28-03-2009, 09:49 AM
[quote='remshad_m' pid='1534' dateline='1234688344']
The Hy-Wire Car
Introduction
Cars are immensely complicated machines, but when you get down to it, they do an incredibly simple job. Most of the complex stuff in a car is dedicated to turning wheels, which grip the road to pull the car body and passengers along. The steering system tilts the wheels side to side to turn the car, and brake and acceleration systems control the speed of the wheels.
Given that the overall function of a car is so basic (it just needs to provide rotary motion to wheels), it seems a little strange that almost all cars have the same collection of complex devices crammed under the hood and the same general mass of mechanical and hydraulic linkages running throughout. Why do cars necessarily need a steering column, brake and acceleration pedals, a combustion engine, a catalytic converter and the rest of it?
According to many leading automotive engineers, they don't; and more to the point, in the near future, they won't. Most likely, a lot of us will be driving radically different cars within 20 years. And the difference won't just be under the hood -- owning and driving cars will change significantly, too.
In this article, we'll look at one interesting vision of the future, General Motor's remarkable concept car, the Hy-wire. GM may never actually sell the Hy-wire to the public, but it is certainly a good illustration of various ways cars might evolve in the near future.
Hy-Wire Basics
Two basic elements largely dictate car design today: the internal combustion engine and mechanical and hydraulic linkages. If you've ever looked under the hood of a car, you know an internal combustion engine requires a lot of additional equipment to function correctly. No matter what else they do with a car, designers always have to make room for this equipment. The same goes for mechanical and hydraulic linkages. The basic idea of this system is that the driver maneuvers the various actuators in the car (the wheels, brakes, etc.) more or less directly, by manipulating driving controls connected to those actuators by shafts, gears and hydraulics. In a rack-and-pinion steering system, for example, turning the steering wheel rotates a shaft connected to a pinion gear, which moves a rack gear connected to the car's front wheels. In addition to restricting how the car is built, the linkage concept also dictates how we drive: The steering wheel, pedal and gear-shift system were all designed around the linkage idea
Thermal Barrier Coatings
Thermal Barrier Coatings
Introduction
Heat engines are based on considering various factors such as durability, performance and efficiency with the objective of minimizing the life cycle cost. For example, the turbine inlet temperature of a gas turbine having advanced air cooling and improved component materials is about 1500oC. Metallic coatings were introduced to sustain these high temperatures. The trend for the most efficient gas turbines is to exploit more recent advances in material and cooling technology by going to engine operating cycles which employ a large fraction of the maximum turbine inlet temperature capability for the entire operating cycle. Thermal Barrier Coatings (TBC) performs the important function of insulating components such as gas turbine and aero engine parts operating at elevated temperatures.
Thermal barrier coatings (TBC) are layer systems deposited on thermally highly loaded metallic components, as for instance in gas turbines. TBC's are characterized by their low thermal conductivity, the coating bearing a large temperature gradient when exposed to heat flow. The most commonly used TBC material is Yttrium Stabilized Zirconia (YSZ), which exhibits resistance to thermal shock and thermal fatigue up to 1150oC. YSZ is generally deposited by plasma spraying and electron beam physical vapour deposition (EBPVD) processes. It can also be deposited by HVOF spraying for applications such as blade tip wear prevention, where the wear resistant properties of this material can also be used. The use of the TBC raises the process temperature and thus increases the efficiency.
Structure Of Thermal Barrier Coatings
Thermal Barrier Coating consists of two layers (duplex structure). The first layer, a metallic one, is called bond coat, whose function is to protect the basic material against oxidation and corrosion. The second layer is an oxide ceramic layer, which is glued or attached by a metallic bond coat to the super alloy. The oxide that is commonly used is Zirconia oxide (ZrO2) and Yttrium oxide (Y2O3). The metallic bond coat is an oxidation/hot corrosion resistant layer. The bond coat is empherically represented as MCrAlY alloy where
M - Metals like Ni, Co or Fe. Y - Reactive metals like Yttrium. CrAl - base metal.
Coatings are well established as an important underpinning technology for the manufacture of aeroengine and industrial turbines. Higher turbine combustion temperatures are desirable for increased engine efficiency and environmental reasons (reduction in pollutant emissions, particularly NOx), but place severe demands on the physical and chemical properties of the basic materials of fabrication.
In this context, MCrAlY coatings (where M = Co, Ni or Co/Ni) are widely applied to first and second stage turbine blades and nozzle guide vanes, where they may be used as corrosion resistant overlays or as bond-coats for use with thermal barrier coatings. In the first and second stage of a gas turbine, metal temperatures may exceed 850°C, and two predominant corrosion mechanisms have been identified:
Accelerated high temperature oxidation (>950°C) where reactions between the coating and oxidants in the gaseous phase produce oxides on the coating surface as well as internal penetration of oxides/sulphides within the coating, depending on the level of gas phase contaminants
Type I hot corrosion (850 - 950°C) where corrosion occurs through reaction with salts deposited from the vapour phase (from impurities in the fuel). Molten sulphates flux the oxide scales, and non-protective scales, extensive internal suplhidation and a depletion zone of scale-forming elements characterize the microstructure.
Thermal shock on interfacial adhesion of thermally conditioned Glass fiber/epoxy composites
Thermal shock on interfacial adhesion of thermally conditioned Glass fiber/epoxy composites
Introduction
The fiber/matrix adhesion is most likely to control the overall mechanical behavior of fiber-reinforced composites. An interfacial reaction may result in various morphological modifications to polymer matrix microstructure in proximity to the fiber surface. The interactions between fiber and polymer matrix during thermal conditioning and thermal shock are important phenomena.
Thermal stresses were built-up in glass fiber reinforced epoxy composites by up-thermal shock cycles (negative to positive temperature exposure) for different durations and also by down-thermal shock cycles (positive to negative temperature exposure). The concentration of thermal stresses often results in weaker fiber/matrix interface. A degradative effect was observed in both modes for short shock cycles and thereafter, an improvement in shear strength was measured. The effects were shown in two different crosshead speeds during short-beam shear test.
Differential thermal expansion is a prime cause of thermal shock in composite materials. Thermal expansion differences between fiber and matrix can contribute to stresses at the interface [1-5]. A very large thermal expansion mismatch may result in debonding at the fiber/matrix interface and/or a possible matrix cracking due to thermal stress [6-8]. The fiber/matrix interface is likely to affect the overall mechanical behavior of fiber-reinforced composites.
The performance of fiber reinforced composite is often controlled by the adhesion chemistry at the fiber/matrix interface. Thermal expansion coefficients of polymers are substantially greater compared to metals or ceramics. That is why failure of the bond between fiber and resin occurs under the influence of temperature gradient. The common reinforcement for polymer matrix is glass fiber. One of the disadvantages of glass fiber is poor adhesion to matrix resin.
The short beam shear (SBS) test results may reflect the tendency of the bond strength where only the bonding level is a variable [9]. A large number of techniques have been reported for measuring interfacial adhesion in fiber reinforced polymer composites [10-16]. A need probably exists for an assessment of mechanical performance of such composite under the influence of thermal shock.
Thermal stresses caused by temperature gradient should be given special attention in many application areas. A better understanding of interfacial properties and characterization of interfacial adhesion strength can help in evaluating the mechanical behavior of fiber reinforced composite materials.
Total Productive Maintenance
Total Productive Maintenance
Introduction
Maintenance has a far greater impact on corporate profitability than most managers are willing to consider, much less admit .And, as the competitive environment in the world continues to increase the pace, companies are looking for new strategies to save on costs, develop employees to face future challenges and bring about a new culture at work place. This has become imperative to stay in business and have an edge over the competition. In this situation, a number of strategies like Total Quality Management, Kaizen, quality circles, ISO certification, six sigma and Total productive Maintenance are available and it is the management choice to selectively implement these in their workplace.
What is TPM ?
Seiichi Nakajima (1988) has defined TPM as an innovative approach to maintenance that optimizes equipment effectiveness, eliminates breakdowns, and promotes autonomous maintenance by operators through day-to-day activities involving the total work force. Thus, TPM is not a specific maintenance policy, it is a culture, a philosophy and a new attitude towards maintenance. The salient features of TPM is the involvement of operators in carrying out autonomous maintenance by participating in cleaning, lubrication, minor repair, adjustments etc. The benefits of TPM can be very tangible. There are organizations, which through implementation of TPM have been able to increase the production volume by 50%. Reduce down time by 27% and rate of defective products by 80%. In addition to tangible benefits, TPM also various intangible benefits such as fostering of teamwork, increase morale, safety and nurturing the work force increased intellectual capabilities having the potential of meeting today's level of competition and challenges.
Evolution Of TPM
TPM descends from Japan and came into existence in the seventies. After Dr W Edward Deming made an impact in Japan through his teaching of quality, Japanese organization felt a need for autonomous maintenance and small group activities to support the quality movement. Today thousands of organizations all over the world are implementing TPM and about 100organisations are now doing it in India.
Total productive maintenance (TPM) is a proven strategy for medium to large industries to get superior business results and develop people skills to take on future business Challenges. Unlike ISO certification process, in TPM, focus is on maintaining the equipment and process in perfect condition- to get best quality products and involve all employees in Collectively carrying out loss elimination, using analytical problem solving tools. The fundamental belief is that if the equipment is maintained well and setting is done by a conscious, skilled operator, once can get the best quality product. The whole concept of TPM is built around this belief and hence the name total productive maintenance. However, this concept can be applied to places other than plant and equipment and instead we could name Total productive Management rather than just maintenance.
Welding Robots
Welding Robots
Introduction
Welding technology has obtained access virtually to every branch of manufacturing; to name a few bridges, ships, rail road equipments, building constructions, boilers, pressure vessels, pipe lines, automobiles, aircrafts, launch vehicles, and nuclear power plants. Especially in India, welding technology needs constant upgrading, particularly in field of industrial and power generation boilers, high voltage generation equipment and transformers and in nuclear aero-space industry. Computers have already entered the field of welding and the situation today is that the welding engineer who has little or no computer skills will soon be hard-pressed to meet the welding challenges of our technological times. In order for the computer solution to be implemented, educational institutions cannot escape their share of responsibilities.
Automation and robotics are two closely related technologies. In an industrial context, we can define automation as a technology that is concerned with the use of mechanical, electronics and computer-based systems in the operation and control of production. Examples of this technology include transfer lines, mechanized assembly machines, feed back control systems, numerically controlled machine tools, and robots. Accordingly, robotics is a form of industrial automation.
There are three broad classes of industrial automation: fixed automaton, programmable automation, and flexible automation. Fixed automation is used when the volume of production is very high and it is therefore appropriate to design specialized equipment to process the product very efficiently and at high production rates. A good example of fixed automation can be found in the automobile industry, where highly integrated transfer lines consisting of several dozen work stations are used to perform machining operations on engine and transmission components.
The economics of fixed automation are such that the cost of the special equipment can be divided over a large number of units, and resulting unit cost are low relative to alternative methods of production. The risk encountered with fixed automation is this; since the initial investment cost is high, if the volume of production turns out to be lower than anticipated, then the unit costs become greater than anticipated. Another problem in fixed automation is that the equipment is specially designed to produce the one product, and after that products life cycle is finished, the equipment is likely to become obsolete. For products with short life cycle, the use of fixed automation represents a big gamble.
Programmable automation is used when the volume of production is relatively low and there are a variety of products to be made. In this case, the production equipment is designed to be adaptable to variations in product configuration. This adaptability feature is accomplished by operating the equipment under the control of "program" of instructions which has been prepared especially for the given product. The program is read into the production equipment, and the equipment performs the particular sequence of processing operations to make that product. In terms of economics, the cost of programmable equipment can be spread over a large number of products even though the products are different. Because of the programming feature, and the resulting adaptability of the equipment, many different and unique products can be made economically in small batches.
Air powered cars
Air powered cars
Introduction
Have you been to the gas station this week? Considering that we live in a very mobile society, it's probably safe to assume that you have. While pumping gas, you've undoubtedly noticed how much the price of gas has soared in recent years. Gasoline which has been the main source of fuel for the history of cars, is becoming more and more expensive and impractical (especially from an environmental standpoint). These factors are leading car manufacturers to develop cars fueled by alternative energies. Two hybrid cars took to the road in 2000, and in three or four years fuel-cell-powered cars will roll onto the world's highways.
While gasoline prices in the United States have not yet reached their highest point ($2.66/gallon in 1980), they have climbed steeply in the past two years. In 1999, prices rose by 30 percent, and from December 1999 to October 2000, prices rose an additional 20 percent, according to the U.S. Bureau of Labor Statistics. In Europe, prices are even higher, costing more than $4 in countries like England and the Netherlands. But cost is not the only problem with using gasoline as our primary fuel. It is also damaging to the environment, and since it is not a renewable resource, it will eventually run out. One possible alternative is the air-powered car.
Air powered cars runs on compressed air instead of gasoline. This car is powered by a two cylinder compressed engine. This engine can run either on compressed air alone or act as an IC engine. Compressed air is stored in glass or fiber tanks at a pressure of 4351 psi.
Within the next two years, you could see the first air-powered vehicle motoring through your town. Most likely, it will be the e.Volution car that is being built by Zero Pollution Motors.
The cars have generated a lot of interest in recent years, and the Mexican government has already signed a deal to buy 40,000 e.Volutions to replace gasoline- and diesel-powered taxis in the heavily polluted Mexico City.
TECHNOLOGY OVERVIEW
These new vehicles incorporate various innovative and novel systems such as storing energy in the form of compressed air, using new materials such as fiberglass to build the car and vegetable oil for the motor lubrication. Numerous innovations have been integrated in the engine design. As an example, there is a patented system of articul
The Hy-Wire Car
Introduction
Cars are immensely complicated machines, but when you get down to it, they do an incredibly simple job. Most of the complex stuff in a car is dedicated to turning wheels, which grip the road to pull the car body and passengers along. The steering system tilts the wheels side to side to turn the car, and brake and acceleration systems control the speed of the wheels.
Given that the overall function of a car is so basic (it just needs to provide rotary motion to wheels), it seems a little strange that almost all cars have the same collection of complex devices crammed under the hood and the same general mass of mechanical and hydraulic linkages running throughout. Why do cars necessarily need a steering column, brake and acceleration pedals, a combustion engine, a catalytic converter and the rest of it?
According to many leading automotive engineers, they don't; and more to the point, in the near future, they won't. Most likely, a lot of us will be driving radically different cars within 20 years. And the difference won't just be under the hood -- owning and driving cars will change significantly, too.
In this article, we'll look at one interesting vision of the future, General Motor's remarkable concept car, the Hy-wire. GM may never actually sell the Hy-wire to the public, but it is certainly a good illustration of various ways cars might evolve in the near future.
Hy-Wire Basics
Two basic elements largely dictate car design today: the internal combustion engine and mechanical and hydraulic linkages. If you've ever looked under the hood of a car, you know an internal combustion engine requires a lot of additional equipment to function correctly. No matter what else they do with a car, designers always have to make room for this equipment. The same goes for mechanical and hydraulic linkages. The basic idea of this system is that the driver maneuvers the various actuators in the car (the wheels, brakes, etc.) more or less directly, by manipulating driving controls connected to those actuators by shafts, gears and hydraulics. In a rack-and-pinion steering system, for example, turning the steering wheel rotates a shaft connected to a pinion gear, which moves a rack gear connected to the car's front wheels. In addition to restricting how the car is built, the linkage concept also dictates how we drive: The steering wheel, pedal and gear-shift system were all designed around the linkage idea
Thermal Barrier Coatings
Thermal Barrier Coatings
Introduction
Heat engines are based on considering various factors such as durability, performance and efficiency with the objective of minimizing the life cycle cost. For example, the turbine inlet temperature of a gas turbine having advanced air cooling and improved component materials is about 1500oC. Metallic coatings were introduced to sustain these high temperatures. The trend for the most efficient gas turbines is to exploit more recent advances in material and cooling technology by going to engine operating cycles which employ a large fraction of the maximum turbine inlet temperature capability for the entire operating cycle. Thermal Barrier Coatings (TBC) performs the important function of insulating components such as gas turbine and aero engine parts operating at elevated temperatures.
Thermal barrier coatings (TBC) are layer systems deposited on thermally highly loaded metallic components, as for instance in gas turbines. TBC's are characterized by their low thermal conductivity, the coating bearing a large temperature gradient when exposed to heat flow. The most commonly used TBC material is Yttrium Stabilized Zirconia (YSZ), which exhibits resistance to thermal shock and thermal fatigue up to 1150oC. YSZ is generally deposited by plasma spraying and electron beam physical vapour deposition (EBPVD) processes. It can also be deposited by HVOF spraying for applications such as blade tip wear prevention, where the wear resistant properties of this material can also be used. The use of the TBC raises the process temperature and thus increases the efficiency.
Structure Of Thermal Barrier Coatings
Thermal Barrier Coating consists of two layers (duplex structure). The first layer, a metallic one, is called bond coat, whose function is to protect the basic material against oxidation and corrosion. The second layer is an oxide ceramic layer, which is glued or attached by a metallic bond coat to the super alloy. The oxide that is commonly used is Zirconia oxide (ZrO2) and Yttrium oxide (Y2O3). The metallic bond coat is an oxidation/hot corrosion resistant layer. The bond coat is empherically represented as MCrAlY alloy where
M - Metals like Ni, Co or Fe. Y - Reactive metals like Yttrium. CrAl - base metal.
Coatings are well established as an important underpinning technology for the manufacture of aeroengine and industrial turbines. Higher turbine combustion temperatures are desirable for increased engine efficiency and environmental reasons (reduction in pollutant emissions, particularly NOx), but place severe demands on the physical and chemical properties of the basic materials of fabrication.
In this context, MCrAlY coatings (where M = Co, Ni or Co/Ni) are widely applied to first and second stage turbine blades and nozzle guide vanes, where they may be used as corrosion resistant overlays or as bond-coats for use with thermal barrier coatings. In the first and second stage of a gas turbine, metal temperatures may exceed 850°C, and two predominant corrosion mechanisms have been identified:
Accelerated high temperature oxidation (>950°C) where reactions between the coating and oxidants in the gaseous phase produce oxides on the coating surface as well as internal penetration of oxides/sulphides within the coating, depending on the level of gas phase contaminants
Type I hot corrosion (850 - 950°C) where corrosion occurs through reaction with salts deposited from the vapour phase (from impurities in the fuel). Molten sulphates flux the oxide scales, and non-protective scales, extensive internal suplhidation and a depletion zone of scale-forming elements characterize the microstructure.
Thermal shock on interfacial adhesion of thermally conditioned Glass fiber/epoxy composites
Thermal shock on interfacial adhesion of thermally conditioned Glass fiber/epoxy composites
Introduction
The fiber/matrix adhesion is most likely to control the overall mechanical behavior of fiber-reinforced composites. An interfacial reaction may result in various morphological modifications to polymer matrix microstructure in proximity to the fiber surface. The interactions between fiber and polymer matrix during thermal conditioning and thermal shock are important phenomena.
Thermal stresses were built-up in glass fiber reinforced epoxy composites by up-thermal shock cycles (negative to positive temperature exposure) for different durations and also by down-thermal shock cycles (positive to negative temperature exposure). The concentration of thermal stresses often results in weaker fiber/matrix interface. A degradative effect was observed in both modes for short shock cycles and thereafter, an improvement in shear strength was measured. The effects were shown in two different crosshead speeds during short-beam shear test.
Differential thermal expansion is a prime cause of thermal shock in composite materials. Thermal expansion differences between fiber and matrix can contribute to stresses at the interface [1-5]. A very large thermal expansion mismatch may result in debonding at the fiber/matrix interface and/or a possible matrix cracking due to thermal stress [6-8]. The fiber/matrix interface is likely to affect the overall mechanical behavior of fiber-reinforced composites.
The performance of fiber reinforced composite is often controlled by the adhesion chemistry at the fiber/matrix interface. Thermal expansion coefficients of polymers are substantially greater compared to metals or ceramics. That is why failure of the bond between fiber and resin occurs under the influence of temperature gradient. The common reinforcement for polymer matrix is glass fiber. One of the disadvantages of glass fiber is poor adhesion to matrix resin.
The short beam shear (SBS) test results may reflect the tendency of the bond strength where only the bonding level is a variable [9]. A large number of techniques have been reported for measuring interfacial adhesion in fiber reinforced polymer composites [10-16]. A need probably exists for an assessment of mechanical performance of such composite under the influence of thermal shock.
Thermal stresses caused by temperature gradient should be given special attention in many application areas. A better understanding of interfacial properties and characterization of interfacial adhesion strength can help in evaluating the mechanical behavior of fiber reinforced composite materials.
Total Productive Maintenance
Total Productive Maintenance
Introduction
Maintenance has a far greater impact on corporate profitability than most managers are willing to consider, much less admit .And, as the competitive environment in the world continues to increase the pace, companies are looking for new strategies to save on costs, develop employees to face future challenges and bring about a new culture at work place. This has become imperative to stay in business and have an edge over the competition. In this situation, a number of strategies like Total Quality Management, Kaizen, quality circles, ISO certification, six sigma and Total productive Maintenance are available and it is the management choice to selectively implement these in their workplace.
What is TPM ?
Seiichi Nakajima (1988) has defined TPM as an innovative approach to maintenance that optimizes equipment effectiveness, eliminates breakdowns, and promotes autonomous maintenance by operators through day-to-day activities involving the total work force. Thus, TPM is not a specific maintenance policy, it is a culture, a philosophy and a new attitude towards maintenance. The salient features of TPM is the involvement of operators in carrying out autonomous maintenance by participating in cleaning, lubrication, minor repair, adjustments etc. The benefits of TPM can be very tangible. There are organizations, which through implementation of TPM have been able to increase the production volume by 50%. Reduce down time by 27% and rate of defective products by 80%. In addition to tangible benefits, TPM also various intangible benefits such as fostering of teamwork, increase morale, safety and nurturing the work force increased intellectual capabilities having the potential of meeting today's level of competition and challenges.
Evolution Of TPM
TPM descends from Japan and came into existence in the seventies. After Dr W Edward Deming made an impact in Japan through his teaching of quality, Japanese organization felt a need for autonomous maintenance and small group activities to support the quality movement. Today thousands of organizations all over the world are implementing TPM and about 100organisations are now doing it in India.
Total productive maintenance (TPM) is a proven strategy for medium to large industries to get superior business results and develop people skills to take on future business Challenges. Unlike ISO certification process, in TPM, focus is on maintaining the equipment and process in perfect condition- to get best quality products and involve all employees in Collectively carrying out loss elimination, using analytical problem solving tools. The fundamental belief is that if the equipment is maintained well and setting is done by a conscious, skilled operator, once can get the best quality product. The whole concept of TPM is built around this belief and hence the name total productive maintenance. However, this concept can be applied to places other than plant and equipment and instead we could name Total productive Management rather than just maintenance.
Welding Robots
Welding Robots
Introduction
Welding technology has obtained access virtually to every branch of manufacturing; to name a few bridges, ships, rail road equipments, building constructions, boilers, pressure vessels, pipe lines, automobiles, aircrafts, launch vehicles, and nuclear power plants. Especially in India, welding technology needs constant upgrading, particularly in field of industrial and power generation boilers, high voltage generation equipment and transformers and in nuclear aero-space industry. Computers have already entered the field of welding and the situation today is that the welding engineer who has little or no computer skills will soon be hard-pressed to meet the welding challenges of our technological times. In order for the computer solution to be implemented, educational institutions cannot escape their share of responsibilities.
Automation and robotics are two closely related technologies. In an industrial context, we can define automation as a technology that is concerned with the use of mechanical, electronics and computer-based systems in the operation and control of production. Examples of this technology include transfer lines, mechanized assembly machines, feed back control systems, numerically controlled machine tools, and robots. Accordingly, robotics is a form of industrial automation.
There are three broad classes of industrial automation: fixed automaton, programmable automation, and flexible automation. Fixed automation is used when the volume of production is very high and it is therefore appropriate to design specialized equipment to process the product very efficiently and at high production rates. A good example of fixed automation can be found in the automobile industry, where highly integrated transfer lines consisting of several dozen work stations are used to perform machining operations on engine and transmission components.
The economics of fixed automation are such that the cost of the special equipment can be divided over a large number of units, and resulting unit cost are low relative to alternative methods of production. The risk encountered with fixed automation is this; since the initial investment cost is high, if the volume of production turns out to be lower than anticipated, then the unit costs become greater than anticipated. Another problem in fixed automation is that the equipment is specially designed to produce the one product, and after that products life cycle is finished, the equipment is likely to become obsolete. For products with short life cycle, the use of fixed automation represents a big gamble.
Programmable automation is used when the volume of production is relatively low and there are a variety of products to be made. In this case, the production equipment is designed to be adaptable to variations in product configuration. This adaptability feature is accomplished by operating the equipment under the control of "program" of instructions which has been prepared especially for the given product. The program is read into the production equipment, and the equipment performs the particular sequence of processing operations to make that product. In terms of economics, the cost of programmable equipment can be spread over a large number of products even though the products are different. Because of the programming feature, and the resulting adaptability of the equipment, many different and unique products can be made economically in small batches.
Air powered cars
Air powered cars
Introduction
Have you been to the gas station this week? Considering that we live in a very mobile society, it's probably safe to assume that you have. While pumping gas, you've undoubtedly noticed how much the price of gas has soared in recent years. Gasoline which has been the main source of fuel for the history of cars, is becoming more and more expensive and impractical (especially from an environmental standpoint). These factors are leading car manufacturers to develop cars fueled by alternative energies. Two hybrid cars took to the road in 2000, and in three or four years fuel-cell-powered cars will roll onto the world's highways.
While gasoline prices in the United States have not yet reached their highest point ($2.66/gallon in 1980), they have climbed steeply in the past two years. In 1999, prices rose by 30 percent, and from December 1999 to October 2000, prices rose an additional 20 percent, according to the U.S. Bureau of Labor Statistics. In Europe, prices are even higher, costing more than $4 in countries like England and the Netherlands. But cost is not the only problem with using gasoline as our primary fuel. It is also damaging to the environment, and since it is not a renewable resource, it will eventually run out. One possible alternative is the air-powered car.
Air powered cars runs on compressed air instead of gasoline. This car is powered by a two cylinder compressed engine. This engine can run either on compressed air alone or act as an IC engine. Compressed air is stored in glass or fiber tanks at a pressure of 4351 psi.
Within the next two years, you could see the first air-powered vehicle motoring through your town. Most likely, it will be the e.Volution car that is being built by Zero Pollution Motors.
The cars have generated a lot of interest in recent years, and the Mexican government has already signed a deal to buy 40,000 e.Volutions to replace gasoline- and diesel-powered taxis in the heavily polluted Mexico City.
TECHNOLOGY OVERVIEW
These new vehicles incorporate various innovative and novel systems such as storing energy in the form of compressed air, using new materials such as fiberglass to build the car and vegetable oil for the motor lubrication. Numerous innovations have been integrated in the engine design. As an example, there is a patented system of articul