

ANSYS 2 Thermal-Eclectic
Static Structural
1 cm
()
()
2 ()
()
43
1 cm
2103499 2555 AM11

5 () ()
5
1.
2. 50
3. 25
4.
1.5 cm
1 cm
()
6 200 ()
()
4 Thermal-Eclectic (ANSYS)

(25 )
( 120 0.12
)
6 ()

6 ()
()
()
()
()
100
1000

()
5 200 ()
() () ()

5 () ()

44
2103499 2555 AM11

7

100
600

2 () Gripper 3 1
1 Gripper M1

4.1.4

(m/hr)
(mA/cm2) 3
4.
4.1

Y = 0.4118X
(3)
Y (m/hr) X
(mA/cm2)
4.1.5

4.3

100, 200, 300 400
9

1
20
20
10

8
4.1.1
(Photo resist)

4.1.2

1 cm
9

4.1.3
45
2103499 2555 AM11

1
100, 200, 300 400
Designed Actual Hot-leg
Hot leg Cross-X
Thickness
Gap
Gap
Width
Area
(m)
(m)
(m)
(m)
(m^2)
100
96.5
627.33
85.13
5.34E-08
200
120.55 607.12
105.18
6.39E-08
300
236.37 711.94
109.53
7.80E-08
400
270.05 651.35
102.27
6.66E-08
5.

11
96

120 236

270

1

4
5.1

10
1 2
3

4
(4)
(A)

3 4

2 1

100
5.2

60
12 1

2 4
3
10

11 x
(30c) y
46
2103499 2555 AM11

6.

100-200 200

12

20

200
5.3

3
13

14
7.
[1] R.C. Hibbeler. Mechanics of
Education. 2008.
materials. 7th Pearson
[2] Chin-Hsiang Cheng, Chi-Kang Chan, Tsung Chieh Cheng,

Che-Wei Hsu, Guang-JerLai,etal.Modeling, Fabrication and
performance test of an electro-thermal microactuator., 2007
[3] Timothy Moulton, G.K. Ananthasuresh, Micromechanical
device with embedded electro-thermal-compliant actuation.,
2001
[4] KaterinaIvanova, TzvetanIvanov, Ali BabarThermally,
Burkhard E. Volland, Ivo W. Rangelow, Daniela Andrijasevic,
Franz Sumecz, Stephanie Fischer,ManfredSpitzbart, Werner
Brenner, Ivan Kostic, Thermally driven microgripper as a tool
for micro assembly., 2006
[5] Timothy Moulton, G.K. Ananthasuresh, Micromechanical
device with embedded electro-thermal-compliant actuation.,
2001
[6] Bong-Seok Kim, Joon-Shik Park, Byoung Hun Kang,
Chanwoo Moon, et al., Fabrication and property analysis of
MEMS micro-gripper for robotic micro-manipulation., 2011, P.
50-56
13
14

47
2103499 2555 AU01

An experimental study of modifying diesel engine to utilize NGV
5230319821, 5230342121 5230166021
.. ( )

NGV Mitsubishi Fuso 6D22T ,
6 , 11

16.5:1
11.34:1 (Clearance
volume)
pressure transducer
2.

LPG[1]

Abstract
The project objectives are adaptive engineering
knowledge to convert diesel engine to be natural gas engine
and compare engine performance. The engine that used in
this project is Mitsubishi Fuso 6D22T ,6 cylinders ,11 liter.
For design to convert engine it have 3 things to do the first is
reduce compression ratio from 16.5:1 to 11.34:1 by cut
cylinder head to increased clearance volume. Secondly is
install spark plug at oil injection position and the last to
install pressure transducer for detect pressure data in
combustion chamber. Results of this project are designed
equipment can used and prepare to install but can not
compare engine performance because of time limit.
1.

NGV
pressure transducer

3.1

16.5:1
13:1 11:1 2.634 - 4.968
4
48
2103499 2555 AU01

12
11.34:1
3
1
3.3
pressure transducer

sleeve pressure transducer
sleeve 4
2
3.2

sleeve M8
M8 sleeve
9
sleeve

M8
pitch 1
sleeve
(Vc)

4 sleeve pressure transducer

4

sleeve pressure transducer

[1] .
LPG .
49
2103499 2555 AU02

HCCI DME
An Improvement of HCCI Engine Performance using DME as fuel
. 5230029821, 5230057321 5230250021
.. ( )
HCCI
(Homogeneous Charge Compression Ignition)
Dimethyl Ether (DME)
HCCI

DME
(Needle Valve)

10.52 DME-HCCI

DME
HCCI, DME, Engine Performance
Abstract
The objectives of this research is to improve the
performance of HCCI engine (Homogeneous Charge
Compression Ignition Engine) using Dimethyl Ether (DME) as
fuel by modify a small diesel engine to be a DME-HCCI engine
and study the effect of compression ratio (CR), equivalence
ratio and speed on the developed DME-HCCI engine
performance. The engine are operated at steady state and full
load by control a constant DME supply pressure and use
needle valve to adjust equivalence ratio. According to the
study, the developed DME-HCCI engine has the best
performance at CR 10.52 because the in-cylinder temperature
is high enough for self-ignition and the crank angle of the
ignition is proper.
Keywords: HCCI, DME, Engine Performance
DME

2.
2.1 HCCI

(SI) (CI)

SI

CI

2.2 DME
DME Ether CH3OCH3
Oxygen Sulfur

(LPG)
DME
HCCI
DME 1
1 DME [1]
Property
Chemical Formula
Mole Weight [g/mol]
C ratio [%wt]
H ratio [%wt]
O ratio [%wt]
Stoich. A/F ratio
Boiling Point [C]
Auto Ignition Temperature [C]
Lower Heating Value [kJ/kg]
Cetane Number
1.
(Di-Methyl Ether, DME)

(Homogeneous Charge Compression Ignition,
HCCI)

50
DME
CH3OCH3
46.07
52.2
13
34.8
9:1
-24.9
235
28430
55-60
2103499 2552 AU02

3.

DME-HCCI 4
3.1
DME
Motoring Curve 10.52
1

4.
100%
1500 rpm, 1700 rpm, 1900 rpm
45-75% Needle Valve 4
1700 rpm 0.416
- 18.63 Nm
- BMEP 329.98 kPa
1500 rpm 0.349
- BSFC 392.78 g/kW.h
- STEC 11.17 MJ/kW.h
- 32.24 %
1500 rpm 0.344
- 81.08%
1 : Motoring Curve
3.2
2

(Tumble)

4 :
10.52 13.89
2 :
3.3

(Swirl)
3.4

DME
HCCI
3
5.
1) 10.52
DME-HCCI

DME
2)

3)

4) DME-HCCI

.

[1] Longbao, Z., Hewu. W., Deming J. and Zhouhua H.
Study of Performance and Combustion Characteristics of
a DME-Fuelled Light-Duty Direct-Injection Diesel Engine.
3 :
51
2103499 2555 AU03

Driver Eco Rating
5230165421 , 5230167721 ,
5230169021
..
( )

(Driving Simulator)

(Eco-Index)

(Velocity Model)
(Fuel
Consumption)
Isuzu D-Max X-Series Eco-Index
4

Driving Simulator
4

1
Driving Simulator Driving
Simulator Model
Driving Simulator
Abstract
The purpose of this project is to build and calibrate the
Driving Simulator, which evaluate drivers behavior into number
by using Eco-Index. For the reliability and realism of the
Driving Simulator, the velocity model and fuel consumption
model has been modeled by data collecting from test driving
with real car, Isuzu D-Max X-Series. The Eco-Index build by
the fuel consumption and average velocity by 4 test drivers in
the same traffic pattern. The calibration performed by simulate
the traffic pattern into Driving Simulator ,let 4 test drivers test
drive in Driving Simulator then calculated fuel consumption for
each driver. Ranking those fuel consumption and compare to
the real fuel consumption rank. If the rank of fuel consumption
error within 1 position, the Driving Simulator considered
reliable. The results showed that the Driving Simulator
responds as modeled and the Driving Simulator considered
reliable.
1.

(Driving Simulator)
(Eco-Index)

2.

4

EcoIndex -

2
Eco-Index interpolation
Driver Eco
Rating 1
1
(Eco-Index)
2
2

Innovate Data Logger
AU3
52
3. Driving Simulator
Driving Simulator Dynamic Model
Unity
1.
Dynamic Model
2. Free Running
Dynamic Model

Dynamic Model
Unity
Driving Simulator

2
3.1 Dynamic Model
Isuzu D-max X-series

2 2 2

3
6
4.
3
4.1 Dynamic model Isuzu D-max X-series
1 1
2 2
1 1
Velocity Model
v(t)=F(x)(%pedal)[1-e-bt]
Gear
F(x) = C1x5+ C2x4+ C3x3+ C4x2+ C5x
C1
C2
C3
C4
C5
1
2
3
-0.07747
-0.01041
-0.1532
0.7587 0.269
0.08259 4.07
1.37 2.052
0.28923
0.19156
0.03193
2 2
Fuel Consumption Model
Fmodel = F(v)+F(a)
Gear
F(a) = {a*K[1-e^(-(1/b)t)]}
F(v) = C1v3+ C2v2+ C3v+ C4
+ cV
C1
C2
C3
C4
K
b
c
1
2
3
2 Fuel Consumption Model

2
3.1.1 Model1 (Input: Acceleration Paddle, Output: Velocity)
1
1 1
= (1 )
(1)
Matlab Simulink F[x]

b 3 1 3
3.1.2 Model2 (Input: Velocity, Output: Fuel Consumption)

2

Fit Curve 3rd order Polynomial Equation

1
2 2

3.3 Driving Simulator

Driving
Simulator 4

1 Driving Simulator
-4.16x10-5 0.003025
-2.39 x10-6 0.000282
-9.13 x10-5 0.006336
Constant
b
-4.3 x10
-5
0.0023
0.002
0.109
0.0065
0.008 6
-2.2 x10
-6
0.0004
0.016
0.009
0.008 0.0015
-8.4 x10
-6
0.0008
-0.003
0.198
15
0.008 0.0015
5.
Dynamic Model
Driving Simulator 3
Driving Simulator Driver Eco Rating

6.

Isuzu All D-max x-series

Smart mobility research center
7.
[1] Chayangkura R, Jaroonwit K, Posanakul P, Simakorn Y,
Chantranuwathana S and Noomwongs N1 Development of
Driving Simulator for Eco-Driving Evaluation The 3rd TSME
International Conference on Mechanical Engineering
(2012)
AU3
53
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(m1)
(m2)
(m3)
(m4)
(m5)
K
boundary condition clamp clamp
Direct stiffness matrix Youngs Modulus
(E) 175 MPa
2.
2.1

15 mm matrix K
3
Acceleration Profile
MATLAB
m3 m4 m5
bending spring
k1
k2
k3
k4
kb1
kb2
cb1
cb2
m1 m2
(m/s2)
(s)
( x )
(
55
AU04
MATLAB

2.4
Impulse

MATLAB

MATLAB
4.
5.
6
7.

8

direct
stiffness method clamp
MATLAB
Accident Analysis and Prevention [1]

MATLAB

AU04
56
3
Dynamic Signal Analyzer (DSA)
Input
3.

3.1
10 input
2 0 m/s2

3.3.1
(DSA)
10
Dynamic signal analyzer

11 12
11
(Accelerometer)
3
Input
57
AU04
50 m/s2
100 m/s2
2
12
11 12
3
)
4.5 m/s2
3.6 m/s2
3.3.2
analyzer (DSA)
Dynamic signal
13 14
0.2
4.
13

1. T. Kapoor, W. Altenhof, Q. Wang, A. Howard, injury
potential of a three-year-old Hybrid III dummy in
forward and rearward facing positions under CMVSS
208 testing conditions, Elsevier Accident analysis and
Prevention 38 (2006) 786-800.
14
13 14
3
)
AU04
58
59
2103499 2555 AU05

The possibility of installing extra battery to improve hybrid

to EV-like vehicle in Bangkok traffic
Mr. Titekron Piyapinyo 5230143621 Miss. Siriorn Pitanuwat 5230556121
Mr. Supamith Sutharojana 5230568721 Mr. Eakkapol Viratkapant 5230629321
Asst. Prof. Angkee Sripakagorn (Adviser)
Abstract
This project explores how the extra battery helps the
Toyota Prius, 3rd Generation, to prolong the pure electric
driving mode in the Bangkok traffic condition by showing the
amount of fuel consumption compare with electric
consumption. The experiment uses the extra battery (LiFePO4)
with 40Ah capacity connected parallel with the primary battery
of Toyota Prius. This vehicle is drove follow the conventional
Prius. The experiment measures the current from battery and
air fuel ratio from tailpipe in order to calculate the electric
consumption and fuel consumption respectively. The result of
this experiment shows that conventional Toyota Prius
consumes only 0.38 kWh/km fuel energy and Toyota Prius with
extra battery consumed 0.25 kWh/km (both the fuel and
electric energy) for the fuel consumption result conventional
Toyota Prius utilized 22.85km/l and Toyota Prius with extra
battery utilizes 51.10km/l. In addition, the conventional Toyota
Prius has 43.49% of engine running-time and Toyota Prius with
battery has 17.71% of engine runtime that makes the
conventional Toyota Prius has 40.72% of engine running-time
higher than the Toyota Prius with extra battery.
INTRODUCTION
The characteristic of Bangkok traffic that has low traveling
speed, high instantaneous acceleration, high taking off and
stop count allows Toyota hybrid synergy driving system (THS)
to operate in the pure electric mode in full time until the %SOC
of the battery is lower than 25%, the speed exceeds 64Km/h
and the % acceleration paddle is over 50% of the Hybrid
system indicator bar. Therefore, under the congestion in
Bangkok traffic, increasing the battery capacity is the solution
to reduce emissions and fuel consumption, because the
efficiency of the driving motor at low speed is higher than inter
combustion engine (ICE) and charging the extra battery from
residences electricity gains higher efficiency than converting
gasoline to electricity by gasoline engine which occurs when
Prius has low %SOC and needs engine to generates the
electric back. As long as, the capacity of the battery is

increased, the pure electric mode is also extended. Thus, this
paper investigates the result of converting Prius, Generation 3,
to behave more similarly to electric cars under Bangkok city
traffic pattern by installing an extra battery (LiFePO4), 40Ah
capacity, parallel to the Priuss battery. The result of the study
will illustrate the advantages of having extra battery. The first is
to point out consumption behavior that is improved by the extra
battery. The second is to express the difference of total energy
consumptions.
THS fundamental operation modes
Prius power train system consists of so many components,
such as MG1, MG2, Power split Device (PSD), Engine,
battery, inverter and converter, etc., which required such a
complex logic to control the system. Therefore, THS can be
illustrated in the basic fundamental operation behavior by the
table 3 below which informs how each component operates in
each mode.
Operation
Mode
Engine
MG1
MG2
Discharge
charge
Discharge
Low load
Charge
High load
Charge
Stop
stage
HV
battery
High % SOC
Low % SOC
Speed
below
64 Km/h
High %SOC
Low %SOC
Speed
higher
than
64 Km/h
Low Load
60
Picture
2103499 2555 AU05

High Load
High
Power
Regenerative
Result
An extra battery cannot change the Logic of the THS but
extra battery help extend the range of Pure Electric Drive
including the stop stage and speeds below 64km /h which is
great to driving in Bangkok traffic. It can improve the fuel
economy of 22.85 km/l up to 51.10 km/l and an extra battery
allows operation of car Toyota Prius Hybrid Generation 3 like
EV increase 40.72% compared from %Engine On a regular
Prius car.
discharge
Charge
Table a , THS operation modes

Note High %soc (% state of charge): battery has %SOC higher
than 25% Low %soc : battery has %SOC lower than 25%
Assuming the %SOC is still high, when a common Prius is
in the heavy traffic, the THS operation mode usually stays on
the pure electric mode (Speed below 64 Km/h mode) which
consumes electricity from the battery. Every time the %SOC of
battery is drained lower than 25% (2 bars of battery indicators),
the engine will be started up and charge the battery back until
the %SOC reaches 37.5% (3 bars of battery indicator). If Prius
is still in the traffic that has velocity below 64Km/h, Prius
battery will be changed and discharged as a cycle around 2537.5%SOC which makes Prius operate similarly to a usual ICE.
Experiment Setup & Test Procedure
First of all, design the measurement system that measures
electric current from battery and air/fuel ratio at the tailpipe to
calculate the fuel and electric consumption. To proceed the
experiment, after setup the measurement system (see figure b,
c) and the current sensors A and B in figure c1 shows the
sensors position in Prius Plus and for the conventional Prius is
installed just sensor B. the test is done by driving the two Prius
following the other along the Pattanakarn rd. to Rama 9 rd. to
get the result as the same condition.
Figure b Oxygen sensor at tailpipe
Figure c Current sensor at primary battery
Figure c1 sensors position
61
Figure d : Total Energy usage (kWh/km)
Figure e : Compare %Engine on with 5.7km

Conclusion
Prius, Generation 3, can be more fuel economy in
Bangkok traffic congestion by increasing the size of 6.5Ah
hybrid battery or shift the cycling charging-discharge range (2537.5%SOC) higher and wider, in order to keep the THS in pure
electric drive mode longer and get MG2 to assist the engine.
The Higher %SOC of the battery, the stronger electric power
can be released to drive the wheels. The weak battery cannot
provide enough power to support the acceleration, the engine
has to be started to supply the torque. Thus, the idea of adding
extra battery to Prius can extend the pure electric driving mode
of hybrid vehicle (speed below 64km/h with high %SOC mode
and stop stage with high %SOC mode) is practical. The extra
battery will be very effective for THS system only if the average
speed is lower than 64km/h and during low acceleration or
cruising speed. Unless the driver applies EV mode, the pure
electric driving will be able to perform higher acceleration but
the max velocity will be limited at 48km/h.
2103499 2555 AU06

Hardware-in-the-loop simulator ,
Student formula
Development and Evaluation of Quarter car hardware in the loop simulator for student formula car
5230144221 , 5230199821 , 5230206521
.. ( ) ..
( )
Hardware-inloop-stimulation(HILS) student
formula
student formula

HILS

student formula

Abstract
The purpose of the project is to develop Hardwarein-the-loop stimulation (HILS) system for correctly simulating
vehicle handling of student formula car. HILS consists of real
front wheel of student formula car, suspension and steering
components above drum which is the speed and steering are
controlled. These are analyzed by bicycle model method. After
adjusting HILS system, HILS can run rapidly and does not
generates excessive errors. Then, student formula car was
tested by HILS system showed that the car has under-steer
gradient. This result helps to find a way to improve the car.
1.

TSAE Auto Challenge
student formula car
Hardware-in-the-loop stimulation
(HILS)

2. Hardware-in-the-loop simulation
HILS student formula

student formula (Double wishbone)
25 psi
HILS 2 1.

4,000 N
(Finite element)
CATIA V5 2.

NI LabVIEW
16 bits 32
bits

3. HILS
HILS
3.1
tr=0.185, ts=0.616, Mp=2.675% ess=6.488%
Lateral force (step) response
950
750
550
350
150
-50
-0.5
Lateral force (N)
Model
HILS
0.5
1.5
Time (s)
2.5
3.1 3
4. student formula
3
AU06
62
Actual slip angle

Angular velocity
Lateral force (N)
2000
-10
-1000
HILS
10
Model
0
0
10
20
Lateral acceleration (m/s2)
30
4.3.1 25 m/s
0.869 rev/s
1.25 rev/s
0
-20
2nd Order
2nd Order
20
Lateral force with slip angle

1000
1st Order
1st Order
4.3 Student formula

(Lateral
acceleration) (Steering degree)
3 (15 m/s, 20 m/s
25 m/s)
4.3.1
Velocity 25 m/s
Steering degree (deg.)
4.1
(C)

-
882.9 N
(90 kg.)
0.869 rev/s, 1.25 rev/s, 1.739 rev/s
2.22 rev/s ( ) -15 15
1.5
(F )
(F ) ( )
4.1.1
10
20
1.739 rev/s
2.22 rev/s
-2000
Slip angle (degree)
4.1.1

4.1.1
slip angle

Gillespies D.T
242.157 N/deg.(13,874.6 N/rad.)
-

Cf Cr
=
a = 0.839 m b= 0.821 m Cf = 13,874.6
N/rad. Cr = 14,178.8 N/rad
4.2 (Skid pad test)

student formula 2
(Analytical method)
HILS (Experimental
method) 4.2.1
Student formula

5.
Hardware-in-the-loop
2

student formula
Cf Cr

6.
[1] Gillespies, D.T. Fundamental of Vehicle Dynamics. Society
of Automotive Engineers, Inc., 1992.
[2] Noomwongs, N., Yoshida, H., Nagai, M., Kobayashi, K., and
Yokoi, T. Study on Handling by Using Tire Hardware-In-the
Loop Simulator. Japanese Society of Automotive Engineers,
JASE Review 24 (October 2003)
[3] Surajed Sookchaiyaporn, Tire-Suspension-Steering
Hardware-In-The-Loop for Vehicle Dynamics Simulation.

22
4.2.1
st
Steering degree
1 Order
1st Order
AU06
63
2103499 Mechanical Engineering Project 2555 AU07

Design, Analysis and Testing of Semi-Monocoque Frame

for Student Formula
Kulanun Chutisemachai 5230049321, Kasemphan Siriployngam 5230055021, Kiatnathee Dilokthonsakun 5230056721, Jintasarn
Sanchai 5230085921 and Asst. Prof. Dr. Thanyarat Singhanart
Abstract
The performance of the frame can be evaluated by its
mass and torsional stiffness. Based on previous frame
development, the semi-monocoque frame with weight less than
30kg, torsional stiffness of more than 1200 Nm/deg, and good
strength is re-designed in this paper. Therefore, the connection
between steel and monocoque part is important and has to be
studied before designing the frame. Double lab joint with two
holes and no clearance, is chosen to be tested and verified by
the experiment. The experiment shows that the composite
laminate have the Youngs modulus of 113 GPa and strength
of 285 MPa; the joint fails at 25 kN applied tension load. The
different between experimental and numerical results is due to
the clearance from manufacturing process. So it has no effect
from clamped force. The connection design can be improved
by reducing the thickness of iron sheet, changing the alignment
of the bolts holes axis. The new design that can endure load
capacity of 32 kN is used to design the semi-monocoque frame
by finite element method. From an analysis of whole semimonocoque frame at maximum applied torque, the maximum
stress at connection is 208 MPa which is less than the yield
stress of the composite, the mass is 29.6kg, and the torsional
stiffness of the frame is 1276 Nm/degree.
Keywords: frame, semi-monocoque, torsional stiffness, joint
1. Introduction
Chulalongkorn University has participated in TSAE
(Thailand Society of Automotive Engineering) Auto Challenge
Student Formula Competition for many years. Year after year
we developed new form of Student formula cars to improve its
performance. In the past our formula team used space frame
for many times and used semi-monocoque frame once. It can
be found that the semi-monocoque frame failed at the
connections between steel and composite due to the lack of
design in that time. So, the design of semi-monocoque frame
with good connections performance is under consideration.
From past information, our best frame has the mass of 30kg
and torsional stiffness of 1200 Nm/deg [1]. So the objectives
for semi-monocoque frame are (a) Design and test a steelcomposite connection under uniaxial loading. (b) Design a
semi-monocoque frame for TSAE Auto Challenge student
formula competition. (c) Determine the semi-monocoque
frames torsional stiffness by using Finite Element Method.
2. Theoretical Background
2.1 Formula Frame [2]
Frame is the main structure that has to rigidly connect the
front and rear suspension while providing attachment points for
the different systems of the vehicle. Relative motion between
the front and rear suspension attachment points can cause
inconsistent handling. So its performance can consider by high
rigidity and lightweight. The cars frame can separate into 3
major types [2]; (a) Space frame - is a truss-like rigid structure
constructed from a series of tubes in a geometric pattern as
shown in Fig. 1, (b) Monocoque - is a construction technique
that supports structural load by using an objects exterior as
shown in Fig. 2. It is generally made as one piece. The design
of the direction of layers of materials used in the skin allows
strength, stiffness and flexibility to be controlled in different
directions with less weight than metal, and (c) Semimonocoque - is a hybrid of a mutually reinforcing tensile shell
and compressive structure. By using a system of space frame
tubes to provide the shape of the vehicle, and added the
monocoque skin to improve its strength and stiffness.
Fig. 1 space frame [2]
Fig. 2 monocoque frame [3]
Chulalongkorn university formula team has provided Auto

Challenge Student Formula Competition with the improved car
every year as shown in Table 1 [1]. Once semi-monocoque
frame is used, unfortunately the structure was failed at steelcomposite connection due to the lack of design.
64

Table 1 Weight and Torsional stiffness of Chulalongkorn
University Student Formula Team [1]
Frame year
Weight(kg)
2009-2010
2010-2011
2010-2011
2011-2012
2012-2013
31
30
62
29.8
30
Torsional Stiffness(Nm/deg)
FEM Analysis Experiment
1390
1470
1250
1090
1120
993
971
870
780
-
2.2 Rules & Regulations [4]

Designing frame for TSAE Auto Challenge has to consider
its rules and regulations. These rules most designated for the
safety of drivers and included all systems over the car. The
rules when using composite materials are as follows [4].
B3.3.1 Note 4 Welded monocoque attachment points or welded
tube joint calculations:
Yield Strength (Sy) = 180 MPa (26ksi)
Ultimate Strength (Su) = 300 MPa (43.5 ksi)
B3.7.2 Composite materials are not allowed for the Main Hoop
or the Front Hoop.
B3.31.1 In addition to proving that the strength of the
monocoque is adequate, the side of the monocoque must have
equivalent EI to the sum of the EI of the three (3) baseline
steel tubes that it replaces.
B3.31.2 The side of the monocoque between the upper surface
of the floor and 350 mm (13.8 inches) above the ground (Side
Impact Zone) must have an EI of at least 50% of the sum of
the EI of the three (3) baseline steel tubes that it replaces
when calculated as per Rule B3.27 Monocoque Buckling
Modulus.
B3.31.3 The perimeter shear strength of the monocoque
laminate should be at least 7.5 kN (1700 pounds) for a section
with a diameter of 25 mm (1 inch). This must be proven by
physical test by measuring the force required to pull or push a
25 mm (1 inch) diameter object through a sample of laminate
and the results included in the SES.
B3.37.1 In any direction, each attachment point between the
monocoque and the other primary structure must be able to
carry a load of 30kN.
B3.37.3 Each attachment point requires a minimum of two (2)
8 mm Metric Grade 8.8 (5/16 inch SAE Grade 5) bolts
B3.37.4 Each attachment point requires steel backing plates
with a minimum thickness of 2 mm. Alternate materials may be
used for backing plates if equivalency is approved.
65
2.3 Composite Material

In Material and Structure Engineering, the desired
properties can be obtained by tailoring the stacking sequence
in composite materials. Composite material can be divided into
two parts: a core material (Matrix) and the Reinforcement.
Matrix is like a solvent to mix different materials together, and
act like a stress distributer to all over the product.
Reinforcement is another material with outstanding properties
that can improve the composite material properties. Composite
Material is known by 3 major reinforcement types; particle
reinforced, fiber reinforced, or structural reinforced.
In this research, the woven fiber-reinforced composite
material is used. Famous composite materials for racing car
are carbon-fiber reinforced plastic (CFRP) and aramid-fiber
reinforced plastic (KEVLAR) that comes in fabric form.
One fabric layer of this CFRP has many ways to weaving
(Fig. 3(a)) and different weaving give different strength. By
designing the order and direction of the fabric layers placed as
shown in Fig. 3, the different mechanical properties can be
obtained.
(a) Different weaving [5]
(b) 0o-90 o, 0o-30o-60o -90o, and 0o-45o-90 o

Fig. 3 Woven fiber-reinforced composite material
2.4 Joint Failure Analysis [6]
Failure in joint can occur from 4 cases; (a) Shearing of the
fastener, (b) Compression or bearing, (c) Tension or tearing, or
(d) End Failure as shown in Fig. 4.
If high strength bolt is used to fasten the joint with
appropriate torque as shown in Fig. 5, the failure by Shearing
of the fastener and Compression or bearing can be neglect
and only Tension or tearing and End Failure will be considered.

(a) Shearing of the fastener
Fig. 6 Model for torsional stiffness calculation [2]
(b) Compression or bearing
T
=
Fw
arctan
z
w 2
(5)
Where w is frame width [m]

T is torque on frame [N.m]
K is Torsional Stiffness [Nm/deg]
is twisted angle [deg]
z is displacement of point on frame [m]
(c) Tension or tearing

(d) End Failure
Fig. 4 Failure in joint [6]
Fig. 5 Model for joint failure calculation

2.4.1 Tension or tearing failure
Wn =
b N d + in.
8
(1)
An = tWn
(2)
P
An
(3)
n =
K=
Where Wn is real width without bolted area [m]

b is all width of joint [m]
N is number of bolted hole
d is bolted hole diameter [m]
t is thickness of joint [m]
An is real area without bolted hole [m2]
P is force acted on joint [N]
n is stress occur on joint [Pa]
3. Connection Design & FEM Analysis

3.1 Design Process
By considering the rules B3.37.1, B3.37.3 and B3.37.4 [4]
and manufacturing, the single and double lab joints with two
bolts as shown in Fig. 7 is considered. The finite element
analysis is performed by applying 30 kN load on the joint and
the results are shown in Fig. 8(a) and 8(b) for single and
double lab joint, respectively. After optimization, the design
configuration with maximum stress less than composites yield
strength obtained. The results show that the maximum stress
are 365 MPa for single lab joint and 263 MPa for double lab
joint. By that the double lab joint is more efficient in load
performance but more difficult to manufacturing, anyway the
double lab joint is chosen for semi-monocoque frame design.
As the double lap joint is chosen, added with experimental
grip, FEM is then re-performed with the latest design as shown
in Fig. 9. The model applied with 15 Nm torque at bolts and
has no clearance. The result is shown in Fig. 10.
2.4.2 End Failure

e
2P
t Y
(4)
Where e is distance of the bolted hole from end [m]

P is force acted on joint [N]
t is thickness of joint [m]
Y is yield strength [Pa]
2.5 Torsional Stiffness
Torsional stiffness indicated the degree that the frame will
twist under applied torque and can be determined as shown in
Eq. (5). Twisted frame can cause failure in other component
supported by the frame. A well-designed frame should twisted
less than 1 degree when move in every conditions [2].
(a)
(b)
Fig. 7 (a) Single lap Joint and (b) Double lap joint
(a)
(b)
Fig. 8 FEM Analysis (a) single lab joint and (b) double lab joint
66

4.3 Joint Manufacturing
The joint is made by following steps.
1. Welding three plates of 10cm*5cm*0.5cm steel (Fig. 13)
Fig. 13 weld 3 part of steel (mm)

2. Drilling two 10mm holes at 15mm from top, bottom
and 2.5cm from end for both welded steel and composite plate.
(Fig.14)
Fig. 9 Model for joint
Fig. 10 FEM analysis of joint for semi-monocoque frame

4. Experiments
4.1 Materials
The Steel AISI 1010 and Carbon-fiber with KEVLAR
Composite are used to create joint sponsored by Cobra
Advance Composite Ltd. The composite material is Carbonfiber 245 2X2 twill prepreg (fabric with epoxy) with 0.25mm
thickness and KEVLAR fiber plain weave prepreg with 0.1mm
thickness as shown in Fig. 11. Carbon fiber prepreg is used to
provide high tensile strength while KEVLAR fiber prepreg is
used to prevent the sharp edge when broken. The stacking
sequence is [0o/90o/0o/90o/0o90o] to the thickness of 5mm.
Fig. 14 Drilling two 10mm holes at intersected point (mm)

3. Assembling steel, composite and 10mm aluminum
collar, and then fastening with M8 bolts, washer and nut.
(Fig.15)
CARBON-FIBER
KEVLAR
Fig. 11 Configurations for CFRP (blue) and KEVLAR (orange)

4.2 Tensile test specimens
Refer to American Society of Testing and Material (ATSM)
D3039 standard, Carbon-fiber with KEVLAR composite as
shown in Fig. 12 is made and tested to determine the
mechanical properties.
38
178
R20
25.4
254
4.5
Fig. 12 Dog Bone specimen: ASTM D3039
67
Fig. 15 Assembly and finished joint

4.4 Experimental procedures
4.4.1 Tensile test for steel and composite properties
The tensile test is performed on the woven composite
laminate by using AUTHOGRAPH AG-IS, 100 kN.
4.4.2 Uniaxial test for composite-steel joint
Three strain gauges at various points installed as shown in
Fig. 16 and the displacement at failure is also detected from
testing in order to verify the results from finite element analysis
as shown in Fig. 10.
Point 1 is where the maximum stress is occurred and point
2&3 is for determining whether the load coincident or not.

2
1
Fig. 19 Third specimen failed at 30.10 kN (Hole axis is a

little bit eccentric)
Fig. 16 show strain gauge point 1, 2 and 3

4.5 Results
4.5.1 Mechanical propertys results
The mechanical properties of steel and composite tested
by tensile test are shown in table 2.
Table 2 Mechanical properties of steel and compositel
Material
steel AISI
1010 [11]
Composite
Density
(103
kg/m3)
Elastic
Modulus
(GPa)
Tensile
Strength
(Mpa)
Yield
Strength
(Mpa)
Poisson's
Ratio
7.7-8.03
190-210
365
305
0.27-0.3
1.386
113
285
285
0.21
4.5.2 Result from uniaxial test of steel-composite joint

Three specimens are test and the results are shown in
Table 3-5 and the failure of each specimen is shown in Fig.
17-19. The value of L at the middle of joint when applied
load 25 kN can be calculated from L2-L3 where L2 or L3 is the
change in length of the strain gauge and can be determined
from multiplying the strain at point 2 and 3 with strain gauge
length (5 mm.).
Table 3 Results at applied force 25 kN
No.
Strain
Pts 2
()
Strain
Pts 3
()
1
2
3
160
192
125
174
192
211
Average
Strain from pts
2 & 3 ()
167
192
168
L (mm)
[calculate from
pts 2&3]
0.00083
0.00096
0.00084
5. Discussion for connection design

Experimental results shows that joint can resist load for 25
kN. Anyway, from rules of SAE, it requires load more than 30
kN. The value is different from the FEM analysis because there
is the clearance between steel and composite in experiment
but not in FEM. The re-analysis of model without compressed
force from bolts is performed and the failure load is found to be
25 kN as shown in shown in Fig. 20 which is same as in
experiment.
By comparing the strain from experiment and finite element
analysis in Fig. 20, it can be seen that the deviation of strain
between experimental method and finite element analysis is
less than 10%; it can be concluded that analysis can be
verified and can use to predict the result.
Fig. 20 L from FEM analysis at point 2&3 is 000898 mm.

Next, the improvement of joint is considered before apply
to semi-monocoque frame. The result from third specimen
shows the most interest notice. While holes for bolts are not in
line, the third joint can endure load up to 30 kN. Therefore, the
improvements are performed by changing the holes position
and increasing the thickness of composite plate. Fig. 21 shows
the improved design.
Fig. 17 First specimen failed at 25.65 kN
Fig. 21 Redesign of joint.

Fig. 18 Second specimen failed at 25.70 kN
The result of maximum stress is 283 MPa when applied

load 32 kN as show in Fig. 22. This stress is less than yield
68

strength of composite material, so, the joint can resisted the
load under the rules of SAE and can be used for semimonocoque frame. Anyway, the experiment should be
performed to verify the finite element analysis in further
research.
Fig. 22 Max stress of improved joint is 283 MPa

6. Design of semi-monocoque frame and discussion
The Semi-Monocoque frame is designed as shown in Fig.
23. By using the designed connection the frames steel and
composite part are connected as shown in Fig. 24. Target of
torsional stiffness is more than 1200 Nm/deg. This value came
from estimate calculation. By fixing front A-arm points (pt. 1 2 3
4 in Fig.23) of frame then apply torsion load and then fix rear
A-arm points (pt. 5 6 7 8 in Fig.23) instead. The result of
torsional stiffness at all point on frame when used finite
element method is shown below in table 4.
1 3
4
2
7
5 8
6
Fig. 23 Model of Semi-Monocoque frame
Table 4 Torsional stiffness

Point on the
frame
1
2
3
4
K (Nm/deg)
1827.9
1381.0
2035.7
1934.0
Point on the
frame
5
6
7
8
K (Nm/deg)
1770.3
1943.1
1276.3
1411.0
The minimum torsion stiffness is the torsion stiffness of the

car. Then, torsional stiffness of semi-monocoque is 1276.3
Nm/deg. The mass is 29.6 kg. To be sure that the frame wont
fail from combined load (bending and torsion load) the frame is
analyzed by FEM on various cases such as static, accelerate
and cornering. The maximum stress occurs in frame is 208
MPa.
7. Conclusion
The steel-composite connection can be designed and
verified by experiments. Anyway, the design is not pass the
rules and regulations and has to be re-designed before
applying to semi-monocoque frame. The re-design shows the
good load performance and suitable for connection in semimonocoque frame. Anyway, the experiment should be
performed to verify the finite element analysis for further
research. Then, the semi-monocoque frame is designed and
tested by using finite element analysis with the torsional
stiffness of 1820 Nm/deg and mass of 29.6 kg and can be
considered to be more effective frame when compare to the
past frames. It can be concluded that the steel-composite
connection and semi-monocoque frame can be design under
rules and regulation and provide better performance.
Reference
[1] Sithananun C., Limchamroon T., Limwathanagura T. and
Singhanart T., The Development of Chulalongkorn University's
SAE Student Formula's Space Frame, World Academy of
Science, Engineering and Technology 65, 2012, p.581-587.
[2] Chulalongkorn University TSAE 2009 Frame Development,
2009
[3] D-Drive Sports F103 Monocoque chassis, Available at
http://www.redrc.net/2009/03/d-drive-sports-f103-monocoquechassis, Accessed on 26 July 2012.
[4] Student Formula Rules and Regulations 2012, Available at
http://www.jsae.or.jp/formula/en/background.html, Accessed on
January 2013.
[5] Considerations for 3D to 2D Flattening, Available at
http://www.exactflat.com/considerations-for-3d-to-2d-flattening,
Accessed on 28 January 2013.
[6] Walter D. Pilkey, Formula for Stress, Strain and Structural
Matrices, Wiley&Son, 2005.
Fig. 24 Frames designed connections
69
2103499 2555 TF01

Designing and Building Venturi Air Valve

5230448021, 5230557821
. .
( )

350 cfm 150
750 Pa

340 cfm
2.8 10

Abstract
This project purpose is to design and build Venturi Air
Valve by calculation method that can maintain a preset air flow
rate, 350 cfm in this case, of HVAC system despite the varying
in system pressure which is set to be 150 to 750 Pa for this
project. Then we fabricate a model for testing. The result is
that our valve maintain air flow rate at 340 cfm, deviating 2.8
percent from our specification which is acceptable.
Keywords: Venturi, Valve, Flow Rate, Pressure
1.

2.

2.1
2.1.1

8
13.5

1
2.1.2

5 cm

181 N/m

150 750 Pa

1
70
2103499 2555 TF01

At x=C
(1)
C C
0.00015 0.00004
C
0.0007 C
1
Q=A v
(3)
2 ()
2.1.3
0.8 mm

2.2
2
ON/OFF
RUN
0 50 Hz
2850 50 Hz
1 53 Hz

3

2
2(Pt -Ps)
v=
2p
(2)
71
3.

(Seperation)

340 cfm
350 cfm

350 cfm

10

4.

168 240.9 Pa 334
345 cfm 340 cfm
168 240.9 Pa

2555
..

..
2555
2103499 2556 TF02

Software Development for Recuperator Design
5230180821 5230259821
.. ( )

(Recuperator)

Crossflow PlateFins Recuperator 1-2 passes
Shell and Tube Recuperator
Effectiveness-NTU Microsoft
Visual Basic 2010
Abstract
This project aimed to develop a computer program, which
written by Microsoft Visual Basic 2010, for the purpose of
calculating, designing and analyzing the economic value of a
Recuperator. Continuously developed from the program by
Mr.Pongsaporn Adam, this project is able to design the
Crossflow PlateFins Recuperator and the 1-2 passes Shell and
Tube Recuperator by using the Effectiveness-NTU method.
1.

(Recuperator)

2
(Rating Problem)
(Sizing Problem)

2 Log Mean Temperature
Difference (LMTD) Effectiveness NTU Method 2
LMTD

Effectiveness NTU Method

[1]
Channel

[1]

Plate-fin Recuperator Shell&Tube
Recuperator
2.
(Algorithm)
(Input)
Input 3 1.
(Fluid Properties) 2.
(Surface Characteristics)
3. (Design Problem)

(Rating) (Sizing)

72
2103499 2552 TF02

EffectivenessNTU

(Input)

4 Plate Fins Rating Design, PlateFins Sizing Design, Shell and Tube With Baffle Design, Shell
and Tube Without Baffle Design

Plate-fin
Shell&tube
Plate-fin Shell&tube
(Effectiveness) Plate
Fins Heat Exchanger 75%
Shell and Tube Heat Exchanger 30%
Fundamentals of Heat Exchanger
Design Ramesh K. Shah, Dusan P. Sekulic (
)

(Density),
(Viscosity), (Conductivity),
(Prandtl), (Specific Heat Capacity)

CO2, O2, N2

4 Plate Fins Rating Design, PlateFins Sizing Design, Shell and Tube With Baffle Design, Shell
and Tube Without Baffle Design
NTU
Effectiveness NTU
Plate Fins Cross
flow, Both Fluids Unmixed Shell and Tube
1-2 Shell and Tube Exchanger; TEMA E
Shell

( 0.1%)

73
3.
Plate-fin Rating
2103499 2556 TF02

Plate-fin Sizing
Shell&tube
74
2103499 2552 TF02

Percent Mole O2 (%)
Percent Mole N2 (%)
Plate-Thickness (mm)
Plate Material
Fins material
Type Fin
Shell&tube
Pass Length (m)

Height (m)
Aluminium
Strip fin
1/8-25.01
0.23
-
21
78
Aluminium
Strip fin
1/8-25.01
0.21
-
0.4
Aluminium
1.18
2
International Journal of Thermal Sciences Optimal design of
plate-fin heat exchangers by a hybrid evolutionary algorithm
M.Yousefi, R.Enayatifar, A.N.Darus [13]
Plate Fins Rating Problem
Program Journal
Heat Duty(W)
996656.6 1069800
Air Pressure Drop (Pa)
8126.13
8000
Exhaust Pressure Drop (Pa) 10630.56
9500
% Error
6.84
1.58
11.90
2. Plate-Fins
Fundamentals of Heat
Exchanger Design Ramesh K. , Dusan P. Sekulic [5]
(Sizing) 3
4
3
Sizing
4.
1.
Plate-Fins International Journal of
Thermal Sciences Optimal design of plate-fin heat
exchangers by a hybrid evolutionary algorithm M.Yousefi,
R.Enayatifar, A.N.Darus [13] 1
2
1
Input Parameter
Air
Inlet Temp (K)
473
Inlet Pressure (Pa)
200000
Volume flow rate (m3/s)
1.358
Percent Mole CO2 (%)
-
Exhaust
1173
160000
3.5
0.03
Overall
-
Input Parameter
Air
Exhaust
Inlet Temp (K)
473
1173
Inlet Pressure (Pa)
200000
160000
Volume flow rate (m3/s)
1.358
3.494
Percent CO2 (%)
0.03
Percent O2 (%)
21
Percent N2 (%)
78
Plate-Thickness (mm)
Material of tube(W/m-K)
Fins material
Inconel
Inconel
Type Fin
Strip fin
Strip fin
1/8 - 19.86 1/8 - 19.86
Pressure Drop (Pa)
9050
8757
Outlet Temperature (K)
974.95
587.65
Overall
0.5
Inconel
-
4
Fundamentals of Heat Exchanger Design Ramesh K.
Shah, Dusan P. Sekulic [5] (Sizing)
Output Parameter
Program Journal
75
% Error
2103499 2556 TF02

Air Side Length (m)
Gas Pressure drop (Pa)
Height (m)
0.33
0.33
0.98
0.3
0.3
1
Waste Heat Recovery be equal to

fuel(MW/hr)
Fuel save (Bath)
Cost of fuel (Bath)
0.1
0.1
0.02
3. Shell&Tube

[1] 5
6
5 Rating
Input Parameter
Air
Inlet Temp (K)
305
Inlet Pressure (Pa)
100000
Volume flow rate (m^3/s)
0.45
mass flow rate
0.39
Percent CO2
Percent O2
Percent N2
Shell diameter (Ds)
Shell length (L)
No. of baffle (Nb)
Inside tube diameter (ID)
Outside tube diameter (OD)
Tube length (Lt)
Material of tube(W/m-K)
Tube bundle Layout ()
Tube pitch (Pt)
No. of Tube (Nt)
LHV (MJ/L)
Operate time (Hr/year)
Fuel Price (Bath)
Initial Cost(Bath)
Interest (%)
Life time (year)
-
Exhaust
938.8
100000
0.47
1.23
10.93
6.9
82.17
-
Overall
0.6
0.6
0
29.8
30.8
1.2
Brass
30
45
66
Residual Oil
5940
9.45
200000
15
2
Initial cost (Bath)

Payback period (year)
Internal Rate of Return
8.83
52507.5
496196.
12
200000
5.35
224.54
7.88
46789
442154
12.06
12.222
12.222
200000
6.03
195
0
11.277
15.149
5.
1.
Shell & Tube
(Without Baffle Design)

(Shell)

1 2
1
Effectiveness
6
[1]
Shell & Tube Rating Problem
Progra
m
Air Outlet Temperature (K)
517.22
Exhaust Outlet Temperature (K)
760.91
Shell Side Pressure Drop (Pa)
104.83
Tube Side Pressure Drop (Pa)
444.31
Heat Transfer (W)
96044.5
Effectiveness (%)
33.48
Waste Heat Recovery (MW/hr)
345.56
Previous
versions
493.89
776.85
67.4
398.6
86940
30
313.26
Error
(%)
4.72
2.05
55.53
11.47
10.47
11.60
10.31
2.
Plate Fins
Rating Sizing

Rating
Input parameter Sizing
76
2103499 2552 TF02

0.1 % 7 8
7 Plate-fin Rating
6.

[1] ,
.,
, 2547.
[2]
,
. ,
,2544.
[3] Kays, W. and London, A.L. Compact Heat Exchanger. New
York : McGraw Hill, 1964.
[4] ,
.
,2554.
[5] Ramesh K. Shah, DusanP.Sekulic, Fundamentals of Heat
Exchanger Design, New York :John Wiley & Sons, 2003.
[6] , ,
, 8
,2555.
[7] Eric M. Smith, Advances in Thermal Design of Heat
Exchangers, New York : John Wiley & Sons, 2005.
[8] Allan D. Kraus, Abdul Aziz, James Welty, Extended Surface
Heat Transfer : New York : John Wiley & Sons, 2001.
[9] , Visual Basic 2010,
:, 2554.
[10] ,
Visual Basic
2010, :, 2554.
[11] William S. Janna, Design of Fluid Thermal Systems,
Boston : PWSPublishing Company, 1998
[12] R.V. Rao*, V.K. Patel, Thermodynamic optimization of
cross flow plate-fin heat exchanger using a particle swarm
optimization algorithm, International Journal of Thermal
Sciences 49 (2010) 1712 1721.
[13] M. Yousefi , R. Enayatifar , A.N. Darus, Optimal design of
plate-fin heat exchangers by a hybrid evolutionary algorithm,
International Communications in Heat and Mass Transfer 39
(2012) 258263.
8 Plate-fin Sizing
77
2103499 2555 TF03

19-25
Design and analysis a bulbous bow for fishing ship 19-25 m

5230396021 , 5230551021 , 5230630921
.. ( )

19-25

10-13%
9.59 %
Abstract
This project present the designation of bulbous bow to
decrease friction and increase efficiency for the usage of
fishing boat. The main purpose of this project is about the
designation of bulbous bow because, nowadays, bulbous bow
is usually used in large cargo ship and the efficiency of fuelusage reduction is very obvious. In present, many large cargo
ships are using bulbous bow. However, there are not many
fishing boat using bulbous in spite of large consumption of fuel
in them. Therefore, this project have seen the important of
bulbous bow's usage which can apply in 19-25 m. length
fishing boat, which are the normal length of fishing boat in
Thailand. The objective is to reduce 10-13% of friction by using
bulbous bow and the experiment shows that bulbous bow
cylindrical can mostly reduce the friction at 9.59&
1.

2.
2.1

(Tofa)
28

23.35 5.92 3.5
Auto cad
delft ship
1 Auto cad
2.2
Bulbous Bow Design and Structure, Manuel Ventura
2 Front and side view
78
= 4.21 %
Typical values of linear coefficients by Kracht 1970

1 Kracht
3.
3.1

20 0.6 0.8 Flume

3
3.2
Strain gage strain gage KYOWA
KFG-2-120-C1_23L1M2R
Digital Strain Meter Tokyo Sokki Kenkyujo
TC-31K TYPE S238B strain gage
micro strain
4.
20

strain gage 3
strain gage

strain gage
(R) Ship
Resistance & Power
R
R
R
= 198.4839 kN
= 179.4431 kN
= 190.1246 kN
%

= 9.59 %
79
5
5.

13 knots 9.59 %
9.59 %

4.21 %
delft ship

6.
[1] Heat exchanger design handbook G.F.Hewitt Executive
Editor. Begell House, Inc New York,, Wallington (UK), 1998
[2] Ship Resistance & Power

[3] Operation manual. TML SWITCHING BOX FOR TC31K. CSW-5A-05, Tokyo Sokki Kenkyujo Co., Ltd.
[4] Operation manual. DIGITAL STRAINMETER, TC-31K ,
Tokyo Sokki Kenkyujo Co., Ltd.
[5] Bulbous Bow Design and Construction, Ship Design I,
Manuel Ventura, MSc in Marine Engineering and Naval
Architecture
[6] Resistance and Propulsion of Ship, SV.AA.Harvald
2103499
2555 TF04
!" # $%& # ' ( )(
!"
# $
$
A study for the thermal comfort of people sitting near the glass window with a vertical
vertical venetian blind installed
5230034921,
$. . $ & '( )
5230376521 ,
( $ (# * )
,!
*+,-. / 2 !. !. ,
,-- ,' -)
,!
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radiation) !. * 2 ?
.
!- (
< * % "@")+
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Predicted
!- (
<
percentage of Dissatisfied (PPD) $ B @ L- . ,' -)
,!
"(# *! < M+ ! N; < O@<" @ )+ ) @( *
@
4-5% !? ' )- -) ,!
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-) O@< )+ ) !*,--" , ,-- $ ( * . PPD 5-15% A ,-- * 2 -) O@<
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$ (!. B. M< O@< $ * . PPD 30-95%
; A. *,--;-; , @ ,
!- (
< , ,' -)
,!
"(#, ) !*,!
"(#
Abstract
This project is divided into 2 parts. The first part is a design of
shading ring which is used to measure the diffuse solar radiation. The
second part is the calculation of a human thermal comfort in different
blind angles and compares with comfort indexes (Predicted
percentage of Dissatisfied (PPD)) measured by INNOVA data logger.
According to experiments, the shading ring can block the direct solar
radiation throughout the day and has an error about 4 h 5%. In the
study of the solar blocking characteristics, they are divided into 3
patterns: 1.blocking all types of solar radiation (PPD is about 5-15%)
2.blocking only the direct solar radiation (PPD is about 15-30%) and
3.allowing diffuse solar radiation and part of direct solar value entering
into the room (PPD is about 30-95%).
Keywords: Vertical venetian blind, Thermal comfort, Shading ring,
Solar radiation
1.
!- (
<
! *-. *+N
!- (M BA< (A. )(;
)+ e : *
(i (Cooling
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load) $ ) !*,!
*+
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2.1
$
$
$
B (Shading ring)
$
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"(# *; < ' ) M Amauri and
Antonio [1] L- . A ,-- Movable detector device (MDD) ' ! ".
!< , ; < ;
*+ *!%@ @($ ; < )-")+ . @< (
) @ ,!
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)
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cos ! "
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23
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2103499
2555 TF04
!" # $%& # ' ( )(
$ " $! -L- . ,' !

N-) ) !*,!
"(#,--"
; . -. (O@<" @ +) ) , *
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M ) !*,!
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; < *( )- ) !* @(
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A * 4 $ L- . !
N ) @ ) !* , -- $ (O@<
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A * 4 n ) !*,!
"(#L <
O
.
!- (
< $ -. *+ @< ( . Predicted mean vote
(PMV) : * . ' . -3 N 3 @($ ,!@
A<!")+ ,".' N <
" ? @)- , . Predicted percentage of Dissatisfied (PPD) : * .
' . 0-100% @($ ,!@ /
O .! - (
# :i "#M
< @) ! * 3 , 4 M Fanger [2]
PMV
0.303e2:.:;<= " 0.028 M

H
PPD 100
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:;;G;Q=R
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) !* )+ ,-- $ (, ,--" ! NB. M< O@< $ * . PPD 3095% @(B M % "@")+ ; - A. * $ M+ ) -"? ,' . $' < ". $ O .
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$)@' ' i,
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[1] Amauri P. De Oliveira, Antonio J. Machado. vA New Shadow-Ring

Device for Measuring Diffuse Solar Radiation at the Surface.v
Journal of atmosherric and oceanic technology,Vol19:698-708
[2] Fanger, P.O. Thermal comfort analysis and applications in
environmental engineering. Kansas State University: McGraw-Hill,
1970
"(# * % 0, 90, -45 , 45
81
2103499 2555 TF05

ASHRAE .. 2556
ASHRAE 2013 Student design project competition
5230060121, 5230075621, 5230217421
5230452521
..
( )
ASHRAE 2013 Student

design competition 1

- 4 C
38 C 3
23
R-134a
CoolPack ,
Dancap DirCalc

-4 C
(COP) 0.47
19
,
Abstract
The objective of this project is to join ASHRAE 2013
Student design competition. This years challenge is to design
a portable refrigeration unit with a holding volume of 1ft3 and
provide renewable power source. The temperature inside box
must be maintained at -4 C continuosly, in ambient
temperature is 38 C. The design started with select 3 inches of
polyurethane as an insulation and the total cooling load is 23
Watt. Based on cooling load, Vapor compression with R-134a
have been selected as refrigeration system. The other
components are designed by Coolpack, Dancap and DirCalc.
For power source, selected solar cell with inverter and battery.
Then constructed a portable refrigeration unit and test
performances to achieve objective. The results show that
inside box temperature can be maintained -4 C with 19-hourslong battery and coefficient of performance(COP) is 0.47.
Keywords: portable refrigeration,solar cell

1.

2.

4

1
1
3.
3.1 1
(1)
82
2103499 2555 TF05

3.2
(2)

0.0023 5.33
,
,
PJEZY0H00 ,
130 W 125 Ah ,
12/24V 12 A (pure sine wave) 300 W
3.3
(3)

Fully establish

5.

19
3.4
(4)

4.
P-h
diagram R-134a 2 -15 C 164 kPa
50 C 1317.7 kPa
4 3
6.

0.47
19
(1) , (2) , (3) (4)

3
3
[2] ,
9.9 , AZ 1327Y
R-134a 67 W ,
90 W
,
83

[1] Wilbert F. Stoecker. INDUSTRIAL REFRIGERATION
HANDBOOK. 1st ed. United states of America:
R.R.Donnelly & Sons Company, 1995.
[2] Mark S. Owen. ASHRAE 2002 REFRIGERATION
HANDBOOK. United states of America: W.Stephen
Comstock, 2002
[3] Frank P. Incropera, David P. Dewitt, Theodore L. Bergman,
Adrienne S. Lavine. Fundamentals of Heat and Mass
transfer. 6th ed. Asia: Clearance Center,Inc., 2007
[4] Claus Borgnakke, Richard E. Sonntag. Fundamentals of
Thermodynammics. 7th ed. Asia:John Wiley & Sons, Inc.,
2009
2103499 2555 TF06

Mathematical modeling of radiant cooling room with radiation
5230076221, 5230094521
.. ( ) .. ( )

Ansys Fluent

10C
0.5, 1 2

, ,

Abstract
The objective of this project is to simulate the radiation in a
radiant cooling room using commercial computational fluid
dynamics software Ansys Fluent. The model was verified with
existing experiment and numerical data from cases involving
laminar and turbulent natural convection and radiation in
rectangular enclosures. Then, the case studies with and
without radiation are simulated with three dimensional aspect
ratios of 0.5, 1 and 2. The 10C isothermal cooling panel is
placed at ceiling while other walls gain 25 W/m2 constant heat
flux. The result clearly shows that rooms with radiation have
lower temperatures.
Keywords: mathematical model, natural convection, radiation,
computational fluid dynamics.
1.

1.

2.

fluent
2.
2.1

Ansys Fluent [1]

( v ) Sm
t
(1)
( v ) ( vv ) p ( ) g F
t
(2)
( E ) (v ( E p)) (kff T h j j j ( eff v )) Sh

t
j
(3)
(Constitutive equations)
(Boussinesq approximation),

surface to surface (S2S)
k
(Boussinesq approximation)
(4)
( )g (T T )g
1/T ( ideal gas
surface to surface (S2S)
g
84
2103499 2555 TF06

k
qout ,k kT k qin,k
q
view factor
in, k
(5)
k
r
Central-difference scheme

f
qin,k qout , j Fjk
(6)
j 1
F j k
jk
Fjk
(12)
f r
4
k
cos j cosk
1
r 2 jk dAj dAk
A Aj Ak
(7)
k
k

f ,cd
1
1
(f 1 ) (0 r0 1 r1 )
2
2
(13)

Least -square cell based
3.2
(14)
() r ( )
c0
c1
c0
( k )
( kui )
[( t )
] Gk Gb
t
xi
x j
k x j
(8)
YM Sk
( )
( ui )
[( t )
] C1 (Gk C3 Gb )
t
xi
x j
x j
k
C2
Gb
2
k
(9)
Gb gi
t T
Prt xi
(10)

C1 1.44 , C2 1.92 , C 0.09 ,
k 1.0 1.3
2.2

SIMPLE algorithm (Semiimplicit Method for Pressure-Linked Equation)

Pressure-based

solver 1

Nfaces
v f f Af
Nfaces
(11)
f Af SV
Ansys Fluent

(convective term)
upwind scheme
Central-difference scheme
First-order upwind

second-order upwind
85
1 SIMPLE algorithm [1]

3

3.1
[2]

20 C 60 C
(Pr) 0.7
(Ra) 105 2
3
4 Ra = 105

[2]
2103499 2555 TF06

2
[2]
5 [3]
() [2] ()
3
0.5
()
[2]

0.3
Journal's pure convection

Journal's with rad
Fluent pure convection
Fluent's with radiation
0.1
-0.1 0
-0.3
-0.5
0.2
0.4
0.6
0.8
(T-Tc)/(Th-Tc)
(T-To)/T
() [3]
x/L
0.6
0.4
0.2
0
4
3.2

[3]
Optical thickness
optical thickness = 1

310 K 290 K
emissivity 1
(Pr) 0.7
Ra = 106
5 6 7
0.8
0.5
x/L
7 [3]
7

3.3

Aspect ratio = 5 ( )
[4]

2.5 0.5
45.8 K
(Ra) 4.5 x 1010 Pr = 0.7
8 9-11
86
2103499 2555 TF06

Ra
8
[4]
() [4]
()
9 [4]
0.6
fluent
Cheesewright et al. (1986)
0.4
V
0.2
0
-0.2
0.5
-0.4
x/l
10
1
0.8
y/H
0.6
current study
Two layer
vv-f (n=6)
Cheesewright
0.4
0.2
0
0
0.2
0.4
0.6
(T-Tc)/(Th-Tc)
0.8
11 x/H = 0.5
4.1
2

[2]
1.

Aspect ratio AR 1
2.

AR = 0.5
3.)
AR = 2
[2]

10C
0.9

q
(15)
q U (CLTD)

100mm. common brick U 2.5 W/m K [6] Cooling
load temperature difference 10 K
25 W/m2
3 3 5.6 1010
2
87
2103499 2555 TF06

12
( 16)
10C
3m
25 W/m2
25 W/m2
()
25 W/m2
12
4.2 1

AR 1

( 13)
( 14)
()
15 AR = 0.5
30
25
20
15
10
0
1
2
x [ m ]
16 AR = 0.5
()
()
13 AR = 1
40
30
20
4.4 2

2
( 17)

( 18)
10
0
1
2
3
x
14 AR = 1
4.3 0.5

AR = 0.5

( 15)
()
()
17 AR = 2
88
2103499 2555 TF06

60
50
C
40
30
20
10
0
x[m]
18 AR = 2
4.5

AR = 1

10C, AR = 0.5 5C
AR = 2 20C
5.

0.9

(AR = 2)

(AR = 0.5)

[1] Ansys, Inc. Ansys Fluent Theory Guide. Release 14.0,
2011.
[2] .
.

. 2550.
89
[3] K. Lari, M. Baneshi, S. A. Gandjalikhan Nassab, A. Komiya

& S. Maruyama. Combined heat transfer of radiation and
natural convection in a square cavity containing
participating gases. International Journal of Heat and Mass
Transfer. 54, 5087-5099, 2011.
[4] S. K. Choi, E. K. Kim & S. O. Kim. Evaluation of two
different k f turbulence models for natural
convection in a rectangular cavity. Proceedings of the 5th
Asian Computational Fluid Dynamics Conference. Busan,
Korea, 27-30 October 2003.
[5] Cheesewright, R., King K. J. and Ziai, S, Experimental data
for the validation of computer codes for the prediction of
two-dimensional buoyant cavity flows, Proceeding of ASME
Meeting. pp. 75-86, 1986.
[6] ASHRAE. ASHRAE Handbook: Fundamental. New York,
1998.
2103499 2555 TF07

Effectiveness of azimuthal control jets in controlling

the entrainment of jets in crossflow

5230110921, 5230115021, 5230631521
.

JICF

3.99 0.21
Fully developed flow Reynolds number
crossflow 5,800
2 %
Particle
Image Velocimetry (PIV)
streamwise, spanwise, transverse x/rd 0.75
1
x = 0.75rd I15
= 15
JICF 3 %
1rd I15
JICF 9 % x
= 0.75rd
Vortex 2 z = 1 rd
x = 1 rd
Vortex 2 z = 1.2 rd
streamwise, spanwise and transverse axis at planes x =

0.75rd and 1rd. At x = 0.75rd, the control jets at 15
will entrain less than the uncontrol jets approximately 3 % in
experiment uncertainty conditions, but at x = 1rd the control
jets will entrain better than the uncontrol 9 %. The reasons
the control jets can entrain better at x = 1rd but less at x =
0.75rd might be the spanwise distance between 2 Vortexes
which increased from x = 0.75rd might be the main
characteristic that entrain a cross flow and at x = 0.75rd
distance between the control jets and tunnels floor are very
low which can block an entrainment from a cross flow.
Keywords: Jet in crossflow, Azimuthal Control jet,
Entrainment and Effectiveness of azimuthal control jet
1.
(Jet in crossflow, JICF)

1
JICF

Gas
Fric&Roshko(1994)
JICF 4
Jet shear layer, Horseshoe vortices, Wake structures
Counter-rotating vortex pair
Smith and
Mungal (1998) CVP (Counter
rotating vortex pair) Near Field
Far Field Yuan and Street (1998)
JICF

Yuan et al. (1999) Large-eddy
CVP Skewed mixing layer

JICF Delta Tab Vortex
Abstract
The objective of this report is to find an effectiveness
of azimuthal control jets in controlling the entrainment of jets
in crossflow at varies planes which has effective velocity
ratio as 3.99 0.21. The experiment conditions which jets
start to entrain with crossflow, the main jet velocity profile is
Fully developed flow, the crossflow Reynolds number is
5,800 and Control jet to main jet mass flow rate ratio is 2%.
Velocity of jets will be measured by Particle Image
Velocimetry (PIV) method which will measure velocity in
90
2103499 2555 TF07

(Zaman and Foss, 1997; Bunyajitradulya
Sathapornnanon 2005), pulsing, Swirlling jet
(Bunyajitradulya and Sathapornnanon, 2005)
Delta Tab
Swirlling jet Pulsing
Kornsri et al.(2007)
(Azimuthal Control Jets)

Fully developed flow
Functional form 1
f ( x / rd ; ; r, Recf , , rm , Fully developed flow)

Ec E Ec
E

2
3
1 2
E Q jet / Q0
1 JICF
Q jet
m j
1 2 3
1. x / rd :
x 1
2. r : Effective velocity ratio
( V0 U cf )
3. Recf : Reynolds number
4. :
5. rm :
( m cj m j )
6. Fully
developed
7. Q0 :
8. Q jet :
9. Vx : x
10. A jet :
11. A : PIV
9 10 11 v3d text file
INSIGHT 4G TSI
main jet
m cj
Vx dA
(2)
(3)
Ajet

JICF

JICF Kornsri et al.(2007)
JICF Single Sensor Hot Wire
x y
y
JICF = 15(I15)
2
crossflow
(1)
control jets
2
PIV
(Particle image velocimetry)
x

JICF Azimuthal
control jet
Fully developed
flow
3.
3

Recf 5800 50x50
240 15

22.5 44D
fully-developed
flow
2.
JICF Azimuthal control jet
91
2103499 2555 TF07

5.
5.1
0.75 rd
1 rd

1
1
2%
1

0.75 rd 1 rd
x = 0.75 rd
x = 1 rd
JICF
I15
JICF
I15
155
131
168
130
(mm)
144
175
140
200
(mm)
Spatial
1.27
1.19
Resolution (mm)
Vector Matrix
122 x
103 x 142 x 110 x
113
137
118
169
(Height x Width)
Available Vector
11443 11792 15277 17092
3 Schematic

seeding

240 nm 500 nm
seeding Six-jet atomizer 9306A
5 %
Powerview Plus11MP 630062
Tokina 100 mm. Micro f/2.8 mounting Nikon 2

Spatial resolution
Pixel
Vector Matrix
Matrix
Available Vector
Vector matrix Volumetric
entrainment Vector matrix

Available
vector Vector matrix
1
0.75 rd 1 rd

( A jet )
0.75 rd 1
rd
4.

x/rd 0.75
1
15
PIV

Pitot
tube Pitot tube
origin six-jet atomizer 1
10 psi PIV

2,000
Insight 4G TSI
.V3D
MATLAB
Entrainment
Effectiveness of Entrainment
5.2 Contour Plot

x ( U j / U cf )
4
Vortex 2
92
2103499 2555 TF07

5
y

y
spanwise x
0.75 rd 1 rd
7.87 %
10.38 %

5.4 Contour Plot

z ( W j / U cf )
6 Contour Plot
z
z
0.75 rd 1 rd
CVP 4
6 z

0.75 rd
0.22 1 rd 0.22
0.75 rd
0.55 1 rd
0.45

18.2 %

z

4
Contour Plot
x ( U j / U cf )
JICF () I15 ()
5 Contour Plot
y ( V j / Ucf ) JICF ()
I15 ()
6
Contour Plot
z ( W j / U cf )
JICF () I15 ()
5.3 Contour Plot

y ( V j / Ucf )
5
0.75 rd 1 rd
JICF 0.75 rd 2
transverse
1 rd I15 0.75 rd 3
2
1 rd 3
1 2
5.5 Contour Plot
7
Vortex 2
spanwise x
4 x
93
2103499 2555 TF07

Turbulence

y z
5.7.
Kornsri ( 2007 )
x y x = 1 rd

Kornsri Contour
x y
9
Kornsri
Vortex 2
Wake structure

Kornsri

Kornsri 6.9%
Kornsri 5.63%
7 Contour Plot
( U j 2 V j 2 W j 2 / U cf )
JICF () I15 ()
5.6 Contour Plot
( StdV / U cf )
9 ()
Kornsri () Contour
x y
() ()
8 Contour Plot
( StdV / U cf )
JICF () I15 ()
5.8.

10 x = 0.75 rd
I15 JICF x = 1 rd
I15 JICF
x
JICF 7.6% I15
19.6% 11
x/rd=0.75 1
0.97 0.04 1.09 0.05
5.2 5.5
Mean
Turbelence 8

StdV / U cf
0.7
2
Vortex 2 spanwise
1
StdV / U cf
94
2103499 2555 TF07

6.
15
x
Vortex 2 spanwise
y z
x

Kornsri et al. (2007)
Wake
structure
Yuan
et al. (1999) 20 %
Entrainment

x = 0.75rd I15
JICF 3 %
1 rd I15
JICF 9 %

Wall blocking

Vortex 2
0.75
rd 1 rd Wall blocking
Vortex 2

10 Volumetric Entrainment x/rd
11 Effectiveness of Entrainment
x/rd
7.
[1] S. H. SMITH AND M. G. MUNGAL,1998,"Mixing,
structure and scaling of the jetin crossflow",J. Fluid Mech
,vol. 357, pp. 83122.
[2] Lester L. Yuan and Robert L. Street, 1998, "Trajectory
and entrainment of a round jet in crossflow",Physic of
Fluid, Vol.10, Number 9.
[3] L. YUAN, ROBERT L. STREET AND JOEL H.
FERZIGER,1999,"Large-eddy simulations of a round jet
incrossflow",J. Fluid Mech, vol. 379, pp. 71104.
[4] Asi Bunyajitradulya and Sidtipong Sathapornnanon
(2005), Sensitivity to tab disturbance of the mean flow
structure of nonswirling jet and swirling jet in crossflow,
Phys. Fluids 17, 045102
[5] Pornchai Kornsri, Alongkorn Pimpin and Asi
Bunyajitradulya (2009), A Scheme for The Manipulation
and Control of A Jet in Crossflow: The Use of Azimuthal
Control Jets
12 JICF Yuan et al.(1999)

10
Yuan et al. (1999) 12

Yuan et al. (1999) 20 %

Entrainment

95
2103499 2555 TF08

Development of Computational Tools for

Energy Conservation Measures in Industry
5230265521, 5230283821, 5230434221
5230573821
.. ()

4

Microsoft Visual
Basic 6

Abstract
Engineering project subject Development of Computational
Tools for Energy Conservation Measures in Industry purposes
to create a program to calculate the saving energy in industry.
Including the savings and payback period of the
implementation of energy conservation measures presented.
The proposed measure covers 4 main industrial systems
include air conditioning system, compressed air system,
lighting system and boiler system. The program in the form of
a program written by Visual Basic 6.Result of the project is to
create a program to calculate the energy savings that can be
used in general industrial finishes.
1.

1.

2.
2.

2.1

3
1.
2.
3.
3.

3.1

6
1.
96
2103499 2555 TF08

2.
3.
4.
5.
6.
4.
4.1

3
1.
2. -
3.
5.

5.1

5
1.
2.
3.
4.
5.
6.

6.1
97

1.
2.
3.
4.
5.

6. End
1.,
2. , 3.
4.

Back

1. :
2. :

3. :

1
4. Calculate:

5. Show Results:

6. Clear:
7. Back:

7.

2103499 2555 MS01

Design and Analysis of
A Four Degree-of-Freedom Anthropomorphic Arm
5230103521
. ( )

kinematic Isotropy

kinematic isotropy

differential mechanism
: :
0.08:1:0.707 70 cm
, bevel
gear () 22 kg
Abstract
The objective of this research is to design and develop a
robot for using in the industrial sector and to serve as a
platform for the future research in service robot. Structure of
the robot arm follow that of humans, due to the well-known
high performance and dexterity of our arms. Scope of the
design consists of three main component, i.e. shoulder, upper
arm and lower arm. Hence, the total number of degrees of
freedom is four. We use the kinematic isotropy concept for
evaluating the movement ability in every direction, which is a
necessity the arm to perform wall for arbitrary task.
The design arm comprise of four revolute joints: there
located at the shoulder to provide the yaw pitch roll (YPR)
motion, the other is for elbow motion. Second and third joints
employ the differential mechanism. The link length is

0.08: 1 : 0 . 7 0 7 for shoulder, upper arm and lower arm
respectively. The overall length is 70 cm. We employ four DC
motors to drive this robot with the use of timing belt, wire and
gear as the means for the transmission. The overall mass,
exclude base is approximate 22 kg.
1.

..2542
144.2
1392.4 .. 2549 [1]

2.
2.1 Design specification

30 kg

60 cm

3 kg
2.2 Conceptual Design

AM01
98
2.2.1 Yaw-Pitch-Roll-Pitch

4 schematic RPR [2]
1 YPR
4.2.2 Roll-Pitch-Roll-Pitch

DH-parameter
link

1 DH-parameter YPR
di
1 0
/2 0
3 0
/2
l1
4 0
/2 0
0
0
2 RPR
4.3

4.3.1 Forward Kinematic
conceptual design
forward kinematic
robot Jacobian
forward kinematic schematic
DH-convention

ai
h
l2
2 DH-parameter RPR
di
0 0
1 0
2 0
/2 0
3 0
/2
l1
4 0
/2 0
0
0
ai
l2
DH-parameter
transformation matrix

transformation matrix
robot Jacobain
3 schematic YPR
AM01
99
4.4 conceptual design

kinematic isotropy
4.4.1
kinematic Iisotropy

kinematic isotropy singular value robot
Jacobian singular value decomposition
Jacobian

MATLAB
Singular Value
S1
0
0
S2
0
0
S3
Robot Jacobian
Singular
SVD(Singular Value Decomposition) w
icn Singular

script YPR_for_Loop/RPR_for_Loop w
icn
15 Robot
Jacobian
0
0
0
S1 , S 2 S 3

Conceptual Design
15

w S1 S 2 S 3

w
Singular Value Singular Vector S1 , S 2
S 3

S
icn 3
S1

4.4.2 MATLAB Script

MATLAB script
m-file script 2

Script YPR Result Plot/RPR Result Plot Script

h , l1 l 2 0.2, 1 0.8
5 MATLAB
5 RPR
0,75,-75 -45 w 1.4416 icn
0.70667
4.4.3
MATLAB

30 60

YRP
RPR

AM01
100
YPR
RPR YPR

YPR
RPR
RPR
conceptual design
YPR
5.

kinematic Isotropy

w icn

Index w icn
w icn
3
n
w
n 4
3
w 1.54 icn 1
Index 0 1.54
script m-file MATLAB
conceptual design
Index 15

script l1 1
h l 2
robot Jacobian, singular value
Index
15
Index Index

Index h l 2
Index
h l 2 Index
h l 2

script
h : l1 : l 2 0.08 : 1 : 0.707
6.

yaw-pitchroll-pitch

3 cm 33 cm
24 cm

5 Base, Joint1, Joint2-3, Upper Arm
Lower Arm
6.1 Base

6.2 Joint1
Base

6.3 Joint2-3

load

(Back Drive)
Joint 2,3
Differential Joint 2 3 Differential
Joint 2 3
Differential Joint 4 2
1 Hub 1
AM01
101
9
7 differential mechanism

2 3
7. Final Design
5
Base, Joint1, Joint2-3, Upper Arm
Lower Arm
8 differential mechanism
6.4 Upper Arm

6.5 Lower Arm

Upper Arm
10 final design
7.1 Base
15 mm, bearing
housing
5 mm
ider ,
ider
7.2 Joint1
Base
Base

Joint1

AM01
102
7.3 Joint2-3

Differential Mechanism

Cable Hub

2
3
2
3
p1
p2
p1 p 2
2
11 work space
p1 p 2
2

673 mm 320 mm
0.4
7.4 Upper Arm and Lower Arm

upper arm lower arm
upper arm
flange upper arm

bevel gear lower arm

8.

10 () 22
kg
hub differential mechanism,
6.5 kg 673 mm
40 mm 393 mm 240 mm

[1] ,
, Technology Promotion Mag, vol 203, pp. 4045, 2009
[2] E RANJBARAN, The Mechanical Design of a Seven-Axes
Manipulator with Kinematic Isotropy, Journal of lntelligent and
Robotic Systems, pp. 21-4l, 1995.
[3] , :
,
AM01
103
2103499 2555 MS02

Designing of Three Degree of Freedom for Mounting on Mobile Robot
5230361021
.. + ( )
/ /

Articulated manipulator
4 36.1 RC servo
motor Joint iRobot Create
Programmable Robot

(Wireless)
Microcontroller

, , Articulated Manipulator, RC Servo
Motor, Microcontroller
Abstract
This project proposes to develop a manipulator for mounting on a
mobile robot (iRobot-Create). The paper presents Kinematic of
manipulator, designing of manipulator and control architecture.
The manipulator is designed to have serial link architecture with 4
degree of freedom and 36.1 cm of reaching work space. Each
joint is actuated by RC servo motor. The manipulator design to
be mounted on the iRobot Create Programmable Mobile Robot
that can be programmed by user. The user can control the
manipulator and the mobile robot by wireless signal. This adds
convenience and expands working range without wiring limitation.
The microcontroller is used to process the command. In testing,
the manipulator can implement the command from user with
small error due to the limitation of the RC servo motor.
Keywords Mobile Robot, Manipulator, Articulated Manipulator,
RC Servo motor, Microcontroller
.
/
/
/

(Manipulator)
Pick and Place
/

link / joint
/ / /

/
(Serial Link) Articulated Manipulator
Joint Manipulator 1
Revolute Joint joint
/

1 Articulated Manipulator [1]

/ iRobot Create Programmable Robot
(iCreate) 2
Port USB
Command Module /

microcontroller
104
2103499 2555 MS02

Command Module
Port USB
2 iRobot Create Programmable Robot (iCreate) [2]
4 Joint [1]
2.

joint

/
Introduction
to Robotics [1]
2.2 DH Parameter
DH parameter (Denavit Hartenberg parameter)

DH parameter homogeneous transform matrix
2.1 Homogeneous Transform Matrix

Link Joint

Homogeneous
Transform Matrix

3 2 BA R
B A
A
PBORG
B
A
DH Parameter /

Joint 4
Link Homogeneous Transform Matrix

Base
(1)
N
0 Base
1, 2,, N-1 1,2,, N-1
- D L (Link Length) mathematic

joint i
- D L (Link twist)
z i i-1
- di (Link Offset)
i i-1
(Joint angle) x
i i-1
di i Joint variable
Joint / revolute joint i
joint Joint /
prismatic joint di Joint
3 Homogeneous Transform Matrix [1]
(2)
2.3 Forward Kinematic and Inverse Kinematic

DH Parameter Homogeneous Transform
Matrix Base / Forward
Kinematics

Base Cartesian Space
(x, y, z) Joint Variable
(x, y, z) Joint
Variable /
(x, y, z) Joint variable
/ Inverse Kinematic Forward
105
2103499 2555 MS02

Kinematic
Inverse Kinematic 2
- Analytical Method x, y, z
Forward kinematic joint variable

x, y, z
- Graphical Method FBD (free bode diagram)

joint variable

x, y, z
2.4 Robot Jacobian Matrix
Jacobian matrix
Cartesian Space joint variable
3.
3.1
/
1. Articulated manipulator 3
2. 30 cm
3. / mobile robot / 10 kg
4. Joint

(Conceptual Design) 7 8
Articulated manipulator 4 1
Yaw 3 Pitch

(3)

Joint 5
inverse jacobian 6
inverse jacobian matrix (Singular
Matrix) joint
/ determinant
jacobian matrix 0 /
determinant jacobian matrix 0 singularity

7 Top View
5 [1] 6 Inverse Jacobian [1]

Singularity / /
Singularity 2
- Workspace boundary
singularity
- Workspace interior
singularity
/ Jacobian Matrix
Joint
=JT F
(4)
F
8 z1
3.2
7 8 DH parameter
1 Homogeneous Transformation Matrix
(1) (2)
106
2103499 2555 MS02

c c( + + ) -c1 s(2 +3 +4 ) s1
1 2 3 4
s1 c(2 +3 +4 ) -s1 s(2 +3 +4 ) -c1

=
c(2 +3 +4 )
0
s(2 +3 +4 )
0
0
0
1 DH Parameter
n
(degree)
a (cm) d (cm)
1
90
0
0
l
1
2
0
0
l
2
3
0
0
l
3
4
0
0
(degree)
l1 c1 c2 +l2 c1 c(2 +3 )+l3 c1 c(2 +3 +4 )
l1 s1 c2 +l2 s1 c(2 +3 )+l3 s1 c(2 +3 +4 )

(5)
l1 s2 +l2 s(2 +3 )+l3 s(2 +3 +4 )
2 =arctan2
*
2
*

0z
+arccos(
2
2
2 2
2
l2 + 1x -l3 + 1y -h -l2
e
2l1 l2
2
0xe +( 0y )
e
2 ,3
2 =arctan2
0z
e
2
2
0xe +( 0y )
e
-arccos(
2
2 2
2
l2 + 1x -l3 + 1y -h -l2
e
2l1 l2
(12)
(5) x, y, z

Joint
Variable
X = l1c1 c2 +l2 c1c(2+3 )+ l3 c1c(2+3 +4)
(6)
Y = l1 s1 c2 +l2 s1c(2+3 )+l3s1 c(2+3 +4)
(7)
Z =l1 s2 +l2 s(2 +3 )+l3 s(2 +3 +4 )
(8)
/ Inverse kinematic
1 ,2 ,3 ,4

x, y z
(6), (7) (8) / / /
Graphical Method Kurt, E. C.
and Shang Y. [3]
0
( 0xe , ye , 0ze ) 7 8
0 1
2
2
0
1
xe =( 0xe ) +( ye )
(9)
0
1
ye = ze
(10)
y
1 =arctan2
(11)
x
0
0
e
e
(11) 1 Inverse Kinematic

/ 2 ,3,4 8 2
x y 3 /
(4)

9
.
.
9 .
.
3 =-arccos(
2
2
2 2
l1 +l2 - 1x -l3 - 1y -h
e
2l1 l2
2 2
l1 +l2 - 1x -l3
e
1y
-h
3 =-arccos(
)
(13)
2l l
(6), (7) (8) Jacobian Matrix
(3) determinant Jacobian
Matrix Singularity
2 ,3 ,4
(14)
12
3.3 Link
link
link /

[4]
/
/
/
/
/ 2
(4) Objective
Function
1 T
(15)
wi i 2 dt
T 0
wi (15) Weight Factor
/ 1
x, y, z
/ Joint
/ Link 1
4 Link 1 mathematic
link 4 link
/ / link 2
3 15 cm
link 2 3 16 cm
30 cm / (4)
(15) link 2 3 / 1 mm
107
2103499 2555 MS02

2 (14)
link 2 16 17 cm link
3 16 cm link 2,3 17
16 cm
/
36.1 cm 10
12 RC servo motor [4]

3.5 Link Joint

/ /
Link Joint CATIA
13 Joint Link
10
3.4
Link Joint /
Yield Strength
12 mm 1.5 mm /
/ / link
joint link
11

RC servo motor
DC
servo motor
12

pulse-width
potentiometer

4.
/ / Microcontroller

14

iCreate
(Wireless) / /

microcontroller
11 FBD
14

13 CATIA
108
2103499 2555 MS02

5.
/ 15
Home

/ /
15 /
/

Joint

Joint

1-2 2
2
(0,90), (1,90), (2,90), (5,90)

(0,100), (1,100), (2,100),

(5,90)
2
(0,120), (1,120), (2,120),

(5,90)
2 1
(0,60), (1,30), (2,100), (5,90)

(0,61), (1,30), (2,100), (5,90)

/ 2
1

(0,62), (1,30), (2,100), (5,90)
/
(0.63), (1,30), (2,100), (5,100) 0 5

(0,90), (1,120), (2,30), (5,90) 2

/

(0,160), (1,120), (2,20),

(5,90)
(0,90), (1,90), (2,90), (5,90)
(0,90), (1,120), (2,30), (5,90)
/
2

joint

6.
Articulated Manipulator 4
36 cm /

5-10

/
1. RC servo motor
/

/
/

0.033

2-3
2.

joint 2
/

[1] John, J. Craig. 1989. Introduction to robotics: Mechanics and
control. 3 rd ed. pp. 19-180. The United of America: silma.
[2] iCreate. iRobot Create Programmable Robot [Online].
Available
from:
http://www.irobot.com/us/robots/Educators/Create/Details.aspx
[2012, August 20]
[3] Kurt, E. C. and Shang, Y. A geometric approach for robotic
arm Kinematics with Hardware Design, Electrical Design and
Implementation. Journal of Robotics Volume 2010.
[4] RC servo motor. INEX Robotics [Online]. Available from:
http://www.inexglobal.com/products.php?type=addon&cat=motors&mode
l=motorsintro [2013, February 8]
109
2103499 2555 MS03

Steer-By-Wire System Evaluation using Fitts Law

Paruay Leelawong
5230349621
Sunhapos Chantranuwathana, Nuksit Noomwongs

Abstract This paper presents a mathematical performance
model based on Fitts Law for evaluating a Steer-By-Wire system.
Experimental evidence is presented to support the developed model. It
suggests that the vector coefficient of the model may be used to
describe performance of devices or drivers.
Index Terms Steer-By-Wire (SBW), Fitts Law, Driving
Simulator, Human-Machine Interface.
road feeling back to the driver. Whilst the mechanical link is replaced
by electrical parts, the road feeling plays an important role in driving
experience [2]. The artificial force feedback is required to be generated
in the Steer-by-Wire system to produce a virtual road feeling to the
driver. The term of steering feel is commonly used to describe
feedback torque which is felt by a driver according to the steering
wheel input angle and motion of the vehicle.
In this study, we focus on the evaluation of Steer-By-Wire
system performance. This paper is meaningful in that it provides an
extended method not only for the evaluation of Steer-By-Wire system
on driving simulator, but also for the evaluation of new embedded
system on real car in the future.
I. INTRODUCTION
This paper presents a mathematical performance model
based on Fitts Law for evaluating Steer-By-Wire system. Experimental
evidence is presented to support the developed model. It suggests the
effect of the Steer-By-Wire force feedback gain on overall system
performance.
Steer-By-Wire (SBW) control system refer to a system where
a conventional mechanical system (i.e., steering system) is replaced by
an electrical system using electromechanical actuators (e.g., actuator,
motor) and human-machine interfaces. The embedded computer
program which provides control signals is used as a connector
between input devices (i.e., steering wheel) and actuation devices (i.e.,
Motor and actuator).
The system offers many benefits over a conventional
steering system in terms of both functionality and particularly active
steering system [1]. For examples, safety can be improved easily by
providing computer controlled intervention of vehicle controls with
systems such as Electronic Stability Control (ESC) and Lane Assist
Systems. SBW allows the realization of adjustable ergonomics which
can better satisfy the customer preferences. On the other hand,
automakers can reduce manufacturing cost by using more electrical
parts.
However, steering column is removed in a Steer-by-Wire
system which may cause problems to driver. The conventional steering
system provides drivers with road feeling by the mechanical link (i.e.,
steering column, rack and pinion) to the wheels. For example, when a
driver turns the steering wheel, the mechanical link provides a certain
II.PERFORMANCE EVALUATION
2.1 Fitts Law
Fitts law is a model for human psychomotor behavior which
describes total movement time in terms of index of difficulty of linear
motion [3]. Fitts idea was established from Shannon theorem (1). He
suggested that human is analogous to channel and human
performance, called index of performance (IP), is analogous to capacity
of channel (C) in electronic communications systems.
C = Blog2
(1)
(2)
Where MT is the movement time

ID is Fitts index of difficulty
IP is index of performance
110
2103499 2555 MS03

steering mechanism follows the operator commands and a tunable
force feedback is also provided to the driver [4]. To provide the driver
with visual feedback during steering operation, Figure 7 shows the
virtual reality system integrated with hardware system to display the
changing environment as a result of the vehicles motion. Standard
steering maneuvers may be completed to evaluate the performance of
the Steer-By-Wire system.
For a Man-Machine system, any gain, K, that contribute to loop
gain of the system is one of the most important parameter. It is shown
in [5] and [6] that gain K contributes to the total movement time. And it
also can be inferred that gain contributes to index of difficulty in the
information theoretic context. From [6], Equation (4) was proposed. Let
movement time (MT) is performance of the motor system. Defining an
index of difficulty related to gain, we may write.
Figure 1: Fitts reciprocal tapping paradigm [3]

Four experiments have been indicated in the original of Fitts
experiment. Originally, Fitts Law (2) has been used to investigate and
quantify performance of devices used in a human-computer interaction
task. Figure 1 shows one of four example of Fitts experiment where
an operator is asked to tap a pen alternatively between the left and
the right target. From Equation (2), the scattered plot between MT (T)
and ID is shown in figure 2.
Performacne = a+b*(ID(K)) (4)

Where ID(K) is index of difficulty as a function of gain K
In this work, we proposed to use Fitts model to evaluate Steerby-Wire system by defining performance as an error of driving along
the selected path and ID as a function Steer-By-Wire system
parameters. In particular, we will start by considering the steering
force feedback gain, K, as the Steer-By-Wire system parameter. Thus
we may rewrite the new model for Steer-by-Wire system as the
following equation.
(5)
E = c+d*(ID(K))
Where E = error of driving on path
c,d are regression coefficients
ID(K) is control index of difficulty
Figure 2: the regression line of Fitts experiment

MT = a+b*(ID)
(3)
Where MT = average movement time to between tap

a ,b are regression coefficients
ID = index of difficulty = twice the amplitude divided by width
Steering system
The constant values, a and b, represent the intercept and the

slope of graph respectively. These two values can be determined
experimentally by fitting a straight line to measured data. Thus,
Equation (3) was proposed as Fitts Law. In this equation, the
reciprocal of the slope coefficient, 1/b, corresponds to IP.
2.2 Proposed model based on Fitts law
From [8], Human-Hardware-in-the-loop is used to run the driving
simulator in order to investigate Steer-By-Wire system. The haptic
interface utilizes a nonlinear tracking controller to ensure that the
Ti
Human
Figure 3: Block diagram of feedback force generation

Figure 3 shows the block diagram which describes our
system with gain K. This Feedback force is used provide an artificial
force feedback at steering wheel.
III.FEEDBACK FORCE GENERATION
111
3.1 Dahls friction model
2103499 2555 MS03

Dahl friction model is used to generate feedback force at
steering wheel. The relation between torque and steering angle is
shown in Figure 4. Dahl model provides a realistic feedback force
compared to the actual force generated from mechanical steering
system.
Figure 6: Bicycle model [10]

The state equations may be written as follow
Figure 4: Dahl model [8]

Dahl model has a number of parameter that can be
adjusted. In this work, only the overall feedback gain is studied. This
approximate overall feedback gain of the Dahl model in Figure 4 is
shown in Figure 5 and an approximated Torque feedback as Equation
(6). Note that the actual Dahl model is used in the experiments.
T = K*
Where u is the longitudinal speed, v is the lateral speed, r is the yaw

rate, m is the mass of the vehicle, Fxs are the forces along the wheels
for the front wheel (subscript f) and the rear (subscript r), Fys are the
lateral forces of the wheels, Iz is the mass moment of inertia of the
car, a and b are the distance from the center of mass to the front and
rear wheels respectively.
(6)
Visual element
OpenGL is used to generate the graphic of environment while
driving a car. Figure 7 shows an example of environment.
Torque VS Steering angle

50
40
Torque (N.m)
30
K1
20
10
K2
0
-3
-2
-1
-10
-20
-30
K3
K4
-40
-50
Steering angle (degree)
Figure 5: Relationship of torque and steering angle from Dahls model

IV. EXPERIMANTAL SET UP
4.1 Vehicle dynamic model
In this study, vehicle dynamics model is shown in Figure 6.
In a bicycle model, left and right tire are combined together and no roll
motion is modeled. Input to the model is the wheel steering angle ()
and torque applied. And output is the side slip angle (f, the linear
speed (V), angular speed of the car (r) and linear speed of the drive
wheel relative to speed of the road (Vf).
Figure 7: Visual element for car driving [8]

V. MODELS OF INDEX OF DIFFICULTY (ID)
In this work, the objective is to obtain a function ID of the
parameter K (the torque feedback gain). As such, we will propose a
few candidates for ID and then through experiment find the best ID
that give linear relationship shown in Equation (4).
112
2103499 2555 MS03

5.1 Term of ID in other applications
5.1.1Schaabs expression
In Schaabs work [6], brainwave was used to control computer input
devices. Fitts law was also used to evaluate the system. Time used
to complete a task can be rewritten as
t = a + b ID
(9):
(9)
Let the system under gain K have a natural frequency,
damping factor, , and damped frequency,
. The
characteristic equation will be stated as (10).
(10)
Comparing the coefficients of the two characteristic equations:
(7)
where ID = K, is gain of the interaction between brainwave and the

input devices.
5.1.2 Information theoretic measurement
Inspired by the Shanon Theorem and the Schaabs work, ID is
proposed as
ID = log2 (K)
And
So
(8)
5.2 Proposed models

Even though Equation (7) and (8) are obtained from the
literature, it is not suitable for the Steer-By-Wire system. From
experiment, it is found that ID vary inversely with the gain K. Thus, we
proposed 3 models of the index of difficulty (ID) based on comparing to
Schaabs expression (7), information theoretic measurement (8), and
control theory respectively.
5.2.1 Index #1
Since it is found that for a Steer-By-Wire system, ID varies
inversely with the gain K. Hence, based on Schaabs work, we
propose instead that
For a critically damped second order system:

We may write
ID =
(c)
VI.VERIFICATION OF THE MODEL

To validate the model (5), error (E) were recorded for Steerby-Wire system in Human-Hardware-in-the-loop experiment. Defining
the radius of the path as 220 meters long and 4 meter wide, we also
define constant vehicle velocity at 65 km/hr as an additional
assumption. Thus brake and pedal system were ignored in our
experiment. The driver would be given a task; to drive along the path
for 10-24 rounds. The raw data (Error of driving) were recorded only
the curve path. The experimental path is shown in Figure 9. Figure 10
shows the network communication of Human-Hardware-in-the-loop.
Real-time driving simulator operates with hardware by using NI
compact Rio and xPC system. But the system didnt work when
frequency was higher than 20 Hz. Thus, we only simulated the whole
system with Human-in-the-loop system. The vehicles motion will be
calculated in xPC and OpenGL is used in making a virtual
environment. Dahls feedback torque model was built in MatlabSimulink program to generate feedback force to driver.
In order to determine whether the model (5) is valid, 3
expressions for ID are proposed.
Index#1,ID = 1/K
(a)
Index#2, ID= (1/log2K )
(b)
that
(b)
5.2.3 Index #3
From information theoretic theorem, it is found that ID is
related to damping ratio of the closed loop system. In general, the
steering system in combination with the car dynamic will not be lightly
damped so we proposed that at high damping ratio of closed loop
system equated to difficulty in controlling the vehicle.
Figure 8: block diagram with controller in forward and feedback path.

From Figure 8, the characteristic equation of the system is
(11)
Thus, we propose that ID related to K as follow
ID = 1/K
(a)
5.2.2 Index #2
Based on Shannon Theorem and our finding, we proposed
ID = (log2 (K))
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2103499 2555 MS03

Second
Driver
Index#3 , ID =
(c)
From [8], four feedback gains were studied: K1=1.5, K2=2.0,

K3=2.5, K4=3.0 N-m/degree. Thus K1-K4 is used in this experiment
with a =1.5 for the Dahls model [8].
0.8429
0.7273
0.8816
0.65265
Learning effect and user experience have not been

addressed in Fitts law paradigm. The models presented here cannot
account for such differences.
VII. EXTENDED EXPERIMENT
Figure 11 shows the network communication of
Human-in-the-loop. Steering angle (from motor encoder) was
sent to NI USB X-series. Labview application on the PCcomputer translated digital signal into useful data. Then the
steering angle would be calculated and translated to slip angle
of vehicle in Unity 3D on the same PC system. In the same
time, torque feedback model in Labview application generates
electric current back to motor on driving simulator to
represent road feeling (feedback torque) to the driver. Linear
feedback torque model was built in Labview program to
generate feedback force to driver.
Figure 9: Experimental path [8]
Figure 10: Network communication system [8]

The preliminary study result is shown in Figure 12 and
Figure 13. Linearity of the data shown are summarized (R2) in Table 1.
In Table 1, the correlation of model (c) is the highest value for both
drivers. It can be concluded that it is the best model (of the three) for
evaluating steer-by-wire system. This ID can then be used to quantify
the effect of steering force feedback gain on one performance of a
Steer-By-Wire system. In particular, this ID can be used to quantify
how easy a driver can perform lane keeping with the Steer-By-Wire
system.
The index of performance (IP) is also shown in Table 1. IP,
in some case, can be used to quantify the ability to perform lane
keeping for each driver. Although, insignificant in this experiment,
larger IP could mean that the driver is better at this task.
Table 1, Correlation of result with model of ID (R2)
Model
Driver
First Driver
1/K
(a)
(1/log2K )
(b)
0.8931
0.7686
(c)
0.9423
Figure 11 Overall diagram of the system

As shown in Figure 12, the new model of the path is used in the
extended experiment in order to increase a difficulty of driving.
Figure 12 The environment of the path in Unity3D

UDP/IP is a protocol which is used to send-receive data between
Unity3D and Labview in the same computer with IP address: 127.0.0.1
and port: 8051.
Performance
(IP)
0.64779
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2103499 2555 MS03

Average Error
First Driver
2.8
2.7
y = 1.5437x + 1.7974
R = 0.9423
model (c)
model (a)
2.6
2.5
y = 0.5923x
+ 2.3821
0
0.5
R = 0.8931
y = 0.1653x + 2.4942
R = 0.7686
1
1.5
model (b)
2
Linear (model (c))
Index of difficulty
Linear (model (a))
Figure 12: Control index of difficulty versus average error of the first driver
Average Error
Second Driver
2.8
2.7
2.6
model (c)
y = 1.5322x + 1.7893
y = 0.165x + 2.48
R = 0.8816
R = 0.7273
2.5
y = 0.5905x + 2.3685
0R = 0.8429 0.5
model (a)
model (b)
1.5
Index of difficulty
Linear (model (c))

Linear (model (a))
Figure 13: Control index of difficulty versus average error of the second driver
CONCLUSION
The main objective of this paper is to define
mathematical performance model of Steer-by-Wire system evaluation.
By applying Fitts Law, we can evaluate performance of Steer-by-Wire
in terms of index of performance (IP). An objective result is presented
in this paper to confirm the actual performance of Steer-by-Wire
system. It shows more powerful and effective result than a subjective
result in [9]. Experimental evidence is also presented to validate the
model. The extension of using Fitts law in Steer-by-Wire system is one
of the most effective ways to develop Steer-by-Wire system in the near
future.
ACKNOWLEDGEMENT
This work is supported by Smart Mobility Research Center
and Department of Mechanical Engineering, Chulalong korn University.
REFERENCE
[1] P. Yih and J. C.Gerdes, Modification of Vehicle handling
characteristics via steer-by-wire, IEEE transactions on Control
Systems Technology, vol.13, no. 6, pp.965-976, November 2005.
[2] A. Lui and S. Chang, Force Feedback in a stationary driving
simulator, in Proceedings of the IEEE International Conference on
Systems, Man and Cybernetics, 1995.
[3] Mackenzie, Fitts Law as a research and design tool in human
computer interaction, Human-Comput. Interact., vol. 7, pp. 91-139,
1992.
[4] Pradeep Setlur, Dr. John Wagner, Dr Darren Dawson, and Lance
Powers, A Hardware-in-te-Loop and Virtual Reality Test Envirinment
for Steer-by-Wire System Evaluations, Proceedings of the American
Control Conference, Denver, Colorado June 4-6, 2003

[5] L.Y. Arnaut and J.S. Green Stein, Is display/control gain a useful
metric for optimizing an interface?, Human Factors, vol. 32, no. 6, pp.
651-663, 1990.
[6] J.A. Schaab, R. G. Radwin, G.C. VanDerHeiden, and P.K. Hansen,
A comparison of two control-display gain measures for head-controlled
computer input devices, Human Factors, vol. 38, pp. 390-403, Sept.
1996
[7] Saelem, S., Chantranuwathana, S., Panichanun, K., Prempreeda,
P., Wichienprakarn, P., and Kruo-ongarjnukod, P., Experimental
Verification of Leaf Spring Model by Using a Leaf Spring Test Rig. The
23 rd Conference of the Mechanical Engineering Network of Thailand.
Chiang Mai, Thailand, November 2009.
[8] Panus Iemvarapong,Steer-by-Wire system evaluation by humanhardware-in-the-loop simulator, Thesis for the Degree of Master of
Engineering Program in Mechanical Engineering, Chulalongkorn
University, 2011.
[9] Uday B. Mandhata, Matthew J. Jensen, John R. Wagner, Senior
Member IEEE, Fred S. Switzer, Darren M. Dawson, Senior Member
IEEE, and Joshua D. Summers, Evaluation of Customizable Haptic
Feedback System for Ground Vehicle Steer-by-Wire Interfaces, 2012
American Control Conference, Fairmont Queen Elizabeth, Montreal,
Canada, June 27-June 29, 2012.
[10] Carlos Canudas-de-Wit, P. T., Efstathios Velenis, Michel Basset
and Gerard Gissinger (October 2002). DynamicFriction Models for
Road/Tire Longitudinal Interaction. Vehicle System Dynamic.
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GPS
Analysis of Centripetal Acceleration Error Base-On GPS Data
5230365621
.. ( ) ..
( )

1 Hz
10 Hz

0.185 m/s2 4

4

1 Hz
03.5 m/s2 3.29 m/s2
1.38 m/s2
0.002 m/s2

10
0-3.5 m/s2
3.46 m/s2
1.62 m/s2 0.000 m/s2

1 Hz
10 Hz
, ,
,
Abstract
Trend of traffic accident has been increased
because of unsafe driving. According to the previous
research, the main factor of accident is Characteristics
of unsafe driving. There are immediately acceleration,
immediately deceleration, immediately change lane and
immediately curve. In addition the research guides that
there is a chance to study driving behavior by analysis
the recorded position data of the driven car. These
studying interests in driving behavior in immediately
curve condition so that the objective of this studying is
to creating and developing the recording system
includes with the experiment as well as analysis the
data. There are three important recording devices in
the system like 1Hz wireless GPS logger, 10Hz GPS
logger and accelerometer. Analysis of this studying is
to compare acceleration data that convert from position
data recorded by GPS logger and acceleration data
that recorded by an accelerometer, to find the
acceleration error with the condition of maximum
permissible error 0.185m/s2. In the experiment, there
are preliminary data analysis to find the cause of error
and designing for the next experiment which decrease
the cause of error in previous experiment and find the
new cause of error. The result from 4 time loop of
experiment shows that the error by comparing
acceleration data from 1 Hz GPS logger and
accelerometer is 0-3.5 m/s2, 3.29m/s2 (max), 1.38m/s2
(mean), 0.002m/s2 (min). The error by comparing
116
2103499 2555 MS04

[1]
2
Decimal Degree
Degree Minute Second

1
acceleration data from 10Hz GPS logger and

accelerometer is 0-3.5 m/s2, 3.46m/s2 (max), 1.62m/s2
(mean), 0.000m/s2 (min). By comparing of the mean
acceleration error of two GPS logger shows that 1Hz
GPS logger is more accuracy than 10Hz GPS logger.
Finally the continued developed system is cannot used
for monitoring driving behavior because the error of the
system is more than maximum permissible error of the
studying. The system should be developed for
decreasing the error in the future.
Keywords: Driving behavior, Recording system,
Centripetal acceleration, Maximum permissible error
1.

(GPS), , Drive
Recorder,

1 [1]

2
s
s
(1)
180
rworld
rworld
2.2 [2]

2
2.
2.1 GPS
117
2103499 2552 MS04

3.1.1 10 Hz

10 Hz Venus638FLPx
4
2
2

ac

v2
ac
r
(2)
4 Venus638FLPx [4]
3.2

ADXL330 5

v r
5 ADXL330 [5]
3.

1 Hz
10 Hz
3.1
3.1.1 1 Hz

1 Hz Holux m-241
3
(1)
3 Holux m-241 [3]
118
2103499 2555 MS04

3.

1
1
2
2 8
10 Hz
Longitude
1 Hz
Latitude
8 Excel
1
1
2
1
5 1 10-20
Km/hr, 2 20-30km/hr, 3
30-40km/hr, 4 40-50km/hr, 5
50-60km/hr

2
1
2

3.4
20
1
3.1 1
1 7
3.2 2
9
7 1
7

1 20
20

0-4 m/s2
1 Hz
9 2
2
2
1 1

2 10
119
2103499 2552 MS04

Longitude
2
3.4 4
20 20

0-2 m/s2

4
12
1 Hz
10 Hz
Latitude
10 Excel
2
30-40 km/hr
10

2 3

2
12 4
4.
4

Matlab

13
3.3 3
1 1

2
11
Acceleration error graph
max1=1.2131m/s 2
Longitude
GPS1
GPS10
Accelerometer
mean1=0.43619m/s 2
min1=0.013913m/s 2
2.5
max10=1.5848m/s2
mean10=0.7126m/s 2
min10=0.076783m/s 2
2
Acceleration (m/s2)
1Hz 10 Hz
1.5
0.5
Latitude
11 Excel
3
30-40 km/hr
8
Time (sec)
10
12
14
13

2
4.1
11

4
120
16
2103499 2555 MS04

5.

1 Hz

0-3.5m/s2 3.29 m/s2
1.38 m/s2
0.002 m/s2

10 Hz

0-3.5 m/s2
10 Hz
3.46 m/s2 1.62
m/s2 0.000 m/s2

1 Hz
10 Hz

0.185 m/s2

4.2
(Maximum Permissible Error : MPE)

(Driving Safety Rating)

3 mg

0.01 volt
0.185 m/s2

0.185 m/s2

[1] ,
GPS http://www.intersoft.co.th/gps1.html
11 2556
[2] . .
, www.satit.nu.ac.th/Science/PDF/
.doc 11 2556
[3] Google. Holux m-421 [Online].Available from:
http://blog.butter-fly.jp/archives/2008/05/lcdgps-holuxm241.php [2013, February 11]
[4] Google. Venus638FLPx [Online].Available from:
http://www.mindkits.co.nz/store/gps/venus-gps-withsma-connector-2 [2013, February 11]
[5] Google. ADXL 330[Online].Available from:
http://robosavvy.com/store/product_info.php/products_id
/341 [2013, February 11]
121
2103499 2555 MS05

Simulation of ice distinct interface formation by finite volume method

5230063021
..

discretization
3
explicit scheme, Crank-Nicolson scheme fully
implicit scheme

Crank-Nicolson scheme implicit scheme
explicit scheme

Courant number
, ,
Abstract
This project presents the simulation of distinct water-ice
interface by finite volume method using front tracking method
to define node that phase changing by add grid for separate
between ice and water. Thermal conductivity at interfaces
between ice and water is approximated by the harmonic mean.
The model is based on the conservation of energy and the
heat conduction equation. In the discretization, 3 different
schemes are used, the explicit, Crank-Nicolson, and implicit. It
is found that numerical results of Crank-Nicolson, and the
implicit schemes show excellent agreements with analytical
solutions and exhibit similar accuracies once grid and time
interval independencies are achieved. But the explicit scheme
results are diverse because the split control volumes are too
small that the actual courant number is greater than one.
Keyword: ice formation, distinct interface, finite volume

1.

(finite
difference method, FDM), (finite
element, FEM), (finite volume method,
FVM)

[1]
2
Fortran
explicit, Crank-Nicholson fully implicit
1 C++

3.
3.1.

1
(k
)
t
x
x
(1)
H , T k
H c dT ,
T T
(2)
T
Tref
MS05
122
TF
Tref
cS dT L cLdT ,
(3)
T TF
TF
, c
, c
, L
, T T
S
ref
3.2.

P E W
1
dxW
P
dxE
1
3.3.

(1)
t t t (4)
e t t
T
t
e t t
dtdV
( x (k x ))dtdV
(4)
(4)

(piecewise linear profile) x
(5)
e t t
t t (T T )
T
P k (TP TW ) t
))dtdV ke E
( (k
w
x
dx e
dx w
w t x
t
(5)
TP , TE TW
one step two-time level schemes
(6)
t t
T dt (fT
n 1
(6)
(1 f )T n )t
(5) (6) (4) (7)

x
c (TP TP0 )
f ke
(TE TP )
(T TW )
kw P
dx PE
dx WP
f = 0 (7)
explicit
(forward difference)
n
n+1

t
explicit (8)
t
c x
2k
(8)
k
t

3.4.2. Crank-Nicolson
f =1/2 (7)
n n+1

t 2

3.4.3. implicit
f =1
n+1
n+1

discretized equation

3.5.

(7)

k

[2]
(9)
INT
kINT
( xs xL )ks kL
xs k L xL k s
(9)
xs xL
k s k L

0
0
(T 0 T 0 )
P k (TP TW )
(1 f ) ke E
w
dx PE
dx WP
(7)
f 0 1
0 t
t t
3.4.
3
3.4.1. explicit
3.6.
3.6.1.

Tc

MS05
123
3.6.2.

3.7.

(latent heat)
(total
enthalpy) H (sensible heat)
(latent heat)
If Lt > latent
Phasep = solid

cdT L
(10)
Tref
Tref , T ,
, c Lc

2
1.

Lt = 0
Phasep = liquid
TP = T i
2.

(7)
3. explicit
Crank-Nicolson implicit

4.

2

If Phasep = liquid and Tp < TF
Lc cL Tp TF

(C,K,)

Lt L0t Lc
fraction = LC / latent
Phasep1 = solid
Phasep2 = liquid
TP1 TP 2 Tf
4.
4.1.

t = 0 s Ti = 10 C
MS05
124

Tc = -20 C
8 m
4 m 4.1

kL = 0.556 W/(m.K)
cL = 4.226 kJ/(kg.K)

Ti = 10 C
Tc = 0 C
3

3 e xplicit ,CrankNicolson implicit

1800s, 2700s
3600s 3 4-6
4
explicit
400 cell time step 10 s
6
implicit
4-6
4.2.
[3]
t0 0 s kL 0.556

Tc 20C 4 m
2 m

kL 0.556 W/(m.K)
cL 4.226 kJ/(kg.K)
kS 2.220 W/(m.K)
cS 1.762 kJ/(kg.K)
1000 kg/m3
L 338 kJ/kg
TF 0C
Ti = 10 C
Tc = -20 C
5
Crank-Nicolson

400 cell
10 explicit
explicit CrankNicolson implicit 8 9
MS05
125
11
400 cell time step 10 s implicit
8
Crank-Nicolson
9
implicit

10 11
10
400 cell time step 10 s Crank-Nicolson
5.
1. explicit
explicit
courant number (8)

courant number
courant number
2.
6.

6.
[1] . 2545.
. .
, ,
.
[2] Patankar, Q.T. 1986. Numerical Heat Transfer and Fluid
Flow. New York: Hemisphere Publishing Coorporation.
[3] Carslaw, H.S. and Jaeger, J.C. 1959. Conduction of Heat in
Solid. Oxford : Clarendon. cited in Hu, H. and Agryropulos,
S.A. 1996. Mathametical modeling of solidification and melting:
A review. Modelling Simul. Mater. Sci. Eng. 4(4): 371- 393.
MS05
126
MS05
127
2103499 2555 MS06

A study of thermal performance for a vertical venetian blind

5230077921
.. ( )

Solar Heat Gain Coefficient (SHGC)

(Effective layer) optic
nonspecular optic
optic (Shortwave optical properties)
optic (Longwave optical properties)
Radiosity
optic
optic
Matrix layer calculation
Fortran

solar vertical profile

SHGC
SHGC SHGC

vertical solar profile
2
1) 2)

15:30:00 15:30:00
: Vertical venetian blind, Glass window, Thermal

performance, Solar heat gain coefficient
Abstract
This research aims to study and analyze the thermal
performance for a glass window with a vertical venetian blind
installed. The study begins with the development of a
mathematical model to predict the thermal performance of a
glass window with a vertical venetian blind installed. Solar heat
gain coefficient (SHGC) is used as a main parameter in the
study. The curved vertical blind is treated as an effective layer
that has its optical properties treated as non-specular. The
optical properties of the blind are divided into shortwave optical
properties and longwave optical properties. These properties
can be calculated by using the Radiosity method. The
combined optical properties of the glass window and venetian
blind is developed by combining the optical properties of the
glass window and the optical properties of the venetian blind
by using Matrix layer calculation method. Computer program is
developed to perform the calculation according to the
developed mathematical model to predict the thermal
performance of a glass window with a vertical venetian blind
installed.
The study shows that the value of the SHGC is high when
solar radiation can pass through the venetian blind gap. The
slat angle has an impact on the transmitted solar radiation.
When the slat angle is equal to the vertical solar profile angle,
most of the solar radiation can pass through the gap between
the slats of the venetian blind yielding the high value of the
SHGC. If slat angle is properly set, the value of the SHGC can
be lowered. As a result we can say that the SHGC depends on
the optical properties of the glass windows, the optical
properties of a venetian blind, slat angle and vertical solar
profile angle.
128
2103499 2555 MS06

Heat passing through the building envelope is usually
consisted of two components: 1) heat gain from conduction 2)
heat gain from solar radiation. The study found that heat
passing through the building envelope, which is the glass
window with a vertical venetian blind installed, mostly comes
from the part of solar radiation.
The accuracy of the mathematical model is investigated by
comparing its prediction with the experimental result performed
in the test room. The result indicates that the mathematical
model can predict a rather accurate result in the morning till
15:30:00. But the prediction result after 15:30:00 still has a
comparable disagreement with the test result. Further study
and analysis for the improvement of the mathematical model is
needed.
Keywords: Vertical venetian blind, Glass window, Thermal
performance, Solar heat gain coefficient
1.

2.1

2 1.
2.

(1)
q U (T T ) (SHGC ) I cos (SHGC ) I

q

U

T

T

I

I

Solar Heat Gain Coefficient for direct

SHGC
solar radiation
Solar Heat Gain Coefficient for diffuse
SHGC
solar radiation
optic nonspecular

SHGC SHGC
azimuth (
1 SHGC
out
in
dir
diff
out
in
dir
diff
SHGCd ( , ) T fH ( , ) Ni Aif ( , )
i 1
T fH
Aif
Ni
(2)
Directional-hemispherical transmittance
Directional front absorptance layer i
Inward-flowing fraction

azimuth

1 azimuth
2
129

azimuth
3
2
2103499 2555 MS06

cos2
1
2
2
sin sin 1
s tan1
cos2
2
2
sin sin 1
(3)
2.2.1.1

3 5
Vertical solar profile angle,deg

,deg
Azimuth,deg
2 azimuth
Vertical solar profile angle

azimuth SHGC
n
SHGCd s T fH s Ni Aif s
i 1
2.

(4)
2.2 optic

optic

2.2.1 optic

2

2
1.

2.

2
1.

3
w
blf cl ,dir ,dir 1 t wt ht
(5)
ht
blf cl ,dir ,dir

wt
ht
2.2.1.2

radiosity
2
6 4
2
Energy plus[1]
2.2.1.3

optic

optic
optic

vertical solar profile 5

[2]
130
2103499 2555 MS06

8 -45
4 6
2

2.2.2 optic

optic

radiosity
6 Yahoda and
Wright,2004 [3]
3.
3.1
(slat angle) ( Y)

6,7 8
6 0
3.2

9 SHGC
8
Radius curvature
245.07 , Curve Slat width 100
, Slat distance 80 , Slat thickness
0.3 ,Gab width between blind and glass
70 , Slat conduction 120 W/m,
Front emittance 0.87, Back emittance
0.87 SHGC
vertical solar profile 9
9 vertical solar profile angle

SHGC -45, 25,0,25,45
9 0
0 25
25

(Slat angle) vertical
solar profile
SHGC
SHGC
3.3 vertical solar

profile angle 0

7 45
131
2103499 2555 MS06

-45,-25,0,25,45

1
10
1
Slat
Angle()
Conduction
(W/m2)
-45
-25
0
25
45
37.11031
37.30488
36.87188
37.2847
37.05702
Solar
radiation
(W/m2)
370.4427
474.1556
577.3729
482.8298
375.5754
Q (W/m2)
407.553
511.4605
614.2448
520.1145
412.6324
3.4.1
Outside global solar
radiation , Diffuse solar radiation Inside global
radiation

13:00

18:00
8
9 8
10
Pyranometer CMP 6
2.3 4.2
3.1

11
10
1 10
Solar Radiation
Conduction
Conduction
Solar Radiation
0

3.2
3.4

SHGC
Solar
radiation
Inside global radiation
0
11 Inside global radiation Outside global radiation

Diffuse solar radiation
0
3.4.2

FORTRAN POWERSTATION
12
12 Inside global radiation

0
132
2103499 2555 MS06

3.4.3

13
13 Inside global radiation Outside global radiation

Diffuse solar radiation
0
13
13:00:00
15:30:00
15:30:00

4.

SHGC
2
(Solar radiation)
133

15:30:00 15:30:00

.

[1] EnergyPlus,EnergyPlus Engineering Reference: The
Reference to EnergyPlus Calculation
[2]

2551
[3] Yahoda,D.S., and Wright, J.L. Methods for Calculating
the Effective Longwave RadiationProperties of a venetian
Blind Layer.ASHRAE Transactions.(2004):463-473
2103499 2555 MS07

Development of Auxiliary System Sizing Methodology for Automotive Fuel Cell
5230537221
.. ( )
Proton
Exchange Membrane PEMFC

Ballard Nexa PEM Fuel Cell 1.2 kW
PEM

isentropic
IEEE-112 [1]
(
0.23% 1.5% )

, Proton Exchange Membrane,
Abstract
Auxiliary system of Proton Exchange Membrane Fuel Cells
or PEMFCs is essential for generating electrical current of fuel
cell. By the way, it consumes produced current, that make
system efficiency reduces. This project aims to develop sizing
model of air compressor and cooling blower in auxiliary
system. The models are validated by comparing the calculating
power with real consumed power from experiment. The energy
consumption is detected when Ballard Nexa PEM Fuel Cell 1.2
kW runs on different steady load condition. The models consist
of two submodels. First one is rotor driving power from
isentropic equation and last one is motor loss power from test
based on IEEE-112 [1]. Results show that the air compressor
and cooling blower models are quite accurate (average error
0.23% and 1.5% at peak air flow rate, respectively). The
models can be used to estimate the size of both devices in
auxiliary system.
Keywords: Fuel Cell, Proton Exchange Membrane, Auxiliary
System
1.
Proton Exchange Membrane PEMFC

PEMFC
Nafion

PEMFC

PEMFC

(Fuel Cell Stack)

134
2103499 2555 MS07

2.1
Ozbek [2]

(
)
isentropic

Ozbek [2]
isentropic
Ballard Nexa PEMFC
1.2 kW
isentropic 0.2 - 0.4

3

1
(1)
Ptotal Pisen Ploss
Ptotal = (W)
Pisen = isentropic (W)
Ploss = (W)
3
2.2 Isentropic

isentropic
2
1 isentropic
[2]
Ozbek [2] isentropic
Ozbek [2]
,

2
Pcomp,isen
=
isentropic (W)
= (kg/s)
m air
=
C p,air
(kJ/kg-K)
= (K)
Tamb
= isentropic
comp

=
pcomp,out
=
pcomp,in
=

isentropic

3
Pblow,isen
135
(2)
Pcomp,isen
Pblow,isen
2 ,
[2]
m air C p ,airTamb pcomp,out
comp
comp,in
m air,cool C p ,airTamb pblow,out
blow
blow,in
(3)
2103499 2555 MS07

isentropic (W)
mair,cool
blow
pblow,out
pblow,in
= (kg/s)
= isentropic
=
=
isentropic
Ballard Nexa PEMFC 1.2 kW

isentropic 0.2
0.4 Ozbek [2]
0.4
2.3

Ballard Nexa PEMFC brushless direct current
(BLDC)
(core losses),
(copper losses), (mechanical losses)
(stray load loss)

,
IEEE
112 [1]
(polyphase induction motor)
BLDC

BLDC

IEEE112 [1] (noload power)

(mechanical losses)
(core losses)

(copper losses)
(stray load losses)
2.4

Hameline [3], He
[4] Yu [5]
hysteresis effect

Normalized Slew Rate

n-slew rate [6]
driving cycle profile

4
dP s
(4)
*p
dt Prated
*
p
dP
dt
= Normalized Slew Rate

= Power Slew Rate
=
= Time Scale PEMFC
Prated = Rated Power
= PEMFC
[6] n-slew rate driving cycle
0.3
Ballard Nexa PEMFC
sinusoidal 0.1, 0.5 1 Hz n-slew rate
0.3 , 1.5 3.0
0-1200 W Polarization
Curve 4

4 Hysteresis Effect Polarization Curve

N-Slew Rate
136
2103499 2555 MS07

4 hysteresis effect
n-slew rate n-slew rate 0.3 hysteresis
effect

PEMFC

3.
3.1

PEMFC
pressure transducer Honeywell ASDX030D4DO
current sensor
Allegro ACS715
data acquisition (DAQ) NI9205 NI9221
National Instrument
6
Labview
6

PEMFC isentropic
7
7

6 7
8
6 ()
ADX030D4DO ()

PEMFC

,

6
137
8

(
)
2103499 2555 MS07

28%

0.23%
14%

6.5 W

3.2

PEMFC
hot-wire anemometer Dantec
50N60
transverse duct 9, manometer Alnor
AXD 510 ,
current sensor Allegro ACS715
data acquisition
(DAQ) NI9205 NI9221 National Instrument

Labview

PEMFC isentropic
11
11

10 11
12

1.1%
1.5%

3.3%
1.7 W

9 Transverse Duct

[6] 10
PEMFC
12

10 [6]
4.

Barbir [7]
138
2103499 2555 MS07

5
(5)
m air 7.15 10 7 I stack N cell
m air =
I stack =
N cell =
Barbir [7]
6
621.5 N cell I st Pstack

(6)
m air ,cool
1000 Tcool,out Tamb
mair,cool =
Pstack =
Tcool,out =
Tamb =
7 8
v2
L
v2
(7)
pcomp p humid K air
f
air
2
Dh
pblow =
phumid =
=

K
f

= flow field
L
=
Dh
=
v
v2
L v2
(8)
p
K
f
blow
De 2
pblow =
Barbir [7]

% duty cycle

75 85% duty cycle (100%
duty cycle )
100% duty cycle

..
139
..

.. ..
Brushless
DC

(EN276B)

Ballard
Nexa PEM Fuel Cell 1.2 kW
Kikusui PLZ1004W PLZ2004W

[1] IEEE standard test procedure for polyphase induction
motors and generators. The Institute of Electrical and
Electronics Engineering. (2004)
[2] Ozbek, M. Modeling, simulation, and concept studies of a
fuel cell hybrid electric vehicle powertrain. Doctor of
Engineering. Department of Mechanical and Process
Engineering. University of Duisburg-Essen. 2010.
[3] Hamelin, J., Agbossou, K., Laperrier, A., Laurencelle, F.
and Bose, T.K. Dynamic behavior of a PEM fuel cell stack
for stationary applications. International Journal of
Hydrogen Energy 26 (2001): 625-629.
[4] He, W., Lin G., and Nguyen, T.V. Diagnostic tool to detect
electrode flooding in Proton-Exchange-Membrane fuel
cells. AIChE Journal 49 (2003): 3221-3228.
[5] Yu, H., and Ziegler, C. Transient behavior of a proton
exchange membrane fuel cell under dry operation. Journal
of the Electrochemical Society 153 (2006): A570-A575.
[6] .
PEM.
,
, 2555.
[7] Barbir, F. PEM Fuel Cells: Theory and Practice. Elsevier
Academic Press, 2005.
2103499 2555 MS08

POD
Proper Orthogonal Decomposition analysis of controlled jet in crossflow
5230597921
.

POD x 0.75 rd 1
rd 3.99
Fully developed
flow Reynolds number

5,800
15
2 %
POD 3
Particle Image Velocimetry(PIV)
POD Modes x
x 0.75 rd
CVP

lobe 2 lobe
x 1 rd

CVP
x 0.75
rd 0.75rd 1 rd

:
Abstract
The objective of this project is analysis of controlled
and uncontrolled jet in crossflow by using Proper Orthogonal
Decomposition(POD) at plane x = 0.75rd and 1 rd which
has effective velocity ratio as 3.99 .The main jet velocity
profile at jet exit is Fully developed flow, the crossflow
Reynolds number based on crossflow velocity and jet
diameter is 5,800 .The controlled jet at = 15 has
mass flow rate ratio of controlled jet to main jet is 2%. The
ananlysis of jet in crossflow use 3D velocity field of jets that
measured by Particle Image Velocimetry (PIV) method
According to analysis the structure of POD modes along x

axis, at x= 0.75 rd ,for uncontrolled jet,the dominant structure
has the shape similar to the formation of CVP and in case of
controlled jet the dominant structure has the shape of 2 large
lobes on both side of jet .At each side, there are 2 lobes
arrange in vertical .At x = 1 rd, in case of uncontrolled jet,the
dominant structure has the shape similar to CVP .In case of
controlled jet ,the dominant structure has the shape as same
as the dominant structure of controlled jet at x=0.75 rd.When
the position of jet is change from 0.75rd to 1 rd,there is the
difference of the dominant structure of uncontrolled jet but
there is no different of domninant structure of controlled jet
Keywords: Jet in crossflow, Azimuthal Control jet
1.
(Jet in Crossflow, JICF)

(Entrainment)

(Mixing)
1
1 JICF

Fric&Roshko(1994)
JICF 4
Jet shear layer, Horseshoe vortices, Wake
140
2103499 2555 MS08

R=1.3 flow jet
shear-layer vortices

POD

structures Counter-rotating vortex pair(CVP) 2

S.H. Smith and M. G. Mungal (1998)
CVP (Counter rotating vortex pair)
Near field
Far field
rd Yuan and Street (1998)

(jet trajectory)
Yuan et al. (1999)
Large-Eddy Simulation (LES) CVP
Hanging vortices
Skewed mixing layer
2.

(r)
Momentum Flux 1
jet u 2jet
(1)
cf ucf2
r
jet
cf
u jet
u cf

2
r
2
JICF

Delta
Tab Vortex tab
flow tab
(Bunyajitradulya and
Sathapornnanon 2005 ) Kornsri.P et al.
(2009)
(Azimuthal control jet) 3 windward sides
leeward
side 15

15

4 9 (Wangsawangwong P. et al .2010)
crossflow
m cj
m j
rm
m controljet
m jet
(2)
rm

m controljet
m jet
3.
4

Re cf 5,800
50x50 240
15
22.5

44D Fullydeveloped flow
1

2%

seeding
main jet
control jets
3
POD (proper orthogonal decomposition)
JICF Meyer et al. (2007)
POD JICF veolcity
ratio(R)=3 flow wake vortices
141
2103499 2555 MS08

j
N
fluctuation
U
4 Schematic

240 nm 500 nm seeding Six-jet
atomizer 9306A 5 %

Powerview Plus11MP 630062
Tokina 100 mm. Micro f/2.8 mounting Nikon
2

autocovariance
UTU
eigenvalue eigenvector
4.
5

x 0.75 rd 1 rd

15 3 3
PIV

six-jet
atomizer 1 10 psi seeding

2,000
Insight 4G TSI
textfile
.V3D
POD MATLAB
5. POD
POD
flow
flow
(Modes)
(Energy) Modes
POD
PIV
Mode 0 POD fluctuation
(ujN,vjN,wjN) u v w fluctuation
eigenvalue
Modes

eigenvector POD Modes

N
A u
A u
n 1
N
n 1
i
n
i
n
fluctuation
POD Modes eigenvalue
eigenvalue eigenvector
Modes
Modes
flow Modes flow
Mode
6.
6.1. Surface Plot POD Modes x
x 0.75rd
5 x 0.75 rd
Mode 1 5.56%
Large-scale CVP
CVP
142
2103499 2555 MS08

Mode 2
5.34 % Large-scale
lobe 2 lobe lobe 2 lobe lobe
lobe CVP Mode 3
3.59 % Large-scale
Jet shear layer
JICF Mode 1
JICF Mode 2
5.56%
5.34%
I15 Mode 1
I15 Mode 2
Mode 3 3.44 % Large-scale

CVP
JICFMode 1
4.65%
I15 Mode 1
8.95%
JICFMode 2
4.06%
I15 Mode 2
3.08%
JICFMode 3
3.44%
I15 Mode 2
2.72%
9.63%
3.29%
6 POD mode x x 1 rd
JICF Mode 3
3.59%
I15 Mode 3
x 1rd Mode 1
8.95 % Large-scale
lobe 4 lobe Mode 1
x 0.75rd Mode 2
3.08% Mode 3 2.72 %
Small-scale
x 0.75rd Small-scale
Mode 3 x 1 rd
Small-scale Mode 2
Small-scale
x 1 rd
x 0.75 rd
6.3. Surface Plot POD Modes y
x 0.75rd
7 x 0.75rd
Mode 1 lobe 2 lobe
lobe lobe 2 lobe
Mode 2 lobe 4 lobe
lobe Mode 3 lobe lobe

2.62%
5 POD mode x x 0.75 rd

Mode 1
9.63 % Large-scale lobe
4 lobe lobe
2 lobe lobe Mode 2
3.29 % Large-scale
6 lobe
Mode 1 Mode 3 2.62
% Small-scale

6.2. Surface Plot POD Modes x
x 1 rd
6 x 1 rd
Mode 1 4.65 % Largescale 2 lobe 2 lobe CVP
Mode 2
x 0.75rd Mode 2 4.06 %
Large-scale Jet shear layer
143
2103499 2555 MS08

2 lobe Mode 3
Small scale
JICF Mode 1
5.56%
I15 Mode 1
9.63%
JICFMode 1
JICF Mode 2
5.34%
I15 Mode 2
3.59%
I15 Mode 3
I15 Mode 1
8.95%
4.06% I15 Mode 2
3.08%
3.29%
JICFMode 2
JICF Mode 3
4.65%
2.62%
7 POD mode y x 0.75 rd

7 x 0.75 rd
Mode 1 lobe 2 lobe
Mode Mode 3 Small-scale
POD modes x Mode

6.4 Surface Plot POD Modes y
x 1rd
8 x 1 rd
Mode 1 Mode 1
x 0.75 rd lobe 2 lobe
lobe lobe Mode 2
lobe lobe
Mode 3 x
0.75 rd Mode 3 lobe
2 lobe lobe 2 lobe
lobe Mode 1
lobe 2 lobe Mode 2
Mode 3 Small-scale

6.5 Surface Plot POD Modes z
x 0.75 rd
9 x 0.75 rd
Mode 1 Mode 2 lobe
JICFMode 3
3.44%
I15 Mode 2
2.72%
8 POD mode y x 1 rd
JICFMode 1
JICFMode 2
JICFMode 3
5.56%
5.34%
3.59%
I15 Mode 1
9.63%
I15 Mode 2
3.29%
I15 Mode 3
2.62%
9 POD mode z x 0.75 rd
144
2103499 2555 MS08

Mode
Mode
Mode
Mode Mode

Mode 1 lobe 5 lobe
Mode 2 Mode 3 Small-scale
POD Modes x y
6.6 Surface Plot POD Modes z
x 1 rd
10 x 1 rd Mode 1 Mode 3
Lobe 2 lobe Mode
2 lobe
Mode 1 lobe 5 lobe
Mode 1 x 0.75
rd Mode 2 Mode 3
Small-scale

JICF Mode 1
4.65%
I15 Mode 1
8.95%
JICF Mode 2
4.06%
I15 Mode 2
3.08%
JICF Mode 3
10
3.44%
I15 Mode 2
11 Mode
7.

x 0.75rd
CVP x 1 rd
CVP
CVP
Small-scale mode
Small-scale

8.
[1] S. H. Smith and M. G. Mungal,1998,"Mixing, structure and
scaling of the jetin crossflow",J. Fluid Mech ,vol. 357, pp.
83122.
[2] Lester L. Yuan and Robert L. Street, 1998, "Trajectory and
entrainment of a round jet in crossflow",Physic of Fluid,
Vol.10, Number 9.
[3] Lester L. Yuan, Robert L. Street and Joel
H.Ferziger,1999,"Large-eddy simulations of a round jet
incrossflow",J. Fluid Mech, vol. 379, pp. 71104.
[4] Pornchai Kornsri, Alongkorn Pimpin and Asi Bunyajitradulya
(2009), A Scheme for The Manipulation and Control of A
Jet in Crossflow: The Use of Azimuthal Control Jets
[5] Knut Erik Meyer,Jakob M. Pederson and Oktayozcan
(2007),"A turbulent jet in crossflow analysed with proper
orthogonal decomposition",J.Fluid.Mech.,vol .583,pp.199-227
2.72%
POD mode z x 0.75
6.2 POD Mode
6.7
Mode
Mode
Mode
x
0.75 rd Mode
Mode
x 1 rd
145
2103499 2555 MS09

IMPROVEMENT OF A MATHEMATICAL MODEL

FOR ESTIMATION OF SLIDING LOSS IN SPUR AND HELICAL GEAR TRANSMISSION

5230150021
.. ( )
Abstract

20 .

20 .
14.5

25

This project aims to improve the mathematical model

used to calculate the power loss of the power of the pair of
spur and helical gear. By increasing the gear tooth contact
surface effect of the gear in the mathematical model .Project
was divided into three parts: the study of the mathematical
model. Comparison of the power loss of a mathematical model
for the power loss of the experiment and to predict the
influence of factors , helix angle factor face width factor and
pressure angle factor, the mathematical model that use to
estimate the power loss of gears will improve from
mathematical model that proposed by Phowadol and Chakrit
respectively Model will determine the spurgear and helical gear
to a set of sub-size,To determine the beginning and end of
each sub and then lead to the calculation of the power loss
method that proposed by Phowadol and Chakrit, The power
loss comparison of a mathematical model and the power loss
of the experiments is made to verify the accuracy of the
improved model. Finally the improved model will be use to
predict the helix angle and factor face width factor that the
previous model powerloss calculation is not consistent with the
experimental results .
The power loss comparison of a mathematical model
with the power loss of the experiment found that In helical gear
with a width of 20 mm the new model is able to calculate the
power loss closer than the previous model.But for helical gear
that wider than 20 mm, the previous model is able to calculate
accurately than the new one.For the spur gear at pressure
angle 14.5 degrees new mathematical model calculation of
power loss are close to the experimental results.The rest of the
press angle found that the surface contact has little effect,
especially at the 25 degree angle, but found that power loss
from calculation is less than the calculated results
significantly.Finaly found that the predict of all influence factor
have inconsistent results in some cases.
Keywords: spur gear and helical gear , mathematical model
, helix , face width , pressure angle
146
2103499 2555 MS09

1.
1)

2)

3)

1 (1)
n tan (1 m w )
1 (n 1) tan
2 () plane of action section

2 ()
section 1
section 2
3 () 3 ()
(1)

(1)
1
1
plane of action
2 ()
(section) 2 ( )
3 () section 1
1 1
3 () section 2
2 ()
plane of
action
section
1

(Line contact)
4 section
147
2103499 2555 MS09

Contact lines
Contact
lines
gear
4 Spur

Contact
ratio =
1.5-1.8

section
5 ()
section
Load
length
(LPL)
per
of
contact

section
5 ()
1
1.5 1.8

[1] [2]
1
Helical
gear

base
pitch 6 ()
6 ()
Contact ratio = 2-3
Load per length of contact (LPL)
b2,b3
a2,a3
Spur gear > Helical gear
6 () 1
base pitch
a1,a4
b1,bgear
4
Spur
loss
Helical gear
n
5 ()
1
6 ()
#3
#2
#4
Section #1
n
5 ()
1

(Line of contact)
7

(W0)

3
Benedict and Kelley,ISO TC60, Misharin
148
2103499 2555 MS09

9
7

[1] [2]

()

(X,Y) digitize

CurveSnap_V1.0 digitize
8
9
()

10 14
() Misharin
() ISO TC60
8
3.

() Benedict and Kelley

10 ( 3,
33.3, 20 )
149
2103499 2555 MS09

11
14.5 20 25
( 3, 33.5 ,ISO TC60 )
12
20 . , 30 . 40 .
( 3, 33.5 ,ISO TC60 )
parameter
S1
S2
S3
S4
S5
parameter
H1
H2
H3
H4
H5
H6
Number of teeth
30
45
30
20,40
30
Number of teeth
30
30
30
15
30
30
module
module
14.5
20
20
20
25
Pressure angle
20
14.5
20
20
Helix angle
Helix angle
22
33.5
33.5
33.5
33.5
33.5
Face width
20
20
20
20
20
Face width
20
20
20
30
20
40
Pitch diameter
90
90
90
60,120
90
Pitch diameter
90
90
90
90
90
90
Pressure angle
150
2103499 2555 MS09

13
14.5 ,20 25 ( 3,ISO TC60 )
4.

ISO TC60

Misharin Benedict and Kelley
20 .

H5

H5 H1
H2

20
.

20
.

S1

S3

S5

20 .
20
.

5.

( )
(
)

6.
[1] . 2554.
.
,
.
[2] . 2554.
. ,

151
2103499 2555 MS10

The Study on Air Duct Simulation with Air Leakage and Heat Loss
5230189521
.. ( )

(Thermal Resistance )
4
, ,

Gnielinski
Churchill Chu
(Leakage Class)
Gardel

Ansys Fluent V .13
3
,

3

,

, ,
,
,
Abstract
The purposes of this project are studying and making the
mathematical model of air duct which considers the effect of air
leakage and heat loss and using the model to determine the
energy performance of duct. In the model, heat loss is divided
into 2 major parts. The first part is heat loss through duct wall
and the second part is from mass leakage. And noncircular
geometry ducts are treated as circular duct. Heat loss from
duct problem is analyzed by thermal resistance concept which
is divided into 4 parts such as thermal resistance from internal
and external convection and conduction through wall and
insulation. Internal and external convection are analyzed by
using Gnielinski equation and Churchill and Chu equation,
respectively. Conduction through wall and insulation are
analyzed based on radial conduction formula. Mass leakage
problem is divided into 2 parts such as leakage at connection
and holes from corrosion which are analyzed by using leakage
class and Gardel equations, respectively. Results from
mathematical model are divided into 3 major cases, which are
divided into 3 minor case such as heat loss from leakage at
corrosion holes, heat loss from conduction through wall and
energy performance, include the effects of air velocity, air
temperature and inlet pressure on heat loss. All results from
model are compared with Ansys Fluent V.13s results for
verifying the mathematical model. Comparison shows that
every result have same trend and small difference in
magnitude.
Keywords: heat loss, leakage, conduction, convection, energy
performance
1.
(Air Conditioning System)

(Air Distribution System)
152
2103499 2555 MS10

(Ventilation)

2.

(Technical Paper)
SMACNA [4]
Leakage Class

D. Parker [1]

C. Aydin B. Ozerdem [2]
Power Law Model
M. Modera [3]
153
3.

2

3.1

4 ,
,
1
1. , 2.
, 3. , 4.
5.

3.1.1

=
( / )
(1)
( /)
(2)
( + / )
3.1.2

(3)
2103499 2555 MS10

(Turbulent Flow)
Nusselt Number Gnielinski [7]
Petukhov and Popov [7]

Nusselt Number
Transition Zone Fully
Developed Flow
=
s /8 ( 1000)
(1 + (/)2/3 )
1 + 12.7( )1/2 2/3 1
Point Iteration

+1
, = ,
( / )
+
2 ,
2
+
(4)
Friction Factor
( + / )
2
4 5 .

Norris [8] Gnielinski
Norris
= ( )
(6)

6 4 = 0.680.215
< 6 = 1
> 6 > 4 Nusselt
Number

(10)
Film
Temperature

(5)
= (0.790 ln 1.64)2
, ,
1
2 ,
, =
(11)
3.1.4
1

= , + + + ,
(12)
13
, =
1/6
0.387
)2
(1 + (0.559/)9/16 )8/27
8
Number 9
=
D 1012
( , , )3
(8)
, ,
(13)
3.1.1 3.1.3
13
(7)
3.1.3

Churchill
Chu [6] Nusselt Number

= (0.60 +
, ,
ln
( / ) ln
( + / )
1
1
+
+
+
2 ,
2
2
2 ,
(14)
3.2
2
2 1. , 2.
, 3. 2 4.

Rayleigh
(9)

Film
Temperature (, + , )/2
(, ) One-
2
3.2.1
154
2103499 2555 MS10

(ASHRAE)

= 0.65
(5.077 103 )
100
19 2

= { 0.4
(15)
1+
1.9 [ 0.4
4 (1.95+
3.2.2

Sharp-Edged 90 Degree Dividing Junction
1. Control Volume 1
2

=
+ ( )
2
2
+ 0.4 1
1 0.9
1
2
2
+0.95+ 0.4
+[(1.95+
1+
1+
)( )2 ]2
]1/2 }/
2 (1.95+
0.40.1
2
)( )2
(20)
20
(21)
=

(18)
1.9
0.4 0.1
- 0.4
2
(22)
(23)

90
18 Q1 /Q3 1 /3
= 31
17

1+
)( )2 0.95
= +
3 Sharp-Edged 90 Degree
Dividing
0=
- 0.4
(17)
1
2
1+
180
cot
1+
3.3
3.1 3.2
180
1.3cot
(
) 0.3
2
0.4 0.1
2
- 0.4
= +

3

Gardel [9]
31 = 0.95(1 )2 + 2
(16)
Control Volume 2 Minor Loss
0.40.1
1+
1.9
(19)
155
loss ,total

(24)
4.

1. 90%
2. 10
283 K
3. 5
12 47
1 5
4. 1
3
4.1

600, 700, 800, 900,
1000, 1100, 1200, 1300, 1400 1500 fpm.
298 K 1
1
2103499 2555 MS10

4.2
21, 23, 25, 27 29

700 fpm. 1
2
4.3
, 1, 2, 3, 4, 6, 10
Leakage Class
700 fpm.
298 K 3
5.

Ansys Fluent V.13

2
4 6
4
4
4 . .
5
5 . .
156
2103499 2555 MS10

6

6
6 . .
6.
4

157
7.
1.

,

2.

1. D. Parker , P. Fairey and L. Gu . Simulation of the Effects of
Duct Leakage and Heat Transfer on Residential
SpaceCooling Energy Use . Energy and Building . Vol. 20 . 1993 . p.
97 113 .
2 .C. Aydin and B. Ozerdem . Air Leakage Measurement and
Analysis in Duct Systems . Energy and Building . Vol . 38
.2006 . p. 207 213 .
3. Mark Modera . Fixing Duct Leaks in Commercial Buildings .
ASHRAE Transaction . Vol. 47 . 2005 . p. 22 28 .
4. SMACNA . HVAC Air Duct Leakage Test Manual in
Conjunction with the HVAC Duct Construction Standards.
1985 .
5. R. W. Fox , P. J. Pritchard , A. T. Mcdonald . Introduction to
Fluid Mechanics . 7th edition . New York : John Wiley , inc.
2010 .
6. F. P. Incropera , D. P. Dewitt , T. L. Bergman , A. S. Lavine
. Introduction to Heat Transfer . 5th edition . New York : John
Wiley , inc. 2007 .
7. A. E. Bergles and R. L. Webb, Augmentation of Convection
Heat Mass Transfer. New York: The Society, 1970.
8. S. Kakac , R. K. Shah and W. Aung , Handbook of SinglePhase Convective Heat Transfer . New York: John Wiley,
1987.
9. D. S. Miller, A Guide to Losses in Pipe and Duct Systems.
Bedford: British Hydromechanics Research
Association,
1971.
2554
2554 11 .. 2555
08:30 12:20 . 3 3 12:00 13:00 . 3
\
08:30 09:00
09:00 09:30
09:30 10:00
10:00 10:20
10:20 10:50
10:50 11:20
10:20 11:50
10:50 12:20
301
AM1
AM2
AM4
AM8
AM10
TF6
304
305
306
AM3
TF1
TF7
AM5
TF2
TF9
AM6
TF3
TF10
Coffee Break @ Room 309
AM7
TF4
TF11
AM9
TF5
AU01
AM11
TF8
AU02
AU03
Applied Mechanics
AM1
AM2
AM3
AM4
AM5
AM6
AM7
AM8
AM9 ICZV
AM10
AM11
Automotives
AU01 Student
Formula
AU02
Student Formula
AU03
Hardware in the Loop Simulator
Thermo-Fluids
TF1
ASHRAE ..2555
1
TF2 Bathtub Vortex
Bathtub Vortex
158
TF3
308
MS1
MS2
MS3
MS4
MS5
MS6
TF4
TF5
TF6
TF7
TF8
FLUENT
TF9
TF10
ASHRAE ..2555
2
TF11
Master Program-Oriented Projects

MS1
API 579
MS2
MS3
MS4
GPS
MS5
MS6
1:10
CU Engineering - Isuzu Research Fund
Bathtub Vortex Bathtub Vortex

, ,
..
3,500
1:10

..
2,500
API 579

..
1,500
, ,
.. ..
1,500
FLUENT

..
1,000
159

.. TF06, MS05
.. AU01, AU02
.
AM01
..
AM09, MS09
..
AM04, AM10
..
TF03, MS10
..
AU04
..

TF01, TF05
..
AM03, AU07
..
AM02
..
AU06, MS03, MS04
..
AM06, MS01
..
AM07, AM08
.. MS02
..
AM05
..
AM11
..
TF02, TF06, TF08
.. TF04, MS06
..

AU03, AU06, MS03, MS04
AM11
..
.. TF07, MS08
.. AU05, MS07

..

AM03
AM07
AU02
TF04
AU07
AU07
AU07
AU02
TF05
MS05

..

..

160
AM08
AM08
TF05
TF06
AU07
TF06
MS01
TF07
TF07
MS09
AU03
AU03
AU03
AM03
AM08
TF02
AM03
MS10
AM2
AM11
TF05
AU02
AU04
TF02
AU04
AM10
TF08
TF08
AM11
AU04
MS03
AM10
MS02
MS04
TF04
AM06
AM01
AM04
AM04
AM04
TF08
AM10
TF01
AM10
AM03

..

..

TF05
AM02
AM05
AM05
TF04
AM11
AM09
AM09
TF01
TF01
TF08
AM08
MS08
AM07
AU05
TF07
AM07
AM06

..
..

..

..

..

..

MS06
AU05
AU06
AU01
AU06
AU06
AU01
AM06
AU01
AM06
AM05
MS07
AM09
AU05
AU05
TF03
TF03
TF03

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2555

Mechanical Engineering Project, Academic Year 2012

2103499 2555 AM01

Electrical Efficiency Comparison of Shaping Solar Panel

[1] Stuart R. Wenham, Martin A. Green, Muriel E. Watt,

2103499 2555 AM02

The Study and Experimental Investigation of Blade Vibration Effect of LVAD

However, many problems were occurred during the

Figure 1: The LVAD model used in this project [2]

2103499 2555 AM02

Figure 3 :Vibration result of table while not using Antivibration rubber

Table 1: Geometry of LVAD model

Figure 4: Vibration result of table while using Anti-vibration

3. Improving experiment precision

4. Experiment 1: Finding natural frequencies of impellers

Figure 2 : Location of anti-vibration rubber installation

2103499 2555 AM02

The experiment is tested on isolated table, which

Location of excited and accelerometer

Figure 7: Frequency response of 3 blade impeller while

From figure 7, frequency responses are used to find

Figure 6: Locations of placing accelerometers and excited

Figure 8: Frequency responds of impeller range from 0-500

Table 2: position of excitation and accelerometer

From figure 8, natural frequencies of all impellers are

2103499 2555 AM02

Figure 9: Locations of accelerometers in experiment 1.2

Excited positions are designed by considering the

For more precise results, water is filled into the pump.

Figure 13: Frequency responses of LVAD model with 3

Figure 10: experimental table positions of hammer's

In figure 13, amplitude of vibration is higher when

The results of this experiment in high and low range

2103499 2555 AM02

Figure 14: The vibration result determine at inlet flow when

5. Experiment 2 : Vibration of LVAD operating with

3X, 6X, 9X, 12X

3X, 6X, 9X, 12X

3X, 6X, 9X, 12X

Figure 15 : Vibration results at inlet flow in frequency domain

2103499 2555 AM02

Figure 16 : The vibration result determine at inlet flow when

using 3 blade impeller in frequency domain of 10000 Hz

The results has shown that the frequencies of vibration

RMS of vibration acceleration (m/s2)

Considering table 3 and 4, LVAD model with 3 blades

2103499 Mechanical Engineering Project 2555 AM03

Investigating on Damping Property of Laminated Composite Materials

Kritsadaporn Thongsawang 5230019521, Nattapon Kaewchalam 5230173421, Nutthasan Srikwanma 5230183721,

papers studied about damping property [1, 2]. The experiments

Fig.1 Cantilever beam with end mass

Where EI is flexural rigidity and is mass per unit length.

The natural frequency can be obtained from the following

can be determined by considering the boundary

After inserting the boundary conditions into Eq. (3), the

2103499 Mechanical Engineering Project 2555 AM03

The relation between specific damping capacity and

Where M is ended mass, a is half length of ended mass, and

2.2 Damping property

Where A(t) is the amplitude at time(i) and A(t+nT) is amplitude

3. Finite Element Method

Fig.2 Logarithmic Decrement

Fig.4 Model meshing in CATIA V5R19