RIME2021 proceedings

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 6 CONCLUSION Fatigue simulation (Matake criterion) is carried out by using FEA software and the following are the conclu- sions. Different layers of REBCO tape showing different fatigue strength and Hastelloy undergoes the first failure followed by REBCO, copper bottom, silver and copper top. The fatigue strength of REBCO tape is found to be 610.96 MPa. It may be noted that fatigue strength increases with increasing the stress ratio. The endurance limit of the REBCO tape is found to be 200MPa. It is also observed that fatigue strength varies with ambient conditions and there is an 18 % decrease in the fatigue strength is observed at room tempera- ture compared to that of cryogenic temperature corresponding to the yield point. 7 ACKNOWLEDGEMENT We are also thankful to the Department of Mechanical Engineering, TKM College of Engineering, the Mag- nets Group, University of Twente, The Netherlands for providing the facilities to carry out the work. REFERENCES [1] H. Seungyong, K. Kwanglok, K. Kwangmin, H. Xinbo, P. Thomas, D. Iain, K. Seokho, R. B. Kabindra, N. So, J. Jan and C. L. David, \"45.5-tesla direct-current magnetic field generated with a high-temperature superconducting magnet,\" Nature, vol. 570, pp. 496-499, 2019. [2] H. Shin, A. Gorospe, Z. Bautista and M. Dedicatoria, \"Evaluation of the electromechanical properties in GdBCO coated conductor tapes under low cyclic loading and bending,\" Superconductor Science and Technology, vol. 29, no. 1, 2016. [3] H. Shin, M. De Leon and M. Diaz, \"Investigation of the electromechanical behaviors in Cu-stabilized GdBCO coat- ed conductor tapes using high-cycle fatigue tests at 77 K and related fractographic observations,\" Superconductor Science and Technology, vol. 33, no. 2, 2020. [4] W. Chen, H. Zhang, Y. Chen, L. Liu, J. Shi, X. Yang and Y. Zhao, \"Fatigue Behavior of Critical Current Degrada- tion for YBCO Tapes at 77 K,\" IEEE Transactions on Applied Superconductivity, vol. 28, no. 3, 2018. [5] K. Ilin, K. Yagotintsev, C. Zhou, P. Gao, J. Kosse, S. Otten, W. Wessel and T. Haugan, \"Experiments and FE mod- eling of stress-strain state in ReBCO tape under tensile, torsional and transverse load,\" Superconductor Science and Technology, vol. 28, no. 5, 2015. 47

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 MANAGING AND REDUCING SYSTEM FOR SPACE DEBRIS FROM LOW EARTH ORBIT SRIVASTAVA SARTHAK, PITHADIYA FAGUN Institute of Technology, Nirma University, Ahmedabad, Gujarat, INDIA ABSTRACT Space debris has become a growing cause of concern in the present time. They are becoming a potential threat for future space missions in mainly LEO (Low Earth Orbit) and in geostationary orbit. Getting knowledge of different materials used in space technology and using a design which is found in our nature, we have come up with a robotic model which will use the concept of sticking property of resins in space for debris removal from LEO. Key words: OSCaR (Obsolete Spacecraft Capture and Removal), Nitinol material, LEO. 1 INTRODUCTION Ever since the starting of space exploration era numerous satellites and other space exploration vehicles have been launched since then the problem of space debris has been major issue and its continuously growing. Majority of space debris are present in LEO and GEO stationary orbit of earth these debris are of huge concern because they are potential threat to the ongoing and forthcoming missions. These debris can be categorized based on their size the classification is given in the table. Our system mainly concentrates on removal of debris in LEO and the debris sized less than 10 cm, the module will release a payload consisting of robotic container with an opening and closing lead the inner lining of resins having sticky property, its purpose is to stick and hold the debris which comes in contact with it. Then after deorbiting will collect them if the residue remains. Many space organizations are working for the removal of debris some of the major works carried out are the Remove DEBRIS, OSCaR and some more. 2 THE DESIGN OF THE PROPOSED MODEL The payload would be set in the low earth orbit, about 2000 km above from the sea level, the CubeSat would release the payload which would target a specific orbit using the thruster. The payload would travel around 8km/sec, after completing all the launching stages, the payload would start the process of capturing the space debris as follows Table 1: SIZE (cm) Potential Risk Detection Number >10 Complete Destruction Tracked 21000 1- 10 Partial Destruction Partial Tracking 500000 <10 Damage, can be shielded Not tracked, statistically assessed >100 million The payload would release capsule, this capsule would then engage the Net removing process. The net is the composite layer of: i. Resin ii. Nitinol iii. Stainless Steel 316 The permissible stresses of SS316L is comparatively allowable in case of the impact generated by the collision by debris.  Modulus of Elasticity in Tension: 29 x 106 psi (200 GPa) 48

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9  Modulus of Shear: 11.9 x 106 psi (82 Gpa)  Young's modulus 83GPA  Yeild Strength 195 to 690 MPa  Ultimate Tensile Strength 895MPa  Elongation at failure 25 to 50% 2.1 Resin The system would consist of epoxy RS-36, this material has property to less reactive having 181 ℃.The main reason for the popularity of epoxy is its very high strength. Warming is common which is the only alternative. Epoxy is almost always cheaper and faster than welding. Epoxy also has excellent chemical resistance. After setup, no chemical concern reactions that will reduce the signal. It resists heat. That resistance makes it ideal for electronics and electrical systems and other industrial applications. Those who use epoxy are aware of the excellent mechanical strength and low cutting. They also know that epoxy particles are well-balanced and well-suited industrial materials breadth of applications. Engineers are concerned with heat loss, electrical installation, adhesion different substrates, light weight, noise reduction, vibration, and reduced corrosion. Appearance should be considered, as well as the cost of compilation. Epoxy glue a composition that meets all that concern. Its thermal and electrical properties, energy, and durability is what epoxy is known for. Those structures and resistance to immersion and hate chemical chemicals are the reason why epoxy is often chosen by engineers. 2.2 Nitinol It’s a material possessing a characteristic property of regeneration so that it can rejoint if ever it faces a fracture. The properties of Nitinol are the cause of thermomechanical response of the material. The response are of two types which depends on how the Austenite to Martensite transformation is induced either from stress or through temperature. A phase transformation induced by a change in temperature is the mechanism responsible for the shape memory property while transformation induced by stress is the mechanism responsible for the super elastic property. 2.3 Stainless steel 316 This material has large area under stress strain curve corresponding of which its toughness is high, added to which its economical. Figure 1: Structural representation of payload 49

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 3 WORKING In the system, the lid will open up, the lid is made of net constrained by the boundaries of it this lid is connected to the body of the system through the spherical pair which has 3 DEGREE OF FREEDOM, which means it can rotate about three axes. Thus, the lid can be positioned according to the debris’ trajectory. The whole system would be titled 45° with respect to the orbit followed by the system, so that by solar radiation the system can move more distance without fuel. The open lid would target the debris, as the debris comes in contact with net, and the three material of the net comes into the picture. The Stainless-Steel thin plate gives the required toughness and strength to the net so as to absorb the impact caused by the debris, the sticky resin surrounding the thin sheet of Stainless Steel would not allow the debris to escape and thus keep it in system, The backside of the lid is made of Nitinol material, so that if any fracture is caused to the net it would be regenerated. The lid supported with piezoelectric material so that it can absorb vibrations caused by the striking of the debris and convert it into electrical energy, this energy can be used for driving the spherical pair. The debris are captured by the system while the system is tracing its trajectory. As the debris strikes the net, the thrusters are applied so as to stabilize the system and keep its orientation as per our desire. After collecting a considerable number of debris, the de-orbiting process would propagate after closing the lid by using the spherical pair. The deorbiting would take place by retrograding through thrusters. As per above figure, debris are striking the net, the system would capture all the debris which comes in the trajectory of the payload. Technology Readiness Levels (TRLs) are a method for understanding the technical maturity of a technology during its acquisition phase. TRLs allow engineers to have a consistent datum of reference for understanding technology evolution, regardless of their technical background. Figure 2: Types of TRL  TRL 1 – Basic principles observed and reported  TRL 2 – Technology concept and/or application formulated  TRL 3 – Analytical and experimental critical function and/or characteristic proof-of concept  TRL 4 – Component and/or breadboard validation in laboratory environment  TRL 5 – Component and/or breadboard validation in relevant environment  TRL 6 – System/subsystem model or prototype demonstration in a relevant environment (ground or space)  TRL 7 – System prototype demonstration in a space environment  TRL 8 – Actual system completed and \"flight qualified\" through test and demonstration (ground or space)  TRL 9 – Actual system \"flight proven\" through successful mission operations As per reference of NASA, the design of whole equipment will be based on TRL 5 or 6, though it is not that much practical.by different implementations TRL can be increased. And it can be useful as practical purpose also. 50

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 4 PREVIOUS WORKS Satellite Catalogue is maintained by joint combined space operations centre and SSN (Space Surveillance Network). This organisation used to track the space debris and if any debris is likely to crash into a satellite/payload, they inform the country who owns that satellite. A team of Renssealaer polytechnic institute, New York done the work to manage the debris they started the OSCaR(Obsolete spacecraft Capture and Removal) program. The spacecraft is a 3U CubeSat, meaning that it measures about 12 inches long by 4 inches wide by 4 inches high(30 centimetres by 10 cm by 10 cm).OSCaR will be very capable for its small cm, featuring onboard navigation and communication gear, power ,propulsion and thermal-control systems; and four net- launching gun barrels. Each OSCaR craft will be capable of capturing and removing four pieces of debris, Anderson said. When that work is done, the clean-up CubeSat will de-orbit itself within five years. Remove DEBRIS mission lead by surrey space centre is a satellite research project intending to demonstrate various space debris removal technologies. It tests various ADR technologies on mock targets in LEO. It’s equipped with a net, a harpoon, a laser ranging instrument, a drag sail and two CubeSats. It was launched on 2nd April 2018.It will deorbit by itself after five years. 5 RESULTS The debris density in the space will decrease as the system is used. The spacecraft can be moved without any damage occurring to them due to small debris. As the debris are stored in the system once they are received after deorbiting those materials can be used again for further purposes. By using some suitable process useful metal can be extracted. This system can capture debris made up of any material without any reaction with the debris. This method of space debris is economically beneficial. The taken for the process to complete is less as compare to other methods. 6 PREVENTIVE MEASURE The payload to be launched should have the facility of self-destruction or self-de-orbiting. The tools and utility materials used in space station should be attached while the astronomers are working. 7 CONCLUSION The proper disposal of space waste is a concerned issue these steps are taken to reduce the space waste to make “sustainable use of space”, this concept used here is targeted to the debris that are a potential threat to the earth and to other satellites, our aim is to launch the system in LEO where most of the space debris exists, the system will be fed with the data for the area to capture the maximum waste, this would result less chances of then occurrence of Kessler syndrome and thus decreasing the potential risk of mission failure so the system ensures the reduce space debris in a way keeping in mind all the aspects of the space debris removal that cost exorbitant but this system is comparatively more economic as compared to the current disposal techniques existing, the system benefits economically backward countries to make their share in disposal programs it even proposes to make future mission more self- reliant; In whole the system tries to reduce the space waste so that the future of space exploration remains secured and to make the present technologies efficient, viable and economical. REFERENCE [1] HABIMANA, Sylvestre, and RAMAKRISHNA VR PARAMA. \"Space debris: Reasons, types, impacts and management.\" Indian Journal of Radio & Space Physics (IJRSP) 46, no. 1 (2018): 20-26. [2] Srikrishnan, S., P. K. Dash, S. Nadaraja Pillai, and S. Arunvinthan. \"An Approach for Space Debris cleaning using space based Robots.\" Intern. J. Engineering Research and Management (IJERM) 2, no. 06 (2015): 51.3 [3] Hoyt, Robert, and Robert Forward. \"The Terminator Tether-Autonomous deorbit of LEO spacecraft for space debris mitigation.\" In 38th Aerospace Sciences Meeting and Exhibit, p. 329. 2000. 51

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 [4] Klima, Richard, Daan Bloembargen, Rahul Savani, Karl Tuyls, Alexander Wittig, Andrei Sapera, and Dario Izzo. \"Space debris removal: Learning to cooperate and the price of anarchy.\" Frontiers in Robotics and AI 5, no. 54 (2018). [5] Pardini, Carmen, and Luciano Anselmo. \"Uncontrolled Re-Entries of Sizable Spacecraft and Rocket Bodies: a Potential Threat in the Airspace and on the Ground.\" In 42nd COSPAR Scientific Assembly, vol. 42. 2018. [6] Ahmed Mohamed, Fatima, Mohamad Ali, and Noor Azian. \"Space debris low earth orbit (leo).\" International Journal of Science and Research (IJSR) 4, no. 1 (2015): 1591-15 52

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 SUGARCANE JUICE EXTRACTION MACHINE MEHTA DISHANK; PATEL VRAJ Institute of technology, Nirma University, Ahmedabad, Gujarat, India ABSTRACT: Over the years, conventionally, extracting juice from sugarcane was a very tedious task and a time-consuming task. It damages the gum of the teeth, putting the human teeth in distress and requiring much energy and a lot of manual effort to extract the juice. Hence, the purpose of this study is to design a sugarcane juice extractor machine that extracts juice from sugarcane with less contamination and without any significant effort. A 2hp induction motor substitutes manual effort, which runs at 1440 rpm, to actuate the rollers that crush the sugarcane. The study finds that roller speed was about 10-20rpm, so the machine uses a 50:1 speed reduction reducer that reduces the rpm transmitted by the motor. While designing the device, it used gears to transfer motion between the rollers mounted on a shaft, and bearings are used for support. The shaft is designed per the ASME standard and bending, and shear stress was taken into account. 1 INTRODUCTION The sugarcane plant is the common name of a species of herb belonging to the grass family. There are three significant categories of sugarcane found in Nigeria and namely saccharum, offiicinarum, and sporitaneum. The annual production of sugarcane crops in India is 33 million tonnes in the year 2019-20. India stands second in the production of sugarcane. There are many valuable by-products of sugarcane. Namely, 1. Bagasse 2. Filter Muds 3. Molasses 4. Cane tops 5. Sugarcane Juice As fodder for livestock, Bagasse and Cane tops have immense use. Molasses requires industrial processing to fit human consumption, and processing Filter mud makes it work as fertilizer. A human can directly consume only sugarcane juice without any processing. A conventional machine is a straightforward machine consisting of several gears, rollers, and levers attached to a cast-iron chassis body. But to make it easy, we can use an automatic sugarcane juice machine. Many machines are found on streets that can extract juice but with more effort, and the chances of contamination are very high as those machines do not have protection from external weather. This study aims to develop a sugarcane juice extractor machine that can extract sugarcane juice with minimal effort and reduce the chances of contamination. The design of the sugarcane juice extracting machine possesses simplicity in operation and maintenance, as well as affordability with low running and maintenance costs with reliable efficiency. 2 BACKGROUND We were having a capstone project related to a sugarcane juice extracting machine, and we were inspired to write a research paper related to it. Even there were many research papers related to our topic. Still, there were fewer research papers on which we could rely so due to which we thought to publish it so that others readers can get information related to the design of automatic sugarcane juice machine. Figure 1. Conventional Sugarcane Machine 53

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Figure 2. Prototype for Automatic Sugarcane Machine 3 STANDARD ITEMS Here we took a 2Hp motor with 1440rpm, which further connects to a gearbox with the help of a Flange Coupling. Worm Gearbox is used, which will reduce the rpm from the motor. Also, we have used a 50:1 speed reduction gearbox. So, this gearbox will bring down the speed to 28rpm. 4 DESIGN CALCULATIONS 4.1 Motor Selection and Roller design. Experimental value of crushing force of sugarcane is 100N [1] i.e., ������������ here we took factor of safety as 1.8, actual crushing force Fc(actual) is 180N.Torque is calculated by taking r=0.0425m (assumed after many iteration) we get 7.65Nm. Angular velocity will be 150.72 ������������������/������ as N is 1440rpm, power can be calculated now as 1153.008 ������, converting it 1.55ℎ������ ≈ 2ℎ������. D������������������������������������������ ������������������������������������������ ������ℎ������������ ������������������������������������ ������������������������������������������������ ������������������ ������������������������������������������������������������ = ������������ = 0.2669������. T������������������������ ������������������������������������������������ ������������������������������������������ = 28 ∗ 0.2669 = 7.4732 ������. V (Velocity) = Distance = 7.4732/60 = 0.1245m/s. Time Here we assumed that the reduction of 50:1 is not possible as the value shows that the sugarcane enters at a speed of 124.5mm/s. So, as it is a very high speed, we further reduce roller speed by 2.5 times less. New Velocity = 0.1245/2.5 = 0.0498 m/s. Angular velocity of roller can be calculated which is 1.171 rad/s , now rpm of roller is 11.19 rpm. 4.2 Design of Shaft Figure 3. Shaft and other mechanism on it. Consider Roller’s weight is acting at the center. Roller length = 150mm (Assumed); Roller inner diameter = 45mm (Assumed). Roller outer diameter = 85mm (We need roller thickness as 40mm). ������������������������������������ ������������������������ℎ������ = ������ ∗ ������2 ∗ ℎ ∗ ������ = ������ ∗ (0.0852 – 0.0452)2 ∗ 150 ∗ 8000 = 19.593 ������������ 1000 Force due to weight = 192.21 N. Now, here shaft rotates due to gear so we need to select appropriate PCD for gear. 54

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 4.3 Design of Gear Assume gear module = 2.5, Pitch circle diameter for gear, Centre to center distance between roller 1 and 2 = 105mm This is the PCD of gear 1 and 2 = 105mm Centre to center distance between roller 1 and 3, Roller 3 must be bigger than other two rollers. Figure 4. 2D Roller sketch Reason: Here we have kept the distance between roller 1 and 3 as 8 mm. We have reduced it from 20mm to 8mm. So previously used gear PCD can’t be used because they will interfere with each other, so we need to reduce PCD of gear number 3, but also rpm must not change more than 3 to 4 rpm than the nominal value. So, we will take diameter of roller 3 as 90mm. Centre to center distance = 42.5 + 45+ 8 = 95.5 mm. PCD of gear 3 = 44*2 = 88 mm. ������������������������������������ = ������������������/������ For gear 1 and 2 => ������(������������������������ℎ) = 105/2.5 = 42 For gear 3 => ������ = 88/2.5 = 35 Gear 1 and 2 = ������������������������������������������������ = 110������������ [������������������������������������������������ = ������������������ + 2������] = ������������������������������������������������ = 98.75������������ [������������������������������������������������ = ������������������ – 2.5������] Face width = 25������������ [������ = 8������ ������������ 12������] ; α = 20° For gear 3: Addendum = 93mm, Dedendum = 81.75mm, Face width = 25mm, α = 20° There is a gear 4, which is mounted on a shaft, coupled to gearbox (reducer) shaft. Reason: Now, this gear needs to reduce rpm from 28 to 11. (2.5 times reduction) PCD for gear 4 = 42mm, Module = 2.5, Addendum = 47mm Dedendum = 35.75mm, Face width = 25mm, α = 20° 4.4 Shaft Design Continued Torque (Mt) = Pt ∗ 52.5 N=11.2rpm, Power =2hp ≈ 1494W T (torque) = 1494/1.171 = 1275.83Nm Mt => ∗12ta7n5(82300°)==>Pt ∗ 52.5 ; Pt = 24301N Pr = Pt Pr = 24301 ∗ tan(20°) ; Pr = 8845.02 N 4.5 Bending Moment Diagrams C X AB Figure 5. Force acting shaft in vertical plane Distance : XA = 85mm; AB = 62mm; BC = 62mm At Point X 192.21N force is applied due to roller weight. 55

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 At Point A Bearing Reaction. At Point B Radial force of 24301N is applied. At Point C Bearing Reaction. 4.5.1 Vertical Plane RAV + RCV = 9037.23N. Moment @ A = 0, (192.21 ∗ 85) = (8845.02 ∗ 62) − (RCV ∗ 124). RCV = 4288.69N (upwards); RAV = 4748.53N (upwards) Bending Moment @ X = 0, BM@C = 0. BM @ A = 16337.85Nmm. BM@B = −(4748.53 ∗ 62) + (192.21 ∗ 147) = −266153.99Nmm. 4.5.2 BMD, VERTICAL PLANE A C X B Figure 6. Bending moment of shaft in vertical plane [2] A = 16337.85Nmm B = 266153.99Nmm X A BC Figure 7. Forces acting on shaft in horizontal plane Distance : XA = 85mm; AB = 62mm; BC = 62mm At Point X 180N force is applied due to sugarcane crushing force. At Point A Bearing Reaction At Point B Tangential force of 24301N is applied At Point C Bearing Reaction 4.5.3 Horizontal Plane RAH + RCH = 24481N. R=AH(=241320415∗36.828)N−(u(RpwCHar∗ds1)2. 4). Moment @ A = 0, (180 ∗ 85) RCH = 12027.11N (upwards) ; Bending Moment @ X = 0, BM@C = 0. BM @ A = 15300Nmm. BM@B = −(12453.88 ∗ 62) + (180 ∗ 147) = −745626Nmm. 4.5.4 BMD, HORIZONTAL PLANE 56

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 A C X B Figure 8. Bending Moment of shaft in horizontal plane A = 15300Nmm B = 745626Nmm Maximum Bending Moment on Shaft (magnitude)= 745626Nmm. ������3 = (16/������������������������������) ∗ √(������������ ∗ ������������)2 + (������������ ∗ ������������)2 . kt= combined shock and fatigue factor applied to bending moment. kb= combined shock and fatigue factor applied to torsional moment. kt =1, kb =1.5. Material: SS304; Syt =310MPa. ������������������������ = (0.5 ∗ ������������������)/1.3 = 119.23������������������ (������������������ = 1.3). ������3 = (������������1���6���������������) ∗ [√(1275830)2 + (1.5 ∗ 745626)2)] . ������3 = (������∗11169.23) ∗ 1696657.88 ; ������ = 41.5������������ ≈ 45������������. Shaft Diameter: 45mm. 4.6 Design of Key ������ = ������/4 = 45/4 = 11.25������������ . ℎ = 2������/3 = 7.5������������. ������ = 2������������/������������������ = 2 ∗ 1275830 ∗ 11.25 ∗ 119.23 = 42.27������������ ≈ 50������������. 45 ������������ = 4������������ = 4 ∗ 1275830 ∗ 7.5 ∗ 50 = 302.41������������������ < 310������������������. ������ℎ������ 45 Key Dimension :11.25*7.5*50 mm3 . 4.7 Design of Bearing Bearing Reaction ������������������ = 4748.53������ ; ������������������ = 12453.88������ ; ������������������ = 4288.69������. ������������������ = 12027.11������ . ������1 = √(������������������)2 + (������������ℎ)2 ; Resultant bearing reaction on Bearing A. = 13328.45������ ������2 = √(������������������)2 + (������������ℎ)2 ; Resultant bearing reaction on Bearing C. = 12768.87������ ������������1 = 13328.45������; ������������2 = 12768.87������. ������ = ������������������������ + ������������������. P = equivalent dynamic load, Fr = radial load (N), Fa = axial load (N) V= race-rotation factor Here, bearing is subjected to pure radial load and inner raceway rotates and outer raceway is stationary. 57

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Hence, V=1 and P= Fr (pure radial load) bearing For roller bearing, a relation between dynamic load carrying capacity, equivalent dynamic load and life is given as, ������ = ������(������10)0.3. ������10 = (60������������10ℎ)/106 . ������������������11=00ℎ=(1���3���(������36������20������8���∗���.4���1���5���1������∗.���2������1���∗������0���1���.0���58������0������0���0���.3���0���)=)/=120166560=5070.14ℎ00���.���.0������8������.������. ������������������, ������ = 45������������, ������ = 26657.40. Bearing dimensions: D = 85mm, B = 19mm, Designation 6209. d= inner diameter of bearing, D=outer diameter of bearing B= axial width of bearing Figure 9. Right Section Assembly View Figure 10. Front Section Assembly View 5 CONCLUSION The sugarcane juice extractor machine has a pretty unique design, consisting of 3 rollers in a triangular arrangement, completed enclosed. It squeezes sugarcane of diameter ranging from 30 to 40mm satisfactorily. The enclosure/casing covers the machine along with the rollers. Hence, there is no interaction of the system with the external environment, and we can extract the sugarcane juice without any contamination. It is an automated process where the insertion of sugarcane requires human effort, while the juice is extracted automatically by rollers actuated by a motor. REFERENCES [1] N. Oji, \"\"Design and Construction of a Small-Scale Sugarcane Juice Extractor.,\" Asian Research Journal of Agriculture, pp. 1-8, 2019. [2] V. Bhandari, in Design of Machine elements, Tata McGraw-Hill Education. 58

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 DESIGN AND ANALYSIS OF SPUR GEAR USING MATLAB SONI AMAN Institute of Technology, Nirma University, Ahmedabad, Gujarat, India ABSTRACT In this paper, the design of spur gear has been done using MATLAB. To complete this task, a MATLAB program has been developed, in which the user enters the data specified, and through vigorous calculations and available literature, the program will give output as the gear dimensions and other gear parameters required to design the gear. In this paper, the formulation for the beam strength is done according to both static and dynamic load criteria, and the formulation of wear strength is also considered in the program. After this, the program has been used in the analysis of variation in gear parameters with respect to various input parameters. Through this MATLAB program, the lengthy manual design can be reduced to a matter of a few minutes 1 INTRODUCTION Spur gears are one of the most important and most commonly used mechanical elements. They are generally used as speed reducers or to transmit torque between two parallel shafts. As the spur gear can only fail in two ways breakage of a tooth (design for beam strength) and surface destruction (design for wear strength). The design for the beam strength concerning the Static load is done according to the Lewis analysis [1] and the dynamic load factors are also considered in the following MATLAB program, and the formulation for the wear strength is done according to the Buckingham equation [1]. The MATLAB program is developed for the design of a spur gear made from steel and is having a pressure angle of 20° full-depth and is having an involute teeth profile will ask for a series of inputs such as the power to be transmitted, the modules of the pinion and gear, the number of teeth in the pinion and gear, the service factor (if given), the velocity factor, the tolerance grade, etc., and subsequently, if the service factor is not given the program will ask for the user to follow a series of instructions to calculate the same, also if the data for the teeth of the gear/pinion is not available, provisions have been made in the program, so that the calculations are done according to the minimum number of teeth to avoid interference. After all the inputs are entered in the MATLAB program, it will generate the gear parameters such as the gear/pinion radii, other gear dimensions such as addendum, dedendum, module, etc. as the output. Along with this, an animation representing the gear and pinions thus calculated n mesh. The program is then implemented to analyse the variation in gear/pinion radii according to the variation in input parameters like power to be transmitted, gear ratio, etc. 2 PROPOSED ALGORITHM Spur gears can be designed in MATLAB by using user-defined functions, the algorithm to do the same is as follows:  Define the main function Spur_gear.m.  Input all the variable i.e. Power transmitted (in KW), the factor of safety, ultimate strength of pinion and gear (in N/mm2), face width to module ratio, rotating speed of pinion shaft, and gear shaft (in rpm), No. of teeth in Pinion and gear, Cs and Cv, tolerance grade.  Lay down the assumptions if the values are provided as nil while using nil as a mask and assigning it some negative value as any value cannot be negative and code the pre-requisite calculations so that we have all the values before proceeding to the load calculations.  Define a sub-function for the Service factor so that when it is not provided our program will take the input from the user and will define Cs according to the literature. 59

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9  Define a sub-function for calculating the Lewis form factor and use interpolation in the values given in the table to get Y for any value of z, and check which part is more susceptible to failure according to literature and assign variables for the parameters of the same.  Calculate module by static load criteria, find other parameters like diameter and face width according to it.  Define sub-functions to calculate actual tangential load, dynamic load, and beam strength according to literature.  Calculate effective load from the values obtained from the above functions and check if the factor of safety according to dynamic load is greater than 1 or not, if not increase the module and do the same, until it becomes greater than 1.  Define a sub-function to calculate the hardness of gear according to literature and also a sub-function to calculate the other gear dimensions.  Print all the gear dimensions.  Using the animate function in the gearsv02 [2] library which uses draw19 [3] library draw the animation while defining another sub-function to do the same.  Use for loops to obtain different graphs. Using the above series of functions plot the graphs of various parameters like diameter, effective load with respect to the power transmitted, and speed ratio. Here, Cs: Service factor, Cv: Velocity factor, Y: Lewis form factor, z: No. of teeth (weaker element). 3 IMPLEMENTATION DETAILS Input data used:  Power to be transmitted = 7.5KW  Factor of safety = 2  Ultimate tensile strength of pinion and gear = 700 N/mm2  Pinion shaft speed = 1000 rpm  Gear shaft speed = 250 rpm  Number of teeth in pinion = 25  Tolerance grade = 6  Driving machine is in Medium shock  Driven machine is in Uniform operating condition The above-stated input data is used and is fed to the MATLAB program to get the output whereas for the analysis point of view the same data is used while only varying one parameter at a time while keeping other parameters constant. Figure 1: Input 60

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Figure 2. Output Figure 3: Screenshot of Output animation 4 RESULTS Figure 4: Effective load vs. Power transmitted 61

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Figure 5. Diameter vs. Power transmitted Figure 6: Module vs. Power transmitted Figure 7: Gear diameter versus Speed ratio 62

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Figure 8: Effective load Versus speed ratio 5 CONCLUSION From the Figure 5, it is clear that as the amount of power to be transmitted increases the diameter of gears required increases along with the effective load (refer Figure 4) on the tooth and module. As power increases, the load increases thus stress on the gears also increases, and to overcome that stress, we require gears with large diameters. The module which is in a way, a gear dimension also increases (refer Figure 6) with the increase in the power to be transmitted. Also, it has been observed that as we increase the speed ratio from 0.1 to 1 while keeping the rotating speed of pinion constant, the diameter of the gear and effective load reduces. (Refer Figure 7 and Figure 8). It has also been seen that with MATLAB, it is possible to reduce the time required to solve a lengthy problem from 20-30 min to 10-15secs with higher accuracy. REFERENCES [1] V. B. Bhandari, Design of Machine Elements, McGraw Hill Education. [2] Mathworks, [Online]. Available: https://www.mathworks.com/matlabcentral/fileexchange/71968-gearsinmesh. [3] Mathworks, [Online]. Available: https://www.mathworks.com/matlabcentral/fileexchange/71745-draw19. 63

Proceedings of International e-Conference on Recent Innovation in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 HYDROGEN POWERED 6-STROKE IC ENGINE VERMA SHRESTH Institute of Technology, Nirma University, S G Highway, Ahmedabad 382481, Gujarat, INDIA ABSTRACT In the present coming-of-age era, there is a necessity for an alternative source of energy particularly in the field of automotives. Engineers and scientist are constantly trying to come up with methods to efficiently reduce the consumption of fuel while lowering emissions harmful to the environment. Proposed solution is using a hydrogen internal combustion energy and utilising a six-stroke engine cycle. The reasons for this choice of fuel is that hydrogen has high calorific value and possesses tremendous amount of energy per unit mass, along with being highly combustible with low ignition energy and a wide range of air-fuel concentration from four to seventy four percent, however burns at a very high temperature and causes many anomalies in a normal Internal Combustion engine. The main problem for a hydrogen IC engine is pre- ignition and backfiring, which can be solved by using a six-stroke cycle in which the additional 5th stroke can be used as a cooling stroke for the engine to overcome these problems 1 INTRODUCTION It is common knowledge that various fossil fuels, which are presently utilised as an important resource of energy, are non-renewable in nature. These resources are now on the verge of exhaustion, and cause severe damage to the environment by releasing extremely harmful emissions during combustions. As many alternatives have been identified, the most promising futuristic solution is a hydrogen based internal combustion engine. Hydrogen possesses a very high calorific value, along with high flammability and potential for higher thermal efficiencies and favourable emissions on combustion, or oxidation. As ideal as it may sound, it also has many drawbacks as well. Storing conditions for hydrogen can prove to be difficult. This is because of its low ignition energy that can pose several risks. It also is an odourless as well as colourless gas, which does not permit easy detection when leaked. Nevertheless, several alternatives have been developed or are in the process of being developed to extract this untapped potential, such as, using it as a fuel cell and converting it to electrical energy and then using its electrical motors to power vehicles [1] [2] [3]. 2 COMBUSTIVE PROPERTIES OF HYDROGEN 2.1 Flammability Flammability range of hydrogen is quite wide allowing it to be used in a variety of air-fuel mixtures, giving it an advantage of running with a lean mixture (lesser amount of fuel than the theoretical requirement). In this way better fuel economy is achieved and the combustion is also more complete, whereas the final combustion temperature is also much lower [2]. 2.2 Ignition temperature and energy: Hydrogen-air mixtures are known to possess minimum ignition energy of approximately ranging to 0.019- 0.020 mJ, that is evidently lower as compared to that required for commonly available gasoline. This is the reason why hydrogen fuel is capable of igniting lean mixtures and also why prompt ignition is also ensured. On the other hand, auto ignition temperature of hydrogen fuel is at eight hundred and fifty eight Kelvin, which is comparatively higher than other commonly known hydrocarbon-based fuels. A much higher thermal efficiency of the engine can be achieved due to the high compression ratios achieved. Due to low ignition energy, it poses a problem of pre-mature ignition and due to its higher ignition temperature, it is difficult to ignite in a compression ignition cycle. 64

Proceedings of International e-Conference on Recent Innovation in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 2.3 Quenching distance: This is a measure of how close to the cylinder wall can hydrogen flames travel when ignites before they extinguish. The quenching distance for hydrogen fuel is approximately 0.64 millimetres that is comparatively much lower to the quenching of common fuels, like petrol [3]. This characteristic of hydrogen fuels may increase the tendency for backfire while in use. 2.4 Flame speed Flame speed of hydrogen fuel can fall in the range of 2.5-3.0 meters per second (m/s) at stoichiometric ratios. This parameter of hydrogen gas can cause it to more easily achieve a thermodynamically ideal engine cycle as this magnitude is considerably higher than other conventional fuels. 2.5 Diffusivity The diffusivity of hydrogen gas can range up to 0.60-0.65 cm2 /s, which proves to be slightly higher than the diffusivity of many other fuels. This property of hydrogen fuel allows it form homogenous air-fuel mixtures which can prove advantageous. In addition to that, this provides provisions for the gas to easily disperse in case of leakage form container. Minimized leakage can significantly reduce the chances of it being a pollutant [2]. 2.6 Density: The density of hydrogen fuel is significantly low, ranging up to 0.082 kg/m3 that can lead to two issues in an Internal Combustion engine. Firstly, storing of hydrogen fuel, enough to provide a significant driving range, would require a large storage compartment or container that can prove to be quite bulky. Secondly, the low density also reduces due to the low amount of fuel provided inside the combustion chamber. 2.7 Air-fuel ratio As per mentioned properties of hydrogen above, hydrogen has a wide range of useable air fuel ratios. The theoretical combustion of hydrogen and oxygen is as shown below: 2H2+ O2=2H2O For complete combustion, the numbers of moles required are as below: H2 = 2 moles; O2 = 1 mole Because atmospheric air is used to combust the fuel, there is nitrogen present in large quantities and hence needs to be added into the calculations. Nitrogen oxides (NOX) is formed as a result of combustion chamber’s high temperatures. The formation of NOX depends upon the air fuel ratio, compression ratio, engine speed, ignition timing and whether thermal dilution is utilized or not. The basic combustion equation is given as: H2 + O2 + N2 = H2O + N2 + NOX Number of N2 moles (in air) = number of O2 moles x (79% of N2 (in air) / 21% of O2 (in air)) = 1 mole of O2 (79% of N2 in air / 21% of O2 in air) = 3.762 moles of N2 Total number of air moles = moles of O2 + moles of N2 = 1 + 3.762 = 4.762 moles of air Weight of O2 = 1 mole of O2 x 32 g/mole = 32 g Weight of N2 = 3.762 moles of N2 x 28 g/mole = 105.33 g Weight of air = weight of O2 + weight of N = 32g + 105.33 g = 137.33 g Weight of H2 = 2 moles of H2 x 2 g/mole = 4 g The Air/Fuel ratio for hydrogen and air is as below: Air/Fuel ratio based on mass: = mass of air/mass of fuel = 137.33 g / 4 g = 34.33:1 From above calculations, we can determine that the stoichiometric air-fuel ratio of hydrogen by mass is approximately 34:1, which is considerably higher as compared to other available fuels. Not only is it higher, but also have a wider range of ratios that can be used due to its dynamic properties, and due to its 65

Proceedings of International e-Conference on Recent Innovation in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 combustibility, it can also be used with a petrol mixture as well. Invariably, due to this high ratio, hydrogen consumes 29% of volume in combustion chamber, leaving 71% for air, which results in lesser energy content as liquid fuels consume lesser space, which limits the power to about 80-85% than that of petrol engines if fuel and air are mixed prior entering combustion chamber, such as in carburettors or port injection methods. However, if direct injection methods are used, the fuel is mixed with air after the intake valve has closed, resulting in 100% air in combustion chamber. This results in the maximum output energy to be higher (approximately 15-20%) than that of conventional petrol/ gasoline engines [4]. 3 PROBLEMS WITH COMBUSTION OF HYDROGEN As utilitarian as hydrogen is as an internal combustion fuel, it has not been able to reach commercial markets due to some really major problems in using it as a combustive fuel. These properties of hydrogen result in undesirable combustion anomalies, which include premature ignition, rapid pressure rise, backfiring and auto-ignition. 3.1 Pre-ignition Premature ignition occurs in hydrogen engines due to low ignition energy and wide flammability limits of hydrogen. In this phenomenon, the air-fuel mixture combusts during the compression stroke due to rise in temperature in the combustion chamber, which causes hotspots to form, which eventually leads to pre- ignition and the advancement in pre-ignition in the next cycle so forth causing backfiring in the engine. This mainly happens when the air-fuel mixture approaches stoichiometric levels and higher engine speeds, and residual component temperatures [5]. 3.2 Backfiring When the inlet valve is open and pre-ignition occurs, the combusted charge may travel past the valve into the intake manifold resulting in what is called backfiring. This problem is of particular danger in the case of pre- mixed fuel induced engines, where presence of an ignitable fuel-air mixture in the intake manifold is possible [6]. 3.3 Auto-ignition and engine knocking Another problem of hydrogen based combustion fuels is that when the combustion chamber reaches extremities of temperatures, then the air-fuel mixture in that combustion chamber ignites without the intervention of a spark plug, which is known as auto-ignition, which forms a rapid release of pressure waves due to the remaining energy, which is known as engine knocking. This causes major mechanical and thermal stresses on the engine, reducing its life, as well as chances of damaging major components [7]. 4 6 STROKE ENGINE The theory of 6 stroke engine was first introduced in 1883 with the ambition of combining a 4 stroke cycle with a 2 stroke cycle to increase thermal efficiency and improved fuel economy, and other benefits such as better cooling, more power, reduced pollution and better power to weight ratio. The working cycle of 6 stroke engine is similar to 4 stroke cycle, including the 4 strokes of suction, compression, power and exhaust, and then adding another power stroke and exhaust stroke to the cycle [8]. Most 6 stroke cycles have highly pressurized steam or water ejected into the cylinder bay which expand due to the present heat of prior combustion, resulting in more heat absorption from the engine compartment [9]. A Six stoke engine’s working principle is to encapsulate the waste heat coming from the four stoke Otto cycle and in turn power an additional power stroke. Fresh air is sucked into the cylinder from the air filter after the exhaust stroke and is removed during the sixth stroke. The valve overlaps are removed along with the additional two strokes provided using air injection [10]. The various working strokes of a six stroke engine are: 66

Proceedings of International e-Conference on Recent Innovation in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9  1st stroke (suction stroke): The inlet valve is kept open and fresh air enters the cylinder due the piston moving downwards, which results in the formation of a pressure difference.  2nd stroke (compression stroke): The inlet valve closes and the piston moves upward due to cranking, which results in a high pressure in the chamber.  3rd stroke (1st power stroke): The air fuel mixture is ignited which creates the force with which the piston moves and power is produced.  4th stroke (exhaust stroke): The exhaust valve opens and as the piston moves upwards, and the exhaust gases are removed via this valve.  5th stroke (2nd power stroke): The chamber valve opens again and the air, now at high pressure, enters the cylinder which does work on the piston and hence it moves downward resulting in the 2nd power stroke.  6th stroke (2nd exhaust stroke): Finally the exhaust valve opens again. The piston moves upwards forcing the air from the 5th stroke to exhaust. 5 USE OF 6 STROKE IN HYDROGEN COMBUSTION ENGINE As compared to regular 4 stroke engine, the main issue with internal combustion hydrogen engine, as mentioned earlier, is its low ignition energy, which causes pre-ignition. In a running 4-stroke engine, there is always chances of hotspots to be formed that causes premature ignition, which can burn the mixture during the compression stroke, which results in loss in power, inefficiency, rough running as well as backfiring of the engine. There are also issues of auto-ignition and engine knocking that can develop mechanical and thermal stresses and damage engine components. The major cause of such phenomena is the extreme temperatures formed within the engine combustion chamber. As we know, hydrogen requires low ignition energy, and any residual hotspots or temperature spikes can easily combust the fuel mixture. Various solutions can be created to overcome this issue, and also have been implemented in various cars that run on hydrogen. The first solution is to use hydrogen as an additive in a normal petrol powered internal combustion engine. In this system, a mixture of gasoline/petrol, hydrogen and air are mixed together and ignited. This was aimed to reduce fuel consumption and emissions of a vehicle as well as reduce the limitations of using hydrogen directly as a fuel. The second solution is to improve the cooling system of the engine, and improving the heat rejection and absorption in the engine cylinder, which can be achieved by increasing the coolant flow rate and increasing the surface area of the cooling channels of the engine block to carry away the excessive or residual heat in the combustion chamber. The proposed solution is using a 6 stroke engine cycle and instead of using the second power stroke as a power stroke, but rather as a cooling stoke for the engine. Here, the usual 5th stroke of the 6 stroke system is used to inject a high temperature high pressure air to push the cylinder to do work on the piston and work as a secondary power stroke. However, this extra stoke can also be used to carry away the residual heat from the engine as well as drastically reduce the formation of hotspots in the combustion chamber. If we force cooled air into the combustion chamber with high enough pressure so as that it does, even though negligible, work on the piston, as well as absorb the heat of the combustion chamber after exhaustion stroke and expand due to that absorption of heat [11], This expansion of air due to absorbing heat also contributes in adding work done on the piston by the compressed air, as well as work as cooling the cylinder internally instead of external cooling, which will be faster and more efficient as it will not be subjected to heat dissipation loss due to cylinder walls. This can also be achieved with 2 different methods. 5.1 Using a turbocharger with intercooler Turbocharger is a type of centrifugal compressor used in various cars to increase power output by forced induction of compressed air into the combustion chamber. It can already be used within the ic engine setup to increase the air content during combustion, as so can also be used to power the pressurised air into the 5th stroke of the engine. However, as air is compressed by the turbocharger, it will have an increase in temperature along with increase in pressure. This can easily be solved by the addition of an intercooler, 67

Proceedings of International e-Conference on Recent Innovation in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 which can cool the compressed air from the turbocharger, and can provide fresh air charge to the combustion stroke cycle as well. In this setup, the intake valve can be used both times to take in the cooled air charge and fuel can be injected using a direct injection system during the 1st stroke, and can be programmed not to inject fuel in 5th stroke, so no major modifications need to be done to the cylinder bay to incorporate this system. An electronically actuated or cam-less valve operation can be used to function this system. 5.2 Using a secondary compression system The second method to implement the compression of cooled air is to use a secondary compressor with an air tank fitted inside the automobile to store compressed air, and pump an air charge for 5th stroke using a secondary valve incorporated into the cylinder. This compressor can be powered by the cam or belt drive mated with the engine like a supercharger, and store cooled air that can have its own water cooling or air cooling system to reduce the temperature of the compressed air, like a water/air cooled compressor. This will benefit in providing the adequate pressure to the 5th stoke as it is separately stored so high pressure can be maintained in that air tank, but would the system would require more space and modifications to engine and cylinder to incorporate this system, such as a secondary valve for the pressurized air for 5th stroke. 6 CONCLUSION Hydrogen is a good replacement as a fuel for internal combustion engine. Due to its wide range of flammability and other properties, it can be used with different fuel ratios as well as with other fuel combinations. 6 stroke engines are similar to 4 stroke engines but have an additional power stroke. The main issues with hydrogen IC engines can be solved by either using as an additive or improving the cooling system. The 5th stroke cycle in 6 stroke engine can be used as a cooling stroke for hydrogen IC engine. This can be implemented by using a turbocharger intercooler or secondary compressor system. REFERENCES [1] L. Das, \"Hydrogen engines: a view of the past and a look into the future,\" International Journal of Hydrogen Energy, vol. 15, no. 6, pp. 425-432, 1990. [2] L. Das, \"Doctoral dissertation on Studies on timed manifold injection in hydrogen operated spark ignition engine: performance, combustion and exhaust emission characteristics,\" Indian Institute of Technology, Delhi, NewDelhi. [3] L. Das, \"Hydrogen engine: research and development (R&D) programmes in Indian Institute of Technology (IIT), Delhi,\" International journal of hydrogen energy, vol. 27, no. 9, 2002. [4] C. M. a. H. K, \"Hydrogen use in internal combustion engine: a review,\" nternational Journal of Automotive Engineering and Technologies, vol. 1, no. 1, pp. 1-15, 2015. [5] G. Karim, \"Hydrogen as a spark ignition engine fuel,\" International Journal of Hydrogen Energy, vol. 28, no. 5, pp. 569-577, 2003. [6] M. Soberanis and A. Fernandez, \"A review on the technical adaptations for internal combustion engines to operate with gas/hydrogen mixtures,\" International journal of hydrogen energy, vol. 35, no. 21, 2010. [7] S. Verhelst and T. Wallner, \"Hydrogen-fueled internal combustion engines,\" Progress in Energy and Combustion Science, vol. 35, no. 6, pp. 490-527, 2009. [8] E. Overend, \"Hydrogen combustion engines,\" The Unıversıty of Edınburgh, School of Mechanical Engineering, 1999. [9] C. White, R. Steeper and A. Lutz, \"The hydrogen-fueled internal combustion engine: a technical review,\" International journal of hydrogen energy, vol. 31, no. 10, pp. 1292-1305, 2006. [10] P. Naresh, \"Concept Six Stroke Engine,\" Journal of Advancement in Engineering and Technology Science, 2015. [11] J. Conklin and J. Szybist, \"A highly efficient six-stroke internal combustion engine cycle with water injection for in-cylinder exhaust heat recovery,\" Energy, vol. 35, no. 4, pp. 1658-1664, 2010. [12] T. Mohamad and R. A. Abdul, \"Improvement of Full-Load Performance of an Automotive Engine Using Adaptive Valve Lift and Timing Mechanism,\" Advances in Automobile Engineering, vol. 5, no. 2, 2016. [13] Isherwood, \"Expansion of steam in the steam-engine,\" Journal of the Franklin Institute, vol. 106, no. 2, pp. 73-94, 1878. 68

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 EXPERIMENTAL STUDY ON SINGLE POINT INCREMENT HOLE FLANGING SHAH VATSAL; MAKWANA RUDRESHKUMAR Institute of Technology, Nirma University, Ahmedabad 382481. Gujarat, INDIA ABSTRACT: In this paper, experimental study is carried out on hole flanging operation. Hole flanging was done using single stage single point incremental hole flanging process. Literature review was carried out in order to get understanding of the work done in the field of incremental sheet metal forming and hole flanging. Formability is a one of the key consideration in hole flanging operation and usually defined by limit forming ratio. The objective of this paper was to find out limit forming ratio of 1.5 mm thick Aluminum 5052 sheet. To perform hole flanging operation experimental setup was created in the VMC machine. By performing the set of experiments pre-cut diameters and LFR was found. Also, critical pre-cut diameter and LFRmax was measured. In this case, critical pre-cut diameter and LFRmax was found to be 32 mm and 1.8125 respectively. 1 INTRODUCTION Hole flanging is the manufacturing process. In this process, flanges are formed around the pre-cut hole made on the sheet metal. Hole flanging is used in many industries e.g. pharmaceutical, automobile, aeronautics etc. [1]. Some of its applications are like, opening for the heat transfer tube, to locate bosses, to support matting assembly part, to increase the strength of the hole etc. [3]. In the Traditional hole flanging process dedicated set of dies are required. In which, sheet metal with pre-cut hole is clamped and deformed plastically to get a desired shape. Hole flanging using a single point incremental sheet metal forming (HSPIF) is a new manufac- turing technique. In which, sheet metal with pre-cut hole is held in the blank holder and specific SPIF tool is used to form a flange with desired shape (e.g. circular, square, conical etc.) by localized and continuous defor- mation. Traditional hole flanging technique is not cost effective for the batch production and the production of prototype components [1]. This disadvantage can be overcome by using single point incremental process (SPIF) for the hole flanging, which will eliminate the requirement of dedicated set of dies. Also, it can produce complex shapes with higher quality compared to traditional process. Borrego et al. [1] did experimental study of hole-flanging by single-stage incremental sheet forming. They concluded increase in formability by increasing tool radius, also found influence of spindle speed on thickness profile of flange and surface quality. Cao et al. [2] investigated a new hole-flanging approach by incremental sheet forming through a featured tool. They developed a new tool which follow tool path inward to outward in horizontal XY -plane which was opposite to conventional tool path of HSPIF. They found tool to be more efficient for wall thickness distribution with increased HER by 130%. Cristino et al. [3] carried out experiments to analyze fracture in hole-flanging produced by single point incremental forming. In this fracture toughness and critical ductile damage were found out using new methodology which combines plasticity theory and circle grid analysis with experiments of HSPIF. This procedure was used to found effective strain at onset of failure by fracture. Cui et al. [4] studied hole-flanging process using multistage incremental forming. They used three strategies, first strategy with gradual increase of diameter in each step, second strategy same way by increas- ing wall angle, third one with increase in wall angle and flange diameter simultaneously in each step. They carried out series of experiment to find out critical pre-cut hole diameter for each stage of strategy. Experi- mental results showed that strategy in which flange diameter was increased in every step provides higher formability among three. Dewang et al. [5] carried out study on sheet metal hole-flanging process. They con- cluded that better forming limit can be obtained using ISF technique in hole-flanging, which has advantage with better control over shape as well as dimensional accuracy. Joseph et al [6] they analyzed formability and thickness distribution on SPIF at room temperature, 200˚C and 300˚C annealed sheets. They determined that sheet annealed at 300˚C showed better wall thickness distribution and higher formability among others. Makwana et al. [7] analyzed effect of forming parameters i.e. feed and depth of cut in HSPIF. They found out 69

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 that increase in step depth cause increase in surface roughness and increase feed rate causes thickness distri- bution comparatively becomes more uniform. They concluded that high feed rate and medium step depth may result in faster production with optimum formability. Mugendiran et al. [8] analyzed hole flanging on AA5052 alloy by single point incremental forming process. They used mathematical modeling and statistics to find out optimum values of spindle speed, feed, and depth of cut for maximum wall thickness and minimum surface roughness. They concluded that formability is inversely proportional to the pre-cut hole diameter and flange with maximum pre-cut hole diameter had minimum wall thickness variation. In the HSPIF process, formability of the material is the key consideration. LFR is the measure of the form- ability. It indicates the minimum pre-cut hole can be used as well as the maximum final flange diameter. It helps to choose the material based on the application requirement of the flange. By considering the values of LFR and critical pre-cut diameter, one can design the fixture such a way that flanges can be formed without any defects. 2 MATERIALS AND METHODOLOGY Aluminum 5052 sheet with 1.5 mm thickness is used for the experimental study. It is an alloy of Al and Mg which has applications in aerospace and automobile industries. It possesses less density and higher strength to weight ratio. Also, it has good fluidity and good corrosion resistance [9]. Table 1. The Mechanical Properties in AA 5052. Direction Yield stress (N/mm2) UTS (N/mm2) Elongation (%) 14.38 Rolling (0˚) 194.67 265.175 14.1 14.6 Angular (45˚) 196.454 254.792 Transverse (90˚) 197.389 271.801 Table 2. Chemical Composition of AA 5052. Elements % by weight Silicon 0.068 Iron 0.29 Copper 0.007 Manganese 0.06 Magnesium 2.2 Zinc 0.01 Titanium 0.018 Chromium 0.21 Nickel 0.004 Aluminum 97.13 Figure 1: Experimental setup 70

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 To hold a sheet in the fixturue Creating a pre-cut hole with the help of end mill cutter Burr removal and changing tool HSPIF using hemispherical tool on a helical path Figure 2. Flow of the single stage HSPIF process. Figure 3. Helical tool path. For the experiments, hemispherical shape tool with 9 mm diameter was used. Also, AA 5052 sheets of 100 mm X 100 mm with 1.5 mm thickness were used. Figure 1shows the experimental set up used for the single stage HSPIF process. Figure 2 shows the flow of the hole flanging operation. First sheet metal with pre-cut hole is placed between the top and backing plate of the test setup. After that, pre-cut hole is created with the help of end mill cutter. Then burr is removed and hemispherical SPIF tool is used to form the flange. Figure 3 shows the helical tool path used to form the circular flange. Figure 4 shows the procedure used to find out the maximum limit forming ratio and critical pre-cut diameter. Final flange diameter was fixed as 58 mm. 71

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Figure 4. Procedure to find out limit forming ratio. 3 RESULTS AND DISCUSSION Procedure shown in figure 4 was used to find out critical pre-cut diameter and LFRmax of Aluminum 5052 with 1.5 mm thickness for the hole flanging process. Set of experiments were performed by varying the pre-cut diameter from 35 mm to 31mm. It was found that for the range of pre-cut hole diameter of 35 to 32 mm, it was possible to get a whole straight flange without any failure and at 31 mm pre-cut diameter, it failed as shown in below figure 5. So, 32 mm is the critical pre-cut diameter for the flange having final diameter 58 mm. Figure 5. Flanges of pre-cut diameter of 32 mm and 31 mm respectively. Table 3: Experimental results Final diameter Result LFR Experiment Pre-cut hole diameter (mm) No (mm) Success 1.6571 1 35 58 Success 1.759 2 34 58 Success 1.7576 3 33 58 Success 1.8125 4 32 58 Failure - 5 31 58 As per the definition of LFRmax 72

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 ������������������������������������ = ������������ ������0 ������������������ Where, dp = finished part diameter, do min = minimum pre-cut hole. Maximum limit forming ratio was found to be 1.8125. Results can be justified by comparing it with the LFRmax obtained by Mugendiran [8] which was 1.63245 for AA 5052. 4 SUMMARY AND CONCLUSION In this paper, various aspects of hole flanging process and SPIF were studied in the literature review. From which, it was aimed to find out limit forming ratio and critical pre-cut diameter of the aluminum 5052 sheet with 1.5 mm thickness in single stage HSPIF process. By using procedure discussed in methodology, critical pre-cut diameter was found to be 32 mm and maximum limit forming ratio to be 1.8125 for the aluminum 5052 sheet with 1.5 mm thickness and final flange diameter as 58 mm. REFERENCES [1] Borrego, Morales-Palma, Martínez-Donaire, Centeno, Vallellano 2016. Experimental study of hole-flanging by sin- gle-stage incremental sheet forming. Journal of Materials Processing Technology: 320–330. [2] Cao, Bin, Hengan, Hui, Jun2016. Investigation on a new hole-flanging approach by incremental sheet forming through a featured tool. International Journal of Machine Tools & Manufacture: 1–17. [3] Cristino, Montanari, M.B., A.G., P.A.F. 2014. Fracture in hole-flanging produced by single point incremental forming. International Journal of Mechanical Sciences: 146–154. [4] Cui, L. 2010. Studies on hole-flanging process using multistage incremental forming. CIRP Journal of Manufacturing Science and Technology: 124–128. [5] Dewang, Rajesh and Nitin 2017. A study on sheet metal hole-flanging process. Materials Today: 5421–5428. [6] Joseph, Arulmanikandan, Sathishkumar & Sivaganesan 2018. Formability and thickness distribution analysis on alu- minium alloy 5052 using single point incremental forming. ISSN (P): 2249-6890; ISSN (E): 2249-800. [7] Makwana, Bharat, Kaushik 2020. Effect of feed and step depth in hole flanging using single point incremental form- ing. J. Phys.: Conf. Ser. 1706 012177. [8] Mugendiran and A.G 2018. Analysis of hole flanging on AA5052 alloy by single point incremental forming process. Materials Today: 8596–8603. 73

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 EVALUATION OF MAGNETIC REFRIGERATION SYSTEM AS AN ALTERNATIVE TO CONVENTIONAL REFRIGERATION SYSTEM – A REVIEW DOPPALA PRUDHVI RAJU; ANUSHA PEYYALA; MOVVA NAGA SWAPNA SRI; KOTTAPALLI GANESH; KANTTI AJAY; AMGOTU VASU NAIK Prasad V. Potluri Siddhartha Institute of Technology, Kanuru, Vijayawada-520 007, Andhra Pradesh, India ABSTRACT From the review analysis, we need to discuss the new type of refrigeration system known as magnetic refrigeration. The aim of this study is to explain the principle, working and materials used and the operating cycles of Magnetic Refrigerator. Through the development of this system, COP-enhancing ozone layer depletion and global warming are suppressed. Working materials and magnetic refrigeration systems are discussed. This review will help us to understand the Magnetic refrigeration system 1 INTRODUCTION Vapor compression is used in most home refrigerators, air conditioners, and many large industrial applications. However, the diffusion of liquid refrigerants such as CFCs, HCFCs and HFCs warms the global environment and the earth. To solve this problem, use environmentally friendly refrigerants and new technology. Proprietary cooling is the ultimate way to reduce temperature. The technology is an environmentally friendly, independent aging technology that expands and compresses the source (gas) without the use of harmful greenhouse gases. Self-cooling is only effective for existing devices. Magnetic refrigeration (RM) is widely used as a suitable alternative to vapor compression refrigeration to reduce the greenhouse effect. MR is a new green technology using the self-heating effect (MCE). Warburg (1881) was the only MCE of all solid state thermomagnetic (MCM) materials and was the first to discover that MCEs react to changes in the temperature of materials when exposed to a changing magnetic field. Jing He et al.[1], Weiss and Piccard (1918) explain that the root cause of ECM is a change in auto-entropy. Cooling technology relies on the thermal effects of the magnetic field to cool. This method yields very low temperatures (less than 1K). Can be used at room temperature or refrigerated. It can meet the component cost and operational reliability requirements of today's RM equipment. However, proper cooling conditions remain a major challenge to the commercialization of innovative cooling methods. Proper cooling conditions mean that MR devices can meet the cryogenic requirements of small commercial and home applications. Pranav Pachpande et al.[2], The discovery of magnets, the MCM regeneration cycle, are three major research areas for improving the cooling performance of magnetic refrigerators. Magnets drive the MCM to generate cooling power and increase the regeneration cycle. This is the temperature range of the steps to achieve the proper temperature for the MR system. Many studies have focused on magnets and MCM. However, due to the limitations of the material itself, further research is needed for commercial applications in MCM and advanced magnets. There are several ways to optimize the regeneration cycle when considering magnet development and MCM challenges. Currently, three methods are used to optimize the RM read cycle. 1) Add a parallel play bed, 2) Select MCM to load at the bottom of the player, 3) A new regenerative cycle method is provided. 2 LITERATURE REVIEW Jing He et al. [1], Magnetic refrigeration To reduce the greenhouse effect, it has been studied to be considered as a suitable alternative for vapor compression refrigeration. Serial, parallel, and cascade cycle modes form a multimode MR system. We will compare the optimum utilization efficiency, internal cycle mechanism and freezing characteristics of the three modes. The column magnetic material used is 277.4 g of gadolinium, which 74

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 incorporates two NbFeB permanent magnets to provide a maximum magnetic field strength of 1.5T. The results show that different modes affect the performance of the RM system. Serial mode extends the temperature range by increasing the length of the reading area. Simultaneous output of dual regenerators in parallel mode improves cooling. The new cascade cycle is based on a hot or cold regeneration stage and is effectively used to provide a wide temperature range and constant cooling capacity. The optimum duty cycle for series, parallel and cascade modes is 0.5 to 0.9. At the end of the heat flow, the temperature distribution of the regenerated layer does not decrease linearly. In other words, the non-uniformity of magnetic field strength and HTF current narrows the temperature range and reduces cooling capacity. The resulting unloaded temperature ranges were 5.66K, 4.16K and 7.35K for serial, parallel and cascade cycles, respectively, with maximum specific cooling capacities of 29.02, 39.47, 34 and 79W / kg, respectively. is. Study the periodic characteristics of serial and cascade modes in more detail compared to parallel mode. Serial mode offers more potential for high power systems in the temperature range, and serial cycles are more likely to meet the requirements for temperature range and cooling capacity at the same time. However, if the temperature range is wide, the cascade cycle mode shows more promising cooling performance than the parallel cycle mode. The purpose of this article is to understand how different agent connection modes can lead to the performance of different MR systems. Cascade mode, with its ability to generate a wider system temperature range and more cooling capacity, is an effective way to sell magnetic refrigeration systems in the future. Pranav Pachpande et al. [2], has reviewd that The reason after the impact of the refrigerator is the effect of magnetic calories. According to this effect, when magnetic material as gadolinium is exposed to the field with a magnetic field removed and when the magical field is removed. Items used to use magnetic effects in many ways. Gadolinium is used to pass the magnetic field. Since transferring magnetic fields, Gadolinium is hotter when the qualetic effect is included. It is necessary to navigate the waterfall to remove metal heat in the magnetic field. When the materials produce the root of field and magnetic, materials reduce the temperature for the original heat resulting. Next, the summer of the refrigerator coil removed using this gandolinium. Sujay Kulkarni et al. [3], The development of this system improves the COP and reduces the depletion of the ozone layer and global warming. The basic principle of this cooling system is the magnetic effect (MCE). In this way, whenever a magnetic material such as gadolinium is exposed to a magnetic field, the temperature of that material increases. When the magnetic field disappears, the temperature of the material drops again. This is due to the randomness and alignment of atoms in magnetic materials. Magnetic refrigerators utilize the self-heating effect in the following ways. Gadolinium is designed to pass through magnetic fields. Gadolinium generates heat when passing through a magnetic field and exhibits a self-heating effect. When you take it out of the field, return it to its original temperature. But we intend to do a water cycle to draw heat from the metal when it is in a magnetic field. When the material leaves the magnetic field, it cools down to a temperature much lower than its original temperature due to the thermal effect of the magnetic field. Then this cold gadolinium is used to remove heat from the refrigerator coil. Permanent magnets and gadolinium do not require energy input to operate, so the energy required is only the energy needed by the motor to spin the wheels and drive the water pump. Therefore, the power required to operate this refrigerator is also very low. Magnetic refrigerators have two main advantages over today's commercial appliances. It does not contain harmful chemicals or harmful to the environment such as chlorofluorocarbons and is up to 60% effective. In contrast, the best compressor chillers have a maximum efficiency of about 40%. N A Mezaal et al. [4], Self-freezing calories A new environmentally friendly technology based on magnetic solids that act as self-refrigerants (ECMs). In the case of ferromagnetic materials, the MCE is heated by applying a magnetic field to adjust the magnetic moment of the atom. There are two forms of self-phase change possible at the Curie point. First-order self-transition (FOMT) and second-order self-transition (SOMT). The benchmark cycle of self-freezing is AMR (Active Magnetic Regeneration Cycle). The matrix of magnetic material plays the role of cooling water and heat regeneration fluid, the liquid flows through the matrix, and the porosity plays the role of heat transfer fluid. To do. Regeneration can be performed by alternating hot fluids using a player made of magnetic material that is alternately magnetized and magnetized. C Aprea et al. [5], the energy efficiency of commercial R134a refrigeration equipment with the energy efficiency of self-refrigerators operating in AMR cycles. The AMR cycle consists of pure gadolinium, a second-order self-phase transition alloy (Pr0.45Sr0.35MnO3) and a first-order self-phase transition alloy (Gd5Si2Ge2, LaFe11,384Mn0.356Si1.26H1.52, LaFe11.05Co0) and other self-refrigerants. In particular, GdSi2Ge2 is the best magnetic material because the AMR cycle with the second material has about -40% less greenhouse effect than conventional plants. GD, the standard material for magnetic refrigeration, has the same greenhouse effect as a steam compressor. LaFe11.05Co0.94Si1.10, MnFeP0.45As0.55 and Pr0.45Sr0.35MnO3 cannot be considered because the contribution of greenhouse gases is greater than that of 75

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 the steam compressor. These results show that magnetic freezing is a promising freezing technique used for freezing applications. AMR cycles can be an environmentally friendly technique when using magnetic materials that exhibit strong magnetic effects. As expected, the best candidate for a self-cooling system in terms of efficiency is Gd5 (SixGe1-x) 4 with the lowest value of the TEWI index, while it is a very expensive material. This is impractical for every economic plan marketing magnetic freezers. From a global perspective (performance and cost), the most promising materials are LaFeSi compounds, which are significantly cheaper than rare earth compounds and contribute to global warming to a lesser extent than with steam compressor plants. C. Aprea et al. [6], The energy efficiency of R134a commercial chillers is compared to the energy efficiency of magnetic chillers operating in AMR cycles. He compared two different shapes of regenerators: porous media and plates. In the first case, the COP of the AMR cycle is only higher than that of the steam compressor in the low mass flow range. On the other hand, the flat plate regenerator has a better COP in the AMR cycle than the steam compressor only in the high flow rate region. The discussion focused on the effects of magnetic materials, secondary fluids, and regenerator geometries on the energy efficiency of the AMR cycle. To analyze the effect of magnetic materials, simulations were performed using Th = 295 K, a cold water source Tc = 280 K, and liquid water as the secondary liquid. To analyze the effect of the secondary liquid and the shape of the regenerator, simulations were performed using Gd0.8Dy0.2 as a magnetic material from a high well with Th = 280 K and a water source cooled to Tc = 260 K. Simulation, water-mono ethylene glycol mixture (52 wt % mono ethylene glycol), water-mono ethylene glycol mixture (34 wt % mono ethylene glycol), water-1.2 mixture propylene glycol (1,2 propylene glycol 47 % wt %)) and a mixture of water-1,2 propylene glycol (1,2 propylene glycol 38% wt%) were tested as secondary liquids. He compared two regenerators of different shapes. A medium perforated flat plate. Therefore, SOMT materials (God, Gd0.95Dy0.05 and Gd0.9Tb0.1) exhibit slightly better energy efficiency (up to 28% ΔCOP) than steam compressors. The COP AMR cycle for regenerators with porous media is as follows: It is superior to steam compressors only in the low mass flow range (0.015 to 0.02 kg / s). The flat plate regenerator's AMR COP cycle outperforms steam compressors only at high mass flow rates. Range (0.025-0.04 kg / s). Regardless of the transmitter construction, the best secondary liquid is a water-monoethylene glycol mixture (34% by weight monoethylene glycol). Y. Chiba et al. [7], In a 1D numerical model based on the transient energy equation, it is proposed to model the heat exchange between the magnetic material and the carrier liquid in the regeneration layer. The feasibility of the 1D AMR model number was investigated using a magnetic cooling demonstration device recently developed by Clean Cooling Systems SA (CCS) at the University of Applied Sciences in Western Switzerland (HESSO). A pilot model, a starting point for rigorously defining the optimal functioning of the AMR cycle and improvements in energy and cooling efficiency. Farhad Shir et al. [8], As the magnetic chair regenerates, it is necessary to study a detailed description of the four continuous processes. The temperature profile during the transient onset of steady state operation was measured in detail. A change of 5-8 ° C is reported in the temperature difference between the hot and cold ends of the magnetosphere for regeneration. Four continuous process heat transfer and hydrodynamic models have been developed for each heat transfer cycle from the regenerated layer with unique effects. A test bench was designed and the temperature characteristics of the material were measured from the characteristics of the refrigerant in the AMR process. These measurements were made inside the porous layer with different magnetic field strengths and alternating gas flows through the layer. Both temperature profiles of the test bench are measured to check the four-process continuity of the AMR system under normal and transient conditions. A change of 5 °C was observed in the temperature difference between the hot and cold ends of the magnetic layer. A time and space dependent model was developed to evaluate performance and help design the optimal chair for healing icing systems. You can perform a qualitative analysis of the design parameters based on the developed model to study the effect of insulation and isothermal treatment time, frequency of operation, shape and size. The base material, porosity, heat capacity, thermal conductivity of magnetic material, and coefficient of magnetic refrigeration system are larger for convenient use of heat. Archana Ansolia et al. [9], MR uses the following effect. Gadolinium is designed to pass through a magnetic field. Gadolinium is heated to show a thermal effect when it passes through a magnetic field. Once removed from the field, it will return to its original temperature. However, we circulate water to absorb heat from the metal when it is in a magnetic field. When the material leaves the magnetic field, it cools down to a temperature much lower than its original temperature. Then use this cold gadolinium to remove heat from the refrigerator coils. Permanent magnets and gadolinium do not require energy input to make them work, so the energy required drives the electric and water pumps that power the motors to turn the wheels. In contrast, the best 76

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 vapor compression refrigerators reach their peak efficiency of around 40%. No harmful chemicals are used, the efficiency of magnetic cooling is 60% to 70% compared to the Carnot cycle. A. Kitanovski et al. [10], The greater part of the functioning gadgets for attractive refrigeration depends on thermodynamic cycles. Different thermodynamic cycles using AMR are compared. They are Brayton cycle, the carnot cycle and the Ericsson cycle. The results show that the Ericsson cycle works with maximum profitability. However, the maximum cooling capacity can be achieved with the Brayton cycle. The Carnot cycle is less efficient than Ericsson and Brayton cycle. 3 PRINCIPLE OF MAGNETIC REFRIGERATION The operating principle of my refrigerator is based on self-efficacy, which is considered to be adiabatic changes in temperature or isothermal changes in entropy. Let's take a look at a theoretical refrigeration system and a vapor compression system. The existing vapor compression system uses a compressor and two heat exchangers (evaporator and condenser, throttle device). The refrigerant receives heat from the cooled space of the evaporator and is transferred to a vapor state. This steam passes through the compressor, increasing pressure and temperature. The refrigerant then releases heat in the condenser and is converted to a liquid in your system. Throttle device is used to reduce refrigerant pressure to evaporator pressure. The use of permanent or superconducting magnets regulates the magnetic field. The CFC or HFC refrigerant in the system is generally replaced by an active substance, an opening substance. As mentioned earlier, in a refrigerated heat exchanger, the operating material receives heat in the cooled space, and the next operating material receives heat or is magnetized, and the temperature rises due to the heat generation effect of the magnetic field. Figure 1. Magnetic Refrigeration Process. 3.1 Magneto-Caloric Effect: The magnetic effect (MCE, magnetism and calorific value) is a thermodynamic phenomenon in which the temperature of a suitable material changes when the material is exposed to a changing magnetic field. Cryogenic physicists also call it an adiabatic potato. In this part of the cooling process, The strength of the applied magnetic field is reduced and the thermal energy (phonon) of the magnetic material is excited, causing the magnetic field of the magnetic material to be omnidirectional relative to the magnetic field. If the material separates and no energy is transferred to the material during this time (i.e., the process separates), the area absorbs heat and is activated, resulting in a lower temperature and a temperature change. Randomization of the magnetic domain occurs similarly to ferromagnetic randomization at Curie temperature, Energy is added. 3.2 Active Magnetic Generator (AMR) cycle: In 1982, a new concept called AMR (Active Magnetic Generator) was introduced by J. Barclay. Unlike previous gas and magnetic cycles, AMR combines two distinct processes into one concept. The AMR concept uses the magnetic material itself in the refrigerant instead of using another material as a regenerator to recover heat from the magnetic material. Essentially, a temperature gradient is established in the AMR and the fluid is used to transfer heat from the cold end to the hot end. This subtle yet essential idea created a new self- circulation unlike Carnot, Ericsson, Brayton or Stirling. Each part of the AMR player's bed goes through its own cycle. The total mass of the working material has undergone the same cycles, but no longer occurs at a uniform temperature. The active magnetic reader can provide proper heat transfer between the reader matrix 77

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 and the liquid and a wider temperature range. In this study, the Bureyton magnetic cycle was considered. A complete cycle consists of two isotropic phases (adiabatic magnetization/demagnetization) and two isotropic phases (cold and hot currents). The magnetic material has a period between the magnetic fields B0 and B1 and the temperature of the high and low heat source is Th and Tc, respectively. During the cooling of the insulating field (1-2), the magnetic refrigerant gives off heat and absorbs heat during the heating of the insulating field (3-4). Each magnetized element does not allow heat in and out of the magnetic refrigerant. The working principle of AMR is shown in figure 3. Suppose the cold heat exchanger is Tc while the high temperature heat exchanger is in the Th state and the bed is in the normal. Four processes exist in the AMR cycle at the same time. (A) Adiabatic magnetization: Each bead in the bed is preheated. (B) Cooling aspect: Located high up, the liquid flies from the cold end to the hot end, absorbing heat from the bed and releasing heat in a heat exchanger at a higher temperature Th. (C) Isolated potatoes: Each seed in the layer is cooled again. (D) Zero length total heating, the liquid flies from the hot end to the cold end, giving heat to the strata particles and absorbing heat in the cold heat exchanger at a temperature below Tc. The dotted line represents the initial temperature characteristics of the layer in each process, and the solid line shows the final temperature profile of the process. 3.3 Magnetic Refrigeration Cycle: This cycle is a cooling cycle like the Carnot cycle and can be explained by the starting point at which the selected workpiece is subjected to the magnetic field (i.e. the flux density increases). The working material is a refrigerant, which starts out in a cold environment and is in thermal equilibrium. It occurs during the 1-2 adiabatic magnetization of the Carnot cycle, and the magnetization continues in step (2-3), which is the current isothermal magnetization. The heat generated during this process is extracted from the system. The next step, i.e. (3-4), is the adiabatic process of the potato. When the system is connected to a heat source, isothermal demagnetization occurs and is processed (4-1). A Carnot cycle can only be performed when at least four different magnetic fields are created and the thermomagnetic material is moving. During vertical 1-2, a change in magnetic field must be applied quickly to prevent heat diffusion and convection. In (2–3), isothermal magnetization requires a change in magnetic field and simultaneous heat loss. So, the process is slow. The middle zone (1–2–3–4) represents the work required and the zone (1–4 - a - b) deals with the cooling heat energy. Figure 2. The Carnot cycle operates with mixed processes of alteration of the magnetization in an altering field and heat absorption or rejection 4 MAGNETIC REFRIGERATION SYSTEM 4.1 Brown magnetic refrigerator: This is a single cycle reciprocating cooler of the Ericsson magnetic cooler developed by Brown in 1976. The magnetic field provided by a water-cooled electromagnet has a maximum force of 7T. An active magnetic material is immobilized on the emitter consisting of another plate of 1 mol Gd (1 mm thick). The 1mm insulated transmitter is filled with a vertical column of liquid (0.4dm3.80% water and 20% alcohol) to allow vertical passage of the regenerated liquid. While the regeneration tube containing the liquid oscillates up and down, the movement is not driven by the magnetic field. The 7-T magnetic field activates at the appropriate time of the cycle and sequentially performs self-cooling (strong magnetic field) processes such as self (zero magnetic field), heating, magnetization, etc. Under empty conditions, the potato and magnetization are driven out in 78

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Ericsson's ideal self-cycling isothermal process. The temperature range is gradually extended with the next operating cycle. After about 50 cycles, the upper temperature reaches 46 ° C, the lower temperature reaches - 1 ° C, and the total temperature range reaches 47K. 4.2 Zimm magnetic refrigerator: The magnetic refrigerator developed by Zimm is a reciprocating refrigerator that uses the Brayton magnetic cycle. This is a 4-cycle course. With NbTi superconductors, magnetic fields of up to 5T can be obtained. The concept of AMR cycle is accepted by players. Approximately 3 kg of Gd spheres with a diameter of 0.15 to 0.3 mm are packed in two self-heating stages. Thermal liquid is water (add antifreeze). According to the results, the 5T magnetic field can produce up to 600W of cooling power, the efficiency is almost 60% compared to Carnot and the COP is 15. The 1.5T magnetic field can produce about 200 cooling capacity. The device has also been operating for over 18 months and over 1500 hours without major maintenance or breakdowns. 4.3 Steyert magnetic refrigerator: Steyert designed and built an alternative system for the Bureton cycle chiller. In this system, a rotating porous magnetic body rotates in a region of high magnetic field and a region of low magnetic field. The fluid in the heat exchanger enters the wheel at a thorough temperature, leaving the next wheel cooled by the magnetic refrigerant in a weak magnetic field in the cold T. After receiving the cooling thermal load Qcold, the liquid returns to the impeller at Tcold Δ. During heat exchange with the wheel at temperature Thot Δ, the liquid is heated up to Thot Δ. Finally, when the heat wheel enters the heat wheel, the hot heat is placed on the hot plate and the cycle is complete. 4.4 Kirol system: This system was designed by Kiror as a machine that rotates in the same cycle as Ericsson Magnetic. The magnetic field is provided by a permanent NdFeB magnet, which allows a magnetic field of up to 0.9 T in the gap. The rotor consists of a group of flat gadolinium discs with a small space between them. Each disc has a thickness of 0.076 mm and a clearance of 0.127 mm. Epoxy glues 135 discs with a total weight of 270 g to form a rotor. The rectangular flow valve is located at the end of the magnet to allow liquid (water) at the inlet and outlet to flow through the electric field change region. Given the circular shape of the rotor, perform four thermodynamic cycles and obtain a temperature rise of 11K. 5 MAGNETIC REFRIGERATION MATERIALS After Brown first applied gadolinium (Gd), a ferromagnetic material, to a room-temperature magnetic refrigerator in 1976, the scope of his research on magnetic refrigerants has greatly expanded. First, ferromagnetic materials specific to the second-order transition were investigated for large ECMs present in them. After the recent discovery of giant MCEs in GdSiGe alloys, magnetic materials that cause primary magnetic transitions have been attracting attention. The magnetothermal effect is a property of magnetic solids. This effect is affected by all transition metals and elements of the lanthanide family. The refrigerants initially proposed were paramagnetic salts such as cerium and magnesium nitrate. Gadolinium, a rare earth metal, is one of the largest known ECMs. Used as a refrigerant in many early designs of magnetic refrigeration. Below is a list of promising magnetic materials for future use, promising thermomagnetic material categories for applications in magnetic refrigerators:  -Gadolinium-silicon-germanium compounds  -Lanthanum-iron based compounds  -Binary and ternary intermetallic compounds  -Manganites  -Manganese-antimony arsenide  -Amorphous fine met-type alloys 79

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9  -Iron-manganese-arsenic phosphides 6 COMPARISON OF VCRS AND MR The gas compression / expansion freezing process currently has four basic processes illustrated. It is the process of air compression, column extraction, gas expansion and column injection. The two-stage exploitation of thermal expansion is responsible for the two-stage cooling process. Primary cooling is usually caused by the expansion of the gas. The autofreezing process works the same way. If you compare the two figures, you can see that the heat in the magnetic field moves in the magnetic field instead of compressing the gas and out of the magnetic field instead of expanding.Removing heat and injecting a gaseous refrigerant is a fairly rapid process, as turbulent motion transfers heat very quickly and efficiently. Unfortunately, this is not the case for solid magnetic materials. The heat transfer mechanism here is slow molecular diffusion. Therefore, at present, filamentous porous structures are considered to be the best solution to this problem. The small distance between the central region of the bulk material and the adjacent liquid is ideal for faster self-cooling as the heat transfer fluid receives heat and moves it off the surface of the material. Figure 3. Comparison between the processes of Vapour Compression System and Magnetic Refrigeration System 7 ADVANTAGES AND DISADVANTAGES 7.1 Advantages  Although the purchase cost may be higher, the operating cost is 20% lower than that of a conventional chiller. So the life cycle cost is much lower.  The efficiency of magnetic refrigerators ranges from 60% to 70% of the efficiency of the Carnot cycle.  No ozone-depleting refrigerants are used. Therefore, this system is environmentally friendly.  Energy conservation and reduction in the energy costs.  Magnetic refrigeration is completely maintenance-free and mechanically easy to apply.  Quiet technology. This is advantageous in certain contexts, such as medical applications. 7.2 DISADVANTAGES  The initial investment is higher than as compared to the conventional refrigeration.  Magneto-caloric materials are rare earth elements, so they are difficult to obtain.  Protects electronic components from magnetic fields. However, they are static, have a short range and can be gloved. 80

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 8 FUTURE APPLICATIONS At the current stage of development of magnetic refrigerators using permanent magnets, the possibility of high freezing is low. In the future, for certain applications:  Magnetic cooling and air conditioning in buildings and houses  Refrigeration in medicine  Cooling of electronic equipment  Cooling in food industry and storage  Magnetic household refrigeration appliances 9 CONCLUSION From literature, the magnetic refrigeration and its principle, working and materials used and operating cycle is understood. A detailed comparison of Vapour compression refrigeration system and magnetic refrigeration system was presented in detail in all the papers considered for this study. Magnetic and magneto caloric properties are also presented. So, this literature survey helped us in understanding the development of MR system by increasing the cop and reducing the ozone depletion potential and global warming potential. This is a technology that has proven to be environmentally safe. This magnetic refrigeration system has 25% better performance than the vapor compression system. REFERENCES [1] H. Jing and W. Jianghong, \"“Comparative study on the series, parallel and cascade cycles of a multi-mode room temperature magnetic refrigeration system”,\" International Journal of Refrigeration, vol. 117, pp. 94-103, 2020. [2] S. A. K. Pranav Pachpande, \" “Magnetic Refrigeration: The Modern Refrigeration Technique- A Review”,\" International Journal of Analytical, Experimental and Finite Element Analysis (IJAEFEA), vol. 7, pp. 1-8, 2020. [3] K. Sujay and M. Anil, \"“Study of Magnetic Refrigeration,\" International Journal for Research in Engineering Application & Management (IJREAM), no. ISSN : 2454-9150 Special Issue - AMET, 2018. [4] N. Mezaal and K. V. Osintsev, \"“Review of magnetic refrigeration system as alternative to conventional refrigeration system”,\" IOP Conference Series: Earth and Environmental Science, vol. 87, 2017. [5] C. Aprea and A. Greco, \"Magnetic refrigeration: an eco-friendly technology for the refrigeration at room temperature,\" Journal of Physics, no. Conference Series 655, 2015. [6] C. Aprea and A. Greco, \"Magnetic refrigeration: a promising new technology for energy saving,\" International Journal of Ambient Energy. [7] Y. Chiba and A. Smaili, \"“Thermal investigations of an experimental active magnetic regenerative refrigerator operating near room temperature”,\" International Journal of Refrigeration, vol. 37, pp. 36-42, 2014. [8] S. Farhad and M. Catherine, \"“Analysis of room temperature magnetic regenerative refrigeration”,\" International Journal of Refrigeration , vol. 28, pp. 616-627, 2005. [9] A. Archana and A. Manoj, \"Magnetic Refrigeration: A Promising Substitute for Vapour Compression System,\" International Journal of Innovations in Engineering and Technology (IJIET), vol. 8, no. 2, 2017. [10] A. Kitanovski and U. Plaznik, \"New thermodynamic cycles for magnetic refrigeration,\" International Journal of Refrigeration, pp. 1-8, 2013. 81

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 APPLICATION OF C# IN MECHANICAL ENGINEERING PROBLEM SHARMA RAHIL; GORAKH RAUNAK Institute of Technology, Nirma University, Ahmedabad, Gujarat, India ABSTRACT: Heat exchangers are mechanical devices which are vastly used in both cooling and heating pro- cesses. This project includes a briefing on C# and then discusses about the concept of heat exchangers i.e. Parallel and Counter flow using Log mean temperature difference (LMTD) and Number of transfer units (NTU) effectiveness methods. Thus, the main objective of this project is to apply concept of programming language C# on mechanical problem of Heat exchangers to calculate the parameters like Area, Effectiveness, tempera- tures, LMTD and NTU etc. At the end there is comparison between both the flow heat exchangers when given the same inputs. 1 INTRODUCTION 1.1 About C# language C# pronounced as ‘see sharp’ is one of the modern object-oriented and component-oriented programming Language. It is used as it enables the users to develop secure and robust applications which are supported and runs smoothly in the .NET ecosystems. C# is relatively new language as to other C counterparts but is widely used to develop websites, desktop applications, Web applications and other web services. It is used to develop and create applications of Microsoft at a large scale. Here Visual studio is used to write code with C# as coding language and the input is to be given by the user. 1.2 Heat exchangers and its Types Heat exchangers concept plays a very crucial role in Air conditioning and refrigeration systems, as they are used to transfer heat between two or more fluids. Heat exchangers can be classified on many factors, one of them is the direction of the flow of the fluids in the system. Example. Parallel flow, Counter flow, Cross flow etc. But the project is based on Parallel and Counter flow so it is discussed below. Counter Flow heat exchanger is one in which the flow of both the fluids are opposite to each other. Here also the cold fluid exiting temperature will never exceed the lowest temperature of hot fluid of the Heat ex- changer. The below figure consists of the diagram of counter flow and also the temperature distribution graph for Counter flow heat exchanger. Figure 1. Counter flow heat exchanger. 82

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Parallel Flow heat exchanger is the one in which both the working fluids hot as well as cold runs in same direction. Parallel flow heat exchangers are mainly used when there is a need of limiting heat transfer. The efficiency of Parallel flow heat exchanger is less as compared to Counter flow heat Exchanger. The below figure shows the temperature distribution graph for parallel flow heat exchangers. Figure 2. Parallel flow heat exchanger. 2 BRIEF ABOUT PROBLEM 2.1 Introducing LMTD and NTU methods Log mean temperature difference or LMTD is used in heat exchangers for determining the temperature driving force for the heat transfer in the heat exchanger system. It is simply the logarithmic average of the temperature differences or the ratio of temperature differences at the end of heat exchangers between the hot and cold fluids. Note that LMTD of counter flow will always be greater than that of Parallel flow heat exchanger. Below formula shows the mathematical calculation formula for calculating LMTD for both parallel and counter flow heat exchangers. From the above we can note that temperature difference,  = (������ℎ − ������������): ∆������������ = 1−2 (1) log(1) 2 where ∆������������ = LMTD; ������ℎ = Hot fluid temperature; and ������������ = Cold fluid temperature. We can also calculate the theoretical Area of the heat exchanger by the given formula: (2) ������ = ������������∆������������ where Q = Heat transferred; U = Overall heat transfer coefficient; and A = Surface area. The concept of LMTD will not be functional when we don’t know the outlet temperatures of both the fluids. Normally in mechanical applications also we always do not know both the outlet temperatures so than we use NTU method for heat exchangers. NTU stands for Number of transfer units, and it can be found out by the following formula: ������������������ = ������������ (3) ������������������������ Where NTU = Number of transfer units; and ������������������������ = minimum heat capacity of the fluid. The NTU approach can be used for calculating Effectiveness, E as: ������ = ������������������ (4) ������������������+1 83

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 2.2 Problem statement Prepare a C# code which takes required inputs from the user and gives the design outputs for parallel as well as Counter flow and also calculates the Area and the Effectiveness for both the flow types. Also refer and use the formulas discussed above in the code for calculations. 3 METHODOLOGY Using the Formulas of LMTD and NTU methods and then developing the code from C# language one has to follow the below flow. The below figure shows the exact approach and steps to be taken to write and formulate the code. One can get the exact idea of the code from the below figure as what values to be taken from user and what should be returned as the printed output. Figure 3. flow and structure of the code. Thus, the values of the Cp, temperatures and mass of the fluids used is to be provided by the user as per necessity. Also, there should be a case switch between parallel and counter flow, which can be implemented by the user by pressing the dedicated key. Q value will be calculated according to users input values and from that by using LMTD Area will be calculated. Also by calculating NTU effectiveness of both the flow types heat exchanger can be known. 4 RESULTS AND DISCUSSIONS Some values were taken and then were passed into the code whose output is shown in the below figures. 84

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Figure 4. Output of the code. From the output figure we can note down some values like that of area and effectiveness for both the parallel as well as counter flow heat exchanger. Below table is filled using the output values from the code and hence a comparison between both the flow types using the parameters can be made. Here both the values for counter and parallel heat exchanger are calculated for same fluids and other conditions. 85

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Table 1. Comparison between Counter and Parallel flow from Program output Parameter Counter Flow Parallel Flow Area 80 135 Effectiveness 0.45 0.41 5 CONCLUSION By using OOP’s concepts one can design codes for variety of mechanical problems, this was one of such problem that we have covered in this project by using C#. By the end of project we came to know the exact difference in two flow type heat exchangers and the two common methods for calculating and designing heat exchanger. From our program output we can make a conclusion that the area requirement of counter flow heat exchanger is less as compared to counter flow heat exchanger. Also we can say that despite of having low area than also the effectiveness value of Counter flow heat ex- changer is greater than parallel flow. Because the area requirement is low and effectiveness is high so, the efficiency of Counter flow heat exchanger will be more as compared to Parallel flow type. Thus, this sums up why in majority of industrial use counter flow heat exchangers are preferred over parallel flow heat exchangers. REFERENCES [1] M. Thirumaleshwar, Software Solutions to Problems on Heat Transfer: Heat Exchangers, 1st ed., bookboon.com, 2013. [2] S. Tanmay, C. Pritish, S. Prasad and P. Sudeep, \"Java Development Program on Parallel and Counter Flow Heat Exchanger,\" INTERNATIONAL JOURNAL OF EDUCATIONAL RESEARCH AND TECHNOLOGY (IJERT), vol. 06, no. 09, 2017. 86

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 DESIGN AND FABRICATION OF FIXED-WING UNMANNED AERIAL VEHICLE (UAV) WITH HIGH PAYLOAD FRACTION IN MICRO CLASS CATEGORY (MCC) SONI VEDANT; PRAGDA VIVEK; PATIL YASHKUMAR Institute of Technology, Nirma University, Ahmedabad ABSTRACT The area of application for Unmanned Aerial Vehicles (UAVs) is constantly expanding. The Mi- cro Class Category (MCC) is gaining admiration due to its compactness and wide range of applications. The MCC is categorized based on the weight of UAV ranging from 0.5 kg to 2 kg. Thus the main challenge in MCC is to achieve minimum empty weight and high payload fraction. This paper presents the design methodology and fabrication of an MCC UAV trying to achieve the least empty weight and high payload fraction. An itera- tive design approach is employed to achieve the best possible configuration and meet the design statement. Upon reaching a basic design numerous iterations, trade study, and optimization resulted in a final design. Conducting several tests ensured the unwavering quality and safety of the designed UAV. 1 INTRODUCTION A UAV with a high payload fraction can carry weight equal to its empty weight. The use of such UAVs is increasing in day-to-day life. Conducting several analyses to meet the fundamental necessity of a UAV is essential to choose the perfect UAV structure and planform. Rudimentary parameters like wing area are cal- culated for further use in XFLR5 software; for examining various UAV parameters and performing control analysis. Once the base was set, the internal structure of the wing was designed by utilizing the software Dev Wing. With 2D CFD analysis of airfoil producing high lift at low speeds were considered. So the fuselage measurements were set such that the complete structure of the UAV is aerodynamically stable. From that point, intensive research was carried out to figure out the most excellent material suited for the UAV, one that provides qualities such as lightweight but at the same time not compromising its strength. The material hence chosen was paper coated foam board for the fuselage with corrugated reinforcement to sustain impact during landing. In all ensuring the UAV is lightweight as well as strong. Wind tunnel testing of our airfoil was made to validate the results. Impact analysis and CFD on the fuselage to test its unwavering quality and drag is attempted. Intensive experimental testing is conducted to check the reliability of the UAV. 2 DESIGN OVERVIEW 2.1 Conceptual and engineering philosophy Firstly different design structures were studied and the weight of the UAV was estimated from which payload fraction for the UAV was targeted. Then aspects like wing shape, configuration, and location; power plant type were decided for the prototype. Then parameters and sizing were selected, based on which detail design like ribs position and thickness, aerodynamics and analysis of various parameters, and control was done using various softwares. Then tests were carried out and upon them; changes were made for obtaining the final design. 87

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Figure 1. Design Process Figure 2. Engineering philosophy for UAV sizing 2.2 Preliminary design and weight estimation The preliminary design considerations were arrived at after the literature survey. The estimated flying weight is 1.5kg, with an aspect ratio of 4 to 6. The high wing will be used with a conventional tail. The maximum estimated thrust to weight ratio is 0.85. Considering power plant contribution of 20% and empty weight 30%; from Eq. (1) maximum payload is found to be 0.75 kg. ������������ = ������������ + ������������������ + ������������������ (1) 3 WING DESIGN 3.1 Wing location and type The wing location will be high as it assures safety during belly landing [1]. The wing planform selected is tapered. The selection was done considering several factors like manufacturing, flight performance, and ease of theoretical analysis. Of many options, taper was not only the best suited but also reduces vortex generation, generated lift similar to an elliptical wing and weight concentration is near the root chord, thus reducing the need for strong reinforcement. 3.2 Airfoil selection An airfoil is a critical part of a wing. Airfoil with high lift coefficient at low speed is required to attain a high payload fraction. For the required conditions several airfoils were shortlisted, which were to be judged based on the lift, lift to drag coefficient, stall angle, and drag coefficient. Of all airfoils, S1223 was procured as it met all the requirements for the UAV as depicted in Table 1. Table 1. XFLR5 airfoil data comparison Airfoil Clo Cdo Cl/Cd stall Cmo S1223 1.24 0.014 104 14 -0.27 NACA 6412 0.62 0.009 83 15 -0.14 Curtis C-72 0.63 0.010 105 12 -0.10 MH114 0.86 0.009 130 15 -0.20 88

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 S1223 NACA 6412 MH114 Curtis C 72 Figure 3. XFLR5 airfoil characteristics comparison 3.3 Wing design (2) Equation (2) is used to determine wing surface area (Sw). ������ = 0.5 ∗ ������������ ∗  ∗ ������2 ∗ ������������ where L is lift force, Cl is lift coefficient,  is air density and v is cruise speed. As takeoff weight is 1.5 kg, L is 14.715 N. Airfoil cl = 1.24 and finite wing Cl = 0.74, from aircraft design study v =16 m/s. Air density is 1.225 kg/m3. From equation (2) we get Sw = 0.127 m2. For high wing config- uration, the wing is mounted on the fuselage and attached with help of velcro. As lift is not produced at fuselage - wing joint, the wing area is increased from 0.127������2 to 0.152������2. Aspect Ratio = 4.67 which falls under cargo plane, is selected as a trade-off between glide characteristics and short span of the wing. The calculated wing- span is 0.840 m. and MAC is 0.184 m. Tapering a wing planform gives several significant aerodynamic and structural advantages. A tapered wing is light as the wing root bending moment is reduced due to the concentration of weight near the root. But the concentration of the lift moves towards the tip. So to avoid tip stall the taper ratio () must be 0.4 to 0.75. From iterations taper ratio of 0.715 was selected. 3.4 Aileron sizing The aileron span is half of the wing and the chord is one-fourth of wing MAC for sufficient roll character- istics [2]. So, the aileron length was found to be 0.19 m, and the chord is 0.05 m. 3.5 Wing structure For a light and strong wing, different structures based on manufacturing ease, strength, and weight were considered. Then spar and ribs structure was selected among foam wing and corrugated wing. The airfoil ribs are attached to one main spar and the front circular spar. For reducing the weight truss was finalized after several FEA iterations (Fig. 4). The triangular truss system reduced the weight by 30%, providing almost the same strength as before. Figure 4. Designed wing structure and airfoil topology 3.6 Wing manufacturing The internal structure of the wing is made from 0.003m thick balsa ribs. The ribs are supported by 0.005  0.005 m Plywood. The whole internal structure is coated by a 0.001 m thick balsa sheet for extra strength. The tip chord of the wing is made of solid ply in order to avoid damage during transport and impacts. 89

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 4 EMPENNAGE An empennage provides trim, stability, and control to the UAV. Empennage is of various configuration and is named according to its shape of which conventional tail (Fig. 5) is selected. 4.1 Sizing of the horizontal and vertical stabilizer CHT = LHT∗ SSwHT, CVT = LVT∗ SVT (3) ĉw∗ bw∗ Sw where Cx∗T is tail volume coefficient, Lx∗T is tihsewdiinsgtasnpcaen.bHetewreeexn∗w=in���g���,M������AreCspaencdtisvtealbyilfiozerrhMorAizCon, tSaxl∗aTnids stabilizer area, ĉw is wing mean chord and bw vertical. From study, CHT is 1.0 and CVT is 0.09 for cargo planes. By iterations SHT = 0.055m2 andSVT = 0.028m2; root and tip chords are 0.21m and 0.15m respectively; span is 0.32 m and 0.16m for horizontal and vertical stabilizer respectively; CHT is 0.96 and CVT is 0.092 (Eq. 3). 4.2 Sizing of elevator and rudder From the design study [3], the elevator chord is taken about 25% of MAC of horizontal stabilizer i.e. 0.0454 m. So, an elevator chord of 0.055 m was selected, which produces sufficient pitching moment. Similarly, the elevator chord is taken 25% of MAC of vertical stabilizer i.e. 0.0454m. So, a rudder chord of 0.055m was selected that produces sufficient yawing moment. Figure 5. Designed empennage 5 FUSELAGE The fuselage is the foundation of a UAV; it houses many components like the power plant, wing, tail, and payload. The fuselage’s initial sizing is based on the lever arm of the tail and the CG balance of the UAV. Material, strength, weight, and aerodynamic drag were the main parameter upon which the fuselage was de- signed. It was manufactured from a 5 mm thick paper-coated foam board; reinforced on the side walls by a 2mm thick ply below the wing seat. [4]A corrugated sheet was used to reinforce the floor of the fuselage, as it will be affected most than other parts during landing. It weighed 0.24 kg. Figure 6. Designed fuselage 6 STABILITY AND CONTROL Static margin is the parameter that shows the stability and performance of a UAV. It is the distance between the Centre of Gravity and the Neutral Point of the UAV [5]. In the designed UAV static margin is found to be 19.9% (Table 2) which fits in the range of 5% to 40%. 90

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Table 2. Different points on wing chord length Sr. No. Point Value 1 Aerodynamic Centre (XAC) 0.045 m* 2 Centre of Gravity (XCG) 0.063 m* 3 Neutral Point (XNP) 0.099 m* 4 Static Margin 19.9 % * from the leading edge of the wing A UAV has eight aerodynamic modes, of which four are lateral and the other four are longitudinal. The lateral modes consist of a spiral, a roll, and two Dutch roll modes. The longitudinal modes are two symmetric phugoid modes and two symmetric short period modes. The roots are in the negative region (Figure 7) which shows that the UAV is stable. Figure 7. Longitudinal and lateral modes 7 POWER PLANT The power calculation was based on initial estimated values of mission requirements. Also, during constant level flight, thrust is equal and opposite to drag. Thus to get good climb and acceleration capabilities, the static thrust to weight ratio should be 0.5 to 1. Considering the requirements, the power plant components (Table 3) are selected. Table 3. Power plant components Component Specification Motor AT2317 1250 KV T–Motor Propeller APC Electric 9 * 6 Battery 1500 mAh 35C Li-Po Battery ESC Rated 40A 8 FINAL PERFORMANCE Designing a UAV with a tapered wing helped to decrease the empty weight. The foamboard fuselage provides the lowest empty weight as well as good strength. A comparison between the estimated values and final tested values of various parameters is shown in Table 4. Though the values obtained from the flight test and calculated values showed deviation; the values obtained from flight test are at par. The cruise speed obtained is 16 m/s which is slightly greater than calculated, while the maximum payload is 0.70 kg which is less than the on paper value (Table 4). With the UAV weighing 0.79 kg, the maximum possible payload fraction obtained from flight test is 0.47. The UAV has flight time of 390 s which is adequate corresponding to its weight. 91

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Table 4. Resultant parameters after simulation Parameters On paper val- Tested values ues Vstall 08 m/s 09 m/s Vcruise 14 m/s 16 m/s Vmax 18 m/s 21 m/s Endurance 400 s 390 s Weight 0.70 kg 0.79 kg Maximum payload 0.80 kg 0.70 kg Payload fraction 0.53 0.47 Range 1.2 km 1.2 km Figure 8. 3D model of UAV and proof of flight 9 CONCLUSION This study presents the preliminary design and development of a UAV in MCC with a high payload fraction. To achieve a high payload fraction, landing gear was not used. Thus hand launch system is incorporated i.e. hand launch and belly landing. The wing planform, airfoil, fuselage planform, empennage configuration, power plant, and other aspects are designed after several iterations while conducting trade-off studies. The final design generated enough lift to carry as much as its empty weight; foam board was used as material for fuselage and empennage to achieve it it is achieved with the incorporation of foam board as material for the fuselage and empennage design. Also, the selected power plant weighed the least. All roots of different stability modes lying in the negative region make UAV stable with level 1 flying qualities. The future work to be done on UAV is to integrate various sensors in the system to employ the UAV for tasks like air quality checking, gas leakage detection, fire detection, monitoring industrial sites, and package delivery. REFERENCE [1] D. Raymer, Aircraft design: A conceptual approach, American Institute of Aeronautics and Astronautics, Inc., 2012. [2] H. M. Sadraey, Aircraft Design: A systems engineering approach, John Wiley & Sons, 2012. [3] J. J. D. Anderson, \"Solutions Manual to Accompany Introduction to Flight,\" Energy, vol. 20(26), p. 6, 2005. [4] S. Bakaul, A. M. Salam, F. Tanzim, A. Al Faysal, S. Md and F. K. Md, \"Design and fabrication of a micro-class unmanned aerial vehicle (UAV) with high payload fraction,\" IOSR Journal of Mechanical and Civil Engineering, vol. Volume 7 (5), pp. 36-46, 2013. [5] P. Bandu, \"Performance, stability, dynamics and control of airplanes,\" AIAA, 2004. 92

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 BOILER TECHNOLOGY: USING PLASTIC AS AN ALTERNATIVE FUEL CHAUHAN SHUBHANSHUSINGH , PATEL ADITYA , SOLANKI YASHRAJ Institute of Technology, Nirma University, Ahmedabad-382481, Gujarat, INDIA ABSTRACT: Domestic and municipal plastic waste are non-decomposable but have high-energy content and are suitable for co-processing with coal. A global material balance study on plastic points out that 79% of the total plastic produced in the world enters our environment as waste. Only 9% of the total plastic waste in the world is recycled. A Central Pollution Control Board (CPCB) report (2018-19) [1] places the complete yearly plastic waste age in India at a humongous 3.3 million metric tons each year. Indeed, even this information, terrifying all things considered, may be an underestimation. A 10:1 ratio of plastic to coal as input reduces the efficiency to 75% as compared to a hard coal fired boiler unit which has efficiency about 92% but solid plastic waste is available for free if not used and results in land pollution. The sensitivity of the economics of co- processing plastic waste with coal can be economically and efficiently as input for an incinerator boiler. 1 INTRODUCTION Solid fuels are the usual choice in boilers due to their cheap price but their availability is a major issue at the moment. Also due to high carbon content a substantial amount of CO2 is produced, there is more dust and ash and higher amount of oxygen is required to burn it. Moreover, burning of coal inside a boiler results in emission of polluted ingredients such as NOx, sulfur dioxide i.e., SO2, sulfur trioxide i.e., SO3 etc. Typically, a chemical reaction takes place between emitted sulfur dioxide and water vapor present in the atmosphere due to which a feeble type of sulfuric acid is created that happens to be one of the major reasons for acid rain. With such disadvantages a change is required in the coming times. An alternative fuel such as plastic from households can be used. According to CPCB’s report(2013) [1] for plastic waste management following are the problems with disposing of plastic waste: Release of fugitive emissions during the polymerization process, release of harmful gases such as Carbon Monoxide, Formaldehyde etc. during product manufacturing, land becomes infertile due to indiscriminate plastic waste disposal, release of toxic emissions such as Carbon Monoxide, Chlorine, Hydrochloric Acid, Dioxin, Furans, Amines, Nitrides, Styrene, Benzene, 1, 3- butadiene, CCl4, and Acetaldehyde on burning of plastics waste including polyvinyl chloride (PVC), leaching of toxic metals into underground water such as Lead and Cadmium pigments due to indiscriminate dumping of plastic waste on land, multilayer, metalized pouches and other thermoset plastic pose disposal problems, sub-standard plastic carry bags, thin packaging films etc. pose problems in collection and recycling and reuse, indiscriminate and littered plastic waste pose an unaesthetic look and choke the drain, soiled and mixed plastics waste interferes with its beneficial utilization, unsound use of plastic waste and running of recycling industries in non-conforming areas releases fugitive emissions. Thus, using plastic, that is actually a problem in itself, as the solution to this problem would be the right thing to do. On the off chance that you consume unadulterated hydrocarbons, like polyethylene (PE) and polypropylene (PP), you will create a fuel that burns fairly clean. However, on consuming PVC a lot of chlorine will erode the combustion chamber and dirty the climate. Consuming PETE discharges oxygen into the oxygen denied chamber accordingly easing back the handling, and PETE reuses proficiently at reusing focuses, so it is ideal to reuse PETE customarily. HDPE (containers) and LDPE (sacks and movies) are essentially polyethylene so exceptionally usable as fuel too, just marginally more contaminating as a thicker heavier fuel is made. However, extra handling can transform even HDPE into a spotless diesel. Generally, economic factors are the driving force behind the use of one technology or fuel over another. This paper aims to evaluate the technical, environmental and economic effects of mixing plastic waste and coal. The present study is based upon the installation done at Shah Paper Mill Ltd., Vapi and Gayatri Shakti Paper and Boards Ltd., Valsad. 93

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 2 INPUT FEED SPECIFICATIONS As shown in Figure 1, 10 tonne plastic fed incinerator boiler has these specifications where the dried plastic is passed on the conveyor belt (speed 25 m / s) at the rate of 2 ton/hr. and coal is sprayed on the conveyor belt from the coal feeder as shown in figure 2, at 200 kg/hr. Ideally 10% to 12% of input feed is coal and that raw mixture is passed through the combustion chamber. The setup is operating on least possible consumption of coal. Figure 1: conveyor carrying plastic Figure 2: Coal feeder 94

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 2.1 Plant layout Figure 3: Plastic Fed Boiler Plant Diagram Boiler is a closed vessel wherein a fluid (water in this case) is heated, steam or fume is created, steam is super-warmed, or any blend thereof, under high pressure, by the immediate utilization of energy from the burning of fuels (plastic + coal) in this case. Boilers are widely used in almost every industry requiring energy in the form of steam and use nonrenewable sources as coal and emit harmful gases. Here, plastic (municipal and domestic) is used along with a reduced quantity of coal. After the plastic waste is collected into the container from the city, it is compressed and dried up to the extent that it has moisture content less than 40% on its surface, so it is really for optimum efficient combustion. The plastic is continuously carried to the burner area with the help of a conveyor belt, roughly regulated at the speed of 25m/s. Coal is sprinkled on the conveyor via coal bunker which helps in ignition. This is fed directly into the furnace which has the provision of LDO burner along with blower. The ash formed is removed downwards from the furnace burner. There are pipes carrying water that are heated. This steam along with gases at high temperature is used to heat the water in the boiler shell. The temperature in the boiler shell shall be above 900 degree Celsius. To sustain this temperature LDO can be provided in the boiler shell also. The high temperature, high pressure, high energy steam is revived from the boiler shell and is used for its application. The gases left in the boiler shell are hazardous for humans and the environment so further treatment is carried out before releasing it into the environment. The entire set up is of travelling nature, where the fuel is never in stationary mode. The gases are then passed into the air preheater (commonly known as APH). The motivation behind the air preheater is to recuperate the warmth from the heater vent gas which expands the warm productivity of the evaporator by decreasing the helpful warmth lost in the pipe gas. As an outcome, the pipe gases are additionally passed on to the vent gas stack (or fireplace) at a lower temperature, permitting work on plan of the transport framework and the pipe gas stack. It likewise permits power over the temperature of gases leaving the stack (to meet emanations guidelines, for instance). It is introduced between the economizer and chimney. Then the flue gas is passed into a cyclone separator, which uses the principle of inertia to remove particulate matter from flue gas. It is used to control and remove particulate matter that is larger than 10 micrometers in diameter, in this case all the matter above 5 microns is removed. Carbon activator removes organic material (since plastic is burnt) and also removes odor, if any. The flue gas is then processed in ESP, which is a filtration device that is used to remove fine particles like smoke and fine dust from the flowing gas. It removes particles above 1 micron. All of this movement of the flue gas is supported by the ID fan. An ID fan removes flue gases from a boiler and forces exhaust gas up a stack. The ID furnace operates with a slightly negative pressure, creating pressure difference for flow of the flue gases. The flue gas is finally Introduced in wets scrubber, where the dirty flue gas is introduced in alkaline liquid where all the unwanted impurities are removed and the gas is let in the environment through the chimney, which has sensors to detect the SOx and NOx values present in the flue gas. 95

Proceedings of International e-Conference on Recent Innovations in Mechanical Engineering (RIME) 2021 ©2021, MESA, ME, ITNU ISBN: 978-93-5473-550-9 Through this entire setup, the waste (plastic) is efficiently converted into energy and gas within permissible limits is emitted in the environment. 3 EMISSION Concerns regarding the pollutants emitted are always an issue for the industry. Coal when burnt alone has emissions in the range of 50-200ppm. It is a common notion that plastic when burnt produces harmful emissions and damages the environment however it depends on the conditions in which it is burnt. The incineration takes place in a tightly controlled environment in order to reduce the amounts of volatile organic compounds, dioxins, furans and heavy metals. Table 1shows the amounts of SOx, NOx and CO emissions with respect to the standard values that are set by the governing body. [1] Table 1. Comparison of amount of standard pollutants Pollutant Permissible Industry SOx 100ppm 50ppm NOx 50ppm 40ppm SPM 50 50 CO 0.12ppm 0.07ppm 4 DIRECT EFFICIENCY CALCULATIONS [2] The direct efficiency of the boiler depends on many factors such as steam enthalpy (kCal/kg), fuel quantity used (ton/hr), steam generated quantity (ton/hr), gross calorific values and feed water enthalpy, kCal/kg. Boiler efficiency can be calculated from the equation shown in the figure 4.1 using the data mentioned in table 4.1 Figure 4.1: Calculation of boiler efficiency Table 2. Data for calculating boiler direct efficiency Total steam obtained 170 ton/day The ratio enthalpy of feed water 668 Kcal/Kg The ratio enthalpy of steam 50 Kcal/Kg Total fuel consumption 50 ton/day Fuel calorific value 3000 Kcal/Kg Plastic Fed Boiler efficiency 70.02% 96