UWE Bristol Engineering showcase 2015

An introduction to
engineering
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Image: We are taking centre stage in the
development of the next generation supersonic
car, BLOODHOUND SSC. Designed to smash
the land speed record, the car will reach speeds
of 1,000mph / Mach 1.4.
Credit: Siemens NX

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It is a very great pleasure
to introduce the work of
our graduating students of
2015
This catalogue contains the poster presentations from students across our
Engineering programmes showcasing their final year project work.
It is inspiring to see the range of projects undertaken by our students
and the quality and standard of the work they achieve by the time they
complete their courses. The individual project is a capstone module
that brings together the range of skills and knowledge they have
acquired during their three, four or even five years at UWE Bristol. It is
probably the piece of work that they will remember most from their
degree, and for which they will feel the most pride in having achieved.
Many will have worked with industry experts as well as academic and
technical staff to complete their project, and they can all be justly proud
of their achievements.
I hope you will enjoy browsing the project posters and I am sure you
will be inspired by what you see.
Dr Catherine Hobbs, PhD FIMA
Head of Department
Engineering Design and Mathematics

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Celebrating the hard
work and achievement
of our students
I am delighted to be able to share with you the creative and fresh thinking
of graduating students from our engineering courses through this
portfolio of poster work produced for this year’s Degree Show.
The University of the West of England, Bristol is renowned for producing
students who are capable of working well in industry and this year is no
exception. We aim to equip our students with all the skills and knowledge
they will need to be successful in their future careers.
We work closely with a wide range of companies and organisations in the
South West region where they have been actively engaged with various
individual and group projects, offering work placements, internships,
seminars and their presence in our Advisory Board.
We work closely with Professional bodies to ensure qualities of our
programmes are satisfying their standards. Our courses are
either accredited by the respective professional bodies or we are working
towards accreditation.
The projects presented in this brochure have covered some real engineering
challenges, including: design, manufacturing, simulation, modelling and
testing using both theoretical and empirical methods from different disciplines;
Aerospace Engineering, Automotive Engineering, Electronic and
Electrical Engineering, Mechanical Engineering and Robotics.
This great outcome is the culmination of many years of dedication,
drive and passion of our students for their subjects. I am sure that it will serve
them well in their professional careers.

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Engineering at
UWE Bristol
The largest robotics laboratory in the UK is on our
campus. Our neighbours include Airbus, Rolls-Royce,
AgustaWestland and the MoD.
Locations don’t get much better than that.
Click here
to jump to
the course
index
Watch: Engineering www.uwe.ac.uk/edm www.uwe.ac.uk/study
Careers
Our graduates secure employment
with leading multinational and UK
companies across a diverse selection
of industries. All of our courses
have professional accreditations, or
are working towards them, so you
can you can be sure your skills are
industry relevant.
Facilities
We have invested millions in the
development and refurbishment
of our aerospace, mechanical
and electronics laboratories and
workshops. Our new simulation area
features new and updated vehicle
and flight simulators.
Partnerships
We work with internationally
renowned organisations, such as
HP, Office for National Statistics and
GE Aviation, to offer placement
opportunities, live project work and
careers advice.
Teaching
We ground all of our courses in
real-world needs, and ensure
our research, collaboration and
partnership knowledge feeds directly
back in to your course to make it
practice-oriented and relevant to
your future career.
Student
support
Help with mathematics and
statistics is available through daily
espressoMaths drop-in sessions.
You’ll also have a personal tutor for
the duration of your course.

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Engineering courses index
Aerospace
Engineering
Electrical
and Electronic
Engineering
Electronic
Engineering
Engineering
Mechanical
Engineering
Motorsport
Engineering
Robotics
Click your preferred sector to navigate to the right pages.

Aerospace
Engineering
6
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Aerospace
Engineering
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Engineering
Introduction
Electrical
and Electronic
Engineering
Aerospace
Engineering
Electronic
Engineering
Increasing activity in civilian
space flight, unmanned
aerial vehicles, and the civil
aviation sector has led to
rising demand for qualified
aerospace engineers.
Where are our
graduates now?
Mechanical Engineer, London Marine Consultants
Product Development Engineer, Aston Martin
Graduate Engineer, Rolls-Royce
Systems Engineer, Airbus
Electronic Engineer, Jaguar Land Rover
Destinations survey 2014 (DLHE Survey)
Engineering
Mechanical
Engineering
Motorsport
Engineering
Robotics

Samuel Hill
Meng Part A Aerospace Design Engineering
Project Supervisor
Dr. Oluwamayokun B. Adetoro
Ph.D. Meng MRAeS
Design and Numerical Analysis of a Scramjet Inlet
This project is an investigation into Scramjet design and analysis with potential to expand the design to accommodate ramjet/scramjet
transition at Mach 6. The literary review consisted of investigation into the application of scramjets, potential problems encountered
while travelling at hypersonic speeds and possible design solutions. In order to validate the use of computational fluid dynamics wind
tunnel testing ensued. The tunnel was modelled using the computational software ANSYS Fluent and comparison was made to real
practical test results. Once this was completed the inlet was designed based on the ‘shock on lip’ criterion and oblique shock charts and
equations were used to find the optimum geometry. This geometry was then analysed using ANSYS Fluent and the performance was
evaluated.
Computational Validation
The supersonic wind tunnel in the universities fluid dynamics laboratory was
analysed numerically in order to validate the use of computational software.
The picture to the left represents the distribution of static temperature along
the wind tunnel constructed through computational analysis. The results of
which are very comparable to that of practical tests.
Initial Design
Hypersonic vehicle inlets harness the kinetic energy of the incoming air to
generate shock waves the compress to oncoming air to a desired value
perfect for combustion to take place. The design constructed for analysis was
created by the use of the oblique shock relations. The equations which
describe such will predict the aerodynamic characteristics succeeding a shock
wave. These equations are used to predict the geometry which would create
optimum conditions leaving the inlet.. This geometry is constructed through
the use of CAD software SolidWorks and is shown to the left. The Inlet will be
situated on the abdomen of the vehicle body to allow integration into a
waverider vehicle design.
Project summary
This study will focus on the modelling and the design
of the inlet section or isolator section whilst
considering different flow conditions and operating
conditions. This will predominantly be conducted
using computational fluid dynamic (CFD) simulations,
whist demonstrating the use of appropriate CFD
solver, accurate modelling and appropriate
assumption made; hence the results must be well
validated.
Project Objectives
The desired output of this project will be validation of
use of numerical techniques as well as an inlet design
from which future research can benefit from. If a
company would wish to construct a hypersonic
vehicle with this mission profile this project may be
useful.
Project Conclusion
This project has validated the authors use of
Computational Fluid Dynamic Software. Secondly the
use of oblique shock equations and charts are
adequate for the construction of simple hypersonic
inlet designs. The software ANSYS Fluent is capable of
modelling the complex aerodynamics of hypersonic
air intake as proven in the comparison section of this
study, in which numerically generated results are
compared to those calculated theoretical y.
Computational Analysis
Computational analysis is conducted on the specified geometry to analyse
the performance of the designed inlet. The resulting performance is as
shown:
Theoretical CFD Run 1 CFD Run2
Total Pressure Ratio 0.941187877 0.941942284 0.949762764
Adiabatic Compression
Efficiency
0.672166124 0.708740605 0.741988651
Kinetic Energy Efficiency 0.983289033 0.983306693 0.987638376

Rushit Vaishya
BENG(Hons) Aerospace Engineering
Project Supervisor
Dr. Yuying Xia
Metallic Wing Box Optimisation
Project summary
The weight has always been an important consideration while design aircraft components. Thus, it is always tried to achieve the minimum weight either through
material or geometrical shape available in early design phase. Thus optimisation has always played a major role in the weight reduction. Preliminary design of a
wing box required for the initial design was based on Airbus A320 wing. The design of skin-stringer panel plays a major role in wing box design and the dimension
was based on guidelines provided by Nui for stiffened panel. The maximum lift is produced by the wings and acts opposite to the weight, thus generating bending.
Thus, compression load occurs on upper skin panel while tensile load are subjected to lower skin panels. The ability to resist the compressive load for the upper
panel can be obtained through a stability study and the critical buckling can be computed. The main objective was to optimise the metallic wing box especially the
skin-stringer panel. In this thesis, the optimisation of a stiffened panel is carried out using trial and error method by changing the skin-stringer dimension under
axial load intensity, maximum stress and wing tip displacement.
General Layout of Wing
Aircraft wing contains structural components such
as spars, ribs, stringers, and wing upper and lower
skins etc. which run all along the span.
• Spar is often the main structural member of the
wing box and mainly carries aerodynamic load
during flight and on ground it carries weight of
the and it mainly carries bending and torsional
loads.
Graph for total Shear force and Bending Moment is show below
Shear Force
&
Bending Moment
6000000.00
5000000.00
4000000.00
3000000.00
2000000.00
1000000.00
0.00
0.00 2.00 4.00 6.00 8.00 10.00 12.00 14.00 16.00
Shear Force
Half Wing span(b/2)
Bending Moment
• The ribs are aerofoil shaped profile which supports the
wing skin and transfer the air loads into the wing box.
• Stringers are attached to the wing skins which run along
the wing span from root to tip.
• To avoid the excessive deflection of the skin, stringers
are added in the longitudinal direction to withstand air
and fuel pressure loads.
MASS
1380
1360
1340
1320
1300
1280
1260
1240
1220
1200
1180
1160
mass of wingbox
initial, 1362
1
optimised, 1229
Iterations Max.Stress (MPa) Tip Displacement ( u) (mm) strain ( E)(mm) Mass(kg)
1 289300000 52360 0.3901 1362
2 308900000 57940 0.4165 1290
3 317700000 60400 0.4384 1262
4 320100000 61130 0.4416 1255
5 321300000 61460 0.4433 1251
6 321700000 61610 0.4438 1250
7 324300000 62270 0.4475 1242
8 327900000 63630 0.4527 1230
9 327800000 63780 0.4527 1229
Project Objectives
The aim of this thesis involves optimisation of a
stiffened panel of a metallic wing box for the
minimum weight subjected to strength and stiffness
constraint
mm pppppppppp tt ss , bb ss = AA ssss ρρ ssss + AA ssss ρρ ssss LL
• The aerodynamic load acting on the load is to be
analysed and axial compressive loading is analysed
analytically and numerically
• The optimisation was performed to find the
effective way of optimising the wing panels using
iterative process by changing dimension of skinstringer
geometry
Project Conclusion
It was observed that for the metallic panel subjected
to axial compressive load, the panel efficiency can be
improved by decreasing the stringers area across the
wing span towards the tip maintaining the same
stringer pitch and decreasing the number of
stiffeners. This effectively reduces panel weight
leading to save wing box weight. Moreover, the
critical stress can be reduced when the flange length
attached to the skin is increased and decreasing the
web height.
In the design of a metallic stiffened panel subject to
axial compressive load, if the panel’s length is fixed,
the relationship between compressive load and
panel’s optimum configuration is:
• When the compressive load is low, small stringer
pitch and thin skin configuration is efficient;
• When the compressive load is high, large stringer
pitch and thick skin configuration is efficient.
The final optimised design for wing box showed the
overall weight reduction by 9.7% than the initial
design.

Tom Willis
MEng Aerospace Design Engineering
Project Supervisor
Dr David Richardson
Design and Manufacture of a Composite Spar for a Flying Wing UAV
Composite Materials
A composite material is any material which is made up of two or more
elements with properties different to those of the individual elements.
Common examples include fibre reinforced plastics (FRPs) and concrete.
Composite materials are an excellent choice for aircraft structures as they
have the ability to withstand high loads for a much lower weight (Specific
Strength) than currently used materials such as aluminium alloys.
Design
One of the key design requirements for this
project is that the UAV should be able to
breakdown into three main components (the
fuselage and two wings) for transport and be
easily re-assembled for flight. Because of this, the
spar length should be a maximum of 400mm.
The spar is initially modelled as a cantilever beam
with a constant cross-section. The effect of taper
and sweep is looked at later in the project. The
cross-sectional geometry could take many forms
such as circular or a typical I-beam shape.
Finite Element Analysis
FEA is used to perform analysis on tapered
versions of the cantilever. It is particularly useful
for highlighting areas of stress concentrations.
Optimisation
It is found the ‘C’-section and circular section spars are
most applicable to this project and therefore these
cross-section spars are taken forward to the
optimisation stage.
The ‘C’ section spar is split into five equal sections along
the length. Each section is then analysed in bending
with a 283.3N load (15g load at UAV MTOW)
Each of the five sections then has the number of layers
varied until the length of the spar has the same failure
stress. This process is repeated with the spar split into
four and three sections.
It is found that the best solution is available when the
spar is split into three sections with the number of
layers being six at the spar root and reducing to four and
two layers in the next sections.
The circular section is also optimised similarly but by
tapering the spar such that it theoretically fails in all
locations simultaneously. It is found that best solution
lies with a spar that has a 36mm diameter at the root
and 11mm diameter at the tip.
Presented with the possible options, the customer
decided to proceed with the circular cross-section spar
due to manufacturing considerations within the wing.
Other advantages include superior durability, higher corrosion resistance and
reduced part count due to the more complex part geometry achievable
through manufacture.
Current Usage
Current usage of composite materials for wing spars can be seen on the
Airbus A350 XWB and A400M. This project is studying wing spars on a much
smaller scale, suited to a UAV of a wing span of 3.4m
Manufacture
Initially, a parallel carbon tube is manufactured
using two different methods. One tube is made
using a wet layup with vacuum consolidation and
one is made using a pre-preg with heat shrink tape
consolidation.
Manufacture using the wet layup process was
performed a few times allowing some to made
with two layers, and some with four. This helped
to identify problems faced during manufacture for
the final product.
It is found that pre-preg with heat shrink tape is
the most appropriate method due to a better
product finish and the simplicity of the process.
This method is used to produce some test tapered
spars.
Project summary
An investigation into the use of composite materials
in the design and manufacture of a spar for an
existing flying wing unmanned aerial vehicle (UAV).
The work in this project is carried out alongside other
undergraduate projects which are working towards
improvements to components within the same UAV.
The spar is produced alongside the fuselage which
provides some restrictions in size and geometry.
Project Objectives
The overall aim of this project is to design, optimize
and manufacture a composite spar for a flying wing
UAV. To achieve this, several key aims are set out:
• Literature review into existing use of spar structures
and composite materials
• Initial designs & CAD (Computer Aided Design)
models
• Structural calculations - Will it work?
• FEA, optimisation and materials selection
• Manufacture of test component(s)
• Testing of component(s)
• Re-design (based on test feedback)
• Manufacture of final product
Project Conclusion
This project successfully investigated the use of
composite materials for a spar on a flying wing UAV.
The optimised design provides a component which
meets all design requirements and has a factor of
safety of three along the length of the spar.
Methods of manufacture have been investigated and
the most appropriate processes have been
determined.
Future work on this project includes investigations
into bladder molding, testing of the spar to validate
theory/FEA and considerations into larger scale
design or larger production volumes.

Yomi Adegbola
MEng Aerospace Manufacturing Engineering
Project Supervisor:
David Richardson
DESIGN AND MANUFACTURE OF A COMPOSITE WING BOX (PART B)
INTODUCTION
The wing box is a structural component of an aircraft wing designed to provide support and rigidity to the wings. It is the primary
structure of the wing which carries direct load and spreads them across the fuselage. Once the basic outline of the wing shape of an
aircraft both in planform and cross section has been decided, a preliminary layout of the wing structure must be indicated to a sufficient
stiffness, strength, and light weight with a good manufacturability. During flight, an aircraft wing experiences concentrated shear stress.
Without adequate support, the wings would eventually fold up against the side of the plane.
THE IDEA
The idea behind this study is the new airbus A350 XWB which has about 52% of its component made of composite material.
GKN manufactured and assemble the rear spar of the wing box using Out-Of-Autoclave (OOA) processes and materials which featured integrally stiffened skins,
complex contours and four stringer shapes using vacuum bag technology and low cost tooling which is practicable when curing outside extreme autoclave
environment.
DESIGN
The wing box was designed as a
flat rectangular beam with one
skin stiffener on one of the skins
The spar consists of a web and a
flange was designed as a simple
section C-spar made of three
layers (thickness of 0.82mm) of
carbon fibre dry weave
laminate: [±45,0/90, ±45].
and the skin stiffener was
designed as a ‘Z’ stringer to
increase buckling and bending
load.
MANUFACTURE
Just like the airbus A350 wing box
parts, the wing box model
fabricated during the course of
this study was manufactured
using vacuum bagging with a
manual layup process. This
process involved the use of dry
woven composite fabric and then
manually impregnating with resin.
TESTING
4-point bend tests were carried out for both the prototype
glass fibre model and the final CFRP model. The box was
tested with a stringer at the bottom skin and then flipped
over on the other end to test the effect when it is on the
top skin (picture in appendix). The Results from the test
confirms ABAQUS results. The stringer was more effective
on the bottom skin than on the top skin.
Load (N)
1200
1000
800
600
400
200
Effect of Stringer Position on Wing-box Displacement
stringer on top skin
Stringer on Lower skin
Project summary
This is an investigation into the design and
manufacture of a composite wing box; to examine
the practicability of various designs, manufacturing
processes, and also to manufacture a structurally
optimized small scale composite wing box using the
university resources.
Project Objectives
• Composite analysis
• Investigation into composite wing box designs and
manufacture of member parts
• Investigation into wing box structures,
components and designs
• Wing box manufacture (prototype and final
model)
• Structural analysis and optimization of parts and
their significance in a wing box design.
• Laboratory testing and results
Project Conclusion
Extensive research was carried out and two wing
boxes were designed, built and tested in which the
test enabled a successful examination of skin
buckling. The effect of the stinger in the beam
structure was thus analysed. Also the design of the
material fibre layup was optimized by modifying
certain fibre properties to resist stresses in vital parts
such as increase shear resistance in spar, increasing
longitudinal stiffness in skins.
0
0 2 4 6 8 10 12
Displacement (mm)

Research
Research was carried out into the previous
investigations in this area conducted by students at
the University. Although previous reports had
discussed the potential for the testing rig to influence
the outcome of the tests, none had focused on
benchmark testing prior to conducting the strain rate
tests. The first part of this report concentrated on
obtaining optimum design parameters to ensure that
the apparatus used to conduct the strain rate tests
would have little or no effect on the fabric testing.
The second part focused on the manufacture and
assemble of a bespoke rig capable of delivering strain
rates beyond the capabilities of the Instron 3367
machine (500mm/min crosshead velocity). Previous
electron microscope analysis suggested the fibres
were melting at the point of fracture and so the use
of a thermal imaging camera during testing would
help corroborate this hypothesis.
Benchmark Testing
The initial set of tests were designed to setup the test
rig (An Instron 3367 Tensile testing machine) to
establish the optimum testing parameters for the
fabric . For this benchmark testing, a range of torque
(60Nm – 160Nm) was applied to the clamps to
establish a clear understanding of the effects of the
varying torque on the test specimens. At varying
torque values, the fabric suffered from varying failure
modes. The ideal failure mode was where the
specimen failed away from the clamp points and
uniformly across its surface. A specimen that failed
at the clamp’s edge was believed to have been as a
result of the stress concentration points produced
and a specimen that failed in a diagonal fashion could
be due to a misalignment between the top and
bottom clamps. It was assumed that the lower torque
figure applied to the clamp would result in the fabric
slipping from the clamps and the higher torque
would yield a break close to the clamps.
David Whale
MEng Aerospace Manufacturing Engineering
Effect of Strain Rate on the Tensile Properties of Nylon Fabrics
From previous studies, Ashley Hudson noted in his
findings that a torque of below 80Nm appeared to
show the fabric slipping from the clamps .
Extensive testing at the range of torques outlined
above proved that this was not the case and that a
torque of 140Nm provided the optimum testing
clamp torque.
It was assumed that the lower torque figure
applied to the clamp would result in the fabric
slipping from the clamps and the higher torque
would yield a break close to the clamps. From
previous studies, Ashley Hudson noted in his
findings that a torque of below 80Nm appeared to
show the fabric slipping from the clamps .
Extensive testing at the range of torques outlined
above proved that this was not the case and that a
torque of 140Nm provided the optimum testing
clamp torque.
Bespoke Rig
A new rig was manufactured at the university in
order to carry out the high strain rates required.
An Instron 8033 machine was used to provide the
hydraulic supply to the actuator in the rig
This allowed the strain rate to increase to
20 000mm/min.
Results
The results contradict previous findings in that the
breaking load capabilities of the fabric increases
with strain rate. A more important note is the
continuous appearance of sinusoidal behaviour at
smaller intervals across 3 separate tests and on
both rigs
Load (N)
Average Maximum Load per Strain Rate
3,760.00
3,740.00
3,720.00
3,700.00
3,680.00
3,660.00
3,640.00
3,620.00
3,600.00
3,580.00
3,560.00
3,540.00
0.00 100.00 200.00 300.00 400.00 500.00 600.00
Strain Rate mm/min
Thermal imaging results showed that the material
underwent fracture at the glass transition
temperature and not at the melting point of the
Nylon.
Project Supervisor
Dr. John Kamalu
Project summary
This report encompasses tests undertaken for Invista
Textiles into the behaviour of Nylon 6 6 when
subjected to an increasing strain rate. Low strain rate
testing, defined as being up to 500mm/min, has been
carried out using an Instron 3367 machine whilst
higher strain rate testing , 500mm/min+, was carried
out on a bespoke test rig manufactured at the
University of the West of England and powered using
an Instron 8803 and two dual acting actuators
connected via hydraulic hose. Thermal Imaging tests
have been conducted to determine the temperature
behaviour of the fabric when undergoing increasing
strain rates.
Project Objectives
• Carry out benchmarking tests to achieve optimum
testing parameters for the nylon fabric
• Analyse the statistical reliability of the data by
using randomised testing using lower and higher
strain rates.
• Manufacture and assemble a new test rig to
produce high strain rates not achievable via Instron
3367
• Test fabric with respect to high strain rates,
observe and record the change in tensile
properties of the fabric.
• Analyse fibres under Thermal Imaging to
determine the micro behaviour of the pieces
tested.
Project Conclusion
Optimum testing parameters have been
obtained and the fabric appears to undergo a
sinusoidal behaviour at 100mm/min
displacement increments. The fabric also
undergoes fracture at the glass transition
temperature of the Nylon at approximately
50°C

Matthieu Lannaud
Beng (Hons) Aerospace Design Engineering
Project Supervisor
Dr. Rui Cardoso
MATLAB program – ‘AERO’
Wing Box Aeroelasticity Analysis via MATLAB
Below is shown the MATLAB code diagram for the analysis of the aeroelasticity of
an idealised structure.
The MATLAB code is based on three different methods.
- The first one is the stiffness matrix method, from which one can calculate
stresses and displacements of a various structures made of rods and constant
shear panel elements.
- The second method is the mass matrix method, which is similar to the
stiffness matrix method. This procedure permits to construct the mass matrix
of various elements (i.e. rods and quadrilateral elements) under the form of a
structure.
- The third method is the construction of the eigenvalue problem to perform
the modal analysis of the given structure. This modal analysis permits to
obtain the natural frequencies of a structure.
VALIDATION of the MATLAB
program
The validation of the MATLAB
code was achieved by simulating
in ABAQUS different mode
shapes for various structures.
Comparisons between ABAQUS
and the MATLAB program results
permits to check the validity of
the program
MATLAB OUTPUT
The MATLAB program permits to display the undeformed and
deformed structure of a wing (i.e wing boxes).
Mode 1 is the critical mode: its associated frequency is the
shortest, and its period the longest. The first mode has the largest
contribution to the structure’s motion.
4 Column Grid
Type Spec: Calibri 24pt,
Align Left,
(Bold for headings medium for
paragraphs of text). Space for your
research, theory, experiments,
analysis, simulations, pictures,
tables, diagrams, flowcharts, text
3 Column Grid
Type Spec: Calibri 24pt,
Align Left,
(Bold for headings medium for paragraphs of text).
Space for your research, theory, experiments,
analysis, simulations, pictures, tables, diagrams,
flowcharts, text
Project summary
Investigation, development and validation of a
computer based aeroelastic analysis tool for the
calculation and evaluation of the natural frequencies
of an idealised wing box structure. MATLAB was used
to create the automated analysis function. The code
was generated by using the stiffness and mass
matrices method, finite element analysis and modal
analysis.
Project Objectives
- To develop an automated analysis function to
analyse the natural response of a wing box for
multiple degrees of freedom.
- To create a straightforward graphic user interface
(GUI) and a presentation format to present the
data in a visual display for facilitated recording of
simulations results.
- To validate the final program by comparing the
results with reference (Books, Finite Element
Packages), for a range of structural models, to
provide evidence to the accuracy of the developed
program.
- To present a critical evaluation of the program and
provide a framework of suggestions for future
improvements that can be made to further its
scope and capabilities.
Project Conclusion
- Results from the different simulations led to the
conclusion that the MATLAB program produced
acceptable results (disparities between 0% and
8%)
- However, it was demonstrated that the accuracy of
the code greatly depends on the way the structure
is implemented. A mesh convergence study
highlighted the high disparities between structures
that are meshed with one element per panel/rod
and structures with higher mesh density.
- Limitations of the program are therefore put in
evidence, and recommendations on how to
improve the program to give accurate results were
derived.

Kouame Boris Joel Yao
Beng Aerospace Design Engineering
Project Supervisor
Dr. Chris Toomer
Design of a Border Security UAV/UAS
Scenario
The adaptability of Unmanned Aerial
Vehicle
(UAVs) has expended exponentially in the
most recent decade because of
advancement in the field and the need to
protect the life of human from hazardous
situations. In an overwhelmingly, military
industry current UAVs scarcely begin to
expose what’s underneath of their
regarded situations. With advances in
intelligence, surveillance and
reconnaissance (ISR), optical payloads are
apt to the task of border security
monitoring. Hence new type of UAVs has
to be developed to decrease UAV
production cost and increase efficiency.
Our design is a combination of Blended
wing Body geometry, Solar Panel
technology and new a mixture of ratio
control and internet signal to command our
aircraft.
The Aims
Our main focus on this project is to
successfully design a new and efficient
unmanned airframe using blend Wing Body
techniques to be capable of undergoing
intelligence, surveillance and
reconnaissance designated missions.
Comparing with conventional UAV, our
BWB UAV should be able to operate
efficiently and ecologically. Our blended
wing body UAV should have more
aerodynamics and structural benefice
compare to conventional UAV’s
configuration. Several existing UAV with a
wing body are already in the market,
therefore it has been considered to
compare our airframe to the BAT
Unmanned Aerial Vehicle formerly known
as Killer Bee.
Advantages
• High structural weight.
• Lift is generated from main body and wing section.
• Streamlined shape between main body and wing
intersection reduces interference drag.
• Stress on blended wing body airframe is less than the stress
on conventional airframe .
• No tail section which reduce further drag.
Disadvantages
• Directional and pitch control issues as no tail are installed.
• Moment arm length from the CG to the elevons and rudder
is small.
• BWBs poses challenges in the stability and control of our
airframe.
BWB UAV Internal Structure
BWB UAV Internal View
Cl vs AoA with Various Reynold Number
Project summary
This project described the conceptual and
preliminary design of a blended wing body airframe
whose mission will be the protection and surveillance
of any potential and illegal on a country border . This
project focused on the production of an efficient
and aerodynamic airframe capable to detect and
observe potential threats with his monitoring
systems.
Project Objectives
The objective of this study is to design an highly
efficient blended wing body UAV and manufacture
the aircraft in next year. Our airframe is intended to
be a very high performance electric ISR UAB capable
of sustained steady flight using electric power from
sun and the battery packs installed inside its body in
order to extend its range, capabilities and
performance. In order to achieve all of the above,
several conceptual design calculations using Raymer
Conceptual design book and etc… was set to be
performed. And CFD analysis was conduced using
Solidworks Flow Simulation and XFLR5 programs to
optimize our design.
Project Conclusion
Our blended wing body UAV airframe is tailless
design that integrates the wing and fuselage. It is
most efficient airframe in the future due to the
nature if its shape, its configuration shows some
important aerodynamics advantages in lift and drags
as compared to conventional type of UAVs. With the
current desire for a greener and alternative source of
energy aircraft is needed. Solar panel will be
integrated in the centre body platform in order to
increase the range of for our UAV by permanently
recharging the battery pack of our UAV which is
enough for any surveillance equipment needed to
investigate borders. The ultimate goal is to
revolutionize the way aircraft flies around the globe,
to be more efficient and smarter with the way aircraft
flies.

Junaid Khilji
BEng Aerospace System Engineering
Project Supervisor
Dr. Steve Wright
Airliner Landing Gear Simulation
Introduction
landing gear of an aircraft is one of the most vital system of any aircraft, no matter its commercial or military. The key function of a landing gear of an
aircraft is to support the entire weight of the aircraft during ground operations and while landing/take-off. No doubt predominant task of an aircraft is to
fly with high degree of reliability and performance. However, the aircraft also have to spend a good time on ground for ground operations.
This project was taken up to figure out any failure in landing gear systems and create a simulation for a landing gear. It is essential in modern engineered
systems to develop a computational model for a successful design. The use of computational model allows investigating a much larger parameter space
more efficiently and risk free than what would be possible by hardware realizations. The main challenge as a modeller is to identify and capture a detailed
dynamic behaviour while maintaining the performance.
Faultree Analysis
Fault tree analysis will reduce reliability and safety risk
assessments to represent graphically the logical interactions
and probabilities of occurrence of components failures and
other events in the system. The test was carried of extension,
Emergency extension and for cruise mode to determine any
failure in the system. The analysis for the system was created
through first identifying a desired sequence of events that
would lead to the correct functioning of all components into
their desired states. It was discovered that system was not
compatible.
Simulink
For modelling Matlab/Simulink tool was used. Simulink
software contains Simulink Browser library of sinks,
connectors, linear and nonlinear components and
sources. The existing and accessible data were used to
develop a model. These data were then entered in
Simulink to define the subsystems. There are four main
components/subsystems that together construct a
landing gear: shock absorber, vertical strut, two bracing
links. These components/subsystems are joined together
by hinges/slots/ball connections and gear itself is
connects to airframe through revolute joints
Block model on the right was achieved .
Project summary
The aim of this project was to construct a
algorithms code for ‘Airliner landing gear
simulation’.
With a help of Matlab/Simulink tool a model
has been conducted in a shape of block
diagram and faulttree analysis carried out for
any failure in the system.
Project Objectives
• Conduct a faulttree analysis.
• Learn Matlab/Simulink software.
• To use an industry and academia standard
tool to develop a functional model of the
physical parts of an airliner landing gear
Extension/Retraction system.
• To create scripted tests to fully exercise the
simulation.
Project Conclusion
It was observed in faulttree analysis that
system is not compatible as one of the
components failed.
Model of landing gear simulation that was
designed in Matlab/Simulink completely
failed. The complexity of the design itself and
Simulink tool make it hard to describe the
system.

Alistair Montgomery
BEng Aerospace Systems Engineering
Project Supervisor:
Dr. Rui Cardoso
An Investigation into the affects of Structural Idealisation on an Aircraft
Wing Box
Introduction
Aircraft structures consist of a range of highly
complex, detailed components, and as a result
require a high level of structural analysis and
testing to ensure the structure is able to
withstand the many aerodynamic loads
encountered in flight.
In order for such high level models to be
analysed efficiently both in terms of calculation
complexity and computational hardware, in the
preliminary stage of the analysis, models are
highly idealised. This is the process of modifying
a fully detailed model into a simple geometry for
practical applications such as an FE analysis via
the removal of unnecessary features and
typography alterations.
The wing acts as both a beam and torsion
member. The internal structure of a wing
consists of the main bending member know as a
spar, lateral cross sections called ribs, and
smaller axial members known as stringers or
stiffeners.
Idealisation Methods
Two idealisation methods are conducted on the
wingbox as part of this investigation. The
equivalence area method, and the linear stress
distribution method.
In order to perform the idealisation assumptions
are made to the geometry. Firstly the wingbox is
considered to consists of only two load bearing
elements; the wing skin, and longitudinal stiffeners
or stringers.
In a fully effective model we will consider the skin
to carry shear stresses (τ) and direct stresses (σ)
However when we simplify the model we assume
the skin to have a zero thickness and as a result is
only responsible for the shear stresses. It will also
be assumed that for the stringers that the load
carrying capabilities will be concentrated to a
single point, this allows the assumption that the
stress is constant for the entire cross-section of
the stringer. This area of concentration is
represented on the idealised geometry as a
circular point and is known as a boom.
Analysis and Results
The analysis has been run on the wingbox profile
of a cessna 172 skyhawk. The section spans from
the front spar to the rear spar and consists of a
section of length 2.54m from the wing root.
After idealization it was concluded that the area
equivalence idealization method provides a less
evenly distribution of shear stresses with the
wingbox. There are also significantly larger areas
of stress at the location of the stringers. This is due
to the area idealisation method creating booms at
a greater distance from the original skin location
that the linear stress idealisation method.
Overall it can determined that the axial stress
distribution idealisation method provides more
accurate and consisted results, especially over the
location of stringers and skin reinforcing members.
Project summary
This investigation examines the affects that
idealisation processes present to an aircraft wing-box
via two alternate idealisation methods compared to
the fully effective geometry. The analysis concludes
how the idealised model’s results differ to the fully
effective model with respect to their individual load
paths, shear stress, principal stresses, displacement
and areas of highly concentrated stress, allowing a
review of the overall reliability and accuracy of each
idealisation process.
Project Objectives
The objectives of the investigation will be to
conclusively determine the which of the idealisation
methods, linear axial stress distribution, or the
triangular area equivalence method provide more
reliable and accurate results to a comparison of an
FEA model.
Project Conclusion
There is a positive correlation between the maximum
shear stresses within the panels of each idealised
structure. The area equivalnce method has shown to
consist of a less evenly distrubuted shear flow. With
areas of concentrated shear stress at the location of
idealised stringers. In conclusion, it has been
determined that idealisation via linear axial stress
distribution provides more accurate and reliable
results compared to the triangular area equivalence
method.

Andrew Adams
BEng(Hons) Aerospace Engineering (Design Engineering)
Project Supervisor
Rohitha Weerasinghe
Chassis Design and Testing for UWE Formula Student’s 2015 Chassis
Introduction
A design for a chassis/frame that is suitable for a
single seated race car that would be competing
in the FSAE event at Silverstone. The design will
have to meet various requirements of the cars
design along with the requirements laid out by
FSAE. The project also includes methods of
torsional stiffness testing and chassis design
optimisation.
Concept Design
The design of the concepts went well, the concepts were designed based
around of the inboard suspension mounting points, just how a chassis should
be designed, after all the chassis’ role is to hold the vehicle together so the
other component of the car will dictate the shape of the chassis. Two chassis
concepts were made, one being a ‘slimmed down’ version of the other, to see
how much of an effect the difference in weight has on the torsional stiffness of
the chassis.
Design Selection
The design selection was based on which concept had the best specific
torsional stiffness. The stiffness constant of the chassis was calculated then,
that figured was divided by the mass of the chassis and the concept with the
highest value would be put forward for development.
Project summary
Design Optimisation and Testing of UWE
Formula Students 2016 Chassis
Project Objectives
• Study all available literature on chassis
designs aimed at single seated race cars,
along with attending relevant conferences
to gain further knowledge
• Study the competition regulations to
ensure my design is suitable
• Study the team’s previous chassis design
to recognise the successes and failures of
it
• Develop multiple concepts for the design
• Select the best concept using a marking
system that takes into account torsional
rigidity and functionality
• Improve on the best concept where
possible
Project Conclusion
From this project there has not been any
sufficient evidence to say that specific chassis
torsional stiffness is directly related to the
mass of the chassis or the positioning and
orientation of the chassis members, more of a
combination of the both, however torsional
chassis stiffness is directly related to the mass
of the chassis.

Ben Rollings
aerospace
Project Supervisor
Dr. Mayo Adetoro
Simulating machining in abaqus
Project Summary
This project researches into the use numerical
simulations of machining covering the studies from
the past and the current methods. Then a
specification is produced from the research to lay out
the values for a simulation in abaqus. The simulation
is then prototyped with a large mesh and is checked
for validity by comparison and improved. The results
are then used to produce a refined simulation and it
is evaluated.
Stress
800000000
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200000000
A graph to show principle and von mises stress
2E+09
1.8E+09
1.6E+09
1.4E+09
1.2E+09
1E+09
0
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50
60
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80
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Frame number
s12
s33
s22
s11
von mises
Project Objectives
This project aims to research into and
simulate a cutting process using a
computational approach then validate the
results using experimental tests.
Then based on the research into the field and
the simulation results establish. Are modern
FEA simulations accurate enough to predict
real machining?
Project Conclusion
In conclusion the aim to research and
simulate a cutting process using a
computational approach was achieved
however it was not validated using
experimental tests this was because the
simulation proved to be far harder to get
working correctly than hoped.

Benjamin Smith
BEng (Hons) Aerospace Engineering (Manufacturing Pathway)
Project Supervisor
Dr. Mike Ackerman
Innovative methods of harnessing wind power
Energy tower (Downdraft chimney)
Kite power
High altitude wind turbine
Project Objectives
• To asses the feasibility of alternative
methods.
• To propose a possible alterations to
improve.
• To calculate the potential power
capacity and the possible global
capacity.
An Energy tower is a completely green energy
source that doesn’t produce greenhouse gasses.
Can generate winds of up to 80 km/h by spraying
water into the top of the tower, which saturates
the air, the dense air falls towards the base of the
tower, powering several turbines. It operates 24
hours a day and is fully reliable.
Solar Chimney (Updraft)
Solar updraft towers use the
energy of the sun to generate
power 24 hours a day. Large
solar roofs similar to a
greenhouse, trap the heat
absorbed by the dark ground
material, the heat rises
towards a large tower In the
center to power several
turbines.
Kite power is a very cheap method of
generating power, using the same
principles as a standard kite, it ascends
flying in a figure of 8 which powers a
generator located on the ground.
Kite power is a very new concept with
just a few prototypes in testing.
There are two methods at achieving high altitude
wind power, being a large aero foil or a helium
filled structure. High altitude wind turbines have
the potential to produce vast amounts of power
with the possibility of harnessing the vast amount
of energy available in the jet stream. Is ideal to
provide power in emergencies or disasters, or
even to supply remote communities with a
reliable electricity source.
Project Conclusion
There isn’t a environmentally friendly
energy production method that can meet
the global energy demand efficiently. It is
rather a culmination of many different
methods, some which can be used very
widely around the world to mass produce
power, and others which have specific
niches, in which they are very effective
energy production methods.

Christopher Farndon
BEng Aerospace Design Engineering
Project Supervisor
Dr. Chris Toomer
Investigation, creation and validation of an inverse design code for twodimensional
aerofoils using MATLAB
Creation of MATLAB model
After completing a thorough literature
survey, it was decided that the most suitable
method of inverse design for this project was
the Modified Garabedian McFadden (MGM)
method. This approach uses coefficient of
pressure distributions to compute a residual
value between a target and initial Cp
distribution, with this driving an iteration
process which optimises an initial aerofoil
shape. The fundamental equation used to
compute the aerofoil change is:
AA δδδδ + BB ∂∂(δδδδ)
∂∂∂∂
− CC ∂∂2 δδδδ
∂∂xx 2
= CCCC tttttttttttt − CCCC iiiiiiiiiiiiii
This second order ordinary differential
equation can be solved using a central finite
difference method for δδδδ (the change in
aerofoil height) which can then be added to
the initial aerofoil to create a new shape
closer to the required aerofoil. This process
is repeated in an iterative loop until the Cp
residual is reduced to 0 (or a negligible value)
indicating the aerofoil has been optimised
correctly.
Tri-diagonal sparse matrix created to solve the fundamental equation
Validation
With an inverse design method (MGM) created in
MATLAB, this model was required to be validated to
ensure the process was producing accurate and
reliable results. This was done by comparing the
output produced by the MATLAB model against two
industrially established computational-fluid-dynamics
(CFD) software packages: ANSYS Workbench v15 and
Javafoil v2.23.
For the ANSYS analysis, a target aerofoil was created
in Solidworks, a computer-aided-design (CAD)
program and then imported into ANSYS. The results
of this and the Javafoil analysis can be seen above. It
can be seen that overall the MATLAB model matches
the general shape of both the ANSYS and Javafoil
solutions, providing
confirmation that the
inverse
design code created in
MATLAB was
implemented
correctly and was
producing dependable
and trustworthy
results.
Testing
The testing phase allowed the capabilities of the
developed MATLAB inverse design code to be
investigated. A variety of test series were
created; each assessing a different aspect of the
program’s functionality. The constants A, B and
C seen in the fundamental equation were
required to be determined experimentally, as
well as the optimal value of the Cp error. Once
these were determined, various tests were
performed to observe the MATLAB’s success at
transforming an initial aerofoil shape based on a
variety of key aerofoil design parameters:
camber, maximum thickness and the position of
the maximum thickness.
These tests were all passed with overwhelming
success, with the inverse design code efficiently
optimising the aerofoil shape to within an
acceptable level of accuracy for any change in
design criteria.
The testing phase continued on to assess the
MATLAB model’s ability to analyse viscous flows,
where it also successfully passed this, increasing
the flexibility and usefulness of the algorithm.
3D representation of change in aerofoil shape over time.
Project summary
The project attempted to gain an
understanding of inverse design methods
when applied to the aerospace industry, by
creating, validating and testing a working
model from first-principles.
Project Objectives
Overall project objectives:
• Create an inverse design code in MATLAB.
• Use computational-fluid-dynamics (CFD)
to validate the output of the inverse
design code .
• Devise and complete a comprehensive set
of test procedures to investigate the
program’s ability to successfully optimise
an aerofoil based on a variety of varying
design criteria.
Project Conclusion
An inverse design code was successfully
created in MATLAB, before being validated
and tested to confirm the program produced
accurate and reliable aerofoil shapes. The
developed program provided not only a
useful aerodynamic design tool, but also
served as an opportunity to observe the
concepts and principles associated with
inverse design first hand by creating a
working model first-hand.

David Baez Kasolis
BEng (Hons) Aerospace Engineering
Implementing a Forward Swept Wing configuration on an existing UAV
Platform
The RQ-4 “Global Hawk”, was chosen as the most appropriate testebed to carry the implementation on, as it provided a good amount
of data on its operational capabilities. The data was used to support the CFD cases on which a set of 3 FSW setups will be compared
against the actual set of wings fitted to the Global Hawk.
Wing Selection was carried using a 2D Flow Analysis code. & wings were compared and classified according to their capabilities.
Finally the best 3 wing were selected for the next phase of the project, that would include a more thorough analysis. Material testing
was also carried using Finite Element Analysis to identify the capabilities of the chosen wing when dealing with aerolasticity issues
Results
The set of results obtained when the final chosen
wing was compared to the actual wing used by the
UAV, confirmed an increase in maneuverability and
lift production, it also benefits from an extend
stall point of approximately 8 degrees.
The picture on the left illustrates how the
flow travel trough the wing, when using a
FSW or a Back swept wing configuration.
This flow distribution enable the FSW to
remain maneuverable at high angles of
attack , since the root of the wing tends
to stall first, thus enabling the wing tips
to con
CFD Testing
All selected wings , were tested at
multiple angles of attack to obtain a
clear representation on how
beneficial a FSW will be when
travelling at cruise speed. Pressure
contours illustrate the distribution
of High and long pressure all along
the wing. It was observed that FSW
configuration were able to keep
producing lift when subjected to
high angles of attack
Capabilities of the FSW configuration are: Increased maneuverability at
high angles of attack, a reduction in lift induced drag when travelling at
transonic or supersonic speeds.
A Final wing was chosen to be adopted as the FSW for the Global Hawk.
The S 1223 showed exceptional performance when compared to other
selected wings throughout the CFD testing phase
Data Validation
After CFD testing was
completed, the data obtained
needed to be validated,. The
validation enables designers to
check if the data does correlates
to what the model would
experience in a free flight
situation.
A practical validation was
carried which involved wind
tunnel testing
Structural testing
FSW configuration do suffer aerolasticity problem
generated mainly at the wing tips
(Divergence/twist) due to the nature of the flow.
In early stages of conception the materials able to
counteract this hindrance added a considerable
weight penalty. Present day material like
Aluminum Alloys and composites, allow the wing
to be stiff enough to avoid a wing fracture.
Project Supervisor
Dr Pritesh Narayan
Project summary
Forward swept wings provide a range of
aerodynamical advantages over the more
standard wing configurations. Conception
dates back to the world war 2 period, where
development was based in Germany. The
concept was then explored again in the early
80’s when the Americans conceived the
Grumman X-29 FSW Testbed, which
demonstrated exceptional capabilities.
It is believed that with the advancement in
materials and design tools of the industry ,the
concept becomes once again worthy of
exploration.
Project Objectives
The aim of the project is to investigate how
FSW can aid to increase the aerodynamical
performance of a UAV.
The project involves a comprehensive
computational fluid dynamics analysis, and
multiple data validation methods.
Project Conclusion
It was clearly demonstrated that the chosen
UAV testbed , does benefits from the
aerodynamical capabilities of the FSW
configuration.
Material testing indicates that , previous
aerolasticity issues that affected FSW can be
solved with the use of composite material s,
without adding any weight penalty to the
structure.

Daniel Norton
BEng(Hons) Aerospace Engineering (Design) (SW)
Project Supervisor
Dr. John Kamalu
An Investigation into the Morphology, Stoichiometry and Distribution of
Secondary Phase Intermetallic Particles Found in a 2XXX-Series Al-Alloy
and Their Effects on Corrosion Performance
The main inhibitor and disadvantage that the light metals, predominantly 2XXX, 6XXX, 7XXX series Al-Alloys, have when compared to
composites and titanium alloy parts is that they are prone to exhibit relatively poor corrosion performance (Sukiman et al, 2012). As a
pure metal, aluminium is highly reactive, with an affinity for oxygen. Pure aluminium has very good corrosion resistance due to its
naturally forming oxide layer making it highly resistant to most environments (Aluminium Federation, 2011). However, when it is alloyed
with other elements, this inherent corrosion resistance is often lost. A number of research papers have attributed the poor corrosion
behaviours of these alloys to the material’s microstructure and the chemistries of the precipitates within it
Project summary
An investigation that looks to evaluate and quantify
links that exist between the morphology,
stoichiometry and distribution of secondary phase
intermetallic particles that are found in a 2XXX-Series
Al-Alloy and their effects on the corrosion behaviour
of these materials in service.
Project Objectives
The experimental testing should quantitatively
evaluate the effects of corrosion in a number of
different electrochemical systems, determined by the
Airbus case study.
The most common types of corrosion in 2XXX
series aluminium alloys due to electrochemical
reactions are pitting corrosion and intergranular
corrosion (SAPA, 2013). Not only are these two of
the most common forms of corrosion, they can
also be two of the most destructive if not carefully
accounted for in design. Not all aluminium alloys
are so susceptible to the intense pitting attack
seen in a number of studies on Al2024. The
alloying elements are often suggested to have a
significant effect on the rate of depletion of the
passive film coating the parts.
An intermetallic particle is a solid-state phase
within an alloy matrix which has a chemistry that
is different to the surrounding matrix. These
particles form during the solidification of the alloy
and are affected by a number of factors, namely
chemistries and changes in temperature.
Some of these precipitates have a very precise
composition with significantly different properties
to the surrounding matrix – these are termed the
intermetallic phase. A large number of smaller
intermetallics can be detrimental in terms of
corrosion performance, however, up to a point
they offer significant improvements in strength by
pinning grain boundaries (Saddock, 2008). As such
it is consider these effects in the analysis of
microstructural characteristics and be aware of
them when interpreting results.
57 samples were tested and findings showed
significant levels of pitting and intergranular attack
on all samples. The first above show the result of
the corrosion experiment. The third image is a
micrograph of the intergranular attack in an Al-
Bronze sample.
From the clustering analysis the following have
been found:
Particles are primarily clustered along grain
boundaries – which coincide with the theory that
large constituent particles have been mechanically
broken down during forming. It is possible to
identify a number of linear clusters which network
in the direction of rolling, the direction of the grain
elongation. These particles are frequently closely
packed with little to no space between particles. It
is worth noting that in the clustering analysis it
was found that “16% of particles have a neighbour
within 8.36μm” – the distance below which the
corrosion is considered to be exacerbated in the
form of a galvanic couple. While the increase in
rate has not been quantified, the corrosion tests
suggest that the impact would be considerable
given the stark difference in depth of attack
between pitting and intergranular attack.
Project Conclusion
• AA2024-T3 experiences extensive stable pitting
and intergranular corrosion when exposed to a
dilute acid such as NaCl.
• The rate of pitting corrosion at a site appeared to
reduce or stop altogether following the initiation
of intergranular attack. It is thought that the pit
has repassivated.
• The clustering analysis concluded that the
intermetallics within AA2024-T3 appeared to be
clustered in linear networks.
• The machine vision analysis method can be used
as an effective method for estimating the
corrosion behaviour of the material however it
requires a greater amount of data to improve its
reliability.

Emily Morris
BEng (Hons) Aerospace Engineering Design
Project Supervisor;
Dr Chris Toomer
A Study into Wind Farm Resource Modelling
Project Summary
This project was carried out in order to analyse current wind farms in existence and the
regulations and procedures surrounding their development. This then lead to the testing of certain
turbine features using computational analysis techniques. The theory and calculations utilised by
the computational methods were researched in order to gain a thorough understanding of the
influence of the variables involved .
Experimental Procedure
The software utilised in this project was WindFarmer, an industry level
software which uses data obtained from maps and geographical
surveys to plot arrangements of potential wind farms and find the
optimal layout. Once a turbine layout has been created the software
runs various analysis calculations and outputs performance and
feasibility data for the site. The outputs are determined by the user
depending on the area of study required. Several experiments were
carried out into the effects of a wake produced by a primary turbine
on the performance of a secondary turbine.
Case Study—Middelgrunden, Copenhagen
Middelgrunden is a large offshore wind farm consisting of 20
turbines located 4.6 km offshore from Copenhagen Harbour,
Denmark. The 20 turbines produce a site with 40 MW capacity, this
is the equivalent of 20,000 Danish homes. All 20 turbines are
identical B76/2000 turbines .manufactured by Bonus Energy. These
are triple bladed horizontal axis turbines with a rated wind speed of
15 m/s
Project Objectives
· Research current wind farms and
highlight areas that can be improved.
· Research into current industry
standards and practices.
· Carry out thorough testing and
analysis using WindFarmer software
into the effects of wake flows on
secondary turbines.
Project Conclusions
From the investigations carried out
within the course of this project it can
be seen that the location of greatest
wake influence, from an initial to a
secondary turbine, is within a 30 m
range either side of the central turbine
location, when the two turbines are
spaced at a distance of 48 m
separation. This result is specific to the
turbine analysed and applies to the
conditions present at the location
studied at an altitude of 400 m above
sea level with a prevailing wind from
the West.

Elisha Nyakabau
Beng Aerospace Systems Engineering
Project Supervisor
Nigel Gunton
An Investigation into Auto-Stabilisation of a Helicopter
This project looks at the creation of an automatic stabilisation system for a helicopter, a single rotor helicopter to be specific. The
behaviour of helicopters is complex and understanding the mechanisms at work requires numerical modelling and simulation, only
through this can the flying qualities and stability be identified. Once identified can an augmentation system be designed to stabilise
the aircraft and improve the handling qualities.
Project summary
Creation of a mathematical model for simulation
Analysis of dynamic stability at different flight
conditions
Design and testing of a linearized feedback
controller
Assessment of helicopter stabilisation methods
An understanding of control theory is required to be able to create an
automatic flight controller that is capable of trimming the aircraft in a wide
range of flight modes such as hover where a helicopter is most unstable. The
project covers some of the basic control theory required before undertaking
the design of such a controller.
2 Column Grid
Type Spec: Calibri 24pt,
Align Left,
(Bold for headings medium for paragraphs of text). Space for your research,
theory, experiments, analysis, simulations, pictures, tables, diagrams,
flowcharts, text
Project Objectives
To first gain an understanding of helicopter flight
dynamics and simulation modelling
Creation of a validated dynamic model of a
helicopter using Simulink
Trim and Linearization of the model
Asses the dynamics of the helicopter
Use classic feedback control techniques to develop a
linear controller
The Modelling
The software used for modelling is
Simulink and Matlab. The model
used is based on Nasa single rotor
helicopter model.
The Helicopter
The simulation model is configured
to the Bell AH-1G Huey Cobra.
The Huey Cobra is a 2 bladed
military helicopter and has been in
service since 1971.
Project Conclusion
Modelled and Simulated a Bell AH-1 Helicopter.
Designed and simulated a working Stability
Augumentation System (SAS) with ATT (Attitude
Retention System)
SAS
The Stability Augmentation System is modelled
using full state feedback (pole placement). Linear
Quadratic Regulation (LQR) used to gain the
optimal gain matrix K which is used to close the
loop
ATT
Attitude Retention System, forms the outer loop of
the linearized controller and provides flight modes
for the pilot such as Attitude hold and Altitude
hold.
Displacement
Lateral displacement due to random velocity disturbances at 104 kts with SAS
0.08
Lateral Displacement (ft)
0.06
0.04
0.02
0
-0.02
-0.04
-0.06
-0.08
-0.1
-0.12
0 20 40 60 80 100 120 140 160 180 200
Time (t)

Josh Sleeman
BEng Aerospace Engineering
Project Supervisor
Dr Steve Wright
Unmanned Aerial Vehicle Stabilisation System Development
Hardware Selection
After consideration of many different quadcopter frames that
are available on the market the Turnigy Micro Quad V3 kit was
chosen, because of the small frame the control of the
quadcopter becomes more manageable and is good as a starting
point for a first quadcopter project, the design of the
quadcopter could easily by scaled up to a larger size when the
small one is working correctly.
Motor Control Theory
The control of the motors will be achieved once the orientation data has been received at the MCU. A method of control is
used to take the current orientation data from the IMU and the current: throttle, altitude, pitch, roll and yaw that is being
demanded from the user interface and turn this into a response for the motors to act upon. It is first very important to
understand how this will work before any software can be written, the basics of this is shown in the motor control diagram
shown below.
Hardware and Software Implementation
The hardware implementation consisted of
connecting all the hardware up in the correct way
in order for it to function correctly. This is shown in
the diagram below in the form of a circuit diagram.
This diagram has been numbered in order to
explain the different hardware and its integration.
2
1
3
4
The microcontroller that has been selected for the quadcopter system is the
Arduino Uno and this will be used to control the quadcopter system. An
inertial measurement unit (IMU) can be used to capture the orientation data
needed to stabilise the quadcopter, this input data can then be used to
calculate the response needed to stabilise the system using the motors. In
order to have communication with an external user interface the HC-05
Bluetooth module will be used, this enables short range wireless
communication, this can be upgraded to a Wi-Fi system if longer range is
needed.
The first stage of this is the mapping of the throttle in to a percentage, the same is then done
to the orientation data. Once the orientation input is in terms of a percentage this is then
multiplied by a gain in order to control the response. This response is then summed to give an
offset for the motors output to change to. The final stage is to map the percentage back to
the motor limits.
Number 1 in the diagram is the lithium polymer
battery which supply’s the power for the circuit.
Number 2 in the diagram is the Arduino Uno MCU,
this piece of hardware supply’s all the data signals
to all the components. Number three in the
diagram is the Bluetooth Module, this component
is supplied from the lower voltage supply and
communicates with the Arduino via the serial pins
5
6
(Rx & Tx). Number 4 in the diagram is the inertial
measurement unit, this sends the orientation data
to the MCU. Number 5 on the diagram is the four
esc’s, these control the speed of the motors The
final part of the diagram numbered number 6 is the
motors which are connected to the esc’s by three
wires, by changing these wires around the
direction of the motor can be changed, this is very
useful if a motor is turning in the wrong direction.
The software implementation is all about bringing
the different parts of the software together. This is
done by working in a methodical way and bringing
the software from the main components into one
file of code. In terms of what has been achieved in
this project, the software of the orientation system
has been combined with the control software in
order to give a system that can stabilise its self.
Project summary
An investigation has been undertaken into
the design, development and operability of
an autonomous stabilisation system designed
for a Quadcopter unmanned aerial vehicle.
Project Objectives
The aim of the investigation is to design an
unmanned aerial vehicle stabilisation system.
This stabilisation system will be incorporated
into a Quadcopter UAV and will be able to
autonomously allow the UAV to take off and
hover in stable flight. The main objective of
the system is to automatically stabilise the
quadcopter.
Project Conclusion
The auto-stabilisation for a quadcopter UAV
has been developed from the use of
commercial off the shell hardware and
software. Parts of the specification have
been achieved with further work required to
finish the other objectives of the project. The
Quadcopter developed can react to
orientation changes within its environment
and make corrective movements.

James Baseley
BEng Aerospace Design Engineering
Project Supervisor
Dr Jason Matthews
“AN INVESTIGATION INTO HOW ADDITIVE MANUFACTURING AND
TOPOLOGY OPTIMISATION CAN MAKE THE AEROSPACE INDUSTRY MORE
EFFICIENT”
Project Details
After some research into the current state of the art methods and technologies, it is clear that there is a lot of work that can be carried
out to investigate the use of topology optimisation in the aerospace industry. The project is split into design & analysis, optimisation,
and manufacture & testing of a jet engine bracket as an example component to demonstrate the process effectiveness both financially
and environmentally on an example Airline and therefore the industry as a whole.
Design and Analysis
Initial Component – GE Jet Engine Bracket
The bracket is analysed in its original form so
that a direct comparison can be gained from
the optimised version:
Important aspects of FEA were carried out
including a mesh study of different mesh types
and densities in order to fine the most
effective mesh for time and accuracy. The
graph below shows the mesh convergence:
Optimisation
Otpimisation process utilised “Solidworks
Optimisation,” an automatic dimensions
constraining method:
…and also a “user” optimisation method that
involves the manual removal of excess, non-load
bearing material:
Each time the finished geometry is reanalysed
until the mass reduction is satisfactory with the
same structural capabilities.
The final optimised component demonstrated
nearly a 70% mass reduction over the original
version
Manufacturing & Testing
Both optimised and original parts were additive
layer manufactured using the fused deposition
modeler. They were then tested in a tensile test
machine to prove that they could experience the
same loads before fracture.
Results
Results showed that the optimised version could
perform as well as the original version, validating
the study.
A 70% reduction in mass of all metallic parts on an
aircraft resulted in approximately $190million in
savings to Etihad Airways’ Boeing 787 family.
Project summary
The project shows how topology optimisation
can be used with additive layer
manufacturing to make the aerospace
industry more efficient by means of design,
analysis, optimisation, manufacture and
testing
Project Objectives
- Read into methods of additive layer
manufacturing and topology optimisation
- Design and analyse a suitable component
from the aerospace industry
- Use an optimisation process to reduce the
part mass while sustaining structural
integrity
- Manufacture and test the original and
optimised components for validation
- Assess the impact the study could have on
the aerospace industry
Project Conclusion
There is still much to validate when it comes
to using the chosen optimisation method, as
well as further areas of research that could be
carried out that would either support or
expand on what has been discovered.
However, more importantly this project has
successfully provided a baseline for further
studies and has achieved the investigation of
how using topology optimisation with
additive layer manufacturing can make the
Aerospace Industry more efficient.

Batteries
Electrochemical batteries are energy storage
devices, which are able to convert chemically
stored energy into electrical energy during
discharging. They are divided in two subgroups,
the primary batteries are non-rechargeable and
secondary batteries are rechargeable.
Typically, there are three types of batteries that
are mostly used for airplanes that are driven by
electrical motors, and these are the following:
- Nickel Cadmium (NiCd)
- Nickel Metal Hydride (NiMH)
- Lithium Polymer (LiPo)
Mehmet Esat Erzurumluoglu
Solar Powered Unmanned Aerial Vehicle (UAV)
B.Eng. Individual Project UFMFX8-30-3
Aerospace Engineer (Design)
Introduction
Compared to other transport vehicles, aircraft can be classified as low emissions producers. An typical mid-ranged Airbus consumes 2785 litres kerosene per
100 kilometres. Calculated per person every passenger needs 2.9 litres kerosene per 100 kilometres (Airbus, 2014). The best case is to reduce the fuel
consumption to zero and for that it is necessary to switch from fossil fuels to renewable energy. Solar cell technology lends itself as a suitable application which
can support the propulsion system with energy. Using solar cells in the transport aircraft category is less effective because the energy produced by the solar
cells is only a fraction of the energy from fossil fuels. For small aircraft like a model aircraft or an unmanned aerial vehicle where the payload is less, such an
energy supporter as solar cells could be imagined. The application of unmanned aircraft will increase in the future, particularly in missions where an aircraft
operates in dangerous areas or under excessive stress. Through the elimination of the pilot and miniaturization of the aircraft the cost of a flight task is reduced
or new missions are possible .
Conventional configuration
The main wing is before the centre of gravity and the tail with their
rudder is after the centre of gravity. An aft-mounted tail offers
stability but produces a small down force in normal flight. In the
past most solar powered aircraft were in conventional configuration
and nearly all motor-gliders and gliders have a conventional
configuration
Aerofoil selection
For my UAV I had investigated a suitable aerofoil
and chose the best on that will give the
following.
An aerofoil capable of producing high lift at very
low speeds.
An aerofoil design capable of carrying as much
payload as possible
An aerofoil capable of being launched from a
low height and obtaining cruise speed
Minimum number of three aerofoils will be
analysed for comparison.
Solar cell arrangements
Minimum of 6x12=72 solar cells required to be
placed on the wing and other suitable places on
the UAV.
So we need 12 groups of 6 parallel connected
solar cells for our motor to have efficient power
input without relying on the additional energy
from the battery
Shadow effect
It was found that high wing configuration would be the best suited
to get maximum sun ling we could and also more flat surfaces to
attach solar panels. And avoiding dihedrals and sweeps for the time
being them to
Literature review
During my background reading I took in to
concentration last 45 years of solar powered
aircrafts and tried to list them in order to see
their potential improvements as time
progresses and technology advances . And state
of the art UAVs
Wind tunnel, Javafoil and CFD results
At wind speeds of 10 m/s, Wind tunnel data shows us that NACA
2410 and 23015 show signs of instability, whereas NACA 4412
remained stable at this speed.
Judging from the wind tunnel data javafoil and cfd results, we can
conclude that NACA 4412 was the overall more stable wing as it
performed well at both wind speeds.
Supervisor: Dr. Abdessalem Bouferrouk
Project summary
Solar powered aircraft and UAV have been made known over
the last 45 years and flying with pure solar energy now a
common reality but it is still not viable produce and sell them on
commercial scale for the public interest. Most of the inventors
were engineers in areas like electronics or mechanics. With the
increasing number of Aerospace engineers there will be more
redevelopment in this field and aerodynamic aspects will no
longer be neglected and these products and these aircrafts will
not be left to mechanical or electronically engineers. To create a
UAV you would need to combine all these engineering
disciplines as I did mechanics and electronic in my previous
studies in A-levels would be ticking all the boxes t start this
project alone. The aim of this project is to improve the current
state of solar powered aircraft.
Project Objectives
The aim of this project is to improve the current state of solar
powered aircraft.
And have a possible application of the product like Atmospheric
research, Earth observation, monitoring of air and water
pollution, traffic monitoring , location tracking can all performed
by a high resolution camera and instruments mounted on a
solar powered aircraft
Project Conclusion
It had been a long journey of but gladly it came to an end I
would have liked to build the UAV if I had time and funding
required. During this project I had used some research and work
i did in previous years to help me save time as we are on final
year we had many other work to concentrate and revise for
exams and handle in dozen coursework. Therefore some of the
works provided may contain group work which i was thoroughly
involved in, I had used some spread sheets calculator to work
the maximum lift we used in Airbus coursework we did in
semester 1 to help me with the. Lastly I had input from the
wings weeks project we did in year 2 so to do this project id did
require a lot of input from my previous year experiences and
works as it was vital to finish a project this big.
Cost estimation of the project - solar powered UAV prototype.
£210 solar panels flexible ones £70 for the glass type
£20 electric motor
Batteries £100
system hardware control and aviation £100
Remote control £100
aileron motors £20
Aerofoil lathe + technician £30, foam £10, film cover £5 & beam
£5.
fuselage £100
UWE resources workshop, electric and machines irons (free)
Labour cost 30 hours £210
This gives a sum of £700 assets and £210 worth of my time if I
were to create this prototype therefore it wouldn’t be ideal
project to be accepted if the end product made was not worth
more than £1000.

Nicola Reed
BEng Aerospace Engineering (Manufacturing)
Enhancement of Mechanical Properties of Additive Manufacturing
Materials
Additive Manufacturing (also known as AM) is a layering fabrication process which uses many different materials to build a wide variety of products across
many industries. This project will investigate the theory and practise of using fibres (glass and carbon fibre) to reinforce structures printed using AM methods.
Additive Manufacturing has quickly emerged as a technology of the future. The ability to ‘print’ objects layer by layer has become a fabrication method which
60% of businesses (within the engineering and design sectors) are currently utilising (Hammond, 2014). It is because of this that this project investigates
whether it is possible to produce fibrous printed structures by using additive manufacturing methods, thus increasing the market for these machines. With AM
manufacturing technologies becoming more common within businesses and the home, increased resources are being invested in the research and
development of 3D printers to ensure that the technology continues to progress and become accessible and affordable for all.
Project Supervisor
Dr David Richardson
Project summary
This project investigates whether the addition
of fiber reinforcement affects the mechanical
properties of an additively manufactured
structure, also whether the build orientation
of a 3D printed sample affects these key
properties.
Research
Thorough research was carried out into all aspects of 3D printing and a
comprehensive literature review was written. It was at this point in the
project it was decided that it would not be possible to combine the fibrous
reinforcement with the 3D printing filament. This was due to the logistics of
combining them in an evenly dispersed way. The machine being used for this
investigation utilizes the Fused Deposition Modelling method, the fibers may
also have caused issue with ‘pulling out’ of the matrix polymer material;
another reason why this was not feasible within this investigation.
At this point in the project it was decided that Epoxy resin samples would be
manufactured, and the fibers added to the mixture – these would then be
tested to determine the affect on the Mechanical properties of the
additional reinforcement.
It was also decided that different build orientations would be investigated
and samples be tested to determine whether this parameter affects the
properties of the printed sample. The below diagram shows the FDM
machine used for this investigation.
Method
Using the relevant ISO a test plan was created, CAD model drawn and .STL file
sent to the technicians to be printed. Following the successful manufacture of
the samples in each build direction they were then received for testing. The
machine used for testing can be seen below.
Each sample was measured and tested.
(this included the samples
manufactured from Epoxy resin).
The results of the testing concluded
that the addition of the fibers improved
the Mechanical properties (Young’s
Modulus and Yield Strength) of the
samples. It can also be concluded that
the build direction does also affect the
Mechanical properties of a sample.
Further testing needs to be carried out
to determine whether it is
possible to combine the 3D printed
Polymer material with the fibrous
reinforcement.
Project Objectives
• Investigate how reinforcement can affect
Epoxy mold samples
• Deign and manufacture test samples to be
printed on an Additive Manufacturing
machine
• Investigate the logistics of the addition of
fiber reinforcement to 3D printer polymer
material
• Research the effect of the build orientation
on the Mechanical properties of 3D printed
materials
• Tensile test the manufactured samples and
record the resultant Mechanical properties
Project Conclusion
The addition of fibers to the epoxy samples
increased both the Yield Strength and the
Young’s Modulus. From this it can be
concluded that the addition of fibers to a 3D
printed polymer material would therefore
enhance the Mechanical properties of an
Additively Manufactured printed sample. It
can also be concluded that the build
orientation does affect the Mechanical
properties of a 3D printed sample.

Abigail Dalby
MEng Aerospace Engineering (Systems)
Project Supervisor
Pritesh Narayan
Extending the Range of a Unmanned Aerial Vehicle (UAV) without the
use of a Satellite
Satellites are primarily used because of the range that can be achieved, allowing communication with the vehicle from the other side of
the world. The main disadvantage being the cost of setting up a satellite system and maintaining the satellite system, this can cause a
few hours use of the satellite to cost thousands of pounds. High network latency due to the distance the data has to travel is also a
problem and also the need for specialised satellite terminals to communicate with the satellite.
The original idea for this project came from using the mobile network to control
the UAV. One of the most widely available networks is the mobile network; this
can be access in most countries around the world. Originally developed primarily
for transmitting voice (1G) currently includes 2G EDGE & GPRS, 3G and 4G. Each
standard provides different bandwidths and ranges. This idea was extended to
include WIFI as a way to improve the bandwidth.
System Design
The system design is based on UK
regulation and research into
communication bandwidths. The
communications methods chosen
were WIFI, mobile network work
and creating a fully autonomous
system for when the UAV is
outside communications range.
Autonomy Level and Range
The bandwidth required to operate
in different autonomy levels along
with the ranges calculated from the
case study give an overview of how
the system would operate.
Network
Technology
Case Study
A case study of the WIFI standard 802.11g
was built. Data rates are achieved with
varying modulation types. The model was
used to evaluate the BER (Bit Error Rate) of
the transmission. The link budget
calculation was applied and ranges
compared with bandwidth available.
Upload Speed
(Mbps)
Download Speed
(Mbps)
EE
4G 3.1 9.2
3G 0.4 2.5
O2
4G 3.6 9.8
3G 0.4 2
3
4G 5.2 8.4
3G 0.7 3.4
Vodafone
4G 2.2 11.2
3G 0.3 2.2
T-Mobile 2G 0.236 0.236
Bandwidth (Mbps)
60
50
40
30
20
10
0
Physical
Layer
ERP-
DSSS
ERP-
OFDM
ERP-
PBCC
DSSS-
OFDM
Range vs Bandwidth
Range (m)
Use
Data Rate (Mbps)
Mandatory 1, 2, 5.5, 11
Mandatory 6, 9, 12, 18, 24, 36, 48, 54
Optional 1, 2, 5.5, 11, 22, 33
Optional 6, 9, 12, 18, 24, 36, 48, 54
Project summary
The main aim of this project is to design a
system that can extend the range of the UAV
without the use of a satellite. It will primarily
focused on the communication between the
UAV and the operator. This project
investigates the advantages and
disadvantages of using wireless existing
infrastructures (for example the mobile
network), building a new infrastructure and
using autonomous flight to allow the UAV to
travel beyond the range of the operator.
Project Objectives
• Research regulations around flying a UAV
in up airspace and investigate the impact
this will have on the design of the system.
• Select a method for implementing
different autonomy levels and the data
rates required for each mode.
• Produce a case study proving the
feasibility of the different communication
methods for between the ground station
and the UAV.
Project Conclusion
• The project was proven to be feasible
however much more work is needed on
the hardware side.
• All of the numbers are theoretical and
therefore need to be proven to be close to
real world values.
• A combination of 4 layer of autonomy will
be needed to achieve the maximum range.

Andy Lang
MEng Aerospace Systems Engineering
Project Supervisor
Pritesh Narayan
The Design of a Tri-Rotor UAS Optimised for Forest Fire Surveillance
Background
Unmanned aerial vehicles have been utilised in a
variety of natural disaster data acquisition tasks for
over a decade, predominantly in post disaster use.
The type of disaster environments that the
technology has been deployed ranges from
hurricanes, earthquakes and tsunamis. Although a
great deal of the platforms were envisioned to
assess the severity of the natural disasters,
offering video footage from various angles
unobtainable by other methods, some were used
to provide detailed evaluation in critical
environments.
Practical Analysis
All Tri-Rotor manoeuvres refer to the thrust force
generated by each rotor through manipulation of
their individual speeds. The relationship between
the thrust force and the rotational speed is a
complex one which takes into account various
elements in the powertrain design. A thrust
analysis was performed on multiple propellers.
CFD Analysis
To further assess the validity of the results, a CFD
analysis was implemented to add another
dimension to the investigation. In order to achieve
this, the motor and propeller assembly was
modelled in SolidWorks in a simplified manner.
These were then put through a simulation and
compared to physical and theoretical results.
Design and Build
The MK-III Tri-Rotor below was rapid prototyped
and assembled in 24 hours, after previous versions
outlined prospective areas of improvement. The
final UAS is incredibly stable and has a flight time
of up to half an hour and is fully capable of First
Person View (FPV) flight.
Further Work
One of the main decisions for selecting a Tri-Rotor
airframe was because of the theoretical endurance
supremacy over other Multi-Rotor systems.
However, as the study has progressed the
underlying theory has been identified to have
sources of error which could have led to an
inaccurate decision. Therefore, the development
of the Quad-Rotor system illustrated is currently
underway to compare the endurance of each UAS
in a practical assessment
Project summary
The primary aim of this investigation is to design a
UAS capable of undergoing the task of monitoring
forest fires in Ontario. The system is a combination of
a stable Multi-Rotor platform which facilitates the
desired flight characteristics, and a sensory payload
which is essential to perform the desired task. The
investigation is a result of encompassing various
research objectives and fabricating an efficient design
capable of achieving positive results in the scenario
set by the Ministry of Natural Resources, Aviation
Forest Fire and Emergency Services, Ontario.
Project Objectives
• Perform a Thrust Analysis
• Undertake a Hardware and Sensor Selection
Process
• Design, Build and Test a Tri-Rotor UAS
• Fly a Mission Demonstration
Project Conclusion
An investigation into the design of a Tri-Rotor UAS
utilised for a particular flight scenario has been
conducted and specifications have been established
to define necessary flight characteristics. The
majority of the project at this stage has been driven
by research, both through a literature survey and
exploration into a wide focus area. The prerequisite
knowledge of rapid prototyping from Part A of the
project helped fuel the iterative design process of the
Tri-Rotor facilitating the opportunity to explore new
applications within the field and exploring valuable
experimentation potential. After acquiring a
perception of the wide subject area of Multi-Rotor
remote sensing platforms and how their synergies
between functionality and flexibility benefit the
design process, the theoretical and practical
assessments could be recognised.

Design Model & Simulation
The design model and simulation
will take part within MATLAB and
Simulink. Written code and
Simulink models will emulate a
guidance, navigation and control
system once developed.
Abigail Glover
Aerospace Systems Engineering
Undergraduate Final Year Project (MEng A)
Investigation and Development of Control and Communications
Systems of UAVs for use within Precision Agriculture
Background
The use of advanced control and autonomous systems are, at present, a major part of our society to and their uses are ever becoming
ever increasingly important. Unmanned Aerial Vehicles (UAVs) and other Unmanned Vehicle Systems have been a large focus mainly
within Aerospace and Military Defence, but now the possible roles and capabilities for unmanned autonomous systems, are majorly
advancing within the civil and commercial sectors. Applications offered are as such: mapping, surveillance, scientific data gathering,
search and tracking operations (such as forest fire monitoring) and as for the focus area for this project, Precision Agriculture.
AN IDEAL SYSTEM
The ideal autonomous Guidance, Navigation and Control (GNC) system,
would enable a vehicle to autonomously follow and track, a specified
path, in the case of a UAV this would be to maintain a desired altitude
and heading without exceeding the constraints set for the system for the
desired tasks that may be required from it – depending on its use,
whether this is for surveillance of crops for example or surveillance of an
specific area that may wish to be examined.
Aircraft Model
Calculating coefficients and
motions of the UAV, including all
of the Aerodynamic equations
and calculations for forces and
motion, Rotations Matrices,
Velocities, Positions, Euler and
Angular calculations that occur
during the Simulation to output
results from the desired aircraft.
Path Following
Given a set of predetermined waypoints,
this is important when looking at the field
of precision agricultures, as the UAVs may
have a set and guided path that may be
required to follow. Knowing the position
currently held by the UAV, will allow for
path tracking algorithms to give the
desired heading (angle).
Autopilot
A controller will allow the UAV
to following a particular
heading, and hold an altitude
– a steady and smooth flight is
always the desired outcome
from a system, and along with
the path tracking being able to
hold an altitude will be an
important step towards this
Further Development
The system is currently still in development from the
first year of the project and will need more time to be
a fully working system. The next steps of development
are to finish the Autopilot system and build upon the
Path Following routines, to think about implementing
an IMU and wind turbulence systems. Implementation
with the Flightgear or XPlane interface will allow for
better analysis of the system.
Project Supervisor
Dr. Pritesh Narayan
Project summary
The primary aim of the investigation is to
design and develop a Control system for a
UAV, which can be developed into a system
that multiple UAVs can use and work
cooperatively together. These will be capable
to perform tasks such as surveillance within
Agricultural production. Some of the ideas
will be an extension of a number of previous
publications, where work on UAVs and
Unmanned Autonomous systems have been
developing over the last decade. The project
proposes to explore wider ideas and
opportunities to present possible solutions
for methods of use of UAVs and unmanned
vehicle systems together in agriculture.
Project Objectives
(MEng A Project Scope)
• Investigate required specifications and
explore the limitations of UAVs and other
vehicles alike that can be used for Precision
Agriculture.
• Investigate current methods for navigation,
guidance and control of UAVs and explore
how these can be developed into use in
project area.
• Design a prototype UAV Control system
(Guidance, Navigation and Control).
• Development of a prototype UAV Control
system using MATLAB/Simulink.
Project Conclusion
The project is still in development although
prototype systems are currently designed and
being developed. All research objectives were
completed. Further development of the
systems are required.

Barry Bartlett
MEng Aerospace Design Engineering
Design & Analysis of Composite Repair Patches – Part B
Project Supervisor: Ramin Amali
This investigation involves producing a mathematical representation on how the physical orientation of a composite
patch alters Tsai Hill factor of safety of a repaired composite panel under tensile loading. Initially a literature review of
previous studies was conducted. A square composite panel was designed, with a length of 1m. An area of material
was removed from the centre to represent an afflicted area, in need of repair.
Using FEA, the relationship between Stress Concentration
factor and the Fibre Orientation of a single layered notched
composite patch was established. With this data, a means
of theoretically simulating a patch repair method on a
notched composite panel was discovered. By using the
localised stress concentration factors for each layer, the Tsai
Hill Factor of Safety (FOS) of a repaired composite panel
could be determined, before and after a patch is applied. A
relationship between the patch size and the Tsai hill FOS
was then determined using FEA analysis
Stress in Direction 1/Pa
8500000
8000000
7500000
7000000
6500000
6000000
5500000
Stress in Direction 1 vs Patch size
5000000
450 550 650 750 850 950 1050
Length of each side of the Patch/mm
K1
12.00
10.00
8.00
6.00
4.00
2.00
0.00
K1 Between 0 and 180 Degrees Fibre Orientation
0 20 40 60 80 100 120 140 160 180 200
Fibre Orientation/Degrees
A relationship between the patch size and the Tsai
hill FOS was then determined using FEA analysis. It
was shown that the local stress in direction 1 of a
notched panel converged when the patch had a
length of 700mm. This length was chosen for
analysis of patch orientation on Tsai Hill FOS. Using
a notched panel of 4 layers, each with a 45 degree
fibre orientation, FEA analysis was conducted to
determine how patch orientation and fibre
orientation manipulated the Tsai Hill FOS. This was
done for a patch of 2 layers with the same fibre
orientation.
Results show that for this scenario, the
optimum patch orientation is 33
degrees for a patch of two layers, each
with an identic fibre orientation, The
maximum change in Tsai Hill was 0.91%
in these three cases, with an increase
average of 0.55% overall
Tsai Hill FOS
A final study shows that there is a
polynomial relationship between fibre
orientation of a patch and the Tsai hill
of a panel.
Tsai Hill
2.6
2.4
2.2
2
1.8
1.6
1.4
1.2
1
Conclusion
Graphical Illustration of Equation 6 between -50 and 50
Degrees Patch Orientation
1.41
1.405
1.4
1.395
1.39
1.385
-50 -40 -30 -20 -10 0 10 20 30 40 50
Patch Orientation
All 45 Panel, 2 Layer Patches
Tsai Hill vs Fibre Orientation
0 10 20 30 40 50 60 70 80
Fibre Oreintation of Patch

Barry Clarbull
MEng Aerospace Manufacturing Engineering
Project Supervisor
Dr Gary Atkinson
Polarised Light in defect detection – Part B
Shape from Polarisation
The polarisation of light is a
phenomenon that can not be
detected by the human eye, for this
reason it is still a relatively new and
exciting technique within computer
vision.
Polarised light by reflection and
refraction
Light can be polarised in three ways,
the image above shows how light is
polarised by reflection, refraction
caused by a direct reflection, known
as specular polarisation and is shown
above. Polarisation can also be
caused by subsurface scatter, known
as diffuse polarisation and shown
below.
These different types of polarisation
have slightly different theory and
produced different amounts of
polarisation.
In this process a series of images
were captured using a linear polariser
at various angles. As the polariser is
rotated the intensity of the light
transmitted through it increases and
decreases and thus can be thought of
as acting like a Sine wave.
Calculations were completed to
obtain a the phase angle of the
polarised light, the degree of
polarisation on the object, and the
zenith angle of the surface normal.
From this data it is then possible to
reconstruct the object in3D.
A Snooker ball to be reconstructed
Phase angle image of a hemisphere
The Zenith angle at various points on
the sphere
The zenith angle is the angle from the
perpendicular, around to the surface
normal. This is shown in the diagram
below.
The data shown can then be
combined to show a vector at every
pixel. However as the phase angle is
only know up to 180° there is two
directions where this is true, meaning
that there is an ambiguity which
needs solving. This is a concave/
convex ambiguity and for this project
is solved by manually telling the
image which direction the vectors are
meant to be pointing, because of this
a ridge can be seen on the top of the
reconstruction.
3D Reconstruction of sphere
The 3D reconstruction above is
produced purely from diffuse
polarisation. A few anomalies are
visible on the art on the sides, as well
as a small flat on the top caused by
image saturation. However the
surface finish is smooth, and the
shape is quite well represented.
Project summary
The aim of this project was to investigate the use of
polarised light as a means of shape recovery and
quantify whether it could be adequately used for
detecting shape defects. As the project is very
complex much more emphasis was placed on
optimising shape recovery and 3D reconstruction.
Project Objectives
• Investigate the use of diffuse polarised light as a
method of shape reconstruction.
• Investigate specular polarisation and the
difference in the degree of polarisation that can be
obtained.
• Investigate pure specular reflection.
• Assess the use of polarised light as a method of
defect detection.
Project Conclusion
In conclusion good data was obtained to quantify a
shapes geometry using shape from polarisation was
very good. A 3D reconstruction was produced using
diffuse polarisation theory, however flaws in this
reconstruction are still present so the quality is not
good enough to use to asses for defects.
Further study would drive this project to combine it
with other techniques such as shape from shading to
automatically solve the concave/convex ambiguity
and to produce a much more consistent part.
Over all the project was a success and provided lot of
interesting data.

Chun-Wai Wong
Meng Aerospace System Engineering
Project Supervisor
Dr Pritesh Narayan
Android Software Interface Development for Flight Test Capturing
The aims of the project is to create an interface that would allow the
students to capture flight test data without compromising their and others
safety. The app must be simple to use and useable when the pilot is
experiencing heavy payload on multitasking.
During the Flight test, the phone must be bonded to the aircraft and must
not be held in for the sensors (IMU) to work. Therefore the interface must
take this into account, as many user are used to use their phone while
holding it, when the phone is held at arm length most people will find it hard
to do simple task, such as typing and selecting options.
The task the student need to
perform during the flight test:
Climb Performance Descent Performance
Phugoid
Steady Heading Sideslip
Roll Mode
Height Control Task
Spiral Mode
Heading Control Task
Short Period Mode Roll Control Task
Dutch Roll Mode
The software takes into the
account of vision perspective,
peripheral vision, screen size
and many other aspect are
taken into account
Different test requires different screen, as
some task just relies on logging, other relies on
give a feedback on the task. A new rating
system was made to replace the Cooper-
Harper Handling Qualities Rating Scales where
the majorities of the numbers are not generally
used by the students flying.
Some Android programing is required to create
the interface, the basic language used is JAVA.
This language was not taught in lectures in the
Aerospace module, so much of the language is
self learnt
Start
Selection
Screen
Ordering
Screen
Long Press
Project summary
To design and develop an android based
smartphone application to enable flight test
data capture
Project Objectives
•Safely allow for selection of flight mode for
data capture with minimal overhead during
single pilot in command operations
•Design and implementation of a Head Up
Display (if applicable) which enables the pilot
to command the aircraft safely (e.g. use of
checklists and collision avoidance) and
execute flight test data capture in controlled
airspace
•Validate the solution using a survey of pilots
as well as in flight testing
•Develop a metric to translate qualitative
pilot feedback into quantitative comparative
data
Project Conclusion
Over 80% of user that tested the application
found it comfortable using it than the
standard interface from a data capturing
software available in the android market.
Data Saved
Short Press
Test Screen
2
Test
Section
Test Screen
1
Return
Button
Skip
Button
Long Press
END
Short Press
Test Screen
2

Cerys Evans
MEng Aerospace Design Engineering
Project Supervisor
Dr Rui Cardoso
DEVELOPMENT OF A NUMERICAL CODE FOR STRUCTURAL ANALYSIS OF
WING STRUCTURES
Element Types Used
Wing Spar
Initial implementation
Pin-join bar – Truss in 2D space
Displacement in the X and Y axis
Developed code
Pin-join bar – Truss in 3D space
Displacement in the X, Y and Z axis
Wing Skin
Developed code
Thin plate - Membrane in 2D space
User Interface
Main wing box analysis graphical user interface
Graphical user interface for creating the
structural information file
Testing and Results
The space truss and membrane elements were
both tested and compared to literature and
Abaqus CAE with very good comparison of results.
When the truss and membrane elements were
combined in a two dimensional structure the
results were also very good to the expected results
from literature and Abaqus CAE.
When a three dimensional membrane element is
used in, the results are not a good comparison to
the expected results in the Z-axis. Twisting of a box
beam is found when a load is aplied to the two top
nodes on the end of the beam in the –Y-axis.
Project Summary
To develop a numerical code in MATLAB to analyse
structural components of an aircraft wing. The code
should be able to calculate the displacement, strain,
stress, rotation, twist, shear flow and bending critical
loads and modes.
Project Objectives
• Understand the finite element method
• Develop and implement the stiffness matrix of
wing box structural elements
• Produce structural analysis of shear flows,
deflection, rotation and twist angles of wing box
elements
• Develop a clear and easy to read visual output of
the results data
• Automatic saving of results data and visual output
in an appropriate format
• Validate code by comparison of results with
Abaqus CAE
• Quantitative analysis of accuracy of the of results
• Critical evaluation of the developed numerical
code
Project Conclusion
A code has been developed that uses simplex
triangular elements on a membrane plate to model
wing skins, and a space truss has been implemented
to model wing spars and ribs.
The membrane and truss elements work well
individually and together on any two dimensional
plane. The code does not work for three dimensional
membrane elements.

Chiu Wo Cheung
MEng Aerospace Engineering (System)
Project Supervisor
Professor Quan Min Zhu
Modelling and Control of Airbus A320
Project Summary
The aim of this project is to model an Airbus A320 by using a computer; before this can be done research of the aircraft manufacture data needs to be done
first. Therefore using data collected from the internet and book; the data results can be applied to values from equation and formulae to calculate the flight
results for the aircraft. From these, the calculated data is then computed in to software known as MATLAB and Microsoft Excel in order to develop a program
which can fit with the proposed dynamic models. Moreover, operating the MATLAB and Microsoft Excel data can demonstrate the developed prototype and
algorithm for the Airbus A320. Furthermore, the relevant data can be collected from operating MATLAB; the data will then run the program to show how the
system works, after the program has computed this information, a graph diagram will show the motion of the aircraft.
Longitudinal Stability Derivatives consider the following derivatives:
Aerodynamic Derivatives (CC XX0 and CC ZZ0 ), Speed Derivatives (CC XXuu , CC ZZuu and CC mmmm ), Angle of Attack Derivative (CC XXαα , CC ZZαα and CC mmαα ),
Rate of Angle of attack Derivatives (CC ZZαα̇ and CC mmαα̇ ) and Pitch Rate Derivatives (CC ZZqq and CC mmqq )
Longitudinal Motion consider the Phugoid Motion and Short period Oscillation:
Project Objectives
The aim of the investigation will be achieved through
the following six keys objectives
• Review up-to-data art of Airbus-A320
• Develop basic flight dynamics modelling techniques
• Develop MATLAB programs to fit the proposed
dynamic models with the measured data
• Learn to operate the MATLAB to demonstrate the
developed prototype and algorithm
• Collect relevant data from operating MATLAB
• Prepare a user-friendly demo/program manual
Variable X Z M
u
w
Variable Y L N
v
r
p
XX uu = QQQQ
mmuu 0
2CC XX0 + CC XXXX ZZ uu = QQQQ
mmuu 0
2CC ZZ0 + CC ZZZZ MM uu = QQQQcc̅
II yy uu 0
XX ww = QQQQ
mmuu 0
CC XXXX ZZ ww = QQQQ
mmuu 0
CC ZZZZ MM ww = QQQQcc̅
II yy uu 0
wẇ XX wẇ = 0 ZZ wẇ = − QQQQcc̅
2mmuu 0
2 CC ZZαα̇ MM wẇ = QQQQcc̅2
2II yy uu 0
2 CC mmαα̇
q XX qq = 0 ZZ qq = − QQQQcc̅
2mmuu 0
CC ZZZZ MM qq = QQQQcc̅2
2II yy uu 0
YY vv = QQQQ
mmuu 0
CC yyyy LL vv = QQQQQQ
II yy uu 0
CC llll NN vv = QQQQQQ
II zz uu 0
YY rr = QQQQQQ
2mmuu 0
CC yyyy LL rr = QQQQbb2
2II xx uu 0
CC llll NN rr = QQQQbb2
2II zz uu 0
YY pp = QQQQQQ
2mmuu 0
CC yyyy LL pp = QQQQbb2
2II xx uu 0
CC llll NN pp = QQQQbb2
2II zz uu 0
CC mmmm
CC mmmm
CC mmmm
CC nnnn
CC nnnn
CC nnnn
Lateral Stability Derivatives consider the following derivatives:
Angle of sideslip Derivatives (CC yyyy , CC llββ aaaaaa CC nnββ )
Yaw Rate Derivatives (CC yyrr , CC llll aaaaaa CC nnrr )
Roll Rate Derivatives (CC yyyy , CC llpp and CC nnpp )
Lateral Motion consider the Dutch Roll, Spiral Mode and Roll mode:
Project Conclusion
This report has demonstrated how to model an
Airbus A320 by using the equation and formula in
order to calculate the two different stability
derivatives, which are longitudinal stability
derivatives and lateral stability derivatives. After all
the stability derivatives have been calculated, type in
all the details about the Airbus A320 into the MATLAB
software, therefore the longitudinal Motions
(Phugoid mode and Short period oscillatory) and the
lateral Motion (Dutch roll, spiral mode and roll mode)
will be determined. Also the result has shown that
the longitudinal motion is considered in the x
direction which is the aircraft forward direction and
the z direction which is the climb and descent
direction. Moreover, lateral motion is considered in
the y direction which is about the aircraft turning left,
right and the x direction which is the aircraft’s
forward direction. In addition, this report gives an
overall idea of the aircraft analysis and shows how
results can be produced from MATLAB. Therefore, a
reasonably accurate evaluation for the Airbus A320
and a user-friendly manual can be provided for the
potential user.

David Kilvington
MEng. Aerospace Systems Engineering
An Investigation into the Detection and Measurement of Water
Concentration in Jet Fuel using Absorption Spectroscopy Techniques
Introduction
This dissertation investigates the possibility of
using optical technology, harnessing
absorption spectroscopy techniques to
identify water, jet fuel layers and measure
water concentration within jet fuel, for use
within an aircraft fuel system. In part A of this
report a study was undertaken to identify
water, jet fuel and kerosene layers and
measure water concentration within
kerosene and jet fuel using an UV/VIS, FTIR
spectrometer between wavelengths 4000-
600 .
What is Spectroscopy?
Spectroscopy is the study of the interaction
between radiated energy and matter. It
measures the level of rational intensity as a
function of wavelengths. Studying the
frequency ranges that are absorbed or
reflected through a substance provide
important clues to the functional groups,
which are present. Functional groups absorb
at similar frequencies in many different
compounds, so an absorption pattern can be
provided as a finger print of the molecule.
Water in Aircraft Fuel Tanks
Water within an aircraft fuel system can cause
serious issues for aircraft operators, such as
microbial growth, forming in water hydrocarbon
divergence layers, blocking pump filters. The
capacitance based fuel quantity measurement
systems can malfunction due to the disparity in
the dielectric constant of jet fuel and water. With
commercial aircraft operating at temperatures
below -50˚C free water will form ice, causing
defects in fuel system equipment. These
complications increase aircraft turnaround times,
operator’s expenditure and in rare cases have
safety implications.
Absorption spectrum of anhydrous Jet A-1 between 4000-
600ccmm −11 with resolution 4 ccmm −11 with zinc selenide fixed
path length cell
Absorption spectrum of deionised between 4000-600 ccmm −11 at
4 ccmm −11 resolution with zinc selenide fixed path length cell
Experimental Method
10 ml test samples of kerosene and jet fuel (type
jetA-1) with different water concentrations were
created using differing ratios of anhydrous and
saturated samples.
Water concentration was directly measured in
the anhydrous, saturated and standard kerosene
and jet fuel samples with a Karl Fischer
coulometer.
Experiments were carried out using an UV/VIS
spectrometer fitted with a fixed length zinc
selenide spec cell between 4000-600 cm −1
wavelengths. Scans of kerosene, jet fuel and
water were taken for analysis. Measurements of
anhydrous and saturated blends were taken
between 4000-3000 cm −1 ; with a background
scan of the cell with anhydrous sample present,
so corrected absorbance could be calculated. The
peak height of the corrected absorbance at the
different water concentrations was measured.
Major Findings
• 4000-3000 cm −1 wavelengths is the most
viable region within the UV/VIS spectrum
for analysis of water in jet fuel
• Measurements undertaken between 4000-
3000 cm −1 found there was positive linear
correlation between corrected absorbance
peak heights against water concentration.
• The kerosene and jet fuel samples
absorbance increased at the same gradient
with increased water concentration, but
the kerosene sample was offset with
higher absorbance for a given
concentration
Project Supervisor
Professor Norman Ratcliffe
Project Summary
Airbus are investigating possible alternative fuel
gauging technologies that would be an improvement
on the current capacitance systems. This body of
work hopes to shed light on the possibility of applying
optical sensors using absorption spectroscopy
techniques to measure water concentrations and
levels within a fuel system. This system is hoped
could offer additional attribute’s in:
• Distinguishing between water, fuel and air
• Characterise the type and chemical composition
of fuel
• Detect and measure water concentration
The system may be more intrinsically safe with only
light entering the fuel tank and be able to detect and
measure water levels within the fuel system. These
benefits could improve overall aircraft performance
and safety.
This report will investigate the ability of absorption
spectroscopy to identify water, fuel layers and make
accurate measurements of water concentrations
within fuel
Project Objectives
The aims for part A of the project to be completed
are as follows:
• To measure water concentration in jet fuel and
kerosene at a range of concentrations using an
FTIR Spectrometer between 4000-600
• To identify the best region on this spectra for
analysis of water concentration.
• To identify clear definition between water, jet fuel
and kerosene within the absorption spectrum
Project Conclusion
The central implication of this study is that it is
possible to detect water and jet fuel in by UV/VIS
absorption spectroscopy between wavelengths of
4000-3000 and that it is possible with a certain level
of error to measure water concentration up to
saturation level. This could be applied to an optical
detection system for use within an aircraft fuel
system.

Dennis Mahlstedt
Aerospace Engineering
Project Supervisor
Dr. Chris Toomer
Design Characteristics of Ram- and Scramjets
Aims of Investiganiton
At part A of the individual engineering project the aim of the investigation was to develop a design method for a simple wedged type
ramjet/scramjet intake by using isentropic flow relations and to test it with the help of computational fluid dynamics (CFD). Thereby the
intake should be capable to operate in a started condition at the design Mach number of MM = 4, without generating spilled flow.
In this part of the project the goal is to improve the CFD setup from part A, so that the operational limits of the intake design can be
investigated. Thereby the influence of an applied backpressure at the outlet of the intake will be analysed, to find out, if the intake can
run as a ramjet or scramjet depending on the pressure setting. Furthermore the design method should be evaluated on its applicability
by comparing with CFD results and improved if appropriate.
Mach number over x position for different cases of back pressure.
4 Column Grid
Type Spec: Calibri 24pt,
Align Left,
(Bold for headings medium for
paragraphs of text). Space for your
research, theory, experiments,
analysis, simulations, pictures,
tables, diagrams, flowcharts, text
4 Column Grid
Type Spec: Calibri 24pt,
Align Left,
(Bold for headings medium for
paragraphs of text). Space for your
research, theory, experiments,
analysis, simulations, pictures,
tables, diagrams, flowcharts, text
Conclusion
From the findings made so far it can be concluded, that the used method to design the
intake geometry is too simple and more in the meaning of a trial and error approach.
Moreover the current method does not produce a guaranteed ramjet of a pre-known
efficiency.
The method of characteristics (MoC) is a numerical approach that is applicable to
supersonic cases but problematic when used for subsonic problems, since it is not possible
to apply a back pressure. So it is not practical to calculate an entire ramjet flow field with
the MoC. Thus, a more accurate method needs to be worked out, that uses a modified
method of characteristics and is able to calculate subsonic and supersonic flow.
Average pressure at the out duct over set pressure value and the pressure
difference
Project summary:
This part, of the individual engineering project called
part B deals with the design characteristics of ramand
scramjet engines. At the first part of the report
important design parameter and findings made in the
first part, part A, were summed up. These concern
information on the chosen inlet- and compression
type, the calculation of flow properties, using
isentropic flow relations, as well as a recap of the
results from computational fluid dynamics simulation.
Subsequent to this, three simulations, with a new
setup that should ensure more stable solver
characteristics, were conducted. One is the
application of different back pressures to the outlet
of the intake, the second simulation contains an
extended, straight throat region and the last one an
additional bleed air exit. Thereby the influence of
these changes on the flow field has been
investigated.
For the purpose of evaluation, the findings from the
simulation were compared to the Area Mach-Number
rule to see if similarities exist. Furthermore, due to
the high spillage that is generated in front of the
intake, the contraction ratio between the lip captureand
throat area was investigated by applying the
specific Kantrowitz criteria.
Finally it was found, that the Mach number at the
intake-duct could be controlled by the backpressure
set at the outlet boundary condition. So that it is
possible to adjust the flow to an entirely subsonic or
supersonic velocity. Thus it can be switched between
ram- and scramjet mode. As a possible reason for the
choked flow the contraction ratio between the lipand
throat area should be considered, since it is
located below the range, where an inlet start should
be possible.
The influence of the bleed exit and the extended
throat region were not investigated in depth, because
of the unstable solver characteristics leading to early
abortion of the simulation.

Etoyemi Odunlami
Meng Aerospace Engineering (Systems Engineering)
Project Supervisor
Dr. Aruna Palipana
Wind Turbine Operational Aspects
This project is aimed at identifying suitable renewable energy solutions for rural areas of Nigeria where there is no established energy infrastructure. Wind
energy, solar energy and biomass energy options will be explored. At present, biomass is used as cooking fuel and ways of using biomass to produce green and
sustainable electricity will be studied. Social impact such as enhancement of quality of life and creation of employment opportunities as a result of proposed
energy solutions will also be studied. Finally, the applicability of proposed solutions in other countries will be evaluated.
Project summary
This project is aimed at identifying suitable renewable energy
solutions for rural areas of Nigeria where there is no established
energy infrastructure. Wind energy, solar energy and biomass
energy options will be explored. At present, biomass is used as
cooking fuel and ways of using biomass to produce green and
sustainable electricity will be studied.
Project Objectives
Wind energy, solar energy and biomass energy
options will be explored. (Other forms of renewable
energy not just Wind Energy).
Solar and wind data for Nigeria will be gathered and
data on biomass availability will also be collected.
Suitability of different designs of wind turbines.
Existing solar and biomass applications will also be
studied with the aim of choosing the appropriate
technologies and also to identify possible
Horizontal axis wind turbines, also shortened to HAWT, are
the common style that most of us think of when we think of
a wind turbine. A HAWT has a similar design to a windmill; it
has blades that look like a propeller that spin on the
horizontal axis
This concept involves using a small wind turbine with a maximum
power of 1.5KW to be used to pump water; this is to help farmers in the
rural areas of southern Nigeria. The largest water source in the region is
the Lake Niger and its influents the Niger and Benue River. Because of
the lack of water supply pipes, many farmers have to fetch water
outside their homes, such as at a communal well or at a neighbouring
farm.
Project Conclusion
The conversion of the abundance of renewable
resources to energy will be rewarding, given the large
availability of the resources in the country. Utilization
of these resources has not been given serious
implementation attention in Nigeria as if the fossil
fuel will be continuing forever. It is important for
Nigeria to look inward to see that the future
generations will not be put at disadvantage through
the continued exploitation of fossil resources by
exploring alternatives energy sources. The energy
challenge of Nigeria will be a thing of the past if the
abundant resources in the country is tapped and used
to generate electricity. Although, there has been an
upscale of activities by government towards
increasing the energy mix within the country for
electricity production through renewable sources.

Florian Raabe
MSc Aerospace Design Engineering
Project Supervisor
Dr. Chris Toomer
Analysis of the Condensation within the double skin of a commercial
airliner
Introduction
A common problem commercial airliners are
dealing with is the condensation within the double
skin during cruise at an altitude of 37,000ft. The
condensation occurs due to the relatively cold
temperatures of about -56.5°C on the outside
which lowers the temperature within this gap and
causes the moisture within the air to condense on
contact with the inner surface of the outer skin..
As the water now adds up to the total weight of
the aircraft as it sticks to the insulation blankets or
accumulates in certain parts within the double
skin, it consequently increases the fuel
consumption. To cope with this problem the
Swedish company CTT Systems finally came up
with a system called Zonal Drying System (ZDS),
which will be described in detail in the paper but
basically functions by removing moisture from the
air and blowing dried air into the double skin and
thus reduces the amount of condensation.
Due to the complexity of the geometry and the
relating difficulty to set the according simulations
up the evaluation of the condensation will be
approached step-by-step. In addition to this the
step-by-step approach will start off with a very
basic and simplified fuselage compartment in
order to verify the setup from Part A.
Subsequently the geometry will be refined as well
as investigating and integrating proper
condensation into the model. Finally it will also be
described what needs to be considered for setting
a run up for a reference flight. This is to not miss
out important things and to accurately capture the
variations in condensation due to a varying
temperature gradient across the gap of the double
skin. On top of that a few possible simplifications
that can be done to address computational issues
will be outlined.
Condensation
Due to the intention to monitor the physical
condensation going on within a geometry, there
have been different approaches :
1. Following a steam jet tutorial from ANSYS (not
suitable)
2. Applying heat and mass transfer models as
well as drag models upon three fluid pairs (not
suitable)
3. Wall condensation example supplied by ANSYS
support
The initial example provided by ANSYS is shown in
the picture below. It turned out that this example
is working and enables determination of the actual
water at the bottom wall but needed to be
modified to better match the conditions of the
problem analysed in this investigation.
Conclusion
Summarising this paper, the most important point
shown, is the fact that condensation is very
complex and there are numerous ways of
approaching this specific thermodynamic topic.
The final wall condensation example successfully
simulated condensation that can be analysed and
monitored by the mass of H2O at the bottom wall
due to the sink function. According to the
approaches to condensation conducted before, it
was shown that these cases have not been
completely wrong but simply do not represent the
given problem properly. Moreover, it is concluded
that one needs to be very careful when setting a
condensation case up, as there are numerous ways
to approach condensation.
Also reviewing the initial simulations with the aid
of approaching the condensation case contribute
to a better understanding of the processes going
on, even though, the used a homogeneous flow
field. Finally it can be said that the investigation
done in this paper form a good basis to further
analyse the condensation within the double skin of
an aircraft. It was shown how a homogeneous flow
field will behave within a fuselage’s geometry as
well as how to monitor the actual mass of
condensed water. The actual mass of water then
can be analysed in specific
parts of the geometry by specifying individual
surfaces and thus can solve the question of the
hot spots of condensation.
Project summary
The aim of this study was to broaden the
knowledge gained in Part A of this Thesis and
to further investigate the condensation that
takes place within the double skin of a
commercial airliner. Accordingly the
condensation has been approached stepbystep
and was finally realised with the aid of a
wall condensation example for a simple box.
The step-by-step approach now includes a
refinement process of the geometry as well as
the integration of condensation and using
inhomogeneous flow fields.
Project Objectives
It is intended to demonstrate the differences
of e.g. the water volume fraction or flow
direction and the corresponding velocity due
to different temperature gradients. Also it is
intended to finally show the condensation or
condensation rates for a reference flight and
to outline the differences.
Project Conclusion
Finally it can be concluded that integrating
the condensation can be quite complex as
there are different ways of condensation
which require different setups.

Findlay E. Jenkins
MEng Aerospace Systems Engineering
Project Supervisor
Dr. Steve Wright
UAV Quadcopter Control Modelling & Software Co-Simulation
Introduction:
This project is looking at the mechanics and flight characteristics of a quad rotor helicopter
UAV, with two main aims; to develop a stabilisation system to stabilize the UAV under normal
conditions and when confronted with wind factors and also to research the creation of a
network bridge to enable co-simulation of two software programmes, Matlab and Scilab and
their dynamic modelling packages Simulink and Xcos respectively.
Quad rotor helicopter stability has always been an issue for the development of the UAV, but
due to the increase of modern microprocessor technology, usage has been growing within
the civil and military sectors. Quad copter flight before electronic assistant was very difficult
since it requires a large amount of workload from the pilot; the electronic stabilisation
system aids the quadcopter to help it fly autonomously.
Project Outline:
Both of the project objectives were completed. The quadcopter model was modelled into
two parts, the Dynamics aspect within Xcos (Scilab) and the Control aspect within Simulink
(Matlab).
The Bridge was successfully made, data is able to be sent over the network through
client/server technology, the quadcopter simulation co-simulates in real-time.
The control system utilizes PID technology for the control aspects of the system. The PID
controllers were manually tuned to suit the system requirements.
Investigation was also undertaken to see how the PID control system deals with external
disturbances such as wind.
Project summary
The aim of the project was to create a control system
for a quadcopter UAV, using two different types of
software; Matlab and Scilab.
Project Objectives
There were two main goals for the MEng Part A;
1. Create a quadcopter model in two halves within
Scilab and Matlab, the model will use PID control
to deal with external disturbances such as wind.
2. Create a network connection between the two
programmes to join the quadcopter model.
Project Conclusion
The success of the project relied heavily on the
working bridge connection between the two software
Matlab and Scilab.
The PID controllers were deemed sufficient for the
quadcopter system, the analysis of the system
response proved that PID controller was suitable for
quadcopter application.
The testing for Wind disturbance showed the power
of Matlab and how complex the quadcopter model
can become. The model was able to cope with small
wind disturbances, the control configuration will have
to analyzed and re-configured in order for the model
to cope.
Matlab was able to provide a animation GUI which
allowed the user to visual on screen the flight
behavior, and the quadcopter attitude when
confronted with certain factors.

Ismail Karawia
MEng Aerospace Systems Engineering
Project Supervisor
Dr. Steve Wright
Design and Co-Simulation Of A Quadcopter Stabilisation System
Introduction:
This project will investigate Quadcopter dynamics and flight characteristics and a suitable
simulation of a stabilisation system will be produced. The main idea is to use two different
software packages (Scade Suite and Matlab/Simulink) and getting them to communicate in
real-time to produce the simulation as opposed to using just one program. Aspects
addressed will include the production of the stablisation system, understanding and building
certain models using both software packages and finally building a connection or bridging
both programs to get them to communicate and produce the simulation in real-time. Analysis
of the system as a whole and the results obtained is also addressed in this report.
Over the years small Unmanned Aerial Vehicles or better referred to as simply UAVs have
become more and more popular. The size of these vehicles as well as the nature in which
they operate makes them perfect for carrying out a variety of tasks ranging from dangerous
military bombing runs or surveillance missions to simple academia related experiments for
research.
Outline:
Aspects from both models are shown in the figures including the Plant model, one of the PID
controllers, an animation GUI used and the communication protocol considered
Project summary
The aim of the project was to create a control system
for a quadcopter UAV, using two different types of
software; Simulink and Scade Suite.
Project Objectives
There were two main goals;
1. Create a quadcopter model in two halves within
Scade Suite and Simulink, the model will use PID
control and State Space representation to model
the Quadcopter.
2. Create a network connection between the two
tools to allow communication between both.
Project Conclusion
The First objective was achieved and a suitable
prototype of the Plant and Control models were
constructed.
The second part was unsuccessful as real-time
communication between both tools is almost
unachievable. There are alternatives however as
Scade can generate suitable code for integration in
Simulink using S-Functions.

Jonathan A Everard
MEng Aerospace Design Engineering
Project supervisor
Dr Rui Cardoso
Analysis and optimisation of cut-outs in a fuselage
Introduction
In aerospace design, it is critical that weight is saved throughout the aircraft wherever possible, whilst
maintaining strength.
Weight can be saved throughout an aircraft through minimising stress concentrations, as these weaken
components and require reinforcement.
It is therefore beneficial to analyse these stress concentrations, and to be able to optimise the design of
components to reduce their impact on the overall weight of the component.
This investigation in particular sets out to investigate the different methods of analysing the stress concentrations
that occur in a fuselage with cut-outs, and to optimise the design of such cut-outs in order
to reduce the weight of the fuselage as much as possible. Cut-outs in a fuselage are essential. Cut-outs
include things such as doors, to windows, to access panels for internal components and workings of an
aircraft.
Project outline
Two stages of this investigation were completed. The first: to analyse the effect of cut-out shapes on
the stresses in the local section. The optimal shape was determined and carried through to further sections
of the investigation. Reinforcement methods for reducing the stress concentrations in the area
were also tested. Graphs were produced in order to determine the best reinforcement in terms of
strength to weight ratio. The best reinforcement was then optimised to save as much weight as possible.
The second stage largely draws on the conclusions of the first. For the second stage analysis was conducted
on a fuselage section that included a central wing box. The geometry of this wing box affects the
stresses around the cut outs in the local vicinity. The geometry was therefore optimised in order to reduce
the maximum stress in the section. The results and conclusions from stage one were then implemented
here, and the effects of the reinforcements in particular analysed.
The contour plots shown depict the stresses around the cut-outs themselves, and the newly reinforced
fuselage geometry section.
Project Summary
The project set out to investigate and optimise the
effect of the geometry design of a fuselage on the
shear stresses around cut-outs.
Project objectives
The main stage one goal will be to analyse the
stress concentrations around cut-outs for a fuselage
under typical loads experienced over a standard
flight envelope. Flat plates with equivalent
loads and geometries will be tested in FEA software
Abaqus CAE and compared to theoretical
hand calculations.
The main goal for stage two year one is as follows:
Analysis will be conducted on a fuselage section
that includes the forces present from the centre
wing box. This central, crucial geometry will be
modelled and its effect on the stresses and stress
concentrations around cut-outs analysed.
Project conclusion
The accuracy of the FE results greatly depends on
the quality of the mesh. The reinforcement techniques
outlined in stage one prove that adding material
strategically to the area of stress concentration
can drastically improve the performance of
the component overall. This practice usually increases
the component’s strength to weight ratio.
This is a desirable trait in the aerospace industry.
Stage two of this investigation proves that it is possible
to reduce both the mises stress and the shear
stress in the fuselage section, particularly around
the cut-outs.

Jens Rucker
MEng Aerospace Engineering (Systems Engineering)
Project Supervisor:
Dr. Pritesh Narayan
Assessment of the Me 262’s performance during one engine operation
Introduction
The shown Me 262 is a replica from the
Messerschmitt Foundation in Germany.
In cooperation with them, this project is simulating
the behaviour of the first axial flow engine
powered aircraft of that times. It was faster than
every existing aeroplane but had a lot of problems
regarding the reliability of the engines (Jumo 004).
As a replica it has to be certified as well and this
project supports the process of conforming the
regulations of the one engine operation with the
help of engineering simulations and calculations
based on the theory of the equations of motion of
an aircraft.
Research and concept
The part B was based on the results from part A,
where the dynamic model in MATLAB revealed
some issues with the controllability. Therefore, the
development was pushed into a realtime
simulation model with Simulink. Based on the
equations of motion and new estimated moments
of inertia as essential inputs to the model.
Consequently, the research focused initially on a
method to estimate accurate moments of inertia
(these have been the major uncertainty in part A)
and later on the program Simulink to understand
the software principles and the design steps.
Changes to part A
Initially, new findings concerning the MOI´s have
been implemented to the models of part A.
Additionally, the three models have been
integrated to one comprehensive model with an
extracted m-file for aircraft and condition
parameters. This way it is possible to implement
another model easily.
Simulink Model Development
The development was created step by step, where
initially linear forces along the x-axis such as thrust
and drag have been considered. Later the forces
along the z-axis and the moments have been
added and the equations of motion have been
updated to consider more factors and to improve
consistency.
Throughout the development a variety of
modifications and additional effects have been
implemented. One example is the additional
rolling moment due to the sideforce of the vertical
tail (see next figure) and with specific calculations
it was possible to visualise the movements with a
simplified aircraft by Simulink.
Results
From the developed model it is possible to extract a
variety of results such as angular rates, moments,
forces or speeds and accelerations. The following
figure shows the resulting moments after an engine
failure with the initial oscillation in yaw:
For the assessment of the one engine performance
it is important to have a look at the angular rates as
direct outcome as response to the moments.
Here it can be seen that the Me262 oscillates in yaw
and then changes the yaw angle (blue line) and the
roll angle changes significantly (yellow line).
Verifications have been performed with the
engineering simulator at UWE and the software X-
Plane. Overall many results can be reviewed with
uncertainties in mind due to simplifications and
missing effects.
Project summary
This project dealt with the assessment of
performance in the case of an engine failure
of the German WWII aircraft Me262 by
Messerschmitt. This was done with the help
of Simulink realtime simulations based on the
theoretical equations of motion and the
different moments acting during the
asymmetric thrust situation
Project Objectives
The deeper understanding of the flight
mechanics and the performance as well as
the simulations of the aircraft should reveal
dynamic results which enables the evaluation
of the behaviour qualitatively and
quantitavely with specific values such as
minimum control speeds during one engine
operation.
Project Conclusion
The development of the Simulink model
offered some challenges and a significant
amount of time was spent on debugging the
model. After all there are uncertainties due to
missing effects or simplifications. However, it
is possible to assess the tendencies of the
aircraft. The current model shows an initial
oscillation in yaw and over the time it enters
the spiral dive, which is a logic outcome and
all values such as roll and yaw rates can be
evaluated separately and in the big picture.

Joshua Aaron Philip George
M.Eng Aerospace Design Engineering
Automated Analysis of an Idealized Wing
Project Supervisor
Dr. Rui Cardoso
The ultimate aim of this investigation is to produce a spectrum of automated code using the Matrix Displacement
Method. The high-level technical computing language ‘MATLAB’ will be used to assimilate generalised Finite
Element methodology for: 2D rod, 3D rod, 3D Truss, and 3D shell structures. The results should demonstrate a
systematic approach to building a code and clearly identify weaknesses. A study will be investigated into the
effectiveness of the code in comparison with previous works and apply the code with examples from text books
to assure precision.
Structural design encompasses the systematic analysis of stability, strength
and rigidity of a structure. Harmonising operational requirements with
vigorous regulatory safeguards is one of the many challenges engineers face,
where often iterative design optimizations are coupled with costly side
effects. These manifest not only in monetary terms but effectiveness in
fulfilling the design criterion.
The development of the code demonstrated a systematic approach and
weaknesses were identified and developed upon at each stage.
The 2D Truss script proved highly effective in terms of accuracy, with the
greatest deviation of error amounting to 0.0712%.
The Space Truss script achieved as good as 0.0664% margin of error,
though the weakest analysis amounted 5.231%. Deviation for this was
unfounded as this was anomalous in comparison to the rest of results
achieved, by a factor of 2 to the next weakest result realised.
Personal Goals
• Demonstrate theories and concepts presented in the advanced study
in Aerospace Design Engineering
• Achieve holistic knowledge of Finite Element Methods/Analysis and
computer programming language using MATLAB; leading to practical
implications and constraints
• Exhibit a rigorous independent investigation with definition, design
and delivery
• Develop strategic project management techniques
Detailed in this research is a development of finite
element applications, using the technical computer
language MATLAB. The methodology adopted was
that of the matrix displacement method, which is
most suited for this particular type of programme. A
preliminary investigation was conducted to exercise
procedural finite element methods and convey
meaning by abstract and succinct code and the
main research developed a tool that can be applied
to an idealized wing box with rod elements and
shear panels. The environment allowed for data to
be called on from Microsoft Excel and
autonomously interpreted by the MATLAB script.
Due to irregularity of material behaviour caused by
unforeseeable circumstances or manufacturing,
physical testing will almost always prove to be the
most reliable source for analysis. Practical
experimentation is validation in itself, numerical
tools compliment examination and relieve the
frequency in which practical investigation must be
conducted, saving time and money
The research carried out in this report (Part B) is focused on Finite Element
methodology, construction of a structural analysis code for 2D rod, 3D rod &
3D Truss, and 3D shell structures. Some information presented in Part A has
been used to support some concepts discussed that would be beneficial to
the reader for grasping a better understanding and condemn the sole use of
this research (Part B) valuable in its entirety

Efficiency of modern day commercial aircraft
has reached a stagnation point.
Improvements in computational fluid
dynamics has allowed for highly effective
aircraft characteristics to be obtained and
proficiency barriers broken with one
exception, the speed. Attempts at breaching
into such high speed areas as supersonic and
hypersonic flow have resulted in wasteful and
inefficient systems. This report investigates
into the possibility of implementing a ‘reverse
design process’ in order to design a vehicle to
capture the pressure along the lower surface
and increase the vehicles overall efficiency,
along with its applicability to commercial
travel. Such vehicles are known as
Waveriders.
A Waverider is a vehicle designed around the
shock of an arbitrary Mach number, therefore
resulting in a higher obtainable lift force and a
higher L/D ratio. This method allows for a
Waverider to be perfectly optimised for a
specific Mach value; however, if such a design
were to deviate from the calculated Mach
limits, it would become less efficient in flight
as a result of induced drag and a resultant loss
of speed would result. This vehicle has the
ability to perform both in high-supersonic and
hypersonic flow conditions, and can also be
termed as a vehicle that has an attached
shock along its entire leading edge in
comparison to other hypersonic designs
where the shock is separate. Such a design is
generated from a know flowfield created by
an axisymmetric shape such as the cone
below:
Liam Parker
M.Eng Aerospace Engineering
The Design and Evaluation of a High-Speed Supersonic
Waverider using CFD Streamline Tracing Techniques
A streamline tracing technique was used
using CFD as the below image signifies.
Such a streamline tracing technique is used for the
lower surface, allowing the following Waverider
geometries to be generated.
The shock along the compression surface
is shown below:
Four designs were analysed and the
resultant values can be seen below:
Waverider Lift
Design (N)
1 957
392
2 967
219
3 988
677
4 100
108
0
Drag (N) L/D Total Total
(2dp) Elements Nodes
263602.4 3.632 34642987 5800565
275013.7 3.517 34536845 5799234
282382.9 3.5012 34568372 5810234
293539.5 3.410 34918753 5810356
The optimal design has been rendered
below:
Project Supervisor
Dr Chris Toomer
Project Summary
Efficiency of modern day commercial aircraft has reached a
stagnation point. Improvements in computational fluid dynamics
has allowed for highly effective aircraft characteristics to be
obtained and proficiency barriers broken with one exception, the
speed. Attempts at breaching into such high speed areas as
supersonic and hypersonic flow have resulted in wasteful and
inefficient systems. This report investigates into the possibility of
implementing a ‘reverse design process’ in order to design a
vehicle to capture the pressure along the lower surface and
increase the vehicles overall efficiency, along with its applicability
to commercial travel. Such vehicles are known as Waveriders. Six
Waverider designs were constructed within this report.
Project Objectives
The first objective of this report is to create a Waverider design
through analytical and mathematical means, in order to determine
whether the idea of shaping a vehicle around a shock does indeed
improve its efficiency. The second objective is to see if further
improvements in the aircrafts efficiency can occur through other
means and techniques employed on high-speed aircraft, along with
a view to determine whether Waverider technology is a feasible
option for future commercial travel.
Project Conclusion
It was concluded that a lower wetted surface does not guarantee a
more efficient vehicle (resulting from less drag). A vehicle with a
lower surface area returned with a lower aerodynamic efficiency of
3.298, a difference of 0.334 in comparison to Design one.
However, this may be in relation to the reduced length of the
vehicle which transpired due to the loft cut technique used for
Waverider generation.
Design one appeared to follow the trends of Kutchemann’s
formula, confirming the deterioration of efficiency with Mach
number. However, Ferguson’s Waverider appeared to increase
with Mach number. The initial Mach number the Waverider was
designed around may have been higher than the maximum value
observed from Figure 51, therefore its efficiency may dip after such
a point in order to match the trend calculated by Kuchemann.
Therefore to conclude, obtaining an ideal solution for such a design
is unfeasible upon following a non-iterative process. Nevertheless,
Waveriders do produce higher levels of flight efficiency in
comparison to standard supersonic and hypersonic configurations,
therefore they do appear to be the optimal approach in achieving
efficient, high-speed vehicle configurations for future high-speed
travel in the future.

Morgan Harmer
MEng Design Aerospace Engineering
Project Supervisor
Dr. Chris Toomer
Project Given by MBDA
Vortex Switching
Project Outline
Many simulations were run successfully, offering insight into the formation of
symmetrical vortices. Although simulations were run at supersonic speeds, it was found
that Mach number had little effect on the type of vortex generated. Increased speed
was found only to have the effect of stretching the vortex longitudinally.
Simulations were run with two different incidence angles, α=10° and α=40°. The α=10°
results were found not to fully generate vortices. However a ‘vortex bubble’ did appear
under inspection. This vortex bubble is shown below at Mach 2.
Right
This image shows the vortex core
region generated around a 3 calibre
long tangent ogive at Mach 2 with an
incidence angle of 40°.
Introduction
A large amount of research has gone into the design and
production of so called “Super Agile” missiles. These “Super
agile” missiles allow a military aircraft to target threats within a
much larger scope than the traditional air-to-air missile. This
results in missiles being required to regularly experience
excessive angles of attack. When a missile is operating at a large
angle of attack (i.e. over 10°) one or more vortices may attach
from the nose along the port or starboard side. Depending on
how the vortices attach, the missile can experience an
unpredictable variety of pitch, roll and yaw moments. The
sketch left demonstrates the formation of asymmetric vortex
shedding as a result of a high angle of attack.
Project summary
This Project aimed to understand the
behaviour of asymmetrical vortex shedding
from the nose of a slender body such as a
missile at medium to high incidence.
Project Objectives
The main objective of this investigation was
to answer the question; once asymmetrical
vortices have developed with one side more
dominant than the other, can they switch?
Project Conclusion
The experiments proved inconclusive. Only
symmetrical vortices developed, and were
found to be stable.
From reading articles and technical reports,
others have found that asymmetrical vortices
at the nose, like symmetrical ones, are stable.
From the same sources, it was found that if a
critical roll angle was reached, the vortices
may switch.
Next years work will further investigate this
area.

Michael Hartmann
Meng Aerospace Design Engineering
Project Supervisor
Dr. Chris Toomer
Design and evaluation of a wind tunnel test rig to investigate leading
edge suction for engine–airframe integration
Introduction
Aviation is subjected a steady expansion and predictions are indicating an even increasing growth rate leading to rising demand of fuel.
Thereby airport limitations due to noise and local air quality are impending this trend, whereas the increasing fuel prices cause higher
operational costs. These arising issues are guiding future aircraft designs, because the impact of commercial propulsion systems
becomes even more pronounced. Approaches to these expectations may rely on a variation from the common aircraft configurations
and change over to a consolidation of airframe and engine. Resulting synergy effects could then be exploited by closely coupling the
engines with the airframe. This project will take up this process and further investigates attainable improvements of integrated
propulsion and also directs the attention to arising drawbacks
The already present suction force on a aerofoil in motion
leads to the idea of mounting the engine close to the
wing, since an increased flow velocity of the inlet region
should cause a pressure drop, based on Bernoulli’s
equation. Hence, an increased suction should be noticed
at the LE, which is dependent on the lip shape.
Project summary
This project investigates the application of distributed
propulsion to an aircraft by performing wind tunnel
tests with an own developed integrated engine
design. It elaborates whether distributed propulsion
is feasible to improve propulsion systems of aircraft
being in service today by having a look at efficiency
criteria. The design of a test rig for later wind tunnel
tests is done and documented. First measurements to
judge the suitability of the test rig are conducted and
possible improvements are worked out.
Project Objectives
- Investigation of leading edge suction force variation
on test rig using the UWE wind tunnel
All investigations have been done in the wind tunnel of the
University of the West of England. Thereby, a variation of the
wind tunnel velocity, thrust setting and leading edge deflection
has been done, to work out overall improvements. By having a
tapping point based manometer indication implemented on
the test rig, the pressure distribution along the test section can
be evaluated.
The wind tunnel rig is equipped with four electric
driven fans, which are simulation real engines. As
these fans are located inside the box, the air is
sucked from the leading edge into the engine.
Therefore the leading edge suction force will
change and an improvement will be worked out.
Project Conclusion
Concluding, this investigation has shown
potential benefits of integrated engineairframe
design, by conducting a series of
wind tunnel tests using a tailored test rig.
Thereby, attention was directed to the LE
suction force, for which a dependency of LE
droop was investigated. The evaluation
process has suffered from certain errors of
the measurement systems, as well as,
coupling effects caused by the interference of
propulsion unit and wing section. Overall, this
project can conclude, the droop LE as not
being the only instrument to obtain a better
performance.

Michael Symons
MEng - Aerospace Engineering Design
Project Supervisor
Rui Cardoso
THE VALIDATION AND OPTIMISATION OF A WINGBOX USING FINITE
ELEMENT ANALYSIS PART B
Background
The modern engineer can now computationally model the product and analyze and optimize it, simulating the test procedure. However, before the proceedings of this the
computational model must first be validated with the test. Finite element analysis (FEA) is an example of technology advancement and has become a common usage in
design development.
This type of analysis is particularly used for aircraft wing design such a wing-box which is made of structural elements (spar, skin and stringer). Design engineers use FEA to
simulate the wing-box and optimize the most suitable use of these elements.
One behavior engineers evaluate in wings is buckling. Buckling is a failure caused by a compressive load that exceeds the materials compressive stress abilities. This
commonly occurs in the wing spar and skin.
Composites are also analyzed and optimized. To formulate the material properties and computationally evaluate the composite behavior to suitably consist of the most
efficient layup and thickness; there are evaluation techniques available that are largely used in industry; one being Tsai-Hill failure criterion that formulates the factor of
safety of each ply in the composite, given its lamina properties.
Initial Designs
The design used for
analysis was a wing-box
with 2 C-section spars.
One made form Carbon
Fiber and the other from
Fiber Glass
ABAQUS Model
The initial designs were simulated using
FEA software ABAQUS
Experiment
A four point bend was
tested on the models
and validated using
ABAQUS simulations
Spar Buckling and
Roller load vs Wingbox
stiffness
Project summary
This report details the investigation and
development of a preliminary design that was
analyzed experimentally and subsequently
validated using finite element analysis in a
straightforward and user-friendly manner. In
addition to being optimized to perform
effectively in regards to its initial buckling
performance previously evaluated.
Project Objectives
The aim of the project was to simulate and validate an
experimental outcome of a wing design performance
under controlled conditions using finite element analysis.
The design was then optimized to improve the buckling
performance of the design using Tsai Hill Criterion and
wing structural elements.
Validation of the Carbon Fiber Wing-box
The glass Fiber and Carbon Fiber models were validated to a good degree
of accuracy [shown below the glass fiber which has a mean disparity of
3.8%]
Roller Contact Force (N)
160
140
120
100
80
60
40
20
0
-20
Comparison of FEA and Experiment Data on Wing-box
displacement under a uniform load
0 2 4 6 8 10 12
Displacement (mm)
FEA
Experiment
Optimization
The Carbon Fiber wing box was then brought forward for Design optimization.
Applying Stringers and ribs to the design the following conclusions were found:
• the stringer is more affective on the parts where the main stress involved is
compressive. At the top skin where it buckles mainly from load in the y-
direction, the stringer is not as effective.
• Concluding the optimization to reduce buckling; max buckling occurs at the
skin end and where the load is applied. It’s more suitable to apply a rib at
these locations. If the location of load concentration is known, reinforcing
that point is the most efficient and effective option.
Tsai Hill:
FF. OO. SS. =
TT xx
σσ 2 xxxx − σσ xxxx σσ yyyy + TT xx 2 2
σσ yyyy
2
TT yy
+ TT xx 2 2
ττ xxxx
2
SS XXXX
Tsai Hill Criterion was used and modelled in MATLAB to optimize the most
suitable layup to use, sticking with an applied load but the variable being the
layup proportion.
Project Conclusion
Overall, it was concluded that a design under
a complex experimental procedure, simulated
in FEA can be validated to a good degree of
accuracy, respectively; to later be optimized
to improve its buckling performance. The
ABAQUS simulations successfully simulated
spar buckling for the Carbon Fiber model. The
disparity mean ranged from 5% to 9%. The
accuracy for load required to displace the
roller for the Carbon fiber wing-box had an ok
agreement (mean disparity no greater than
35%). The ABAQUS models were able to
simulate the buckling behavior affectively and
a Tsai Hill code was produced in MATLAB to
successfully formulate and optimize the
layup.

Max Floyd Noronha
MEng Aerospace Systems Engineering
Project Supervisor
Dr. Pritesh Narayan
Design and Development of an Android application to automate the
collection of Flight Mode Data
INTRODUCTION
This project focuses around the android
built smartphones in the design and
development of an android application
to automate flight data acquisition in
order to calculate the various dynamic
flight modes of an aircraft in flight.
As part of the ‘Flight Mechanics B’
assignment in year 3 (Bachelors), the
task was to monitor and record the
flight data in-flight using flight test
worksheets in order to manually
calculate the dynamic flight modes of
an aircraft, i.e. Roll mode, Phugoid
Mode, etc., to eventually determine the
dynamic stability of the aircraft. This
project was taken up in order to
simplify the process of flight mode
calculation through the use of
smartphone technology. This involves
making use of java programming
software to create an android
application which enables the user to
automatically calculate the various
dynamic flight modes by a click of a
button. This not only adheres to the
safety requirements in-flight but also
eliminates the need for the pilot to
manually record the data allowing the
pilot to concentrate on flying the
aircraft.
RESEARCH
This project’s research investigates the different sensors
on-board the smartphones which could aid with the
relevant collection of the flight data as well as how
sensor fusion and filtering techniques can affect the
acquisition of the raw flight data.
Which sensors included in most Smartphones can be
used to simulate the dynamic flight modes?
The various sensors included in smartphone devices
need to be investigated in order to determine which
flight modes can be calculated via smartphone
technology. Smartphone device have some limitations
in terms of calculating airspeed data. This will be
investigated to determine cost-effective solutions to
counter this issue. Different sensors provide different
forms of data, hence investigation into which data form
would be useful for this project in order to get the final
output for each flight mode will also be conducted.
Can Sensor Fusion be implemented to improve fight
data acquisition?
Investigation will have to be conducted on sensor fusion
methodologies to fuse the data acquired from the
independent sensors to improve the accuracy of the
flight raw flight data to further increase the accuracy of
the output. Filtering techniques will also be investigated
in order to reduce the amount of background
interference affecting the flight data
SUMMARY OF RESULTS
To summarise the tests conducted, similar
instances were encountered where the device did
not measure all the acceleration forces to carry
out the computations for output, which led to the
conclusion that the accelerometer’s sensitivity was
too low. In some tests, vibration influenced a key
role in interfering with the data such as in the
aircraft and with the robot arm, hence further
investigation on how to filter out these vibrations
via a band-stop filter will have to be carried out.
Through the multiple testing equipment used to
test and validate the android application, a
number of issues were discovered which brought
about the opportunity to address them and
improve the functionality of the application. After
implementing the required adjustments to the
application’s program code, it can be concluded
that if the test in an actual aircraft was to be
repeated, the outputs computed would be more
reliable and accurate.
Amplitude (°)
8
6
4
2
0
-2
-4
-6
-8
-10
Vibration Test Results
1
13
25
37
49
61
73
85
97
109
121
133
145
157
169
181
193
205
217
229
241
253
Time (ms)
FUTURE WORK
• Improve accelerometer’s sensitivity
• Employ filtering techniques to attenuate unwanted
vibrations
• Improve flight data acquisition by fusing
accelerometer and gyroscope sensors
• Integration a anemometer with the Flight recorder
to obtain airspeed data
Y
X
Project summary
This project was aimed to determine the dynamic
stability of an aircraft through the use of smartphone
technology by designing and developing an android
application that was capable of automating the
acquisition of raw flight data using the smartphone’s
sensors. Extensive research was carried out
investigating the sensors included within the
smartphone devices so as to determine which
dynamic flight modes can be determined through
smartphone technology. Additionally, to improve the
quality of the data, investigation on various sensor
fusion methodologies and filtering techniques was
conducted.
Project Objectives
The aim of this project is to determine an aircrafts’
dynamic stability when it experiences a disturbance
in the air. This project looks in to the design and
development of an android application which can
automate the acquisition of raw flight data through
the use of smartphone sensors and subsequently
calculate the various dynamic aircraft flight modes.
Project Conclusion
Due to multiple issues encountered relating to the
application not properly computing the output for
the flight modes, the program will have to be delved
into more deeply on how to increase the
accelerometer’s sensitivity and improve the
functionality of the application to produce more
reliable and accurate results. Also by using a bandstop
filter, the quality of the flight data acquired can
be greatly increased by blocking out the unnecessary
vibration frequencies. From the observations and
analysis made during the testing phase, it can be
concluded that the android application developed
thus far requires further work to enable improved
functionality is diverse environments.

Oliver Marks
MEng Aerospace Manufacturing Engineering
Project Supervisor
Dr David Richardson
Integrated Composite Rib to Cover Interface Development
Introduction
As the technology behind commercial civil aircraft becomes more advanced
so too does the need to develop the design of the components within them
(Kroo, 1995). Not only with respect to driving down cost but also as the result
of ever tightening regulations on fuel efficiency and environmental impact. As
a result the need to move away from ‘conventional’ configuration aircraft
designs and towards a new optimised lightweight design becomes ever more
paramount.
Wing box covers are comprised of a curved wing skin with a number of ‘T’
shaped stringers (Airbus A350) bolted to it, these stringers are designed to
increase the skin’s ability to withstand buckling loads through an increase in
stiffness. In contrast to the spars in order to increase the deposition rate the
skins are manufactured using UD prepreg through an ATL process (explained
in 4.2.1.2) during which the material is deposited onto a curved tool surface
which controls the outer surface of the wing.
The rib components in the lateral wing box are assembled in the chord-wise
direction and help to keep the aerofoil’s aerodynamic shape during flight
where the aerodynamic loads and pressures are working to deform the wing.
These parts are crucial as they effectively connect the different parts of the
structure together subsequently providing a load path between them. This
load path is shown in figure 10, during service the ribs are subjected to both
tensile and compressive forces due to the torsion and bending present in the
wing structure, these loads are commonly referred to as ‘Brazier Loads’.
Analysis
The product designed within this project is what’s known in industry as a rib
foot, this is the component within the wing box which accommodates the
fixing between the rib and the cover.
Finite Element analysis was carried out on the conceived concepts to establish
a detailed knowledge of how they would perform in service. These designs
were patented as was the corresponding manufacturing process, resulting in
a total of four registered patents.
Thermal analysis of the desired tooling concept was also completed with a
view to using thermal expansion to consolidate the composite from which the
part was manufactured.
Project summary
Development of a novel rib foot concept in
terms of structural performance and
manufacturability.
Project Objectives
• Literature Review on design and
manufacture with composites.
• Blank sheet design of Rib-to-Skin
Attachment component capable of being
manufactured at rate.
• Initial design review/down-selection.
• Initial Finite Element Analysis (FEA) of
down-selected concepts.
• Further down-selection of final concept
based on FEA findings.
• Detailed FE optimisation and sizing of
final concept taking into account weight,
waste, rate and structural performance.
• FE modelling of thermal expansion tooling
concept.
Project Conclusion
The objectives of the project were all met
and a final optimised design was produced
for test. This design outperformed all
competition in terms of performance and
also when considering the ease of
manufacture of the component compared to
conventional designs.

Paven Bhatti
MENG Aerospace Engineering
Development and Implementation of Magnetometer Drift Correction
in an IMU Navigation System
Project Brief
This MENG project focuses on the implementation of a
yaw drift correction method for a standard IMU system.
The results from any testing will be critically analyzed to
determine whether the system would be suitable for
implementation into a UAV fly-by-wire system. This is the
second of a two-phase project designed to complete an
IMU system capable of being tested in a scale glider. If
this project were successful it would create the potential
for creating a completely independent fly by wire
system, capable of long-term flight, as well as readily
available use in GPS dead signal zones such as
mountainous terrain.
Project Aims and Objectives
The aim of this second phase of a two-phase project is to complete
the goal of creating a completely independent IMU system, with
the potential of implementation into a fly by wire system to create
an independent navigational system capable of long-term flight. It is
aimed to understand and implement an internal yaw drift
correction method onto a standard IMU. Following this it is aimed
to test the successful implementation and collect data that can be
analyzed from an aircraft’s navigational perspective, and following
that attempt to implement the finished IMU system into a basic
servo responsive code that would react to the change in pitch, roll
and yaw. It is also aimed to continue the DO-178 B as well as CAA
safety requirements outlined in phase one of the project.
Phase 2’s objectives are detailed below
Assemble and run the chosen IMU configuration with yaw drift
corrective method
Successfully implement a code to react to changes in the sensory
data from the IMU
Use the created code to fly the UAV glider to a predetermined
location, with the optional aid of the controller design chosen
Introduction
Previously in this project research was undertaken in order to understand
the concept of creating a fly by wire system capable of navigating a UAV,
or similar craft through a predetermined set of co-ordinates in space. The
previous results showed that without the aid of a GPS system to correct
the “drift” in the yaw axis the IMU was incapable of determining its own
position in space accurately for longer than a few seconds before the
margin of error was large enough to render its data output invalid.
In the second phase of this project, suitable yaw drift correction methods
will be explored. The traditional GPS drift correction method will be
compared to the use of magnetometers, which will be used in an attempt
to placate the need for a GPS device. Magnetometers may be able to
accommodate the IMU’s need for drift correction as it is capable of using
the geomagnetic field as a constant vector with which to gather a
reference point. It is hypothesized that knowledge of the earth’s
magnetic field-patterns may be able to be used to correct the drift
obtained by the IMU’s ability to determine its position in space during
motion. Assuming a magnetometer can sufficiently replicate the GPS’s
effects, the functioning stabilization system will then be implemented
into a UAV navigational code to test and demonstrate the success of the
system, in order to gain proper data with which to compare the two
methods of yaw drift correction.
Project Supervisor
Dr. Pritesh Narayan
Project Conclusion
In conclusion the majority of the aims and
objectives of this phase of the project were
fulfilled. The IMU now has an independent
method for obtaining yaw drift correction,
and that method is accurate enough to be
tested in a UAV or similar test bed in order to
assess its ability to lead an active-servo
control system.
There were drawbacks with the
implementation of the Kalman filter into an
IMU code, which resulted in the requirement
to use an external magnetometer instead of
one that was available and working in the
MPU9150.

Patrick Busch
MEng Aerospace Engineering (Systems Engineering)
Project Supervisor
Dr. Chris Toomer
Correction, calibration and evaluation of real measured data of
aeroplane behaviour
Introduction
This study is the third in a series of masters´ theses
on the topic of position, attitude and control input
measurement during flight, particularly during spin
of aircraft. This master´s thesis is designed to assist
the PhD thesis of Steffen Schrader (University of
Applied Sciences Osnabrueck) on the topic of spin
prediction and simulation.
Spinning
Spin is a flight mode that can be referred to as
autorotation around a vertical axis on a downward
path. In order to enter a spin
the aeroplane must be stalled
and at the same time have a
sufficient yaw rate or sideslip
angle. When a stall occurs,
the critical angle of attack
is exceeded and the airflow
over the wing is separated
and becomes turbulent. The
lift produced decreases
Fig. 1: Spin
considerably and hence the equilibrium of forces is
unbalanced. Due to the mentioned sideslip angle
or yaw rate, one wing will be stalled more than the
other, resulting in a lower lift force and hence the
aeroplane will start to roll in the direction of the
more stalled wing. As a result from this rolling
motion, a pitching and yawing moment will be
induced. The drag on the more stalled wing will
increase and support the rotation around the
vertical axis as the aeroplane descends rapidly.
Principle of Measurement
To obtain position and attitude information of an
aeroplane during every moment of its flight, the
acceleration, measured on three axes by
accelerometers, is integrated twice and the
angular rate, measured around three axes by a
gyroscope, is integrated once.
Using the equations of motion the velocity and
displacement can be calculated from the
acceleration:
v=∫a dt
r=∫v dt
And attitude is calculated from angular rate:
θ=∫α dt
Sentio32
The measurement system implemented to record
accelerations and angular
rates basically consists of
the Sentio32 platform and
a Motion Sensor Board,
which contains the actual
gyroscopes and
accelerometers. The Mid Fig. 2: Sentio32
Sweden University designed the Sentio32
hardware platform to provide a compact wireless
sensor network platform that is IEEE802.15.4
standard compatible and provides a high
performance on local processing power. The
sensors used during the measurements regarding
this investigation are the capacitive 3D
accelerometer KXSD9-2520 manufactured by
KIONIX and two gyroscopes made by InvenSense,
the IDG500 and the ISZ500.
Statistical Analysis
In order to obtain optimum results a universe of
50 measurements was build and a statistical
analysis was performed. From this data calibration
curves were elaborated.
Fig. 3: Statistical Analysis
In order to verify the capabilities of the sensor in
the second phase of the thesis flight test were
conducted in two airplanes.
Fig. 4: Test Aircraft, Citabria and Cessna C150
Basic flight test were conducted in the C150, those
consisted of rolling, pitching and yawing the
airplane. Finally actual spin tests were conducted
in the approved Citabria Campion.
Examples of the recorded data are shown in the
following figures.
The cockpit
instuments were
captured during
the basic flight
tests to have a
refference when
evaluating the
sensor data. For
the spin tests an
outside
reference was
required.
Fig. 5: Inflight recordings
The result, a complete recording of a spin can be
seen in Fig. 6 below.
Fig. 3: complete spin recording
Project Summary
This thesis deals with the improvement of a low-cost
inertial measurement unit (IMU) for aeroplanes,
which is already implemented in the Sentio32
hardware platform and mounted to a 4-seated
general aviation aeroplane. The correction as well as
the calibration of the measured data, is the main
topic of this project. The basic errors of the
accelerometers and gyroscopes are elaborated based
on a static test and can be traced back to a random
offset of the accelerometer data and a linear drift in
the angular rates. Different correction methods are
applied based on a calibration curve derived from a
set of measurements or a trend prediction from the
measurement itself. Errors induced my motion and
rotation are examined and corrected in the same way.
In the end the elaborated corrections are applied
flight tests that were undertaken during the course of
this investigation.
Project Objectives
The Main Objectives are:
- comparison of four similar sensors
- statistical analysis of the universe
- generation of a calibration curve
- evaluation of the functioning of the calibration curve
- conduction of flight tests to verify sensor data
Project Conclusion
In conclusion one can say that in the course of this
investigation findings were made that did not match
the desired outcome. Nevertheless the work done
was not in vain. The results found exclude the
Sentio32 sensor for use in the exact determination of
aircraft position and attitude during flight and
especially during spin. This is a valuable result since it
indicates that another sensor has to be selected and
installed before continuing with the inflight
measurements of spin characteristics.

Ronald Arakal
Aerospace Engineering (Manufacturing)
Project Supervisor
Dr. David Richardson
Design And Manufacture of Fuselage and Skid for Flying Wing UAV
Fuselage design
Manufactured parts
Project summary
The aim of this project was to design a
fuselage and skid for a predesigned and
manufactured wing. Design and manufacture
appropriate tooling and produce the fuselage
and skid.
Mould manufacture
Fuselage moulds
Acrylic mould for the bulkhead and skid
Project begins with modelling a fuselage design using CAD. The
design is finalised depending on the operating conditions and
manufacturing capabilities.
Next step is to manufacture the mould and the components.
Over the course of manufacturing , Various changes are made to the
mould and technique of manufacturing. This is decided by reviewing
the process and component.
After satisfactory parts are produced, it is assembled together using
adhesives.
Project Objectives
To understand the concept of design for
manufacture and produce the required
components.
To manufacture the components and identify
issues and suggest solutions
To understand concurrent engineering and
manage time and resources to carry out this
project efficiently using the resources
available
Project Conclusion
The project identified the various issues that
arose and successfully tackled them.
The components were designed and
produced using the principle of design for
manufacture and concurrent engineering

This project was a
development of an algorithm
to help control pilots of UAVs
to perform a safe forced
landing for any emergency for
UAVs.
For this project a smart
mobile phone will be used to
sense the data from the
sensors integrated on the
phone i.e. accelerometer,
gyroscope and GPS. The
mobile phone will be
integrated on the UAV.
Salim LOUNIS
MEng Aerospace System Engineering
An additional function of the developed
system is the ability to utilise the
smartphones sensors for telemetry data.
This allows the application to be used as
a backup telemetry system should it be
required.
The advantage of using Google Maps is
to eliminate the poor image quality due
to the increase of the frame rate when
the UAV fly are low altitude
Forced Landing Algorithm Development And
Implantation On An On-Board Android-Based Smartphone Device
This Algorithm was developed
on Simulink using Computer
Vision Toolbox to analyse
Google Maps images and
display safe landing Sites.
Algorithm Improvement
Processing Time (s)
1.8
1.6
1.4
1.2
1
0.8
0.6
Application Development Architecture
Resolution Vs Processing Time for Lower Quality Images
Size [10 10]
Size [40 40]
size [70 70]
Size [100 100]
Size [130 130]
Size[160 160]
Size [190 190]
Project Supervisor
Dr Pritesh Narayan
Project summary
The main aim of this project is to develop a forced landing
algorithm and implement it on an on-board android-based
smart phone that allows the UAV to safe land at the
closest landing sit at any time during the flight.
Performance of the algorithm outcome was tested which
concluded that hardware specification will dictates the
image resolution of algorithm
Project Objectives
• To investigate how OpenCV library can be
implemented on an Android operating system
• To explore how to use edge-detection
methodologies on an on-board smartphone
• To examine and analyse the performance of the
algorithm using real-time data
• To investigate how to deploy and debug the
algorithm on an Android operating device and
other open source devices, such as Raspberry Pi2,
and compare the performance of the devices and
the algorithm
Project Conclusion
The aims of this project were to successfully
develop an algorithm, which helps command
pilots of UAVs to safely deal with forced
landings in emergency situations, by using an
android operating system. This project was a
continuation of BEng project ,Improvement
were successfully conducted to operate the
algorithm in Near-Real-Time system. This
algorithm was tested using a MacBook Pro(i7)
to analyse it performance.
This algorithm also been debugged on
Android OS and Raspberry Pi2
0.4
Size[220 220]
0.2
0
0 2 4 6 8 10 12
Number of frames
Raspberry Pi2 Development
Processing time Vs. Image Resolution

Steve Tiley
Aerospace Design Engineering
Unmanned Combat Air Vehicle: Vortex Control Analysis
Project Supervisor
Eur. Ing. Dr. C.hrisToomer
Project summary
This study involved the CFD analysis of an Unmanned
Combat Air Vehicle designated Stability And Control
CONfiguration (SACCON) produced by the NATO
Applied Vehicle Technology board.
Wings of a high aspect ratio will begin to exhibit
separated flow at high angles of attack stalling parts of
the wing and causing a reduction in lift.
On delta wings (or wings of low aspect ratio) this
separation tends to occur near the leading edge and
unlike the case for low sweep or high aspect ratio wings
this separation does not cause a reduction in lift. Instead
the flow rolls up into a vortex which sits on the wing’s
upper surface.
Both models of the SACCCON geometry used for
this experiment were made by Jana-Sabrina
Stucke as part of a PhD using SolidWorks.
The mesh created for the half model geometry
features 2.27 million elements on the advice of Dr.
Raj Nangia, with greater density around the model
surface in order to better capture the flow around
it.
Instead of reducing lift as might be expected from
separated flow these vortices actually produce lift. They
do this by causing air to flow up and over them before
plunging down again. This increases the speed of the
flow and hence causes a lower pressure above the wing .
The literature study shows that
there has been a great amount of
various work conducted on the
SACCON. Other papers (e.g. Luckring
and Boelens, 2012) have mentioned
the existence of these vortices and it
is the behaviour of these vortices
that is of interest to this study.
The code used is CFX, and is used in
steady state viscous Euler and turbulent
RANS mode at medium turbulence
intensity using the Shear Stress
Transport (SST) turbulence model, and
is run to the default convergence below
1.0E-4 variable values, which was found
to be sufficient for all cases.
Of key interest were the formation and structure of
leading edge vortices and their effect on the
aerodynamic behavior of the SACCON model.
A number of CFD analyses were conducted using
ANSYS CFX at sea level conditions with a velocity of
Mach 0.14 with varying angles of attack from -10 to
20 degrees.
Post-processing of the simulations aimed to visualise
the vortices and quantify their effect on the model’s
lift and drag characteristics, and chord-wise pressure
distributions.
Project Objectives
• Set up and run a number of CFD simulations to
model the leading edge vortices indicative of swept
wing models of the SACCON type.
• Assess the vortices, quantifying their size and
strength in order to judge their effect on the
aerodynamic behaviour of the model.
• Calculate the key aerodynamic behaviours of the
model i.e. lift, drag, and pressure.
Vortex growth from 8 degrees (left), 12 degrees
(middle), and 16 degrees (right).
Comparison of skin fiction streamlines
from Tomac and Stenfelt (2014) (left)
and the vortex visualisation from this
study (right) indicating that the vortex is
indeed the cause of the separation line
near the leading edge.
The effect of vortices of the section lift
coefficient can be seen. As the vortex
moves inboard with increasing angle of
attack the peak section lift also moves
inboard and increases in magnitude.
Streamline plots indicate laminar flow at 4 degrees
angle of attack (left) and turbulent flow at 14
degrees angle of attack (right)
Pressure distributions show the effect of vortices on
increasing the lift, between 28 % span (left) and 42%
span (right) an increase in pressure difference is
seen.
Project Conclusion
ANSYS CFX and the methods presented in this study
are viable for the analysis of leading edge vortices on
the SACCON model.
It is clear how the leading edge vortices react to
changing angle of attack and how the vortex changes
the aerodynamic behaviour of the model.
The methods used are however not viable for angles
of attack greater than 15 degrees and at far outboard
span-wise locations.

Sören Schwert
MEng Aerospace Design Engineering
Project Supervisor
Dr. Pritesh Narayan
Quick Reference Application for Airline Pilots
Background
To assure the safety of the flight, the flight crew
and all passengers, airline pilots are obligated to
ensure that their aircraft meets all requirements
for airworthiness. The checks that are performed
also include a visual inspection of the exterior of
the aircraft during a walkaround. On this outside
check, which has to be conducted before every
flight, a pilot examines his aircraft for damages,
leaks, wear and tear and everything else that
could affect its reliability.
Application Interface
The interface has been designed with a clear
structure to the information and a sense for
direction of movement, in order that navigating
the application would be intuitive and would not
require extensive training for new users.
Editor Modus
To enable authorised users to amend and modify
existing information or to add and delete content,
an editor mode has also been implemented into
the application.
Project summary
Before each flight, a pilot has to check the exterior of
his or her aircraft during a walkaround. In the event
that the pilot comes across a problem with an item
on the aircraft’s exterior, he or she has to consult one
of the many manuals or lists. Since there are
numerous objects on the outside of an aircraft, it can
be a tedious and time consuming task to navigate
through the extensive documentation and to find the
required entry.
Motivation
It can be a laborious task for pilots to find
guidelines, a required entry in the Operating
Manual or the Minimum Equipment List, for nonstandard
items they encounter during the
walkaround. It often means skimming through
extensive documentation, or asking for a
technician, to determine whether a specific
problem compromises the airworthiness of the
aircraft or under which conditions it can still be
operated. This process often causes delays which
are expensive for the airline.
Project Objectives
We aimed to develop a working software solution
that helps pilots find information quickly and
efficiently. This mainly entails investigating the level
of knowledge that is required to be presented to the
user and researching interaction methods that make
the application as intuitive to use as possible. Other
important issues to be considered are the design of
the interface and how all the information is
presented to pilots, in order to be comprehensive but
still quickly readable and easily understandable.
Solution
The goal of an international European airline is to
provide their pilots with an application for their
Electronic Flight Bag computers that leverages
today’s technologies to help pilots find essential
information and data more quickly and effectively.
This Quick Reference Application should collect all
the distributed information necessary during the
outside check into a short description for each
item, should enable a quick assessment of an
item’s condition and should also include
references to the corresponding documentation.
Project Conclusion
While developing the Quick Reference application,
several interaction patterns and user guidance
methods have been investigated. A working software
solution was implemented that puts great focus on
intuitive navigation and a modern visual identity.
During final evaluation and testing, if was found that
the application fulfils the company’s expectations and
requirements and will go forward into on-the-job
user testing within the airline in the summer.

Thomas Latimer
MEng Aerospace Engineering
Project Supervisor
Dr Benjamin Drew
Design of a Human Powered Vehicle
Chassis
The chassis shape was decided upon based around
the research that was conducted in the literature
survey.
Modelling
The chassis needed to be analyzed in FEA with the
front forks of the design on to test to see if the
structure would fail under loading.
Final Design
The final design was integrated into one complete
model and then run again through CFD to check
the alterations that were made didn’t impact the
drag value. The values obtained from CFD could
then be used to calculate the final achievable
output velocity.
Project summary
To design a human powered vehicle that is capable of
beating the current land speed record of 83Mph. The
aim was to achieve the theoretical value of 85Mph. In
part A the outer body shell was designed so part B
was focused around the internals and the power
output of the vehicle.
Project Objectives
The objectives for this project were to design the
gearing system, steering system and internal chassis
of the vehicle and then validate these using FEA, CFD
and theoretical calculations to ensure that the
current speed record can be achieved and beaten
Here is the final chassis design that was developed
so that the gear train and steering system could be
designed based around this simple shape.
Steering
The model didn’t fail and displayed a very low
value of deflection meaning that it was sufficient
for the task and that the design process could
continue
Gear Train
In order to achieve the high speeds just through
pedaling alone a sophisticated gear train system
needed to be design to ensure that the RPM input
at the crank could be achieved by the rider.
This drawing below shows how the gear train
configuration was designed.
The values of Cd that came from the analysis was
0.06 and once this was used to calculate the
velocity which came out at 42m/s.
Render
This is the final render of the HPV design which
represents what it will look like once a prototype
of the design has been manufactured
Project Conclusion
The project was successful. All three aspects of the
design were completed and brought together as one
and integrated well. The complete chassis was then
integrated into the initial bodywork design which had
to have slight alteration to ensure the chassis fits
inside. Then this was put through CFD and then the
theoretical output speed calculated which came out
at 42m/s which is above the current land speed
record which means that this is something that is
achievable. The next stage of this project would be to
manufacture a prototype of this and look at testing to
see if the practical data matches up with the
theoretical data.
The steering assembly here shows how the
steering configuration works with the chassis
design and how the movement articulates and
allows the wheels to move.

Tristan Maddick
MEng Aerospace Engineering
Project Supervisor
Dr Rohitha Weerasinghe
Analysis of Design and Applications of Pulsed Detonation Engines
Introduction
Pulsed Detonation Engines are engines which utilize pulsed detonations to
provide thrust. They have a similar basic operation to pulse jets with the
major difference being that pulse jets use the deflagration process.
Deflagration is a relatively low pressure process with the flame travelling at
subsonic speeds, causing the fuel to ignite through heat transfer. Detonation,
on the other hand, is a high pressure process where the flame travels at
supersonic speeds; ignition of the fuel is caused by the high pressure present
as the shockwave moves down the combustion chamber. Due to the fact that
Orifice Plate Investigation
The aim of the following experiments was to obtain a better understanding
of the use of orifice plates as a DDT device and to investigate the effects of
changing the blockage ratio of the DDT device. The experiments tested a
range of blockage ratios that is varied by changing the diameter of the holes
on the plate. By completing experiments across a range of blockage ratios
results were produced that provided further information on how the
blockage ratio affects the detonation process and what the optimum
blockage ratio could be.
Results
The graph shows that from the experiments completed that the best
blockage ratio was 77.68 (single hole). The graph also clearly shows the
difference in power between the single hole and multi-hole configurations.
Furthermore, by plotting a line of best fit on the graph the initial hypothesis
stating that an optimum blockage ratio could be found is confirmed and is
approximately 80. As an additional observation it would be expected that if
multi-hole experiments were completed for each of the same blockage ratios
as the single hole values similar power differences would be registered
resulting in a line of best fit parallel to the single hole one.
Applications
Pulsed Detonation Engines have large number of potential applications
because of their versatility as an engine. PDEs are well suited to speeds of up
to about Mach 4. At these speeds they have many advantages over solid
rocket motors such as increased range or payload. Whilst turbojet and
turbofan engines provide a long range and heavy payload they are
considerably more expensive when exceeding Mach numbers of around 2-3
and ramjets and other ducted rockets require solid rocket engines to achieve
detonation is an almost constant volume, high pressure process PDEs provide a
high thermodynamic efficiency, reducing fuel costs . The engine is described as
pulsed as the oxidizer-fuel mixture has to be replenished in the detonation
chamber between each detonation wave. The engines are capable at operating
at a range of frequencies but when operating at frequencies over 100Hz the
engine can provide almost constant thrust. The first year successfully produced
a detonation reaction using Computational Fluid Dynamics and found that
orifice plates provided the optimum engine output for the devices tested to
initiate detonation.
Power (W)
The following experiments were completed with the orifice plates:
1. Multi-hole, 77.68 blockage ratio
2. Single hole, 77.68 blockage ratio
3. Single hole, 85 blockage ratio
4. Single hole, 90 blockage ratio
5. Single hole, 95 blockage ratio
1000
900
800
700
600
500
400
300
200
100
Average Power
0
65 70 75 80 85 90 95 100
Blockage Ratio
Single Hole
Multi-hole
the speed at which the ramjet can take over, increasing the complexity.
Furthermore, due to the fact detonation is an almost constant volume, high
pressure process PDEs provide a higher thermodynamic efficiency which
reduces fuel costs. PDEs can also be designed as air breathing engines which
require a more simplistic design. Additionally, there is a reduction in weight, as
the oxidiser doesn't have to be stored onboard, which increases fuel efficiency
or allows extra weight to be used to enable greater speeds, increased ranged or
a heavier payload.
Project summary
The project researched the major problems
associated with Pulsed Detonation Engines and
looked into practical solutions. The experiments
completed were aimed at producing the optimum
detonation reaction and power output achievable by
Pulsed Detonation Engines. Finally, the project
focussed on the potential applications of the Pulsed
Detonation Engine.
Project Objectives
1. Further investigation into the use of orifice plates
as a Deflagration-to-Detonation device.
2. Improve the transient setup of the computational
experiments.
3. Use computational methods to analyse the
stresses and noise levels produced by the
detonation reaction.
4. Research the potential applications of the Pulsed
Detonation Engine.
Project Conclusion
The main conclusion from the orifice plate
experiments completed were completed using two
different configurations of the orifice plate, single
hole and multi-hole, with the same blockage ratio
value. It was expected that they would produce
similar, if not the same results, but multi-hole
configuration produced approximately 150 Watts less
power over 0.01 seconds. Despite both configurations
having the same blockage ratio; it was concluded that
as the multi-hole configuration contains a series of
smaller holes the flow experiences a greater area
reduction compared to the single hole configuration.
The remainder of the completed experiments
involved testing a range of blockage ratios for orifice
plates, investigating the hypothesis that an optimum
blockage ratio existed. It was clear from the final
graph produced that for orifice plates the optimum
blockage ratio value is approximately 80.

Travis Chamberlain
MEng Aerospace Engineering Design
Project Supervisor
Dr. David Richardson
DESIGN AND MANUFACTURE OF A COMPOSITE WINGLET’S TOOLING
USING ADDITIVE MANUFACTURING
Introduction
Additive Manufacturing (AM) has been in
existence for thirty years and was primarily used to
create prototypes for products, usually for testing
purposes. Now, the state of the technology means
AM is able to print out fully serviceable parts, with
its main use being for Rapid Prototyping (RP).
Rapid Tooling (RT) is a technique used to bypass
the manually manufactured mould stage, thus
reducing lead times and to allow the manufacture
of composite materials using AM printed moulds.
In recent years, composite materials have even
been printed, but the materials are very expensive
and are an unviable choice for small companies
and hobbyists. Hence the need for RT still exists.
Mould Design
A mould was designed using Solidworks which
came in two main halves: the top and bottom
halves. Because the moulds were too big to print
in UWE’s FDM printer, the top and bottom halves
had to be split in two pieces to be printed
separately and then assembled to form the full
mould.
The mould was designed so that either vacuum
bagging or bladder inflation can be used. The two
halves had self-aligning features to align the four
sections together into one complete female
mould.
Manufacturing
The first few lay-ups were created using the
vacuum bagging technique, but this kept causing
too much resin to be drawn out of the composite,
making it flexible and giving it a poor surface
finish. The lay-up was changed to more natural
method without the use of a vacuum pump. The
resulting winglet halves were of much better
quality, thus this was the preferred lay-up method
for future manufacturing.
The wax used as a release agent was ineffective
because it seeped into small pores on its surface
(created by the FDM printing process). This
rendered the release agent useless. Acetone was
applied to the mould surface to slightly melt its
surface, sealing the pores that plagued previous
lay-ups.
Dry areas were a frequent problem throughout
the manufacturing process. At first, more resin was
added to the composite but for the top mould, this
was due to its complex curvature and not because
of a lack of resin.
Analysis
Both the mould underwent structural analysis
(using FEA) to determine if it could withstand one
atmospheric pressure from the vacuum pump. FEA
was also conducted for the winglet to see if it
could survive a 10 N force acting upon its tip.
Both were shown to endure the maximum
stresses, giving a safety factor 7.5 for the mould
and 1.9 for the winglet.
Maximum
Stress
AM and CNC Cost and Lead Time Comparison
Carbon Fibre Winglet Produced with AM Tooling
Project summary
An investigation has been carried out to determine
the effectiveness of Additive Manufacturing for
producing tooling for a carbon fibre winglet as
apposed to a conventional, automated machined
process. The mould was cheaper and quicker to
manufacture via Additive Manufacturing than the
conventional method of automated machining.
The assembled winglet made from the mould was not
perfect, but was of good enough quality to warrant
its use as a prototype, highlighting the mould’s main
strength in being able to create quick and cheap
composite parts for illustrative purposes.
Project Objectives
1. Design a full-scale winglet mould that can be used
for different lay-up techniques.
2. Structurally analyse the full-scale mould to
determine if it will be suitable for vacuum pump
lay-ups.
3. Manufacture a lightweight, functional full-scale
winglet of a good surface finish.
4. Analyse the full-scale winglet in terms of its
structural properties and the mould’s design and
manufacturing process.
Project Conclusion
1. The winglet was lightweight (with a weight loss of
70.3% over an ABS 430 printout), but did not have
a good surface finish; hence it is not of a
functional quality.
2. In terms of the ABS 430 mould, its low cost, low
lead time, high design flexibility and resilience to
vacuum pump pressure makes it an attractive
alternative to CNC machining.
3. Additionally, the winglet has stayed true to its
aerofoil and demonstrates AM’s potential, such
that a mould from a more accurate FDM printer
may be able to produce higher quality parts.

Valentin Erb
MEng – Aerospace Engineering (Systems Engineering)
Project Supervisor
Dr. Pritesh Narayan
Assessment of the Me262’s slow flight performance – PART B
Introduction
On the basis of the project concept developed in
PART A of the project, the assessment of the slowflight
characteristics of the Me262 aircraft was
continued.
Based upon the CATIA geometry created in the
first part of the project, a rapid-prototyped scale
wind-tunnel model was created using Fused
Deposition Modelling (FDM), suitable for the UWE
subsonic wind-tunnel.
The same geometry was used in the particle-based
CFD software XFlow to set-up respective
simulations to reflect the wind tunnel tests.
Simulations and tests were run at speed of 15-35
m/s (Re=2e5).
In a final step, the plane was simulated in real
scale to create a basis for the comparison to real
world flight test data at 68 m/s (Re=6e6).
Validation
Before any testing with the Me262 geometry was
done, the wind tunnel and XFlow were validated
using 2D and 3D NACA0012 simulations from
Ansys Fluent. All tests showed a good agreement
between the different tools. The Figure below
shows the validation lift curve from XFlow and the
wind tunnel tests:
Experimental Set-Up 1/18
For the XFlow simulations of the wind tunnel tests
of the Me262, the same set-up was used as in the
NACA0012 validation tests. The two figures below
show the corresponding set-ups:
Besides numerical results, also visual flow
patterns were assessed with woolen threads.
Furthermore, the influence of the surface
roughness of the wind tunnel model was tested,
together with other parameters.
Experimental Set-Up Real Scale
As for the real-scale simulations, an unconstrained
free flow domain was used, which is shown below,
which shows the aircraft in full stall at an angle of
16°:
Results
The scale results from the wind tunnel and XFlow
simulations showed a good agreement in terms of
lift coefficients and also stall angle and zero lift
angle. Also visual flow patterns could be identically
seen in the wind tunnel and the simulations. A
significant influence of surface roughness, speed
dependency or turbulence intensity could not be
identified.
The 1/18 scale model was found to stall at an
angle of 7° and C Lmax of 0.67.
During the real-scale simulations a different
behavior was experienced, as it stalled at 12°
with a C Lmax of 0.9. These differences can be well
explained by the influence of Reynolds-Number
and show the limitations of wind tunnel tests.
The final XFlow simulations showed a good
agreement with historical data, but revealed some
issues with underlying test-flight data.
In the Figure below, the comparison between the
two scales is seen:
All in all the experimental set-up proved to deliver
the desired data and a qualitative statement about
the stalling characteristics could be made.
However, they also revealed some inconsistencies
in the test flight data and suggest a further
analysis of the aircraft and also a consideration of
high lift devices, normally found on the aircraft.
Project summary
The investigation undertaken assesses the
design of the Messerschmitt Me262 aircraft
towards lift generation at high angles of
attack in clean configuration.
Experiments were conducted in XFlow CFD
and a wind tunnel, using a rapid prototyped
model at a scale of 1/18. Finally , the aircraft
was simulated in real scale . The experimental
approach was validated with a NACA0012
wing geometry.
Project Objectives
Besides validating the CFD software against
the UWE wind tunnel, it was targeted to
obtain the lift curve for the basic Me262
aircraft and assess the stalling angle and
maximum lift coefficient. The difference
between scale wind tunnel tests and real
scale simulations were demonstrated.
Furthermore, the capabilities of up-to-date
CFD software were shown and assessed.
Project Conclusion
In terms of experimental approach, the
project showed and demonstrated the
suitability of XFlow and wind tunnel tests for
the assessment of lift generation.
Validation of the approach was achieved and
the geometry of the Me262 could be
assessed and evaluated.
However, particular attention had to be paid
to the simulation set-up to obtain consistent
data.

Zebadiah McLeod
Masters in Aerospace Systems Engineering
Project Supervisor
Dr Pritesh Narayan Aerodynamics Lecturer
A look into the effects of Electromagnetic interference from mobile
phone use on-board aircrafts and the effectiveness of Electromagnetic
Shielding materials used in aircrafts
Introduction
Leading on from the work done last year the need to
enhance the shielding effectiveness of the materials
used during the construction of aircrafts was a concern.
This concern is addressed here and investigative looks
into the new materials used for constructions such as
carbon fibre are addressed along with descriptive
information on the future of the use of such materials
in the aerospace industry. The integration of carbon
fibre and its metallic rival aluminium has seen many
problems arise as the two materials are not compatible
and adverse corrosion can lead the aircraft to be
uncertified due to the dangers that can occur if left
unchecked.
Conclusion
The shielding effectiveness of aluminium and steel are
good but of course the industry has moved towards
other materials namely carbon fibre. Although actual
integration of carbon fibre and metal was not achieved
in this paper the literature research showed that it was
the way forward when it comes to improving the
shielding capabilities of carbon fibre as it is a major
safety issue if carbon fibre is used on aircraft as it
currently is. The threat from navigation systems being
interrupted and even the treat of lighting strikes is
enough cause for concern. Another major concern that
was realised in the literature survey was the fact that
the integration of metal and carbon fibre was more
complicated than first anticipated by the aerospace
industry. The major funding now for the research on
integrations tactics is being given by the big aerospace
companies for instance Airbus Germany to find a
solution to the problem.
Power Received Watts
DBm in -
0.0014
0.0012
0.001
0.0008
0.0006
0.0004
0.0002
140
120
100
80
60
40
20
0
Relationship Between Power Received
and Power Transmitted 800Mhz
0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2 2.2 2.4
Power Transmitted
Free Space Path Loss
0 2 4 6 8 10 12
Distance in Km
Se…
Series1
Relevance
Throughout this project the relevance of
study has been a one of safety the
uncertainty of the harmfulness of EMI to
aircraft equipment hassled me to
undertake this project. Also with the
shielding capabilities the aim of which is to
allow for the use of mobile phones not to
be dangerous when emitting unintentional
radiation to the venerable parts of the
aircraft systems.
Research
The research and analysis done in the report
was done in order for us to better understand
the risks associated with the use of mobile
phone devices and other PEDs whilst on-board
aircrafts. The rationale of the regulations in
place today is another factor for the research
undertaken in the report. Many question the
effectiveness and the logic for disallowing the
use of mobile phones on board aircraft and
they feel the risk, if any, is minimal and not
realistic enough that restrictions should be in
place for such a long period of time. The main
objective of this report was to report/show with
statistical analysis the risks associated with the
avionics ban on certain types of PEDs.
Project summary
The Project summary is to effectively verify
the data that was obtained in the first part of
the project done last year. Leading on from
last year is the need to establish a link
between the materials used in aircraft
production and the shielding effectiveness.
These issues are addressed in the project.
Project Objectives
• To set up experiments to test the shielding
capabilities of new materials such as
Carbon Fibre
• Compare the data from the theoretical
model and real model
• Use the Excel model to calculate a new
worst case scenario
• Use Excel model to determine the validity
of the results from the spectrum analyser
• Create an experiment to test shielding
effectiveness of the carbon fibre
Project Conclusion
The theoretical model that was modeled in
the Microsoft software EXCEL was compared
to the actual experiments done last year. The
findings are presented in the report

Ramjet Model
Robert Sawford
Aerospace Engineering
Using the isentropic shock equations to determine the exact shock solutions
for various deflection geometries for the inlet deflection angle, the optimum
inlet geometry could be produced with the idealised ‘shock on lip’ design
scenario. This produces maximum flow capture, therefore resulting in the
highest potential mass flow rate into the intake.
The ramjet model was laser cut from 6mm thick sheets of acrylic and bonded
together using acrylic cement to form an acrylic weld between the faces of
the acrylic components. Further reinforcement was provided by integrating
four steel rods through the ramjet model to provide further structural
integrity to the model.
Ramjet CFD Testing
A Design Study into Using Air Breathing Propulsion to Produce a Single-
Stage-to-Orbit Design Capable of Achieving Mach 25
Using ANSYS CFX the same ramjet model was created for CFD testing to
compare and validate the CFD model. The model was created in a simple 2D
cross section so as to minimise computational effort, while still producing
interesting results.
However the contraction ratio to capture area for the inlet was too high,
resulting in the inlet becoming unstarted. A condition characterised by the
presence of a normal shock upstream of the inlet.
Hypersonic Waverider Testing
The waverider testing was conducted at Mach 3.0 and Mach 5.0. the goal of
the tests was to determine the effect of different leading edge wedge angles
had on the engine operation, as well as assessing the performance under
shock spillage conditions and shock ingestion.
The waveriders utilised variable inlet geometry in the form of an extending
lower engine cowl that would be able to catch the leading edge shock
generated from the waverider body, thus producing maximum flow capture
for the engine intake. Additionally the performance was assessed and
compared for the condition whereby the flow is allowed to spill over the
edge of the engine cowl, reducing shock capture but preventing the shocks
from becoming ingested.
Project Supervisor
Dr Chris Toomer
Project summary
A ramjet model was designed and
manufactured for testing in the supersonic
wind tunnel. The model was used for
comparison and validation of the same
simulated test using ANSYS CFX. Furthermore
the project transitioned into testing various
waverider designs with variable inlet
geometry under a variety of inlet conditions
at different Mach numbers.
Project Objectives
To design and asses the engine performance
of a ramjet scramjet propelled hypersonic
waverider through various Mach regimes up
to Mach 25.
Project Conclusion
The use of acrylic as the primary material for the ramjet
model proved to be too fragile. The laser cutter distorted
the geometry around the leading edges, partially melting
the acrylic and thus making it brittle. Future models will
utilise CNC milled inlet geometry sandwiched between
acrylic panels, increasing robustness while still allowing
the internal shock structure to be visualised.
From the hypersonic and high supersonic testing of
the waverider designs, the numerical accuracy of the
solutions around areas of high changes in state and
energy is lower than is required for a CFD solution
that industry can use to supplement physical testing.
However the structure of the oblique shocks,
compression and nozzle behaviour from the vehicle
forebody as well as the expansion and shocks
generated by the waveriders wake is displayed by the
simulation, providing insight into the behaviour of the
waverider at these Mach regimes. As outlined by
Segal, running the inlet under spillage conditions
produces a more stable combustion environment
than when the shocks are ingested into the engine.
However this more stable environment is created
with the sacrifice of reduced compression, and as a
consequence may not be sufficient to produce the
thrust requirements for accelerating into higher
hypersonic Mach regimes.

SUMIT SUNIL WATHORE
BEng (Hons) AEROSPACE ENGINEERING (MANUFACTURING)
Project Supervisor
Dr. Abdessalem Bouferrouk
University of the West of England, Bristol
WAVE DRAG REDUCTION FOR HIGH SPEED FLIGHT
Investigating 3D Rounded Shock Control Bump to Reduce Wave Drag on Transonic and Supersonic Aerofoil.
In the era of everything is accelerating, aircrafts are actually flying at the slower speed than they use to do. Commercial air travel has not gotten any faster
since 1960s, (Hoagland K., MIT 2014). Main reason is the fuel economy going faster cost more fuel per mile it is all about drag factor and can be overcome with
effective drag reduction technology. With drag reduction just not only it will increase fuel economy but also the operation range of an aircraft. Very few
attempt on 2D and 3D shock control bumps (SCBs) have been investigated on transonic aero foil and none on the Supersonic aero foil. Though research has
been carried at leading aerospace industries but still there not much information available on internet for performance of the SCBs on supersonic aero foil,
fixed SCBs is cost effective and simple method to reduce wave drag and get maximum performance for high speed flights.
Project summary
Computational simulation to investigate the
performance and the effectiveness of 3D rounded
shock control bumps on transonic and supersonic
aerofoil was undertaken; two chord wise variables for
the shock control bumps were varied in conjunction
with tangentially bump height, and chord wise
location. The primary aim of dissertation to reduce
wave drag is successfully achieved.
what is drag ?
Profile Drag – Profile drag produce due to friction and turbulence in the
viscous fluid.
Induced Drag – induced drag occurs due to the lift development in the
aircraft.
Wave drag – wave drag is produce due to the formation of shock waves in
supersonic and transonic flight.
Limitations – in this research only
one SCBs buffet is used to
concentrate on its performance and
the angle of SCBs buffet are
changed to see the performance,
this limits the investigation on the
sets of design SCBs on the aerofoil.
LIFT TO DRAG RATIO
9
8.087
8
7
6
5
4
3
2
1
0
8.36
L/D VS HEIGHT OF THE BUMP
The dissertation carried out with limited resources and
on the 3D aerofoil with finite span
To be tested in the supersonic wind tunnel to verify its
effectiveness experimentally and then more modification
is to be done .Few tests for hypersonic speed shows
diverse results, more work with hypersonic aerofoil with
SCBs is must Rounded SCBs at various locations and
different design pattern should be tested.
8.38
8
0 0.5 1 1.5 2 2.5 3 3.5
7.54
HEIGHT OF THE SCB
6.44
% of drag decrease
Shock wave can be defined as sharp
change of pressure in narrow region
when travelling through a medium
(here air for an aircraft) due to high
speed.
When aircraft travel in low speed less
than 0.8 Mach the air ahead of an
aircraft get separated from its path.
60
50
40
30
20
10
0
-10 -5
-10
0 5 10 15 20
-20
-30
-40
NACA 66-206 at 4*10^5
AOA
NACA 66-206
at 4*10^5
Project Objectives
1) Investigation of SCBs performance on the transonic
and supersonic wing. Main focus on the supersonic
flights, and selecting the rounded SCBs location and
height of bump.
2) Reduction of wave drag using rounded bump
3) Aircraft design optimization for best possible
configuration to get maximum speed of much beyond
the conventional aircrafts.
4) To look into the
Potential benefits of using rounded bumps on
different sections of aircraft to control flow over and
reduced total drag.
Project Conclusion
Rounded shock control bumps are more effective on
supersonic aerofoil than transonic because the
reduction in shock strength in supersonic shock is
greater. The SCBs are effective for reducing wave drag
in supersonic flight but the drag on transonic flight is
not much affected by the shock wave.
Simulation Model has been validated using the
published experimental results obtained for DFVLR-
R4.
The results demonstrated that an active contour
bump, which could change height and move to follow
the shock wave, would likely be required for
application on an aircraft

Shuo Tang
Aerospace Engineering B.Eng - Design
Project Supervisor
Dr. Mayo Adetoro
Investigating “Fan Blade Out” of a jet-engine with Finite Element Method
Background
Safety has always been the primary concern for the major manufacturers.
Millions of pounds are invested in order for new aircraft components to pass
the safety test. Many of them such as Jet-engines have to undergo a
destructive fan blade out test, where a fan blade of a Jet engine is released
from the hub while the engine is running at maximum power. Then the
casing has to fully contain the blade fragments for the test to pass. FAA has a
requirement stating all of the new Jet engines have to pass the test in order
to be used on a commercial airline. After the test is done, all components of
those Jet-engines are discarded, in the name of safety. As of 2015, a Jet
engine costs around $15 million.
By understanding the behaviour of Jet engines during the blade off test and
creating a simulation using Finite Element software that accurately simulates
the process, the traditional fan blade off test may one day be replaced.
Research
Research was done for the following topics
• Cause of a fan blade out
• Material used for Jet engine fans
• Material properties
• Damage Mechanics
Two Simulations were created based on the research conducted.
Results
The first simulation was based on FAA standard conditions where an engine,
whilst travelling at 0.85 cruise velocity has continue to operate and complete
its journey after withstanding a 4lb bird impact.
The second simulation was to see the effect of a fan blade out event, but it
was stopped by the containment case as it was supposed to.
Simulation
Soft Body - Bird
Hard Body - Rock
Project summary
This investigation develops a method of simulating a
“Fan Blade Out” scenario of a jet engine using
Abaqus. By using experimental parameters, a model
simulating continuum damage mechanics that occurs
during a fan blade off event is made.
This method developed so far looks promising and
further development to improve its accuracy can be
looked into.
Project Objectives
• Research the mechanics behind a fan blade out
event
• Familarise with the Finite Element software
Abaqus
• Gather the experimental data for material used
• Simulate an engine ingestion/fan blade out event
In Abaqus
Project Conclusion
The simulation created so far accurately simulates the
damage mechanism of a fan blade during an event of
a foreign object ingestion. But its clear that more
work needs to be done to validate the experiment.

Introduction
The detection of Volatile Organic
Compounds (VOCs) has, for several
decades, been a huge area in sensor
research. Exposure to these
compounds can lead to various health
issues and are widely found across
various work places, making them
important to detect. It is known that
many VOCs are found in the exhaled
breath, urine, faeces and skin
emanations of human beings; and that
there is evidence to suggest that the
presence of specific volatiles in these
are related to cancer.
The system to be created is essentially
a mimicry of the mammalian olfactory
system, using a sensor to mimic the
nose, and an analysis of results along
with pattern recognition to mimic the
brain.
The reaction that occurs upon the
surface of a heated metal oxide when
it comes into contact with a volatile
causes the conductivity of the MO to
change. This phenomenon can be
measured, and used to detect VOCsin
the air.
Cataluminescence is the emission of
light during the catalytic oxidation of
organic compounds, in this case the
metal oxide sensor serves as a catalyst.
Thom Clark
BEng (Hons) Aerospace Engineering (Design)
The Fabrication of a Gas Sensing Device
Combining Measurements of Cataluminescence
and Conductivity change
Initial Design
The old chamber is shown above, as
can be seen, it consists of a bolted on
lid, no means of securing other than
fixings that were added after it was
made and the inside is full of sharp
corners, not desirable for any flow.
After a few stages of configuration, the
design consisted of a cylindrical inside,
screw on lid, linear air inlet-outlet, and
built in bolt holes for fixing. The sensor
sits on the end of the bolt, which is
screwed into the chamber, opposite
this is the inlet for the gas
chromatography column.
Computational Fluid Dynamics
A small amount of basic fluid
dynamic analysis was undertaken
to determine the optimum
arrangement for the chamber.
It was found to be an arrangement
that encouraged circulatory flow,
when the sensor bolt was
horizontal, which was incorporated
in the manufactured design.
Other Equipment
To measure the light emission from
the CTL, a photomultiplier tube was
required, a PMT is a device that
detects photons, and amplifies
them using the photoelectric effect
to emit a current.
The module sourced as part of this
project was the Hamamatsu H7828
photon counting unit, which was
connected to a pulse counter to
record its emissions.
Pulse Count Reading (kHz)
100
90
80
70
60
50
40
30
20
10
0
The Atmospheric Chamber
The second chamber was designed to
detect trace amounts of VOCs in the
atmosphere, it differed from the other
one with the sensory bolt screwed in
through the lid, positioning it opposite
the photocathode of the PMT once
the chamber was screwed onto it.
Equipment Testing
The experimental equipment was
tested using an old, basic sensor
chamber, adapted to fit the PMT.
Pulse Response of Nitrotoluene Vapour
against Time
0 20 40 60 80 100 120
Time from sample injection (s)
This graph shows the difference in
pulse response after the injection of
three different concentrations. Of
course the highest concentration
showed the best response.
Saturated
Diluted
Air
Project Supervisor
Professor Norman Ratcliffe
Project summary
This project involved the design of two sensor
chambers to detect the presence of Volatile Organic
Compounds, using a combination of the
measurements of the conductivity change of metal
oxides and the emission of cataluminescence (CTL).
The starting point for design was an old gas sensor
chamber designed for use in the applied sciences lab
2G5; hence certain criteria were to be fulfilled in the
new design, based upon the experiences of the old
chamber’s use.
Project Objectives
The main objectives for this project were:
• To design two sensory chambers that combine the
detection capabilities of CTL and conductivity
change; one for medical diagnostics, connected to
a gas chromatograph and one for detecting VOCs
in the atmosphere
• To source the required apparatus, such as a
photomultiplier tube module
• To improve upon the previous chamber’s design,
making it easier to use in experimentation
• Perform aerodynamic analysis upon the flow
inside the chamber, identifying undesirable flow
effects and attempting to reduce them
Project Conclusion
Both chambers were designed with what is thought
are optimum designs, based on findings from various
bits of investigation throughout the project and the
results from CFD. However, it was planned from the
start of the project that the chambers would be
manufactured and then tested to validate their
design. Due to unfortunate circumstances neither of
the chambers were manufactured in time, meaning
that the experimental analysis and comparison with
the old chamber could not occur. Despite this, the
design met the desired criteria and was improved in
several ways.

Step 1
Yousaf Raza Bokhari
Aerospace Design BEng
The Design and Manufacture of a composite BMX Frame
Design 1: Monocoque Frame
Design 2: Lug and Tube design
Step 2 Step 3 Step 4
The major test results needed to show key performance areas in both frames were unable to be obtain because of many problems occurring during the FEA
and the testing of the constructed pieces. The results obtained from those two calculations showed the stiffness of the frame is able to compare and compete
with some current and past frames. The biggest aim of this investigation, to manufacture a complete carbon fibre BMX frame was achieved even without the
optimum tooling for manufacture. The mould from the previous year can be immensely improved. A better alternative would be to have a similar mould made
of aluminium. The benefit of this is it allows decreases the time needed to do a layup and to cure since the use of prepreg material becomes as option. Also,
although an aluminium mould is much more expensive than the current fibre glass mould, it has a much longer life before defects start to show in the mould
like the fibre glass mould already has. The longevity of the aluminium mould is worth the cost as it would definitely be better for value than the fibre glass.
This investigation showed it was able to determine the optimum technique for manufacture. The wet layup technique excelled in many qualities a modern
BMX frame should have. The finished frame was light and can be made even lighter if the correct amount of resin is applied with better tooling. The frame was
very strong and stiff with only 2 layers, where as if it was 4 layers, it would compete with modern frames in terms of stiffness while still kept relatively light.
The surface finish was one of the best outcomes of this investigation.
Project Supervisor
Dr. David Richardson
Project summary
An analytical approach was taken to
investigate the design and manufacture of
two composite BMX frames. Solidworks was
used to model the monocoque frame and lug
and tube frame and attempted to analyse the
model using finite-element. The monocoque
frame was manufactured using the wet layup
internal bladder method and the lug and tube
frame was manufactured using prepreg rollwrapping
method. A use of testing techniques
help determine the stiffness. Theoretical and
actual results are compared to and a good
understand benefits and problems of
different manufacturing method were
achieved.
Project Objectives
• To design a composite BMX frame.
• To analyse loads and stresses within the
BMX frames.
• To analyse and compare the composite
monocoque frame and the lug and tube
frame.
• To determine the optimum tooling for
manufacture.
• To determine the optimum technique for
manufacture.
• To manufacture a composite BMX frame.
Project Conclusion
Overall, the most appropriate method of
manufacture was the wet layup internal
bagging and from the results show a
monocoque frame seems to be superior than
the lug and tube but a fair analysis was not
made in this investigation so the question of
whether monocoque frames are superior
than lug and tube frame is still open to
investigation.

Yiu Yeung Law
Beng – Aerospace Engineering (System)
Modelling and control of Boeing 777-300 ER
Introduction
This dissertation gives an overall simple idea on modelling and control of an aircraft, the respective advantages and
disadvantages used for the Matlab/Simulink on analyzing aircraft system. This paper presents the tests using the data of
Fixed wing aircraft Boeing 777-300ER as it is one of the biggest commercial aircraft in the world which is matching the goal
of the project, to give a safety traveling experience for human. The main aim of the project is to produce a generic procedure to
identify a dynamic model from flight simulator and demonstrated with Matlab/Simulink software and to provide a demo procedure
and manual for potential users. The Aircraft
Base on the information from Boeing (2015) [1], Boeing 777 is the largest twin engines fixed wing
aircraft in the world and has a seating capacity for 301 to 386 passengers. The 777 family consists of
six different models, with the ability to fly point-to-point non-stop to bypass crowded and busy hub
airports. It has a range capability of 9,700 km to 17,395 km.
The Boeing-300ER is one of the models in 777’s family with the largest range while ER is the name
stands for extended range. It features raked and extended wingtips with a wing aspect ratio of 9.0.
The Boeing 777-300ER is powered with an increased fuel capacity and a maximum thrust of 115,300
lbf (513 kN) and the maximum range is 14,492 km. The Boeing 777-300ER can fly approximately 34
percent farther than the Boeing 777-300 with a full load of passengers and cargo. The first -300ER
was delivered to Air France on April 29, 2004 and it is the best-selling 777 variant, having surpassed
the Boeing 777-200ER. Based on the report of world airliner census (2014) [3], there are 493
Pilot’s field of view
aircrafts in service in July 2014.
Boeing 777-300ER
Simulink system
Dutch Roll test result
Project Supervisor
Dr Quan Min Zhu
Project summary
The process of modelling and control of
system for the aircraft is often done by
using a computer, using the data of
aircraft performance. Where the process
is normally of continuous time nature and
the dynamical system is mostly describes
in terms of the differential equations. This
dissertation presents recent
developments in the modelling and
control using flight simulator to collect the
data and Matlab/Simulink software to
analysis
Project Objectives
• Review up-to-date art of Merlin flight
simulator and Boeing 777-300ER.
• Learning to operate the
Malab/Simulink to prepare step by step
manual.
• Present basic flight dynamic and
modelling techniques.
• Collect relevant data from
Matlab/Simulink.
• Develop Matlab programs to fit the
proposed dynamic models with the
measured data.
• Prepare a user-friendly demo/program
manual.
Project Conclusion
Based on the demands of modern human
society, aircrafts have become more and
more complicated. By getting aircraft data
from the internet or Java-foil, aircraft
performance can be simulated with the
use of excel or Matlab/simulink. This
paper has written to give a belief idea on
how modelling and control of an aircraft is
and to provide a user-friendly demo for
public user.

Electronic
Engineering
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Engineering
Introduction
Electrical
and Electronic
Engineering
Engineering
Aerospace
Engineering
Electronic
Engineering
Mechanical
Engineering
Electronic engineering is as
important to our society and
to our lives as other careers
that we are more familiar with,
such as medicine or law. Think
analogue, digital, consumer
products, embedded systems
in cars and aircraft, power and
grid systems, and robotics.
Almost everything we do and
use has electronic engineering
connected to it in some way.
Get accredited
All of our courses are either accredited by
the respective professional bodies or working
towards it.
Motorsport
Engineering
Robotics

Harry Lawrence Tekena
BEng Electronics Engineering
Project Supervisor
Mokhtar Nibouche
Optimisation Of Solar Panels
Introduction
Solar power is one of the few renewable, low-carbon resource energy system of power generation and the prospects of photovoltaic technology looks the most
promising amongst all the unconventional energy sources aforementioned and available today. Solar Energy has a very large, inexhaustible source of energy
(the sun), so the amount of energy that can be harvested can be said to be limitless thus it presents both the scalability and the technological maturity to meet
the ever-growing global demand for electricity (IDTechEx, 2015).
The Method of Solar Panel Tracking
The primary tracking method of the sun is the method
of photoelectric tracking. However, in this design, the sunlight angle data is
not tested from the real time data, but from the statistic data released by the
local government. On the one hand, in Nigeria, sunlight is sufficient and
seldom blocked by the cloud, so that the statistic data is fairly enough for this
design (Sunday, 2012). On the other hand, the Arduino microcontroller is
able to communicate with other software, and if it is required to work based
on real-time data, this design is flexible to expand for communication
between a real data providing system or software, which is more flexible and
will significantly reduce the calculation load so that will increase the
response speed with more precision. The procedure for solar panel tracking
design diagram and the programming methodology for the design is
illustrated below
Fig. 1 Design Procedure
Fig. 2 Programming Methodology
AUTOMATION HARDWARE PLATFORM
Represented below is the layout of the interfacing between the PLC
automation software and the hardware for the slew drive positioning and
tracking mobility mechanism. With reference to this layout, the current
azimuth and elevation angle positions of the solar concentrator can be
detected using a tilt sensor, angle sensors, shaft encoders, or Hall magnetic
pulse encoder (Gerro Prinsloo, 2014)
Fig 3 Control block commanding a solar concentrator through DC motor
driven slew drives (Siemens, 2011b)
Microcontrollers
The most important feature of microcontroller is the function, which is not a
chip to achieve some logic function, but an integrated computer system. It
has been widely used in many areas, such as intelligent instrument, real time
industrial control, communication equipment, navigation system and family
appliances. A general Arduino microcontroller shown in Fig.4.
Fig. 4 Arduino Microcontroller (AM, 2015)
Project summary
The aim of this project is top design and develops a
responsive and optimized solar panel based system
that follows the sun’s position to achieve maximum
efficiency all day/year long. This effectively means
that the solar panel is kept perpendicular to the sun
throughout the year to make it more efficient. The
basic concept is developing a tracking system which is
implemented by program that access and preload
metrological precise location data of the sun from the
internet by using Arduino MCU with an Arduino Wi-
Fi/Ethernet shield that drives the actuators to control
the tracker movement.
Project Objectives
The objectives of the project include the following:
• Implement and design dual axis solar tracking
system;
• Generate block diagram of the architecture of the
software platform;
• Design control algorithms for stepper motors,
controllers and gear box;
• Implement PSU: voltage regulator;
• Generate feedback control algorithm;
• Overall unit compact and portable.
Project Conclusion
• The basics approach of this project was developing
a responsive solar tracking system using intelligent
user interface for the tracking the sun The overall
aim of the project and the general outline was
clearly understood.
• The design is electrically efficient and the basic
hardware and mechanics have been implemented.
• The Pin specification and circuit schematic for the
motor drive have been carried out.
• The design allows two degree freedom of
movement (one for the Azimuth and the other for
the horizontal movement).

Yingling.Zhuo
Beng(HONS) Electronic Engineering
Self-tuning PID Controller Design For a Continuously Stirred Tank
Reactor
Project Supervisor:
Professor Quan Zhu
System Block Diagram
Self-tuning PID Controller with CSTR Model
Self-tuning Controller compare with PID Control
shows different states of the two curves. The blue curve and green curve are
self-tuning control result and PID control result, respectively. The result
shows, at same conditions, simple PID controller is unable to control the
temperature to target value, it will reach about 531.5 K after a sharp rise and
hardly to reach the target value, while the self-tuning PID controller has reach
the target value after oscillation.
System Architecture
The ‘Step’ is system reference input signal. The ‘adaptive controller’ is selftuning
PID controller, which is the core part of the system, it works to
estimate real-time parameters of system, calculation controller parameters
and controlled variable. ‘CSTR Subsystem’ is controlled object. ‘Output
result’ shows system output yy. ‘Output result1’ shows reactant
concentrations. ‘ID parameters’ shows system parameter estimates. The
‘adaptive controller’ has three inputs and two outputs.
Project summary
This project shows how a self-tuning PID controller to
control the temperature for the continuously stirred
tank reactor (CSTR) and behaviour in a desired
manner. Also, the project shows all steps which
included in the process, the following step are
modelling, simulation and analysis of difference of
controller parameter in order to identify the ideal of
the controller parameters. In addition, this project
will on basis of a practical example tries to use a
modelling of CSTR for control input and the
temperature output will have a feedback loop to pass
though the PID controller, and the PID controller will
auto adjust the heating temperature. Therefore, the
temperature can be maintained at the set
temperature of the reactor. All the process will be
built in Simulink.
Compare Two Self-tuning
Controllers Data Table
According to the table, these data
show when the sample time is
set 1ss, systems hardly to reach the
target value. Also results of 0.1ss
and 0.05ss are similarly. But when
the sample time is chose 0.1ss, the
system is easier to control.
CSTR model
This method is taking the advantage of the condenser heat transfer system. In
order to establish a mathematical model of CSTR can be assumed to be an entirety
product, below will show the following step of this method:
(1) The mixing is completed.
(2) The flow volume of into the material and outflow the material are same.
(3) The chemical reaction in the reactor is an irreversible exothermic reaction in
first order reaction.
Project Objectives
• CSTR working principle analysis
• Self-tuning PID controller design
• Simulation of Self-tuning PID controller with CSTR
• Collect relevant data from simulation
• Prepare a user-friendly demo/program manual
Project Conclusion
The control result is depending on the different
mathematical methods. In this project, two different
self-tuning controllers have been chosen for control
the system, which are zzzz2pppp and pppp2aa_1Controller.
According to the data from the table, zn2pi has been
chosen to control the CSTR system and shown a good
result in this project .

Ahmed Baraka
BEng (Hons) Electronic Engineering
Project Supervisor
Dr Hassan Nouri
STATCOM ​Inverter Switching Techniques: Investigation Using
MATLAB/Simulink
1. Overview
Static synchronous compensator (STATCOM) allows full utilization of existing power generation and transmission facilities. DC/AC inverter is a key component of
the STATCOM device. The inverter takes a DC voltage from a battery, a solar panel or any DC storage devices as input, and converts it into an AC voltage output.
This conversion is globally useful especially in places where the electrical infrastructure is not well-developed, since it provides a reliable mechanism to power
up AC appliances like electronic medical instruments in case of system failure or brownouts. This research focuses on investigating various Pulse Width
Modulation (PWM) switching schemes used for STATCOM inverter.
2. Single phase DC/AC inverter
MATLAB/Simulink has been used to design the building block for Sinusoidal PWM (SPWM). Signals, generated by SPWM drive the DC/AC inverter. As a
results, the inverter produces an output current, which is only distorted by 0.54%. This means that most of the energy stored in batteries, or solar panels
will be transformed into a desirable form with minimum losses, thus, increasing the efficiency of the inverter.
Project summary
The main aim of this project is to investigate and
compare different Pulse Width Modulation (PWM)
switching techniques for the purpose of identifying
the total harmonics distortion (THD) of the output
current waveform. The technique with the least THD
is to be used to study the performance of STATCOM.
Project Objectives
• To investigate various available switching
techniques used for STATCOM inverters.
• To simulate available switching schemes on a
multilevel, single phase and three phase inverter
using MATLAB/Simulink.
• To demonstrate the phase shifting properties of
the generated waveform by studying the
performance of STATCOM.
3. STATCOM Performance
Ideally, the voltage level at the customer end needs to be maintained at a certain level, regardless of any changes to the nature of the load. However, the load
bus bar faces variations in voltage level, when new loads are connected to the grid. The two main loads are: inductive loads, which cause the voltage at the
customer end to drop down, and capacitive loads, which cause the voltage at the customer end to go up. This problem is overcome by connecting the
STATCOM device to the system to act as a guard, which keeps the voltage maintained regardless of the nature of the load.
3.1 Inductive loads
3.2 Capacitive loads
Project Conclusion
• Upon simulation and investigation, sinusoidal
PWM has proven to be a very practical and
reliable switching technique.
• On a small scale, sinusoidal PWM can be used to
drive inverters to transform the continuous
current produced by the photovoltaic cells into
alternating current, ready to be directly absorbed
into the electricity distribution grid.
• On a large scale, the sinusoidal PWM inverter can
be used to design a closed loop control system
that compensates the flow of reactive power in
existing systems, thus, stabilising the voltage
level.

Shrey Hirpara
BEng Electronics Engineering
Project Supervisor
Mokhtar Nibouche
Electronic Ear - Investigation and Implementation of computational
models of a human ear.
Introduction
Automatic speech recognition can be defined as the ability of an independent electronic system to translate a spoken language into a
readable text in real time. It recognition has gained a lot of importance over last decade The need for efficient speech recognition
system has become essential in current day applications. An effective approach to solve this problem would be to model the human
cochlea which will give an insight in to how humans perceive speech. The human cochlea is responsible for converting the sound energy
in to electrical signals which is the inherent reason for hearing. The cochlea model designed in this investigation is based on the Lyon's
Cochlea gram model.
Design Parameters
As seen in Figure 2, 3 inputs and a audio input are added together which pass through the gain then the filterbank
(inside the subsystem). 36 filters are used in the filterbank with one Lowpass filter, 34 Bandpass and one Highpass
filter. They are set up in cascaded parallel configuration as seen in figure 3. The white boxes represent the filters
and the yellow boxes represent the spectrum scopes after each filter to observe its output. All filter outputs are
added together to form the final signal. Two models are designed where one used FIR filters and the other uses
IIR.
Results
Figure 1. Depicts Lyon’s cochlear model.
Figure 2. Shows the designed cochlear
model in Simulink.
As seen in figure 4, the output graph shows all the frequency components of the input signal which are at 1kHz,
10kHz and 15kHz. Simulation using real life sound was also conducted using the ‘Audio Device’ block in figure 2,
where the output showed all the frequency components. Individual filters were also tested with the passband and
stopband frequencies. The filters worked as expected. A comparison was put up between the implementation of
FIR and IIR filters bank designs which concluded in very similar output results.
Figure 3. Depicts the filterbank inside the
subsystem..
Figure 4. Shows the output signal
using the spectrum scope.
Project summary
This thesis is targeted at designing and implementing
a software electronic model of the human ear.
Initially, the human ear is studied along with all its
functions. Two effective computational ear models,
Lyon’s and Patterson’s are investigated while Lyon’s
model is chosen to design the ear model. The
software simulations are done using Simulink. Since
the human ear has the audible range of 20Hz to
20kHz, the total frequency range in the model is also
the same. The segregation of the frequency bands
among the filters are divided according to the
sensitivity of the human ear.
Project Objectives
• Study of the human auditory system which is the
root of this research.
• Investigate the existing achieved auditory
research and learn the Lyon’s auditory model.
• Design the cochlea gram based on cascade only
Lyon’s cochlear model on Simulink.
• Validation of various components of the design
under different conditions such as:
‣ Response to human speech: Human ear has better
sensitivity to speech when compared to other
frequencies. This test will help in test it.
‣ Response to the entire hearing spectrum
‣ Response to frequencies outside the hearing
spectrum
Project Conclusion
The anatomy of human ear was analyzed. Various
filter designs such as FIR, IIR and their
implementations were studied by simulating on
Simulink and understanding the responses. The
spread factor was derived such that the response of
one filter does not affect the response of other filters
because all of them are mutually coupled. The
completed design was then subjected a number of
tests across all the corners of the input spectrum. The
results obtained matched the understanding of the
Lyon’s cochlea model.

Rhys David
Beng Electronic Engineering
Project Supervisor: Nigel Gunton
An Investigation Into the use of Open Source Alternatives for the Altera
NEEK (Nios II Embedded Evaluation Kit)
The Altera NEEK is an FPGA-based, touch screen development board which is
full of great hardware specs and peripherals. However, the intended
operation of the device uses an closed-standard app-based GUI, whereby the
designer is able to produce a range of different specific-use apps with
Altera’s Quartus II software, to be stored in a connected SD card, which the
GUI displays when the device is powered on. The App Selector GUI is not
editable or configurable to the user, and leaves the functions and usefulness
of the device limited.
The main goal of this investigation was to find and implement an open
source, alternative operating system for the NEEK, in the process removing
the closed standards which hold it back.
The two big focuses of the investigation were the advantages of open source
software, and also the flexibility and power of FPGAs.
The big difference separating the NEEK from popularised hobby project
micro-computers such as the raspberry pi, is that the NEEK is built around a
Cyclone III FPGA. This makes the device far more flexible in its uses, as the
actual hardware of the device can be manipulated for different tasks.
Of the many open source options out there, uCLinux was chosen to be
installed onto the device. uCLinux is a commonly used, stripped-down
version of the Linux 2.0 kernel, which was designed originally for micro
controllers, but its small footprint and wide range of compatible porting
options makes it a popular choice in many projects.
The operating system was implemented by using an openly available
hardware build as the default, and using U-Boot (a board-specific
configurable bootloader for operating systems) for configuring the flash
environment, and for downloading binaries via TFTP (Trivial File Transfer
Protocol) to also be stored in flash.
At boot, a converted .rbf (raw binary file) of the .sof hardware build is loaded
from flash to configure the FPGA. Then, uCLinux boots from flash. uCLinux
has so far been configured to run a few commands on its own at boot,
including running a touch screen configuration utility, and a basic graphical
user interface, with a terminal window.
In the future, it is hoped that this project can be taken further, to configure
uCLinux to be able to control the hardware on the FPGA for any tasks it
requires, e.g. extra processing power if a task is especially challenging, or
logic blocks if required.
Project Summary
An investigation has been made into potential open
source alternatives for Altera’s touch screen, FPGAbased
development board: the Nios II Embedded
Evaluation Kit, and the closed standards implemented
as default on the device.
Project Objectives
• To find and integrate, or implement from scratch, a
hardware design for an open source operating
system.
• To install an open source operating system onto
the device.
• To explore the potential of an FPGA device being
controlled by Linux
Project Conclusion
An open source alternative for the Altera NEEK has
been found and implemented, in the form of uCLinux,
a scaled down version of Linux based on the 2.0
kernel. From the implementation, the following
conclusions may be drawn.
• The NEEK proves as a stable base for Linux to work
with, and the two seem to work very well together.
• Although a version of U-Boot was not found that
included the necessary configuration files for the
NEEK, adding board configurations is not an overly
complicated procedure, and once the files were
added and errors solved, u-boot seemed to work
well for allowing the board to load the hardware,
and then uCLinux, with plenty of options for
configuring further, if need be.
• By simply editing the way in which uCLinux boots,
it was shown how flexible Linux is as a platform,
and how easily configurable its file system is,
proving it was a good candidate for the alternative
to Altera’s standards.

Nigel Godwin
BEng (hons) Electronic Engineering
Project Supervisor
Nigel Gunton
There are many requirements that a 6502
microprocessor clone should fulfil. These include
appearance, operation, behaviour and timings.
Hardwired Control Units
The control unit of each CPU uses combinatorial
and sequential logic to generate the CPU’s internal
and external control signals. These control signals
cause the CPU to perform the desired microoperations
in the correct order to fetch, decode
and execute the instructions in the processor’s
instruction set
Microsequencer Control
A Microsequencer stores its control signals in a
lookup ROM, the microcode memory. By accessing
the locations of the ROM in the correct order, the
lookup rom asserts the control signals in the
proper sequence to realize the instructions in the
processor’s instruction set.
The Decision
Microprocessor Type 6502 Clone
When considering the two design concepts
introduced in Chapter 6, a decision was made
relating to a desired approach toward the cloning
of the 6502. The decision was governed by the
result of the investigators research, coupled with
his personal career based needs and
requirements. With this in mind, it was decided
that a hardwired control system would be
implemented.
In my normal working capacity as a lecturer, I am
being considered for the delivery of an
introductory level of VHDL as a new subject area
of learning for my students. With this in mind, I
saw the possibility of improving my own
knowledge of the basic concepts of hardware
design language and its usage. I therefore decided
that a TTL logic design, originally constructed by
Ruud Baltissen would be implemented.
RTL Diagram of 74LS393
Euroboard 1
There was four connectors used in the design of
this board. They are identified by using the
prefixes: con1_, con2, con3, con4. Each connection
pin was then identified individually, e.g.,
con1_reset, con1_rdy, and so on.
The integrated circuit designs that were included
in this board were:
74ALS32
74ALS573
74LS688
74LD125
74ALS04
These were then converted to schematic symbols
and inserted into the schematic and connected
accordingly.
Enlarged section of Euroboard 1 showing
converted symbols for designed integrated circuits.
Project summary
An investigation has been performed to examine the
practicalities involved in cloning a 6502
microprocessor by using Hardware Description
Language. The cloned system is designed to use ‘Old
School’ techniques, rather than the on-board tools
that are incorporated into the Altera software
package that was used. Although the design is not
fully completed, all testing that has been carried out
has confirmed the viability of the approach. It is
considered that when completed, the design could be
used as an educational aid to introduce new students
to the possibilities that VHDL can offer when used in
its most basic form.
Project Objectives
The main aim of this investigation into cloning a 6502
microprocessor is do design a processor which, when
linked to the necessary peripherals will be able to
allow archive games for Commodore 64 and Atari
home computers to be played.
Project Conclusion
Although this investigation was never going to derive
a working 6502 due to the necessity of additional
peripheral components, it has fully accomplished its
desired outcomes.
The investigator, due to work requirements needed
to be able to embrace the topic of VHDL from the
point of basic principles and practices. By designing
the TTL logic integrated circuits from scratch, the
investigator has learned various methods of
combining bot combinational and sequential logic
within the VHDL environment.
The individual integrated circuit designs, when tested,
all worked correctly, therefore suggesting that when
connected into the schematic design files, a
successful result will ensue.
The exploration into the use of blocks and conduits to
combine individual schematic design files by way of
connectors was very successful, with the investigator
successfully connecting the necessary circuit board
designs, via the use of the backplane.

Ji Qiu
BEng (Hons) Electronic Engineering
Project Supervisor
Professor Quan Min Zhu
Application of Hidden Markov Model to Locate Soccer Robots
Introduction
The Hidden Markov Model is a statistical model with unobserved and independent states. This project aims to advance the applicable algorithms by Hidden
Markov Model as a basis for predicting the probabilities in location of soccer robot’s trajectories. Moreover, the algorithm adopts Hidden Markov Model as a
means of estimating and predicting position of soccer robot with given map and sensory data. Finally, computational experiment approach was used to
demonstrate the analytical results with MATLAB simulations.
Rolling-Back Algorithm
As Hidden Markov Model shown in Figure 1, the dynamic process for the
probability in total states can be described as below:
pp 1 tt + ∆tt = ww 1,1 pp 1 tt + ww 2,1 pp 2 tt + ⋯ + ww nn,1 pp nn tt
pp 2 tt + ∆tt = ww 1,2 pp 1 tt + ww 2,2 pp 2 tt + ⋯ + ww nn,2 pp nn tt
…
pp nn tt + ∆tt = ww 1,nn pp 1 tt + ww 2,nn pp 2 tt + ⋯ + ww nn,nn pp nn tt
Where tt (0, 1, 2 … ) is the discrete time index. When tt = 0, pp 1 0 = 1,
pp ii 0 = 0(ii = 2,3, … , nn)
Application in Predicting
Suppose that the original situation is like figure right hand side. Assume that
up move is the direction to goal. That is, the connect probability from
beginning state to up state is the largest one. Generally, left and right
directions are the same value and down direction has the least probability.
Blue and red rectangles mean different teams when the circle one represents
the soccer robot which is analysed carrying the soccer ball. As other robots
are obstacles, blue and red rectangles are unwalkable.
Computational Application
This simulation generally contains three
parts as follows:
• Field specification
• Determine transition probability matrix
• Position prediction
This progress can be organised as an
excellent self-adaptation control system.
The rolling-back algorithm defaults that the
Markov Model discussed here satisfies
homogeneity. But in actual practical
application, the stochastic sequence may
not satisfy the homogeneity. Under this
situation, perhaps overlying the predicting
probabilities of different orders should be
considered together, because these
probabilities may donate to the prediction.
Furthermore, the influences of these
probabilities of different orders on the
prediction can be different in fact. In order
to improve the system, this kind of
considerations should be taken into
account. That is to say, these predicted
results of different orders should be
superimposed with different weighting
factors.
Assume that the probability of initial state of
the system can be represented by a vector PP ss .
After ∆tt = 1 times, the relationship between
PP ss and the expected probability vector
PP ss (tt + 1) = (aa 1 , aa 2 , aa 3 … aa nn ) could be
described as the equation (Rolling-Back
Algorithm)below:
PP tttttttttttttttttttt ∈ PP ss (tt) PP ss tt + 1 = PP ss tt WW mmmmmm
Where WW is a matrix.
• Step 1: Calculate the probability by Hidden Markov Model
Algorithm.
• Step 2: Find the best trajectory by compare these
probabilities above.
• Step 3: The robot could make a decision for next step.
Hence, the available state should be detected again at the
same time and calculate the initial probabilities originally
from present state to next step in expected state.
Figure 3: Example simulation
Figure 1: Markov Chain
Figure 2: Simple example
Project summary
This project adopts a Hidden Markov Model as a basis
for predicting the probabilities in location of soccer
robot’s trajectories, and uses computational
experiment approach to demonstrate the analytical
results with MATLAB simulations.
Project Objectives
• Take critical survey on the up-to-date status of the
relevant research and applications.
• Tailor the theory of Markov chains into a
condensed pack for the problems.
• Select parameter estimation algorithms.
• With MATLAB, design program to implement the
numerical algorithms with initial demonstration
of the computational effectiveness and accuracy.
• Apply the Markov model and its parameter
estimation algorithm to soccer robot’s localisation
for further bench test of the theoretical results.
• Design user friendly manual to run the
demonstration programs.
Project Conclusion
This project has formulated a research problem
(location of soccer robots), proposed a solution
procedure (based on Hidden Markov Model), and
finally used computational experiment approach to
demonstrate the analytical results with MATLAB
simulations. With the research understanding,
Hidden Markov Model has been a very useful
framework to accommodate predicting problems
encountered in many stochastic systems, which its
applications in soccer robot location could promote
many other interesting research issues as well as
increasing the robot intelligence. Once again this is
the beginning stage presented in the paper and
comprehensive future studies have been planned
accordingly.

Emmanuel Egerue
BEng Electronic Engineering
Project Supervisor
Dr. Brian Carse
Research of Photovoltaic Systems for Different Types of Buildings
Introduction
A solar cell is a semiconductor device which is nothing but a P-N junction diode and can convert sun light into electrical energy. When a
solar PV module is in touch with sunlight, it generates voltage and current at its output terminals.
In recent years, this technology has become highly effective because of less maintenance and continuous availability of solar energy in
the cleanest form.
Project summary
This project seeks to research how to design a
photovoltaic system for a set of buildings.
Project Objectives
The main objective of this project is to
research the design photovoltaic systems for
different types of buildings.. To do this, the
following would have to be done:
• Estimating the number of PV modules that
would be needed.
• Calculating the size of the inverter.
• Calculating the number of batteries that
would be needed.
• Calculating solar charge controller sizing.
• All the equipment necessary to construct a
model generation set for the given set of
buildings would have to be considered.
• The cost analysis would also have to be
considered.
Figure 1: How a Solar Panel Works
Monocrystalline Silicon
• The commercial cells of the highest efficiency
are made from monocrystalline silicon.
• Typical modules would convert 15% of the solar
radiation received into electrical energy.
• Cells are blue or black, and generally have
rounded corners.
Multicrystalline Silicon
• Cells are generally blue and square.
• This gives the cells a glistening appearance and
gives a clean high-tech image.
• Multicrystalline silicon is cheaper than
monocrystalline silicon, but there is a trade-off
between cost and efficiency.
Figure 2: Solar Panels on Some Houses
Amorphous Silicon
• Amorphous silicon does not have any long
range crystal structure, and as a result its
modules have low efficiencies of between 4%
and 6%.
• Laboratory efficiencies can be as high 11.8%,
but they have not yet been reproduced
commercially on large area modules.
Project Conclusion
• Much electricity can be generated even
under overcast conditions.
• They reduce CO 2 emissions , and are the
renewable energy technology best suited
for use within the urban environment.
• Generating electricity from your own roof
leads to an independence from the
electricity grid and protects from future
price rises.

Ben Daffurn
BEng – Electronic Engineering
Project Supervisor
Nigel Gunton
Voltage Spike Generator for Qualification Testing
Background:
Modern aircraft systems contain many pieces of complex electronic
equipment; vital aircraft systems that would originally have been mechanical
have been replaced with electrical alternatives . Voltage spikes have always
been present in the electrical systems on aircraft; however this huge increase
in complex integrated electronic equipment has meant that the need to
provide protection against them is now more critical.
To ensure a high standard of safety, a number of aviation authorities exist to
ensure that international best practices are followed; the Federal Aviation
Authority (FAA) and Civil Aviation Authority (CAA) are two such authorities.
Before an item of electronic equipment is allowed to operate as part of an
aircraft in flight, compliance must be shown to the rules and regulations set
out by the FAA or CAA. There are a number of aviation standards/
specifications available that can be followed to demonstrate this compliance.
A Voltage Spike:
A Voltage Spike is a short duration high voltage pulse and is most commonly
caused by electric motors. Spikes can be several hundred volts in amplitude
and generally only last for a few microseconds.
For qualification test purposes the characteristics of the voltage spike are
defined by industry standards, typically DO-160G for civil and MIL-STD-461F
for military platforms. A typical voltage spike can be seen above.
Research:
The background research that was conducted into voltage spike generator
looked into; the common causes of voltage spikes in aircraft electrical
systems , the effects of voltage spikes and methods of voltage spike
generation. Additionally detailed research was conducted into the
qualification test standards DO-160G and MIL-STD-461F. These commonly
used standards were used to derive the requirements fort he voltage spike
generator.
The Design:
The block diagram above shows the top level system design for the voltage
spike generator. The fundamental components include a resonant circuit to
define the characteristic of the spike, a low pass filter to provide the
required source impedance and a microcontroller circuit to provide timing
functionality / a user interface.
Prototype:
A prototype is currently being developed as proof of concept of the design.
Project summary
This project details the design and
development of a voltage spike generator that
complies with the applicable aviation
standards.
Project Objectives
The aim of the project was to design and
develop a voltage spike generator that is
capable of safely and reliably generating and
applying a voltage spike to the Equipment
Under Test (EUT). This included:
• Compliance to the applicable aviation
standards, primarily DO-160G.
• Verification of the design.
• Accompanying documentation ,including a
user manual, to enable calibration,
electrical safety checks and release of the
Test Equipment (TE) before use.
Project Conclusion
As a whole, the project was a success. Despite
not all of the project objectives being met in
the available time frame, extensive simulation
and analysis has provided confidence that the
design will safely and reliably generate
voltage spikes, that comply with the
applicable aviation standards.

Benjamin Fatunmise
Meng Electronic engineering
WSNs using the ZigBee, with emphasis on communication
This project embarks on the study of wireless technology, in particular the investigation of the implementation of a wireless monitoring
and control system, with a special emphasis on communication. The monitoring and control of an Incubator was targeted as a case
study. The wireless protocol that was considered was the ZigBee. The radio which was used to support the ZigBee was the XBee. “The
XBee is a brand of radio that supports a variety of communication protocols, Including ZigBee, 802.15.4,Wi-fi,among others”
Project Supervisor
Mokhtar Nibouche
Project Conclusion
Three tests were performed:
• The first was a WSN network with
digital/analogue temperature and humidity sensor
where an open loop and closed loop system were
studied in depth.
• The second was a test of the received
signal strength (RSSI) at various distances bearing in
mind the factors such as; line of sight (LOS) and
Non-line-of sight (NLOS).
• The last was a measure of the packet
delay(round trip time) in a point to point network
RSSI(dBm)
-30
-35
-40
-45
-50
-55
-60
-65
-70
-75
0 10 20 30 40 50 60 70 Distance(meters)
-37
-39
-42
-43
-50
-55
RSSI LOS
RSSI NLOS
-60
-65
-70
-70
-73
-75
All three of the tests proved successful when using
the analogue and digital components. From each test,
valid conclusions were made, these were;
• With the increase in distance the
communication will falter. It will falter much more if
there are obstructions in the way of the XBee
modules line of sight.
• Most of the delay in the round trip
time is caused by the acknowledgement that needs
to be sent from the coordinator when it receives the
packet from the router.
• A closed loop system implemented
within a WSN can help recognize and resolve issues in
which in this case can be a high
temperature/humidity.
-80
-80
Project Objectives
Signal strength vs distance
1. Successful wireless Connection (a working wireless sensor
network)
2. Parsing and data acquisition
3. Analyse wireless Signal (data transmission rates and packets)
4. Closing the wireless loop
Final thoughts!!!
it would have been interesting to see the “Internet of things” implemented in some
type of manner. One aspect that would aid curiosity is “what if the Wireless
incubator system could be controlled from a smartphone?” There are many devices
currently which send information to a cloud(online) for people who are miles away
to view. This is the extent of wireless technology currently. An instance where this
would prove beneficial is if you had to leave the incubator running for a long period
of time, the individual would need to monitor the incubator some way. If the
individual could monitor whilst being on the move, that would prove to be the
most ideal situation. Methods to achieve this would be extremely informative,
pleasing and exceedingly helpful to the everyday individual.
Project summary
The project as whole revolved around the
communication of wireless sensor networks. The aim
of project was to put the wireless connections to the
test under various conditions testing its limits and it
strengths. Between the three most prominent
wireless protocols (WI-FI, Bluetooth and ZigBee),
ZigBee was the protocol favored for this project
simply due to its low power consumption, simple
network deployment, low installation costs and
reliable data transmissions. For a communications
project involving a WSN this would be the most ideal
solution

Jack Bottomley
BEng – Electronic Engineering
Project Supervisor
Nigel Gunton
Solid State PCB Valve Design
Aircraft need the ability to control the flow of liquids around the entire airframe; examples include re-directing or stopping the flow of
fuel and air in the air conditioning as well as controlling the amount of fuel being provided to the engines. Until now, mechanical valves
have been implemented to do these processes, however as technology develops in the aviation industry, there is becoming a need for
smaller, lighter and more reliable solutions.
Printed circuit boards are commonly used in a variety of applications due to their versatile functionality; however until now they have
never been used to control a solid state valve. Opening a valve that controls the flow of a liquid between two chambers, using only a
PCB is a new concept, which has not yet been developed. This method has the potential to replace the mechanical alternative if the
concept is feasible.
Design
Once all the possible ideas for the PCB valve had been compared and selected the design
stage was completed. Auto cad was used to design the physical parts and they were sent
off to be manufactured for a strong , high temperature material called polyimide.
A reactive filler was designed to hold the a plug into the board, which would deform and
open the valve once heated to 140◦c via the PCB tracks. Calculations were made for track
width and circuit designs were made so that the system would work as required once the
PCB was powered up from a power supply.
Research
Initial research into possible solutions was completed. The
materials and set-up for the PCB and valve were chosen after
looking into different options. Materials such as Zirconium
tungstate (Zr(WO 4 ) 2 ) which display characteristics of
negative thermal expansion ,were considered but rejected
due to high cost and difficulty of manufacturing them to
required specification
Build & Test
After all the separate parts of the system had been manufactured, they could be
brought together and integrated ready for testing and verification. A circuit breaker
was used for circuit protection and added safety. A weight was applied to the PCB
valve to represent the force being applied to the valve from water trying to pass
through. The valve was then opened on command, allowing the weight to fall,
demonstrating that the valve could be used to open and control the flow of water.
Project summary
The project was to research then design and
build a prototype PCB board that has the
ability to open a valve ,allowing the flow of a
liquid to be controlled.
This project was initiated so that a modern
solution could be developed with a view of
replacing a mechanical valve that is currently
used for this application.
Project Objectives
The objective of this project, was to prove a
conceptual idea that a valve can be controlled
by a PCB using minimal components. The aim
was to design and build a prototype that
could be verified against the requirements,
proving that there are alternative options to
using a relatively unreliable mechanical valve.
Project Conclusion
The project was successful in the fact that a
prototype was manufactured and tested. The
concept was proven to be a valid idea that
with further development could be used for
future applications within the aviation
industry.
Out of five tests, the system worked correctly four times, giving it an 80% success
rate. The test results were analysed against requirements so that the success of the
project could be determined.

Electrical and
Electronic
Engineering
65
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Electrical and
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Engineering
Imagine a world without
electricity or electronic devices.
It is easy to see why electrical
and electronic engineering
is vital to our survival and
the development of future
technologies. Electronic
engineers play an important
role in the design, development,
distribution and eventual
recycling of numerous everyday
products. As a result, qualified
electrical and electronic
engineers are always needed.
Apply
knowledge
We work closely with leading blue chip
employers such as HP, Airbus UK, Agusta
Westland and GE Aviation.

Mezyad Alotaibi
Beng (Hons) Electrical and Electronics Engineering
Project Supervisor
Dr. Hassan Nouri
Transformer Bank Unbalance: Practical Issues and Solutions
Project summary
This project will explain dissimilar single phase
transformers issues and faults in a common bank. The
parameters that are studied to see the effect they have on
the network and which parameter is causing the problem.
Project Objectives
1) Understanding the problem.
2) Construct the network using PSCAD.
3) Construct and simulate networks to better
understanding
Project Conclusion
The results for this condition when the load is
un-balanced show that the third harmonic
(150 Hz) is dominant factor in the neutral
current. This is also the case for the
conditions when the leakage reactance, the
power factor, active power, and the reactive
power are increased in the transformer
(leakage reactance) and the load side
respectively.

Noor Mazni Ahmad Hamidi
Meng Electrical Electronic
Project Supervisor
Dr. Gary Atkinson
Pedestrian Detection for a Reversing Camera
INTRODUCTION
Pedestrian Detection one of the system that widely applied especially for safety and surveillance area. So that, the propose of this
investigation is to explore methods and ways by using computer vision with some specification that will assist driver to reduce the risk
of a people being run over by a reversing vehicle. There are many system provided same application but each system has advantages
and disadvantages. This project is involved of change in detection, image processing, camera calibration and computer vision. This
investigation will start with to detect pedestrian around car that are static and then will look forward to detect the presence of people
around the cars while the cars is moving.
Method Approach
Initially, there are some different potential method can be
considered to detect an object in an image. One of them is by
using thresholding method.
Thresholding is a process of converting a grayscale input
image to bi-level image by using optimal threshold. This
method is used in this project.
4 Computer Vision
Computer vision has become a high-profile
subject in recent time. It is a field that
includes methods for acquiring, processing,
modelled and understanding image and data
from the real world in order to produce
numerical or symbolic information. Computer
Vision System Toolbox provides a
comprehensive set of algorithms and
functions for object tracking.
2 Column Grid
Type Spec: Calibri 24pt,
Align Left,
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4 Column Grid
Type Spec: Calibri 24pt,
Align Left,
(Bold for headings medium for
paragraphs of text). Space for your
research, theory, experiments,
analysis, simulations, pictures,
tables, diagrams, flowcharts, text
4 Column Grid
Type Spec: Calibri 24pt,
Align Left,
(Bold for headings medium for
paragraphs of text). Space for your
research, theory, experiments,
analysis, simulations, pictures,
tables, diagrams, flowcharts, text
Project summary
This project aimed to use computer vision
approach by using image processing toolbox.
This project it will concentrate to camera that
we build on car to detect presence an object
behind the car with high scale and accuracy.
This detection will enable the driver to be
alerted if a pedestrian were stray behind the
vehicle.
Project Objectives
To provide high quality pedestrian detector in order
to overcome accidents.
To conduct a study the existing systems which rely on
detecting any object close to the cat.
To investigate and study the method by using
computer vision toolbox.
To study and investigate different point of pedestrian
in many scene by using image processing form.
Project Conclusion
Computer vision provided a good method in some
application. The development of computer vision
help human to study and obtain some result in order
to compare and synchronize with the real world. This
project is the beginning of something that could
ultimately give an idea to provide a better system in
term of human safety or pedestrian detection system
application

Ross Sanders
Electrical and Electronic Engineering
Project Supervisor
Rohitha Weerasinghe
Electric power train for Formula Student electric car
What is formula student?
Formula Student (FS) is Europe's most established educational motorsport
competition, run by the Institution of Mechanical Engineers. Universities
from across the globe are challenged to design and build a single-seat racing
car in order to compete in static and dynamic events, which demonstrate
their understanding and test the performance of the vehicle.
Electric car entry class
This is the first year that UWE have had an electric car design team. Formula
student teams can be entered in one of two classes, class one and class two.
Class one teams enter with a fully built car that can compete in the dynamic
events such as acceleration and endurance test. Class two teams do not have
a full car but compete in the static events which judge the design of the car
based on the engineering undertaken and the business decisions made by
the team. A class two entry is considered to be capable of being entered as a
full class one entry in 12 months’ time. This is the time considered necessary
to build the car from the designs produced for class two entry. Formula
student rules allow only one class one entry per university so the petrol team
will enter a class one car this year and the electric team will enter a class one
team next year.
Car design
The 2015 UWE formula student electric car is designed to use four hub
mounted motors that drive the wheels through a single ratio planetary gear
box.
The motors chosen are Bosch MS102D0800 which can provide up to 45Nm of
torque and has a rated power of 16kW. The motor is powered by three by a
phase AC supply.
Battery selection
The car uses 324 Manganese Cobalt Oxide (LiNiMnCoO2) batteries that have
a total weight of 40Kg to provide the motors with up to 133A (the maximum
permitted by formula student rules) at 600V. The batteries have a total
capacity of 6KWh, which is enough power to complete the 22Km endurance
event at Silverstone.
Motor controller
The motor controller is a variable frequency power inverter that converts the
DC power from the batteries into three phase AC with a variable frequency
to control the speed of the motors. The controller a Cypress pSOC to
generate PWM signals that represent sine waves to control a high power
IGBT module. The IGBT chops the DC power supply to produce an AC supply.
The resistance and inductance of the motor filters the PWM signal into a
pure sine wave that powers the motors most efficiently.
As one motor is uses to drive each wheel of the car the speed of all the
motors must be adjusted during cornering to provide maximum traction. To
achieve this the steering angle is measured and used as input to an algorithm
that calculates the speed required by each wheel. Each of the four motor
controllers can communicate over a CAN bus connection to transmit
information about motor temperature and motor position. The CAN bus is
also used to send torque and speed demands to each motor controller .
Project summary
Design a motor controller system for the 2015
UWE Formula Student electric race car.
Project Objectives
Develop a motor controller system for a four
wheel drive hub motor based electric car. The
controller must supply three phase AC power
at a variable frequency from a battery source.
Project Conclusion
A motor controller system was developed
that provided Pulse Width Modulation
encoded three phase power to the motor. The
controller used a Cypress Programmable
System on Chip to control a Hex packaged
Insulated Gate Bipolar Transistor to provide
up to 150A at 600V (peak to peak) to the
motor.

Benedict Merrett
BENG Electronic and Electrical Engineering
Project Supervisor
Nigel Gunton
Investigation Into the Automisation of an Aquaponics System and the
Scalability of That System.
Design
The system is designed to reduce energy consumption through clever design
features. Having the plant tank above the fish tank for instance, allows the
water in the plant tank to drain without the use of a pump.
The design uses a pump to circulate water up to the plant tank, a simple siphon
will drain all the water from the tank. The use of a siphon as opposed to a valve
will reduce the overall power consumption of the system.
In order to regulate the fish tank temperature there is a temperature sensor
located in the middle of the tank. There is a heating element to increase the
temperature. The cooling system uses a pump to force water though an
external pipe coil.
A RGB sensor serves two functions: measuring turbidity and chemical analysis
of the tanks. The sensor will be mounted to the side of the fish tank with a
servo. This allows the sensor to be flat against the tank wall for turbidity
measurements and angled back for chemical tests. If the turbidity or chemical
readings are out of limits a warning message will be displayed on the LCD.
The chemical analysis is
carried out using a robot
arm to dip paper strips
into each tank and place
them in front of the RGB
sensor. The paper strips
will be dispensed by a
printer-like device which
dispenses test strips one
at a time. The system
uses a Altera Cyclone 3
FPGA mounted on aDE0
as the CPU. VHDL and C
code was written and
programed to the DE0.
Left is a schematic of the
electronics.
Results
The system implemented is automated and meets most of the requirements.
However it does not run the test routine as early on in the testing phase it was
found that the robot arm was not suitable. The implemented system is shown
below.
Scalability
It was determined that the system is scalable for large scale food production
with a couple of modifications. It was also deemed non scalable for interstellar
aquaponic systems as there are a number of features that would need to be
added. However this project does show that a FPGA controlled would be
suitable for this application.
Project summary
The project was an idea brought about by a
free lecture. The goal of this project is to build
a fully automated aquaponic system
controlled by an FPGA and look at the
scalability of the system for commercial food
production and long term space travel.
Project Objectives
Build an aquaponic system to these
requirements:
• Maintain a constant temperature in the
plant tank.
• Take readings of chemicals in fish tank and
plant tank, (Acidity, Ammonia, Nitrate and
Nitrite).
• Monitor turbidity of the water.
• Provide feedback to user.
• Circulate water from fish tank to plant tank
(as a minimum, the full volume of water
every two hours).
And assess the Scalability of the implemented
system for commercial food production and
long term space exploration
Project Conclusion
The report reaches the conclusion that the system
designed could be scaled up for use in commercial
systems. However, although it would be possible to
have an FPGA based aquaponics system in space, due
to the complexity of the system needed for space
exploration too many modifications would be needed
to deem it scalable for this purpose.

Chris Sandhurst
BEng(Hons) Electrical & Electronic Engineering
Project Supervisor
Nigel Gunton
The Design of a Fault Tolerant Simulated Aircraft Yaw Servo Controller
Introduction
Control loading systems also known as force feedback systems are used in
flight simulators around the world to improve the fidelity of the simulation.
This is achieved by the application of force by the flight model through the
controls into the user replicating the force feel characteristic experienced by
a pilot when flying the real aircraft in order to better simulate the motion
cues, workload and real life stresses and strains experienced by a pilot flying
a real aircraft to produce a higher fidelity simulation. The task here was to
design a control loading computer to control the existing ELU93002 actuator.
Modelling of the Actuator
In order for a controller to be designed, and even more so for analytical
redundancy to be feasible an accurate mathematical model of the actuator,
motor and servo amplifier had to be produced. Initially efforts were made to
produce the model from datasheets using the standard model for armature
controlled DC motors, however this proved problematic. An acceptable
model based on experimental data extracted from the actuator was
eventually used.
A
b
L1
C
c
N
a
L2
B
Servo Control
With a usable model, a controller to improve the performance of the
actuator was devised. Without a tuned controller the performance of the
actuator was slow and inaccurate due to the prominence of a dead band in
the system for small changes in the reference.
Controllers of different types were researched including PID, PI, PD, and
fuzzy. The solution that was settled upon was that of PD control for it’s
simplicity when implemented with the tachometer on the actuator, negating
the need to synthesis a derivative term.
This was implemented using analogue components (LM741 op-amps) and
potentiometers to allow the gains to be varied. Analogue conditioning
circuitry was also produced to prepare the signals generated by the actuators
sensors for use in the controller.
Sine Wave1
0.262
degs >> volts
Plant
0.0901
n1
-0.1639
n2
Estimator
10
Voltage Amp1
l22
8.41
Voltage Amp
Tacho Controller Gain (derivative)
X2'
1
s X2
Integrator2
-90.623
0.139
Tacho Error Trigger
Pot (Degs >> volts)
X2
L21
-1682.1155
tf(5.9058,[0.0154 1])
0.262
X1'
Motor
Tacho Error
l11
>= 1
1
s X1
Integrator1
-181.771
Pot Error Trigger
1
s Motor Posn Rads
Integrator
Tach W >> V
0.0573
Pot Error
>= 1
1.496/(2*pi)
Gain2
1.496/(2*pi*0.0573)
TachoVolts >> degs/sec
Real/Estimator Velocity
2011.905
DC gain velocity
Real/Estimator Position
2011.905
Arm Posn
DC gain position
X2
Est. Arm Posn
1
Constant1
0
Constant
|u|
Abs1
|u|
Abs
>=
Tacho Error Threshold
>=
Posn Error Threshold
Fault Detection
Error State
Real/Estimator Error
Analytical Redundancy
Analytical redundancy was used to devise a method for error detection in
the tachometer and potentiometer sensors. This was achieved through the
use of State Space control theory and the development of a state estimator
in Simulink that could predict the states of one sensor based on the output
of the other. By comparing the state values from the estimator and from the
real sensors, any significant discrepancy could be interpreted as a senor
having failed. With further work faulty sensors could be replaced by
estimated data to maintain function of the actuator.
Force Feedback
A basic force feedback system was designed to allow a basic spring force to
be applied to the servo. This utilized four strain gauges on the actuator arm
in a Wheatstone bridge configuration and a feedforward or open loop type
controller.
State Value (Degrees and Degrees/sec)
60
40
20
0
Error Detection of Disconnected Pot. Signal
Fault Detected
Arm Velocity
-20 Est. Arm Velocity
Arm Position
-40
Est. Arm Position
Error Detected 1
Error Detected 2
-60
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Time (Seconds)
Project summary
Control loading systems are used to enhance
simulation experience in modern aircraft flight
simulators by loading the simulated flight controls
with forces that provided a force feedback
characteristic similar to that of a real aircraft. Fault
tolerance in such systems is designed to allow them
to continue to function, at least in a degraded
fashion, in the event of a low level fault such as a
sensor failure. Traditionally fault tolerance in such a
system would use physical redundancy, however this
project seeks to develop fault tolerance through the
use of analytical or model based redundancy.
Project Objectives
This project seeks to design a fault tolerant control
loading computer to provide force feedback using the
Fokker ELU93002 actuator for use in the
AgustaWestland Technology and Simulation
engineering simulator. To achieve this the following
objectives must be met.
• Determine accurate model of the Fokker ELU93002
actuator, servo amplifier and motor.
• Investigate, design and build a controller to control
the positional response of the Servo Actuator.
• Design and build an outer controller to control the
force applied by the actuator.
• Investigate and implement analytical redundancy
to govern the behavior of the actuator in the event
of a fault.
Project Conclusion
An analogue positional servo controller was
successfully design and tested. Force feedback was
also achieved, replicating the feel of a spring using
the analogue controller. Fault detection using
analytical redundancy was demonstrated using the
Simulink model, showing that the use of state
estimators for this purpose is practical and
achievable.

Dan Thorn
BEng Electrical and Electronic Engineering
Project Supervisor
Dr Hassan Nouri
Simulation of Lightning Strikes to an AW101 Helicopter using PSCAD
Software
Introduction
The main objective of this report looks to investigate the dissertation topic of 'Simulation of lightning strikes on AW101 helicopter using PSCAD software'. The
report analyses the effects of an initial lightning surge onto various aircraft materials. The modeling and simulation of the materials and lightning surge is done
using PSCAD software.
Investigation
The main aspects of the lightning that needed to be
understood to model the lightning surge are:-
• Peak Value.
• Rise Time.
• Rate of Decay.
The resistivity and permeability of each material was
established for each material to enable them to be modelled in
an electrical form. The calculations for resistivity and
inductance were investigated and the correct formulas
recognised and used.
Modeling and Simulation
Using the tools in PSCAD the materials were
modeled into an electrical form, resisters and
inductors were used to form equal sections. Using
time and exponential functions the lightning surge
was modeled and connected to different nodes on
the material model. Various different
configurations were examined including:-
• Different strike locations.
• Good and bad Bonds.
• Different materials.
Results
Multimeters were positioned at each node and
given an identity from 1 to 5 for the rows and A to
C for the columns. Data labels were used to plot
each of the meters readings from the individual
nodes , the readings were plotted onto graphs
measuring current against time and the following
measurements were taken:-
• Peak time
• Peak Current
Project summary
This dissertation presents the analysis of lightning
strikes on different materials used on an AW101
helicopter. The report investigates the effects of an
initial lightning surge onto various materials in
different configurations. PSCAD software has been
used to model, simulate and analyse the peak
currents induced onto the different materials. Various
strike locations, lightning levels and material
configurations have been simulated and analysed.
Project Objectives
• Understand lightning characteristics.
• Understand different material compositions.
• Understand calculations required to model
materials.
• Model electrical representation of materials.
• Model lightning surge.
• Simulate lightning surge onto the different
materials.
• Investigate the current effects with different
injection levels, strike locations and materials.
Project Conclusion
Modeling and simulating lightning strikes onto
various materials was successful. The current effects
on the various materials were measured in different
configurations and the results were good, the
waveforms matched the lightning surge
characteristics and the current levels changed
depending on the setup. In conclusion I believe that
the dissertation gives a good baseline for continued
research into not only the lightning and aircraft
interaction but also lightning’s interaction with any
structures and materials, it gives an introductory but
insightful view into the effects that lightning can have
on external structures which could be carried on into
any further investigations.

George Close
Beng Electrical and Electronic Engineering
Project Supervisor
Rohitha Weerasinghe
Can Exercise Equipment Be Used To Help Fuel Britain’s Growing
Electricity Demand?
Introduction
This project is an investigation into the feasibility of taking an
existing concept of attaching a small generator system to a
stationary exercise bike. The concept is a simple one, people are
using these machines voluntarily to get fitter, yet all their energy
they output into the machine is dissipated as heat through
resistance. So why not try and capture back some of that energy?
The project started with a literature review of related areas of
research, as well as looking at existing products available and in
use today. There were some past research papers that also looked
the feasibility of this concept, yet after calculations of energy
produced against costs to build new systems or retrofit existing
bikes , it was found that the cost-efficiency of the idea made it
unreasonable.
The market leading existing product in terms of claimed standard
power produced was the Human Dynamo. It utilises both the
arms and the legs via two pedaling crankshafts, thus increasing
the power input to the system from the user and therefore
increasing the electrical output to around 200W for a standard
workout. The company also claims the generator is 70% efficient.
My Design and Calculations
My design of the generator system was based on researching the
main individual components that make up the system, and then
selecting the best one available. I finalised on a DC generator, of
individual efficiency of 85%, followed by a Lead-Acid battery, of
individual efficiency 90% and finally an inverter to turn the DC
electricity stored in the batteries into the correct AC form of 230V
at 50Hz, which had an individual efficiency of 82%. The combine
rating came together to give the system an overall efficiency
rating of 63%.
Next I had to calculate what the average use of an exercise bike
at the gym was each day. Data showing there is 6112 gyms
currently in the UK, with a membership base of 8.3 million. This
gave 1357 members per gym. Research suggested that 67% of
people with a membership don’t go, and those that do go, only
31.5% like to use a stationary bike. This gave
((1357 x 0.67) x 0.315) = 140 people use a bike at each gym
Data also showed that they attend on average twice a week.
Assumptions were made that all 140 people worked out an hour
on a bike both times they visit the gym a week. This gives 280
hours of bike use a week, averaged out at 40 hours a day, with an
assumption made that each gym had 10 bikes, so each bike was in
use for 4 hours a day. Combined bike use of 40 hours a day across
the UK gives 40 x 6112 = 244,480 hours of power production a
day.
Data was found to show the average human can sustain 233W
pedaling output for one hour. Combing my system efficiency,
hours of power production a day and the average human pedaling
output, the following calculation of possible energy produced can
be made:
233 x 0.63 x 244.480 = 35.9 kWh produced a day
Project summary
The project was set out to determine whether an
existing concept of attaching small dynamos to
stationary exercise bikes to generate electricity was
viable enough to be scaled up nationally across all
gyms and try and offset the power-hungry nature of
them, and if possible, supply excess power to the
grid.
Project Objectives
Objectives of the project were:
• Determine the effectiveness of existing systems,
and take this forward to outline a design proposal
for a generator system to use for this project
• Theoretically calculate the efficiency of said
design proposal
• Calculate the average use a stationary bike gets a
day in any gym in the UK
• Research the theoretical mechanical energy
outputs of an average person pedaling
• Combine the results from the three previous
points to attain the possible national daily
production of electricity purely from stationary
bikes
Project Conclusion
The results of the objectives were found as follows:
• Theoretical DC generator system had efficiency of
63%
• If there were 10 of these bikes in each gym across
the UK, calculated use would be 4 hours a day =
40 hours total
• Theoretical 1 hour maximum-effort mechanical
energy output via pedaling for average human
found to be 0.299 hp = 233W
• Combined numbers across UK’s 6112 gyms:
233W output x 63% efficiency = 147W electrical
output
6112 gyms x 40 hrs use = 244,480 hours a day
production
244,480 hrs x 147W = 35.9 kWh produced a day
• Not a large enough amount of energy produced

Phan Giang Thai Ngoc
BENG (HONS) ELECTRICAL AND ELECTRONIC ENGINEERING
Project Supervisor
DR. HASSAN NOURI
Investigation into impact of pre-insertion resistors in Circuit breakers
Modelling representation and concept
Once when in use (open / close), switch time break causing
impacts to the circuit, called the overvoltage. The
methodology of analyzing the effects of the pre-insertion
resistor and pre-insertion inductor on the 138 KV
transmission line was modelled and simulated using PSCAD.
The full model of the transmission line circuit with bus line
and all component in PSCAD shown in the figure.
Result:
In this study, the 138 KV transmission line with break
time switch is built in PSCAD. The pre-insertion
impedance is considered in this project. The different
value of components are changed in many case. The
result in PSCAD is shown that:
I. Overvoltage in circuit which has break time switch
II. Uncontrolled overvoltage in transmission line
III. Controlled overvoltage in transmission line
I. Pre-insertion resistors
II. Pre-insertion inductor
IV. Comparison
Project summary
This project present the analyzing of pre-insertion
impedance in a 138V transmission line using
PSCAD/EMTDC. 50 ohm resistors and inductors 20mh
turn is inserted into the circuit. Overvoltage will be
measured at remote bus and capacitor bus what call
phase to phase overvoltage and ground to phase
overvoltage. A comparison is shown to see the best
method for different cases.
Project Objectives
• PSCAD Familiarization
• Understand the 1-phase circuit.
• Understand the 3-phase circuit
• Understand the circuit with break time
switch
• Understand the transmission line
• Analyzing the waves voltage in
uncontrolled and controlled voltage.
• This project will study the analyzing and
the comparison the voltage in circuit.
The complete line model consists of several
sub model representing the following
elements:
1. Transmission line and circuit components.
2. Break time switch are installed the closed
function.
3. Pre-insertion resistors and pre-insertion
inductor with different values
4. Voltage wave table.
Ground to phase uncontrolled overvoltage wave
Ground to phase pre-insertion resistor overvoltage
wave
Project Conclusion
Over 3 study optimal control circuit voltage of
transmission lines with break time switch.
Three ways are: fixed inductor, pre-insertion
resistor and inductor pre-insertion. Each
method has its own advantages and
disadvantages. Finally, pre-insertion inductor
is chosen as the most complete method to be
used.
Phase to phase pre-insertion resistor overvoltage
wave
Pre-insertion inductors.

Louis Fixsen
MEng Electrical and Electronic Engineering
Material and Distance Analysis Using Static Eliminators
In conjunction with Fraser Anti-Static Techniques Ltd.
Static eliminators have a variety of applications
such as in the production of plastics, paper,
clothes and micro-electronics. Static electricity can
be dangerous to personnel, damaging to
components or simply affect a garment’s
appearance.
Over the past summer I worked for Fraser Anti-
Static Techniques Ltd, a company that produces a
wide range of equipment that controls static
electricity. I was involved in the production of a
piece of testing equipment for their newest series
of static eliminator bars, the B-series.
The new series has an adaptive controller inside
the bar – this provides feedback that could be
used for a variety of measurements. Fraser Anti-
Static wanted someone who could investigate the
uses for this additional functionality but could not
dedicate the time to a possibly fruitless pursuit
themselves.
The research involved studying electrostatics and
the processes involved in static elimination, the
construction of a test rig, establishment of a
methodology for experimentation and large
amounts of programming in MATLab in order to
automate the entire process.
The initial phase of the investigation consisted of
developing a method for obtaining results, with
the goal of constructing a test rig that meant
reliable measurements with a fixed material and
distance could be obtained.
A list of parameters that could be varied on the
bar and in the environment was created. The
charging voltage is the primary parameter that can
be changed, affecting the amount of charge that
will be deposited on the material.
Electrical eliminator bars have small metal pins -
commonly made of tungsten or similarly robust
metals - called emitters that produce positively
and negatively charged ions in a corona around
each pin. They operate at high voltages up to and
in excess of 30 kilovolts. The ions are charged air
particles that have either gained or lost electrons
from interacting with the emitters.
How long it takes for the charge to dissipate and
the voltage at the surface of the material to drop
to certain level is the charge decay. Different
materials show different charge decay
characteristics, meaning that through
measurement and analysis a material might be
able to be identified based on an observed decay.
The static eliminator was used to charge and
discharge the material, with the voltage from the
current measurement ‘C-SENSE’ module giving a
relative measure of the current at the bar’s pins.
Measurements were obtained using a PicoScope
digital oscilloscope connected to debug outputs
from the bar. The bar was controlled using a
MATLab script that also controlled the
oscilloscope. The material beneath the bar was
charged and discharged whilst the oscilloscope
gathered data.
Distance estimation using the B12 bar appears to
be possible. If the material is known then the peak
value of the charging and discharging decays give a
good indication of the distance – within a certain
range.
Curve fitting tools would allow for accurate
material and distance estimation. Individual
parameters cannot be used to differentiate
between different curves, each material was found
to have an identifiable decay curve with noticeable
characteristics. Use of curve fitting would allow
these to be stored and compared against new
data.
Project Supervisor
Nigel Gunton
Project summary
The aim of this research investigation was to discover
how effectively an electrical static eliminator bar
could be used for material and distance analysis.
Initial work included a literature survey and research
into static eliminators, charge decay and other topics.
A test rig was designed and constructed in order to
produce repeatable measurements to assess the
reliability results. MATLab scripts that handled bar
control and data acquisition were written. Data was
analysed and used to write a script that could
estimate what material was beneath the bar or the
distance between the bar and material, which was
partially successful
Project Objectives
• Construct a test rig that allowed for repeatable
measurements.
• Obtain reliable results using the bar to charge and
discharge a material.
• Conduct large scale data acquisition with multiple
materials and distances.
• Find parameters that varied with material and
distance.
• Use these in script to estimate material or
distance.
Project Conclusion
The investigation was mostly success. Measureable
changes in voltage from the C-SENSE module were
recorded relative to the current draw at the pins of
the static eliminator bar with changes in distance and
material. It was not possible to create a script that
could estimate using simple parameters, more
complex data analysis is needed. It is significant that
through analysing feedback from the bars the type of
plastic that is beneath the bar, or the distance
between the bar and material can be given. It means
that development of even more ‘intelligent’ bars is
possible.

Rhodri Taylor
BEng (Hons) Electrical and Electronic Engineering
Project Supervisor
Dr. Hassan Nouri
Fault Detection & Modelling of Solar PV Modules
Introduction
The consumption of non-renewable energy
sources, such as oil & gas have been rapidly
increasing for a number of years and with these
being a finite resource there has been a drive for
alternative energies in recent years. .
Solar PV cells convert sunlight into direct current
(DC) electricity using semiconductor materials,
mainly silicon. The conversion of solar energy by
this method is seen as a favourable option as it is
a direct conversion; this means that there are no
mechanical moving parts or environmental
emissions during the conversion from sunlight to
electricity. However, PV cells have a number of
certain drawbacks such as low power-rating, high
cost, low reliability, etc. The low reliability is due
to the possibility of a fault being hidden in the
solar PV array, reducing its lifetime and
efficiency.
It is these common PV faults that this
investigation will focus on, testing fault modelling
& detection techniques using PSCAD and
creating a HMI management system for remote
monitoring.
PSCAD Modelling
Two PSCAD PV array models were designed as
part of this investigation, one was used to
replicate previous experimental results and the
second was based on a grid-tied PV array. Fault
models were also developed to simulate a typical
DC arc fault.
Fault Detection
Various fault detection methods were used
during this investigation to detect all of the
simulated faults. An FFT was used to analyze the
harmonics of the PV system current. Analysis of
these results also showed that certain faults can
be identified by fluctuations of individual
harmonic components.
During a parallel arc fault the 3 rd and 5 th
harmonics peaked unlike during other faults
allowing not only the detection of the fault but
the type of fault can be identified also.
HMI Monitoring System
The HMI monitoring system designed in this
investigation is based on the Siemens WinCC
platform and uses an S7-1200 CPU to handle the
fault detection and management of the
networking interface. This system allows the
remote monitoring of a PV array and provides
live diagnostic information to the user.
Project summary
The main aim of this investigation is to model and
simulate various faults & fault detection techniques
that commonly occur in solar PV modules and arrays
and to develop a system to remotely monitor and
manage a PV installation.
Project Objectives
To create a simulation module of a typical PV array to
test fault detection.
To develop a DC arc fault model in PSCAD and verify
results.
Replicate experimental results using the designed
PSCAD models.
Test common PV faults on grid-tied system using
PSCAD simulation models.
Design HMI management system for remote
monitoring of PV array on Siemens platform.
Collate results & findings of different faults and
detection techniques.
Project Conclusion
This investigation involves the design of accurate
PSCAD models of a grid-tied PV array and replication
of experimental fault models.
These designed fault models are verified against the
experimental work that they are based on.
Various fault detection techniques are used to detect
the simulated faults in PSCAD including the use of a
FFT.
A HMI management system is also designed to allow
the remote monitoring and detection of a typical PV
array.

Stuart Andrews
BEng Electrical and Electronic Engineering
Project Supervisor
Nigel Gunton
Multifunction Test System for the GE Aviation ELMS Computing and
Communications Unit
Introduction
A large number of the engineering processes
carried out on the GE Aviation site at Bishop’s
Cleeve in Cheltenham are concerned with not only
the development and integration of new
technologies into power systems, but also the
sustainment of previously designed systems. One
such product is the Electrical Load Management
System used on the Boeing 777, developed in the
1990’s and still in use worldwide today: in life
service and repairs for systems supplied to the
aircraft manufacturer are essential for the
maintenance and service of the aircraft.
Part of this system comprises of a Computing and
Communications Unit which controls the power
distribution through the load management panel.
This line replaceable unit is also covered for repair
and replacement of each unit that is found to be
faulty. However, a significant number of faulty
units returned give “No Fault Found” on standard
test equipment solutions, leading to thousands of
pounds of testing and diagnosis time spent by
engineers. Because of this, a test solution is
required to more accurately diagnose the faults on
returned units to save money and increase the
business profit margin on these failed units: this
study focuses on the design and development of a
diagnostic suite to achieve this functionality.
Development
Company processes and procedures are driven by
guidelines and standards laid out both by federal
and government agencies and laws. Although it is
not necessary to go through the same extensive
processes necessary for qualification for flight, all
test equipment developed must be developed in
accordance with TS-PRO-001, the companies
process document defining “the process and
requirements for Engineering and Technology
(E&T) test solution development”. This process
document applies to all test systems development
and build projects in accordance with AS9100C
and ISO9001 quality standards.
The test systems engineering lifecycle follows the
“V” diagram , and illustrates an idealised flow
through the lifecycle. In practice, the flow is
iterative and repeatable.
Documentation
As with all industry standard equipment the
project was fully documented during
development, including circuit diagrams and a full
requirements specification.
Architecture
The architecture of the MFTS can be illustrated as
a functional block diagram. The system is designed
with flexible hardware that can be configured as
an ARINC629 Bus Analyser, card tester and flight
data/OFP delivery facility.
The core of the MFTS is designed around a
standard CCU “test board” currently used in
diagnostic test equipment: it is controlled by a
Raspberry Pi Model B single board computer using
the tester boards background debug mode
interfaces. The “test board” is also known as a
“golden card”, which is a card that is known to
have no defects and 100% functionality.
Custom boards were constructed to expand and
enhance the capacity and abilities of the
Raspberry Pi Model B (RPi B). There will be two
main upgrade elements: General Purpose
Input/Output (GPIO) expansion and a differential
interface for distribution of the RS485 SPI
capabilities.
Project summary
Engineering sustainment activities throughout a
products service life can prove to be the most
lucrative or costly part of the lifecycle. Performing
cost out activities on such processes can drastically
improve the profit margin of the product in question:
diagnostic testing and repairs times need to be kept
to a minimum to achieve this goal. This study
focusses on the design of a new test equipment
fixture for a GE Aviation unit currently in service to
enable diagnostics on failed units and cards returned
with defects to expedite one such process.
Project Objectives
The purpose of this project is to design and begin the
implementation of a prototype test system for the
ELMS2 CCU/CCC units. It is intended that the
specifications set forth in this project will provide a
suitable hardware/software baseline for further tests
to be developed for, with the report acting as a guide
and specification for the developed hardware.
Project Conclusion
A prototype test system for the ELMS2 CCC/CCU has
been studied and developed, including hardware
requirements, creation of the system architecture,
design and implementation of prototype hardware
modules and integration of the initial board layouts.
Some verification of the prototype has been carried
out. Small scale commercial SBCs can provide a
suitably stable platform for non-qualification or nonformal
testing with accompanying hardware.
Scientific Linux may be a good future alternative to
standard Windows solutions for future test fixtures.
The concept of the MFTS is shown to have clear
advantages over the current system in place:
development is costly in the short term, but the cost
benefit would outweigh the development resources
needed in the long term.

Sarah Parsons
BEng Electrical Engineering
Dr Hassan Nouri
An Investigation into Lightning Current Distribution in Helicopter Rotor Blades
Lightning is an atmospheric electrical phenomenon which presents multiple threats to aircraft safety. Across the world commercial and military helicopters are
frequently exposed to the threat of lightning strikes while performing in-flight operations.
Currently the only way to confidently assess the full effects of lightning on aircraft materials, structures and equipment is to carry out high and low level
current and voltage testing. This, as expected, can be expensive and time consuming and so in an ideal world assessments would be carried out using computer
modelling software, thus asking the following question:
Can computer modelling software be used to accurately and reliably determine the damaging effects of lightning as an alternative to expensive and time
consuming testing?
Project summary
By carrying out this investigation, although limited to
a particular helicopter tail rotor blade, it should be
possible to establish if computer modelling software
can be used as an accurate and reliable method for
assessing and understanding current distribution and
its heating effects, thus providing an alternative or
addition to testing.
Modeling and Simulation
2D INDCAL modelling software was
used to calculate the current
distribution within the blade. The
model had to be as representative of
the actual blade as possible. This
included identifying the material types,
sizes, thicknesses and resistivity’s.
High Current Testing
A series of tests whereby current, of
matching peak amplitudes to those
simulated in INDCAL, were injected into
the tip end of the blade, whilst
measuring the characteristics of the
current flow within each conductive
element.
Injected current levels included:
10kA, 20kA, 40kA, 80kA and 120kA.
High Speed Thermal Camera
A thermal camera (30fps) captured surface temperature as
current was injected into and passed through the blade.
Project Objectives
Utilise a computer modelling program to gather
analytical data
Conduct a series of physical lightning tests and
measure the results
Compare modelled analytical data with measured
results
Evaluate degree of accuracy and determine
whether the model accurately and reliably represents
the physical test
Project Conclusion
The tip end INDCAL model behaved in good linear
fashion between 10kA and 120kA injected current
and all modelled currents multiplied up
approximately proportionately. This modelled
behaviour was well reflected in the bench and
chamber tests when injecting current into all
conductive elements combined .
Simulated Results vs Measured Results
The peak currents measured by Rogowski coil 3 during high current chamber
testing were all within a 10% tolerance of the simulated peak currents predicted
by INDCAL within the erosion shield and lead weight added together.
The peak currents measured by Rogowski coil 1 during high current chamber
testing were within a 10% tolerance of the simulated peak currents predicted by
INDCAL within the tip end model containing 3 plies of carbon only.
The current injected into a helicopter rotor blade, or
any aircraft part, will always tend to find and utilise
the path of lowest impedance where inductance does
not play an important part. Depending on the
lightning strike location and the design, or lack of,
protective measures installed, breakdown of
materials and flashover to more conductive elements
can occur.

Kyriakos Eleftheriou
BEng Electronic Engineering
Project Supervisor
Dr. Nigel Gunton
Heart Rate Electronic Monitoring Device
Human’s heart pumps oxygenated blood from the arteries and receives ‘used’ blood from the veins. All the human organs and tissues
need oxygen and nutrients, and produce byproducts such as waste and carbon dioxide, which need to be removed from the body. The
heart of a human is a never ending working muscle that does that job. The rate or the speed that heart works, is known as ‘heart rate’
and is measured in Beats per Minute (BPM). Generally, one may consider this process-sending and receiving- blood as one counted in
units of beats per unit time.
Project summary
This is a project about developing
A heart rate Monitoring Device
With the use of an IR LED, OPT101
Amplifier and Photodiode
The idea of this sensor, is to develop one which can be similar to a proximity
sensor. Proximity sensors can detect the distance between the sensor and
the detected item. The proximity sensor is consisted of one led and one
photodiode. The LED sends a signal, and the photodiode detects that signal.
When that signal changes or disappears, the photodiode works like a resistor,
varying the voltage. That change in voltage is vital for the input detection.
Printed Circuit board was chosen to
be fabricated, due to the eye
pleasing effects, and the reduction
of space and errors as well. Double
sided PCB design was chosen as well
If that sensor is placed on a finger as is, nothing will happen. But, if the
signal is amplified, giving some gain to it, then the flow of the blood in the
fingers’ arteries may be detected.
Project Objectives
The aim of the project is to detect and
produce a device to real time track the heart
rate
Project Conclusion
A heart rate monitor has been implemented,
enabling the detection of heart rate and
plotting a real time graph with the
Detection of the number of Beats per
Minute.

AbdulAziz M Ibraheem
B.Eng Electronics Engineering
Project Supervisor
Mokhtar Nibouche
Design of an Internet of Things Infrastructure Using the Intel Galileo
Internet of Things
The Internet of things can be referred to as the inter-connectivity of devices, machines and people to maximise functionality using
Internet protocols. Some concepts that work hand-in-hand with the IoT include “Smart Objects/Things”, “Machine-to-Machine (M2M)
Communication” and “Wearable Technology”
Intel Galileo
The Intel Galileo is a micro-controller based on a 400MHz 32-bit Intel Pentium-class system, the Intel Quark SoC X1000 application
processor.It is Arduino-certified development board based on Intel’s x86 architecture, designed for the maker and education
communities
Project summary
The concept of the Internet of Things has
ushered a new era of human -
device/machine interaction.
In this project, the Intel Galileo development
board was used to design a simple and
affordable, yet scalable IoT infrastructure that
can be adopted for most environments
Using the Arduino IDE
The Intel Galileo is an Arduino software compatible development board, it
therefore runs most arduino sketches and is compatible with most Arduino
Uno shields.
Using the Intel XDK
Intel® XDK IoT Edition lets you create and test applications on Intel® IoT
platforms. It provides code templates for creating new applications that
interact with sensors, actuators, and so on, enabling you to get a quick start
on developing software for your Intel board.
Project Objectives
The objectives can be divided among the
main building blocks of the IoT infrastructure
• The “Things”
• The Gateway
• The Cloud/Web Service
Experiment 1: Weather Station
• Connect the Intel Galileo to the Internet over
WiFi
• Read Temperature and Humidity using a DH22
sensor
• Transmit the data to an web based monitoring
station
Experiment 2: Remote Feed Display
• Connect the Intel Galileo to the Internet over
WiFi
• Connect to the Gmail API and request for the
no. of unread emails for the attributed account
• Using the Adafruit GFX API for OLED LCD
screens, print the number of unread emails
received from the Gmail API
Experiment #3: Communicating with the XBee
(ZigBee Protocol)
• Set up an XBee network with a coordinator and
a router
• Connect to the Intel Galileo to the coordinator
in the XBee network
• Communicate between the Galileo and the
XBee router
Project Conclusion
Some of the milestones I was able to reach using the
Intel Galileo as of the time of completing this report
include:
• Setting up the mPCIe WiFi and Bluetooth and
configuring it via the Linux kernel
• Transmit and receive data via Ethernet and WiFi
• Setup an XBee Transmit and receive data
• Setup and develop applications using the Arduino
IDE and the Intel XDK (Iot Edition) IDE
• Transmit data to a web server
• Stream data from a web server
• Implement a full stack IoT platform

Angelos Kyriakoudis
BENG(HONS) ELECTRONIC ENGINEERING
Project Supervisor
Dr Sabir Ghauri
Petrol Station Automatic Payment
An old motto is saying that time is money (Benjamin Franklin, 1748), in nowadays the life move fast
and everybody want to act as fast as it can. In petrol stations especially in peak times, the time that
needed to fill up a vehicle is too much. the procedure is simple but lengthy because firstly it is
needed to fill up and then to go inside to pay at the cashier. The Petrol Station Automatic Payment
System will use RFID technology to achieve the wireless connection between user (the owner of the
Car or Motorcycle) and the merchant (Petrol Stations).
Project summary
It was examined if it is possible to use a low
cost and simple technology as RFID to
achieve reliable and secure communication,
with scope to replace the tradition payment
in petrol stations
Project Objectives
• Study all the previous work that has been
done.
• Find, analyze and improve disadvantages
of previous system,
• Develop Hardware and Software for
complementation of this system
• Examine the practicality of the system
• Create a hardware parts of the system
• Write the software coding of the system;
How it works
When the user will stop to the petrol station and use the nozzle, the connection will be established and allow to the user to fill up his
car and leave without any delay. The system that will recognise the user and allow to him to fill up his vehicle and it will take the
payment from his account automatically
Project Conclusion
The research showed that it is feasible to be
done with RFID technology, after those
results it was considered the place that it is
possible to fit the system on vehicles and in
petrol stations to achieve reliable and safety
standards.

SHARIFAH FARAHANA FITRAH SYED IDRIS
MENG ELECTRICAL & ELECTRONIC ENGINEERING
ENERGY STORAGE EXERCISE EQUIPMENT
A study of the benefits of retrofitting cardiovascular exercise equipment of a gym with human energy
harvesting technology and an analysis of installation of PWM buck-boost converter for battery charge controller.
PWM Buck-Boost Controller for
Battery Charger
The controller of a buck-boost converter has its own purpose of controlling
the output voltage and protecting the converter by limiting the output current
to a predetermined value. The normal mode for controlling only regulates the
output voltage for example; the controller need to control the converter to
keep the current from going over the maximum limit if the loads like the
converter output voltage causes the current run over the limit. A current
regulation is important in the control system of the buck-boost converter and
has priority over all the other tasks including the voltage regulation as it
functions for safety. Besides, preserving the current below its maximum is
important to protect the converter and load from overheating. Therefore,
PWM is a key element in controlling the buck-boost converter.
When supply voltage is close to the desired load voltage, the converter is
set to buck-boost operation. In this mode, S1 and S4 work as a group (C1)
and S2 and S3 work as another group (C2). To charge the inductor,
controller C1 is closed and C2 are open. C1 is open and C2 is closed to
engage the inductor discharge cycle. In this mode, average load voltage
VV oooooo equals D(1-D) VV ss . This implies that output voltage can be changes to
more or less than the supplied voltage. Table shows the summary of power
converter operation.
DC motorgenerator
set
Project Supervisor(s)
DR. ROHITHA WEERASINGHE
DR. MOKHTAR NIBOUCHE
Project summary
This paper presents an energy harvesting with energy
storage for exercise equipment system. In this study,
the author demonstrates how it is possible to
generate useful electricity with an exercise bike
system. In addition this study deals with a buck-boost
converter and the inverter to stabilize the generated
voltage and charge batteries with it. The system
consists of a DC motor power generator and highly
efficient energy harvesting circuit implemented in
PSCAD/EMTDC software and developed as a
prototype. By introducing a PWM control technique
into the DC-to-DC Buck-Boost Converter, the energy
harvesting circuit can adjust the duty ratio of the
converter following the variation of the input voltage
and the voltage of energy storage element to get high
energy conversion efficiency.
Project Objectives
To investigate the design and implementation of
energy harvesting system with energy storage that
harvest the motion energy being generated by
exercise equipment’s user in a gym and converting
it to electrical energy. implement a good battery
charger to extend the battery’s life. However, this
general objective can be broken down to four
more specific objectives that would together
achieve the overall goal of the project:
To design the energy harvesting system in PSCAD
simulation software,
To analyse the efficiency improvement with the
installation of energy storage in power system,
To design buck-boost PWM converter charge
controller converter
Flow of Energy Storage Exercise Equipment using Energy
Harvesting Concept
Buck-boost
controller
Battery
Project Conclusion
To conclude, this study has developed a PWM buckboost
charge controller for the energy storage of
energy harvesting energy system that is implemented
in a gym. The advantage of this method is definitely
for battery safety; prolong the battery’s life, and by
using this controller the battery will be not
overcharged.

NUR SAFWANAH MOHD AZHARI
MEng ELECTRICAL AND ELECTRONIC ENGINEERING
MODELLING AND CONTROL THE SPEED OF DC MOTOR SYSTEM IN
SIMULINK
Introduction
The underlying concept of an automatic control system has played an important role in the advance of engineering and science. Control
methods are used whenever some quantity, such as velocity, speed, temperature, altitude or heat flow, must be made to behave in
some desirable way over time. Moreover, the automatic control system is much better than the human-controlled operation in terms of
efficiency, accuracy and reliability. The system will be demonstrate by using computer simulation . The controller is required to obtain
the required parameters such as to minimize the steady state error and to control the maximum overshoot of the system. The design &
simulation studies used to demonstrate the basic theoretical feasibility of the system used by PID controller and state-space method
approach.
The DC motor modelling is done by summing the torques acting on the rotor
inertia and integrating the acceleration to the velocity and also Kirchhoff’s laws
to armature circuit. The mathematical modelling of DC motor can be
constructed by using four basic equations of DC motor [24] . Therefore, the
dynamic parameters of the motor are explained and described by the following
equations:
dd
vv aa = RR aa II aa tt + LL iiii tt
aa
dd tt
+ ee bb tt --- (1)
ee bb tt = KK bb ww tt --- (2)
TT mm tt = KK tt ii aa tt --- (3)
dd
TT mm tt = JJ ww tt
mm
dd tt
+ BB mm ww tt --- (4)
GG ss =
rrrrrrrrrrrrrrrrrrrr ssssssssss
aaaaaaaaaaaaaaaa vvvvvvvvvvvvvv
(9)
Therefore the transfer function can be simplified into below expression:
GG ss = WW(ss)
=
--- (10)
VV aa (ss)
KK tt
rrrrrr/ssssss
LL aa ss+RR aa JJ mm ss+BB mm + KK bb KK tt VVVVVVVV
dd
dd tt
ww
ii
=
−BB mm
JJ mm
−KK bb
LL mm
yy = 1 0 ww ii
KK tt
JJ mm
−RR aa
LL aa
ww
ii
+ 0 VV --- (12)
+ 0 1
LL mm
VV --- (11)
Parameter PI controller PID controller State-space: state feedback
Steady-state error Less Less Less
Settling time (Ts) 7.28sec 8.24sec 4.0sec
Overshoot 34% 28.4% 10%
Rise time (Tr) 1.13sec 0.907sec 0.855sec
Step response Stable Stable More Stable
Project Supervisor
PROF. QUAN MIN ZHU
Project summary
This thesis is dedicated on the control system design
in modelling and controls the speed of DC motor
system in simulink, with the goal of obtaining a
reliable speed control system. The speed control is
regarded as one of the most important element in
industrial field, for instance in process control,
electrical system in home and especially in electromechanical
system. Dynamic DC motor speed
simulations include all the design parameters that
influence the way in which a DC motor responds to
the external environment. It can be done by
demonstrating the mechanism and dynamics of the
speed of DC motor for a period of time. In order to
obtain required parameters, there are two methods
that have been chosen as a control method which
are; PID controller and State-space method. Several
modes can be represented as feedbacks (speed, input
voltage, velocity, etc.) to optimize the severity of
performance. Both the model of the flowing process
and of the control law is validated by a virtual
detailed simulation environment.
Project Objectives
-Implement one of the matured control
strategies by using Matlab software
-Define the mathematical modelling to find
the equations and transfer function of the
plant system. Modelling and analyst the
system without controller.
-Design and implement two methods of controller for
DC Motor to improve the performance
Project Conclusion
-The designing and simulating of DC motor speed
control system has been done using the MATLAB
software, most of the vital calculated results have
also been double checked using the MATLAB
simulation to prove the physical parameters of the
system.
-Discuss about the comparison of two controllers
between PID controller and state space method
approach

Zongyuan Tao
Electrical and Electronic (Beng)
Project Supervisor
Professor Q. M. Zhu
Neural Networks Based Control System design for a continuously stirred
tank reactor
Introduction
In modern industry, continuously
stirred tank reactor (CSTR) is widely
used to produce polymer due to its low
cost, highly efficient ability of heat
exchange and stability of product
quality . In general, CSTRs are
controlled to operate around a certain
equilibrium point linked to the optimal
output or optimal productivity of a
process to pursue a high conversion
rate and maximize economic
benefits.Therefore, designing a proper
control system for CSTR is really
significant. As a control target, CSTRs
are highly non-linear, dynamic and
influenced by many unfavourable
factors. Therefore designers cannot
use those traditional control methods
for linear system to solve CSTR easily.
The neural network based control
system has the superiority that it has
the high adaptability and the ability of
self-learning. These features give
neural network control the ability to
solve the nonlinear situations.
Therefore, choosing neural network
based control is an effective scheme to
solve those problems in CSTR system.
A common type CSTR
Design steps of a neural network based
NARMA-L2 controller
Step1 Construct the neural network: Set
the number of neurons in hidden layer,
the sampling time and the total input
number of the controller include delayed
plant input and delayed time output.
Step2 Generate training data: a large
number of random step inputs are
created and then acted on the plant
model. These inputs and the
corresponding outputs will be recorded
and collected as a data set by MATLAB.
Step3 Neural network training: the neural
network is trained by using the generated
training data. The BP (Back
Propagation)algorithm is used to adjust the
weights within each neurons.
A neural network based NARMA-L2 control system
Simulation results
It can be noted that NARMA-L2 neural control has the lowest
maximum overshoot
(peak value 481.5 K)
and shortest
regulating time (less
than 1/3 of the other
two’s) within these
three methods. It
indicates that NARMA-
L2 neural control has
superiority in stability
and rapidity.
Comparison with other two types of controllers
Step 1
Step 2
Step 3
Influence of the network structure
The performance of 3 NARMA-L2 controller
can be shown by the waveforms below. It
can be noted that the controller with 13
neurons in hidden layer is better than the
other two controllers which have 9 and 17
neurons respectively in hidden layer. The
best number of neurons in hidden layer may
depends on the complexity of the model.
Temperature
Controller output
Project summary
The aim of this study is to design a proper neural
network based control system for a CSTR and to make
initial computational experimental demonstrations
based on MATLAB.
Project Objectives
• Take critical survey on the relevant researches.
• Choose a sensible model to theoretically guide the
design of control system, build it properly by using
MATLAB Simulink.
• Research and learn the theory of artificial neural
network and neural network based control in
order to select a proper method within variety of
neural network based CSTR control methods. The
neural network based NARMA-L2 control is chosen
in this project.
• Design the neural network based NARMA-L2
controller using MATLAB Simulink and then test
and modify the design in controlling the model,
sort out the simulation results.
• Analysis the simulation results, comparing the
control performance with the other control
methods.
Project Conclusion
In this project, a neural network base NARMA-L2
controller is designed and well controlling the CSTR
model based on MATLAB. The model which
appropriately reflects the non-linearity of CSTR is
built based on Simulink. It indicates that neural
network based NARMA-L2 controller has the ability
to solve non-linear systems. By comparing the control
performance with the traditional PID control and selfturning
PID control, the high stability and rapidity of
network based NARMA-L2 controller have been
reflected. Furthermore, the influence of the structure
of neural network within NARMA-L2 neural controller
is discussed.

Thomas Hutchings
BENG ELECTRICAL AND ELECTRONIC ENGINEERING
Project Supervisor
Nigel Gunton
The Development of an Inexpensive Race Timer
What is RFID?
Radio Frequency Identification (RFID) is an
automatic identification method, relying on storing
and remotely retrieving data using devices called
RFID tags. An RFID tag is a small object that can be
attached to or incorporated into a product, animal
or person. RFID tags contain antennas to enable
them to receive and respond to radio-frequency
queries from an RFID reader or interrogator.
How Does it Work?
The basic passive RFID tag is made up of an
inductive antenna and an RFID microchip. The
reader sends out a Radio Frequency (RF) wave
through an antenna, which is then induced into
the coil of the tag.
This induction provides power to the device, which
in turn enables the device to communicate
wirelessly with the reader. When read, the
transponder sends the information stored on the
internal chip.
RFID Spectrum
RFID readers and transponders are designed to
work at specific frequencies. The specific
frequency is dependent on the application and the
industry in which the system is to be used.
Typically, the higher the operating frequency, the
longer the read distances. The read range of an
RFID system however, is also dependent on the
type and size of antenna used and the type of
transponders used. Systems with longer read
ranges will normally cost more than systems with
shorter ranges
Research into how far the system would need to
read determined that UHF was the best suited
carrier frequency. The reason being is that
frequencies above UHF are very difficult and
expensive to use, and the read distances of the
lower frequencies are not great enough.
Racer Detection System
Finding a UHF RFID reader with application
information under budget was extremely difficult .
Therefore, to demonstrate concepts a LF RFID
reader was used instead.
The Innovations ID-12LA was selected.
An LED is connected to Pin 5 which illuminates
when a 125 kHz RFID tag is in range. An LED on pin
10 will illuminate when the ID-12 has successfully
read the tag. The data received from the tag is
then sent down the serial bus through pin 8 to the
RX pin on the Arduino Uno.
Software On an Arduino UNO was created to
display the data onto a computer terminal. The
next stage of the project would have been to use
this data to start and stop a series of timers in a
excel spreadsheet. However, due to time delays
though out the project this was not explored.
Project summary
Currently many races at club and charity level are
timed using manual methods. For example an
operator using computer software may enter times
and number of racers as they cross the finish line.
Manual methods are prone to human error. For
example, competitors may be missed as they cross
the finish line, or times may be entered incorrectly.
This Project was carried out in conjunction with The
Forest of Dean Lions Club, which seeks a low cost
system that is capable of automatically timing
participants in cycle events.
Initial research determined RFID would be the best
technology to be used.
The research ultimately determined that a lower cost
solution was feasible. However, it was out of the
scope of the £50 budget provided by the University
and The Forest of Dean Lions Club was only willing to
contribute any funding towards the project after a
working prototype was produced. Due to budget
restrictions and time delays, a fully featured
prototype was not constructed.
Project Objectives
The aim of this project is to determine the feasibility
of developing a low cost prototype race timer.
• The system shall cost less than £50, the maximum
University funding
• The system shall automatically detect and identify
each racer as they cross the finish line
• The system shall record an accurate time to within
0.1 Seconds.
Project Conclusion
This has been a most interesting and rewarding
project. Although time constraints prevented
completion of the project, the critical design stages
that have been completed have shown the feasibility
using a low-cost RFID system to time racers.

Charles Taylor
BEng (Hons) Electrical/ Electronic Engineering
Project Supervisor
Hassan Nouri
Real Time Fault Analysis of AC Induction Motors
Introduction
Water companies can face large prosecutions and
fines if the water or sewerage quality parameters
goes outside of the consented limits. Any
unforeseen breakdowns in mechanical or electrical
equipment can result in critical items of plant
being left un-operational for periods of time whilst
a repair is carried out, leaving the plant exposed to
potential failures
This project set out to investigate, design and build
an instrument that can monitor real time
condition of plant and to detect potential failures
at their inception.
There are various methods of fault detection
though they often tend to rely on mechanical
instruments which are inherently expensive to fit
and maintain. The use of motor current signature
analysis to carry out real time fault diagnosis is
one that has been widely researched and proven.
Common Faults That Were Identified
Below is a list of common faults that regularly
occur in items of plant in the water treatment
industry.
Electrical Faults
Electrical Over load, nine to ground fault, Line to
line fault, two phase line to ground fault, three
phase line to ground fault, unbalanced supply
voltage, over voltage, under voltage and single
phasing
Pumps Failures
Impellor blockage, Non return valve failure and
Pressure head loss due to pipe burst or rupture
Mechanical Faults
Bearing failure, Motor Unbalanced load or rotor
shaft misalignment
Fault Signature Analysis
In order to be able to identify various current fault
signatures a number of real life experiments on
various pieces of electrical equipment on Wessex
Water’s Sewerage treatment works was set up.
Additionally current signatures were collected on
both healthy and unhealthy equipment and a
comparison made between the two. The
signatures were logged and collected using a
Power Quality Analyser. The data for each test was
then download into Matlab where a Fast Fourier
Transform was carried out to display the current
signature harmonics.
Fuzzy Logic
A hybrid fault identification algorithm was
developed based on the fault identification
method of fuzzy logic but with the added ability to
self learn and back propagate as the Neural
Network does.
Hardware Design
A design by Microchip for a three phase energy
meter with integrated DSPIC was used to become
the Pump Condition Monitor Tool. A PCB was built
to provide three phase 415V voltage and current
signatures .
Software Design
The PCM tool was designed to communicate its
current status, power quality parameters and fault
alarms via Modbus to a Programmable Logic
Controller.. Additionally a Graphical User Interface
was also built to allow the user a detailed insight
into the condition of a pump as it is running.
Project summary
This project set out to investigate, design and
build a system that can monitor real time
condition of pant and to detect failures of
plant at their inception.
The instrument is intended to be used by
utility company's so is required to be able to
communicate via Modbus to a Programmable
Logic Controller
Project Objectives
The objectives of this project were to
investigate a method of carrying out real time
fault analysis of AC induction motors, in
particular the centrifugal pump widely used
by utility company's.
Once a method of fault identification had
been established an instrument needed to be
designed and built that would work on any
centrifugal pump as a stand alone unit, 24
hours a day and that would integrate and
communicate with a Programmable Logic
Controller to alert operational staff of the
need to carry out potentially invasive
maintenances at the faults inception.
Project Conclusion
The project proved to be a good success. A
method of detecting and identifying all of the
faults required was achieved. A instrument
was built that was able to operate on three
phase pumps and detect failures.
The instrument was able to communicate via
Modbus to a Programmable Logic Controller.

Engineering
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Engineering
Introduction
Electrical
and Electronic
Engineering
Engineering
Aerospace
Engineering
Electronic
Engineering
Mechanical
Engineering
Engineers play an important
role solving the 21st century
problems faced by industry
and society. As a result, there
is high demand for graduates
with a broad-based approach to
engineering problem-solving
and a sound understanding of
multi-disciplinary projects.
The city of
Bristol
Bristol is a vibrant city, steeped with culture,
heritage and the arts. From its waterfront, you can
see the Clifton Suspension Bridge - Brunel’s famous
feat of engineering.
Motorsport
Engineering
Robotics

Omafume Niemogha
Bsc Hons Engineering
Project Supervisor
Prof. Quan Zhu
Modelling and Control Of Water Tank Level In Virtual Reality
Environment
Introduction
modelling and control of water tank levels in virtual reality environment is done to review the differences between a practically controlled system and a virtual
system, by creating and testing a coupled water tank system in a reliable replication of reality. Water level control in tanks and flow rate of liquid between tanks
are a major concern in various processing industries. Coupled tank system is considered in this project, because it is an application of a level control system,
often used in industries.
Single Tank System
Water is fed into tank from pump at a voltage, V, water level decreases as it
exits at the bottom of the tank, a point is reached where the measured
variable drops below the set point. This creates a positive error signal. Valve
is opened and water is subsequently injected into the tank, and the level
rises. Once the water level rises above the set point, a negative error signal is
developed. The negative error signal causes the controller to close the valve.
Single Tank System
Single Tank Model In Virtual Reality
Coupled Tank System
For a coupled tank system, water flows from Tank 1 to Tank 2, the same
control strategy for the single tank system is applied, with the aim being to
model a fixed water level in tank 2, by alternating the voltage fed to Tank 1 .
This system is designed as a second order single input single output (SISO)
System.
Variables
H = height of the tank.
Vol =volume in the tank.
V =voltage applied to the tank.
Constant Parameters
A = cross sectional area of the tank.
b = constant related to the flow rate
into tank.
a = constant related to the flow rate
out of tank.
.
Differential Equation
dd dddd
VVVVVV = AA = bbbb − aa HH
dddd dddd
Coupled Tank System Coupled Tank System In Virtual Reality
Flow Balance Equations for Tank 1 and Tank 2
TTTTTTTT 1 = QQ ii − QQ 1 = ddVV 1
dddd = AA ddHH 1
dddd
TTTTTTTT 2 = QQ 1 −QQ oo = ddVV 2
dddd = AA ddHH 2
dddd
Project summary
This project investigates the latest art of
virtual reality control schemes and
applications in water tank, by implementing
MATLAB and V-REALM builder software. A
coupled tank system is simulated and
controlled in Virtual reality.
Project Objectives
‣ Study the differences between Practical & Virtual
Modelling & Control.
‣ Investigate the latest art of virtual control schemes
and applications in water tanks.
‣ Implement one of the matured control strategies
by Matlab programming.
‣ Test the specific application for controlling the
water tank levels.
‣ Study and discuss about the advantages and
disadvantages in design a water tank controls in
virtual reality environment.
‣ Compare and then make development changes
based on the previous studies.
‣ Describe some types of fundamental virtual
control system.
Project Conclusion
Virtual modelling and control have been used
to control water level in tank. Virtual
modelling is important as it enables engineers
to design, control, and correct various errors
which may arise in manufacture. The results
obtained meet the required design
requirement.

Liam Lane
BSc (Hons) Engineering
Project Supervisor
Dr. Richard Stamp
Joint Strike Fighter bearing heater process improvement study
Introduction
This study is to achieve a cost improvement for Rolls-Royce PLC ,
Bristol when assembling the bearing components which are used
to build the JSF135 3BSD module. This is the Joint Strike Fighter
aircraft which is a fighter jet which is used by the USA. It is similar
to the harrier jump jet as it takes off vertically. It achieves this from
rotating a swivel exhaust duct over 90 degrees to face the ground
during take-off and returns facing the rear of the aircraft when in
flight. This exhaust duct is built at Rolls-Royce PLC ,Bristol and is
called a 3BSD (Three Bearing Swivel Module. This module is built
up from three scarfed casings and three bearings. An interference
fit is carried out to build up part of the bearing module and this
uses a heater to carry out a heat shrink interference fit. This study
aims to identify and implement a cost saving to the component
heating process of this assembly.
JSF 135- Joint Strike Fighter
3BSD – Three Bearing Swivel duct
Original bearing heat-shrink process
The original bearing heater that was used only had the capacity to heat one
bearing component at anytime and caused a job queue. The heater was also
immobile and took up a lot of space on the shop floor build line. It couldn’t be
moved around and was located on the ground and presented itself as a health
and safety trip hazard.
Original bearing heater
Bearing heat-shrink process solutions
Three independent heating methods were
reviewed and analyzed in terms of cost and
time savings to replace the original bearing
heat process. Concepts were designed to
replace the original heating process and the
original heater to eradicate any health and
safety issues. Three solutions were compared
and the chosen solution was to use the ‘dual
bearing component’ heating method. Tooling
trails were then undertaken to prove this
tooling.
Tooling Trials
With the dual bearing component heater equipment procured, tooling trials were
carried out to ensure the heater worked effectively so that it could prove tooling
repeatability and could operate to heat the bearing component as required. The
trial consisted of heating the bearing component to its required temperature as
normal and thermocouples were placed at three equi-space positions on the
bearing component to measure the temperatures during the trials. The tooling
worked effectively for one of the tooling trials but not enough repeatable results
were concluded from the three trials, so re-work and re-testing will be required. It
is concluded that thermocouple errors and heater controller units caused the
tooling problems.
Project summary
The Rolls-Royce PLC,Bristol is responsible for building
The Joint Strike Fighter three bearing swivel duct
module. This module is moving to Rolls-Royce
Indianapolis in July 2015 for a increase of production
and a cost improvement activity is required to reduce
the build cost.
This project investigated and developed solutions for
saving cost/time when carrying out an interference fit
as part of a bearing build process. The interference fit
is carried out but heat shrink fitting the components.
A review of the heating process has been completed.
Project Objectives
•An investigation to implement a process
improvement to reduce by costs into the Joint Strike
Fighter build line, by reviewing inefficient bearing
interference fitting methods.
•Research and review methods of heat shrink fitting
and design three new heating methods to carry out
the required an interference fit.
•Finalize a new bearing heater method and
demonstrate cost savings to the business and carry
out tooling trials to prove new tooling.
Project Conclusion
The conclusion result in a new method of component
heating being used with a new heater design. The
new heating method saves Rolls-Royce PLC
approximately 35% of the cost compared to the
previous heating method and saves Rolls-Royce PLC
50% of the build time taken.
Tooling trials for the new tooling proved that the new
tooling operated as required, but the test result were
not repeatable so re-work and re-testing is required
so that the tooling can be implemented into the build
process.

David R Irvine
Bsc Engineering
Project Supervisor
Rui Cardosso
The M-K Analysis and its Accuracy at Determining Sheet Metal Ductility
Limits via Forming Limit Diagrams.
Introduction
The Forming Limit Diagram (FLD) outlines the ductility limits of a specific sheet metal in reference to the principle in plane strain
directions . These diagrams allow for designer and manufacturers alike to determine if a material or process is capable of being made.
The report for this project details the various methods of procuring the necessary data to create these diagrams along with methods to
construct the curve. A series of ABAQUS models were used to carry out numerical analysis to determine its effectiveness.
Theoretical modelling
The Marciniak-Kuczynski Model is a broadly excepted way of modelling inhomogeneity
in sheet metal it does this by creating a groove (seen right) through the model with a
different thickness to the rest of the model usually between 90% and 99% of the
original thickness . If this sheet is then subjected to a critical load the necking will
originated in this new groove area.
FLC
The forming limit curve (FLC) seen left, consists of three main sections:
• The mono axial extension where minor strain is 0 this is usual the lowest point on
the diagram
• Tensile extension the area to the left of the y axis depicting the sheet under a
stretching process and is mainly straight .
• The biaxial extension the area to the right of the y axis consists of many different
strain rates causing it to curve and depicts such things as stamping.
Project summary
This project compare d the capabilities,
accuracy and ease of creating FLDs with a
variety of methods including simulations and
physical experiment
Project Objectives
The project set out to observe the pros and
cons of each analytical method, outline the
methodology behind these processes
Project Conclusion
This project found while there are many
methods to create forming limit diagrams
some are better suited to certain situations
like deep drawing in useful when dealing
with highly plastic metals and hemispherical
punch is well suited to thin brittle sheets. FEA
solutions are great but definitely need some
kind of physical experiment behind them to
validate the strain localization location. And
assist in geometry decisions.
Press testing
The main testing method for deriving FLDs is via press testing consisting of deep
drawing experiments and punch testing. The premise of theses tests is subject a
series of test blanks of the sheet metal in question to a pressing force until the
fail. The blanks vary in shape giving the different strain paths needed to create
the forming limit curve.

Sef Riaz
BEng
Project Supervisor
Dr Mokhtar Nibouche
Design and implementation of a firefighting robot
Three different types of sensors were implemented these were proximity sensors for the purpose of obstacle avoidance of the robot,
a smoke sensor to enable the robot to detect is a large fire is giving off emissions, and an IR sensor that is tuned to the wavelength of
fire. The sensors will be interfaced with the commonly used robot platform in the labs called the MARCO. The brain of the MARCO Is
a DE0 Nano board which contains an FPGA.
2 Column Grid
Type Spec: Calibri 24pt,
Align Left,
(Bold for heads, diagrams, flowcharts, text
Project summary
The purpose of this project was to design
and implement different types of sensors and
interface them with an FPGA and a robot
platform. Using VHDL and C programming, a
firefighting functionality was implemented.
Project Objectives
Design and implement different types of
sensors that will be useful for mobile robots
and fire detection systems i.e proximity ,
near-IR, UV, Smoke. These sensors need to
be tunned and filtered such that they can
function effectively when interfaced with the
FPGA
Figure above shows a waveform of
the proximity sensor that was
implemented . It works by using a
collpits oscillator to pulse IR LEDs
at 1KHz and a high-pass filter with
a cut-off frequency of 500Hz was
used to filter out all voltage signals
produced from ambient light.
Using VHDL a different hardware configuration
was implemented on the FPGA such that the
hardware/sortware control of the robot could be
optimised.
On the right is a 2DOF robotic
manipulator which the sensor will be
mounted on . This will allow the robot to
scan the room for IR emissions that may
correspond to EM radiation emitted
from a flame.
Figure above shows the voltage drop produced when a
low pass filter of very specific cutoff frequency is
implemented and the output of a flame sensor is passed
through it . The cut-off frequency was 6Hz this attenuated
weak signals which entered the sensor at an angle hence
producing a highly directional flame sensor
Project Conclusion
This was a relatively successful project which
involved the implementation of three
different types of sensors and successfully
integrated them with the MARCO. However
the robotic manipulator was only
implemented with one degree of freedom
however there is a lot of further work that
can be done on this project . For example
implementing a machine to machine
communication system between different
robot units such that a swarm of firefighting
robots can be used to patrol a large area or
building.

Peter Batchelor
Engineering BSc(Hons)
Project Supervisor
Dr Steve Wright
An Analysis of an Airbus A320 Fuel Management System
Introduction
This project was to initially study aircraft-level reliability of the Airbus A320 fuel management system. Failure rate information for the
components of the system could not be obtained, so the aim changed to analyse which sub-systems and components have the largest
effect on overall system reliability. It uses industry software, Isograph Reliability Workbench, to design and analyse fault trees.
The Fuel Management System
The FMS has several tasks:
• To constantly keep the engines fed with fuel.
• To ensure the condition of the fuel.
• To distribute fuel to the desired tanks during refuelling.
• To allow the fuel to be removed during a defuel.
This study focused on the critical failure of the FMS, that it stopped supplying
fuel to the engines.
Project summary
To perform fault tree analysis of an Airbus
A320’s Fuel Management System using
industry tools to pin point sub-systems with
the largest effect on overall system reliability.
Project Objectives
• Specify the Fuel Management System
• Construct fault tree design
• Build the fault tree and analyse outputs
• Research failure rate information
• Investigate fault tree software
Fault Tree Design
A fault tree comprises of a top gate,
with other events of gates feeding
into it. These gates act as logical
operators, manipulating the failure
rate information and providing an
overall failure rate for the system at
the top as well as sub-system failure
rates from secondary gates. The
bottom of each tree are events.
These take in failure rate numbers.
Analysis
Data was gather from various sources and inputted into the
model. The output top gate figure was close to the predicted
overall failure rate, which helped prove the model was
viable. Analysis showed that the main failure point was
technician error in filling the pipe connectors, although
other systems stopped this from impacting overall reliability.
Project Conclusion
• That even without specific failure rate
information, fault trees allow analysis of
systems to pinpoint hot spots of failure
easily and effectively and allow new
designs to be implemented and tested.
• Specific failure rate information for
components is nearly impossible to obtain.
• Isograph Reliability Workbench and
FaultTree+ are good software allowing a
high degree of analysis but have poor
interfaces.

Matthew Tucker
Bsc Engineering (Hons)
Project Supervisor
Ruth Jones
Minimal Engineering Definition
54 Sheets
860 Hours
Typical Turbine Blade 2D Definition
35% Reduction
43 Sheets
553 Hours
Project summary
Rolls-Royce are seeking to reduce costs and improve
operational efficiency in all areas. An area of large
cost within the design process is the creation of two
dimensional drawings to convey the definition
required to manufacture/inspect the parts to the
manufacturer. This report looks into how the cost and
lead time of this task can be reduced whilst still
adhering to regulations.
£48,160
+
Example of reduced definition
due to implementation of GOM
over CMM
£30,982
Project Objectives
Primary Aim
Reduce amount of definition on two dimensional
drawing.
Objectives
• Set limits to work within.
• Assess the influencing factors determining the
form of the drawings.
• Assess the feasibility of these main influences
changing.
• Assess the benefits of changing these influencing
factors.
• Compare the potential solutions.
• Define the best overall solution with associated
cost and time savings to build a case for changing
the current process.
• Pursue the implementation of the final solution.
Project Conclusion
Within Rolls-Royce processes and particular
constraints It is possible to reduce the amount of 2D
definition by approximately 35%.
This is achieved by:
• Implementing a ‘smarter’ drawing format.
• Change inspection method from CMM to GOM
scanning.
• Omitting irrelevant information.

Lukas D. Blum
BSc. (Hons) Engineering
Project Supervisor
Mrs. Ruth Jones
Analysing trends and increasing customer focus in business-to-business
marketing communications
Introduction
This research investigates the trends and preferences in the following key media used for business-to-business (B2B) marketing communications: social media,
print media, websites and E-mail updates. Primary data was gathered by conducting an online customer survey as well as a corresponding survey targeting the
marketing staff of ABB. By comparing the data of both surveys correlations and discrepancies in the use of the individual media were spotted. The data
gathered was analysed using Microsoft EXCEL as well as further tools for analysis such as the Net Promoter Score (NPS). It was possible to identify gaps in ABB
Motion’s marketing efforts and the customers’ expectations and derive multiple suggestions for improving the customer focus and thus the impact of the
marketing communications (as listed below).
Trend analysis
The respondents of both surveys were asked to rank the current importance
of print media, social media, websites and E-mail updates from their
professional perspective. The results are visualized on the right hand side.
The same method was used to assess the future importance of the media.
The analysis revealed the high importance of websites for current and future
marketing communications.
Increasing customer focus
By comparing the customers’ preferences/expectations of the use of
communication media with the marketing efforts undertaken by ABB Motion
potential gaps were investigated. The graphs on the right hand side picture
the customers’ desired frequency of E-newsletters as well as the frequency
ABB Motion sends out E- newsletters.
By deriving suggestions on how to bridge those gaps the customer focus of
the marketing communication the customer focus will be increased.
Suggestions for improvement
• Constantly improve the website to improve ease of navigation
• A smaller, yet more frequent newsletter would be an option to stay in
touch with the customers more often
• Increase the number of success stories in order to communicate
• Decrease Flyer campaigns. Flyers are not in high esteem from the
customers’ perspective. Brochures are the medium of choice for the
customer
Customer Survey
Q.: How often would you like to receive
ABB Motion‘s E-newsletters?
Customer Survey
ABB Survey
Q.: How often do you/your team
send out E-newsletters?
ABB Survey
Limitations
• Only applicable for the automation industry
• All surveys were distributed using electronic media such as E-mail and
social networks. As a result there might be an existing bias towards
respondents who already embrace the usage of an online
communications
• Limited number of responses may impact the informative value
Project summary
This research project investigated the trends and
preferences in business-to-business marketing
communications. The study used ABB Motion as a
case study to facilitate the investigations.
Project Objectives
The project aims to investigate current and future
trends in the use of selected marketing
communication media. Analyse the customer focus of
ABB Motion’s current marketing communication
efforts and ultimately derive suggestion how to
improve ABB Motion’s marketing efforts.
The primary data for the research was gathered using
customer survey and a corresponding ABB survey.
Project Conclusion
• Websites are the most important medium for
marketing communications now and in the near
future
• Print media have a bigger importance in the
business-to business sector than suggested by the
literature
• Social media are not considered to be of great
importance for marketing communications, by
both: customers and marketers. However they
bear potential to engage with the customer and
establish a relationship
• ABB marketers are reluctant to send out E-
newsletters with a high frequency. The study
indicates however that 36.7% of customers would
like a weekly or fortnightly newsletter
• A lot of customers are interested in fact based
information conveyed in case studies

Design and Structural Analysis of a Roll Over Protection
System
An investigation has been carried out
to examine how the structural
components of a rollbar affect its
performance in a rollover crash. A
range of roll bars were designed in
SolidWorks. Some of these models
were selected for testing in Abaqus
FEA (Finite Element Analysis).
Various methods of testing were
attempted in Abaqus, and the
simulations that were carried out
showed relationships that would be
expected from similar real world
scenarios. From the results of these
simulations the best design elements
were selected and combined in a final
design. This final design will be used
next year as the starting point for the
second half of this masters project, in
which the roll bar will be
manufactured.
From looking at all of the relevant literature and
existing products, a good selection of roll bar
prototypes were designed. The testing of proved
to be very difficult, however good results were
eventually obtained, which showed that
backstay spacing has a major impact on frontal
impact resistance. The optimum backstay
spacing was found to be 0.4m for this
application. Various diagonal members were
tested, and the X bracing option, despite being
the heaviest, was the clear favourite. this can be
seen in the results as it maintained the lowest
maximum deflection in all but one test.

Student Name: Ben Gordon
Student Number: 08970917
Module Number: UFMFX8-30-3
Supervisor Name: R. Stamp
Award: BSc (Hons) Engineering
Date: 16 th April 2015
Investigation title: Feasibility of implementing Angle Based Tightening tools onto JSF 3BSM assembly line
Introduction
The highly respected Harrier Jump Jet is
nearing the end of its programme and is being
replaced by the new Short take off and
vertical landing aircraft the Joint Strike
Fighter, the replacement aircraft has a swivel
exhaust duct for hover and vertical take-off.
This exhaust duct uses new technology and
materials to make the product versatile and
light weight. Rolls-Royce plc has identified
the Joint Strike Fighter 3 Bearing Swivel
Module exhaust duct with high costs as a
potential new benefactor for this new
technology and cost saving. However,
introduction of these complex tools into the
aerospace assembly environment has
particular challenges; the volumes are low,
and the product highly complex, with a high
degree of design definition and assembly
standards to adhere to.
As a result, Rolls-Royce plc has chosen Joint
Strike Fighter 3 Bearing Swivel Module as a
pilot project for the new Angle Based
Tightening wrenches to be implemented on.
Bluetooth safety & security
Investigation Objectives
The aims of this investigation are:
• Investigate market leading tightening methods.
• Analysis and mitigation of any operational differences
between wired and wireless tools.
• Investigate the impact on existing staff and consider
how is best to address the culture change.
• Recommend tool location within the existing factory
layout.
• Investigate Operational strengths and weaknesses of
Angle Based Tightening
• Calculate the business benefit and cost savings.
• Implement Angle Based Tightening onto the Joint
Strike Fighter 3 Bearing Swivel Module production
assembly line and prove capability and verify with a
First Article Inspection Report.
• Manage the project in order to deliver a successful and
relevant conclusion within the Rolls-Royce agreed
project time frame, as depicted in the project Gantt
chart and document in a report whilst adhering to
University timescales.
‘LIVE’
MEASUREMENT &
DATA CAPTURE
Project Summary
It is crucial for Rolls-Royce plc to recognise,
develop and utilise new technology in order
to maintain its competitive edge and industryrenowned
high standard of quality, whilst
simultaneously achieving hi quality. In doing
so, a reduction in build times can be extracted
along with additional cost savings, resulting
in a more competitive product – especially in
today’s harsh global financial and business
climate. This is why wireless Angle Based
Tightening wrenches or ‘ABT Wrench’s’ (as
they are termed within Rolls-Royce plc) are
being investigated, and ultimately a
replacement for the current Intellifast
wrenches used today at Rolls-Royce plc
Bristol.
Conclusion
The data collected during the first production
Angle Based Tightening build was marginally
better than expected and presented no
surprises. It was best suited for there to be a
trolley for the equipment so it can be wheeled
to each work station when needed on
assembly, this set of tooling has led to a
40.60% reduction in operations for the flange
tightening processes, which equates to a
reduction of 60 hours per build and a total
cost saving of £85,530.00 whilst increasing
efficiency, quality and repeatability, this
saving could potentially rise to £99,750.00.

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Engineering
Introduction
Electrical
and Electronic
Engineering
Engineering
Motorsport
Engineering
Aerospace
Engineering
Electronic
Engineering
Mechanical
Engineering
Robotics
Mechanical engineers
play an important role in
many of the products in
the world around us. This
involvement can range from
design, manufacture and
development, through to the
management or marketing of
products. With a degree in
Mechanical Engineering, you
have the opportunity to use
your skills in whatever sector
you wish.
90%
of our BEng (Hons) / MEng Mechanical
Engineering students are in work or further study
six months after graduating.
unistats.com 2014

Xubin Han
Equivalent system and
dynamics equation of system
By using equivalent unit method to each component
of the multi-body system, the equivalent mass
matrix M can be derived from element mass matrix
m. The equivalent mass matrix M was determined
by the element mass matrix and relation
matrix Q n, m , which shows the relationship between
system possible displacements and unit nodal
coordinates. From
T T F P − F g = T T F − F = 0
can derive the dynamics equation of system as:
T T M R = T T F
Since R was the possible displacement vector of
system and each component was not entirely
independent
R = T q
R = T q + T q
The reason for building R = T q was for solving
the equation easily.
Therefore, the generalized coordinate’s style of
dynamics equation was:
T T M T q + T q = T T F
With tensor, the dynamics differential equation of
system can be shown as:
i
k
T ik M ij
T jk q k + T jkq k
BEng Mechanical Engineering
Engineering Mechanical Arm: analysis
= T ik F i
i
The dynamic performance of engineering mechanical
arm and intelligent control
the comparison of step response while no controller and after adding PID controller. It
could be found that, after adding PID control, the peak y p =1 and it meant no overshot;
the peak time t p =4.8s; the regulation time t s =3.8s and the steady-state
error e ss =0.0036. Compared with the original system, the response time and settling
time are greatly reduced.
the comparison of moving arm's open-loop Bode plot. From the plot, it can be found
that the magnitude margin G m =71.8dB, the crossover frequency of
magnitude ω g =86.4rad/sec, the phase margin P m =87.2deg and the shear
frequency ω c =0.29rad/sec. Compared with the original system, the cutoff frequency
becomes larger and with wider bandwidth. It means the highest frequency range
becomes larger while the boom subsystem operating and it gets faster response and
better dynamic performance.
the sine tracking curve of moving arm's PID control system. After adding PID control
system, for one thing, the sinusoidal tracking signal is substantially no attenuation and
phase delay, for another, the set value can be achieved in a short period of time.
Therefore, it can satisfy the requirements of control in real operations.
Project Supervisor:
Professor Quanmin Zhu
Project summary:
My research including the modelling method of
multi-body dynamics equations of the engineering
mechanical arm and especially I mainly discussed
the equivalent finite element method and the
relevant theory.
According to the trajectory tracking control
expression of the manipulator bucket and the control
theory, set up the PID control model to run the
mechanical arm. Using MATLAB to simulate and
do the calculation for the controlling model and
analysing the steady state error and dynamic
response error of system
Project object:
My report use theory related to mechanical arms as
the main basis, which mainly related to the multibody
dynamics, flexible multibody dynamics, PID
control, I use the theory to study the modelling and
simulation of mechanical arms motion intelligent
control.
Project conclusions:
(1) the motion law of engineering mechanical arm,
the engineering mechanical arm multibody
system dynamics equation base on equivalent
finite element method has been derived.
(2) Specifically, after discoursing the equivalent
force system and the actual force system, the
equivalent system dynamics equation has been
derived in detail.
(3) the PID control model of hydraulic excavator’s
mechanical arm has been built with modelling
and simulation of MATLAB
(4) after the control system adding PID controller,
the response speed of system became faster
obviously, also the system had stronger ability of
tracking the change of input parameters base on
keeping the stability of system. All in all, the
PID control system can achieve the requirements
of control faster than the original system.

Convective heat transfer coefficeint
(W/m2K)
Thermal conductivity (W/mK)
Wasim Ahmed
BEng – Mechanical Engineering
Automotive Thermoelectric Generator and Heat Exchanger Design
Analysis, Using Computational Fluid Dynamics, For Exhaust Gas Waste
Heat Recovery.
Introduction
The "Energy Crisis" has become a major challenge in front of engineers across the globe due to rapidly increasing demands and consumption of energy. For
almost two hundred years, the main energy resource has been fossil fuel and will continue to supply much of the energy for the next two and half decades.
Worldwide oil consumption is expected to rise from 80 million barrels per day in 2003 to 98 million barrels per day in 2015 and
then to 118 million barrels per day in 2030.The investigation carried out in this report focuses on different methods of waste heat recovery systems, to give a
brief overview of the project background and relation heat recovery systems have to transportation. An internal combustion engine can be taken as an
example, the engine has an efficiency of around 30%, where 30% is wasted in cooling water; 10% loss is unaccountable and 30% is wasted as exhaust gas.
Wasted heat in the form of exhaust gas heat is what we will concentrate on in particular within this project. The aim is to capture the wasted heat via some
form of heat transfer process, temporarily store this heat and convert this heat into electrical energy in order to increase overall efficiency of an engine and
therefore reduce fuel consumption.
Automotive Thermoelectric Generators
A Thermoelectric generator is a heat recovery system incorporated into the
exhaust of a car that is used in conjunction with the internal combustion
engine. The exhaust pipe contains a block consisting of thermoelectric
materials with a hot side heat exchanger and cold side heat exchanger. A
Thermoelectric Generator is used to convert thermal energy from different
temperature gradients existing between hot and cold ends of a
semiconductor into electric energy that can be used to power various
electrical purposes within the car, This phenomenon was discovered by
Thomas Johann Seebeck in 1821 and is called the ‘Seebeck effect’.
Heat Exchanger Numerical Modelling
A rectangular plate fin heat exchanger of a specific geometry
and dimension was numerically modelled using Excel. Changes
in fin geometry dimension were made for the heat exchanger
component and effects that this had on the efficiency and heat
transfer convective coefficient were recorded from results,
represented graphically and discussed. An optimum fin design
and geometry was found from numerical modelling and put
forward for CFD analysis to make comparisons to the initial
design.
CFD Analysis Hot Side Heat Exchanger
From Numerical modelling we found that increases in fin thickness led to
greater convective coefficient values and temperature drop across the hot
side heat exchanger, which allowed greater heat transfer possible, which
would in turn increase the power output from the thermoelectric generator
device. Both designs were modelled, analysed and compared using CFD
analysis results. Boundary conditions were input in CFD from experiments
carried out in a research study ‘Automobile Exhaust Thermo-Electric
Generator Design & Performance Analysis’. Comparisons were also made to
the results found from the experimental study against CFD.
Thermoelectric Module Numerical modelling
Thermoelectric material consists of p-type and n-type semiconductors. When
the hot exhaust from the engine passes through the exhaust, charge carriers
of semi conductors within the generator diffuse from the hot side of the heat
exchanger to the cold side. When this happens, a temperature difference is
created between the two surfaces of the block resulting in a net charge; such
a temperature difference is capable of generating 500-750W of electricity.
Numerical Modelling was carried out on the HI-Z HZ-20 thermoelectric
module and various temperature dependant properties were recorded
graphically against varied temperature differences. Behaviour of these
properties were then analysed and discussed.
Fin Thickness vs Convective heat transfer
coefficient
98
96
94
92
90
88
86
1 2 3 4 5
Fin thickness (mm)
Fin thickness vs
convective heat transfer
coefficient
2.2
2.15
2.1
2.05
2
1.95
1.9
1.85
1.8
1.75
Thermal conductivity vs Temperature
difference (cold surface temp 30 degrees)
70 100 130 160 190 220 250 280 310 340
Temperature difference (degrees)
Thermal conductivity vs
Temperature difference
(cold surface temp 30
degrees)
Project Supervisor
Dr Abdessalem Bouferrouk
Project summary
1. Background research into Automotive Thermoelectric
Generators and their components.
2. Numerical modelling of hot side heat exchanger
component and performance output for varied fin
geometries.
3. Numerical modelling of thermoelectric module
component at varied temperature differences.
4. Proposed redesign model to be carried forward for
CFD analysis, comparisons made from CFD of original
design, redesign and experimental results gathered
from research study.
5. Any relevant validations made from CFD to numerical
modelling.
Project Objectives
The objective of the project is to gather an understanding,
by using numerical and computational techniques, into
how changing the design of an automotive thermoelectric
generator component can enhance the performance
output of the device. By the end of this project we would
have gathered an understanding of the components used
in automotive thermoelectric generators and how they
work at different temperature and flow boundary
conditions
Project Conclusion
From research into the study carried out on
automotive thermoelectric generators performance
and analysis, the first stage of CFD analysis on the hot
side heat exchanger component was able to prove
the accuracy and correlation of the results gathered
from the experiment carried out on the initial design.
Furthermore, carrying out the redesign process for
CFD analysis, a performance output increase of
24.27% was found in heat transfer from redesign of
the hot side plate fin heat exchanger. Which in turn
from research carried out would lead to a greater
power output from the thermoelectric generator
device.

Drag Coefficient (Cd)
Tristan Ingham
Beng - Mechanical Engineering
Project Supervisor
Dr Mike Ackerman
Wind Tunnel Development
The University of the West of England’s wind tunnel has not been previously used commercially to test objects with complex profiles
(such as vehicles) due to uncertainties in its performance.
The data acquisition software currently used is 20 years old, limiting the testing capabilities of the wind tunnel as a result. With
computing power advancements new software is available that can perform a wide range of data analysis tasks in a short time period.
Research into a suitable software package for development would be highly beneficial and could vastly improve the capabilities of the
wind tunnel.
Certain equipment had not been calibrated in recent years such as the force balancing system. This is another source of uncertainty in
the results produced by the wind tunnel, so testing had to be carried out to investigate the sensitivity of the mass balance system. This
would allow the operators of the wind tunnel to know what level of accuracy is acceptable with their results.
Dead Weight Testing
Dead weight testing was the primary method used to investigate the
accuracy of the force balance readings. Several tests were run to investigate
the Lift, Drag, Lateral forces and the Roll, Yaw, Pitch moments. A range of test
apparatus had to be constructed with the use of pulleys to induce pure
moments and lateral forces. The deviation of the readings with the expected
results were calculated to give an indication to the results an operator of the
UWE wind tunnel could expect.
Measuring the Tunnel Turbulence Intensity
Turbulence can have an influential impact on results. It was therefore
necessary to examine the tunnel turbulence intensity. This was achieved
through two testing methods.
One method used was with hot wire anemometry. This involves a very fine
wire with a current passing through it. Fluctuations in the velocity are picked
up by this hot wire probe and can be used to calculate the turbulence
intensity.
The first method used was with turbulence spheres. The spheres detect
turbulence when the drag coefficient drops to a value of 0.3. From this the
effective Reynolds number can be found using the graph plotted below. The
turbulence factor can then be derived which in turn allows the turbulence
intensity to be found.
0.6
0.5
0.4
0.3
0.2
0.1
Turbulence Sphere Test Results
0
10000 100000 1000000
Reynolds Number
Small Turbulence Sphere Cd
Large Turbulence Sphere Cd
Small Turbulence Sphere Cd
(2005 Data)
Aerofoil Design Results
Comparison
Another method of testing was to
use data carried out by the
National Advisory Committee for
Aeronautics (NACA ). The NACA
0012 aerofoil design was chosen
and manufacture with an aspect
ratio of 6 as can be seen in the
image to the right with the model
assembled in the wind tunnel.
Strut Drag Force Analysis
The force balance struts that are
used to secure models in the wind
tunnel and transfer the forces
exerted by the model exert their
own drag force.
A series of tests were run to
investigate the magnitude of the
drag force. ANSYS CFX was used to
provide a comparison which
provided a clear illustration of the
vortices produced by the force
balance struts (pictured right)
Project summary
The accuracy and repeatability of the
University of The West of England wind
tunnel has not been validated, to the degree
that the wind tunnel is not currently
commercially available.
The aim of the project is to investigate the
uncertainty in the results produced by the
wind tunnel and the other components such
as the force balancing system.
Project Objectives
The main project objective is to measure the
repeatability and precision of the wind tunnel
to determine the result accuracy of the tunnel
force balance system.
Another aim of the project was to conduct
research into suitable new data acquisition
software to add new testing capabilities of
the wind tunnel.
Understanding where the turbulence hot
spots occur in the wind tunnel at certain wind
speeds is another task along with research
into applicable methods to mitigate them.
Project Conclusion
From research taken LabView would be the most
suitable software package for use with the UWE wind
tunnel.
The deviation in the force balance readings were
found as a guide for future operators of the UWE
wind tunnel as to what level of deviation is
acceptable.
The table to the left contains the deviation values
gathered.

Roy Lewis
BEng Mechanical Engineering
Project Supervisor
Dr. John Kamalu
Design and Manufacture Principles of a Longboard
Long boarding is a form of being at the brink of disaster while maintaining the illusion of control.
A longboard is similar to a skateboard except it has a longer wheelbase, and bigger wheels. They are used primarily for hobby and sport and for some people as
a main form of transport. The design of the long board would usually focus on two main objectives: stability at high speed and being able to have a tight turn
angle. There are various types of ride styles ranging from simple cruising to downhill speed. These different ride styles change the design and material
composition of the board.
This is because the two objectives contradict each other. In order for the board to be stable at high speed it would need a low centre of gravity and a high
stiffness. On the other hand the lower the board is, the less leverage there is to make tight turns and, the stiffer the material the more spring energy will be
lost from the material. A shorter wheel base usually provides more stability at the cost of losing tighter turning angles, which the longer wheel base boards can
achieve. When the wheel comes in contact with the underside of the board, this is known as wheel-bite, it throws the rider from the board, so should be
avoided within the design.
Aims
• To review the current materials used for the
manufacture of long boards, and the effects of the
material properties on the performance of long
boards.
• To study the effects of shape, stress and strain
distributions on long board performance.
• To carry out computer simulations of different
combinations of materials, shape and long board
performance in order to select an optimum design.
• To manufacture an optimised long board design.
• To carry out experimental tests on an optimum
long board aimed at specific market group.
Red grip tape with cut out
heartbeat attached to carbon
fibre woven and carbon fibre UD
Fibreglass woven
PVC Foam inner core
Fibreglass woven
Carbon Fibre UD and
Carbon Fibre woven
England is trying to reduce the amount of people driving vehicles by creating more cycle paths and incentives. These new paths offer a safer riding environment
for longborders.
By eliminating certain problems associated with longboarding such as wheel bite and weight. It makes the longboarding experience a more enjoyable one.
Longboarding is an art you don’t have to be great to get started, but you have to get started to be great.
Project Scope
further improving longboard design by comparing a
current top of the range plywood longboard, when
loaded with 784.8N(80kg) to a new design made of a
composite sandwich structure. The plywood
longboard showed a deflection of -22mm and the
composite structure -27mm. The result shows that it
is possible to quite closely replicate the deflection
and increase the aesthetics, of the plywood board
with the use of software tools such as Abacus (FEA)
and Solidworks. Other problems were faced such as
weight; it was found that by using a composite
sandwich structure a reduction in weight of 40% is
obtainable for a longboard of similar size to the
plywood model.

Ryan Coulthard
MEng Mechanical Engineering
Project Supervisor
Neil Larsen
Small Engine Fuel Injection System Development
Project summary
An investigation has been undertaken into the development of fuel injection system for a small engine.
The chosen system incorporates both mechanical and electrical components; a throttle body and injector housing has been designed, manufactured and
fitted to the Honda GC 160, single cylinder four-stroke engine. The mass of air is measured by a mass-air flow sensor, which via a PIC microcontroller and in
conjunction with a known air-fuel ratio, can calculate the fuel needs of the system, and the relevant opening time for the fuel injector to satisfy the
requirements.
Housing Design
The housing for the fuel injector, throttle valve and mass-air flow sensor was developed successfully. After
defining the specification required, an iterative design process was used over two versions.
The fuel injector bracket had to hold the injector at the correct angle without allowing movement. There is a two
stage hole to fit the dimensions of the injector and a top section to hold it down.
The throttle butterfly valve is elliptical in shape so that it is unable to turn past the fully closed position, a spring
system is included to return to the full closed position after partial opening.
The sensor section has a larger internal bore to create room for the mass-air flow sensor. Like for the fuel injector
a bracket was created to keep the sensor in position and with the correct orientation.
Housing Manufacture
The housing was manufactured by 3D printing in ABS Plastic.
Mass-Air Flow Sensor
PIC Microcontroller
Mass-Air Flow Sensor
The mass-air flow sensor (Left) operates by a hot film process. The sensor
outputs a voltage ranging from 0-5v, the output voltage increases as air flow
increases. To get accurate results the sensor needed to be calibrated, this was
done by passing controllable and measurable air flow, up to 6.67x10 -3 m 3 /s,
through the manufactured housing with the sensor inside. The results were
graphically represented for the range of air requirements for the engine (Right).
The value for mass-air flow in conjunction with the mass air-fuel ration means
the mass of fuel required can be calculated.
PIC Microcontroller
The microcontrollers role is to analyse an input
voltage (output voltage from sensor) and output
an opening time for the fuel injector. At this stage
a choke was introduced to increase output time
by 10%. This was tested by having a controllable
input voltage and seeing if an LED would flash for
the correct relative time. This was a success and
a positive proof of concept with the choke button
also increasing opening time as planned.
Final Assembly
All parts were combined in their intended places
to ensure everything fit as planned. The housing
attached to the engine the sensor was powered
and the PIC received the output voltage.
Unfortunately the engine was not in an
operational condition to run and time was not
available to fix it in time. This meant the system
was never fully operational for its intended
purpose
Final Housing Design Assembly
Sensor Calibration Graph
Complete Final Assembly
Project Objectives
• The correct amount of fuel and air should be
supplied. Depending on the rotational speed of
the engine and the air-fuel ratio, the
requirements change.
• Ease of operation. It should be a simple system to
use; after the engine is started there should be
minimal human input to keep the engine
operating. .The system must be able to change
quantity of fuel injected to adapt to a change in
air mass flow.
• Small size and lightweight. This system is for a
small engine so the developed parts should not
impede on intended usage.
• Relatively cheap. The main reason that
carburettors are preferred in smaller engines is
because of the lower cost to use. The fuel
injection system should be of simple enough
design that its cost is not prohibitive
Project Conclusion
The vast majority of this investigation meets the
initial expectations. All aspects, mechanical and
electrical, have met their aims and specifications.
The only part not area that has not been fully
explored at the conclusion of Part A of the MEng
investigation is that a full demonstration of the
operation for the developed fuel injection system
was not achieved. Due to time constraints and the
engines condition only a complete assembly of the
constituent elements was accomplished.

Temperature (°C)
Temperature (°C)
Temperature (°C)
Henry Thompson
MEng Mechanical Engineering
Project Supervisor
Rachel Szadziewska
Incorporating Storage Heaters into Building Fabric
Figure 3 – Diagram showing wall design produced in AutoCAD Revit..
Computational Fluid Dynamic (CFD)
A transient CFD model was created to simulate the
air flow within a room. Figure 7 shows the geometry
used. Once this model was working correctly the
geometry was altered to simulate the wall case. This
geometry is shown in Figure 8.
Project summary
Currently modern storage heaters are the choice
heating system to go into new flats due to their safety
as well as their relatively low cost for electricity. The
thesis details a history into thermography ,an overview
into building techniques and regulations involved with
the construction of dwellings and successful design and
development of a 2-Dimensional mathematical model.
A timber frame wall panel was constructed as a test rig
in order to complete thermal analysis of normal storage
heater operation and compare this to the storage
heater operation when inside a wall. Finally a
Computational Fluid Dynamics model has been
designed and developed to accurately simulate how
placing a heater inside a wall affects the performance.
Figure 1 - Diagram showing position of thermocouples.
Internal Operation of the Storage Heater
To understand the internal operation a series of
thermocouples were placed inside of the heater
shown in Figure 1. Simultaneously a 2-D semiimplicit
mathematical model in order to simulate
the operation. An example of the equation is
shown below.
Wall Design
In order to incorporate the heater into the building
fabric a timber frame panel wall was designed and
constructed shown in Figure 3.
Figure 7 - Image showing geometry used for CFD heater
simulation.
Figure 9 - Image showing geometry used for wall
simulation.
Various data lines were plotted on CFD-Post in order
to compare the simulations. An Example of these
results is shown in Figure 9.
30.0
Comparison of How Temperature Varies Between Simulations After 180 Minutes
Project Objectives
The main aim of this project is to design and develop a
new innovative approach to heating solutions within a
dwelling in particular to investigate how incorporating a
storage heater into the building fabric affects the
performance and the heat output of the heater
compared to standard operation.
T 0 t+1 = θ T 0 t 1 − 2Fo x + Fo x 1
+ Fo x2
2
+ 1 − θ T 0 t 1 − 2Fo x + Fo x 1
+ Fo x2
2
t+1
t+1
∆t k 1 T 2 ∆t k
ρ
∆y 1 Cp 1 ∆y 1
1 + ρ 2Cp 2 ∆y
+
2 T 4
2
ρ
∆y 1 Cp 1 ∆y 1
T t+1 1 + T t+1 2
2
2 + ρ 2Cp 2 ∆y 2
2
2
3 +
∆t k
1 +
1
∆t k
ρ
∆y 1 Cp 1 ∆y 1
1 + ρ 2Cp 2 ∆y
+
2
2
ρ
∆y 1 Cp 1 ∆y 1
2
2
2 + ρ 2Cp 2 ∆y 2
2
2
k 1 T t t
2 − T 0
+ k 2 T t t
4 − T 0
∆y
T t t
1 ∆y 2
1 + T 3 + ∆t
ρ 1 Cp 1 ∆y 1
+ ρ 2Cp 2 ∆y 2
2
2
In order to validate the solution obtained from
mathematical model a series of graphs were
created in order to compare. An example is shown
in Figure 3 which demonstrates a strong
correlation
600
500
400
300
200
100
0
Comparison of Node 7 for Different Experiments and Semi-Implicit Model
0 200 400 600 800 1000 1200 1400
Time (minutes)
Experiment 1 Experiment 2 Semi-Implicit
Figure 2 – Graph showing comparison of thermocouple results for nodes seven.
Figure 4 - Image showing thermal camera experimental
setup.
Figure 5 - Image showing equipment setup for
Experiment 2.
Experimental Testing
To measure how the heater performance is
affected a FLIR E60 thermal imaging camera was
used. Two experiments were set up shown in
Figure 4 and Figure 5. Using the camera software
analysis tool an average temperature was attained
from the two experiments. Figure 6 shows both
experiments following the same trend with varying
magnitudes.
140
120
100
80
60
40
20
0
Comparison of Thermal Camera Results
0 200 400 600 800 1000 1200 1400
Time (minutes)
Experiment 1 Experiment 2
29.0
28.0
27.0
26.0
25.0
24.0
0.0 1.0 2.0 3.0 4.0 5.0 6.0 7.0
Distance From Heater (metres)
Heater Simulation
Figure 9 – Graph showing CFD-post result comparison after 180 minutes.
Wall Simulation
The results indicate that on average, during
forced convection periods, a 4.3% drop in heat
occurs in the room. CFD results successfully
simulate the effect the heater exerts on air flow
in the room. These results demonstrate a
temperature difference on average of 1.3%. This
difference is acceptable, since in most dwellings
this percent change in temperature attains by
simply leaving the door open.
Project Conclusion
This thesis has outlined successful design, development
and testing of an innovative heating solution for a
dwelling. Thermocouple results indicate that internal
heater performance is unaffected by placement in the
wall and a comprehensive 2-D mathematical model
accurately represents the internal workings of the
heater. Furthermore a test rig that has been successfully
designed and constructed has enabled a direct
comparison with the heater when covered.
To conclude, the installation of a storage heater into the
building fabric is a viable option to heat all dwellings.
The in-wall heater may improve the aesthetics of
heating devices in a dwelling while also maximising
space. With development, a double-vented heater could
heat two rooms at once, reducing the number of heat
sources, which in turn will minimise investment and
maintenance cost for the homeowner.
Figure 6 – Graph showing comparison of thermal camera results.

Christopher Ovaletor
Meng Mechanical Engineering
Introduction
There is a need to detect the lens of hidden cameras in order to eliminate
piracy. One of the main problems is that of false positives, i.e. mistaking shiny
objects within a busy scene for cameras. No method has yet been determined
that deals with the issue of false positives and this project will involve
extensive research into these application areas. Experimental work aimed at
developing and testing a robust method for lens detection in a busy
environment with emphasis on been able to distinguish between the lenses
of a video camera and other objects will be undertaken. Research consisted of
understanding the problems they pose, review and examination of current
systems and/or machines been used to combat these problems. Experiments
were conducted under controlled conditions and the images captured were
analyzed for patterns and particle composition. An algorithm was created
aimed at effectively distinguishing between video camera lenses and other
test objects.
Number of objects
500
450
400
350
300
250
200
150
100
50
0
Number of detected objects
Hidden lens and camera detection
Experiments
In order to perform an initial analysis experiments were carried out on a
wide variety of test objects that could be present in a setting where
identification of hidden camera lenses was required. Measurements were
made and the setting was kept controlled at all times. Both static and
dynamic experiments were carried out. The dynamic experiments were
carried out by marking 5 set positions on a straight line and moving the
torchlight from left to right along the line.
Analysis
Both the static and dynamic experiments were a success. Analysis was
carried out on the cropped images using NI Vision Builder (NIVB). NIVB
interprets images mathematically. Parameters that were of direct relevance
to the project i.e. suitable for particle analysis were used to create an
algorithm for processing the images and the results were collated on excel
and analysed. Significant patterns and value differentials were detected. The
parameters that provided the best ways of eliminating false positives were
noted.
Project Supervisor
Dr Melvyn Smith
Project summary
The aim of this project was to find an effective way to
detect video camera lenses in a cinema setting with
primary focus on been able to distinguish between
the video camera and other shiny objects which can
give false positives. Research and investigative work
was carried out and results analysed to determine
the possible parameters of image analysis that could
be viable solutions.
Project Objectives
1. Research of optical principles like linearity,
reflection and spectral reflection.
2. Research of previous work done related to the
project.
3. Investigation into the methods which can be used to
detect hidden cameras or bugs.
4. Image processing techniques will be investigated.
5. Static and dynamic experiments will be carried out
to fully ascertain the difference in reflection patterns.
6. Tests will be carried out on images to identify
patterns and conduct particle analysis. Results will be
collated and analysed using excel.
7. Experimental work in various settings will be carried
out to test new or improved methods using vision
equipment and software.
8. An algorithm supported by experimental results will
be proposed aimed at distinguishing between the
video camera lens and other objects.
9. Areas of improvement and further work will be
stated.
Project Conclusion
1. The reasoning behind the project was fully
identified. The issue of false positives was noted as the
area of utmost focus .
2. Some of the recent inventions in the field were
assessed in detail.
3. A thorough knowledge of the use of equipment’s
was attained as well as a working knowledge of the
NIVB software.
4. All experiments were carried out under controlled
conditions and conducted successfully. Image analysis
produced significant results.
5. An algorithm was created that worked perfectly for
all the images captured successfully identifying only
the video camera lens in all cases both static and
dynamic.

Ben Pearson
MEng Mechanical Engineering
Project Supervisor
Ramin Amali
Introduction
The system constructed in this project is
intended to be used to calibrate hospital urine
flow meters. The simulator will pump precise
quantities of water at constant or varying
rates. The varying rates of flow will follow a
flow pattern that is parallel to how a healthy
patient or a patient with a health issue would
urinate. The system as a result could then be
used for training purposes to help
Design and Manufacture of a Urology flow Simulator
Research
Preliminary research needed to be done before the
design stage and manufacture could commence. This
was carried out on existing pumping systems and
how they could be modified to perform the required
tasks. Although this design is unique the system is
made up of commonly used components . Therefore
it is necessary to look at how to use these
components and their compatibility they are with
each other.
The control system needed research into how the
type of controller was needed and how the controller
worked. Along side this, research was needed on
different electrical components, to enable user
interface for a user to control the prototype.
Design of the Mechanical system
The design of the Urine flow simulator
implemented fluid mechanics so as to alter the
rate at which the piston would positively displace
a liquid, creating a positive displacement pump.
A ball screw was chosen in order to reduce the
friction. As a consequence a smaller motor could
be used making it more energy efficient.
Design of the Control system
The system uses an Arduino Uno board to control
the devise. The Arduino board hold all of the
necessary information for the prototype to
become stand-alone. The Arduino then transmits
this information to the motor controller, the
solenoid valve and the LCD display, while
receiving information from the rotary encoder,
the micro switches and the LVDT
Current Systems
Currently there are no systems like this to calibrate
the flow meters, instead there are bottles that have
fixed orifices that let air in and water out. These
propose a problem creating constant flow rates.
Firstly, because the air filling the bottle as bubbles
create a pulsing effect on the flow out and secondly
preventing the flow rate from being varied.
Manufacture of the Mechanical system
The building process of the main simulator unit consisted of 3 major sections; the
bearing and gear configuration, the motor with the supporting slotted tube and
the cylinder section, including the piston. The device was designed so that all the
major components could be manufactured using a lathe or a milling machine.
The water storage tank is the next process in the constructed of the simulator.
The manufacture of the electrical system occurs alongside the mechanical
construction.
Project summary
The following research is a continuation of previous
work that designed a urology flow simulator. The
purpose of the simulator is for Southmead hospital to
calibrate and test their current urology equipment.
The system will also help with training purposes,
being able to produce a variety of flow rates that will
simulate certain conditions. This research documents
the manufacture of the system, including controlling
techniques used to program the system. Testes are
run on the simulator, and from this, future research is
required.
Project Objectives
The objectives were to produce a working prototype
of a flow simulator that could produce the following
tolerances;
Table 1: This Table Shows the System Requirements
Parameter
Guideline value
Accuracy for flow rate
Accuracy for voided volume
Range for flow rate
Range for voided volume
Minimum flow reproducible
Bandwidth of flow signals
± 0.1ml/s
± 0.2 ml
0 – 50 ml/s
0 – 500 ml
0.5 ml/s
0 to 10 Hz
Project Conclusion
A device was conceived for a urine flow simulator.
This revolved around an in depth series of
calculations in order to choose the appropriate
components including manufacturing techniques.
Preliminary testing was completed so as to obtain an
insight into how the product performed with
different flow characteristics.
Testing
The Prototype was used to produce both
constant and varying flow rates, below is the
feed back response to three constant inputs.
The results highlight an issue with using the
gearing system due to it causing hysteresis in
the output response. The output of the device
was measured from the Transducer attached to
the side of the devise which measures the
distance of the piston within the cylinder. It is
assumed that the fluid is completely
incompressible and at this early stage in testing
this is the most accurate method,
The next step will be to improve the prototype and
carry out more extensive testing. A further aim is to
further develop the control system for the assembly
to enable it to fully simulate a urology flow.

Prakash Alagendram
Beng(HONS) - Mechanical Engineering
Project Supervisor
Dr. Aruna Palipana
A study on existing air-conditioning systems used in houses in Malaysia
Introduction
Nowadays, energy generation is mainly supplied by non-renewable energy sources. Malaysia has a large source of natural gas and coal, thus leading to a large
proportion of energy production. However, these two resources are non-renewable and will decrease eventually. One of the vital environmental issues
resulting from energy consumption is the emission of carbon dioxide (CO 2 ) which causes global warming. In tropical countries, the average energy consumption
of a building reaches 233KWh/m 2 /year in which 60% of it is consumed by air conditioning system. Being a tropical country, Malaysia had about 7.3 million
residential in 2010 and is expected to rise by about 150,000 each year. One of the common factors which affect energy consumption in domestic sectors is
increased number of air-conditioners. Energy consumption increases when more air-conditioners are turned on.
Thermal insulation
A proper insulation material is essential in order to achieve a reduced
cooling load and adequate comfort level. A proper insulation material
will also reduce the emissions from power plant. 77% of the energy
consumption can be saved with the installation of roof and wall
insulation. There are various types of insulation material available in
Malaysia such as fiberglass (rigid), urethane (rigid), Perlite, extruded
polystyrene, urethane, fiberglass-urethane, cellulose, Rock wool and
polystyrene.
Ducted air-conditioning system
Air distribution system would be a
good way in which the cooled air
from the air-conditioning unit can be
distributed uniformly to the rooms or
spaces that need to be cooled. The
main component in an airdistribution
system is duct system.
The duct system carries cold air from
the air-conditioning unit to the
rooms or spaces and carries the
return air back to the air-conditioning
unit for recycling. A properly
designed ducted system can maintain
uniform temperatures throughout
the house efficiently.
Air Handling Unit (AHU)
Air Handling Units (AHU) is a device which is
used to supply and circulate fresh air around
a building, and to remove old dry air as a
part of HVAC. It is usually connected to an air
distribution ductwork. For heating or cooling,
AHU is connected to a boiler or chiller from
which hot or cooled water is received for
heat exchange with incoming air.
Determining the suitable material for
thermal insulation
Polystyrene has the highest energy savings of
92.07% while fiberglass has the lowest energy
savings of 85.54%. Therefore, polystyrene was
selected as the most suitable material for
thermal insulation since it is the most energy
saving option. It can save energy up to 92.07%
with an optimum thickness of 0.139m for a
period of 20 years.
Duct dimensions
The duct dimensions required for the
design of duct system for a doublestorey
terraced house in Malaysia is
shown in table below. Circular ducts
were used for this study because:
Circular ducts are more air-tight than
rectangular ducts.
Installation cost is lower.
Less space is needed for duct system.
Pressure drop is lower in circular duct
system.
Future work
Solar energy is been widely used
in houses in Malaysia and
therefore solar powered airconditioning
system could be an
alternative way of cooling
system. In the future, water can
be used as a refrigerant for this
air distribution design system. In
the future, this design can be
further expanded by designing
ductwork for few houses.
Project summary
This investigation is to find alternative ways of cooling
system which can be used so that it can reduce the
energy demand.
Project Objectives
These alternative ways has to be energy efficient. It
also has to be socially and economically viable.
The alternatives ways of cooling system are as below
• Ducted air conditioning system
• Insulation
• Ways to replace individual small air-conditioners
used in each room/each house by supplying cold
air from a central system to several rooms/several
houses.
Project Conclusion
In this study, the most suitable insulation material
which can be used in houses in Malaysia is
Polystyrene. It has the highest percentage of energy
savings compared to other materials used in this
study. It has an energy savings of 92.07% with an
optimum thickness 0.139m for a period of 20 years.
In a ducted air-conditioning system, a proper duct
size and design is needed to move the right amount
of air to each room/space with less noise. In this
study, the total cooling load required for a doublestorey
terraced house is 5.434 tons (RT). A central air
handling unit (AHU) will be installed in the house and
the cooling air produced in the AHU will be
distributed to various rooms/spaces in the house
through duct. In this study, circular duct was used
instead of rectangular duct.
In conclusion, thermal insulation on walls and ducted
air-conditioning system can reduce the energy
demand and thus achieving the aims of this project.

Mohammad Rizal Suhaini
BEng in Mechanical Engineering
Low Pressure Well Recovery System by Using Waste Gas at Oil Rigs
Tukau and West Lutong Oil Field Location
In Sarawak, the East of Malaysia there are currently 10 offshore blocks held under exploration or have
exploration commitments, including one deepwater block. Oil and gas productions from Sarawak
account for approximately 23% and 52% of the country's total production respectively.
The Sarawak Basin covers a wide area both onshore and offshore the State of Sarawak that has been
divided into several geological provinces, namely the West Baram Delta, Balingian, Central Luconia,
Tinjar, Tatau, West Luconia and SW Luconia and SW Sarawak Provinces. Each one of these provinces is
unique in terms of hydrocarbon playtypes.
Project Supervisor
Abdessalem Bouferrouk
Project summary
Every year abundance amount of waste
natural gas have been released to the
atmosphere by flaring method. The carbon
foot prints of the flared waste gas is one of
the biggest contribution to global warming. In
this thesis, investigation had been done to
capture the waste gas and store into the
depleted reservoir by implementing gas
reinjection method. The captured waste gas
will be use for enhancement oil recovery and
reserve for future use.
4 Column Grid
Type Spec: Calibri 24pt,
Align Left,
(Bold for headings medium for
paragraphs of text). Space for your
research, theory, experiments,
analysis, simulations, pictures,
tables, diagrams, flowcharts, text
The amount of waste gas flared into the atmosphere from Tukau and
West Lutong Field. In 2005, 1.8 million cubic metre of waste gas is
produced per day, in the following years reduced because of slow
productivity and demand. In 2010 the field operator had also reduced
major maintenance work or shutdown and as a result the waste gas was
reduced to 1.1 million cubic metres per day.
Oil Reservoirs are appealing as good
storage sites since they are known
to have geological seal that retained
liquid and gas hydrocarbons for
millions of years. Waste gas
reinjection can serve as an
economical way to dispose of
uneconomical gas production on an
oil reservoir.
Gas lift is used in fields that exhibit heavy oil,
poor permeability and irregular faultiness
such as wax scale build up and heavy
corrosion of tubing. Gas lift method is widely
used in Malaysia oil field EOR due to
simplicity of design and interchangeable gas
lift valves sizes.
According to Petronas Carigali Sdn
Bhd, 70% off all oil wells in the Tukau
and West Lutong Fields require some
form of artificial gas lift, with only a
very few containing enough pressure
for oil to rise to the surface without
stimulation.
4 Column Grid
Type Spec: Calibri 24pt,
Align Left,
(Bold for headings medium for
paragraphs of text). Space for your
research, theory, experiments,
analysis, simulations, pictures,
tables, diagrams, flowcharts, text
Project Objectives
To investigate the technical and economic
feasibility for enhancement oil recovery using
excessive associated natural gas produced
during oil production. Reducing waste gas
flaring and reinjection into depleted reservoir.
Project Conclusion
Excessive natural waste gas capture is suitable
for a small scale oil field which are lacks of
pipelines and surface storage capacity. The
depleted reservoir available in the field are
suitable as a natural storage. As a result the
CAPEX and OPEX can be at minimum. Utilising
the existing oil rig facilities with minimal
modifications for reinjection and increase oil
productivity

Liam Wakefield
BEng Mechanical Engineering
OPTIMISATION OF BLADDER MOULDING TECHNIQUES DURING
COMPOSITE MATERIAL MANUFACTURING
Project Supervisor
Dr David Richardson
Project summary
The purpose of this project was to investigate the
principles and practices of bladder moulding within
the field of composite material manufacturing.
Bladder fundamentals
Bladder moulding is often used for the production
of composite parts. Uniform consolidation is
provided via Pascal’s Law of Fluid Pressure
Transmission, making the method ideal for
producing hollow structures.
The most significant criteria governing bladder
moulding are:
• Mould geometry.
• Drape properties of reinforcing fabric.
• The extent to which the bladder fills the mould
cavity.
Moulds featuring sharp corners will often produce
poor results as surface friction at the mould walls
prevents the bladder from reaching into the
extremities of the mould. Whereas rounded
features will deviate less from the design shape,
creating a much smaller area in which air and
unsupported resin can accumulate.
When reinforcing fabrics with poor
drape/conforming properties are used in
combination with less than ideal mould shapes
weak, unsupported resin areas and pockets of
trapped air form as shown above. Here it is clear the
fabric is bridging the “V” rather than following it.
The solution to this problem is to either use a preforming
tool with a disposable polymer bladder or
create a bladder with a shape tailored to the mould
cavity.
Materials choice and Cost Analysis
Bladder moulding is traditionally performed with
disposable plastic films which are fabricated into
inflatable tubes. These bladders are so thin and
light that they are frequently left inside the part
after manufacture.
Even when removed after use, these bladders are
often irreversibly expanded or degraded by the
resin.
This necessitates making a new bladder for each
new part, greatly increasing the time and expense
involved producing multiple products.
Analysis showed that the accumulation of labour
and material costs makes polyurethane less cost
effective than Latex after 8 or more parts are
produced. Silicone becomes more cost effective
after 18 or more parts are produced.
Latex is one of the more common materials used to
produce reusable bladders, being easier to work
with than silicone and cheaper.
Latex bladders also tend to expand further than
the silicone equivalent. It is for these reasons that
Latex was chosen as the material from which the
prototype bladders would be made
Silicone bladders are not without their uses
however. Silicone is more resistant to chemical
attack from epoxy and vinyl ester resins. It is also
better able to the +180ᵒC temperatures often
employed while curing pre-impregnated materials.
Manufacturing method
Having established the underlying physical
principles governing bladder moulding and
selected a suitable material, the next step was to
ascertain a method of manufacture.
After some poor initial results applying Latex by
hand, the method of dipping a silicone core (a.k.a.
a master) was tried and found to have favourable
results.
It quickly became apparent that any damage or
flaws on the master were transferred in detail to
the bladder. The photograph on the right of a
bladder in testing clearly shows the start of a
“ballooning” fault originating at a point where
gouges in the master were located, near the first
“O” ring.
A second attempt to manufacture a bladder with a
more challenging shape proved much more
successful, owing largely to the master being in
much better condition and not over heating the
liquid Latex during application. This proved the
potential for large, high quality, reusable bladders
to be manufactured through this method.
Specific effort was placed in this project on the
determining a method of manufacture of bespoke
reusable bladders, which could be used to improve
the quality of laminates and the reliability of the
manufacture of said laminates at UWE through
bladder moulding.
Project Objectives
• Research existing bladder moulding techniques
and materials.
• Identify and record faults or problematic
regions/geometries of existing composite moulds.
• Investigate and determine how different design
features affect the effectiveness of bladder
moulding.
• Evaluate the cost benefits of using reusable
bladder materials.
• Investigate and determine a suitable method of
reusable bladder manufacturing for use in UWE’s
workshops.
• Produce, test and evaluate a prototype bladder
manufactured from reusable materials.
Project Conclusions
• Reusable bladders do offer significant cost benefits
over disposable bladders for the production of
multiple composite parts.
• Sharp corners will adversely affect the conformity
of a part produced by bladder moulding if steps
are not taken to form the reinforcing fabric before
the resin is applied or use a bladder specific to the
mould cavity.
• A method of manufacturing bespoke, reusable
bladders was found that is suitable for use in
UWE’s composites workshop

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Karen Li
BEng (Hons) Mechanical Engineering
Project Supervisor
Tushar Dhavale
4D-CT Respiratory Motion Phantom Manufacture
Introduction
Phantoms are medical devices that mimic and simulate a part of a body. The use of phantoms in radiation oncology are used by medical
physicists as a substitute for human tissue. The various types of phantoms used have evolved with time in terms of shape, material ,
mechanism and composition. The purpose of the said phantom is to conduct a quality check and assurance for medical imaging
equipment, such as the 4D-CT.
The investigation being carried out attempts to re-design and develop a respiratory motion phantom; for the benefit and usage to the
NHS radiotherapy team. The final design should be able to meet the list of requirements shown under project objective.
Project summary
The NHS radiotherapy team requires a
respiratory motion phantom that would
enable a quality control check on their 4D-CT
scan, to ensure that the systems are running
as expected.
Lung and Breathing Phantom
The NHS radiotherapy team had design a lung phantom that represents the
outlines of the lung with tumors inside, shown at the right. The lung
phantom would require a drive unit that would enable it to move with
respects to the breathing waveform, shown below. The breathing phantom
also known as the infrared reflectors , are detected and recorded by the
infrared camera that is stationed at the end of the CT table.
Concept Design and Development
There are a variety of stationary
phantoms that could be adjusted and
created to fit the requirements. For
this reason, several concept design
sketches were sketched and have
been redesigned based on the
requirements. Research such as: the
material, manufacture, motor
selection and the cost analysis were
made and checked throughout this
project. Each phantom designed was
made into a CAD file using Solidworks.
Cam Design
A human breathing waveform is a
sinusoidal function. However an
irregular sinusoidal can occur when the
patient is having difficulties breathing,
or s/he were coughing during the
procedure. Two cams were designed to
produce both desired waveforms. These
cams are the drive of the phantom as
they not only move the lung phantom
but will be moving the infrared
reflectors to produce the outcomes
shown on the right.
Modeling Stage and Final Product
With a selected material (acrylic) and a manufacture technique (laser cutter) the first phantom
was created, shown right. In total, three models were produced. Each model was tested and
further developed, based on the end users feedback. Two models proved to be successful in
terms of fulfilling some of the requirements, but unreliable at times due to its assembly. But with
careful precision and recalculation to eliminate the error, the final phantom was made and given
to the NHS radiotherapy team.
2.5
2
1.5
1
0.5
0
2.5
Sinusoidal Cam Waveform
0 20 40 60 80 100 120 140 160 180 200 220 240 260 280 300 320 340 360
2
1.5
1
0.5
0
Angle of the cam (Degree)
Irregular Sinusoidal Cam Waveform
Angle of Cam (Degrees)
Project Objectives:
The main objective is to produce a respiratory motion
phantom and for it to be able to fulfill the list of
requirements conducted by the end users:
- To produce a frequency of a range of 10 – 20
Breathes per Minute (BPM) although 5- 20 BPM
would be desirable.
-Be able to produce a smooth irregular and sinusoidal
breathing waveform.
- Low maintenance and cost to produce.
-The drive unit should be able to move the ‘lung
phantom’
- The CT image should be able to produce clear
definition of the tumor and of its range.
- Produce a platform for the infrared reflectors that
can move in a linear vertical axis whilst having some
ties with the lung phantom.
-An amplitude of up to 2cm in both the breathing
waveform and lung phantom.
Project Conclusion
In conclusion, the calculations made to define
the outcome prove to be a success. The final
phantom was able to achieve the list of
requirements. Compared to some of the
commercialized phantoms, this was by extent
the cheapest to manufacture, and with low
maintenance needed.

Dom Dececio
Mechanical Engineering (MEng)
Project Supervisor
Jason Matthews PhD
Background Research
A variety of previous research studies were
reviewed covering both Additive Layer
Manufacture (ALM) and Bio-Inspired structures.
The biological structures included bamboo, bone,
honeycomb, nautilus shell and spider’s web
Computer Aided Design (CAD)
Ideas were generated following a background
literature review. This resulted in the creation of
CAD models replicating the associated biological
structures.
Bamboo CAD model
Understanding the process limitations of the Additive Layer
Manufacture Process to support the optimisation of Bio-Inspired
structures
Finite Element Analysis (FEA)
FEA was carried out on all of the CAD models to
identify the strongest models under specific
loading conditions.
Bone CAD model under curved face compression
Fused Deposition Modelling (FDM)
The best performing model following an
evaluation was the bone model. This was
produced using the Universities' Fused Deposition
Modeler, where plastic pellets were melted
through a hot nozzle and precisely layered to form
the desired shape.
FDM produced bone model
Physical Testing & Data Analysis
Once the models were physically produced using
FDM it was possible to compression test and
measure the loads taken by the structures
ABS plastic models under compression in UWE lab
Project Summary
An investigation was carried out in order to establish
the effectiveness of producing biologically inspired
structures using Fused Deposition Modelling (FDM). It
was hypothesised that the direction of the deposited
plastic (build orientation) would have a significant
role in the outcome of the part’s mechanical
performance.
Project Objectives
• Observe the state of the art for current biologically
inspired structures.
• Observe the state of the art for Additive Layer
Manufacture (ALM) techniques.
• Study of a range of biological structures for
possible investigation/development.
• Finite Element Analysis (FEA) to evaluate structural
behaviour including torsion, bending and
compression testing.
• 3D CAD modelling of selected structures, followed
by the creation of Fused Deposition Modelling
prototypes.
• Physical compression tests for comparison against
FEA.
• Creating of an evaluation matrix in order to assess
mechanical properties.
Project Conclusion
• The build orientation has played a key role in the
structures mechanical performance.
• The best performing structure was a model based
on animal bone.
• The best performing layer orientation was in fact
axial to the direction of force in both horizontal
and vertical compression testing.
Nautilus shell model
Iso clipping view showing higher stress regions
Graph showing compression test results

Hou Yue Long
BEng Mechanical Engineering
Project Supervisor
Dr. Jason Matthews
Introduction
This project is Constraint-based modelling-application to the conceptual design of an aircraft. A constraint-based methodology which is successfully applied to
a variety of engineering problems from a wide range of disciplines. Initially conceived from investigations of the engineering design process, the methodology
has helped design engineers to identify and understand the initial limitations placed upon a system.
The aircraft conceptual design phase is most important part of the aircraft design process. It is activities are characterized by the definition and comparative
evaluation of numerous alternative design concepts potentially satisfying an initial statement of design requirements.
Aircraft design obviously depends on the reliable calculation of numbers. Actually, this project to design a system only input aircraft passengers and range,
then output all values, such as Max take off, Wing loading or fuselage length. To identify the relationship between all the equation is very important part to
solve this project. Next step to design a programming and use constraint- based modelling to produce full design of civil transport aircraft from output values.
Methodology
A formal methodology is very useful in a project, because it is important to
explain what research methods you used to collect your information. Having
a clear methodology is often deemed important. Clearly outlined directions
and procedures tend to increase consistency, and to create work which can
be repeated elsewhere, which is an important characteristic of rigorous
scientific research.
This project research about Constraint-based modelling-application to the
conceptual design of an aircraft. First, according to the literature, books and
internet to realize aircraft information and Constraint-based modelling
application. Second step try to collect parameter of aircraft, then analysis
these parameter. Third step understanding logic of this project and find out
equations direction and indirection relationship with passengers and range.
Next step, use excel to make a table and try to link the all equations together.
Final step apply Constraint-based modelling to product the aircraft value and
geometry.
Result and graph
Constraint-based modelling-application to the conceptual design of an aircraft
This flow chart is very clearly to show this project
methodology. First of all, need going to collect a lot of
information from literature, books and internet. There
are specific knowledge of the aircraft, including aircraft
materials, structure and the number of passengers and
range. Collection and analysis of data, and to find the
relationship between them. This project main
requirement about just enter passengers and range,
then output aircraft values. So it need to find the
relationship equation with passengers and range.
According to the passengers and range to drive
equation of aircraft. Use Excel to create a table, link the
all equation together, list all parameter and equation.
Follow the excel table logic to design programming.
According to the programming output value use
constraint-based modelling to product aircraft
geometry.
Project summary
1. Understand current state of art constraint- based
modelling.
2. Development a constraint-based design in suffice
environment.
3. Realize aircraft design processes and produce full
design of civil transport aircraft.
Project Objectives
1. Appreciate the overall design process.
2. Have experience in assisting in the development of
aircraft design from constraint- based modelling.
3. Understand the programming logic and apply it in
constraint- based modelling.
Project Conclusion
That realize Constraint is very important to
distinguish the goals of this research from related
work. A lot of applications use constraints in this way
as an efficient expression of a design.
According to the programming output aircraft
values, to construction a aircraft geometry. Use
programming to connect every, two point to
construction one line, find out fist point x, y
coordinate, then find out second x,y coordinate.
Finally construction.
Realize aircraft design processes and produce full
design of civil transport aircraft. Such as maximum
take off weight, fuselage, wing loading and tail
Aircraft design totally three parts 1. conceptual
design 2. preliminary design 3. Detail. Realize another
constraint based modelling programming language.
According find out aircraft equation relation with
passengers and range, to design programming. From
the programming output value to produce full aircraft
geometry. Then application constraint-based
modelling to optimization aircraft.
This programming language is quite similar like C
programming. Same like another programming inputcalculation-output.
Input only two parameters,
numbers of passengers and range. Use the "function"
format to connect every equation, then use output
language to output aircraft values.

William Lovell
Mechanical engineering BEng
Project Supervisor: Jason Mathews
Design and structural analysis of an agricultural trailer chassis
Aims
The aim of this project is to establish a suitable design specification for a medium distance road haulage semi-trailer, design an appropriate chassis using CAD
and to verify the model using finite element analysis.
This model should be capable of further work allowing the designer to go on to optimise the design to save cost and weight.
Top-Down Design
The design approach that will be used for this project is a Top-down
modelling approach, this is due to the chassis itself being designed from
scratch and as yet no standard components being added, once the axles and
other standard parts are added to the assembly a combination of Top-down
modelling and bottom up modelling will be used.
Bottom-up modelling is a good technique for integrating commercial
components into an assembly, where only a few parts linking already existing
parts are unique, for example design brackets to hold a number of
components, where most of the parts are purchased components and
therefore will not change in the design.
The Top-down technique, also known in SolidWorks ad “in-context”, it is used
by designers and engineers when designing from scratch with multiple
unique parts. Also when designing an assembly with the need to make
multiple changes to the a Top-down is preferred. Using the Top-down
approach it is possible to relate parts and parameters. In the case of the
trailer design, basic dimensions will be set out from the design specification
and then from there the parts will be added, this adds flexibility to make any
design changes necessary with ease.
Finite Element analysis
The analysis being carried out on the trailer is to verify the levels of stress
through the part under standard loading conditions, as the trailer is expected
to remain in the elastic domain a linear stress analysis will be used.
If the analysis were undertaken to predict how the part would fail in a nonelastic
range then a non-linear analysis would be used.
The goal for this set of analysis will be to achieve a factor of safety of 4
throughout the trailer. Where this cannot be achieved the strain energy will
be double checked to ensure that the part will not deform elastically.
The visualization above shows stress concentrations in the drawbar area,
during the project this area was reduced using stiffening plates to achieve a
lower value of stress and a more robust design.
Final Design
Below is an image of the final design with trailer bed and axles for
visualization. To fully complete the design axles will need to be specified and
mounting established onto the chassis.
Project summary
This study outlines the body of work
undertaken by the author when designing
and validating the design of a new agricultural
trailer chassis, relevant and applicable to JCB.
It presents a step by step process of design
from determining the design specification to
development and improvements of the
model.
Project Objectives
To achieve the above aim, the following
objectives need to be investigated
• Understand the basic laws governing trailer
design
• Understand the typical application for the
trailer
• Produce a full design specification for the
trailer
• Design the trailer chassis in Solid Works
• Complete a comprehensive structural
analysis of the chassis using dynamic loading
conditions with FEA
• Make the necessary changes and
improvements to the chassis
Project Conclusion
The project achieved Its key objectives and
has resulted in a good basic chassis design,
from here axles must be selected and then
mounting and more stress analysis must be
carried out. Also Weld stresses should be
analysed and verified further .

Thamer Alanezi
Mechanical Engineering (Beng)
Project Supervisor
Dr Abdessalem Bouferrouk
Design of a Vertical Axis Wind Turbine for Urban Use
Project summary
How did mankind notice wind? Is it because of its impact on agriculture or the way it carries clouds and changes the weather?
In this report a study of different air foils, power outputs and a design of a 3 straight shaped Blade Darrieus vertical axis wind turbine
(VAWT) for house use in urban areas. The design was carried out using QBlade, Workbench and Fluent solver to establish a comparison
for air foil parameters and ratios. Results of different air foils behaviour against angle of attack and a discussion of how different angles
affect a specific air foil were presented.
Project Objectives
The reason behind this project is to design a
computational fluid mechanics (CFD) model
using ANSYS software and compare computer
generated results to the theoretical ones.
The purpose of this project is to provide a
clear study of the vertical axis wind turbine.
This project aims to explain how vertical axis
wind turbine behaves and its durability when
tested under different wind conditions.
Investigating the components of the vertical
axis wind turbine (VAWT) may improve the
structure, lower structural weaknesses and
increase the power output of the system.
Figures
Figures Show 3D visualisation of
blades connected to the rotor,
airfoil, pressure distribution on air
foil NACA 0018, velocity on air
foil NACA 0018 and Qblade view
of air foil NACA 0018 at 15˚
angle of attack with respect to
changing value of power
coefficient.
Installation Location
Met Office maps of wind speed
average shows that the North West
coast of Scotland, northern Welsh
Bangor area and Cairngorms
National Park Mountains have the
highest values of data collected
between 1981 and 2010.
Previously mentioned areas have a
wind speed average that ranges
from 15 knots to even higher than
25 knots. That range equals to 7.7
m/s to higher than 13 m/s.
Project Conclusion
To sum up, QBlade software was facing crashes
during analysis operations several times. That led to
an introduction to the basic charts of lift-drag
coefficients. Further work was curried using ANSYS
Workbench modules of geometry, design modeller,
mesh, fluent and results. Meshing module step was
carried successfully for both NACA 0012 and NACA
0018 air foils. The only problem stoped the
investigation of the air foil NACA 0012 was that the
Fluent solver continued iterations infinitely which
terminated any further study of the sample. The
VAWT design process relied on the selection of air foil
NACA 0018 after looking at the analytical results
maintained by both QBlade charts and Fluent results.
Location of installation varies depending on many
conditions but the report provided recommendations
for several locations arranged by preference and wind
speed. That decision was made to give the chance for
comparison as final decision cannot be made until
further contact with the related authorities.
Generator choice was made after careful calculations
for the ability and requirements of the design.

Toby Renton
Mechanical Engineering
Project Supervisor
Dr Aruna Palipana
CFD and Experimental Analysis of Air Jets and Air Sheets and Design
Enhancements to Reduce Turbulent Separation
Introduction
Linear nozzles are widely used in various areas in the modern engineering
world; they are extensively useful in industry primarily in deposition devises,
e.g. printers, film application, dusters. This technology has recently been
applied to the personal hygiene sector, applications including highly effective
hand driers. In these devices the flows are described as air blades or air
sheets, suggesting that the flow is a continuous thin filament of air. Over
short distances the flow is expected to remain compact, though
experimental data provides proof that over large distances the jet expands .
This investigation aims to use theoretical and CFD modelling techniques to
design an optimized nozzle structure which will reduce jet expansion over
distance.
Procedure
The design procedure was broken up into two distinct stages:
Phase 1) all aspects of the nozzle geometry will be studied to model their effects
upon the flow emitted, these will continuously be compared back to a base case
to provide evidence of their positive or negative flow construction
characteristics. The aspects investigated in Phase 1 include; the external shape,
internal structure shape, internal structure size and internal structure location.
Once this is completed a basic nozzle design will be acquired.
Phase 2) the nozzle design derived from Phase 1 will be taken as the Phase 2
base case minor tweaks to the general geometry will be made to model the
impact and those tweaks which are effective will be implemented in the final
design.
Practical Analysis
Two experimental procedures were performed to understand the
air sheet structure emitted from a real linear nozzle .
- Pitot tube analysis gave defined for the flow centreline velocity
decay with relation to the axial distance away from the nozzle
outlet.
- Tuft analysis is a flow visualisation technique which means it
does not provide real flow values, it is a method of visualising
the flow direction across the jet profile.
The results of these two experiments could then be used in
conjunction to produce an experimental jet profile plot which
would be comparable to CFD vector plots.
Project summary
A computational fluid dynamics investigation was
undertaken to study the effects of nozzle design upon
the turbulent separation of nozzle emitted air jets
and to assess whether there were better potential
designs to increase the focus. Computerised Fluid
Dynamics (CFD) simulation models results, which
were deemed more reliable than the experimental
results, demonstrated that based upon exit
velocities some distance from the nozzle the flow
shape could be focussed by the insertion of a
hemispherical shape into the nozzle itself with the
best focusing performance generated from the use of
a tear-drop shape. Whilst more work is required to
properly validate the conclusions the results suggest
a more effective nozzle design may be achievable
which could have industrial significance.
Project Conclusion
The study concluded that:
1) CFD simulation predicted flow characteristics
reasonably well, but that there were divergences
between experimental and simulated CFD results.
There were shortcomings in both methods and
overall more faith was put in the simulated CFD
results.
2) From the simulated CFD results the insertion of a
tear drop shape in the nozzle throat had the effect
of focussing the flow, increasing velocity and
reducing air sheet separation. An optimal nozzle
design for reduced turbulent separation is
proposed.
3) More work is required to better match the
experimental results to CFD simulated results and
only when there is a convergence between the
methodologies can confidence be placed on the
conclusion that the proposed optimal nozzle design
will have better flow focusing characteristics.
4) If subsequent work proves the assertion that flow
can be focussed under the proposed nozzle design
then this could have significant benefits in the
industrial sectors which utilise nozzles that benefit
from accurate focussed emission jets.

Samuel Wort
BEng (Hons) Mechanical Engineering
Project Supervisor
Dr Ben Drew
Vibration Fixture Design for ‘Bookend’ Style Fixtures
Vibration Fixture
The purpose of a vibration fixture is to act to as an interface between a shaker
and a sample being tested. An ideal vibration fixture would have no resonant
frequencies, within the frequency spectrum of the test being conducted.
However this rarely achievable with large fixtures or tests carried to 2000Hz.
Existing Fixture
Using modal analysis, FEA and theoretical calculations the existing bookend
fixture was calculated as having a fundamental resonant frequency between
121Hz and 127Hz.
New Design of Fixture
The data obtained from analysing the existing fixture was used as a
benchmark to design a new fixture. The proposed final design would be of a
cast and machined magnesium construction and have an estimated overall
mass of 271kg. Which would allow test levels up to 19g n, to be carried out
with a sample mass of 50kg, using PARC’s 964 shaker system.
By carrying out FEA and theoretical calculations, it is envisaged that this
fixture design would have a resonant frequency in the 450Hz to 500Hz region
and a resonance in the 400Hz to 450Hz region with a 50kg sample attached.
Analysis Original Fixture Proposed Design
Modal 127.03Hz -
Calculated 123.47Hz 492.12Hz
FEA 121.77Hz 475.85Hz
Project summary
Based on current user experience, Product
Assessment and Reliability Centre’s large bookend
fixture has a fundamental (first) resonant frequency
of 100 – 150Hz, even as low as 30Hz under certain
conditions. Using theoretical calculations, simulation
and analysis of the existing fixture. A new fixture has
been designed which increases the fundamental
frequency above 450Hz.
Project Objectives
As no analysis of the existing fixture had been made
one of the first aims was to understand the dynamic
behaviour of the existing fixture. This was carried out
using calculations, model analysis and FEA. The FEA
carried out has allowed a judgment to be made as to
the viability of using FEA in fixture design.
The 2 nd aim was to re-design the existing fixture
which is referred to as bookend fixture or L-type
fixture, without affecting the overall size of the face
plate (0.815m x 0.77m). The outcome of this aim is a
concept design that could be put into manufacture
when the need arises, that will have a significantly
higher fundamental resonant frequency. The ideal
scenario would be to have a fundamental frequency
in excess of 500Hz.
Project Conclusion
It was determined that the existing fixture has a
resonance below 150Hz with FEA and theoretical
calculations reinforcing this. By designing a fixture
which is made from cast magnesium it is anticipated
that a bookend fixture of this size and style would
have resonance frequency in 450Hz to 500Hz range.
Yet the ideal approach to vibration fixture design is to
design an unique fixture for every sample tested. As
this can take into account sample mass, test levels
and frequency range. However this approach is often
cost prohibitive.

Sean Christoph Gordon
BEng Mechanical Engineering
Project Supervisor
Dr Appolinaire C. Etoundi
Automated Exoskeleton Arm System
Introduction
Stroke is the most common cause of severe disabilities in the
developed world. Over 1/3 of stroke victims sustain long-term
moderate to severe disabilities including motor limitation in the
extremities with hand function often impaired following stroke and
only 14% of stroke survivors recover full sensory motor function in the
arm.
Design Aspects Chosen Option Reason
Body Off-the-shelf design (anglepoise lamp) Simple, readily available, less time
spent on designing the body and more
on the core system.
Spring System None Provided in the option chosen for the
Body criterion.
Actuation System Servomotor (miniscule version) Not too bulky, very cheap, easy to
interface.
Detection System Strain Gauges Easy to use, testing rig available in
laboratory, cheap.
Microprocessor Arduino (Uno) Simple, basic, cheap.
Evaluation
The potentiometer served as the stand-in for the strain gauge due to resource
limitations. The LCD that was linked to the potentiometer would, in actual
fact, be linked to the strain gauge but would function in the same way. The
motor used was not as strong or large as it should have been (again, limited
due to resource) to accommodate for a bigger weight and size however, the
connections would remain the same regardless. An increase in power output
may be necessary to power such a motor which has been proven that it can be
done with the Arduino Uno
Through the calculations and the feasibility of the
system, the data transfer that occurred can be
interpreted with a good degree of reliability. For
example, if a load of 150g was applied to the arm of
the patient, the strain gauge would read 56µε which
would equal a value of around 4.3V. This value would
be sent to Arduino (which would be displayed on the
LCD screen) and the motor would move by around
60°. The arm would be raised by the same amount
and thus, the weight would have been lifted up. The
same applies for situations where the arm flexes to
equate a weightage of 150g.
Theoretical Data
25
20
15
10
5
0
Comparison between Different Theoretical Data Entries for 50kg Body Weight
0 15 30 45 60 90
Angle of Arm from Vertical (degrees)
Weight (g) Distance Moved (degrees) Voltage (V) 10-bit code
105 8 3 590
112 16 3.2 629
120 24 3.4 668
125 32 3.6 707
132 40 3.8 746
140 48 4 785
145 56 4.2 824
153 64 4.4 863
162 72 4.6 902
169 80 4.8 941
175 88 5 980
Torque (Nm)
Energy (J)
Power (W)
The theoretical calculations made further
enhances the data that would be gathered for
such a situation. If the patient weighs 50kg and
has the average arm length of 0.4m, the torque
produced by his/her arm to move by 60° would
be 9.05Nm. Subsequently, the energy produced
would equate to 8.98J and the power value
would be 3.16W. Compiling all the information
would allow the physiotherapist to prescribe
more suitable exercises and monitor recovery
rate.
Project summary
Using exoskeletons for therapy for stroke patients is
not a new concept. However, most exoskeletons
make use of a controller and are usually specifically
controlled by the doctors rather than the patients.
Having an automated system for these exoskeletons
would allow the patients more independency from
the doctors to help promote a healthier form of
recovery.
Project Objectives
The system would connect the biceps of the arm to a
motor that would drive the arm. The project is aimed
towards stroke patients who possess at least partial
motor control in their arm. Attaching a strain gauge
to the arm would mean that for any change in strain,
the strain gauge would read that value and translate
it into a motor movement by means of a
microprocessor. This would allow the patient to drive
their arm by means of just wanting to move their
arm.
Project Conclusion
The automated system was built, tested and proved
that it can work. Though actual skin-mounted strain
gauges were not used, the feasibility of the system
was still proved nevertheless. The theoretical
calculations made would allow for the system to
successfully predict the force, torque, energy and
power of the arm with variability in the weight and
position of the arm, in any combination whatsoever.

Introduction
Stephen Callan
BEng Mechanical Engineering
The Comparison between the effectiveness of Retrofit enhancements
and Energy Management on large buildings to that of smaller
commercial offices and retail units.
The investigation aims to determine whether retrofits to improve the energy efficiency of buildings are effective and to what extent. To
do this the author will apply various energy efficient techniques and low carbon and renewable technologies to two case studies; one
model will be of a smaller dwelling or office, the other a large or commercial building such as a hospital. This will lead to a direct
comparison of energy savings for the two buildings whilst also looking at the economic and social implications of the changes.
What is Retrofitting?
Retrofitting a building or green retrofit is a
term used when describing the renovation or
modernisation of an existing building, when
said renovations are aimed at improving the
buildings overall efficiency and in doing so
lowering its carbon footprint. Retrofits can be
applied to all types of buildings from the
common household to hospitals. The are many
different techniques that can be used to lower
a buildings energy efficiency, these can be as
simple as switching to LED light bulbs or more
complex solutions such as using photovoltaic
cells or installing heat pumps. These
techniques will be explored in more detail later
in the report.
Model of Small Domestic Dwelling
Instead of using a small commercial building it
was decided that using a rural domestic dwelling
would be more suitable for this investigation.
This would mean that the two compared models
would be at complete opposite ends of the
property scale, not only in terms of size but also
in terms of use and investment potential.
The Dwelling would have its airtightness
improved, a new boiler installed and upgraded
fabric. The would also be a test simulation to see
how effective Photovoltaic Cells and 2kW roof
mounted wind turbine would work.
Model Of Large Building: N-Block
For the Large building model. It was decided that
the best option was to go with one of the university
buildings, known as N-Block. N-block was chosen
due to it being one of the largest options available,
readily available drawings and building information
to model from and was familiar to the author which
would aid in giving an accurate representation of
the building.
The retrofit of this model would benefit from the
installation of ground source heat pumps,
Photovoltaic Cells , a 6kW wind turbine, improved
fabric and an increase in airtightness.
Project Supervisor
Dr. Aruna Palipana
Project summary
The investigation aims to determine whether
retrofits to improve the energy efficiency of
buildings are effective and to what extent.
Project Objectives
• Investigate the effectiveness of retrofitting
buildings in comparison to their size.
• Learn how to use the modelling and
simulations techniques in Integrated
Environmental Solution – Virtual
Environment (IES-VE).
• Secondary aims involve looking into the
economic implications (Initial costs and
savings over time), time constraints, social
impacts and whether or not demolition
and redeveloping the building is a
better/realistic option.
Project Conclusion
In conclusion, the size and type of building
does effect what can and cannot be done in
terms of retrofitting buildings. The biggest
lesson learnt during the investigation is that
each retrofit project is different due to
investment costs associated with different
sized buildings. The most effective treatment
for small buildings is to increase thermal
efficiency through fabric changes and
airtightness. Whilst larger buildings benefit
more from improvements made to their
heating and cooling systems. This said every
building is different and should be treated as
an individual project and planned accordingly.

Rodrigo Bulhões Ribeiro de Sá Dias
BEng Mechanical Engineering
Design and project of a rack for aircraft tyres storage
Introduction
During many years, the desire of fly was just a dream for
humanity. One of the most important invention ever is the
aircraft. Today, thousands of flights are conducted around
the world and it became the easiest way to go from one
place to another. Maybe the most critical item in an
aircraft in terms of security are the tyres .Tyres are critical
items for safety because, in addition to supporting the
weight of the aircraft on the ground, should absorb much
of the shock of the aircraft on the runway, in landing,
acceleration, sudden decelerations and large temperature
variations. At high altitudes, temperatures support can
reach 55 degrees below zero, at high altitude, while
withstand temperatures more than 80 degrees above zero
during landing or over 100 degrees in a rejected take-off
(RTO - Reject Take-off). Therefore, tyres need to be very
well inspected and stored.
Tyres damage and storage
The storage of tyres is the focus of this work. The
organization and the logistic handling with tyres is as
important as the design of the rack and the others
related equipment. The more well maintained the
storage site and the surrounding are, the more easily is
to guarantee a good condition of tyres. New or
retreated tyres and tubes should be stored in dry place,
cool and without direct sunlight. Temperatures should
be between 32°F (0°C) and 85°F (30°C). Fluorescent
lights, electric motors, electric welding equipment,
battery chargers, electric generators and similar should
be taken away from tyre because these equipment
create ozone and it has a bad effect on rubber. Another
deteriorating effect on rubber is the contact with oil,
gasoline, jet fuel, hydraulic fluids or similar
hydrocarbons. A special attention should be taken for
not lay tyres on floor in which these contaminants can
be in contact
For storage aircrafts, it is important to protect the tyres
with metallic covers and move the plane often, to avoid
the "flattening" of the tread.
The project
It was designed two types of racks, each one for a
range of tyres. The idea was to create a concept that
could store 4 tyres, but two more structures can be
stacked, totalizing 12 wheels.
To the structural analysis, just the largest rack was
considered. This was the critical situation
because in this case the structure is subject to
higher pressures and it supports more weight.
Once the structure was dimensioned with profiles
of 30x40x2mm in the most critical area and with
profiles of 30x30x2mm in the trusses, the
boundary conditions for the analysis can be
determined. The figure below shows the stress
distribution considering stacked racks and
diagonal trusses.
The same analysis was done with the same
type of rack but using vertical trusses
instead of diagonal trusses to investigate
which design is more reliable.
Maximum stress in this new structure was
3.567 × 10 7 N/m², which results in a security
factor of approximately 9.8, and it allows to
reduce the thickness of the profiles.
Furthermore, taking in account the
deformations, the maximum displacement
was 0.382 mm, about 10 times lower than
using diagonal trusses. Therefore, the results
were very satisfactory.
Traceability
To help in documentation and tyre traceability,
it was developed a computer program to be
utilized by the employers responsible to
maintenance and transport of the tyres. . The
program was developed in Python and it
allows to follow operations such as removal,
storage and database of the tires just typing
the tyre serial number.
Project Supervisor
Tushar Dhavale
Project summary
An investigation has been accomplished to develop a
new alternative of a rack to store aircrafts wheels.
This new design is necessary because there are some
problems related to lay tyres on floor during too
many time causing distortion and damage. Therefore,
what is propose in this work is a rack where the tyre
lay on rolls that are rotated by a drill or a crank.
Traceability is another important point and it is
purposed to use a Python programming and a
raspberry pi device. This allows the mechanic or
another responsible, to know where the tyre is as
well in which rack it is and all the details about
inspection.
Project Objectives
The main aim of this project is to develop a new
design of rack to store aircraft tyres. It will be
achieved through the realization of several subaims.
Some of them are itemised below.
1. Study all available literature concerning to
tyres characteristics, since manufacturing until
storage and maintenance.
2. Build a 3D model of the rack and calculate the
specifications of the design components.
3. Simulate different designs to choose the most
reliable and analyse stress and deformation.
4. Programing the traceability system.
Project Conclusion
A new design of a rack to store tyres was developed.
Each one of the aims were achieved to project the
system. The rack structure was analysed using the
SolidWorks tool and it is secure for the loads applied.
The first structure, with the diagonal truss, has
greater value of deformation when compared with
the second structure. Therefore, this project was
successfully in terms of the designs, and the selection
of the components. The reduction system is what
makes possible to turn the tyres using a drill or a
crank. It is not necessary to do this using human force
and this represents comfort to the operator and more
security, reducing accidents. The traceability
development is another achievement of this project.
It is a simple, low cost and efficient system that
allows organization and a better management.

Loh Zhe Han
MENG Mechanical Engineering
Project Supervisor
Dr Tushar Dhavale
Seeds Material Handling
Background
Seed tapes are a pre-sown product that is made
of two layers of very thin paper attached together,
holding rows of seeds in between.
The method of seed transportation needs to be
able to evenly distribute seeds in neat rows, and
for the seeds to be roughly equidistant from each
other within the same row.
Seeds come in all shapes and sizes, often
demonstrate poor flow characteristics, and are
difficult to handle.
Vibrating Feeder Design
An adaptation of the linear vibratory feeder was
designed for the investigation. One speaker would
be used to drive the platform along the x-axis, and
two speakers would drive the platform along the
y-axis. The speakers are essentially actuators or
pistons that rapidly move the platform in their
respective directions. By controlling the phase
shift, the direction of the platform’s movement
can be regulated.
Time (s)
Test Results
The speakers are connected to an amplifier, and
their amplitudes are controlled by the “Volume”
control.
Firstly, tests were performed to measure the phase
shift at which the seeds flowed the best. A good
indicator of the quality of feeding is the difference
in time for the first and last seeds to travel the
entirety of the platform. A small time difference
demonstrates good feeding characteristics
because it means the body of seeds is travelling
relatively uniformly. The most appropriate phase
shift was found to be 270 degrees, at which the
platform is making an anti-clockwise circular
motion.
80
70
60
50
40
30
20
10
Frequency (Vol. 4-10)
Project summary
The project is based on the method of
transportation and placement of seeds in the
manufacturing process of seed tapes.
An investigation was conducted to explore
alternative methods utilizing technologies
from different fields of engineering to
improve the process.
A transportation system is then designed and
analysed.
Project Objectives
The vibrating feeder was proposed as a
solution to the seed transportation problem.
The aims of the investigation are:
• Design and assemble a prototype vibrating
feeder
• Verify the performance capabilities of a
vibrating feeder to transport seeds
• Experimentally establish the relationship
between frequency, amplitude, and phase
shift for a uniform feed rate
Linear vibratory feeders, such as the one pictured
above, use an electromagnetic drive to excite the
system. Vibratory feeders are used in food
engineering to transport bulk material that often
do not flow well. It is also used in other industries
to transport ores, coal, aggregate, sand, powders,
etc.
Vibrating feeders employ pulsating current to
operate. When this current passes through, the
armature is pulled, and the transmitted force
vibrates the tray. Magnetic attraction between
the electromagnet and the armature occurs when
current is allowed to flow, at which the trough
and vibrator unit are then attracted to each other.
The power input to the speakers control the
amplitudes of the vibrations. The speakers’ setup
is better for an experimental system and proof-ofconcept,
as it allows quick tweaking and
adjustments. It also allows the platform to be have
different directions of motion. The
electromagnetic drive is only capable of motions in
one dimension, whereas the speakers can move
the platform in oval and circular paths as well.
0
7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22
Frequency (Hz)
Vol. 4 (First seed) Vol. 4 (overall) Vol. 5 (first seed) Vol. 5 (overall)
Vol. 6 (first seed) Vol. 6 (overall) Vol. 7 (first seed) Vol. 7 (overall)
Vol. 8 (first seed) Vol.8 (overall) Vol. 9 (first seed) Vol. 9 (overall)
Vol. 10 (first seed) Vol. 10 (overall)
The test to determine the best frequency for the
platform to vibrate at was performed at a range of
“volumes”, to observe the performance of
different frequencies at a range of amplitudes of
the platform’s motion. From observances, the
platform fed the seeds most uniformly at 19 Hz,
“Volume” 5, with the lowest time difference
percentage of 37.8% (the average ∆T% is 65.7%).
The tests were first performed with basil seeds.
Sweet pepper seeds and giant sunflower seeds
were also tested on later, at the found optimal
settings. They also flowed well.
Project Conclusion
A prototype that utilises two directions of
excitation in the vibrating system was
designed. A variety of seeds were used as test
samples, and the system successfully
transported each type of seed.
Experimentation showed that a low
frequency, high deflection vibration system
was the most effective system to transport
seeds in a controlled manner.
The vibrating feeder was a successful proofof-concept,
and could be considered for
implementation in industry.

William Parry
Mechanical Engineering MEng
Project Supervisor
Dr Aruna Palipana
Environmental Impact of City Traffic Problems and Low Cost Solutions to
Such Problems
Introduction
There are many problems with the UK road network causing reduced traffic flow, congestion and higher emissions, with government and councils proposing
solutions which could cost the tax payer money and take finances away from other important parts of UK public services. This project propose low cost
solutions to such problems and also the environmental benefit of these solutions.
Project summary
Finding methods of improving current traffic
systems
Station road left turn to Filton Avenue, Filton
This left turn was analysed and it was found that there was a high demand
for the left turning however, there was a unnecessary stationary traffic that
could compromise air quality and reduce traffic flow. A left filter was
proposed as it would be possible to allow this traffic to flow for a majority of
the traffic light sequence. An increase in length for the designated left lane
and the relocation of a bus stop were also suggested to improve traffic flow.
Cyclists impact on traffic flow
To show the effect cyclist have on
traffic flow an experiment was
planned to find the average speed
of vehicles with and without
bicycles in front of the vehicles. A
50m length of road was used and
timings were taken to find the
speeds. The average delay caused
by the cyclists was found to be
3.350 seconds.
1
2
Using the average speeds for both
with and without bicycles it was
possible to find the corresponding
emissions at these speeds in grams
per kilometers (this was for a
specified light duty vehicle). This
was divided by the length used in
the experiment and the extra mass
of CO2, produced by the vehicle,
caused by the cyclist was found.
Addition of filter
light
Relocation of bus
stop
Increase
lane
length
It was found that on average, over
the 50m, that 2 grams of extra CO2
were produced when following a
cyclist. This is a relatively low value
however with Bristol having a large
number of cyclists it is important to
look at this on a larger scale. This
experiment showed the importance
of cycle lanes being used correctly.
Project Objectives
Evaluating problem traffic locations and
aiming to improve traffic flow and air quality
Project Conclusion
Over the course of the project, many problem
locations around north Bristol were looked
into. This meant that in the entirety of Brisotl
the number of problem locations would
surely increase. The cost of changing all these
areas may come to a large amount. Maybe
changes to the entire road network and driver
behavior (like the speed limit reduction) could
provide more large scale cost effective
benefits.
Reduced speed limits effect on traffic flow
Over the past year many areas of roads in Bristol
have lowered there speed limits 20 mph. This
scheme aims to encourage transport via walking
cycling and public transport. There is also evidence
to support the theory that city traffic travels more
efficiently when travelling at 20mph.
Approximate date that large 20 mph
sign were painted on the road surface
If traffic is theoretically flowing better then there
should be a decrease in NO2. Data for NO2 levels
over the past three years was studied and it was
noted that after the introduction of road signs
there was lower than average levels of NO2. This
provides evidence that this change may increase
traffic flow. However, this decrease in NO2 was
seen recently and more research is needed.

Thomas Ward
MEng Mechanical Engineering
Project Supervisor
Rohitha Weerasinghe
Drivetrain Development of an Electric Formula Student Vehicle
Introduction
The project compares different types of
drivetrain used through motorsport to find an
optimal solution for an electric formula student
vehicle. The vehicle will be entered into the
2016 championships at Silverstone by the UWE
formula student team.
Formula Student
The Formula Student championship brings
together teams from across the world to
compete in dynamic and static motorsport
events. The event originated in America as the
Formula SAE championship before commencing
annually in the UK in 1998.
The teams are challenged to build a single seat
race car, and are judged on aspects of the
vehicles design and performance. Judges award
marks for vehicle cost efficiency, ingenious
engineering solutions, business presentations
and thoroughness of designs, the cars also
compete in acceleration, handling and
endurance events. It gives students the
opportunity to learn a wide variety of skills from
a real, tangible project.
The cars are of an open-wheeled ‘formula’ style,
built to meet a set of rules defined by the
Institute of Mechanical Engineers.
The teams build their cars during the academic
year, before competing in the summer each
year. New cars must be built each year, with a
new chassis at least every two years.
Going Electric
The team plan to complete with an electric
vehicle from 2016 due to how the current
ruleset is, it is possible to build an electric car
with higher performance than the petrol
powered entrants. This involves a complete
redesign including research into new motors
and drivetrain systems.
The Motors
The car will use four motors, one contained
within each wheel hub to drive the car. They
should provide the equivalent of around
100bhp, and make the car capable of reaching
100kmph in under 3.5seconds.
The team will custom make the motor casings,
shafts and cooling systems, to integrate with
the drivetrain.
The Gearbox
A reduction gearbox will also be contained
within each wheel. To create an extremely
compact and lightweight system an epicyclic
gear solution was chosen. This has been the
most complex part of the system to design,
involving creating a intricate analytical
simulation of the system to model the
dimensions and stresses.
The final CAD model of the system shown above.
It is made up of the cars upright, motor, and
epicyclic gearbox. The parts are all intended for
manufacture during the next academic year.
The gearbox was also 3D printed to check its
functionality and help describe how an epicyclic
gearbox functions.
In this arrangement the motor is connected to
the central gear and the outside turns the
wheels of the car.
Project summary
The project is to research, design and build a vehicle
drivetrain. The drivetrain is intended to be used in an
electric vehicle (EV) bespoke made by students at the
University of The West of England (UWE) for use in
the Formula Student championship. It is intended for
the university’s first electric powered entry involving
a radically different drivetrain to previous cars. The
project contains research into different drivetrain
options, and a comparison of their advantages and
disadvantages. These comparisons will help the
decision making process with respect to the choice of
design, but other factors such as the offers of
sponsorship in components may also be taken into
account. Over the course of the study the drivetrain
will be developed and optimised to suit the needs of
the vehicle. The report will go on to look more
thoroughly at a possible final design for the project.
Project Objectives
To design a drivetrain system which conforms to the
latest Formula Student rules and regulations, and
must work with the overall design of the vehicle. It
must be lightweight, and provide the best possible
performance when built within the timeframe and
budget limitations of the UWE Formula Student team.
Project Conclusion
The project has culminated in a successful design to
be used in a Class 2 entry to the formula student
championship this July (2015).
The project will continue next year in a masters
thesis, and be built for use on a car next year.

Richard Burr
Meng Mechanical Engineering q q q q q q
q 0
Project Supervisor
Rui Cardoso
To Assess and Compare Mechanical Presses and Hydraulic Presses
Introduction
Presses are used to deform a material so that a
different geometry can be obtained from the
original. A forming press works by applying
pressure to a material to flatten, form, draw,
pierce, trim or blank that material. This is
performed by a ‘ram or slide’ which closes with a
bed. Attached to the ram and bed are the two
different parts of a press tool known as a die. The
upper member of the die is attached to the ram
and is driven by the press into the lower half of
the die which is attached to the bed. The die is
used to shape the material into the part that is
required.
Presses can be used to form a wide range of
products from sheet metal such as cooking pots,
car doors and car bonnets to cutlery and even
coins. Press forming is widely used in many
industries as it can produce quality parts almost
continuously enabling mass production of
products. Different types of presses include the
mechanical press, hydraulic press and the
pneumatic press. The name of the press comes
from the drive component of the press.
Forming Processes
There are different metal forming operations
which can be conducted with a press these include
cutting, bending, forging and deep drawing. At the
moment most presses are designed for one of
these processes as the requirements for each
process differ. One of the differences is the
kinematic requirements for each process such as
the ram velocity, accezleration and the ability to
apply the load along the whole stroke
Mechanical Press
The main factor in a mechanical presses
mechanism is changing the rotary motion of the
motor into the linear motion of the slide. Another
is the length of stroke. It is about balancing these
factors while keeping the size of the mechanism to
a minimum so that the machine is as compact as
possible. There are several different types of
mechanical presses these include the crank,
knuckle joint.
Slider Crank
The slider crank mechanism is one of the most
common mechanical drive systems for a press
because of its relatively simple design. Its slide
motion is the one of the most important factors in
its selection and how changing parameters affect
this
Vertical Displacement (m)
Slider Position From Top of Storke (m)
Knuckle Joint Press
The knuckle joint mechanism has a motion path
different to the slider crank when compared with
the slider crank and this makes it more suitable to
other forming operations
1.4
1.35
1.3
1.25
1.2
1.15
1.1
2.5
2
1.5
1
0.5
0
Position of Slider With Respect to the Crank Angle For Differing
Length Ratios Of Crank to Connecting Rod For A Non-Eccentric
Configuration
0 50 100 150 200 250 300 350 400
Angle of Crank (degrees)
Knuckle Mechansim Velcoity of Slide for a Changing Crank Angle
Displacement
Velocity
-0.2
0 50 100 150 200 250 300 350 400
Crank Angle (Degrees)
Ratio 1:1.25
Ratio 1:1.5
Ratio 1:1.75
Ratio 1:2
Ratio 1:3
Ratio 1:4
Ratio 1:5
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
Velocity (m/s)
Hydraulic Press
A simple hydraulic press has a piston in a cylinder
with an incompressible fluid both above and
below. The pressure is changed both in the top
and bottom of the cylinder to move the cylinder
up and down. This piston interns drives the ram
up and down (Anon, 1999). The pressure is
controlled through a system of valves, such as the
pressure relief valves, which both release and hold
the pressure where it is desired along the stroke.
To utilize the basic principle of the hydraulics and
ensure that the system will be able to achieve the
desired aims of the process it is being designed for,
the hydraulic circuit is built. This hydraulic circuit
generally contains several different components.
These include the cylinder, hydraulic fluid,
reservoir, pumps, valves and pipes.
There are different setups that can be used to
create characteristics for the cylinder which is the
hydraulic component that actually moves the ram.
One form of hydraulic circuit that could be used is
shown below.
Project summary
Presses are used in a variety of process to produce a
range of products. There are many different types of
presses including the mechanical and hydraulic press.
Both these machines have the same basic function to
produce a part from a work piece. This report looks
into the advantages and limitations of both the
mechanical and hydraulic press both against each
other and in respect to the process they are being
used to perform. This shall be first discussed in
general terms looking at the different processes they
can complete and the way in which they do. Then
using a given set of parameters such as load and size
shall be used to see which machine will be the most
suitable for these given parameters.
Project Objectives
The predominant aim of this report is to compare the
mechanical and hydraulic press doing this by
modelling different drive systems for each. Linked to
this aim is to look at how some individual
components can be altered to either improve or
change the attributes of these components. Another
aim is to look into which presses can be used for
different manufacturing processes. Looking into what
limits them in terms of what it can be used for.
Project Conclusion
Having modeled the different presses and applied these
models to the given parameters the hydraulic press was
the most appropriate choice. However the models could
have been more detailed to give a better reference point
for the conclusion taken. Although the predominant
finding was that although the hydraulic press was the
most suitable choice for the parameters the choice of
press changes depending on the parameters chosen.
Although a servo press could be the happy medium
between the mechanical and hydraulic as it utilises the
advantages of both

SAMUEL OLAKOYEJO AGORO
MENG Mechanical Engineering
ANALYSIS, MANUFACTURING STRATEGY AND DESIGN OF SEED’S
MANUFACTURING PROCESS
PROJECT SUPERVISOR
DR TUSHAR DHAVALE & MR SAM MILLINGTON
INTRODUCTION
This project is in collaboration with Seed
Developments Ltd. Seed produces biodegradable
seed tapes and pre-sown associated products, to
help their customers’ plant crops quick, fun and
easily. The seed tape is sandwiched with
biodegradable paper with a line of seed in the
middle, with an easy detachable cross section that
separate the seed tape into a straight line. The tape
biodegrades after it has been buried in soil, leaving
the seed to grown as the user laid it out. Seed
Development supplies seeds to large companies
and distributors across the globe, and also
specialises in supplying bespoke promotional seed
products for brands such as McDonalds and much
more.
This project continues from the initial problem (Part
A), which was to develop the Thumper (pressing
machine) by making it work efficient and removing
unnecessary change up time and extending
manufacturing process. The previous problem has
been solved but the ‘thumper’ is unsafe and runs
inefficient. Therefore, the objective of this
continued project (Part B) is obtained. This project
designs a new press machine and implement it in
the manufacturing process; indicating the benefits
the new design has to offer and the reconfiguration
of the manufacturing system (via VSM).
The system of a trolley is developed to attach the
blades and place product to be pressed, as shown
in figure above. The cutting pad is attached onto
the press head to stop the press head from
scratches and preventing the blades from being
damage on impact; therefore the polyethylene
board is mounted to the press head as a sacrificial
bored. The seed tape is placed on the trolley, then
rolled under the press head. As indicated in the
photo above, the black sponge fabric is placed to
cover the blade. The set of blades cuts through the
fabric as specified, and is replaced over time. The
set up of the thumper can be seen on the image
below below.
Extensive amount of pressure it enforced on the
trolley which presses/cut the product but also
damages the polyethylene board which is attached
to the press head. The polyethylene board is
damaged by the high pressure from the blade after
the product has been cut through, damaging the
board. With continuous production and indentation
onto the polyethylene board, it results to being
replaced after 2-3 days of usage.
FINAL PRESS DESIGN
Figure 4.5 shows the 3D model of the press
machine. The appearance takes from a simple
shape of a press with the pneumatic
cylinders. The total height of the press
machine is at 175cm and the height of the
press table is at the waist (of the operator) for
ease of use. The pneumatic cylinders are
nearer to the frame to have less deflection
effect to the structure. The ‘ON’ and ‘OFF’
switch are just under shoulders level for clear
ability to be read by the operator. The safety
guards are transparent to enable the operator
to see the work piece.
In this design, a press table will is used as a safe
stop figure in the event where excessive pressure
is being applied to the work piece. This table
design embodies a load cell and 2 belleville
washers (figure below). The load cell is to
calculate the amount of force in the table while
the belleville washers enables compression to a
degree stopping that load cell from getting
damaged.
PROJECT SUMMARY
Increased production will result in an increase in
profit which needs to be taken into account when
calculating the payback period. The new press
machine operates safer and fast than that of the
‘Thumper’, it requires less space in the factory and
requires less power. Investing on the new press
machine will not only increase productivity but
protects the operator and the machine from injuries
or destroying its self. The implementation of lean
manufacturing results in a continuous production and
eliminating non-value adding activity such as storing
the seed tape while it has not completed production.
By eliminating inventories or buffers, the factory runs
smoothly and also possesses the ability to shear
operators and machines within the factory. No
inventory or buffers also result to a clear factory as
there is no product left at a production process for
hours.
The reduction of operators also saves the company
money; if the manufacturing modification is
approved. However this reduction doesn’t mean the
workers are laid off due to the implementation of this
new concept but productivity can be maximized if the
extra hand is used including the investment of more
machines. At the end of this project, the analysis of
manufacturing process and the implementation of
the new press machine, productivity will increase by
18.5% and the reduction of operators and down by 3.
The new value stream map can be seen on Appendix
B.
PROJECT CONCLUSION
The aims of the investigation are to design a press
machine and implement the design on to the
manufacturing process. To do this, the required force
is investigated and experimented. Then the press
machine is designed to this specification also
including a safe system. At the end of the project, the
manufacturing productivity has been increased by
18.5%; better than that of the present factory.

Matthew Edwards
MEng Mechanical Engineering
A Study on four-wheel-steering in road vehicles.
Project summary
This study is to investigate how a four wheel steering (4WS) system affects a vehicles performance. Two different types of 4WS were investigated during this
study, in phase and out of phase 4WS. In phase steering is when both the rear and front wheels steer in the same direction once a stimulus is given. Whereas
out of phase 4WS is when the rea wheels turn in the opposite direction to the front wheels for a given steering input. Both types of 4WS systems where used
over a range of ratio between the front and rear wheels. These different ratios where used to investigate the effect that both types of 4WS had on different
vehicle characteristics when the vehicle is travelling around a corner.
The chosen vehicle:
For the vehicle modelling an Audi A5 Coupe 2.0 TDI 177hp quattro
from 2012 – 2015 was selected. The information regarding the
specification of the vehicle was found at (cars-data.com, 2015). The
information taken from this website was the mass of the vehicle, at
1510Kg, and the wheelbase, at 2.751m. Another piece of
information needed was the corner stiffness coefficient, which was
found in Wong J.Y. stated as (2008, p. 381) “The corner stiffness of
each of the front tyres is 38.92kN/rad (8750lb/rad) and that of the
rear tyres is 38.25kN/rad (8600lb/rad).”
Steady State cornering:
The first area which was investigated during this project was for
steady state cornering, which occurs once a vehicle has settled into
a constant radius corner. Once a vehicle is travelling around a steady
state corner it is easy to compare the different characteristics of in
phase, out of phase and two wheel steering. During this stage of the
investigation many different variables where looked at, such as the
off-tracking and the yaw velocity of the vehicle. Many of the
different variables enabled other more complex variables to be
calculated, such as the slip angles of both the front and rear tyres.
Transient cornering:
The study then moved on to start looking at transient cornering,
which is what happens immediately after a steering input is given.
During this period key characteristics of the vehicle can be
observed, such as the change in the yaw velocity and lateral
acceleration. These variables will give a good idea on how the
vehicle will be travelling around a corner, as well as what size corner
radius the vehicle can travel around.
Steering angle (rad)
yaw velocity (rad/s)
2.75
2.5
2.25
2
1.75
1.5
1.25
1
0.75
0.5
0.25
3.5
3
2.5
2
1.5
1
0.5
0
3
0
A chart showing how the steering angle changes with the corner radius over a range of steering
ratios, at a velocity of 5mph.
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150
Corner radius (m)
A graph to show how the yaw velocity changes against the vehicle velocity over a range of steering
ratios, when the steering angle was 15 degrees.
0 10 20 30 40 50 60 70 80 90 100
vehcile velocity (mph)
sr = -0.8
sr = -0.6
sr = -0.4
sr = -0.2
sr = 0
sr = 0.2
sr = 0.4
sr = 0.6
sr = 0.8
sr = 1
sr = -0.8
sr = -0.6
sr = -0.4
sr = -0.2
sr = 0
sr = 0.2
sr = 0.4
sr = 0.6
sr = 0.8
sr = 1
Project Supervisor
Benjamin Drew
Project Objectives
The main aim of this thesis is to investigate the
effectiveness of four-wheel-steering in road cars, by
evaluating the vehicle's handling, agility and stability
when cornering. The effectiveness will be determined
by the extent of any improvements to the handling,
stability or agility, such as higher cornering speeds or
a smaller turning circle. This will be achieved with the
use of mathematical models. These models will take
into account various different parameters, allowing a
comparison between four-wheel-steering and twowheel-steering.
The handling of the vehicle concerns
the ability to negotiate a corner, which is regarding
the vehicle speed, corner radius and turning angle. A
vehicle's agility is its ability to negotiate a corner at
speed, so the quicker it can corner the more agile the
vehicle is. Also the vehicle stability is to do with the
slip angle and the side-slip angle, as the lower these
values are the more stable the vehicle is.
Project Conclusion
In conclusion of the results you can see that out of
phase steering is beneficial for a vehicle at lower
speeds. This is because the vehicle is able to turn
quicker and manoeuvre around tighter corners. If a
vehicle has these characteristics than it is more suited
for city driving, as the majority of the obstacles the
vehicle will have to overcome are based around the
turning circle of the vehicle. Therefore, as out of
phase steering has the effect of shortening the
wheelbase of a vehicle it will become more practical
for larger vehicle to use within a city. This means that
vehicles such as vans will have better
manoeuvrability, therefor delivering and transporting
goods will become easier as the van will be able to
drive through tighter roads. However out of phase
4WS is less beneficial for travelling along motorways
at high speeds. For a vehicle travelling along
motorways and at high speeds in phase steering
would be more beneficial. This is because the vehicle
will be less sensitive to a steering input, meaning the
vehicle is less likely to spin out of control because of a
sudden increase in the steering angle. This means
that a vehicle will benefit from both in phase and out
of phase four wheel steering if it is involved in both
motorway and city driving.

Kawayne Learmond
MEng Mechanical engineering
Project Supervisor
Dr Rohitha Weerasinghe
Chassis Design For Formula Student 2016 Electric Car
Introduction
The contents of the study consists of many topics combining to achieve the aims and objectives. The initial start of the study was initiated by implementing a
literature survey of past studies done on chassis designing abiding to SAE rules. The literature survey served as a foundation of the study of which ways was
discovered how to improve and produce a great performance chassis. From that it was decided a combination of two types of chassis would be used,
Aluminum honeycomb sandwich panel as a monocoque shell and tubular spaceframe inside. Aluminium honeycomb provides high strength to weight ratios
compare to convention tubular spaceframe tubes used in formula student racing competitions. The most important loading case on the chassis is the combine
bending and torsion gathered from the research. Other contents of the project involve calculating forces on the chassis, designing the chassis is solidworks and
finite element analysing to verify the performance and validity of the chassis design. This study also involved manufacturing and testing of an aluminium
honeycomb sandwich panel in three point bending test.
Solidworks CAD modelling of the tubular spaceframe
In previous UWE formula student chassis they have
only created a tubular spaceframe chassis, due to its
simplicity to build. The tubular spaceframe structure as
shown in picture to right was created around the 95 th
percentile male, and triangulated to stiffen the
structure. The tubes was created by creating wire
sketches then use the structure member tool to turn
them into tubes.
Manufacturing aluminium honeycomb panel
The manufacturing of the aluminium honeycomb
sandwich panels was fairly simple and short in labour
time, although it takes 24 to cure for the epoxy used to
bond the aluminium honeycomb core to the aluminium
sheet metal skins. This validate the choice of material
to make the chassis with in the study.
Abaqus FEA Von mises stress
To simulate the chassis in different loading
conditions, the forces that could affect the
chassis performance was calculated. The
combined bending and torsion loading
reaction force on the rear axle was 1620N
and the front axle was 1037N simulating
these reaction forces on the chassis
produced Von mises stress of 124MPa
shown in figure 3 is which is below the
material yield stress of 150MPa
Solidworks CAD modelling of the final Chassis
After the tubular spaceframe was created, 3D
sketches was drawn around it has the shape of
the final chassis. The surfacing tool was then
used to create the initial surface of the
honeycomb panels then afterwards was
thickened to the thickness of the panel
calculated, which is good enough for FEA
simulation. The design was challenging and
successful.
3 point bending test
Study of the honeycomb panel during
testing as setup shown in picture to left ,
there was skin delamination at 7.9kN as
shown on the graph to the right at point
B. the honeycomb panel starting yielding
at 6.5kN and produced a yield stress of
19.5MPa, greater than stress produced in
Abaqus from SAE forces on front and side.
Abaqus FEA displacement
The Finite element analyse of the chassis
under combine bending and torsion loading
shown also the displacement and prove that
the chassis is really rigid, with its low
displacement at 6.64mm , lower than the
required maximum displacement of 25mm.
This investigation can show that the 3D
model can actually be created following
further improvements in the second year of
the study, mostly weight reduction.
Project summary
This investigation involves the research, design and
analysis of the 2016 UWE formula student electric racing
car chassis. The UWE formula student team compete
yearly in the formula SAE event and the team needs a
great performing chassis Abiding to the SAE rules 2015, so
that is what is done in the study.
Computer Aided design (CAD) and Finite Element Analysis
(FEA) software was used to create, test and evaluate the
chassis. This identified the characteristics to prevent
failure that could occur while racing.
Project Objectives
• Detailed research into chassis designing and
manufacturing
• Research and calculate the forces that chassis will
be under for simulate in Abaqus
• Create realistic 3D CAD model in Solidworks
• Finite Element Analyse the chassis model in
Abaqus
• Develop knowledge in Automotive structures
• Create a foundation for the study to carry-on into
the second year of it
Project Conclusion
After the creation and FEA of the chassis model, it
was verified that combination of Aluminum
honeycomb sandwich panels and tubular space frame
can produce a great performing chassis.
The results from the FEA simulations showed that the
chassis as more torsional stiffness than UWE 2013
chassis and slight increase in weight before
optimization of the chassis.
The greater torsional stiffness will contribute to the
improved handling of the car and ability to with stand
loading with small deflections.
This year’s study was a success and can be developed
and improve into the second year of the study.

Jonathan Powell
Meng Mechanical Engineering
Project Supervisor
Dr Rohitha Weerasinghe
Design of the 2015 Formula Student Chassis
Introduction
The current UWE formula racing team has already
designed and successfully competed with a
petroleum car and is now looking to expand into
using an electric vehicle alongside the already
successful petroleum team. Some conceptual
designs for an electrical vehicle have been
produced in the past but have never been entered
into any events and have only been intended as
learning exercises. The aim of this project is to
design a chassis for an electrically powered racing
vehicle to compete in class two events and to
eventually be part of a fully working vehicle.
Research
The first stage of the research was to find what
features improve a chassis performance. It was
found that one of the most important properties
of a chassis is it’s stiffness as this greatly affects
the handling of the vehicle.
Stiffness
The stiffness of a structure relates to the
deflection that a structure undergoes when a load
or force is applied to it. The stiffness of a vehicle
chassis directly affects its handling and vibration
behaviour. It is important to ensure that large
forces do not cause the chassis to deflect in large
enough amounts that may seriously impact the
vehicles performance.
.
Solidworks 3D Design
A design for the 2015 FSAE chassis was
produced from scratch using the CAD modeling
software Solidworks, The first step was to build
a wireframe structure for the chassis around
the driver and the selected powertrain
components.
A 3D model was then produced to ensure that
all of the components fitted properly.
Autodesk Finite Element Analysis
A detailed set of FEA simulations were done in
Abaqus to highlight areas of the chassis that
could be improved by adding extra frame
members to improve the stress distribution.
Project summary
The purpose of this project is to design and
model a chassis to eventually compete in the
2015 FSAE student racing event, as part of the
UWE racing team. The FSAE competition is an
event where a team of students design and build
their own race car to compete in the event. A
unique design for the chassis will need to be
developed and modelled in 3D simulation
software, as the vehicle 2015 is intended to use
an electrical power train with four electrical
motors. As a result of this the chassis will need
to have adequate support for both a battery bay
and the four electrical motors.
Project Objectives
• Investigate the engineering principles behind
chassis design.
• Investigate the forces and stresses that are
expected in a chassis during a race and ways
mathematically calculate them.
• Produce a chassis design for the UWE 2015
Formula Student car.
• Perform a structural Analysis using FEA software.
• Produce a refined chassis design that meets all
safety requirements and has a high performance.
Composites
To produce a lightweight vehicle, the chassis was
designed from advanced aluminium honeycomb
composite material.
Final Design Testing
Testing of the final design involved using FEA to
simulate the effects of the vehicle crashing or
rolling over.
Project Conclusion
The study produced a viable chassis design that
based on FEA testing and Force calculations meets
the safety requirements put in place. The project
also provided a good knowledge base for further
work to improve the design as the 2015 vehicle
develops.

Jack Mitchell
Mechanical Engineering - MEng
Project Supervisor:
Dr. Rohitha Weerasinghe
“An investigation into the conceptual design of a semi-automated, commercially
Fueling system design
The delivery of fuel was required to be automated and perpetual in
order to remove human input. An Archimedes screw was implemented
for this use. The following equations were used to determine key design
parameters
1 VV tt = 2ππ2 3
RR oo
wwhwwwwww KK
KK
= tan θθ aaaaaa, VV tt iiii tthww vvvvvvvvvvvv oooo eeeeeeh bbbbbbbbbbbb
2 Ʌ = 2ππRR 0λλ
KK
3 ρρ = RR ii
RR 0
4 αα = tan −1 RR 02ππ
Ʌ
5 ββ = tan −1 RR ii2ππ
Ʌ
viable, food smoking unit”
Required Insulation Thickness
To determine the required thickness
of insulation between the inner and
outer shell the following equation
was used;
xx = kk h ∙ TT ∞ − TT ss
TT ss − TT aaaaaa
The insulation is shown installed
below.
Final Design
The final render of the design is
shown below, incorporating all the
years work into one assembly.
Project summary
This project investigates the design of a food
smoker, with a detailed analysis of existing
research and journals to provide a basis of
initial research. Comparisons are made to
build knowledge and support investigations,
in order to produce a specification. Concept
designs were created and developed,
resulting in a final design. Use of further,
supporting, research aided in the design
process and allowed the calculation of
required geometries for the chosen design.
CAD modelling was used throughout the
design process to graphically represent the
work. A simulation package (Abaqus CAE) was
used in the final parts of the report to analyse
thermal efficiency within parts of the system.
Project Objectives
• Research into viable methodology for reduction of PAH
emissions during pyrolysis
• To produce a product that will operate without human
input for up to 10 hours
• Design of an automated fueling system
• Conduct thermal analysis simulations
Display of temperature distribution across pyrolysis plate
All temperatures in
Kelvin
Graph showing required cycle times for two different plate thicknesses
Project Conclusion
The use of automated systems allows the complete
removal of user input, simplifying a process that would
otherwise require constant attention in an industry where
time is a valuable commodity.
User safety and end product quality have been a
consistent motivation during the design process; leading
to the implementation of systems such as radiant heating
(to reduce PAH emission), smoke intensity controls (to
vary smoke deposition and eventual end product flavour),
as well as adherence to relevant British standards
necessary to maintain a product suitable for use in a
commercial/industrial environment. Work conducted in
the first year of the project has provided a solid basis to
work from in the second year, giving rise to suggestions for
further research and design requirements.

Joshua Ukaegbu
MEng- Mechanical Engineering
Project Supervisor
Dr Appolinaire Etoundi
Design of an Exoskeleton arm to assist upper limb movement
Exoskeleton Simulation
The main aim of the simulation was to determine
the feasibility of the initial exoskeleton design. By
simulating the forces the exoskeleton would be
subject to when holding the weight of a human
arm. The maximum deflection and stresses could
then be analysed, showing important information
like any points of failure on the design.
Deflection Analysis
the forearm support experiences the most
deflection, this is due to the fact it is the part
directly experiencing the force due to the weight
of the users arm. On top of this, the material the
forearm support is constructed from has a large
effect on the amount of displacement present.
When constructed from aluminium the maximum
deflection experienced was 51.18mm, and the
minimum deflection experienced was 1e-30mm.
This was too large of a deflection and failure
occurred.
When Steel was used the simulation showed that
a maximum deflection of 17.06mm was present
when the exoskeleton was constructed from
stainless steel. Considerably less deflection than
when aluminium was used for construction. The
minimum displacement present is 1e-30 mm.
For Titanium the locations of the maximum and
minimum displacements were the same for both
the aluminium and the titanium. However the
maximum displacement had a value of 28.23mm,
which was still considerably less than the
deflection observed for aluminium, but more than
the observed deflection for stainless steel. The
minimum deflection was 1e-30 mm.
Displacement (mm)
60
50
40
30
20
10
0
Displacement across length of forearm support
0 0.2 0.4 0.6 0.8 1
Parametric distance along forearm support (x)
Improvements to the Design
Aluminium
Titanium
Stainless Steel
The inspiration for this hinge joint came from the
Bristol robotics laboratory, where they were
working on a similar sort of joint. The joint has a
range of motion of 170°, which is an improvement
over the 160° range of motion for the forearm
support in the original design. The joint consists of
two independent parts, connected by a advanced
axle. The diagrams below illustrate this, along with
a engineering drawing to show how each part fits
together
This improved mechanical ball and socket joint is
much more robust than the original design. It has
two points of contact, which will make it a much
stronger joint, it should have the capabilities to
uphold the weight of an average human arm.
However the added points of contact do mean it
has a slightly less range of motion than the first
design, it should allow a complete 360° of motion
in the coronal/frontal plane but only around 60° of
motion in the transverse plane.
Project summary
Exoskeletons are robotic suits or mechanical
structures that can be attached to the human body
for a variety of different functions. People with
serious disabilities can now perform movements
and functions that would never have been possible
without the aid of exoskeleton suits. Stroke is a
serious problem in the western world, as it can leave
sufferers with limited motor abilities. This project
focuses on the design of an exoskeleton arm to aid
in the movement and rehabilitation of stroke
sufferers who have partially lost movement in their
arms.
Project Objectives
• The main aim of this project is to design a
mechanical arm exoskeleton that will help patients
affected by strokes regain motion in their arms.
• the second objective of this project is to design an
exoskeleton arm that is aesthetically pleasing; that
attracts potential customers, and encourages them
to enjoy its use.
• So during this project a comfortable and
ergonomic system will be developed for the
attachment of the exoskeleton, to the arm of the
user.
Project Conclusion
• Range of motion is very important, to create a
comfortable exoskeleton with a wide range of motion,
the joints of the exoskeleton should replicate those in
the human body.
• The most common materials used to construct
exoskeletons are steel, aluminium, and titanium.
To create the most efficient exoskeleton, a
combination of these materials should be used.

James Pickup
Meng Mechanical Engineering
Project Supervisor
Laura Maybury, in association with MBDA
Bonding in pressure vessels
An investigation in to the plausibly of permanently bond together a pressure vessel with epoxy adhesive.
The existing pressure vessel design is assembled
with screw-in bolts but according to MBDA’s
observations this tends to leak, losing it internal
pressure. It is thought that this is due to the
screws loosening over time, reducing the force
holding the lid down tight. MBDA wish to solve
this problem by finding a way of permanently
bonding the pressure vessel parts together,
ensuring that it does not leak or explode under the
internal pressure of 10 bars, as well as meeting all
necessary criteria.
The overall aim of this two year investigation is to
prove the plausibility of assembling a pressure
vessel with adhesive bonding, while reaching all
necessary performance requirements. This first
year focuses on the stress of the bond and show
whether the internal pressure will cause failure of
the pressure vessel.
The properties of the bonding method was
researched and the bonds tested through
analytical calculation, modelling in finite element
analysis and practical experimentation.
A practical element to this study is necessary to
allow for ‘real life’ tests to verify the results and
predictions from computer analysis. In order for
this to be possible there must be a set of results
that can be directly compared. The practical tests
will be design in a way that will be easily replicated
in the FEA modelling, by breaking down the
combinations of different stresses into their
individual components. The types of stress in the
bond will be found by studying the different ways
a joint can fail. It is therefore important for the
practical testing to include all aspects of joint
stress, as well as accurately portraying the real life
reactions for each type of stress so that the output
values can be compared.
The parts of the pressure vessel were built in
Abaqus and then assembles surface to surface and
meshed according to the tested methods of the
previous section, with the mesh becoming fine
closer to the bond, and a very fine mesh of three
elements thick for the layer of epoxy.
By removing the parts of the pressure vessel,
leaving only the epoxy the stress distribution is
clearly visible. The highest levels of stress are at
the inner surface, reducing at the radius increases
through the pipe wall as seen below.
Project summary
This investigation is based on the
improvement of an existing pressure vessel
design, built by MBDA. The existing design of
the pressure vessel fastens an lid to the main
container with bolts. Unfortunately, MBDA
have noticed a reduction in pressure, as the
vessels leaks. A possible solution to this
leaking is to redesign the vessel with a
permanent bonding method.
Project Objectives
Through a combination of analytical
calculations, FEA modelling and practical
calculations it is hoped to prove the
plausibility of using an epoxy resin to provide
a permanent bond to assemble the pressure
vessel.
The thick wall pressure vessel equations, shown
above, were used to give an initial estimate of the
levels of stress expected in the container. These
results were then validated in FEA Abaqus.
In order to prove that the pressure vessel will not
explode from the adhesive failing under the internal
pressure, it is necessary to build a complete vessel
model within the FEA software, Abaqus. This complete
model will include a solid part layer representing the
epoxy in the assembly. This is the only way to test the
whole pressure vessel, as it has not been possible to
obtain nor destructively test a fully sized, real pressure
vessel.
It is important to consider any possible error there
may be in the comparison results, but even with
the stress error doubling the current results the
epoxy would still hold the applied forces.
Critical results
Von Mises Stress: 8.63 x 1.2 = 10.356 MPa
Reserve factor: 30.1 x 10.356 = 2.90
Project Conclusion
The final figures of stresses expected in the
epoxy bond compared to the maximum
stresses of the epoxy show it is capable of
withstanding the internal pressure.

Joshua Milton
Mechanical Engineering (MEng)
Project Supervisor
Melvyn Smith
Using Computer Vision to Calculate the Cobb Angle of a Scoliosis Patient
Currently, the NHS is experiencing budget cuts in many sectors. Due to the large amount of X-Rays taken each year,
any method to drastically reduce the number of X-Rays taken would ease the strain in many other sectors. Each X-
Ray costs the NHS on average £27, with this figure the total cost per year in the UK due to scoliosis X-rays can be
estimated at £103.842 million. The potential health risks of X-Rays are well known, the ionising radiation produced
causes cancerous cells to develop. This thesis explores the development of computer vision and tests to see if a
screening method can be used to replace X-Rays when calculating the Cobb angle of Scoliosis patient's.
Project Objectives
The main objective of the thesis is to propose
and test a screening method based on
computer vision techniques that can calculate
the Cobb angle of a patient suffering from
Scoliosis.
The Cobb Angle and its Calculation
In order to measure the Cobb angle a line must be
drawn parallel to the most tilted vertebra at the
top of the curve. Then a similar line is drawn at the
most tilted vertebra at the bottom of the curve.
For each parallel line a perpendicular line is drawn
from one end of the line towards the centre of the
curve so that the lines cross from each end of the
curve. The angle where the lines cross is the Cobb
angle.
The Cobb angle measurement is the gold standard
of scoliosis evaluation endorsed by Scoliosis
Research Society. It is used as the standard
measurement to quantify and track the
progression of scoliosis.
Methodology Study
The methodology study identifies the optimum
method of collecting data. Three methods have
been identified as potential ways of collecting the
raw data of the spine location and ultimately the
Cobb angle. The ASUS Xtion Pro Live depth camera
is the computer vision device used to collect the
data of the authors torso. The data produced by
each of the three methods is compared to a recent
X-Ray of the author. The X-Ray produced a cobb
angle of 33 degrees. The most accurate data
collection method was found to be the cross
sectional method. The is method uses the depth
data form the ASUS camera to produce several line
graphs looking at the cross section of the torso on
MATLAB. From the graphs the location of the spine
was recorded so the spine could be constructed in
Solidworks. Once the spine was reconstructed the
Cobb angle was calculated at 32.83 degrees
Optimum Distance Study
The optimum distance study identifies the
optimum distance for the torso of the patient to
be away from the camera. The cross sectional
method is used between the distance of 1000 -
1800mm at increments of 200mm. At each point
the Cobb angle determined is compared to that
found by the X-Ray. The Cobb angel found at
1000mm was found to be most accurate with an
error percentage of 0.51 %.
Variety of Cobb Angles Study
The final study aims at assessing the cross
sectional method used in the previous study with
different severities of Scoliosis. Three models are
manufactured with different Cobb angels using
chicken wire and paper mache. The cross sectional
method is used to determine the Cobb angle. All
three cases using the cross sectional method
produced an error percentage of under 2.5%.
Project Conclusion
The ASUS Xtion Live Pro was chosen as part of
a feasibility study to assess whether it can
perform to the standard of an X-Ray.
In the feasibility study it was found that a
cross sectional method that used MATLAB
and Solidworks had the potential to find the
Cobb angle with a low percentage error. This
data collection method was tested in two
more studies in order to assess the accuracy
of the technique with the distance from the
patient as a variable and then the severity of
the patient’s case as the variable.
The results were promising with an optimum
distance found at 1000mm and a low
percentage error of no more than 2.33% for
all the variety of scoliosis cases.
For the method to be seriously considered to
potentially replace X-Rays for calculating the
Cobb angle in Scoliosis patients a larger study
would need to be taken to produce more data
as the study only approached one human
torso and model torsos.

Heather Arnall
MEng Mechanical Engineering
Project Supervisor
Ramin Amali
Repair of Filament Wound Composite Pipes
Modelling the pipe repair in ABAQUS
An internal pressure of 6MPa were applied to the
pipes, which had one end of the pipe closed to
consider both the longitudinal and hoop stress.
Partitions were used to model the removed
damage and wrap. The wrap has a fibre
orientation of [0 90 0 90]s, whilst the pipe is [54.75
-54.75]4 and glass fibre properties were applied to
both. An intensive mesh study found that a global
mesh of 7mm was required to be applied to satisfy
nominal stress. The region surrounding the hole
was refined with 15 elements per line and four
additional lines were applied to structure the
mesh, providing a mesh of 8,860 elements.
Pipe parameter investigations
Three different pipe diameters (0.1m, 0.3m and
0.5m) were considered to determine the FOS of
the pipes when undamaged, damaged and
repaired. The FOS damage reduction factor, FOS
wrap gain factor and FOS overall reduction factor
were then obtained.
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Formulas were created through plotting each of
these factors against pipe diameter. Two additional
diameters (0.08m and 0.2m) were analysed to
determine the formulas have an accuracy of 95%.
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FFFFFF aaaaaaaaaa rrrrrrrrrrrr =
Glass fibre Air Units
Poisson’s Ratio 0.3 0.03 -
Young’s Modulus - 0.01 MPa
long. modulus E1 120 - GPa
trans. modulus E2 8 - GPa
shear modulus 6 - GPa
long. tension Xt 1800 - MPa
long. comp. Xc -1200 - MPa
trans.tension Yt 80 - MPa
trans. comp. Yc -200 - MPa
shear S 150 - MPa
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−11.69DD 2 + 9.016DD + 1.1013
FFFFFF aaaaaaaaaa dddddddddddd rrrrrrrrrrrrrr
3.1873DD 2 − 2.1499DD + 0.708
FFFFFF aaaaaaaaaa rrrrrrrrrrrr =
FFFFFF pppppppppp dddddddddddd
2.7236DD 2 − 1.2208DD + 1.0848
Formulas for pipe thickness for thin walled
pipes were obtained through the same process for
three pipe thicknesses: 3mm, 4mm and 5mm. Pipe
thicknesses of 2mm and 3.5mm were modeled to
determine formula accuracy of 99% for following
repair, whilst 66% for following removal. The
overall FOS reduction factor was constant for
varying thicknesses, this was also confirmed
through modelling a 0.3m diameter pipe with
thicknesses of 3mm and 15mm.
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FFFFFF aaaaaaaaaa rrrrrrrrrrrr =
FFFFFF PPPPPPPPPP dddddddddddd
0.0174TT 2 − 0.178TT + 2.1234
FFFFFF aaaaaaaaaa dddddddddddd rrrrrrrrrrrrrr
−0.0066TT 2 + 0.0669TT + 0.449
FFFFFF pppppppppp dddddddddddd
−0.0012TT 2 + 0.01TT + 1.01TT + 1.0109
Investigation into damage removal
Damage should be removed with a circular cut
out, but this is not always possible. Three cut out
areas were considered, finding that using a square
cut out at 45 degrees reduces the FOS following
damage removal by 40%, but does not significantly
affect the FOS following repair compared to a
circular cut out. The three circular cut outs
(diameters: 30mm, 50mm and 70mm) were used
to create the formulas shown. By analysing a 0.4m
damage diameter it was found that the accuracy
for the FOS following damage removal was 72%,
whilst 99.98% for following repair.
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FFFFFF aaaaaaaaaa dddddddddddd rrrrrrrrrrrrrr =
−222.32dd 2 + 27.23dd + 0.839
FFFFFF aaaaaaaaaa dddddddddddd rrrrrrrrrrrrrr
FFFFFF aaaaaaaaaa rrrrrrrrrrrr =
117.05dd 2 − 14.232dd + 1.1695
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2.6216dd 2 − 0.2097dd + 1.2382
Wrap Width W (mm)
Investigation into wrap dimensions
Nine different wrap thicknesses were considered
between 2.4mm and 28mm and as expected as
the wrap thickness increased, so did the FOS
following repair. Three different wrap thicknesses
(4, 8 and 13mm) and three different damage sizes
(0.3m, 0.5m and 0.7m) were then used for an
extensive trial and error method to determine the
required wrap width for each scenario to obtain
the following graph.
Wrap width for damage diameters less than 0.07m
400
350
300
and wrap thicknesses less than 13mm
W = 100000d 2 - 6500d + 305
250
200
150
W = 112500d 2 - 8500d + 263.75
100
50
0
W = 75000d 2 - 5500d + 187.5
0.03 0.04 0.05 0.06 0.07
Damage diameter d (m)
13mm Wrap thickness 8mm Wrap thickness 4mm Wrap thickness
Investigation into adhesives
Epoxy and Polyester test pieces were produced
and tensile tested to find the failure of the
polyester pieces were less predictable, at a lower
stress and more catastrophic. From these
experiments the young’s moduli were obtained
and used to FEA model the adhesive used when
repairing composite pipes (polyurethane was also
considered). It was found that the adhesive
material had no effect on the FOS following repair,
but there was S 11 . Varying thicknesses were
considered to see that when plotted against S 11
there was a quadratic relationship.
Project summary
Composite pipes are used in a variety of industries
and put under a variety of loads. If loaded too much
then damage or failure could occur. Composite pipes
can be repaired through the use of a composite wrap,
however it is important to ensure the procedure is
done correctly to ensure a good quality repair.
Project Objectives
The main aim of this investigation is to use FEA
software to determine the effect of the parameters
involved in filament wound pipe repair during both
the removal of damage and the application of the
wrap. Investigations will consider pipe diameter and
thickness, damage size and shape, wrap thickness
and optimum width and adhesive material and
thickness.
Project Conclusion
In this project over 150 FEA models were used to
investigate the effect of the repair parameters.
Formulas, which will save time and ensure correct
repair methods, have been created to predict the FOS
following damage removal and following repair for
varying pipe diameters, circular cut out sizes and
optimum wrap width. It was found that if the pipe is
thin walled then the pipe thickness has no effect on
the FOS following repair. It was also found that
removing damage with a square cut out reduces the
FOS following damage removal by 40% compared to a
circular cut out, but there was no significant
difference in FOS once the pipes had been repaired.
As expected as the wrap thickness increased the FOS
following repair increased. From the adhesive study it
is suggested that an Epoxy adhesive should be used in
the repair of composite pipes due to a higher
ultimate strength and a less catastrophic failure than
polyester. FEA confirmed this by finding the least
stress was caused through Epoxy, compared to
Polyester and Polyurethane.

Owain Robert Fullerton
Mechanical Engineering
Project Supervisor
Rohitha Weerasinghe
Seismic receiver cooling fin development
Seismic drilling has been around for many years and plays a crucial part in modern society. Whether it’s carrying out
seismic surveys or drilling for fossil fuels there will always be a requirement to use proven exploration techniques to
support energy and scientific projects. As technologies improve, methods and techniques for gathering information
about this seismic world will change but the fundamental principles remain the same. Large holes need to be bored deep
into the earth’s crust. Inevitably, problems will be encountered when taking on such a large engineering task, one of the
difficulties being the extreme pressures and heat that the bore tool will be exposed to.
For the initial stage of testing, experimental tests were carried out on basic geometries and provisional ‘mock’ tools to ensure that Ansys workbench was
primarily being used correctly with the ideal setup. Also these preliminary tests help to validate the accuracy of the results and estimate an error percentage.
This included;
exporting from computer aided design software (CAD)
Meshing the components to achieve highest realistic levels of accuracy without over computation to save time and valuable computing power/memory (Setting
the analysis and mathematical models up to achieve highest levels of accuracy possible (conduction, convection, radiation? Transient/steady?)
Use of Excel to calculate heat transfer coefficient for the fluid/solid interface
Use of Excel to calculate wall film coefficient
Use of Excel to carry out theoretical calculations of experiments to gain ball park figures of temperature change and heat flux across test components to validate
CFD results
Using acquired data to form graphs for ease of comparison and to evaluate initial findings
Conclusion to analyse advantages and disadvantages and also to improve future testing methods.
Project summary
An investigation has been taken in conjunction with
Avalon Sciences Ltd (ASL) to develop the design of
their existing heat sink fins specifically used to help
aid cooling of their seismic receivers.
Project Objectives
• Use of CFD analytical techniques to find bench
mark performance figures
• Create new fin designs and test using CFD
• Further validate chosen design with the use of
finite element techniques
Project Conclusion
• Computational methods are an effective way of
testing new designs accurately without having to
build prototypes and carry out extensive physical
testing. Different parameters can be set to help
predict how a concept design may perform in
desired environments.
• By increasing surface area of the tool body thermal
efficiency can be improved.
Design concept 5 achieved the best results. From the table
above the results were averaged and the favoured concept
achieved an overall improvement of 11.71%
The favoured concept modifications are pictured on the left.
• The most efficient design of the investigation was
concept design 5 which delivered an average of
11.71% improvement across the 4 tests, this
design has longer fins but also much narrower
recesses, the ridge between the recesses has been
narrowed slightly (this design may not be as
efficient when tested with a denser well fluid).

Introduction
Although aeroplanes were made to
spend most of time flying, one of the
most critical item to maintain their
security plays its work on land: the tires.
Though tires have an important role,
they are frequently neglected and
forgotten which can end on tragedies.
Tires are critical items for the security
for several reasons: support the weight
of the aeroplane on the ground, absorb
part of the impact between aircraft and
airstrip with intense accelerations and
decelerations and large variations of
temperature.
Thus, tires demand a special attention
on their maintenance, inspection and
storage in order to prevent damages and
optimize their life.
Problems caused by poor storage
Many problems can be caused by
inadequate storage, such as: tread
separation, groove cracking, rib
undercutting, ozone or weather
checking/cracking, sidewall separation,
etc.
A tread separation can be seen below:
Osvaldo Akiyoshi Kobayashi
BEng Mechanical Engineering
Project and Design of Storage Rack for Aircraft Tires
Design, Modelling and Simulation
For the rack design a concept with capacity
to store four tires and be stackable was
developed.
Two types of racks were designed according
to the range of tires, but for structural
analysis the largest one was considered,
since can be assumed as the critical case in
due to supporting larger pressure, larger
dimensions, thus, larger bending moments.
The analysis also considered the most
critical situation for the rack that is on the
ground, since it will support another two
stacked racks.
The structures were dimensioned with
profiles of 30x40x2 mm for bars where the
forces are higher and profiles of 30x30x2
mm for trusses, both of them made of steel
1020, totalizing a weight of 25 kN to
support.
Then, using specific boundary conditions for
the problem, von Misses criteria and “iso
clipping” tool, through the software
SolidWorks, the following simulation was
obtained.
Maximum stress: 3.567 × 10 7 NN mm 2
Maximum displacement: 0.382 mm
Factor of security obtained: 9.8
The structure supported all the load pressure of two racks stacked with
all tires without ruptures or any propensity to fatigue.
Traceability Program
The main objective of traceability is to provide the story, usage and
location of a single product or a set of products through a unique
number of identification.
In order to assist on documentation and tracking of tires, a computer
programme was created, which will be utilized by employees in charge of
maintenance and tires transport, helping to organize the inventory.
Project Supervisor
Dr. Tushar Dhavale
Project summary
An investigation has been done to develop a whole
new storage rack for aircraft tires. This new design
was necessary in order to solve some problems
caused by poor storage which causes distortion and
folds over the rubber. On this storage rack, the tires
lay over rollers and can be rotated by using a drill or
human force which decrease the probability of
formation of folds or distortion on the tires in due to
an equal pressure over all their parts.
Traceability is another differential: using a computer
with the programme developed, the operator can
track and search the exact location of a specific tire,
as well as its information about inspection and
maintenance.
Project Objectives
The purpose of the project is to become capable to
create a whole storage rack that rotates the tires in
order to prevent folds over the tire rubber and
extend their life cycle with a traceability programme
to track and find information about tires stored.
Project Conclusion
• A new design of a storage rack was developed as
expected. Observing similar projects enabled us to
find a differential for this rack, which is store tires
with quality and control of process without high
efforts to rotate tires, doing it manually or
automatically.
• The rack designed has the capacity to store four
tires and also can be stacked with the maximum of
two others racks. The structure was modelled and
simulated using the software SolidWorks and could
support all the load required.
• The project also reached successfully on design
and selection of proper components. The
reduction system allows the operator to rotate the
four tires at the same time using low human force
or using a drill, facilitating the process of
maintenance and security.
• The traceability programme developed was very
efficient, simple, with easy layout and can be used
without any difficult to find any tire or information.
This totally contribute to the organization and the
process of supply chain industry.

Marcius Antonio
Meng Mechanical Engineering
Project Supervisor
Dr. Tushar Dhavale
Design of a storage rack for aircraft wheel and tyre assemblies
Introduction
The increasingly number of aircrafts, be it for civil
or military purpose has increased large enterprises’
concerns with respect to the management,
maintenance and care with components that are
replaced or removed from these aircrafts.
Based on these needs aircraft company’s hangars
raised the need of a system to accommodate
replaced assemblies of aircrafts. In the aircraft
industry, there is the recurring need that the wheel
assemblies be stored in adjustable racks. It is also
required that the rack presents a feature allowing
assemblies to be rotated and inspected easily
about every two or three months
Aircraft tyre care and maintenance
It is crucial for the proper tyre performance that
had taken the necessary precautions with the
assembly regarding to its storage and
transportation. Due to operational carelessness,
or negligence to follow the instructions, some
defects may develop on the tyre, as follows:
Design of structure
The main frame of the rack has a rectangular
shape. This layout was chosen mainly due to the
fact that it should be stackable. Two types of
frames were modelled to execute simulations and
evaluate which would be the definitive frame.
Once the structure
was designed with
hollow profiles (1020
steel) having 30x40x2
mm the main profile
and 30x30x2 mm the
trusses, applicable
B.C for static loads
were set.
Simulation results
The mechanism works similarly to dumpers,
however, without any viscous fluid inside. The
spring, with not very high stiffness, is coupled to a
rounded plate in one side and the other end is
fixed to an adjustable plate. A soft roller engaged
to the inner edge is responsible for supporting the
assembly in an upright position and rotates
together with the tyre.
Traceability device and program
When started up, the program stores user name.
Only authorised personnel must be allowed to
access the registry and make any change and then
give five buttons with the following features:
store or remove a wheel, logoff, shut down the
device and research on database. In order to
store, the user must fill the serial number of the
tyre, internal pressure, current date, the number
of rack and in which bay it will be stored. There is
also the possibility to add extra information about
the tyre condition, such as defects or
imperfections noticed by the operator.
Project summary
This work aims to design from an storage rack
for tyre and wheel assemblies to be used in
aircraft hangars and develop a device and
software to assist the assemblies traceability
and management.
Project Objectives
• Design an optimum rack to store and
protect aircraft tyres
• Design mechanisms assist stored tyre
rotation manually or automatically
• Develop traceability device and program
• Implement components that will fill
requirements
Project specifications and requirements
• Protection from UV light;
• protection from damage when moving tyre
• protection from spilled degrading fluids;
• Place tyre on flat surface to prevent permanent
distortion
• do not allow tyre to rest one upon the other.
removal turns a difficult task.
• storeroom must be free from air current, as
these bring in fresh sources of ozone;
• Store away from fluorescent lights and electric
generators, battery chargers.
The highest Von Mises stress observed for the left
frame is approximately 6.237x10 7 N/m² and
3.567x10 7 N/m² for the right side one, which gives
almost 10 of factor of safety.
Rotation mechanisms
The manual rotation will be performed using a crank
system engaged directly to the roller shaft (when
black pin is out). When the pin is inserted, the outer
translucent cylinder, welded to the pulley, will
transfer the torque to the crank handle shaft, which
is engaged to the roller’s shaft; thus, the drill, with
hexagonal tip can engage to the hexagonal hole and
perform the rotation.
Final Design
It has a relatively
compact area in relation
to the amount of
assemblies that it can
store. The total
dimensions of the rack
are 2.020x3.629x1.898
m, which is suitable to
airplanes’ hangars.
Project Conclusion
The project goals were achieved satisfactorily,
fulfilling most of the requirements that were
stablished by the aviation companies and tyre care
and maintenance manual. The deliverable at the
end of the project is a design of a storage rack for
aircraft tyre and wheel assemblies, which were
developed according to specifications and
requirements from the stakeholder and conditions
for proper storage.
The traceability program and device were
successfully developed with robustness and an
interface with easy operation.

Munther Alabdullah
BEng Mechanical Engineering
Project Supervisor
Abdessalem Bouferrouk
Project Methodology
The project methodology based on establishing mathematical model explains the amount of electrical energy that generated by using solar power, the
efficiency of solar receivers as well as the consumption of power during the generation process.
As previously mentioned in chapter one & two, Kuwait is considered a rich country in solar energy due to the high temperatures according to Statistics from the
Department of Meteorology, as well as Kuwait consume very large quantities of water and fuel for electric power generation Kuwait consume very large
quantities of water and fuel for electric power generation, where the financial waste in electricity consumption reached a very high numbers is unprecedented
in the history of Kuwait. The cost of production up 3.2 billion dinars, while pricing is hardly equal to 160 million, which means that the financial waste over 95%
due to pricing is the lowest in the world. So, there is a need to use an alternative and renewable source in order to generate the electrical power with low cost
and use of resources.
Mathematical model
The modelling is large scale “(PV), photovoltaic” systems for energy
generation. The main elements of this model are “(MPPT), Maximum Power
Point Trackers”, solar inverters as well as solar panels. These elements are
integrated to system of simulator providing power grid and weather models
in addition to combustion power plants simulation.
A software environment has been developed for modelling solar inverters,
photovoltaic panels as well as “(MPPT), maximum power point trackers”.
These elements are integrated to APROS. APROS gives accurate and detailed
modelling of combustion power plants, weather models as well as power
grid simulation. A first test operates to a real system of energy generation is
offered in this modelling. These simulations have been performed in the
Euro-Energest project, in order to decrease consumption of energy in car
industry.
7000
6000
5000
4000
3000
2000
1000
0
actual power
The effectiveness of solar energy use in commercial boilers in electrical power plants
actual power Wh/m^2
actual power Wh/m^2
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
Efficiency
Efficiency
efficiency of the system per month
Now the actual amount of heat
absorbed from the sunlight can be
evaluated using the values of the
efficiency as shown in the following
figure , these values will be used to
evaluate the outlet temperature of the
water .
Results
In the previous figure the solar collectors will be used for the pre heating of
the water in the boiler power plant, where the temperature provided from of
the solar collectors depends directly on the weather conditions in Kuwait,
the temperature in Kuwait in summer very high during six months and rich
more than 45° in July and August, the design of the preheated process will
be obtained as shown in the following:
The temperature of the sunlight will be assumed as variable depending on
the statistical data of metrological department in Kuwait
3 Average solar radiation in Kuwait based on month (F. Q. Al-Enezi,2011)
heat can be absorbed by the heat exchanger ( Wh/m^2). Can be
evaluated depending on the solar intensity
Summary
The project will focus on the effectiveness of using the solar
energy in commercial boilers; also this project will introduce
solutions for solar power to replace existing gas-fired steam
turbines. The research will study the techniques that are used
to generate the energy using commercial boilers in steam power
plant. Also the different case studies for the use of solar energy
in electrical power generation field in order to find the
possibility of using solar energy and its benefits in power
generation in Kuwait. The methodology will start with a
mathematical model that can be used to find the amount of
energy that can be generated by using solar power in Kuwait
depending on climate conditions, and the efficiency of solar
receivers as well as the consumption of power during the
generation process.
Objectives
Review definition of solar energy as well as its importance.
Studying the technique that is used to generate the electrical
energy using steam turbines in steam power plant.
Investigation into the Kuwait fuel (gas as well as oil) and water
consumption in order to generate electrical power.
Studying different case studies for the use of solar energy in
electrical power generation field.
Studying the possibility of using solar energy and its benefits in
electrical power generation in Kuwait.
Studying different methods that used to generate the electrical
power using solar power to replace existing gas-fired steam
turbines
Develop recommendations that can be taken into account in
future work.
Conclusion
For our future, it is necessary now to diversify our sources of
energy. If we do not decrease or stop our dependence on fossil
fuels and react now the future is in harm, while coal and oil
resources will be real exhausted.
All sources of the energy have an effect on the environment.
Concerns about global warming and the greenhouse effect,
energy security and air pollution, have led to rising development
and more interest in the sources of the renewable energy such
as wind, solar, wave power, geothermal, and hydrogen.
Kuwait consumes very large quantities of water and fuel for
electric power generation, where the financial waste in
electricity consumption reached a very high numbers is
unprecedented in the history of Kuwait. This project studies the
project study the technique which it is utilized to create the
energy by using commercial boilers in steam power plant and it
studies the development of solar energy in Kuwait in order to
discuss the advantage and the capability of applying solar
techniques and systems to create a replenished clean energy
because Kuwait is considered a rich country in solar energy due
to the high temperatures according to Statistics from the
Department of Meteorology.

Max Wright
BEng – Mechanical Engineering
Project Supervisor
Dr Jason Matthews
Conceptual Design of a UAV for Non-Civilian Operations
Introduction
Currently in use by the British Army to combat the global war on terror is the
Desert Hawk 3 (DHIII), an Unmanned Aerial Vehicle developed in 2006 by
Lockheed Martin. The DHIII is designed to be a portable, hand launched and
skid recovered, versatile surveillance device with changeable payloads. This
device was an update to the original Desert Hawk carried out by the Skunk
Works team at Lockheed. The original was heavier and could stay in the air
for thirty minutes less than the DHIII.
The DHIII’s use in Afghanistan has primarily been reconnaissance, providing
eye in the sky surveillance and situational awareness. Used by artillery units,
often in Forward Operating Bases, their purpose is base security, the support
of infantry patrols and target acquisition for artillery and air strikes. They can
be a vital weapon in a units arsenal and can change the tide of a battle;
knowing an enemies whereabouts and movements is key to success in
combat.
Problems With The Desert Hawk 3
Upon communication with a British Army Royal Artillery Unit some problems
were indentified:
•It can't be used in rain
•It can't be used in fog
•It becomes unstable in winds over 15 knots
•It struggles in temperatures below -5 and above +50
•The endurance can be reduced when the batteries are affected by heat
damage
Modeling
A desert Hawk 3 model was constructed on SolidWorks:
Airfoil Selection
The program Xfoil was used to determine an appropriate airfoil . This
program produced 2D coefficients of lift and drag at various angles of attack
(AOA) for 3 selected airfoils, NACA 2412, NACA 6412 & NACA 8414.
Cl/Cd
120
100
80
60
40
20
0
Cl/Cd vs AOA
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
AOA
NACA 2412
NACA 6412
NACA 8414
After NACA 8414 was chosen, wing parameters were decided upon and 3D
lift values were determined . Once appropriate parameters were selected
SolidWorks models were constructed for the improved design. The
subsequent design the Marsh Harrier I.2 is shown below.
Flow simulations were conducted applying side winds to the two UAVs to
determine displacement and head wind to determine lift and drag values,
the data gathered was analyzed. The pictures below detail a contour plot and
flow trajectories for the DHIII simulation.
Project summary
To determine a solution to the problems,
weight was added through the changing of
materials and the adding of heavier and
more powerful engine. Airfoil selection was
conducted using Xfoil and wing geometry was
decided upon.
Project Objectives
The objective of the project was indentify one
or more problems with the Desert Hawk 3
Unmanned Aerial Vehicle and work to find a
solution. The negatives with the UAV were
determined to be its susceptibility to wind
and wet conditions.
Project Conclusion
In conclusion the project was a success in that
it provided a solution to the designated
problem. Engineering methods were
employed using theoretical and experimental
calculations to detail the difference in
displacements when adding weight to the
UAV. Although there were other options
adding weight to the UAV proved most
feasible given the limited information
accessible.
There are many further improvements that
would be applied to the design if it were
being taken further, firstly symmetrical airfoils
for the tail would be selected to provide
stability. Further work would be conducted to
improve the design of the wing likely tapering
them towards the ends to reduce induced
drag produced at the tips. Manufacturing
processes would be studied to indentify the
most appropriate technique to apply in order
to provide the best product.

Joshua Giffin
BEng – Mechanical Engineering
Project Supervisor
Rohitha Weerasinghe
DESIGN OF A PRODUCT CAPEABLE OF UTILISING COMPUTER WASTE HEAT
Introduction
The computer industry is a very large one with the vast majority of people using them daily. Such computers generate and output heat due to
inefficiency's. My project is based around designing a component to utilize this waste heat converting it back into useable power. This component is
designed to be set up and left within a computer case, charging reusable battery's overtime, these can be detached and taken around with the user to
charge devices on the go.
While it is true that almost all components within a computer that run on electricity generate heat, it’s clear that the main heat emitting components
within modern computers are the CPU and GPU, due to the fact that in comparison to the other components they need much more power in order to
operate, after initially looking at ways to capture and utilise the heat from each component individually, I discovered water-cooling and started creating a
design capable of utilising the heat from all components as it’s being transferred through a water-cooling loop.
Concept
This project investigates and leads to the design of a closed loop design that has similarity's
with the Rankine cycle. The design consists of a shell and tube heat exchanger that transfers
heat into the closed loop design from the computers water-cooling loop, a generator to take
advantage of generated velocity's and a water-cooling radiator to cool the coolant , allowing
pressure differentials to occur and movement within the loop to occur.
Background Research
My initial research was into computers and their main heat
emitting components. This lead me into water-cooling
designs and hence ultimately to my final design idea.
I was then able to look into and determine values such as
the water-cooling loops mass flow rate alongside average
ambient / computer running temperatures. Which were
later used within the heat exchanger design process.
Heat Exchanger Design
An eight step design process was used to design the heat exchanger, this started off with
me specifying the mass flow rate and each flows inlet and outlet temperatures which were
determined by research and logical evaluation. A shell and tube design was used due to it
being compact, this feature ties in nicely with this design due to the limited space available.
Following this the LMTD correction factor was determined. I decided to I chose to use a
staggered flow pipe design over an in-line design due to the fact that staggered flow
designs create more turbulence, something my design logically does not have much of due
to low flow speeds and compact spaces. Turbulence will theoretically help my design
transfer heat more efficiently.
Further Work
Future work for this project includes additional investigations into generators alongside optimizations in order to improve how much
power can be generated over a given time period. Additionally, methods of velocity manipulation could be investigated and if suitable
implemented into the design.
Project summary
The project revolved around the design of a
component that is capable of generating
useable power over time, this component is
to be set up within a computer case and run
using a computers waste heat.
Project Objectives
• The component is to be designed to take
advantage of the current mounting system
within computer cases, that are otherwise
used for attaching radiators or fans.
• To fully investigate all factors that would
impact my design, including; mass flow rate
of a computers water-cooling loop,
standard pipe sizing's, heat dissipation
techniques in a small area.
• Design of a closed loop system, that
involves a heat exchanger, generator and
cooling system, in order to run in a similar
fashion to the Rankine cycle.
• To have the fluid flow throughout my
design naturally through pressure
differentials due to temperature changes.
Project Conclusion
In conclusion, the conducted background
research and investigations have been
informative and successful ultimately leading
me to my current design, involving a heavily
optimized heat exchanger that is well suited,
size and performance wise to being used with
computer cases after many iterations and
optimizations throughout the process.

Daniel Nicklin
BEng (Hons) Mechanical Engineering
Project Supervisor
Dr Rohitha Weerasinghe
Formula Student V-Twin Engine Supercharger Feasibility
Introduction
Recently electric vehicles have begun to dominant
due to the advancement of the technologies
involved, but the majority are entered by
established teams with a significant budget. Teams
that have continued to enter combustion vehicles
are moving towards smaller and lightweight
overall packages in order to stay competitive. This
trend has large emphasis on engine downsizing,
with team favouring single and twin cylinder
motorcycle engines over the traditional four
cylinder.
Self-Supercharging
Teams over the past few years have produced
innovative solutions for increasing power by either
modifying existing off the shelf systems or even
manufacture bespoke components. A novel
approach to supercharging is possible by utilising
one or more of the cylinders as a reciprocating
piston pump, taking atmospheric air and
compressing it before it enters the remaining
combustion cylinders. This approach has been
attempted on a variety of car and motorcycle
engines with mixed results and is commonly
known as “self-supercharging”.
Initial Performance Calculations
All components of the intake system have the
ability to restrict the amount of air that an engine
is able to induct. The effectiveness of the entire
process is measured by n v , volumetric efficiency.
η v
=
Actual mass flow rate
Theoretical mass flow rate = 2 m a
ρ a,i
V d N
This equation relates the measured actual mass
flow rate to the potential theoretical mass flow
rate. The volumetric efficiency of the standard
combustion cylinder is typically be in the range of
80 to 90 percent. However it is expected that the
efficiency of the engine would increase to well
over 100 percent due to the increase in inlet air
mass flow rate generated by the piston pump.
Variable Value Units
Piston Pump VE 80%
Stock Engine VE 90%
Boosted Engine VE 160%
Boost Gauge Pressure 125.42 kPa
Power Output 75.48 kW
Torque 90.10 Nm
Initially for a simple model, an optimistic value of
80% was chosen for the volumetric efficiency of
the piston pump. If the engine can induct the
charged air at the same rate that it is produced
then its volumetric efficiency will increase to
160%. This allowed for basic engine parameters
such as the effective compression ratio and
increase in power to then be calculated.
Ricardo Simulation
The piston pump section was simulated using the
Ricardo software using a typical port flow
development scenario. The operation of the piston
pump was tested over a range of engine speeds
and against varying pressure ratios. Initially the
actuation of the valves was logical and simple, but
later optimised based on cylinder filling theories.
System Configuration
The individual components with varying specific
functions were all linked together to form a
complete system, known as a powertrain.
Project summary
An investigation into the suitability of a selfsupercharger
motorcycle engine for use in the
Formula Student competition. Utilising a V-Twin
motorcycle engine, a modification was made to the
intake system so that one of the cylinders only
compresses and moves intake air. It effectively act as
a supercharger providing charged air to the now
single combustion cylinder. With the increased
airflow, especially at high engine speeds, the engine
is theoretically able to burn more fuel and produce
more power.
Project Objectives
• Research the fundamentals of combustion
engines, focusing on the intake system and its
components
• Explore the benefits of a piston pump
supercharger on a restricted engine
• Test components of the intake system 1D
simulations
• Research valve timing for supercharged
applications and make improvements
• Design and evaluate an improved cylinder head for
the supercharged cylinder
• Model the entire system that would be suitable for
use in the Formula Student competition
Project Conclusion
Through the use of computer based simulation and
analysis, sections were tested and optimised based
on generally accepted theories of fluid flow and
dynamics. While the simulation of the system as a
whole was unsuccessful, the piston pump and
cylinder head arrangement were developed through
optimisation of the valve timing. The technique of
using one of an engine’s cylinder for forced induction
is an interesting principle and provides great scope
for further work.

Charlotte Alford
BEng Mechanical Engineering
Project Supervisor
Tushar Dhavale
Wind Turbine Design and Optimisation
Introduction
One of the main problems facing the world today is
energy consumption – where it comes from and the
effect obtaining this energy has on the atmosphere.
A great deal of work is being carried out with
renewable energy sources to maximise their use
and reduce the UK’s net carbon emissions. This
project takes this idea to a level where it can be
utilised by the general public: for charging devices
such as mobile phones in off-grid situations.
Section 1: Wind Data Analysis
Wind speed in the UK varies a considerable amount,
not only throughout the year but throughout the
day. It was found that the higher wind speeds
generally fall into the winter months when domestic
power consumption is higher. The mean wind
speed was found to be 2.53 m/s with the 99 th
percentile being 7.94 m/s. This range of wind
speeds was used for testing the optimisation model.
Section 2: Optimisation Model Testing
The optimisation model shown on the left was
used to vary the bucket chord length, bucket
overlap, number of stacks and the number of
blades. The end plates contained a series of
holes that the blades could be pushed into in
various positions. The whole device was fixed
to a permanent magnet axial generator which
allowed for power output analysis. These tests
also demonstrated strengths and flaws in the
model which were incorporated into the final
design.
Section 3: Position
A smoke stream was passed over a model of a
traditional Icelandic tent to demonstrate the
way the air travels around the tent. The
information from this test was used to
recommend possible locations which would
maximise the rotational speed of the turbine
and therefore power output. This was verified
using Ansys Fluent and the following positions
concluded.
Section 4: Final Design
The final design, when fully assembled will be
approximately 2.5m tall (subject to generator
size). This packs down so that all the blades
are stored within a single tube to which the
monopod sections may also be attached. This
tube, including end caps, measures just
0.5m x 0.15m – a size which is easily
transportable even in rucksacks.
Assembled Turbine
2.5 m
Packed Turbine
0.15m
0.5 m……
0.5m
To mount, the monopod has a spike at its based
which can be pushed into the ground by standing on
the foot pad. For stability, there is a plate below the
generator which has three holes for guy ropes to be
attached to. When these are pegged to the ground
in a triangular configuration, the model will be
secured against the oncoming wind. The brightness
of these guy ropes also serves as a safety feature.
The blades are made mainly from kite parts including
carbon and glass fibre poles, rip stop for the blade
itself and spar grabbers to join it together.
Key features of the final design include:
• The turbine packs down so that its components
are contained so they won’t be damaged or lost.
• The product lightweight for portability.
• The turbine can be assembled and disassembled
by one person.
• The turbine has features which maintain the users
safety including guy.
• The end plates of the model fold down to form
the end caps of the tube which contains all of the
blades and uprights rolled up.
Project summary
The project seeks to develop a design for a Savonius
Wind Turbine which is suitable for charging common
electronic devices in off-grid situations via USB
output. It is light weight and can be assembled and
disassembled by one person.
Project Objectives
• Research the use of wind power as an energy
resource and briefly compare it to other power
sources. Compare the different types of wind
turbine.
• Collect and analyse wind speed data to
demonstrate the range of wind speeds the final
product may experience along with the modal and
mean wind speeds.
• Using a subsonic wind tunnel, test the effect of
varying parameters including bucket overlap and
chord length, stacking and number of buckets.
• Model air flow over a tent using Ansys Fluent and
smoke stream testing in the wind tunnel, to
demonstrate the best position to achieve
maximum power output from the wind turbine.
• Use the information above to develop a design for
a light weight, portable wind turbine.
Project Conclusion
All of the objectives above were achieved and
resulted in a design which suitable for its function as
well as being aesthetically pleasing.
The next stage of this project would be building a
prototype and testing in the wind tunnel and
developing the design further in order to reduce
costs. It could also include developing the design so
it is suitable for a more permanent position, for
example on the roof of a house or industrial unit.

Adam Caldwell
BEng (Hons) Mechanical Engineering
Project Supervisor
Dr. David Richardson
The Structural Optimisation of Carbon Fibre Composites and Interfaces
Introduction
Hollow tubular composites can be found
across a wide array of sporting
applications. The most prominent example
of this manufacture can be seen in the
mass production of carbon fibre road bike
frames for both professional cyclists and
fans alike. Although an expensive
alternative to its metallic counterpart,
composites offer superior strength and
stiffness capabilities. These factors,
twinned with the component being very
low in weight, make the use of composites
a tantalising proposition for designers and
engineers.
In this investigation
multiple T-section
handlebar
components
(example shown in
Figure 1) and
footplate prototypes
have been produced
using bladder
inflation moulding
(BIM). Having
developed the
design of the
footplate a wet
layup vacuum
technique was then
also employed.
Figure 1 – Carbon,
Aluminum & Steel
handlebars
Handlebar Manufacture & Testing
A total of six handlebars were produced over
the course of the project, with three of
those being used for testing. The ply
orientation and material layup were driven
by the differing forces acting on various
areas of the component (bars, T-Section and
stem) during use. Following completion of the layup
the part was left to cure for 2 hours at a temperature
of 180°C . One bend test (see Fig 2a and 2b) and two
compression tests served to inform future
production and anaylsed each of the components
mechanical capability compared to calculated values
for maximum stress and deflection.
Figure 2a & 2b – Stem bend test setup on Instron 4204
Various issues were encountered and overcome
during manufacturing e.g. material pinching within
tool, air leakages. Testing on the fourth handlebar
showed each of the bars themselves could
withstand a maximum force of 924.5N, equating to a
weight of approximately 94kg per bar.
Finite Element Analysis (FEA)
Using Abaqus/CAE software regions of the handlebar
were modelled to investigate areas of high stress
concentration and measure deflective behaviour (Fig
3). These values were then validated against
Figure 3 – Stress Contour Plot from LH handlebar in Torsion
theoretical calculations and studied alongside the
testing data. Through collation of this information it
was then possible to optimise the design of the
component and ensure maximum performance.
Footplate Manufacture & Testing
A prototype scooter footplate was initially
manufactured by means of BIM using glass fibre
(GFRP)and incorporated a polystyrene foam core in its
neck (See Fig 3a and 3b). Although this did result in
excellent axial stiffness, issues with the air bladder
meant consolidation of the deck was difficult and
another less complicated concept was pursued.
Figure 3a & 3b – GFRP neck section and core cut out
The second footplate prototype omitted the integrated
metal headset and instead featured a swept neck (See
Fig 4) with a PVC foam core running the length of the
component. A hollow composite headset was later
glued to the part using an aircraft grade structural
adhesive. With two layers of 0/90 weave carbon fabric
either side of the core, the cured component exhibited
excellent flexural stiffness – reaching a maximum load
of 1429.27N during a 3-point bend test (shown below).
Figure 4 – 3-point bend test on scooter deck
Project summary
The primary aim of this investigation was to
structurally enhance and optimise the design of an
existing micro scooter handlebar. Following a
focused design, build and test campaign of the
composite handlebars, a secondary study was then
undertaken to evaluate and develop the
manufacturing method utilised to produce scooter
footplate components.
Project Objectives
• Structural optimisation of the composite layup for
scooter handlebars.
• Undertake Finite Element Analysis study
• Manufacture a optimised handlebar component
• Develop practical laboratory skill
• Validate optimisation through testing
• Evaluate the embodiment of a headset within the
scooter footplate (through research and
manufacturing trials)
• Enhanced design and manufacture of scooter
footplate
Project Conclusion
All project goals have been successfully achieved,
including the principal objective of producing a
structurally optimised handlebar component that is
also aesthetically pleasing. After undertaking a
research study and various manufacturing trials, an
alternative footplate design and manufacturing
process was implemented. Although exhibiting
excellent mechanical characteristics and surface
finish in the deck section , the footplate lacks the
necessary stiffness and strength in the neck region –
thus highlighting this as a key area for improvement
with any further investigations. A study aimed at
combining the two components into one scooter
assembly is also highly recommended.

Zac Eddie
BEng Mechanical Engineering
Project Supervisor
Dr. Rohitha Weerasinghe
Urban Farming: An Aquaponic Solution for Food Production
The Problem
In the 40 years between 1959 and 1999 the world population increased from
3 billion to 6 billion people. By the year 2050 it is estimated that this
population will have grown to almost 9 billion and although the annual
growth is slowing down long-range predictions show that the world
population may continue to balloon to 36 billion by 2300. Alongside this
continued growth, the percentage of people living in urban areas has also
been steadily increasing and by 2030 the United Nations forecast that of the
8 billion people living on the planet over 5 billion will be living in urban
centres. To facilitate this growth world food production needs to increase
between 70-100% between now and 2050 despite the available arable land
on the planet slowly running out.
Project summary
With the world population steadily increasing and
available arable land decreasing, this project was
centered around finding a viable solution to urban
farming. Moving agriculture to city hubs could greatly
reduce carbon emissions through eliminating food
miles and make use of currently wasted space.
Project Objectives
• Review current research into urban farming
• Design an aquaponic system that is:
• Modular
• Carbon Neutral
• Self-sustaining
Figure 7 – Side View
Uses
As a single module the system could be placed in the garden, it was designed
to only fill 50% of the average UK garden space. In this configuration it would
sustain 62.5kf of mature trout and 1200 heads of lettuce although any
species of vegetable or fruit could be grown. When connected together the
system could provide for entire apartment blocks in city centers or provide
local produce to local businesses. The system could also be employed in
developing countries to offer a reliable and simple to use food source. Each
system contains removable panels that allow the connection of three other
fish tanks to the main tank which allows the system to grow infinitely big
when the space available allows.
The Solution
An aquaponic system is one in which a symbiotic between plants and fish is
used to produce edible plants and fish. The waste products from the fish is
broken down by bacteria in the water to the nutrients required by the plants.
The plants are grown in a soilless grow bed medium and absorb the nutrients
provided by the fish which would otherwise be harmful to fish. The fish
provide nutrients for the plants, and the plants filter the system for the fish.
This method of agriculture uses over 90% less water than traditional farming
practices at the system is sealed. Once water is in the system it never needs
to be replace apart from losses due to evaporation. The system designed in
this project relies on gravity to draw water from the fish tank into the grow
beds and from the grow beds into the secondary fish tanks. The only moving
parts are four pumps to move the water back into the main tank,. These are
powered by 6 solar panels that provide enough energy in 5 hours of sunlight
to power the pumps continuously.
Project Conclusion
A system was designed that powered entirely by solar
power and is capable of sustaining 62.5kg of mature
trout and 1200 heads of lettuce. As a single module
this system could fit in the average UK garden and
when joined together could be used to fill any space.
It was also found that the system could be used in
developing countries where access to fresh water is
limited.

Thomas Halford
BEng (Hons) Mechanical Engineering
Stress Analysis of Locomotive Coupling Rods and
Their Suitability for Fabricated Manufacture
Locomotive Coupling Rods
Introduction
The project looks at the feasibility of manufacturing steam
locomotive coupling rods by fabrication as opposed to the
traditional as forged method. Locomotive Coupling rods connect all
the wheel sets on a locomotive together as seen in the picture
above.
The main motivation for this project is the difficulty in finding spare
parts to replace lost or damaged locomotive parts. Several
locomotives are missing their original coupling rods and this will
prevent them being eventually restored. However, the forging
method originally used is not financially viable for small numbers of
components. During the second world war the main locomotive built
by the Germans for the war effort had coupling rods fabricated from
three pieces. Research showed the failure rate of the these
fabricated components was no higher than the forged equivalent.
This sparked the idea that new coupling rods could be fabricated
from three pieces welded together.
The benefits of this method are outlined below:
•No expensive forging dies required
•The three separate parts can be made on smaller more common
workshop machines.
•The fabrication method could be used to repair damaged parts for a
fraction of the price of a new part.
This project will look specifically at the feasibility of manufacturing a
coupling rod for a Hunslet 50550 class locomotive (pictured above).
The rod has been modelled in Catia Version 5 Cad software, this can
be seen below. The project looks at manufacturing the part from
three pieces, with the welded joints where indicated below.
Project Objectives
In order to ascertain whether manufacturing coupling rods by fabrication was
feasible the following work was undertaken:
•Fatigue analysis of original “as forged” rod. The results of this will provide the
bench mark to compare a fabricated rod to.
•Strength case for “as forged rod”- This section looks at the severe loading
which occurs in the coupling rod when a slipping locomotive regains adhesion
suddenly.
•Fatigue analysis of the fabricated Rod- This section carries out fatigue analysis
on the fabricated rod.
•Strength case for the fabricated rod- This section takes the same strength
case applied to the forged rod and applies it to the fabricated rod.
•Production Feasibility-This section looks at the production implications of
manufacturing the coupling rod by fabrication from three pieces as well as
some approximate costing.
Stress Analysis
Loading
In order to carry out any stress analysis the loads the coupling rods experience
had to be calculated. The loads experienced were a product of the cylinder
steam pressure and speed of the locomotive attained. The forces in the rod
are continually alternating between tension and compression . The stresses
seen are a combination of bending stresses caused by the rod’s inertia and
direct stresses caused by torque Transmission. However the stresses change
depending upon the speed, cylinder pressure and direction of the locomotive.
Original Forged Rod-Stress Analysis
In order to analyse the fabricated rod it was first necessary to ascertain the
stresses in the original forged component. Due to the variation in loads seen
depending upon speed, cylinder pressure and direction of travel. A fatigue
spectrum had to be devised based around 12 fatigue cases. From this the max
and min stresses were determined at a number of sections in the regions near
where the welded joints would be ideally placed. The graph showing load
against rotation produced a sinusoidal form that was offset due to the positive
bend moment from the rods own weight. It was therefore necessary to use
the Modified Goodman failure criteria to find the equivalent fatigue stress
otherwise the results would have been pessimistic. A stress life (S-N) curve
had to be constructed for the EN3 material which was deemed to be the
closest material to the original material used for the forgings. This can seen on
the graph highlighted in blue. Miner’s Law for cumulative fatigue damage was
then used to assess the part for fatigue damage. The loads for the strength
case for when the locomotive slips and then regains adhesion were then
determined. This was done by resolving the torques acting on the wheel sets
of the locomotive during this sudden recovery of torque. This produced a
torque reacted by one coupling rod, the compressive force experienced by the
rod could then be worked out. The critical buckling force was subsequently
worked out in both planes of the rod with the parabolic buckling formula. The
critical buckling force in y-y direction being significantly less than the x-x. From
this factors of safety could be worked out for the respective planes of the rod.
Project Supervisor-Rui Cardoso
Fabricated Rod-Stress Analysis
Due to the presence of the welds a stress concentration factor needed to
be applied to the S-N curve. This factored down curve can be seen below
in red. This S-N curve was then used to determine the new damage for
the fabricated rod.
The strength case was then calculated for the fabricated rod by using the
critical buckling load previously determined divided by the stress with
stress concentration factor applied. A stress concentration of three was
used as before in the fatigue analysis.
Production Feasibility
The feasibility of manufacturing a coupling rod from three pieces was
discussed in this section. It was concluded that a jig would be required to
restrain and position the three piece rod during the welding process. It
would also be necessary to stress relieve the fabricated rod post welding
by heat treatment, this would be necessary to remove the residual stress
induced by the welding. During this treatment the rod should remain in its
jig , this would avoid excessive twisting or bending due to the part
relaxing. It was also recommended that the profiles for the three piece
rod were water jet cut to avoid producing a heat affected layer that
would then need to be removed by machining due stress implications.
Project Conclusions
• Fatigue analysis shows that a fabricated rod would be capable of
withstanding the same life in service as the original forged rod
without failure.
• The strength case demonstrated that a fabricated rod still had
healthy margins of safety and was therefore acceptable from a
static strength perspective.
• The manufacturing feasibility study showed that a fabricated rod
could be manufactured with the aid of a jig however, a one piece
profile could be manufactured for the same amount of money.
However it would be more cost effective to repair an existing rod
through the fabrication method.

Introduction
Rafael Alberto de Araujo Silva
BEng Mechanical Engineering
DEVELOPMENT OF A REDUCING WEAR SYSTEM TO STORED MILITARY AIRCRAFT TIRES
The life of a tire depends directly on its
storage conditions. Even if manufacturer’s
recommendations are strictly followed, the
lifetime is going to be compromised
depending on how long tires will be stationary
in storage. The stress produced by its own
weight can cause severe damage. A well-built,
automatic-manual, cheap and durable storage
rack will be developed to maximize tires
lifetime.
The above figure shows the final built rack cell. It was designed to carry
up to 3 cells (one above another) and a total of 12 aircraft wheels, each
wheel weights up to 200kg. The wheels will be spinning approximately
3333 00 by rollers located below each tire. The rollers are connected to a
transmission system which can be powered manually or automatically
by a portable drill. A reduction was calculated and simplified in a two
pulley and belt transmission, if there is no available power, it can be
turned manually by its operator. The structure was dimensioned to be
constructed by 30x40x2mm (lower bars) and 30x30x2mm (upper bars)
quadratic profiles of AISI 1020 Steel, which is fairly cheap but enough
to carry everything safely.
To reduce side friction, a spring system was added to adapt the wheel
to a quarter cell space.
An structural analysis was simulated and the results seemed to be fair.
σσ
yy = 33 . 555555 xx ee 77 NN 22 /mm
Factor of Safety: 9.8
Maximum Displacement: 0.382mm
Project Supervision:
Dr. Tushar Dhavale
Project Summary
A research on how to reduce wear of
aircraft wheels when stored in racks has
been accomplished. A storage aircraft
wheel rack was intensely developed with
computer modelling and computer-trials.
The tests showed that the rack will work
at a very low cost and with a versatile
power source.
It was also developed a traceability
program which is capable of multiple
functions being able to store multiple
data from wheels and its characteristics
such as model, location storage dates.
A few restrictions have to be made due
to a not complete prototype which will
be build in the future.
Aim of the Study
A reduced lifetime in aircraft
tires has been detected over
the past decades, a versatile
solution to reduce stress over
the body of a tire when it is not
in activity (storage conditions)
must be created. The aim of
this study is to develop and
produce a simple, low-cost
system which can provide a
longer lifetime to military tires.
In addition to it, a fast and
simple traceability system
should also be developed;
creating a practical
environment which the
operator is allowed to store
the necessary data of each
different wheel.
Common problems caused by improper storage conditions.
Groove Cracking and Rib Undercutting can be seen in the
figure respectively.
Rack Construction
A traceability program was also created. The program itself has a database
capable to store data of each wheel (localization, manufacturer, date and
storage time, wheel number, storage status). It was developed in Python which
is a simple language and the device chosen was a raspberry pi due to its low
cost and efficiency to this operation.
Conclusion
After different assumptions trying to find a numerical solution to the storage
problem, it was observed in the calculations that the storage racks are safe
enough to carry any sized tire of the military aircraft industry. The
transmission system created is very simple and efficient to the operation,
being both manual and automatic, the operator will have no difficult to spin
heavy wheels. The traceability program itself represented a very successful
part of this report. It was well-built and tested, the software responds as it
was ideally predicted.

Rhys Jones-Mathias
Beng Mechanical Engineering
Project Supervisor
Dr Aruna Palipana
Harnessing Energy from draining the pool
Energy Harnessing and Recovery in Gymnasiums
Pool water is replaced every seven to ten days meaning that around 562500
Litres of water at 29°C drains out from the building. It may be possible to
recover some of that heat using heat exchangers. However the time in which
the draining would take place, outside of the facilities operating times,
means that there may not be a demand for preheated water on the site.
height of the water changes as the pool drains.
As the height decreases the volume flow rate and therefore the mass flow
rate also decreases.
Figure 9 shows how the power produced will change as the height of the
water falls
1.2
1
Effect of Change of height on Power
0.8
Height of Water (m)
0.6
The energy produced based on an
average power output of 294.2 W is:
PPPPPPPPPP . tttttttt
EEEEEEEEEEEE kkkkk =
1000
0.4
0.2
0
700
600
500
400
300
200
100
0
Power (W)
Recovering Waste heat from grey water
Heat exchangers are used to transfer heat from one medium to
another. For this application the heat exchanger could be used
to transfer heat from the greywater from the showers to pre
heat the water which is going to be used in the showers.
The main disadvantage of the parallel flow heat exchanger is
that the cold fluid exiting the heat exchanger can never
exceed the lowest temperature of the hot fluid and tends to
the temperature of the hot fluid leaving the heat exchanger.
This is a distinct disadvantage if the purpose of the heat
exchanger is to raise the temperature of the cold fluid.
Pre heated warm,
21.23°C
Max Temp. leaving
the shower at 45 °C
Greywater in, 28 °C
Mains Water
entering, 12 °C
As a result of
observations and
calculations it is
possible to conclude
that the temperature of
the water entering the
heat exchanger will be
raised from to 21 °C
Project summary
An investigation was undertaken into David Lloyd
Leisure Cardiff to identify current energy saving areas
of the facility where energy is available and could be
harnessed. Examples of where energy had the
potential to be harnessed were elliptical machines in
the gymnasium and the spin studio. Another aspect
of the study was to identify where energy was being
wasted and could be recovered. Areas that were
considered were the hot tub and showers.
Project Objectives
Identify areas in the chosen gymnasium facility where
energy could be harnessed, with greater emphasises
on recovering waste heat energy as a result of the
previous research;
Identify current energy saving methods;
Identify technology which could harness this energy;
Identify how much energy could be harnessed;
To look into the ways in which the chosen gymnasium
reduces their energy consumption and possible
technology which could be implemented to reduce
their energy costs.
Project Conclusion
Overall it is difficult to harness and recover a
meaningful amount of energy although both are
possible. The high initial costs mean that the
outcome of this study show it would not be
financially viable at this time. For example, time to
pay back the capital cost of retrofitting the spin
studio would most likely be longer than the service
life of the equipment. However, as fossil fuels reduce
further, there will inevitably be an increase in the
amount of research and development into energy
harnessing and recovery. This will hopefully lead to a
reduction in the cost of the technology which is
currently available.
Figure 8
Greywater out, 16 °C

Richard Halladay
Mechanical Engineering BEng (Hons)
Project Supervisor
Mrs. Rachel Szadziewska
The Study and Calcula0on of the Pre-­‐ Load and
Pre-­‐Load Effects Developed In A Bolted Connec0on
What Is Pre-­‐load & Why Do It?
Bolts are preloaded in tension to a predetermined level which applies a considerable force between the ma;ng surfaces, known as the
faying surfaces. The slip resistance depends on the coefficient of fric;on between the surfaces and the preload. Thus the prepara;on
and protec;on of the faying surfaces and the installa;on of the assembly are both important in this type of connec;on. In general, non-­preloaded
bolts are acceptable for the majority of standard connec;ons as the small amount of slip associated with the clearance hole
in which the bolt is located has no impact on the structure.
Force Development in a Threaded body.
As the applied pre-­‐load increases, the center of the body beings to react to
this force. The thread however remains rela;vely unloaded, as can be seen
below.
Preload Tes0ng
The main test of the project was the
pre-­‐load test. Below can be see the rig
GA & FEA screen shot. The use of FEA
throughout the project was paramount
in ensuring the rigs were strong enough
for the applica;on.
Project summary
The Primary objec;ve of this inves;ga;on is
to tailor already exis;ng bolt pre-­‐load
equa;ons to more specific bolt types. When
calcula;ng the pre-­‐load in a bolt, most
common equa;ons are designed to allow for
all types of bolt and finishes. Because the bolt
types and condi;ons are known, any chosen
equa;on can be adjusted to suit specific bolt
types, resul;ng in more accurate equa;ons
for theses bolts
Project Objec0ves
Tensile Tes0ng.
A major part of the project was the tensile tes;ng of the bolts to determine
the bolt yield. This brought up the issue of stress concentra;ons due to the
threads. Below are some images taken from the tests & the test results.
Results.
On the following two graphs can
be seen the torque Vs force
results, taken directly from the
Preload test & then the correc;on
factor graph produced at the end
of the project.
Using various different theore;cal & prac;cal
tests, generate a graph of correc;on factors
based on the fric;on value of the bolt.
Project Conclusion
The final chart of correc;on values produced
from the tes;ng clearly demonstrates the use
of such data, as well as how simply it can be
presented for use in the field. Where the
chart can be improved is through the input of
more data. Not only would this increase the
accuracy of the current points, but would also
broaden the field of informa;on available.

Knock Sensor (Bosch)
Vishnu Viswanatha Menon
BEng (Hons) Mechanical Engineering
AUTOMOTIVE ENGINE, PRE-IGNITION SENSING
Pre-ignition is an abnormal combustion occurring in an automotive engine’s combustion chamber when there is an ignition prior
to the spark plug firing. Spark plugs, exhaust valves, metal asperities such as edges of head cavities or piston bowls are parts which
can absorb high temperatures and where deposits can build up lead to pre-ignition. Knock sensors detect vibrations from parts of
the engine block caused by knocking combustion pressure waves. When a knock is detected, signal is sent to the ECU (Engine
Control Unit), where it will respond by changing the spark plug firing by a predetermined number of degrees.
Engine tests were performed on a Rover Engine with a Bosch knock sensor fixed onto the engine.
Figure shows the data received from
the knock sensor on a screen using a
Picoscope.
Fast Fourier Transform (FFT) was
utilised to anlayse the vibration signal
and produce a frequency based signal
Graph generated by MATLAB
using ‘fft’ function depicts
various frequencies present in
the engine vibration
Project Supervisor
NEIL LARSEN
Project summary
An investigation was done on a type of
abnormal combustion called as pre-ignition
occurring in a spark ignited engine. A
detailed study on existing knock sensors and
its functions were done. Mathematical
algorithms using Fourier transforms were
developed in a software called MATLAB to
identify particular frequencies from a
random noise signal. Engine runs were
performed to collect data and these data’s
were fed into MATLAB to validate the
functionality of the algorithm. Further
research was carried out on microprocessors
to implement the algorithm so as to
counteract pre-ignition.
Project Objectives
Understand previous work done on detecting
pre-ignition by major automotive companies
Select a proper method of pre-ignition
detection.
Conduct engine tests using Engine test stand
Analyse Test results using a suitable method
Research on a suitable method to counteract
pre-ignition
Project Conclusion
Pre-ignition is an uncharacteristic
combustion occurring in an engine
combustion chamber and it is vital to provide
measures so as to prevent it from happening.
Engine tests were performed to analyse the
vibrations produced using a knock sensor.
Results from the engine tests provided
enough evidence to validate the use of Fast
Fourier Transform (FFT) to analyse the noise
signals from knock sensor.

Robert Hilliard
MEng Mechanical Engineering
Project Supervisor
Rohitha Weerasinghe
Micro-combustion Fuel cell Design
Difficulties of micro-combustion
• Close to wall flow means more losses of heat and other energy leading to
flame quenching
• Manufacturing with small tolerances can prove challenging
• Moving Parts involved in power generation are difficult to accommodate
• Laminar boundary flow dominates means adequate mixing hard to
achieve
Concept
The concept chosen to investigate is a Swiss-roll micro-combustor. Spiraling
the inlets together with the outlets means that heat can be recuperated and
so Reduces the effect of the heat losses to the wall. It also aids in mixing.
Project summary
The demand for portable power is ever
increasing, with devices requiring more
power that lasts longer. This project explores
an alternative to electrochemical battery cells
that utilizes the high energy density of
hydrocarbons. Combustion of hydrocarbons
release a large amount of energy, which has
been the foundation of many large scale
power processes throughout recent history.
Scaling traditional processes down comes
with its own problems and this project aims
to deal with them.
Temperature K
3000
2500
2000
1500
1000
500
0
Temperature against time
0 1 2 3 4 5 6
time (s)
Results
• The small temperature of the lines
show lots of heat can be transferred
back into the inlet
• Straight sections show eat transfer
follows a linear pattern
• Boundary conditions can be
treacherous as can be seen by the rise
in the outlet
Start up times are low which is
essential in portable applications
Centre
exit
Turbulence is induced in the
changing diameter of the
combustion chamber. Helps with
combustion
Project Objectives
• Choose an appropriate Design concept
that directly reduces micro-combustion
shortfalls
• Create a model for computational analysis
• Use sound Engineering reasoning to
validate and justify model results
Project Conclusion
In conclusion, it can be seen that the
challenges intrinsic to this technology are
many and tough to conquer. What can be
seen is that by spiralling flow paths together a
substantial amount of heat can be
recuperated and that this heat recuperation
follows a linear pattern for the most part.
With more work combustion can be modelled
so that the influence of a simulated spark has
less effect on the overall result.

Project Supervisor
Dr Rohitha Weerasinghe
Kevin Daniel
Meng Mechanical Engineering
Suspension Design for an Electric Race Car
The chosen topic for this project is the designing of a suspension system
for the formula car. A Suspension system is a critical part to road and race
vehicles to get the ultimate performance package. By having a wellbalanced
set up and superior upgrades it’s possible to have a more
competitive car than other competitors. The vehicle suspension system is
responsible for driving comfort and safety as it carries the vehicle body
and transmits all forces between body and the road. But for a formula
racing car, comfort is least of the priority and the main aim for it is to
optimise the performance of the car during straight line sprints as well as
driving around corners.
The vehicle suspension system mainly consists of wishbones, springs and
shock absorbers. The spring in the suspension isolates the body from the
irregularities on the road and the shock absorbers damps the oscillations
of the body and the wheels. The geometry of the wishbones determines
important aspects of the design such as the instant centre and roll centre
which have a massive effect on the overall performance
Project Objectives
The main aim of this project was to construct
a suspension that will optimise the
performance of the car as much as possible
with a simple design.
Project summary
VSusp was used to analyse the
geometry then the data from this was
used to make a 3D sketch of the
suspension system on SolidWorks. The
CAD solid parts were modelled around
this 3D Sketch. Carbon fibre suspension
were also manufactured
Project Conclusion
The objectives were achieved because the all
the geometrical design aspects were within
the ideal parameters. The suspension is light
weight too because of the carbon fibre being
used as the material for the construction of
A-Arms

Jack Bevan
Mechanical engineering
Project supervisor
Dr Tushar Dhavale
Snowboard layup design and performance.
An investigation has been accomplished, which assessed the current state of snowboard design and the extent to which it has
developed since its genesis. The focal point and end goal was to establish the way in which the layup of a snowboard affects how the
board rides. Research was done into the key component parts of board manufacture, and it was discovered that each element
performed a very specific and individual role. These roles were further explored and it was found that the effect of each component part
was very noticeable and is highly considered by the manufacturer during the design of a snowboard.
The project was aimed towards studying the stiffness of the board (considered by some to be the life of the board) and studying the
difference in the stiffness or ‘pop’ of various board styles and ages. This greatly determines how the board performs and what the board
is specialised for. Looking to the future of the project and the second year of study to come, it is intended that more attention will be
paid to some of the other aspects of the boards, and their role in the boards’ performance.
Finally the overall aim of this project would be to design and manufacture a physical snowboard as a finished product that encapsulates
all of the knowledge gained though testing, design simulations and experiments over the course of this 18 month dissertation.
The process of bringing a series of component parts together to create a snowboard and applying resin in preparation for it to go into a
heated press.

James Hook
MEng Mechanical Engineering
Project Supervisor
Dr Benjamin Drew
Designing non-circular gears for use in power transmission
Introduction
Discretisation
Figure 1: Steve Caplin, 2014
Project summary
Non-circular gears represent a potential point of improvement for any drive
train with a non-constant cycling torque profile. The gears can be used to
smooth the input torque profile to improve efficiency and reduce vibration.
However there is also design limitations involved in producing these gears.
Theory
When non-circular gears are applied to torque bearing applications they can
be used to change the shape of the output torque profile for a cycle-based
system, such as a 2-stroke engine. This is done through the varying gear ratio
across the course of the rotation of the gear. To do this a simple gear ratio
formula is used.
rr ii = TT ii
× rr
TT oo
oo
Where TT oo = torque output TT ii = torque input
rr oo = radius of output gear rr ii = radius of output gear
MATLAB model
MATLAB was used to apply the gear theory across a discretised model of the
gear. This allows complex gear shapes to be designed quickly. To apply the
above formula the following code was used. where a “for” loop has been
used to apply the formula at all the discretised node points of the gear
shape.
Where mp = matrix position irm = input radius matrix ogr = output gear ratio
Itm = input torque matrix dotm = desired output torque matrix
References
Steve Caplin, (2014). Nautilus gears [image]. Available at: http://www.3dgeni.us/nautilusgears/[Accessed
10 November 14].
The model uses a finite number of data points to represent the shapes of the
gears. At each data point there is a radius value so as to define the shape of
the gear at that point. So this can give an approximation to the shapes of the
gears. This has the disadvantage that in the space between the node points
is unknown so assumptions have to be made.
Example
Here is the gear shape for a system with a sinusoidal input torque profile.
Below shows the effect of the above gear profile on the output torque
profile.
This project involved producing a general MATLAB
model to design non-circular gear pairs. The model is
applicable to both chain/belt driven gear pairs and
directly meshing gear pairs. Additional factors
including applying limiters and determining the
chain/belt stretch where also considered.
Project Objectives
The aims of this project where to produce a MATLAB
model that could determine the extent of the benefit
of non-circular gear pairs, and determine the
potential applications.
Project Conclusion
Across the development of the MATLAB model the
effectiveness of the gears has been assessed to a
certain extent. It is also clear from the theory that
each gear type is applicable to different applications.
So to a certain extent some of the limitations have
been recognised. Without testing, the gains cannot
be easily quantified. So at this stage of the project the
aim has been met.

James Schofield
Meng Mechanical Engineering
Project Supervisor Rachel Szadziewska
Investigation to improve the cooling rate of bicycle brake pads.
Background information
At the start of the investigation the report carried out an extensive literature review covering topics ranging from the equations governing heat transfer to the
history of brake pads. The research found that a lot of experimentation and reports had been produced aimed at improving the rate of cooling in the rotor of a
brake disc system but few studies had been undertaken in the field of brake pad cooling. Therefore the report decided to investigate several theoretical ways
that a brake pad could increase its cooling rate.
Theoretical model
An explicit mathematical theoretical model was produced for the investigation to aid in the
design of new brake pads. The theoretical model was used to determine the cooling rate of
the original brake pad design and then to help produce two new brake pad designs and then
model their cooling rate. The theoretical model used was a nodal analysis model where the
heat flux passing into each of the nodes was determined over a discrete time step.
Experiments that were carried out
The report carried out several experiments. The first experiment which was carried out was to
determine experimentally the thermal conductivity of the brake pad material as this value is not
released by manufactures . This value could then be used to accurately model the cooling rate of the
brake pads. The report then measured experimentally the cooling rate of the three designs by
heating the brake pads to a known temperature and then filming them cool using a thermal imaging
camera. The results of which can be seen in the figure in the center of the page. The report then
carried out wear testing using an experimental rig.
Discussion of results
The three different brake pad designs had the same cooling rate
experimentally, this was a surprise as theoretically the different designs had a
different cooling rates.
The wear experimentation that was carried out showed that the brake pads
designed by the report failed to handle the shear stress that was present
during the braking procedure and the therefore the designs were not valid.
Figure to the left: Shows a design 1 brake pad cooling in
1 minute intervals, and the representative thermal key.
The maximum temperature in each image is notated with
a red triangle.
Project summary
An investigation has been carried out to
determine the cooling rate of current brake
pad designs and to produce two new
innovative designs which have a n improved
cooling rate
Project Objectives
• To design a new bicycle brake pad with an
improved cooling rate compared to the
current brake pads on the market
• To determine the validity of these designs
• To determine the wear characteristics of
the brake pads
Project Conclusion
The report concluded that the brake pads that were
produced with the new innovative designs. Did not
perform better than the original brake pad design on
which they were based. This was due to a number of
factors, one of these factors was the air flowing over
the brake pads not passing through the ventilation
holes f the brake pad.
The brake pads that were produced also failed to
perform as well in the wear testing that was carried
out when compared to the original brake pads. This
was due to the added stress concentration’s that were
placed through the friction material in the form of
ventilation holes.

David Nason
MEng Mechanical Engineering
Project Supervisor
Dr. Rohitha Weerasinghe
Optimisation of a Microfluidic Flat-Plate Thermal Solar Collector Design
Through Computational Fluid Dynamics Analyses
Introduction
This investigation follows on from an
investigation into combining solar energy
enhancing techniques with microfluidics.
After producing several potential designs
incorporating microfluidics with both
thermal solar collectors and photovoltaic
solar panels, it was decided that the best
course of action was to use a design for
thermal solar collector.
The selected design then needed to be
optimised in order to give the collector
maximum efficiency capabilities.
Design
The design that was analyzed was the
simple replacement of 10mm risers in a
thermal solar collector, with layers of
copper containing thousands of
microchannels. The idea behind this is that
the fluid in the centre of the risers would
be cooler than that at the heated pipe wall.
This system provides the heat to be spread
to all parts of the fluid. This idea eventually
led to the deduction that an effective way
to increase collector efficiency was to
minimize the difference in temperature
between the average collector temperature
and the fluid inlet temperature.
Testing
Computational fluid dynamics tests were
completed in order to test various
configurations of collector to establish
which provided the most optimal results.
Results
The simulations proved that the optimal
configuration uses two layers of
microchannels with dimensions 0.29 x
0.145mm. This configuration showed
improved results of reduced heat loss in
comparison to results of the test
performed on a conventional solar
collector design. The implications for this
configuration show a profound potential
for the reduction of heat losses in a
thermal solar system, which would lead to
an increase in conventional solar collector
efficiency. For all collector plate fluid
temperatures that this system could be
exposed to, there is a fixed temperature
difference between that fluid temperature
and the adjacent collector plate
temperature.
Heat maps were found for various
configurations from the CFD tests
Above is a heat map for the optimal design
Project summary
This investigation has been performed with the aim
of c of completing an optimised design of the
absorber within a glazed flat-plate thermal solar
collector incorporating microfluidics that would aid
the efficiency of the collector.
Project Objectives
The objectives of this investigation were to:
•Perform an in-depth analysis of heat losses that occur in
conventional thermal solar collectors
•Analyse in detail all the variable properties of the design
•Perform computational fluid dynamics (CFD) analyses on
various configurations of the design.
•Analyse all results and compare to results from
conventional collector testing.
Project Conclusion
The investigation has been successful, in that the
main aim of the study was to complete an optimized
design of the absorber within a glazed flat-plate
thermal solar collector incorporating microfluidics
that would aid the efficiency of the collector.
Heat map for a conventional configuration of thermal solar
collector

David Dobinson
Meng Mechanical Engineering
Rachel Szadziewska
Optimisation of the Airflow Characteristics within Bike Radiators
Simulation of Simplified Model
A simplified model was generated
through the application of numerical
solutions. Once simulated through CFD
visualisations displayed the pressure
and velocity recorded. The velocity
visualisation displays an approaching
velocity of 30m/s resembling the
motorcycle travelling at 60mph. From
the simplified model results it could be
seen that due to the pressure drop an
increase in velocity is increased
through the fin passages. A small
boundary layer is also displayed
particularly on the bottom of the fin
passages which reduced the heat
transfer efficiency. Research suggests
that if an increase in velocity is
obtained through the fins an increase
will be achieved within the heat
transfer dissipation rate.
Final Radiator Design
Through the investigation many
features and geometry structures
were tested leading up to the final
design. From the visualisations
displayed an increase in velocity
through the fin passages has been
achieved. The radiators structure
was adapted with the addition of a
change to the overall geometry,
converging fin passages, stagnation
point reduction and a nozzle
feature. Through the investigation
it was leant that by increasing the
pressure drop from the inlet and
outlet of the fin passages the a
higher velocity is obtained. The
graphs below display the average
velocity and pressure recorded
compared against the basic
radiator model. From the graphs a
velocity increase of 7m/s has been
induced within the radiator due to
the new design features being
applied.
Project summary
An investigation has been undertaken into the
optimisation of the airflow characteristics through a
motorcycle radiator. An understanding into how
airflow is controlled and the desired characteristics
has allowed for the development of a radiators design
for sufficient heat transfer. Efficient heat transfer can
be achieved through the application of exterior
features but due to a motorcycles space and weight
restrictions within the frame, exterior features are
undesirable. An investigation has been undertaken
into how the radiators geometry can be adapted
within its interior structure for the optimisation of the
airflow.
Project Objectives
The project shall investigate into the behaviour of
airflow characteristics within a radiator system. This
shall provide an understanding into how airflow is
controlled and the desired characteristics required for
sufficient heat transfer through a wall surface. This
will enable the geometry conditions for controlling
airflow being applied to innovative designs for
experimental testing. Current developments within
the manufacturing industry shall provide in-depth
knowledge into the possibilities of manufacturing
complex designs for the development of future
radiator systems.
0.1
50
45
40
35
30
25
20
15
0.05 0 -0.05
Length (m)
-0.1
Velocity (m/s)
800
600
400
200
0
0
-200
-400
-600
-800
Length (m)
-0.1
Pressure (Pa)
Basic
Model
Second
Final
Design
Project Conclusion
Computer aided software enabled the numerical
approach for analysing airflow behaviour through an
array of different innovative designs collecting data
through visualisations and graphs. The innovative
designs were based from research investigating the
main features inducing different airflow behaviours
along with manufacturing processes available for
producing complex designs. The research was taken
forward and through airflow management an
increased performance within a simplified radiator
system was achieved.

Benjamin Williams
MEng Mechanical Engineering
Project Supervisor
Melvyn Smith
Computer Vision For Scoliosis Diagnosis
The Condion
Scoliosis is the curvature of the spine. The condion
comes in different forms. Angle, posion of curve, and
rotaon can also be present.
The diagnosis begins with an observaonal analysis where
the contours of the persons back are idenfied for abnormalies.
Abnormalies that suggest the presence of scoliosis
would be as shown boom right.
The severity may be judged by the Cobb method of measuring
the angle of the curve. This is conducted by the
measurement of an x-ray.
The key requirements in the diagnosis of the condion
are a means to understand the chances of development
of the condion as well as classifying the condion at its
current state.
Children are most likely to have a progression of the condion
as it oen progresses more so during growth. The
use of the Risser sign is a good indicaon of the skeletal
maturity and as it esmates growth rate.
Summary of Current Situaon
Variety of condion and mulple methods of diagnosis
leads to complexity in decisions for forward
movement with regards to its treatment
Likelihood of over-referrals to specialists.
Time taken up not just by over referral but by con-
nuous check ups
Too many people who have the condion and it
goes undetected
Constant checkups especially for children
Restricon in diagnoses
Requirements
Capable of performing mulple diagnosis methods
on a paent at one me including severity and likelihood
of developing
Be quick to diagnose, efficient and cheap.
Require no training
Increase awareness, especially to children
Means of transferring it to be used at home
Summary of Findings
Method Advantages Disadvantages
Kinect Easy computaon as greyscale
Proof of use of human
tracking
Unaffected by light
Effecve depth measure
and at appropriate distance
Stereo
Vision
Use of certain algorithms
can lower computaon
Able to use matlab to produce
algorithms which is
simple to learn and use
Some stereo cameras capable
of creang image
Camera Cheap
Camera easy to use
Available soware
Good calibraon of images
Further scope
Using this at home to measure the progression of a pa-
ents spine possibly through use of a game for use with
the Kinect.
The Kinects great tracking power could also be used in
order to produce a means of physiotherapy to help with
related back pain.
This could be used not just for scoliosis but with the consideraon
of any physiotherapy exercise a person could
be tested by such a game or device which will help them
perform them most efficiently.
Soware relies upon computer
operang system
Difficulty in geng correct
soware
Wire when used
Difficulty dealing with occlusions
Unable to use if with sunlight
or shadow
More room for error with
back being of consistent
colour and not much varia-
on of geometry
Difficult to take photographs
from same distance
away
Many images need to be
taken
Time to complete procedure
long
Project Summary
The study explores the jusficaons for implemenng
a means of scoliosis for the development
and improved diagnosis of scoliosis.
The invesgaon compares the types of
computer vision which could be used based
on the requirements and feasibility of each
one.
Project Objecves
The objecve of this study is to idenfy the
best imaging system as an early stage of
screening for such condions as scoliosis.
Areas of invesgaon have been, looking
into the condion, understanding what it is
and how current methods of its diagnosis
can be developed. This provides grounds to
base the rest of the study on which is looking
into three possibilies of computer vision
techniques; The Kinect, Stereo Vision
and Soware aided photography.
Project Conclusions
Each method has their advantages and disadvantages
if applied to screening scoliosis.
There is feasibility in the use of computer
vision as a way of screening although there
would be no suggeson that it would completely
replace radiographs.
There appears to be feasibility in the classificaon
and therefore diagnoses of all methods.
There is a wide scope for further development
of computer vision, mainly Kinect it
would appear for physical exercise tracking
and self monitoring.

Nick Macey
Mechanical engineering
Project supervisor
John Kamalu
Increasing the durability of resin based handholds
used on artificial climbing walls
Current climbing holds are mainly
constructed out of a polyurethane resin,
which is fairly durable, but tends to
become increasingly brittle with age
which can lead to chipping or cracking.
Lack of ductility will lead to sudden failure
especially when being fastened to uneven
surfaces. Larger holds are often hollowed
out to reduce their weight, though this
can lead to reduced tensile and
compressive strength, increasing
instances of failure.
Establishing failure parameters
Poor handling:. Dropping of holds and
loose storage can cause fractures It can
also result in chipping; sharp edges left on
chipped handholds can be dangerous as
potential harm to the climbers is a high
possibility.
Over tightening holds when reattaching
holds to the wall. This can cause an
internal fracture, which can cause failure
during use
Surface smoothing, brand new climbing
holds have a surface finish similar to
sandpaper, prolonged use of handholds
will result in the multitudes of hands and
shoes wearing away the high friction
surface, leaving behind a smooth and
slippery handhold
Testing Samples
Samples of polyurethane were tested to destruction
Stress vs 20strain of all 4 Samples
Stress (Mpa)
15
10
Sample 1
5
Sample 2
0
Sample 3
-0.002 0 0.002 0.004 0.006 Sample 0.0084
-5
Strain
Prototype handholds were created and simulations
Project Summery
The aim of this project is to investigate
the properties of current climbing
handholds and attempt to select a
material and design that would create
climbing holds with a longer life span
without increasing the overall cost.
Objectives
1. To carry out an in-depth investigation
of the problems currently associated with
artificial climbing handholds.
2. Carry out laboratory work to compare
the strength and wear properties of
current products and also establish failure
parameters.
3. Carry out computer simulation and
prototype testing
Conclusion
Damage from climbing aids, mainly ice
axes. Ice axes are highly destructive
towards handholds causing chipping,
scratches and sharp edges. Due to the
short lifespan of holds used in this nature,
Ice axe training is usually carries out on
holds that have been retired
Polyethylene Terephthalate (unfilled,
semi-crystalline) is a viable replacement
material for polyurethane, as it meets all
the mechanical parameters set out in CES,
is almost 3 times cheaper and due to its
relatively low melting point compared to
polyurethane, which does not have a
liquid phase, Handholds can be recycled
and recast.

Nathan Kohle
BENG Mechanical Engineering
Project Supervisor
Dr. Rohitha Weerasinghe
“The Suitability of cooling R Block Lecture Theatre
with an Underfloor Air Distribution (UFAD) System”
Figure 1- Building Simulation Model
• After modelling the building, the cooling
load was found for the Lecture Theatre
when it was occupied by a given number of
people. This will be carried out by running a
simulation within the ‘Apache’ model of IES.
• After obtaining a value for the Lecture
Theatre Cooling Load, a value for the UFAD
system cooling load (See Figure 2) was
found. This was carried out by running a
simulation in ‘Apache’ that has been linked
with ‘ApacheHVAC’; the module where the
UFAD system is modelled.
The first phase of the ‘practical’ side of the
project was to model the building within
IES-VE (See Figure 1). This is simulation
software used to model the energy behavior
of buildings.
Figure 2- Schematic of UFAD System
Project summary
The aim of this investigation is to see if an
Under Floor Air Distribution (UFAD) system
could be utilised for cooling the R Block
Lecture Theatre. This will be discovered by
utilising building simulation software,
Integrated Environmental Solutions -Virtual
Environment (IESVE), to model and carry out
simulations of the room’s energy
consumption.
Project Objectives
• Develop a base knowledge of: the project
background, HVAC systems and how UFAD
systems function
• Understanding of various modules of IES-
VE software was required
• Simulations calculating the cooling load of
the Lecture Theatre were completed
• A simulation was carried out to confirm
the maximum cooling load of a UFAD
system and whether it would be fit for use
on the Lecture Theatre
Project Conclusion
• The peak cooling load of the Lecture
Theatre was 14.170 kW
• The maximum cooling load of the UFAD
• system is 16.23 kW
• These figures stated prove that a UFAD
system WILL work if installed in the
Lecture Theatre

Yiap Mun Lu
Mechanical Engineering
Project Supervisor
Mr Patrick O’Flynn
Zero Carbon Hospitality Pods: Solar Water Heating
The evacuated tube collector offers a means of providing high
temperature operation with high efficiency. Thermosyphon systems work
because of natural convection. Water flows through the system when
warm water rises because they are lighter as cooler water sinks due it
being heavier. The collector must be installed below the storage tank so
that warm water will rise into the tank. No pumps or motors are involved
in these systems.
The ultimate development of solar energy totally depends on how the technicality and
scientific problems are approached and solved not to mention the economic and
political aspect of it. 82% of the energy used in households is for space or water
heating. Less than a third of all housing stock in Great Britain had central heating in
1970. Thirty years later, the proportion had risen to 89%. Within the zero carbon
hierarchy, minimum levels of energy efficiency for the building envelope will be
required. At present Code level 6 requires a heat loss parameter of 0.8 W/m2 K to be
achieved, which is comparable to the building fabric and airtightness requirement of
the PassivHaus standard [10]. To achieve the current standard, excellent U-values for
all of the fabric elements, levels of airtightness
Project summary
The UK government is committed to sustainable
growth and the green agenda. This is demonstrated
through various legally binding targets and standards,
from which the Climate Change Act 2008 (CCA) is
considered one of the most important. The Act
mandates an 80% reduction in CO2 from the 1990
levels, which are used as a baseline, by 2050[1]
Project Objectives
The ultimate aim of this investigation is to
develop a zero carbon energy concept for
water heating in hospitality pods. The
investigation involves an in-depth study and
analysis of the most common ways of solar
water heating applications. The regulations
for zero carbon buildings and the parameters
also must be studied in order to present an
acceptable concept. While considering
hospitability pods, the proposed concept
must be suitable for a temporary
accommodation.
Project Conclusion
Thermosyphon phenomena combined with evacuated
solar thermal collectors design has proven to be more
efficient and appropriate for the problem.

MUHAMMAD HUSSAIN
BENG MECHANICAL ENGINEERING
Investigation and Feasibility of a PV-T Solar-Powered Absorption Cooling
System with a Dehumidifying Wheel in Dubai; (UAE)
Introduction
The increase in electricity consumption particularly during summer because of the wide-ranging use of air-conditioning systems
and the risk of global energy shortage augmented the attention of scientists towards solar energy in the recent years. There is
13% increase of electricity consumption per capita in the United Arab Emirates (UAE) from 8275.67 kWh in 1992 to 9388.58
kWh in 2011 (World Bank 2014). The annual global irradiance stated by GeoModel Solar Energy (2011) is 1800kWh/m 2 .
Though, utilizing the solar energy to constrain cooling processes is very striking especially in Dubai, United Arab Emirates where
the solar radiation is at its peak. The best way of using solar radiation is to convert it into thermal and electrical energy passing
through Photovoltaic-thermal solar collector and use it to drive thermal cooling cycle that is Absorption cooling and a
dehumidifying system. The passive cooling uses sources of renewable energy such as sun’s radiation in order to provide the
cooling and other household needs for example lightning and ventilation.
Results & Analysis
The results achieved for the
performance of absorption cooling
system through mass and energy
balance equations. The moisture load
for dehumidification is calculated for a
building. The absorbent used is Lithiumbromide
(Li-Br) based on its case study
while considering the control strategies
to prevent crystallisation. All
calculations and results were created
on the basis of solar radiation in Dubai .
Variables Values Units
Qevaporator 325 kW
Qgenerator 395.36 kW
Qcondenser 351.6 kW
Qabsorber 348.55 kW
Heat exchanger solution 131.46 kW
Pump work
0.0095
3 kW
COP
0.8220
35613 -
Area of PV-T solar collector 2179 m^2
Power of the system 326.9 kWp
Recovery period 7.98 years
Efficiency/COP
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
Thermal Regeneration Evaluation
50 55 60 65 70 75 80 85 90 95
Heating Water Setpoint (°C )
Thermal COP
Solar Fraction
Regenerator
Thermal COP
Collector
Efficiency
Average Total
Cooling
Average Latent
Cooling
Final Designing Evaluation
A detailed description of PV-T solar collector is retrieved with its drawbacks and solutions. The cooling energy is assumed as 325kW and all energy and mass
equations of generator, absorber, evaporator and condenser are calculated on its basis. The area of a solar collector is obtained to be 2179m 2 and a PV phase
power output of 326.9kWp. The energy at generator is achieved 395.36kW which resulted system’s Coefficient of Performance as 0.822. The heat source of Li-Br is
reviewed at different temperatures and its problems are explained with a relevant solution. The cooling load is also calculated by assuming the size of building and
using different strategies of shading factors to windows, walls and roof. The solar declination angle is 17.69° with a total cooling load 14.025kW and total
dehumidified air is obtained to be 132.9m 3 /min. The internal concentration is also stated at different evaporator temperature which helps to classify the
behaviour of a solution and its controlled limit. Also the evaluation of absorption cooling system with thermal regeneration is explained and concludes that
increasing efficiency leads to the reduction in thermal COP and solar fraction but also increasing the average cooling load and regenerator thermal efficiency.
Project Supervisor
Dr. ARUNA PALIPANA
Project Aims
To overview solar PV-T assisted absorption cooling
system with a desiccant dehumidifying wheel in
order to have a maximum cooling with minimum
energy consumption.
Project Objectives
• To investigate and obtain results of energy
transferring through Photovoltaic-thermal solar
collector.
• To analyze absorption cooling system in Dubai
based on its results of performance assisted with a
thermal phase of collector.
• Obtain the moisture load and reduce the level of
humiidity through desiccant dehumidifier assisted
by a PV phase of solar collector.
• Obtain the economic feasibility and pay-back
period of a complete cooling & dehumidifying
system.
Project Conclusion
The investigation and feasibility of a Solar PV-T
Absorption Cooling system with a dehumidifying
wheel conclude that this system is an environmental
responsive operation ideology with zero energy
consumption and a COP of 0.822 which is an effective
value of a cooling system. The concept of PV-T solar
collector can help generate two forms of energy
through a single unit with a backup strategy of cooling
even at night. The solar cooling system does require
more space but the payback value makes it stronger
and a valuable appliance. Overall, the system based
on its results, theoretical research and final designing
concept proves that it can be used practically at both
small and large-scale. Therefore, it is practicable in
Dubai; United Arab Emirates weather conditions and
an intensive effort needs to be planned to publicise
this green technology in market.

Kavishanth Sivanesarasa
Mechanical Engineering
Project Supervisor
Dr Rohitha Weerasinghe
The Efficiency of Temporary Settlements
Another positive outcome of this investigation is
that this refrigerator can also be used for medical
use as well such as to store vaccines. In a case like
Glastonbury Music Festival, keeping medical
equipment and vaccines refrigerated is quite vital
and hence with further study, this design would be
beneficial to users in many ways.
The ultimate aim is somehow achieved with the presentation of the 3D model of the
Solar Absorption Refrigerator Concept. It has been sized down compared with the
models which are very similar in the market. However, one of the desired goals was to
calculate the sizes of each component involved in the absorption refrigeration cycle
such as the condenser, absorber, pump and generator etc. This was not achieved but
the sizes of the components were assumed as advised by the supervisor as the main
focus is on making the system portable and energy efficient. Also the solar panel
designed is also slightly larger compared with the refrigerator, however this still is an
‘acceptable’ size for temporary applications. Since size was a primary concern in the
aim of the project, with the 3D model it can be demonstrated that this goal is achieved
with room for improvements.
This project looks at how solar energy
and solar radiation can be harvested to
produce electricity and heat to power a
refrigerating system that is to be used for
Glastonbury Music festival which last for
five days. Because of the invention of the
renewable source into the system, the
carbon emission is reduced hence
environmental damage is reduced; the
use of solar energy in the proposed
system eliminates the need of a power
grid system. This was part of the desired
goal and is achieved.
Project summary
Investigation of energy efficient solar absorption
system with the case of Glastonbury Music Festival
Project Objectives
This investigation includes analysis of solar
collectors, in-depth study of vapour
absorption refrigeration process and the
components involved in the proposed design
and analysis of efficiency of the proposed
concept. A 3D model of the proposed design
is also developed.
Project Conclusion
The ultimate aim is achieved with the presentation of
the 3D model of the Solar Absorption Refrigerator
Concept. It has been sized down compared with the
models which are very similar in the market.

José Roberto Canuto Vasconcelos Junior
BEng Mechanical Engineering
Project Supervisor
Dr. Tushar Dhavale
Design of a Modular Storage System for Aircraft Tires
Rack system
The whole system was modeled using computer aided design,
including the wheels that would fit the system, this model was
used later on in the FEA simulation of the system under the loads
that the system would encounter when under operation, the rack
was Designed using Solidworks.
Python programing
An python was created to assist in the traceability aspect of
the system, the program would be used by the maintenance
employees, helping in the inventory organization and tracking
of the tyres. The program receives information about tires
status and location when it is removed or stored in a rack,
recording the tyre history as it is removed and stored in the
system.
Project summary
This project consisted in the development of a storage
system for aircraft tyres. The system includes an
mechanism that rotate the tyres by the means of a
wireless drill or by the means of a hand crank, the
structure provides the tyres with protection against the
storage ambient and also includes dedicated computer to
provide the users of the hack the ability to record and
track inventory.
Project Objectives
It was requested for our team to design a modular rack
system to store aircraft wheels and tyres, it was the
specified that the rack must be stackable and allow the
storage of 4 tyres and include means of tracking and
recording the history of each tyre.
Project Conclusion
the outcome of the project was satisfactory, even under
the time constrains the team was able coordinate to
Design a system that successfully met the criteria
specified, the next step would be to create a small scale
prototype of the system including a working version of the
tracking unit. Overall we believe that our solution to the
problem is truly adequate and efficient
FEA analysis
The structure was tested in software under the
load of the heaviest military aircraft wheels . And
after testing a few truces designs the team was
able to find an optimal structure for the problem

Jamie Bustin
BEng Mechanical Engineering
Project Supervisor
Dr John Kamalu
Design and Analysis of a Composite American
Football Helmet
Introduction
Concussions and head injuries are a primary
concern in the sport of American Football
[Langlois, Rutland-Brown & Wald, 2006]. Helmet
advancements have focused on soft inner
protection. Lighter helmet = safer sport [de
Lench, B, 2013]. A composite comparison will be
made due to their general strength-to-weight
ratio advantage. Impact performance is a
concern and will be investigated.
Design
Composites possess superior stiffness
properties compared to current Polycarbonate
Thermoplastics. CLA performed. Stiffness
matrices identified for failure criteria. FEA
designed. Section of helmet used to simplify
node structure. Plate defined. Finest mesh
possible of (n=10) – limited by ABAQUS Student Edition -
used. Force calculated = 470MPa.
Experiments
Ball bearing impact simulated. Tsai-Wu & Tsai-
Hill failure [Kolios & Proia, 2012] occurred in all
composite samples. Polycarbonate
Thermoplastic did not fail. Analysis done
through ANSYS – ABAQUS.
Figure 8.4: Tsai-Wu Failure
Analysis
Figure 8.19: Max Tensile
Stress (Aramid)
Figure 8.5: Max Tensile
Stress (Polycarbonate)
Composites not suitable as football helmet
shell. More advanced hybrid composites show
positive potential.
Project Summary
FEA Comparison of Composites to
Polycarbonate in ballistic impact
performance.
Composite performance not adequate to
make up for strength-to-weight advantages.
Project Objectives
To identify composite laminate ballistic
impact performance through FEA.
To consider existing technology and consult
current literature.
Project Conclusion
Composite weaker despite superior
stiffness characteristics.
Stress distribution key factor.
Hybrid laminate potential.
Figure 8.2: ABAQUS Section
& Projectile
Figure 8.42: Football Helmet
Reference Geometry [CADBase,
2014]

Mohd Raffy Fatlly
BEng (Hons) Mechanical Engineering
Project Supervisor
Dr Abdessalem Bouferrouk
A generic overview of aircraft drag reduction
Introduction
Besides having a direct impact on aircraft performance,
drag reduction has a spectrum of positive effects
particularly on the economic viability and environment
sustainability. To illustrate, it has been reported that
fuel consumption contributes approximately 22% of
the Direct Operating Cost (Rennaux, 2004). This means
that even with minor reduction in drag, greatly from
minor reduction in drag, large operational ranges could
be achieved.
Apart from having positive impact on economy, drag
reduction also means low emission of carbon dioxide.
Thus, it is important to realise that the survivability of
future civil aviation would be greatly dependant on the
effort done to sustain the environment in the present.
Theory
Types of drag and its drag contributions
Comparisons of Wing-Tip Devices and Wing-Tip Extensions
Based on the data obtained from a study conducted by Whitcomb (1977), the results
indicate that winglets have better performance as compared to tip extensions. However,
it was only the case with short tip extensions. Quoted from the experimental work done
in 1983, 12% increase in aspect ratio is required in order to decrease the drag by 5%.
Henceforth, this indicates that for the same amount of drag reduction, winglets would
be the best option as winglets would have a smaller and lighter chord than the wing tip.
Project summary
A considerable amount of studies have been carried
out over the past decades concerning the reduction
of aerodynamic drag on civil aircraft
In the context of subsonic flow under cruise
conditions, skin friction account approximately a half
of the total drag while vortex drag contributes about
one third of the total drag
The paper will present a generic overview on the
various concepts of parasitic drag and lift-induced
drag on civil aircraft. A brief summary of each method
will be given and their pros and cons will be discussed
from fluid mechanics points of view.
Project Objectives
The primary objective for this paper to provide a
generic overview on the approaches that have been
proposed to reduce aerodynamic drag particularly on
parasitic drag and lift-induced drag. Furthermore, this
study aims to present the historical background of
each method. Different challenges of each method
will be analysed and comparison of their
performance will be evaluated.
Project Conclusion
It is apparent that two methods have shown great
results in reducing skin friction drag; Hybrid laminar
flow control (HLFC) and riblets have produces a
satisfying level or drag reduction in certain
applications. The use of riblets reduce 2% of drag
while HLFC reduce drag approximately 10%
It can be concluded that Hybrid laminar flow control
is the most promising technique in reducing skin
friction drag. On the other hand, the best approach
to reduce lift-induced drag is by employing wing-tip
devices with (2%) drag reduction. From previous
comparisons, it has been determine that winglets
would be the best option as compared to other
devices.

Bader Altamimi
BEng (Hons) Mechanical Engineering
Project Supervisor
Dr Mokhtar Nibouche
Harvesting The Mechanical Energy Of Exercise Machines
Gears specifications:
To double the speed at the output, a gear box designed
specifically for this purpose.
Serial No Pitch circle
Da
Number of
teeth
Module Pressure
Angle
Gear 1 128 32 4 20
Gear 2 96 24 4 20
Gear 3 96 24 4 20
Gear 4 204 36 4 20
Gear 5 204 36 4 20
Gear 6 96 24 4 20
Gear 7 96 24 4 20
Gear 8 64 16 4 20
Solid works Simulation On Gears
The results of the simulation shows the maximum stress
effect on the design and it’s lower than the yield stress ,
with a factor of safety 21.89.
Simulink
In order to evaluate the concept of person powered the power
generation using gym equipment like a treadmill, an investigation is
required to determine the feasibility of the project. The figures shows
the efficient of the output power depending on different operation
speed.
Project summary
This project is about using one type of renewable energy sources to
produce electrical energy. Energy produced from the movement of
persons over a treadmill machine which is a mechanical energy and
was converted into an electrical energy by using a generator. The
generated electrical energy was then used to power other
electrical systems within the sport clubs.
Project Objectives
The aims of this project is to investigate the validity of converting
the waste mechanical energy produces by trainer’s movement on
exercise machines in sport clubs into electrical energy through
using an electrical generator and then using this energy to run
other electrical devices. This can be achieved through
implementing the following objectives:
- Illustrate some of the human made energy sources like
mechanical energy from exercise machines.
- Take the Treadmill as a case study and measure the produced
energy from it.
- Perform a mathematical analysis for the energy convergence.
- Prepared a PDS to identify the treadmill specifications, material,
dimensions and components
- Develop a CAD model for the treadmill specially the mechanical
energy harvesting system.
- Discuss the obtained results to check its validity.
Project Conclusion
Mechanical energy from treadmill was successfully converted into
electricity using an electromagnetic dynamo generator along
coupled with the gear box that elevates the input rotational speed
of the treadmill shaft. The final electrical circuit delivering power to
a heavy duty battery was found to be 300 Watt at its peak.
Furthermore, analysis was done on different mechanical parts used
in the energy harvesting system and factor of safety of those
elements were found.
Some of the items which could be run with
this kind of electricity are:
Electronic Item
Noise Cancelling Headphones 0.1
Fluorescent Bulb 13
Laptop computer 50
Power needed to run from treadmill
(Watt)
Microwave oven 750 – 1100

Overview of Four Wheel Steering:
Adam Green
Beng Mechanical Engineering
The concept of Four Wheel Steering (FWS) is a
chassis control method that was first considered for
mass production in the mid-1980’s by some
Japanese manufacturers. The systems did not last
long in production and were discontinued in
production vehicles until Porsche reintroduced the
ability to steer the rear wheels In their high-end
performance cars. Considering the purpose of these
cars is to be fast it makes sense that there is an
advantage to be gained in performance by using
FWS. Therefore the purpose of this project is to
investigate to what extent the advantages are to be
gained from using FWS for a performance vehicle.
Vehicle Equations of Motion:
Using the bicycle vehicle model the equations of
motion are deduced from Newton’s second law of
motion and the manipulation of simple laws of
geometry. The equations are rewritten using state
space form to allow them to be modelled more
efficiently in Simulink. The inputs to the equations
are front and rear wheel steering angle, and the
outputs are lateral velocity and yaw rate.
Rear Wheel Steering Control Strategies:
Proportional FWS - Steering the rear wheels as a
constant function of the front wheels
FWS with Feedback Control - Steering the rear
wheels in order to achieve a desired yaw rate value.
FWS with Rear Advance - Steering the rear
wheels out of phase at the beginning of turn in,
followed by in phase instantaneously afterwards.
Four Wheel Steering for Performance Vehicles
Vehicle Modelling & Simulation:
An improved response is defined as less yaw
oscillation, decreased time to steady state, less yaw
overshoot and greater lateral acceleration. If the
use of FWS depicts any of these desired
characteristics, then an advantage can be seen from
using FWS.
Vehicle model
Simulink vehicle model
Simulation Results:
Proportional FWS – TWS Yaw Rate Comparison
FWS with Feedback Control Simulink Vehicle
Model
FWS with Feedback Control – TWS Yaw Rate
Comparison
It is seen on the graph that FWS with Feedback
Control shows decreased settling time, less yaw
rate oscillation and less yaw rate overshoot. This
shows greater vehicle stability through a corner
when compared to TWS. Therefore an improved
vehicle response has been achieved through use of
FWS.
Global Displacement Vehicle Path Modelling:
What can be seen from the S-bend turn modelled
is that FWS adheres to the desired vehicle path
more effectively than TWS. This provides further
evidence for the lower stability of a vehicle using
TWS compared to FWS and thus provides further
evidence for the advantages that are gained from
using FWS in a performance vehicle.
Project Supervisor
Dr Benjamin Drew
Project summary
The project investigates ways of how to improve a
performance/motorsport vehicle’s handling
performance through the use of FWS. Vehicle
response to different rear axle steering control
strategies shall be modelled using Simulink
simulation software and the results shall be compared
to that of a TWS vehicle. The potential benefits that
can be seen from using an integrated chassis control
system are discussed and analysed. Conclusions based
on the simulation results were used to conclude to
what extent FWS has a positive impact on vehicle
response.
Project Objectives
• Develop an understanding of what FWS is and
how FWS has been used in the past
• Produce a Dynamic vehicle model with FWS using
Simulink simulation software.
• Investigate different rear axle control strategies and
their effects on vehicle system response
• Compare lateral velocity, lateral acceleration and
yaw rate system responses to conventional TWS
• Plot TWS, FWS and desired vehicle paths using
global positioning coordinates
• Analyze the results to deduce if an improved
response has been achieved through the use of
FWS
• Conclude to what extent FWS has effected the
vehicle response and if an improved response has
been achieved.
Project Conclusion
The results achieved in the investigation were that in
theory there are significant advantages to be gained
for a performance/motorsports vehicle using FWS.
This was shown through the improved response to
yaw rate oscillations, time taken and stability through
transient conditions shown both on the yaw rate
graphs and vehicle path plots. However the results are
bound by the simplicity of the vehicle model used in
the investigation. Introducing further degrees of
freedom to the vehicle model is predicted to further
improve vehicle response.

Vinicius da Silva Duarte
Beng Mechanical Engineering
Project Supervisor
Dr. Tushar Dhavale
Engineering Project of a storage rack for Military Aircraft Tyres
Background
Despite the exponential global aviation growth,
most of the tires are not stored following the
manufacturer recommendations what causes an
increase in the maintenance and decrease of the
tires life.
This project investigates the improvements that
can be made in the current way the tires are
stored by designing a whole new rack that address
some of the problems the tires can face while
stored.
Improvements were made like introducing a
rotating system, therefore the tires will not suffer
distortions caused by the tire weight on long term
storages and blocking most of the ultraviolet light
that could hit the tire by adding metal sheet on
the rack sides. As important as protect the tires
from the environment is to track when they
arrived, when they were removed and their status,
therefore a traceability system was implemented.
Design
One of the main concerns was about the tire
storage is the deformation that can occur when
they are stored for a long time. To solve that
question a pulley system was designed , the
responsible for the maintenance can turn the
crank and all the tires will rotate or he can take off
the screw that transmit the crank movement and
fit a drill or electric screwdriver into a hexagonal
hole to rotate the tires.
For this project other small parts had to be chosen
and several calculations were made in order to
choose the most appropriate products, for example
the bearings that will make sure the roller run
smoothly. They were decided after calculations of the
reliability it would offer, the load factor it would carry
and the rating life they would have. The chosen
bearing dimensions can be seen below.
Simulation
Various designs were tested in order to ensure that
the rack would be able to carry the weight of another
2 racks full of the heaviest tires on top of it. The
following image is the final design distortion
simulation and the result was a 0.382 mm distortion,
almost 10 times better than the first design
simulation that resulted in a 3.6 mm distortion.
Traceability
To help the documentation and tracking of the
tires a computer program was created, it would be
utilized by employees who are responsible for the
maintenance and storage of the tires, helping to
keep the storage organized. The program would
receive information about the condition and
location of the tires every time they are removed
our stored in one of the racks and this way
creating a tire database and history like shown
below.
Final Design
After several simulations and calculations was
possible to come with a final product that can be
seen in the following image.
Project summary
The project consist in a design of a new storage rack
for tires that would allow them to be easily rotated
to avoid distortions that can be caused in long term
storages due to the high weight of a tire and wheel
assembly. It also include a tracking system for the tires
using a portable computer to create a database for the
tires, that would help the management and care of several
tires in a storage.
Project Objectives
• Project a storage rack that allow tires to be
rotated easily
• Implement a tracking system to the rack
• Address most of the requirements present in the
manufacturers maintenance and care manual
Project Conclusion
A very innovative traceability system was
implemented and the designed rack protect the tires
from most of the degrading chemicals and agents
that can be present in a storage.
The rack can hold four tires and can have two other
racks on top of it what make it very space efficient.
The problem about the tire distortion was solved by
implementing a manual and semi-automatic method
for rotating all the tires.
The ultraviolet light degradation and contact with
degrading chemicals as hydraulic fluids, fuels and
other solvents was addressed by adding metal sheets
around the sides of the rack.
The final product offer a lot of innovations and
protect the tires more than other similar projects, if
released in the market it would be a competitive
product

Stress (Pa)
Stress (Pa)
Tom Leggett
BEng Mechanical Engineering
Design of a Prosthetic Ankle using Composite Materials
Design Stage 1 – Basic shape and dimensions
This design allowed flexibility in achieving the
defined requirements of the prosthetic ankle. The
main benefit is that there is no complicated pivot
mechanism required to achieve dorsiflexion and
plantar flexion. The curved shape acts as both a
spring and a pivot for energy return and imitation
of ankle mechanics.
Design Stage 2 – Angles and Radii
The basic design has been created, with some
dimensions being constant and others being the
variable. The table below indicated which
dimensions are which:
Constant Dimension
Top Section Length (70mm)
Variable Dimension
Radius of Curve (r)
Bottom Section Length (80mm) Angle of Top Section (θ 1 )
Thickness (3.75mm) Angle of Bottom Section (θ 2 )
Width (80mm)
7.00E+06
6.00E+06
5.00E+06
4.00E+06
3.00E+06
2.00E+06
1.00E+06
0.00E+00
Outside Centreline Stress - Varying r
a45b10r20 a45b10r30 a45b10r35
0 50 100 150 200 250
True Distance Along Path
Design Stage 2 – Results
35° produced less
variation between the
two peaks as well as a
lower maximum value
of 4.6 MPa. An angle of
0° for the lower section
would make it parallel
to the floor
encouraging flat foot to
occur. It was therefore
decided that an angle
of 5° for θ 2 would be
chosen for design stage
2. It was found that the
bending machine could
only bend to a
minimum diameter of
50mm Therefore 25mm
radius was chosen
Design Stage 3 – Composite Layups
Epoxy resin and E-glass were the chosen matrix
and reinforcement for layup testing. 7 layups were
tested with the aim of achieving stresses close as
possible to that of the project objective.
[0 5 /90 2 /90/90 2 /0 5 ] Layup 7 had a slightly lower
stress over the load area due to the increase of 0°
plies, but a much higher stress on the outside and
inside centreline. The peak values were 3.05 MPa
and 3.1 MPa for the outside and inside
respectively. The stresses along the edges
exhibited the same results but with a higher peak
stress of 3.45 MPa for both the inside and outside.
The outside centreline and edge strains mimicked
the previous graph shapes but with a doubled
peak value of 0.95E-03. The increased flexibility of
layup 7 is summarised by the massive increase in
deflection to 4.2mm under loading. The final
results of layup 7 provide a successful design.
4.00E+06
3.50E+06
3.00E+06
2.50E+06
2.00E+06
1.50E+06
1.00E+06
5.00E+05
0.00E+00
Stress for Varying Layups - Outside Edge
[0/0/0/45/-45/45/-45][0][-45/45/-45/45/0/0/0]
[0/90/0/45/-45/0/0][0][0/0/-45/45/0/90/0]
[0/0/0/0/0/90/90][90][90/90/0/0/0/0/0]
0 50 100 150 200 250
True Distance Along Path (mm)
Final Product Manufacture and Testing
The inside edge clearly shows signs of the fibres
buckling, especially on the outside face of the
laminate. The simulations and these results agree
that the maximum compression occurs at the
bottom of the curved section, at half way along
the entire length of the model.
Project Supervisor
Dr Ruth Jones
Project summary
An investigation into the design of a prosthetic ankle
using composite materials to mimic the
characteristics of a normal human was undertaken.
The minimum load and maximum stress experienced
by a normal ankle was found from literature. Current
designs of prosthetic feet were used to create an
initial model on Abaqus, a finite element analysis
software. The best design was chosen and then
manufactured in the University West of England
laboratory. The simulation results were then verified
by testing the completed composite ankle model in a
compression test. The model withstood the minimum
load and hence verified the design of the ankle. The
design is not the complete solution for a prosthetic
foot, but provided a basis by which the other
components of the foot can be designed around.
Project Objectives
Design a prosthetic ankle capable of supporting the
weight of an average human during a normal walking
gait cycle, whilst replicating the stress of a normal
ankle joint.
• Minimum load 3500N
• Maximum stress 3.464 MPa
Project Conclusion
The modelling on Abaqus found the best angles for θ 1
and θ 2 were 35° and 5° respectively. Both were found
to have the lowest peak stress and less variation
between the two peaks on the top and bottom of the
curved section. A smaller radius provided less stress
and strain, but due to manufacturing limitations a
radius of 25mm was selected. A layup of
[0 5 /90 2 /90/90 2 /0 5 ] was the final orientation chosen,
as it gave a maximum stress value of 3.45 MPa,
extremely close to that defined in the specification.
The final model testing was a simplistic compression
test, but it proved successful. The ankle passed the
minimum load requirement of 3500N and began to
show signs of failure at 4700N. The difference
between the simulation and the real world test
highlighted issues with the model simplification, but
despite this a successful product was made that met
the specification and aims of the investigation.

Thomas Gabriel
BEng Mechanical Engineering
Project Supervisor
Mike Ackerman
To Assess and Compare Mechanical Presses and Hydraulic Presses
Introduction
Aquaponics is a relatively new farming method
that utilises nutrient rich fish waste water to fuel
the growth of crops. The nutrient fish water is
pumped up from a fish tank to a header tank full
of a porous medium that acts as an anchorage
point for the roots of the crops on the surface
above. The nutrients within the waste water are
absorbed by the nitrifying bacteria on the base of
the roots, resulting in the cleansing of the waste
water and the uptake of nutrients into the crop
roots.
Currently the construction of a functioning autosiphon
involves a trial and error method so that a
30 minute siphon trigger time is achieved. This
process can be time and labour intensive, reducing
the accessibility of Aquaponics to new,
inexperienced practitioners.
As a result, it would be beneficial if a
mathematical model could be constructed that
could take system input parameters, such as
geometry of the grow bed, volumetric inlet of fish
wastewater and maximum root depth and
produce the required geometry for a specific
siphon design.
The first step to the construction of such a model
would be to determine the pressure drop of a
liquid-gas fluid flow within a small siphon driven
drainage system.
Aims of invesitgation
The aims of the investigation are as follows:
-Construct a Mathematical Model that accurately
predicts the total pressure drop experienced by
the an auto-priming siphon system.
-Design and Test a prototype of the chosen autopriming
siphon.
-Predict the Flow Regimes present throughout all
stages of the siphon cycle and at what point they
move from one regime to another.
Test Setup
Pressure (Pa)
1800
1600
1400
1200
1000
800
600
400
200
0
Results
The Pressure drop was found to be 1400 Pa, as
shown in the graphs below.
The Mathematical Model predcited a drop of 4800
Pa. This was due to the unmodelled error of the
two stream interactions as depicted in the figure
below
Schematic Highlighting the Influence of Annular Layer Thickness on Effective Gas
Outlet Diameter
Pressure Drop
0 100 200 300 400 500 600
Time (s)
Pressure Drop
Mark 1
Mark 2
Mark 3
Mark 4
Mark 5
Mark 6
Full Flow Begins
Full Flow Terminates
Project Conclusion
As it currently stands, the mathematical model using
the Brill and Beggs method does not accurately
predict the test geometry. The largest source of the
inaccuracy has been hypothesised to occur due to the
unanticipated effects of the second inlet stream on
the behaviour of the EZ-T siphon system as a whole.
The addition of the second stream has been
hypothesised to lower the pressure gradient between
the inlet of pipe one and the inlet of pipe three,
resulting in a reduced total pressure drop.
This hypothesis was reached after an initial analysis
of the mathematical model produced erroneous
results due to an incorrect gas fraction reading
generated by the balloon testing method described in
section. The balloon method returned a value of
volumetric flow rate for the gaseous phase of
0.944x10E-03 m3/s. This equated to a gas content of
42.7% within the flow mixture. The error in the gas
fraction measurement was found after the
construction of the transparent PVC prototype.
During the documenting of the flow regimes within
the transparent PVC model it was observed that there
were no bubbles in the horizontal or vertical outlet
pipes. As a result it was hypothesised that the gas
fraction measurement had been erroneous. This led
to running the mathematical model again with a nonexistent
gas fraction. This lead to a pressure drop that
was further away from the values tested than the
initial result using the erroneous gas fraction.

Suihua Zhou
BENG Mechanical Engineering
Project Supervisor
Dr Quan Zhu
Adaptive control and simulation of aircraft landing gear
Basic assumptions of the model
1) Geometry of the gear is formed on a vertical plane and all of the force in
this plane.
2) Ignore the centreline of the shaft relative to the buffer offset.
3) The centre of mass of the elastic support is determined by the intersection
of the horizontal position of the centreline of the buffer and the trunnion.
4) Elastic support mass can be idealized as gathered near the trunnion rigid.
5) In addition to the horizontal deflection deformation of the outer buffer
structure. Ignores other variations buffer structure.
Coordinates: The origin of the establishment of the centre of gravity of the
aircraft, z coordinates of the vertical downward is positive; x coordinate of
the vertical z coordinates, heading in the opposite direction is positive.
Coordinate with the movement of aircraft movement.
The landing equation of motion: The mechanical model taking various gear
separating body according to dynamics theory, the following equation of
motion can be obtained as below and the force analysis as shown in figure
below:
Simulation
Design MRAC by Lyapunov stability theory
Use partial parameter optimization method designed model reference
adaptive system is not necessarily stable. In order to overcome these
shortcomings, a German scholar P.C.Parkes (1966) proposed the use of
Lyapunov the second method to derive an adaptive algorithm to ensure
that under the adaptive control system is globally asymptotically stable.
Assuming each state variable system can be obtained directly. Parameter
of control object is generally not directly adjusted.
Project summary
Aircraft has a greater impact loads during takeoff and
landing. In order to avoid excessive load generated, a
suitable design of the landing gear is important. In
the landing gear design process, in addition to
considering the static aircraft landing gear in the
force, but also need to consider the dynamic
performance during takeoff and landing phases.
During takeoff and landing, the landing gear should
be able to withstand greater loads and slow motion
of this impact in order to improve comfort and
security in order to improve comfort and security.
Project Objectives
1. Establish Trolley landing gear dynamics mechanical
model
2. Using adaptive control algorithm to research
aircraft landing gear
3. Using Matlab to simulate the model and get the
result
4. Summarizes the content and the main contribution
of this report
5. Expanding the project by CMS application as the
further work
6. Sum up the whole work of this project.
Project Conclusion
This thesis is use MRAC to describe the aircraft
landing gear systems. Established a relatively
complete landing gear landing roll dynamics model
and linear state equations. Differential equations,
each component force on the buffer system and the
tires force were given by this thesis. Used model
reference adaptive control method of landing gear
systems design and obtained control model of the
landing gear. According to the landing gear control
model, simulated and analysed the adaptive control
of the landing gear model by Matlab simulation
software.

Sean Thomas
Mechanical Engineering
Project Supervisor
Jason Matthews
RepRap Assembly Automation
The design that will be analysed is the Ormerod 2. It was released on 11th September 2014.
This particular RepRap has been selected because it was the newest design and there was
access to one which made understanding how it worked much easier.
Each sub-assembly will be analysed using a formalised ‘scoring’ system. The
goal of this system is to give an indication of how easy it is to automate the
assembly with the parts in their current forms. The parts which will be
redesigned will be within the assemblies which are already most suited to
automation, this structure for selecting sub-assemblies will result in
assemblies with less parts and fewer fixings meaning that each one will take
less time so more can be redesigned.
Original Z-Lower-Mount analysis
This assembly has 7 parts of which 6 are
fixings. This gives a score of 13.
There is 1 printed part with all the fixings
being attached from the same direction,
meaning this is a bottom-up assembly.
The printed part has no symmetry but its
shape would make it easy to create a rig
where the part will only fit in the correct
orientation.
Original Z-Lower-Mount
The way this system works will be to add together the total number of parts
and the number of fixings. For example if a sub assembly has 15 parts, of
which 5 are fixings, the ‘score’ will be 20. The aim at this stage is to identify
assemblies which have 3D printed parts that can be redesigned, therefore an
assembly will not be selected if it does not contain at least 1 printed part.
Redesigned Z-Lower-Mount Analysis
The original assembly had 7 parts where 6
are fixings this gives a score of 13. With the
redesigned part there are no fixings so there
is just a single part giving a score of 1. The
percentage reduction for this assembly is
92%. This part will change the overall
assembly process more than any other part
because it cannot be added at the same
point in the process that it currently is.
Redesigned Z-Lower-Mount
Project Summary
Can the assembly of a RepRap be automated?
Project Objectives:
• Research and understand automation techniques,
design for assembly and their limitations.
• Select a RepRap.
• Evaluate assembly processes to determine which
parts are best to redesign.
• Optimise design for automated assembly and
create CAD models.
• Analyse new parts to show how changes made
have improved parts for automatic assembly.
Project Conclusion:
Overall this thesis has shown that applying a few
simple techniques can make the assembly process
much simpler with small changes to overall design. It
has reinforced the idea that a small amount of effort
in the design stage can have a large positive impact
on later stages. However redesigning an already
existing product does have a lot of limitations, the
overall look of the product and its functionality have
to remain relatively untouched meaning that only
small scale changes can be made.
RepRap technology is changing rapidly and designs
become obsolete quickly.
Original Z-axis Lead Screw Analysis
This assembly consists of 5 parts where 3
are fixings. This results in a score of 8.
This could be completed as a bottom-up
assembly as there is 1 printed part and 3
nuts which are attached to a rod, if they
are all added from the same end then it
can be assembled bottom-up.
Original Z-Gear-Driven
Redesigned Z-Axis Lead Screw Analysis
This assembly still has 5 parts with 3 fixings
so the score remains 8. However the new
design makes the part much easier to feed
in an automatic assembly system.
Redesigned Z-Gear-Driven
This is why I have come to the conclusion that the
best way to further the progress of RepRap assembly
would be to design a new RepRap with the emphasis
on making assembly as simple and fast as possible for
a human. It is worth noting that this is view of the
technology’s inventor however this thesis has shown
that there is a lot of improvement still to be made.

Lawrence Dubey
MEng Mechanical Engineering
Project Supervisor
Rachel Szadziewska
Increasing Heat Transfer by Pipe Roughening
Experimental Study
The primary aim of the proposed project was to
investigate whether roughened tube had a
significant impact on heat transfer, and whether it
significantly affected the pressure drop and thus
the pump power demand. Therefore the
temperate and pressure values needed to
measured over a length of smooth pipe and a
length of roughened pipe.
The experimental rig was set up as shown in the
schematic diagram below. It consists of four main
parts: water heating, temperature measurement,
pressure measurement and flow rate
measurement. The test pipes were made of
copper, to represent common domestic water
pipes. Both pipes were of the same dimensions,
1m long and ID of 20mm, except that one of the
pipes had been internally roughened by manual
abrasion.
Theoretical Analysis
It was evident from the results, that the
experiment produced unexpected and
contradictory results. The rough pipe both felt and
looked rougher. However the empirically
calculated equivalent sand grain roughness‘
conflicted with the reality of the pipes internal
surface. This meant the heat transfer model could
calculated, instead the focus changed to fluid flow.
An analysis was conducted in Excel to determine
the reason for this discrepancy. It was discovered
that the pipe roughness ε was very small
compared to the pipe diameter and the viscous
sub layer completely submerged the effect of ε.
This meant that the pipes acted as hydraulically
smooth, so therefore smooth regime laws were
applied. This showed again that the smooth pipe,
had a higher friction factor as it had a slightly
higher flow rate, due to error at the water valve.
Filonenko
correlation
Blasius
correlation
Darcy-
Weisbach
equation
Friction Factor Formula Comparison
0.023179566
0.022852982
0.023624008
0.023277335
0.026230914
0.02 0.022 0.024 0.026 0.028 0.03
Friction Factor
Friction
Factor
Smooth
Pipe
Friction
Factor
Rough
Pipe
0.029581001
Pressure (Pa)
Computational Fluid Dynamics (CFD)
The aim was to use the ANSYS software to run a
number of CFD simulations for the flow through a
pipe. The parameters of the experiment were
utilised as the inputs for the first series of CFD
runs. This then meant that the empirical and CFD
calculated pressure drops could be used for
comparison purposes. Another set of runs were
carried out with parameters that would produce
the results expected of this investigation, the ideal
results, which would help validate the theory
The CFD results confirmed the hypothesis that the
experimental pipes behaved hydraulically smooth.
It also verified that increased roughness does lead
to an increase in pressure loss.
1600
1400
1200
1000
800
600
400
200
0
Pressure (Pa)
Comparing Rough Pipe vs Smooth Pipe
1 1.2 1.4 1.6 1.8 2
Distance (m)
3000
2500
2000
1500
1000
500
0
Pressure loss difference between a smooth and roughened pipe (idealised
situation)
1 1.2 1.4 1.6 1.8 2
Distance (m)
Smooth CFD
Rough CFD
Smooth
Theoretical
(Smooth Regime)
Rough Theoretical
(Smooth Regime)
Smooth
Experimental
Rough
Experimental
Smooth Ideal
Rough Ideal
Project summary
A wide variety of industrial processes involve the
transfer of heat energy. These processes provide a
source for energy efficiency increases. Enhanced heat
transfer surfaces can be designed through a
combination of factors that include: increasing fluid
turbulence, generating secondary fluid flow patterns,
reducing the thermal boundary layer thickness and
increasing the heat transfer surface area.
Project Objectives
The project was an investigation into roughened pipe
with the main objectives being the improvement of
the heat transfer efficiency whilst minimising the
pressure loss induced by turbulence. The paper
discusses the theory behind the heat transfer and
fluid mechanics and how this relates to heat transfer
enhancement. A practical experiment,
complemented by theoretical analysis and
computational fluid dynamics, was conducted to the
see how the theoretical results compared to the
empirical data.
Project Conclusion
It was found that the experimental pipe had a relative
roughness that when compared to the Reynolds
number, resulted in the pipes acting hydraulically
smooth, despite the fact that one pipe was in reality
rougher than the other. This was because the
boundary layer was thicker than the roughness
height. This report details how these problems would
be overcome in a revised experiment, so that the
heat transfer could be analysed effectively. The CFD
model was also employed to simulate an ideal
experiment, in which the roughened pipe exhibited a
rough regime, this verified that this does lead to an
increased pressure loss.

Jamie Boxshall
Meng (hons) Mechanical Engineering
Project Supervisor
Rui Cardoso
Introduction
The wheels on the Bloodhound SSC are a critical
area for analysis; the rotational velocity is so great
that rubber wheels would simply disintegrate and
a steel rim would be so heavy that the inertial
forces would tear them apart.
It has been decided by the Bloodhound team that
the wheels are to be made from a solid aluminium
alloy, it was discovered during last year’s report
that the stress throughout the wheel from inertial
forces are within a FOS of 1.5. This is a low FOS
however with the design they used, the
compromise was the more material required to
strengthen the wheel, would in turn, increase the
inertial forces and hence the stress.
This report sets out to evaluate the stress
throughout the wheels, from both inertial forces
and applied weight on the wheels. This will be
used to discover if the solid aluminium wheels are
strong enough to carry the load of the vehicle
across the desert at 1000 mph and further more to
discover whether composite materials could have
been used in replacement of the aluminium
wheels, assuming money and time is not an issue.
The decision to undertake this project was due to
a strong underlying interest in the Bloodhound
SSC, as well as an interest in stress analysis.
Investigation into the design optimisation of the wheel on the
Bloodhound SSC
Validation
To validate the Results of the FEA a comparable set
of results was produced through practical testing
The practical test tested a car wheel wired and
strain gauges to out put strain during driving load,
the results showed a clear fluctuation of stress as
the wheel rotated about entering high and low
stress regions. When compared to the FEA result
the strain showed a close reltionship to support
the FEA model.
Bloodhound
Finite element analysis on the wheel then began
and the stress distributions plotted, shown below.
Composite
The bloodhound wheel was evaluated for comThe
use of composites for the design of the
bloodhound model may very well be possible,
however using the current FEA model no such
conclusion can be made as the stress indicated
that the material will fail and no optimal design
can be produced as a result.
Conclusion
The composite models showed that weight savings
could be made but the stress levels are so high
above the material strength that it is unclear
whether the changes would have been able to
safely withstand the induced load.
Therefore no solid conclusion could be made and
further investigation should be under taken
Project summary
This report set out evaluate the stress
throughout the wheels, from both inertial
forces and applied weight on the wheels. This
will be used to discover if the solid aluminium
wheels are strong enough to carry the load of
the vehicle across the desert at 1000 mph
and further more to discover whether
composite materials could have been used in
replacement of the aluminium wheels
Project Objectives
The purpose of the investigation is to discover
whether the wheels on the Bloodhound SSC
have been designed to withstand theoretical
stresses and discover if composites could be
used to further improve the design.
Secondary aims have also been laid out which
are:
-Validate Finite Element Analysis model
-Produce finite element of the Bloodhound
SSC wheels
-Evaluate Bloodhound wheels for
optimization
Project Conclusion
Overall the FEA modelling has proved more
difficult than expect. It can be concluded that
the validation model shows close agreement
with one another, however further analysis
should be analysed for high speed tests, this
said there are still definitely possibilities that
a composite design can be used to further
improve the performance of the Bloodhound
SSC. Composites can offer great weight
savings which helps to reduce the inertial
forces and improve performance.

Harry Carmichael
Meng Mechanical Engineering
Project Supervisor
Dr Aruna Palipana
Design and Viability Analysis of a Diffuser Augmented Hydrokinetic Power
Generation System
Introduction
As the search for alternative renewable energy sources continues amidst
dwindling fossil fuel resources, hydropower has seen a strong increase in interest
and development over the last few decades. However, a subsidiary of
hydropower- hydrokinetic power, has only come into the spotlight in recent years,
namely to generate electricity from the tides. Unfortunately this method of
power production is expensive and thus economically unfeasible for countries in
the developing world. It stands to reason that similar, although on a smaller scale,
hydrokinetic power systems could be applied to other fast flowing water
resources such as rivers that could be economically viable in poverty stricken
regions. An investigation was performed into the optimal design of a diffuser and
the economical feasibility of hydrokinetic power generation system in a rural area
of South Africa
The aim of this thesis is to explore the development of a diffuser augmented
hydrokinetic turbine to relieve electricity poverty in rural areas. This system is
then compared against other power generation systems to find which option is
the most viable.
Finally a discussion took place on how assumptions and errors may have affected
results. It was found that the CFD results have a 6% over prediction in results
compared to the theoretical results.
System Hydrokinetic Solar Wind Diesel
Generator
Capital cost (£) 42,408 28,969 65,200 22,110
Operating cost
(£/year)
Total cost over life
time (£)
Cost of energy
(£/kWh)
Carbon dioxide
emission
(kg/year)
1,062 1,564 1,304 Including the
cost of diesel
fuel: 4,897
132,315 155,070 190,338 174,657
0.076 0.089 0.109 0.099
0 0 0 27,919
Computational Fluid Dynamics
Due to the complex and large number of equations involved in calculating
numerical solutions of fluid flow, computational fluid dynamics software
packages are used to perform the analysis in as short a time as possible. An
image of the outcome of one of the simulations is shown below to the left
The power coefficient, also thought of as the efficiency, was also compared
between the diffuser augmented turbine and the bare turbine. As can be seen
from the graph, the power coefficient is highest for the diffuser augmented
turbine. This led to a power increase of 75% compared to the un-ducted
turbine .
Economical Viability
An economical analyses was performed on the hydrokinetic turbine compared
to other power generation methods. From the table shown below, the
hydrokinetic power system was shown to be the best long term investment
option despite having a higher capital cost than solar power.
From the data collected and the results gained, it can be said with a strong
amount of confidence that the diffuser caused a positive power augmentation.
The percentage increase in power production is considerable, and is a much
more attractive solution than deploying a turbine without a diffuser.
0.8
0.7
0.6
0.5
POWER COEFICIENT
0.4
0.3
0.2
0.1
0
Velocity against the Power
Cp no diffuser Coefficient
Cp with diffuser
0 0.5 1 1.5 2 2.5 3 3.5 4
VELOCITY (M/S)
Project summary
An investigation has been performed to study the
viability of a diffuser augmented hydrokinetic power
generation system for deployment in rural or poverty
stricken regions without access to electricity.
A variety of computational fluid dynamic models were
designed and tested to find an optimal diffuser design.
This was followed by an economical viability study for
the hydrokinetic power generation system compared to
other power generation methods such as solar, wind
and a diesel generator.
The optimal diffuser design had a diffusion angle of 16
degrees and a length of 0.6m. The cost per kWh for this
system was £0.0701 per kWh
Project Objectives
• Investigate the study site for river parameters.
• Develop and analyse the diffuser concept using
software simulations to find an optimal diffuser
design
• Compare the economic feasibility of this concept
compared to other power generation methods.
• Examine how assumptions made during the design
of the concept and analysis could have affected
results.
Project Conclusion
It can be confidently concluded that an optimal diffuser
design was found as the system produced an increase in
power equal to 175% of the turbine without a diffuser
installed.
The economical analyses also found the hydrokinetic
system to be the best long term investment. Despite
not having the lowest capital investment cost.

Timothy Stone
Mechanical Engineering (Meng)
Project Supervisor
Richard Stamp
Project summary
Speed Bump Design for Energy Collection
Concept Prototyping
Upon setting up the system it quickly became
apparent that generating energy was not possible.
When applying any load whilst keeping the plastic
tubing level, water came out and span the wheel,
however, when connecting the dynamo, the wheel
was unable to overcome the frictional forces as
Figure 35 demonstrates. Even when using a garden
hose at mains pressure, the velocity of the water
was still inadequate and unable to move the wheel
when the dynamo was attached. Although this test
could be seen to have failed, the wheel was able
to move very quickly when the dynamo was not
attached, which proves the force was able to
convert into rotational velocity, if the wheel could
overcome the friction then this experiment would
have generated results. To confirm the friction
could not overcome different shaft diameters,
fluid storage and tubing were all tested without
providing results.
Material Selection
A static simulation was complete with permanent
fixings, to stop movement or rotation. The speed
bump was also secured to stop movement in the
normal direction; so it would act as if on a road of
no compressibility. The pressure was assumed to
act either across the surface area of the car tyre or
evenly distributed across each side, dependent on
how the force acts, or the size of the vehicle being
tested. This was to give the maximum stress
possible throughout simulations.
Project Conclusion
The prototype tested (hydraulic) was not successful,
regardless of the fluid velocity created as adequate
water pressure could be generated to overcome the
friction of the dynamo. It did allow a redesign to be
conceived which allowed modifications of the
prototype which would hopefully minimise this
issues. The testing did indicate however that in
practise the system may not be feasible due to size,
number of components and exposure of certain
components to the environment. A prototype should
be developed with minimal moving parts to reduce
issues of friction forces and accommodation space.
The power output calculations for the potential
generation of electrical energy together with the data
collected for the vehicle populous indicates that the
amount of energy could be obtained through speed
bump design. Although energy generation may result
in a lower
Power output then targeted proximity sensors could
be used to reduce the energy consumption at times.
The study for the potential energy generation of
speed bumps was initiated with research and data
collection; this was to establish the possible energy
generation by finding average vehicle populous,
average vehicle weight and the required power
output to illuminate a 50 watt street lamp. Other
measures were investigated for feasibility, including
regulations, safety and costing, which established
dimensions, placement and technology, so testing
could take place. It was decided that speed bumps
would be designed for 20 mph zones, which would
reduce initial costing, enabling speed bumps to be
surfaced fixed to the road, therefore omitting
expensive excavation.
Using suitable technologies, concepts were designed
and compared against each other, and the hydraulic
prototype was selected for testing. Although testing
was unsuccessful, construction issues previously
encountered were improved by modifications to the
design. The testing lead to the conclusion that the
concept selected may not be suitable, therefore
alternative prototypes were developed for further
study.
From observing the four different simulations, the
highest stress level was selected, so the material
would have to withstand a yield stress of 8.5MPa.
If a factor of safety of three is to be used, the
actual value for yield stress required is 25.5MPa.
From the initial research and data collected it would
appear that energy generation from speed bumps is
feasible and there are several possible options
available for further development whilst following
the design specification.
Project Objectives
Initial Research, research of similar products, study
literature and designs ideas.
A potential solution to solving this issue is to
reduce the friction by either creating a gearing
relationship between the dynamo and the wheel
or by designing a solid shaft which holds the
water wheel and the rotational shaft of the
dynamo.
To find the most suitable material, a program
known as Cambridge Engineering Selector was
used. By setting the minimum properties as
discussed and setting each material.
Fibreboard is suitable, as it can be easily made
weatherproof and the majority are produced from
sustainably grown timber, which is abundant in the
United Kingdom, and are also produced from parts
of a tree which have no other use
Vehicle Research, including populous, weight
distribution and energy loss.
Energy Generation, find required power outputs,
consider environmental impacts.
Initial, product and material testing
Product design, development of concept ideas
through sketches and selecting a suitable design.

Peter Lawson
Project Supervisor
Chris Toomer
Meng Mechanical Engineering
Development of a Shrouded Roof Top Turbine
for Frenchay Campus
Wind turbines are a source of renewable energy, through converting wind
energy to electrical energy. Before implementing a new turbine, the wind
resources at the desired location should be modelled and the turbine design
optimised to maximise energy yields from the available wind. This
investigation examines the feasibility of locating a wind farm on the Frenchay
Campus of the University of the West of England. The previous study
modelled the wind speeds across the campus and explored the costs and
feasibilities of implementing various turbine designs, concluding rooftop
turbines sited on the high-rise student accommodation to be the most
feasible option. This investigation examines how these designs can be
optimised to maximise electrical energy outputs. Firstly, the wind flow over
the chosen buildings was modelled through computational fluid dynamics
(CFD) to identify optimal rooftop sites for turbine installation and the optimal
elevation above which the wind speeds are highest. Secondly, a shroud,
which encloses a turbine to passively encourage higher effective wind speeds
to result in higher electrical outputs, was designed and computationally
modelled by CFD. The CFD predictions were subsequently used to predict
electrical energy outputs in relation to the installation feasibilities of various
turbines described within the previous study. Wind speeds were shown to
increase across the majority of the roofs studies at elevations relevant to
wind turbines, and designs encompassing shrouds displayed increases in
effective wind speeds over the turbines, allowing higher energy productions.
Future work should validate these results through testing shroud prototypes
in wind tunnels.
The building analysis results show that siting a wind turbine at any position
on the rooftop offers higher effective wind speeds than if the same wind
turbine was sited on the ground; in most cases wind speeds could be
increased by 1.157 times. When these increases in velocity are substituted
into kinetic power calculations for the air, it actually causes a rise of 55%.
Very small differences in wind speeds were shown between positions
offering the highest and lowest rooftop velocities.
Wind turbines with different incorporated shrouds were shown to have a
wide variety of effective wind velocities, however many of the designs
showed a large flow separation area off the shroud which gave rise to large
amounts of turbulence and eddies; these effects are associated with loud
wind noise and are therefore very undesirable for roof top wind turbines.
The study firstly investigated the addition of straight angled shrouds,
showing high peak velocities, however these shrouds also experienced large
amounts of flow separation. These flow separations would cause eddies and
turbulence to form behind the shroud, which reduces the cross sectional
size of the desired high velocity stream. In order to reduce the flow
separation and maintain a larger cross sectional high velocity stream, the
radial model was designed and modelled. This design also showed high peak
velocities but still suffered from large flow separations. Cosine modelled
shrouds were subsequently modelled which offered a good solution since
they maintained a high velocity stream with very limited flow separation.
The half cosine model was eventually selected as the most suitable design,
offering the second highest kinetic power air flow but with the advantage of
having greatly reduced flow separation and thus a much smaller turbulent
wake.
Project summary
This investigation was undertaken to improve
the output of a roof top mounted wind
turbine by passively increasing the air velocity
around the turbine through the use of a
shroud. This project also modelled the roof
top of building on Frenchay campus to
highlight the best possible installation sites
for a roof top turbine
Project Objectives
This project aimed to test a variety of
different shroud shapes in order to find the
most suitable shape. This involved the careful
balance of maximizing the low pressure area
behind the shroud in order to encourage
increased velocity flow through the shroud.
However with large increases in the cross
sectional area flow separation can cause large
turbulence regions.
Project Conclusion
The project highlighted that a shroud based
on a half cosine line offered the highest
velocity while minimizing flow separation and
turbulence. The results showed that with the
increase in velocity causes by the roof top
placement and the shroud electrical output
could be increased by 2.7 times for an
example wind turbine.

Mathew Swinburne
Mechanical Engineering MEng – Part B
Project Supervisor
Neil Larsen
“When Competition Aerodynamics Fail” – Part B
Literature Survey
This paper’s empirical research consisted of two methods for measuring the pitch of the vehicle regardless of the gradient of a slope;
using an accelerometer with a mathematical model and using a laser displacement sensor to measure the displacement between the
front of the vehicle and the surface of the track. It found that both were viable options however concerns were raised over both
methods which could not be resolved without further investigation; the accelerometers mathematical model requires the change in
acceleration not to equal zero, the laser displacement sensor would require testing on a track surface to determine if the described
preventions such as polarised filter and focused beam would suppresses errors associated with measuring the displacement to a rough
surface.
Accelerometers are found all around the home, from inside your smart phone, to your Nintendo Wii’s remote, even
in the ignition device associated with airbags, but what are they? An accelerometer is a device, which can either be
mechanical or electromechanical used to measure acceleration or deceleration. A mechanical version of the device
uses a mass, spring and damper system. An electromechanical device can be either a slide wire, strain gauge,
variable inductance or a piezoelectric or similar device that can measure the effects of acceleration.
A mathematical model was derived that could calculated the pitch of the vehicle regardless of the gradient of the
hill from the z and x components of the accelerometer.
A laser displacement sensor (LDS) works by firing a laser beam at the object under study, the beam is fired at a slight angle,
this beam bounces off the target object, where it then strikes a charged couple device (CCD). Unlike traditional
displacement sensors, because there is no physical contact with the object, a LDS is not prone to wear and tear.
A change in the displacement of a target object is recorded as a change in position on the charged coupled device pixels.
the laser displacement sensor would require testing on a track surface to determine if the described preventions such as
polarised filter and focused beam would suppresses errors associated with measuring the displacement to a rough surface.
Proposed Concept
Finally a design was proposed that took into consideration all relevant design constraints. The design
consisted of two bars riveted to the flap with an arm on the bar at an angle of 20 ° to the horizontal
axis. When this arm was pulled by an actuator contracting, it forced the flap open to 20 °, the optimum
flap angle as discovered in the Part A paper. The design itself is simplistic and therefore has the least
potential for failure.
Project Abstract
Part A validated the concept of using roof
mounted flaps to prevent the phenomenon of
lift-off, as experienced by a number of world
endurance championship prototypes over the
years. Part B looks at potential methods for
measuring and calculating the pitch by using
an accelerometer or the innovative concept
of using a laser displacement sensor. This
paper briefly looks at a control system for the
deployment of the flap in the event of such
an incident and finally a design is proposed
that takes into account the stated design
considerations. It was concluded that
although either the accelerometer and laser
displacement sensor were viable options in
measuring or calculating the pitch further
investigation was required before either could
implemented with an acceptable level of
error. The control system was produced in
MATLAB using a simple ‘if’ function,
determining the critical pitch before lift-off at
a given velocity and comparing it to the pitch
obtained from one of the chosen sensors,
calculating whether the flap should be
deployed or not. Finally a potential concept
was designed in SolidWorks, composing of
two bars riveted to the flap, which was
opened by the contracting of two actuators.

Name Andrew Wilson
Course Meng Mechanical Engineering
Project Supervisor
Benjamin Drew
Development of a Tyre Model for a Car Simulator
This report is Part B to a previously written project, it contains the method and process of
designing and building a tyre testing rig set up, initially 4 ideas were looked at as potential
projects which later was cut to two, these were then developed in their early stages until it was
decided to go with one, this report explains why. It also goes to explain how data was collected
and transformed into graphical content and used to be part of rFactor tyre data.
Finally the validity of the test rig itself was compared against an industry tyre manufacturer
Avon.
Designing a test rig by recycling old parts and materials, stored at the University of the West
of England was an old ‘Royale Racing’ Formula Ford chassis with most parts still available
including the suspension, wheel, upright, rods and bolts. The idea here was to cut off the front
of the frame where the suspension attaches to, subsequently allowing the wheel to be bolted
to the upright.
The first test was at 500N at 2.5 degrees, then the load
was lowered to 400N still at 2.5
degrees, then 300N and so on. This was repeated till
the 200N test was completed. After
this the tests restarted at 500N for 7 degrees, this
remained the method for testing right
up to 22 degrees of inclination was completed.
A maximum test was conducted at 760N, this load was
placed on the top and bottom
wishbones of the suspension.
Project summary
Development of a Tyre Model for a Car Simulator
This project involved creating a Tyre testing rig and finding
the forces it produces
Project Objectives
It is within the interests of this report to fulfil the
targets what have been set, therefore it was
decided to build a test rig where forces can be
measured per load the tyre is carrying.
This can then be used to form a tyre model for the
simulator rFactor.
Project Conclusion
To conclude the project as a whole, it has been a
successful build where the initial project
aims have somewhat been met, industry standard
graphs for Lateral Force vs Slip Angle have
been created modelling the performance of the tyre
at certain loads

Elizabeth Forward
MEng Mechanical Engineering
Project Supervisor
Tushar Dhavale
Variable Pitch Propeller For High Powered UAV Application
Initial Designs
The initial designs were based up the
current mechanisms in industry, not
necessarily only aviation, that are
used to control pitch. The first
concept below is similar to the
hydraulic push-pull rods that are used
in maritime propellers.
The second concept below is based
on a the gearing system seen in a car
differential system. This gearing
system is already used in aviation
industry to control pitch, e.g. geared
pitch control is used on the C130-J
Hercules aircraft.
Stage 1 Design
This was the first major design
iteration that the study undertook.
The design below is the final concept
to emerge from this stage 1 iteration.
It shows a design that is compact and
contained within the main propeller
base plate.
The main rod of the mechanism runs
through the middle of the motor and
it is this rod that would actuate the
pitch control. The mechanism would
work as the rod would be connected
to the propeller blades via offset 3D
universal connectors. Thus
transposing the vertical displacement
to a rotational movement.
However, as the concept had been fully
sketched, it became apparent that the
size of the mechanism rod , a diameter
of 2mm, would not be substantial
enough to support the forces induced
by the working propeller.
Stage 2 Design
Due to the issues uncovered in the
stage 1 design development with the
mechanism rod’s diameter being too
small, it was decided that the actuating
mechanism would be situated below
the motor. This in itself produced a
number of issues such as the increased
total size of the mechanism and the
design of a system that would
incorporate both the motors rotational
movement and the mechanisms
vertical displacement. The final
concept for the design stage can be
seen below.
CAD Incorporated Design
This was the final stage of the design in
which all the previous concept were
analysed and compared in order to
produce the most suitable design. The
final design comparison came down to
two very similar designs and thus a
design comparison matrix was
completed in order to provide a fair
decision in down selecting to the final
design. The final concept, as shown
below was completed in CAD. It uses a
pin and joint system at the attachment
point between the mechanism arms
and the propeller blade to allow for
both the vertical to rotational
movement of the blades pitch change.
Underneath the motor is a bearing
system taken from a skateboard
bearing; this allows the rotation of the
propeller around the stationary motor
and the vertical displacement from the
servo.
Project summary
This project is based on the design of a mechanism
that allows for the adaption of a fixed pitch propeller
into a variable pitch propeller for the application in
high powered unmanned aerial vehicles (UAV’s)
namely a high performance, 3.4m ,radio controlled
gliding wing. The use of variable pitch propellers in
radio controlled aircraft is becoming more common
however, there is not much to be seen of variable
pitch propellers in the high performance sector.
Project Objectives
This study was mainly aimed as a concept design
study for the first year, thus the following points
where see as the main objectives.
o Design Initial Concepts
o Improve and Down Select Concepts
o Select the Final Design Concept
o Theoretically Annalise
o Select Appropriate Material
o Produce a Rapid Prototyped Model
It was decided that the first concept
would be the best option to progress
with . This was due to the size of the
system and thus the gearing system
would be to small to design and
prototype accurately.
Project Conclusion
It was concluded from this first year of the study that,
even though there had been some delays along the
way, that Concept 3C shown as the CAD design was
the most suitable design for the use in the high
performance gliding wing.
It is understood that in the following year, this design
will mostly likely be adapted due to further
information and data that will become available
about the design through more in depth analysis.

Darren Millwood
MEng Mechanical Engineering
Project Supervisor
Neil Larsen
The determination of the performance characteristics of MPW derived
fuel in a high speed diesel engine – Part B
Introduction
For the duration of this research, a company called
Recycling Technologies Ltd will be collaborated
with. They have developed a process that will aim
to address some of today’s environmental issues,
by taking the vast amounts of waste plastic
generated in society, and recovering the dormant
energy within by way of pyrolysis. The result is a
diesel fuel substitute that can be used to power a
diesel engine, in this case, coupled to a generator
as part of a combined heat and power (CHP)
system. Conversion of waste plastic into fuel,
whilst still vastly understudied, is not an entirely
new concept, and competition companies exist; it
is the application into a CHP unit that is unique.
Previous work – Testing facility and DoE
Previous work conducted during Part A focused on
the design and specification of a bespoke testing
facility within which to conduct experimentation
on the waste plastic fuel; this consisted of various
forms of instrumentation in order to collect data
pertaining to the follow engine performance
characteristics:
• engine emissions output (unburnt
hydrocarbons and oxides of nitrogen;
• engine specific fuel consumption;
• engine speed; and
• fuel injection pressure.
Experimental results
Predictions were made based on the reviewed
literature. These were:
• HC output would increase as diesel content is
reduced;
• NOx production would decrease as diesel
content is reduced;
• specific fuel consumption would increase;
• injection pressures would decrease; and
• engine speed would decrease.
Summary
There is a large push within modern society to reduce
the human impact on the environment. This includes
energy consumed, the amount of waste generated,
and the level of pollution created. Recycling
Technologies Ltd are a new company aiming to
address some of these issues by way of utilising
waste plastic as a derivative fuel for a diesel engine.
Therefore, this research aims to characterise the
performance of this fuel in order to determine
whether it is both an economically and
environmentally viable future alternative to
traditional diesel.
Objectives
The project objectives are as follows:
• quantify the effect of the fuel on specific fuel
consumption, emissions, injection pressures, and
engine speed;
• fit approximate models to the data using
statistical analysis techniques;
• determine the optimal temperature and
compositional percentage that can be utilised;
• make final conclusions as to the viability of the
fuel.
However, the downside to method employed by
Recycling Technologies Ltd is that the
implementation of the fuel is difficult, not only
because it is unusable in its raw form, but also
because it contains long chain hydrocarbons,
meaning that its combustion characteristics may
not suit the operating conditions provided by a
high speed diesel engine, preferable to slower
diesel engines due to their cost. The success of this
venture lies almost exclusively in how well the new
fuel will perform; this will be the focus of this
research, such that its viability as a future,
sustainable energy method can be successfully
determined.
Further work was conducted into the experimental
methods to be used in order to gather the
required data in such a way that was both efficient
and facilitated the appropriate analysis of the
results realised; the central composite design was
decided upon, with the contributing inputs being
the percentage mix between diesel and the mixed
plastic waste fuel, and the temperature at which it
was injected into the engine.
All predictions were correct, except for injection
pressure, which increased. Approximate models
were fitted to the data with statistical analysis
techniques; this showed that the injection
temperature was not a significant contributor to
the recorded outputs. It was also found that the
best trade-off in order to minimise all emissions
outputs and specific fuel consumption was at a
35/65 mix of waste plastic fuel with diesel. Overall,
future viability was proven, however much
development is still required.
Conclusion
Waste plastic fuel is certainly a viable product
for the future. Whilst there were undesirable
increases in certain engine responses, these
were not observed to be over a reasonable
limit during the experiments conducted, and
with further development, vast
improvements are likely to be made. Future
cost reductions are also likely with increased
development due to improved production
efficiency and greater product demand over
time.

Heat Exchanger Operating Conditions
An Experiment was conducted in order to
determine the optimum placement of the
heat exchanger within the exhaust.
Thermocouples were inserted in both the
exhaust manifold and the stack to measure
the difference in temperature and time taken
to reach steady state conditions.
Cameron Adams
Mechanical Engineering
The Conceptual Design and Development of a Steam Powered Rankine
Cycle for the Energy Recovery of Exhaust Gases
Concept Designs for Heat Exchangers
Two different heat exchanger designs were completed, in order to account for the difference in thermal
and dimensional restrictions imposed at the potential mounting positions. An NTU-Effectiveness
calculation was then undertaken in order to determine the best heat exchanger design for the job, with
the counter flow achieving an effectiveness of 69.5% compared with the 37.6% achieved by the crossflow
.
Design 1 – Counter-Flow
Design 2 – Cross-Flow
Project Supervisor : Dr. Rohitha Weerasinghe
Project summary
The Purpose of this investigation is to analyse the
feasibility of the implementation of a steam powered
Rankine cycle within a standard automobile exhaust.
This report uses existing research accompanied with
experimental and simulation techniques in order to
provide validation of the thermodynamic cycle and its
application within a petrol fuelled exhaust.
Two designs are proposed and evaluated for the
evaporation stage of the cycle; resulting in a final
design being chosen. This design was then developed
by theoretical calculation and simulation, evaluating
the incurred pressure-drop across the component.
System analysis is then completed in order to
optimise the cycle and thermal efficiencies based on
the specified design of the heat exchanger.
Project Objectives
Temperature (°C)
• Provide investigation into optimum working fluid
• Produce the conceptual design and comparison of
multiple methods of heat exchange
• Analyze the system performance based on the
designed heat exchanger
Time (s)
When the most effective heat
exchanger had been determined, a
simulation was created to analyze the
effect of the inlet velocity of the shell
side fluid on the pressure drop across
the component. A full scale model was
created within the ANSYS environment
and used to display pressure contours
over the longitudinal axis.
Log Mean Temperature Calculation
Post simulation, a calculation was undertaken in
order to determine the length of pipe required to
achieve the desired outlet temperature of the heat
exchanger. It was found that using the velocity
previously determined, a minimum length of pipe
required was 2.49m which exceeded the
dimensional restrictions set by the on road
applicability of the system.
System Analysis
After concluding that the outlet temperature
required couldn’t be achieved within the design
specification, alternate suggestions were evaluated.
The graph on the right shows a reheat cycle with a
system efficiency of 55.7% and thermal efficiency
of 46.8%. The downside to this suggestion is that
additional heat exchangers will be required to
achieve the reheat and superheat sections of the
cycle.
Simulation
Using the results of the simulation, an inlet velocity of 0.3
m/s was selected, the pressure drop measured for this
velocity was considered relatively negligible, and therefore
a suggestion for further investigation into the effect of
baffles on the increase of heat transfer has been made.
2
1
3
3i
4
Project Conclusion
The double pipe design concept was proven to be
the most effective design considering the thermal
and dimensional restrictions imposed.
Preliminary investigation has proven that water is
the most effective working fluid, due to its inherent
ability to increase the mechanical and thermal
efficiency of the desired cycle. In addition to this the
availability and low environmental impact of this
working fluid further give validation to the selection.
Moreover, experimentation has proven that the
temperature achieved within the exhaust is sufficient
to provide a viable heat source for application of a
Rankine thermodynamic cycle. However considering
the design restrictions imposed on the exhaust by the
on road applicability of the system, the required
temperature for a feasible Rankine cycle cannot be
achieved with a single heat exchanger.
Finally, to mitigate this problem alternate
suggestions have been provided to provide useful
means for the recovery of energy within the system.

Anthony Burch
MEng Mechanical Engineering
Project Supervisor
Tushar Dhavale
Industrial Automation of a Pick-and-Place Process
for Seed Development Ltd.
Three design concepts were created
that posed potential solutions to
the existing problems. Each of these
concepts was developed and
modelled using CAD software. They
can be seen below.
Examples of seed tapes.
Concept Selection
The Vacuum Suction – Linear
Motion concept was selected to be
further developed throughout the
rest of the project. This was then
split into different components
which could be analyzed.
The following three components
were redesigned to improve upon
the original conceptual design.
Project summary
Seed Development Ltd’s factory currently contains a
process that requires to workers to place seed tapes
into a slot in a moving conveyor belt. This simple task
requires a relatively large budget and therefore an
automated system could be designed in order to
improve upon the current process whilst saving
money.
Concept 1: Vacuum Suction –
Motor Driven
This concept features carriages
travelling along a track each
containing an individual suction
nozzle. The seed tape would be
picked up on one side of the track
and then dropped off on the other
side of the track.
Concept 2: Vacuum Suction –
Linear Motion
This concept features a dual-acting
actuator which travels back and
forth in a straight line between the
pick-up point and the drop-off
point. The entire system is
controlled by a computer.
Concept 3: Conveyor Belts
This conveyor belt features 3
conveyor belts which transport the
seed tapes to the drop-off point.
The first conveyor belt produces a
stream of single seed tapes, the
second belt then equally spaces
them and the final belt drops them
into their slot
Suction Grippers
The suction grippers were
redesigned so that they would pick
up the seed tapes with less error.
There are now 4 smaller suction
grippers instead of one larger
suction gripper.
Stack Holder
The stack holder was redesigned
with the linear actuator positioned
above instead of below the seed
tapes. This means that more seed
tapes can be stored in the stack
holder at once and it will have to be
refilled more often.
Pneumatic Cylinder
It was decided that the suction
grippers would be attached to a
pneumatic cylinder. This enables
the suction grippers to be lowered
onto the seed tapes and into the
slots, then raised out of those
positions.
Project Objectives
The aims of the design are to:
• To maximize the speed at which the system can
operate.
• To minimize the overall cost of the system.
• For the system to work with the lowest possible
error rate.
• To maximize the lifetime of the system.
Project Conclusion
The design of the individual components is improving
the overall design and should provide a replacement
system that performs better than that which is
currently in place. The error rate of the suction
gripper should be lower no that they have been
redesigned and the error rate of the pick-up and
drop-off process should be lower due to the
incorporation of a pneumatic cylinder. The redesign
of the Stack Holder will maximize the amount of seed
tapes that can be stored which means there is less
operator interaction.

Mykola Volodko
B.Eng – Mechanical Engineering
Project Supervisor
Melvyn Smith
3D IMAGING USED FOR DIMENTIONING OF PARCELS
Introduction
This investigation looks into the 3D dimensioning
world; many different methods of 3D visualization
will be talked about, such as: laser triangulation,
photogrammetry, and stereo vision. All methods
will be looked in detail to try to figure out which
can be used to create a machine or a device that is
affordable by most, if not all, postal services in
existence to ease the operation of the companies.
Three concepts will be suggested, all of different
practicality, one concept will be about a handheld
device that could be used with ease anywhere,
second device will be a portable overhead device
and the final concept will suggest a static over
head device that should be the most accurate but
expensive out all three concepts.
Methods
Five methods were looked into to see of they were
viable to be used to find the dimensions of
cuboidal objects initially but also doing research if
they can work with non-cuboidal objects.
Firstly, laser triangulation was considered as it is a
widely used method that can find the coordinates
of a certain points with ease. Using this method, a
handful of important points could be found of the
object and then used to re-create it as a 3D object
with its dimensions.
Then Photogrammetry was considered, this
method consists of taking a numerous amount of
pictures of the same object from different angles
to intersect the lines mathematically and calculate
the difference between the targeted points to find
the dimensions of the object of interest. Then on
the computer, it takes a flat 2-dimension image
and turns it into a 3D image with its dimensions.
Time-of-flight uses a light source to shine on the
object and then capturing the reflected light and
due to the phase shift, which gets measured; the
reflection is measured and then turned into
distance information. The light emitted usually is
either a laser or some sort of LED light that uses
infrared. An imaging sensor in adjacent to the
emitter that captures the infrared light and
converts it to an electrical current. To detect these
phase shifts, the light source transmitted come in
the form of a continuous-wave or is pulsed. The
wave is usually square since it is easier to realize
using a digital circuit.
Stereo vision is the method of stereopsis to
measure a certain length. This method is
compared usually to the way the human eyes can
perceive everyday life, two cameras are placed at a
separate distance from each other and then a
certain point of the object is targeted, the
separation will make the images to cause
measurable disparity. The cameras used can be of
any type and due to the pin-hole camera model,
the position of the point the can be computed.
Also with the position of the cameras known, the
depth of can also be deduced, giving the
information required.
The final method is structured light, The main way
this system works is the triangulation method
using single laser stripes, a CCD camera is used to
track to the laser light and a device that controls
the movement of the laser strip. A laser strip is
projected onto the object that is in front of it, and
the light reflected in shown by the CCD camera on
the screen. The image that is projected gives only
two dimensions of the shape, for example maybe
the height and width of the object.
Concepts
One of the suggested concepts is a handheld
device that would operate using laser
triangulation. Such a device does exist bit its
purpose of use is different, so for the following
project, it would have to be modified. Since it is
going to be a handheld device, the size of it will
not be huge and could be filled if needed in the
glove compartment of the vehicle.
Concept number two will be an overhead device
that operates using photogrammetry. This concept
is not handheld due to the size of the apparatus
used, so will be heavy and hard to just hold in
hands. Concept can be both used in a warehouse
or a post office, and can be found in the back of a
courier’s car/truck if required to take to a
customer’s house.
The third and final concept that will be suggested
will be an overhead device that operates using
time-of-flight and more precisely using the pulsed
wave method. This concept is purely an overhead
device that can be used in a warehouse or a postal
office, so it does lack the ability of being used on
the move.
Project summary
A research has been accomplished to see what
methods of 3-dimensional imaging exists that can be
used to find the dimensions of a cuboidal and, if
possible, of non-cuboidal objects. Five methods were
looked into and from those five methods, three were
chosen as potential concepts that can be used in a
postal office or warehouse. The three concepts exist
in three forms, handheld, portable overhead device
and finally a static overhead device. The concepts
were then discussed and allocated to the according
type of company it can be used by.
Project Objectives
• Research into methods of computer vision that
could measure dimensions of cuboidal objects.
• Categorise methods to see which can be made into
handheld, back of truck or office device, to be able
to make different concepts.
• Create 3 different concept devices: one handheld,
one that can operate from the back of a truck, and
finally from a postal office.
• See if methods can be used to measure
dimensions of non-cuboidal objects.
• If possible state best method to measure both
cuboidal and non-cuboidal objects.
Project Conclusion
Laser triangulation, photogrammetry and time-offlight
were the chosen methods to use to create
concepts for a handheld, portable overhead device
and static overhead device respectively, with the
benefits explained and why they were chosen. Also
the discussion explains what type of company could
afford what method and why it would be ideal for
them to use. The main points of consideration were
the cost of the apparatus and the maintenance cost
as well as if the yare portable and would benefit the
company to invest in.

Matthew Langdown
Beng Mechanical Engineering
Project Supervisor
Jason Matthews
The Design and Modelling of a Geodesic Dome
The Project
The first step of the project was to develop the project aims and
objectives. Then research was carried out, using the Internet and library
resources, to develop background knowledge of geodesic dome
structures and also any current products on the market. The next step
will be to look further into the mathematics of geodesic structures and
using this to decide on the best shape to use for the tent design. We will
then look at current technologies used in tent construction and review
this information in order to decide if these technologies can be utilised
or if new technologies will need to be developed. Once these
technologies have been reviewed a concept design will be developed
and once the structure and materials have been decided on a computer
based model will be developed using SolidWorks or similar. The final
section will be a review of whether the aims and objectives specified at
the beginning of the process have been met and what improves could be
made if the process was done again.
Review of existing technologies
A review of existing technologies was carried out in order to help decide
on a concept design. This included looking into materials for the main
structure and also for the covering. The main piece of research carried
out was looking into the different shapes that geodesic domes could
form. From this a short list of 3 was made and a final shape was decided
once the construction and erection method had been looked at. The final
shape that was decided on was a 2v Octahedron.
Modelling
A 3D model was produced in order to show the basic shape of the dome
when it was fully erected. This can be seen across the page.
Once the 3D model was complete a detailed 2D sketch was created in
AutoCAD to show how the scissor mechanism for erection would work.
The sketches across the page show this mechanism in bothe the erected
and collapsed positions.
3D Model
2D Sketch
Scissor mechanism in erected position.
Project summary
This project involves the design and computer
modeling of a geodesic dome tent, measuring
8m in circumference, that can be easily
erected by an individual.
The study has involved research into current
designs of geodesic dome tents and the
technology used in these designs. Once these
technologies were reviewed a concept design
was created and then modelled using both 2D
and 3D CAD packages.
Project Objectives
The objective of this project was to design and model
a geodesic dome tent measuring 8m in circumference
and could be erected by an individual. To do this an
investigation into current dome structures was
carried out. This was then followed by obtaining an
understanding of collapsing mechanisms. From this
the concept design was created and discussed.
Project Conclusion
The outcome of the project was to achieve a concept
design meeting the criteria stated in the project brief.
This was achieved and a document of research
carried out and the details of the concept design was
created.
Scissor mechanism in collapsed position.

Joseph Driscoll
BEng Mechanical Engineering
Project Supervisor
Dr. Benjamin Drew
Steering Control For Tilting Vehicles
Justification For Tilting Vehicles
In order for a conventional car to roll over, the
moment applied about the outer wheel by the
inertial forces must be higher than the moment
caused by weight acting at the centre of the
vehicle. Conventional vehicles generally have a
track width that will cause the vehicle to lose grip
and slide, before roll over is possible. Described
by: tt
2h > 1 Non-tilting vehicle free body diagram
Model Development
The simulation model was produced in Simulink.
The model was based on equations of motion
derived from the combination of a “bicycle model”
for the lateral characteristics of the vehicle, and an
inverted pendulum model to represent the tilting
degree of freedom of the model. The transfer
function from steering angle to tilt angle was then
found as:
φφ
(ss) = − mm tth UUUUUU+UU 2
ββ ff ll
II 1 +mm tt h 2 ss 2 −mm tt ggh
Simulations
A number of simulations were carried out, with
the primary objective of testing the control system
model under conditions that may occur in every
day driving situations. The simulation scenarios
included roundabouts at various speeds, a
motorway lane change, and the ISO 3888-2
obstacle avoidance test.
30
20
Desired
Actual
Project summary
Due to several factors such as rising congestion and
fuel prices, the need has arisen for a vehicle that
combines the fuel efficiency, manoeuvrability and
space saving attributes of a motorcycle, with the
safety and driveability of a conventional car; this
need has made way for a class of narrow track tilting
vehicles. An investigation was carried out into the
viability of steering tilt control (STC) in narrow track
tilting vehicles for road use.
10
When the centre of mass is tilted into a curve, risk
of rolling over is reduced. If the vehicle is able to
tilt by angle φφ, and moments are taken about the
tilt axis (assuming system is in equilibrium and
assuming that the tilt axis is located at
approximately ground level), the relationship can
be found: UU = RRRR tttttttt. This relationship shows
that with a tilting degree of freedom, the
maximum allowable forward velocity for the
vehicle to remain in equilibrium is limited only by
the maximum achievable tilt angle of the vehicle.
Subsystems were added to the model in order to
plot global displacement of the vehicle model.
Global displacement conversion subsystem
A subsystem was also added to more adequately
simulate a realistic driver steering input, consisting
of a series of rate limiters to smooth the steering
input.
Steering angle smoothing subsystem
The final Simulink model was then produced,
ready to carry out various simulation scenarios to
test the viability of the control system.
0
-10
-20
-30
-40
0 10 20 30 40 50 60 70
Displacement (m)
Roundabout third exit simulation
Roundabout tests highlighted issues with the
Simulink model .
Motorway lane change simulation
The control system performed well in the high
speed, low steering angle manoeuvres
Displacement (m)
Displacement (m)
4
3.5
3
2.5
2
1.5
1
0.5
4
3
2
1
0
Displacement (m)
Desired
Actual
-1
20 40 60 80 100 120 140
Displacement (m)
Desired
Actual
Boundary
Boundary
Project Objectives
The main objective of the investigation was to
determine the viability of STC in tilting road vehicles.
In order to achieve the main objective it was
necessary to develop a vehicle model and control
system using Matlab and Simulink that would
mathematically simulate the behaviour of a vehicle
utilising STC.
Project Conclusion
It was concluded that although the theoretical vehicle
in the STC model was able to negotiate all of the test
manoeuvres successfully, the path deviation caused
by the required counter steer of the steering system
could be dangerous under real world conditions.
Therefore it is proposed that further research be
conducted into a system where STC would be assisted
by direct tilt control (DTC) in order to reduce path
deviations.
0
-0.5
-1
0 10 20 30 40 50 60
Displacement (m)
Tilting Vehicle free body diagram
Final Simulink model
ISO 3888-2 simulation
In emergency obstacle avoidance manoeuvres the
control system would produce a significant course
deviation at changes in vehicle heading.

Fabian, Tze Fung Ang
BENG (Hons) Mechanical Engineering
Project Supervisor
Jason Matthews
Green manufacturing
Introduction
In the latest global trend, due to the limited availability of non-renewable resources, global warming, several
improvements in government regulation about the environment status due to the manufacturing process on
compliance and non-compliance cost, public concern and social responsibility have been a big issue toward out
new generation challenge. These are all the general reasons why organizations have recently encouraged on the
campaigns to adopt a green and sustainable practice in the manufacturing industries. In this project, Fused
Deposition Modelling (FDM) 3D-printing has been used as a case study and have been address with a green
manufacturing prospect to point out the problems and solutions have been suggested using the 5 strategies.
Biodegradable material
Fused deposition modelling 3D-printer relies heavily
on using thermoplastic to produce printed products
that are beneficial towards others. Almost all plastics
are non-biodegradable in nature. Non-biodegradable
plastic thrown off in land mines stays right there since
it is not degraded. It cannot be used for other
purposes like biogas production. By choosing the
usage of Polyactic Acid (PLA) and Acrylonitrile
butadiene styrene (ABS) as the thermoplastic material
for the FDM printer will help enhancing the solutions
of substituting the materials as it brings great benefits
towards the ecosystem and better quality productions
can be produced using biodegradable material
Stronger structure product by using same material
Through studying the knowledge from material
science, it has shown that each substance consist of
molecules in it no matter if it is in any state of matter.
By understanding that, it can also show that the
material breaks easily when the material have a higher
air gap between the molecules.
The concept for the solution is to reduce the air gap
between the induced material that can be shown in
the diagram. By doing so, the products that can be
produced are stronger in structure strength and will
solve the problem for not being able to replace other
material for FDM besides thermoplastics.
Energy consumption
Using a fused deposition modelling
3D-printer consumes a big portion
of energy power mainly through
heating of the thermoplastic. Even
though energy conservation
reduces energy services, it can
result in increased environmental
quality, personal financial security
and higher savings. It is at the top of
the sustainable energy hierarchy. It
also lowers energy costs by
preventing future resource
depletion. Two solutions that can be
introduced to solve the problem.
5 strategy for green manufacturing
1) Reduce consumption of material and energy
2) Substitution of input materials
3) Reduce unwanted outputs
4) Convert outputs to inputs
5) Well modelled supply chain structure
Conserving energy
The lack of technology to reduce the
energy consumption of FDM have left
installing sensors to keep track to the
energy usage and having a routine
maintenance on the machine will help
conserve the energy
Solar power generator
Installing solar power generator will
help the FDM to transform into a
self sustaining manufacturing
industries and will save up the cost
of energy since it can generates
own power.
Increasing efficiency
Efficiency is the extent to which time, effort, or cost is well-used for the
intended task or function. The solution to increase the efficiency of the FDM
process is as follow.
Reusing the waste of the products
By reusing the waste products in the
finishing stage will reduce the input
material and improve the output
materials of the whole
manufacturing process. This will
save the cost of the production line.
Reducing error of production
Understanding the cause of the
error is the key towards this study
field. By solving the problem and
minimizing the error, it will result in
an improve quality quicker
production as it is essential to have
a minimum error in the
manufacturing industry.
Project summary
This project strive to seek out the solutions for
addressing the Fused Deposition Modelling (FDM) 3D
printing technology in an extend to green
manufacturing prospect by using the 5 strategies for
green manufacturing to imply on the solutions. Study
and understanding of the ways to examine the
sustainability of the green manufacturing process is
required in order to justify the problems and
generate a conceptual solutions to the technology.
Project Objectives
• Studying the basic product cycle of the
manufacturing process.
• Studying the methods and outcome of the green
manufacturing process that are applicable to the
current market status.
• Study the challenges of the green manufacturing
process.
• Understanding the technical sustainability of the
technology process.
• Understanding the effects that will help out the
eco-environment
• Study the effects of the market sustainability of
the technology.
• Research of the market and environment needs
globally.
• Learning the adaptation on the possibilities of
improvements and the actual application for the
manufacturing industries.
Project Conclusion
In conclusion, this project have meet its aim
by studying various fields of green
manufacturing and have provide a better
knowledge in solving the problems that are
impose through the 5 strategies of green
manufacturing.

Greg Hulme
Beng Mechanical engineering
Project Supervisor
John Kamalu
Design, Materials and Manufacture improvements to composite layered
skateboard to prevent snapping under impact
FEA Analysis
It was necessary to find out the maximum stress acting upon the traditional
Maple deck. In order to simulate the applied force finite element analysis can
be carried out using Abaqus software.
Once the boundary conditions were assigned the truck mounts of the deck
will be unable to move in deflection or rotation. A force of 1628.46N
(83kkkk × 9.81 × ssssssssssss ffffffffffff 2) was applied to the centre of the board.
From here a job is run in order to see the results.
Using the Abaqus visualisation tab a deformed plot was created showing the
stress distribution on the deck.
Testing
Three point bend tests can be carried out on the three test panels. These
tests will show the deflection experienced by the deck and will also allow
flexural strength to be calculated.
Flexural strength=
3PPPP
(2bbdd 2 )
Values for the flexural strength and deflection of the three test panels are
compared in the table opposite.
Final Manufacture
Flexural Strength Deflection
Standard Deck 98.1MPa 39mm (half L value)
Lay-up 1 112.13MPa 138mm
Lay-up 2 129.02MPa 145mm
Lay-up 3 153.8MPa 115mm
Project summary
Skateboard design and manufacture has evolved over
the last 60 years, but the skateboard deck still suffers
from fracture under high impact. The study examined
whether the addition of composite layers to the deck
could improve strength. The mechanical properties of
different composites were examined, and several
design options were modelled.
Project Objectives
1.Principal aim:
To provide a solution to the problem of low fracture
resistance of skateboards manufactured with
Canadian Maple.
2. Sub aims:
(i) To analyse the limitations and failure
characteristics of skateboards.
(ii) To relate the failure characteristics of skateboards
to their design, materials and manufacture.
(iii) To improve the performance of skateboards
(particularly their impact toughness) through changes
in their design, materials and manufacture.
Project Conclusion
Insert your project conclusion here:
Type Spec:
Calibri 24pt Medium
Align text Left
One by one, the layers are assembled on the lay-up surface. Once a ply is
positioned a layer of resin is painted over it. The resin and hardener are
mixed in a 3:1 ratio, using 75g or resin and 25g of hardener for each layer.
This will work out as a V m of around 33%.
The method for the final manufacture was the same method used to
manufacture the test panels. The only difference in the process was shaping
the deck. In order to do this a deck was used as a mould.

Daniel Lovell
UFMFX8-30-3: BENG MECHANICAL ENGINEERING
Project Supervisor
Rachel Szadziewska
PASSIVE SOLAR GREENHOUSE DESIGN
Controlled environment agriculture (CEA) is an
advanced agricultural technology whereby crops
are grown in controlled environments in order that
horticultural practices can be optimized. Advanced
forms of CEA incorporate hydroponics which
allows more growing variables to be manipulated
compared to soil based horticulture. The most
common controlled environments are
greenhouses; these structures have existed for
centuries allowing people to extend growing
seasons and cultivate crops year round. Early
greenhouses had very few control features and
would have cultivated crops using traditional soil
based methods. However modern greenhouses
have become more automated with the use of
computer technology and are increasingly
incorporating hydroponics in an effort to increase
production.
The energy demands of any controlled
environment will play a major role in determining
the viability of CEA. The key driver for making
them more efficient is the rising cost of energy in
all forms (Figure 4) and the forecast for their
continuing increase. Not only are there concerns
over the rising prices, the security of these sources
in the long run are potentially an issue. This was
the main driver behind developing a passive
design.
A direct gain concept was adopted for the purpose
of this design project. This design concept utilizes
south facing windows in which solar radiation is
directly admitted in to the space. The space
requiring heat input is directly behind the south
facing glazing and there is thermal mass in the in
the walls floors or ceiling meaning the room acts
as both the solar collector and the thermal
storage.
In order to determine the effect of glazing size and
orientation it is crucial to calculate the solar
radiation available to the site, the availability of
solar radiation forms the basis of any passive
design. The chart below shows a small part of the
solar analysis carried out during the project.
More detail solar data was gathered for the
project through the use of special computer
programs, as indicated in the image below.
As a result of all of the calculations and research
carried out an optimized design was proposed.
With a view to taking this further for complete
thermal simulation.
Project summary
The economic viability of greenhouses in the
UK relies heavily on its thermal efficiency. This
report investigates the reason why indoor
cultivation of crops is of interest to UK
farmers and of particular personal interest.
The report outlines research into the current
ways in which the industry is tackling the
efficiency of controlled environments, and
highlights attempts at passive solar design
that have already been made. It also sets out
to propose an optimized design for a specific
location in the UK.
Project Objectives
Investigating mathematically the effect of the
overall shape, size, and orientation on heating
and cooling requirements.
Recommendations for embedded design
concepts based on research undertaken
The preparation of a 3D CAD model of the
proposed passive design, for the intention of
performing CFD analysis.
Project Conclusion
The project was a success as it highlighted a
current passive design and was able to
identify its shortcomings and provide
solutions to combat them. A number of key
design decisions were highlighted as a result
of the research and calculations performed .

Dharmesh Hirapara
BEng Mechanical Engineering
Regenerative Braking System
The idea came in 1970’s when energy crisis caused researchers to study about the feasibility and practicality of implementing
hybrid power along with regenerative braking systems, which have the potential to improve the fuel economy of vehicles
operating under urban driving conditions. Urban driving condition refers to excessive use of brakes during the city driving. The
increase in price of petroleum-based fuel in the past few years has also given rise to various research and development efforts
for energy conservation. However, reduced fuel consumption and therefore operating cost and reduced gaseous emissions
including primarily carbon dioxide (hence global warming) are the major driving forces behind commercial considerations of
such systems.
Energy storage by flywheel systems
The benefit of using flywheel technology is that more of the forward
inertial energy of the car can be engaged even during relatively short
intervals of braking and acceleration. In case of batteries they are not
able to accept charge at these rapid intervals, thus more energy is lost to
the friction. The electric battery has had its demerits. One of the demerits
of the electric battery is the inherent losses that accompany the energy
transformations, due to which, the transfer efficiency can be quite low.
The other demerits are that, they have a low specific power (power per
unit weight of storage system), a low storage efficiency which diminishes
which each charge/discharge cycle and lack of required service life span.
These reasons contribute to a limited range for battery electric vehicle
(BEV) due to which, hybrid electric vehicles (HEVs) have become fairly
more successful as they use an internal combustion engine, with its
relatively high specific energy and power, to supplement the battery.
There has been ongoing research into other electrochemical batteries like
Li-ion and NiMH etc., for better performance for these applications.
Kinetic energy recovery system (KERS)
The moving bodies have energy in the form of kinetic energy be. To move any object, work has
to be done. Energy is supplied by burning the fuel in car engines or from other sources such as
electric batteries and solar power. Now as natural resources like petroleum are depleting and
the cost keeps on fluctuating, so under these circumstances we need to fully utilize the
available energy to get maximum output. During driving or any operation involving braking,
energy is wasted. To save that energy from being wasted, kinetic energy recovery was
introduced in 1970’s. Initially energy is stored with the help of flywheel. Kinetic storages, also
known as Flywheel Energy Storages (FES), are used in many technical fields. The working
principle is based on inertial mass, which is accelerating to a very high rotational speed and
maintaining the energy in the system as rotational energy because of inertia of the body,
obeying newton’s first law of motion. Newton’s first law of motion sates that a body continues
is state of rest or motion unless an external force in applied on it. Inertia is the ability of the
body to resist change in its state of rest or motion. The energy is converted back as the
flywheel slows down the releasing the stored energy. Available performance comes from
moment of inertia effect and operating rotational speed.
Project Supervisor
Farid Dailami
Project summary
The idea of regenerative braking system is based on
kinetic energy recovery system. The aim of both
systems is to conserve and use energy. Regenerative
energy system can be used where excessive braking is
required to save the energy being lost in the process.
In efforts to produce greener cars numerous
processes have been examined that effect fuel
consumption. One of the processes is braking. The
traditional braking wastes energy because it kills the
momentum that the engine has built up. However,
with the process of regenerative braking, this energy
effectively finds a new home. Instead of being lost as
heat in the brakes, the energy is used to drive an
alternator, which allows the energy to be partially
recovered and stored in a battery.
Project Objectives
• To understand the idea, concept and elements of
regenerative braking system. And study the
advantages of regenerative braking system.
• To understand and study the need and importance
of regenerative braking system. .
• To understand and study the applications of
regenerative braking system.
• Compare conventional braking systems, dynamics
braking systems, frictional braking systems, and
regenerative braking system.
• Develop and study the current and further scope
for development of regenerative braking system.
Project Conclusion
The regenerative braking systems are better option
than other conventional form of braking systems as it
can operate at high range of temperature.
Various results evaluated from the studies conclude
that almost 30 per cent of the energy can be
recovered by the regenerative braking. Therefore, the
regenerative braking systems have a wider scope in
the transportation sector.
Regenerative brakes should be used with mechanical
brakes to provide good braking as well as
conservation of energy. The regenerative braking
system is significantly better at recovering energy and
stopping compared to the conventional braking
system as the mechanical braking system stops
significantly faster, but no energy is recovered

Danilo da Silva
M.Eng Mechanical Engineering
Project Supervisor
Dr. Tushar Dhavale
Design of a storage rack for aircrafts wheels and tyres
Background
Much research has been addressed to optimise
the reliability of aeroplane tyres. In this context,
the way the tyres will be stored is also important
to be considered, it is known that the tyres will
lost its circular shape if it is kept in the same
position for a long period. Also, other specific
cares were stablished by the literature review in
order to keep the integrity of the wheel/tyre
assemblies. Therefore, the aim of this project is to
design a storage rack for military aircrafts, being
the main points listed below:
• Enable the tyre rotate manually or automatics
• Stackable racks
• Light and dirt protection
• Store vertically and separately
• Incorporate a traceability system
Design
The design attached zinc plates around it as a
whole, in order to not only protect the tyres from
ultraviolet lights, but also to keep it away from
possible dirt or degrading substances. Bearing in
mind the tracking system, a portable computer
was attached to the side of the rack. Also, the
racks have a simple process to be stacked; they
have upper profiles which fit into the lower
profiles and have holes to be screwed.
The rack stores each tyre separately and vertically, it
fit a range of wheel/tyre assemblies and also has a
mechanism which permits the tyres to be upright,
regardless with the size of it. This mechanism can be
observed in the figure below.
The mechanism has a spring which keeps a small
roller always in contact with the tyre, regardless the
width of it; as such the tyre will be upright always.
Also, the project included a mechanism composed
with two rollers for each wheel/tyre assemblies to
enable its rotation, only one roller provide the
motion, and a mechanism developed permitted to
the operator rotate the assembly either manually or
automatically. The designed mechanism can be
observed in the figure below.
As it can be seen, the mechanism permits the use of
a crank to provide motion to the system when there
is a screw attached. The screw transmits the motion
of the crank to the shaft (the shaft is kept
transparent just to allow the visualization of its
interior) which is connected to the roller. Once the
screw is removed, the crank will be free and no
motion from the crank will be transmitted to the
roller, on the other hand, the pulley system will
act, applying a driller in the upper shaft, which has
a hexagonal hole to be attached to the driller.
Finite Element Analysis (FEA)
The following boundary conditions were applied:
The faces of the profiles were fixed on the ground,
and loads were applied due to the weight of the
tyre in the bearing attachment area. In addition,
we considered the loads from the other two
stacked racks, with its weight distributed on the
points of contact with the lowest hack. All the
parts of the rack were considered solid bodies and
the study ran through an automatic mesh with
mesh refinement control in parts considered
critical. The results obtained in the study of stress
can be seen in the figure below.
Traceability
To assist in tyres documenting and tracking
procedures, a computer program was developed
to be used by the tyres operators, helping in
inventory organization. The software receives
information on the status and location of each tyre
when it is removed or stored in a rack, keeping a
track record of the tyres. Screens of the developed
program follow:
Project summary
Design an military aircraft tyre storage rack. The
design addressed the most common issues regarding
to the physical integrity of the tyres. Finite elements
analyses were performed in order to ensure the
safety of the prototype as well as stability analysis.
Also, a tracking system was implemented.
Project Objectives
• Design improved aircraft tyre storage racks
• Implement a tyre tracking system
• Allow the designed racks to be stacked
• Ensure entire design is safe and work properly
Project Conclusion
This first part of the project has shown, founded on
the literature survey, the importance of improved
tyre storage racks. As more the demand in aviation
has increased, more attention has to be paid to
durability and reliability aspects, wherefore aircraft
companies has been more demanding to tyres care.
Several requirements have been established aiming
to develop the efficiency of aircraft tyres. Aircraft tyre
storage racks appeared has been already developed
for some companies but the majority of them still
have not yet met the requirements entirely.
In sum, it can be concluded that this project has met
the aims, since the aircraft storage rack design has
met the requirements proposed by the literature
review and the results from analyses were
satisfactory when it comes to safety and reliability.
Built on the acquired knowledge from the literature
review, the shafts and bearings were designed and
selected. In Addition, finite element analysis was
performed on the tubular frame and it was optimised
and posteriorly considered sufficiently safe to
support wheel and tyre assemblies. In this way, the
storage rack designed in this project can be seen as
an important investment to aircraft companies.

Cameron Halpin
Mechanical Engineering
Project Supervisor
Dr. Appolinaire Etoundi
An investigation into the effectiveness of ‘smart’ materials in the
rehabilitation of stroke patients fingers
General:
In the UK there are estimated to be 1.2 million
stroke survivors. 77% of these survivors suffer
from some weakness in the arm or fingers.
Technologies used to rehabilitate these survivors
are 2 different types.
They can be assistive, where the user will wear the
device whilst performing a task that would
otherwise been much more difficult, or else they
can be entirely therapeutic, where the user will
wear the device for a certain period each day
running through a pre-defined cycle.
The Bioness H200, pictured above on the left, is
both therapeutic and assistive however there is
more emphasis on the assistive aspects. The
device actuates a grasp and release action via
small currents applied to the tendons of the lower
arm.
The SaeboFlex, pictured above on the right, is a
balanced device in terms of assistance and therapy
however user reviews have shown it to be difficult
to apply and slow in its effects.
The device has individual mechanisms for each
finger and is spring loaded. The springs reduce the
effect of spasticity on the hand, reducing stiffness
and muscle ache.
The design of the ‘soft’ actuated device was
decided to be similar to the SaeboFlex – spring
loaded with individual mechanisms – with the
ability to apply a ‘nudging’ force when required.
Experimentation:
This investigation tested 2 materials for properties
such as response time and power density.
These 2 materials were:
A Nickel-Titanium alloy, manufactured by Toki in
Japan. The SMA was manufactured as a coil in
order that the transition temperature caused
linear actuation.
The second material was VHB by 3M, a dielectric
elastomer, electro active polymer.
All factors considered, SMAs were chosen as the
most appropriate material to proceed to use in
design.
Areal Strain
Recovered Strain
1.8
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
2000 2200 2400 2600 2800 3000 3200 3400 3600 3800 4000
0.9
0.8
0.7
0.6
0.5
0.4
0.3
0.2
0.1
0
-0.1
VHB Max. Areal Strain vs Voltage
Voltage (V)
SMA Linear Recovered Strain vs Time
0 10 20 30 40 50 60 70
Frames
65g
Design:
The sketch shows the components of the
mechanism. Due to the pairing of the
compressive and torsional spring, the design of
the mechanism has the benefit of allowing the
user freedom in controlling the extent of
actuation; the user does not need to follow the
same cycle of movement every time. The device
has a closed loop control system.
The results of a ‘proof of concept’ model
showed that this mechanism, if slightly adjusted
can effectively assist in the operation of a
rehabilitative nudging device.
The image below shows each stage of the
device; from power supply to mechanism. It
details how the device can be mounted
effectively on to the user.
Project summary
Current rehabilitation technologies have been shown
to be less effective at combining assistance and
rehabilitation aspects. By applying alternative
materials there is potential to improve the
effectiveness, weight or cost performances of the
devices.
Project Objectives
To determine how effective ‘soft’ actuation
materials can perform in terms of rehabilitation of
fingers.
To design a mechanism that may better assist in
rehabilitation.
Project Conclusion
Depending on the mechanism, shape memory alloys
can provide a lighter, more effective method of
actuation than a motorised alternative.
The hysteresis loop s shown in the results section,
that SMAs exhibit is naturally similar to the hysteresis
loops of muscles and tendons. This similarity
indicates a high suitability for application in
prosthetics, as this is where the device is required to
mimic the behaviour of a finger most effectively.
For this mechanism however, the high cost incurred,
coupled with the pulse force required for a nudge
makes this a case of over engineering; a nudging
device does not require the unique loops available
from shape memory alloys.
In order to exploit the similarities, SMAs should be
used in full cycle simulations or in full prosthetics.
When able to be produced at a more affordable rate,
SMAs would make a highly suitable material for
artificial muscles.

Ali Bin Tahir
BEng Mechanical Engineering
Project Supervisor
Dr. Aruna Palipana
Introduction:
Mechanical ventilation heat recovery system (MVHR) is a ventilation
system for the whole house with a determination of supplying and
extracting air from a house or a building. It provides a controlled way of
ventilating a home while reducing energy loss by using already
conditioned exhaust air which is to be taken out to warm or cool fresh
incoming air. This system is alternatively known as Heat Recovery Unit.
It gives a balanced low energy ventilation solution for homes and
consumes up to 95% of the heat that would otherwise have been
misspent. The system (MVHR) comprises of a network of ventilation pipes
which are connected to all the rooms in a house and a Heat Recovery Unit.
It works by continuously extracting air from rooms of the property and at
the same time sucking in fresh supply of air from outside. With the help of
heat exchanger inside the Heat Recovery Unit, the heat from the taken out
old air is recycled to heat the sifted clean supply of air for the habitable
rooms such as living rooms and bedrooms.
The Figure 1 shows a normal house fitted with MVHR system.
Figure 1
Modeling:
Figure 2 is the AUTO CAD design
of the air tight room which was
later run on CFD software to
check the air flow in the room by
placing ducts at different
positions with MVHR system
attached.
Project Title: CFD analysis of air flow inside air-tight house fitted with
Mechanical Ventilation Heat Recovery (MVHR) system.
Figure 2
CFD Study:
The images under CFD study shows the
results that were gathered by running
the model designed in AUTO CAD in CFD
software. The figures simulated comfort
temperature with four different heat
emitters, along a vertical plane at Y =
L/2. Surface temperatures of the heat
emitters’. Note comfort temperature
was similar to the middle of the room in
all cases. It was apparent that the ability
to counteract cold downdraught should
be considered in buildings where cold
fresh ventilation air is brought in directly
from outdoors. In addition, the way
ventilation inlets spread cold air into the
room should also be considered and
adapted to the heating system to
prevent cold downdraught. Traditional
radiators were found to counteract this
effect better than floor and wall heating
systems.
Project summary
This research is about the study of air flow in an air
tight room and a typical house. By the help of
AUTOCAD and CFD software we will be able to
carry out this investigation. This will be done by
modelling firstly a room fitted with mechanical
ventilation heat recovery (MVHR) system then a
model of house will be made fitted with (MVHR).
Calculations will be done to see what kind and with
what power the motor should be installed with
MVHR so that it can suck the outside air and heat it
up which will then go inside the house. The model
of a room and house will be then imported to CFD
software where the airflow will be observed and air
pockets will be observed
Project Objectives
• CFD study of the air-tight room fitted with
MVHR system
• Finding the best suitable positions for
ventilation system to be stored in a house.
• Study of air flow inside a air-tight room and a
house.
• Maintaining a good level of air quality within the
house.
• Costing of the MVHR system and operating cost
is finalized.
Project Conclusion
Firstly, a brief analysis of AUTOCAD and CFD
software has been covered. The major aims and
sub aims are examined. The specifications and
requirements have been settled for the model of
room and house. Then specifications and
requirements of air flow in air tight room and
house are established using CFD software. Detail
study of CFD study is discussed with different
scenarios that can take place while observing the
air flow and what results can be found in CFD study
is discussed with its advantages. Also a detailed
study of problems that will be faced is discussed
with its solutions.

Ali Albannai
Beng Mechanical Engineering
The Tool Wear And Hole Quality Analysis on CFRP/Al
Drilling
1. Tools wear investigation using Scanning Electron
Microscope (SEM)
The investigation of the drill using a scanning electron microscope
(SEM) before and after drilling clearly indicated tool wear on the drill
.The drill tool wear could be attributed to the rise on temperature
necessitated by the rubbing action of the fractured graphite fibers and
the grains of solid carbide against the composite’s epoxy matrix.
The results from SEM also reveal the formation of BUE and the
dominant wear mechanism as indicated
2. Holes quality
Project Supervisor
DR.marilyn Goh
The surface quality of the holes was evaluated by taking a cross-section cut of the
drilled holes. It was observed that the hole section lying in the Al plate had good
surface finish as compared to that for the CFRP. This can be clearly seen in pictures.
Though the holes circularity and the surface roughness were not quantified in this
case, it is evident that there is a strong correlation between these parameters and tool
wear.
Project summary
This project presents a study on the design and
analysis of a cutter for drilling CFRP/Al stacked
composite materials. Stacked plates of Carbon
Fibre Reinforced Plastics/Aluminium (CFRP/Al) will
be drilled using of solid carbide drill ZCC.CT
1536SU05C-0600 KDG303 with a view to study the
drilling process. The drilling tool modelled using
SolidWorks.
Project Objectives
The main aim of this project is to study the wear of
a carbide tool and hole quality by experimentally
drilling through CFRP/Al stacked materials.
•To test on different cutting speed and feed rates.
•To analyse the stacked material wear using
different cutting conditions.
•To model and further explore and analyse the
drilling process using a CAD software (SolidWorks).
Project Conclusion
This study has presented an extensive literature
review on the drilling of CFRP/Al stack materials.
CFRP/Al stack materials are usually used in
aerospace applications besides other uses like in
automotive and civil engineering applications. The
optimization of the drilling conditions in these stack
materials is of great economic considerations. Tool
wear and the quality of the produced parts are key
considerations to any optimization scheme. This
report has presented a study on the tool wear and
holes quality analysis when drilling CFRP/Al stacked
composite materials. The drill that was used was
the standard two flute drill, and the drilling and
tool wear were investigated at a spindle speed of
4000 rpm at a feed rate of 600 mm/min. These
drilling conditions were found to be the most
appropriate since they produced the smallest chips
size. The chips size during drilling is an important
parameter since it may have a bearing on holes
quality, and hence the overall quality of the
produced part.
The study established that delamination is a major
problem during the drilling of CFRP/Al stack
materials. Delamination was found to be more at
the hole exit as com-pared to the hole entry. The
hole circularity and surface finish was found to be
significantly affected by delamination.

Motorsport
Engineering
176
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Motorsport
Engineering
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Engineering
Introduction
Electrical
and Electronic
Engineering
Engineering
Aerospace
Engineering
Electronic
Engineering
Mechanical
Engineering
The UK motorsport sector
employs 50,000 people, with
in excess of 30,000 engaged
in full-time engineering
roles. There are about 4,000
businesses of various sizes
involved in motorsport, and this
sector accounts for around 28
per cent of those employed by
UK engineering companies.
£23,020
Average starting salary for our Engineering
Design and Mathematics students in full-time
professional jobs six months after graduating.
Destinations of Leavers from Higher Education Survey published 2013
Motorsport
Engineering
Robotics

Robert Crook
BEng Motorsport Engineering
Analysing and Optimising the Performance of Rally Car Suspension, for
Varying Road Surfaces
To be able to investigate the suspension system on
a 1989 Volkswagen Golf one had to be measured
in order to be able to create a software model.
Measurements were taken from the DreamTec
Racing 1989 Volkswagen Golf 16V GTi race car.
Creating a math model of the Golf in CarSim is not a
complex as it would be in some programs as you do not have
to draw the whole suspension system. It is a case of finding
which points/dimensions you need and entering them into
the software. Once modelled simulations could be run and
data is obtained which is transformed into graphs then these
were analysed to find the best geometries.
To accurately represent the dimensions of every component within
a 1989 Volkswagen Golfs suspension system a drawing was created
in Solidworks.
Some of these results were to be expected, some were slightly
different to what was expected. Most of the tarmac optimization
results were as expected, due to the nature of the Golf being front
wheel drive. The gravel results were to be expected as when
observing physical rally cars they have much the same geometries
in regard to Camber, Toe and Ride Height. This is also the case for
rally cars running a Snow set-up. The caster angle was predicted to
be as extreme as possible as when looking at current WRC cars the
caster angles are as extreme as 20°-30°. But the with the nature of a
1989 Volkswagen Golf’s engine bay no more caster can be applied
due to space issues and without major modification and fabrication.
Project Supervisor:
Dr Rohitha Weerasinghe
Project summary
This study will look into rally car suspension,
specifically what it should be doing and how it
can be optimised. This will be looked at across
three different surfaces, asphalt, gravel and
snow.
Project Objectives
To analyse and optimise a rally car suspension
set up, also to give a good understanding and
accurate description of what rally car
suspension should do and how to do it.
• Identify the key suspension parameters that
influence rally car handling.
• Investigate the levels of adjustment needed
in the system.
• Show the difference changes in these
parameters make to a rally car suspension
system.
• Optimise a rally car suspension system for
different surfaces.
• Propose any modifications that could be
made to the overall suspension system that
could improve the handling further.
Project Conclusion
Overall the investigation has gone well; three
optimum set-ups for the car have been found
for three surfaces. This was the main aim of
the project. It has been found though that the
car does still have the tendency to understeer
but has been dialled out as much as possible
within the simulation limits.

Oliver de Garston
MEng Motorsport Engineering
Formula Student Car Suspension Design
Deciding Basic Parameters
The start of the design process begins with
deciding on the best wheelbase and track as these
have great consequence on the longitudinal and
lateral weight transfer. A wheel base was chosen
with a near 50/50 weight distribution from the
estimated centre of gravity and vehicle mass.
Track was chosen on the basis on lateral load
transfer and course width at the event, too wide
would mean manoeuvres need to be larger to
negotiate obstacles, to narrow and load transfer
become too great.
Upright Geometry
The starting point for
upright geometry is
making sure any braking
system fits inside the
chosen wheel, this will
then give the brake disc
offset to the wheel and
then consequently the
best possible position
for the lower outer
pivot point is as close to the brake disc as possible
as low down as possible.
Suspension Geometry
Once outboard pivot points are chosen, attention
can then turn toward the inboard points. Vsusp
was used to design from this point, as it gave a real
time look at the roll centre and shape of the
suspension.
Once the desired design was formed in Vsusp this
was moved over to Solidworks to create a 3D
design below is shown the front suspension
geometry.
This was repeated for the rear to give the overall
suspension geometry seen below. The lines
extending out the front are the anti-squat lines for
the rear suspension. 30% anti-squat was included
in the design.
Bellcrank Geometry
Once the front and rear wishbone and upright
geometry is decided, the pushrod and bellcrank
geometry is next on the list. Below is a graph of
the front bellcrank motion ratio. As seen the ratio
is nearly linear, this is an ideal situation as it means
the shock has a smooth actuation.
Analysis
The system was then built in MSC Adams,
although the program was not used to its full
potential it was still used for some basic analysis.
A key area of analysis was the movement of the
roll centre below is the graph of roll centre
movement due to body roll.
The system geometry was then turned into a CAD
design for the UWE Formula Student team to
manufacture for the new 2015 car.
Project Supervisor
Dr. Rohitha Weerasinghe
Project summary
The aim of this work is to design from scratch a
suspension system for the University’s race car to suit
the needs of the event and to analyse its
performance though computer simulation. This
design will be one of the key features of this year’s
car being built by students participating in the UWE
Formula Student team. The suspension system will be
of a classical unequal length double wishbone design.
This suspension type has the most adjustability in
characteristics and should meet all demands.
Project Objectives
• A kingpin inclination angle of between 0° and 8°
• A scrub radius between 0mm and 100mm
• A caster angle between 3° and 7°
• Static camber of around -2° but adjustable
between 0°and -4°
• Camber gain of between 0.2° and 0.5° at the front
axle
• Camber gain of between 0.5° and 0.8° at the rear
axle
• A maximum roll of about 2°
• A roll centre height between 25mm below ground
and 50mm above ground at the front and
marginally higher at the rear
• Controlled and predictable movement of the roll
axis
• A swing arm length of between 1250mm and
2500mm at the front
• A swing arm length of between 1016mm and
1778mm at the rear
• Minimal bump steer
• 50% - 65% of the roll stiffness on the rear axle
Project Conclusion
This system should be practical and possible for the
UWE Formula Student team to manufacture and
construct, to within reasonable tolerances the
system, to enable the team to go to Silverstone with a
complete and accurate suspension system that
complies with all the rules. The author believes that
the basic geometry of the system is good, and
enables there to be space for all the vehicles other
subsystems.

Abbie Grange
MEng Motorsport Engineering
Project Supervisor
Dr Rohitha Weerasinghe
Parametric Analysis and Optimisation of the Formula Student Body Shell
Formation of the Parametric Model
A parametric model maintains consistent
relationships between certain elements, allowing
the model to adapt to changes made to a specific
variable. Parametric modelling is vital to the
research undertaken in this study as it allows the
Author to make structured, predefined changes
that will automatically update the rest of the nose
cone geometry and therefore ensure cohesive,
reliable results.
The body shell as a whole is defined and
constrained around the chassis, with given
clearances at key points that ensure the full
clearance of all components. The nose cone region
specifically is largely constrained to the impact
attenuator as this is the last component that the
body shell must clear before coming to a point.
Utilising the geometry of the impact attenuator
ensures proper fitment and clearance of the body
shell, no matter what changes are made to the
parametric model.
Nose Cone Height Study
This section of the investigation tests the isolated
nose cone region as a lone bluff body which ends
at the front roll hoop, therefore the cockpit region
and the side pods are not included. As has been
noted, the height study is split into categorised
geometry and linear geometry analysis.
Lift (N)
It can be seen that there is a distinct reduction in
the lift generated by the nose cone area when the
nose cone height is increased; however the drag
value remains largely unchanged. What is
significant in the lift comparison chart is the
increased stability of the lift values upon changing
from categorised to linear geometry selection.
Nose Cone Radii Study
The underbody radii study aims to investigate the
impact of changes to the underbody curvature
with a constant optimum nose cone height of
225mm above ground.
Lift (N)
0
-1
-2
-3
-4
-5
-6
-7
-8
-9
-2
-4
-6
-8
-10
-12
-14
Lift Comparison
0 50 100 150 200 250 300 350 400
Nose Cone Height Above Ground (mm)
Underbody Radii Study Lift
0
90 100 110 120 130 140 150 160
Bottom Dimension
y = 0.0159x - 12.555
Categorised
Linear
Further examination of the actual resulting lift
values combined with the addition of a linear
trend line appears to show that, whilst the values
appear almost oscillatory, the magnitudes by
which they change are very small, with a
maximum of 3N between each model.
Lift
Linear (Lift)
Assembly Analysis
Inclusion of the chassis and suspension geometry
is essential if the flow around the body shell is to
be fully understood. Modelling the assembly flow
allows for the interpretation of not only the
aerodynamics of the body shell as a standalone
piece, but also its inherent effects on the flow
around various other important components.
Unfortunately the flow over the upper surface of
the nose cone does not provide sufficient energy
to deflect the flow up and over this feature and
the inclusion of a deflective screen would impair
the drivers’ visibility.
Transient Analysis
Transient analysis involves the simulation of flow
events over a predefined time period as opposed
singular moments in time.
The three second view also shows a secondary
separation bubble beginning to form near the
lower surface of the cockpit. This secondary
bubble grows in magnitude as the speed increases
resulting in two fully formed areas of flow
separation.
Project Summary
This study involves the optimisation of the UWE
Formula Student body shell using a parametric
modelling process. The investigation explores the
effect of nose cone height and surrounding curvature
on the lift and drag values experienced by the vehicle
by conducting analysis using Computational Fluid
Dynamics (CFD) software alongside wind tunnel
testing. Upon discovery of an optimum design, full
transient analysis is undertaken with variable inlet
speeds as well as steady state analysis of the effects
of inclusion of the vehicle assembly.
Project Objectives
• To design and analyse a body shell for the UWE
Formula Student 2014 vehicle using parametric
modelling and analysis.
• To optimise the nose cone height and understand
the effect of change of surrounding surface radii
on lift and drag.
• To undertake transient analysis of the optimum
design.
• To validate computer based testing with wind
tunnel analysis that includes ground effect.
Project Conclusion
As the two separate geometric studies show, lift
characteristics appear to be heavily governed by the
height at which the nose cone sits from the ground as
opposed to the surrounding surface curvature.
Analysis would suggest that changing of the
underbody surface, whilst having some measurable
effect lacks a significant trend line and is therefore
negligible at the speeds tested. It would be
recommended that the Team carefully consider the
nose cone height with a view of optimising it in terms
of negative lift force so as to counteract the inherent
lift generated when the vehicle assembly is added.

Kris Penney
BEng Motorsport Engineering
Project Supervisor
Dr. Changho Yang
Inline Four Cylinder Turbocharged SI Engine Exhaust Manifold Design
with Toyota 4EFTE Engine Case Study
Exhaust Manifold Design Research
Research into turbocharged exhaust manifold
design and naturally aspirated exhaust manifold
design as many important factors in this field cross
over to turbocharged design
Data Gathering of Initial Parameters
Measurements of the standard exhaust manifold
geometry were taken. It was also necessary to
deduce certain areas of the engine geometry
including the inlet and exhaust camshaft profiles,
exhaust port geometry, valve dimensions, valve
timing data and cylinder dimensions. From this
information a good understanding of the gas
exchange process behaviour can be gained. This
data also assisted in accurate engine simulation to
gain as valid results as possible.
Valve Lift (mm)
Flow Bench Testing
By using the Universities SF-110 Superflow flow bench, further knowledge was gained regarding the flow
rates and restrictions of the cylinder head and standard exhaust manifold which could be compared with
the figures obtained for the new manifold designs. Experimental data was also used to achieve further
accuracy in engine simulation.
8
7
6
5
4
3
2
1
0
4EFTE Standard Camshaft Profiles and Timing
0 180 360 540 720
Crankshaft Angle (deg)
CFD Analysis
The flow behaviour through the new manifold designs was analysed using
CFD flow simulation, looking for any aspects that may impede flow. The
types of flow included constant flow simulation of flow bench testing of
the new designs, in addition to transient flow simulation to analyse the
time dependant periodic gas flow from the engine cylinders
Exhaust
Inlet
Project summary
Research and analysis has been carried out to
understand 4 cylinder turbocharged IC engine
exhaust manifold design, investigating the individual
topic areas where analysis can lead to the
improvement of engine performance and efficiency.
The Toyota 4EFTE engine was used as a case study.
Project Objectives
• Research into existing exhaust manifold design
techniques.
• Flow bench testing to understand and utilise the
flow characteristics of the cylinder head and
standard exhaust manifold.
• Produce three 3D CAD models of different design.
• Computational fluid dynamics (CFD) analysis to
understanding the benefits and drawbacks of each
design.
• 1D engine simulation to examine the influence of
the three improved manifold designs on the
engine performance as compared with the
standard manifold as well as each other.
• Finite Element Analysis (FEA) to understand the
strength properties of the three designs .
• Examine all results and draw conclusions as to
optimal design technique.
3D CAD Modelling of Manifold
Designs
CAD models were constructed for
three exhaust manifolds. All three
have the same pipe volumes with
changes made to pipe diameter and
length
FEA Analysis
An FEA study was carried out on the three manifold design CAD models to
analyse the levels of stress, strain and deflection experienced by each design.
1D Engine Simulation
Once the design was finalised, it was necessary to
investigate how the new manifolds affect the performance
of the engine when compared to the standard manifold
and each other.
1D engine simulation was used which allows for the
engine parameters to be configured into a simulation. This
simulation was set up with key data from both the new
and existing manifolds to give comparative information
regarding the engines performance
Project Conclusion
It was shown that considerable gains in engine
efficiency and performance can be made through
improvement of the exhaust system.
Maximum % increase in brake power was seen to be
22.5% and 2.4% increase in brake torque when the
4EFTE standard manifold was replaced with an
optimised design.
The analysis also showed that it is possible to
manipulate engine performance characteristics to
suit specific engine requirements.

Chris Baguley
BEng Motorsport Engineering
Project Supervisor
Dr. Rohitha Weerasinghe
Investigating Naturally Aspirated Exhaust Manifold Design, to Develop
an Optimised Manifold for Motorsport use, using a VW Golf "KR" Engine
Case Study
Engine Analysis
As a starting point for exhaust design it is necessary
to first take a detailed look into the technical data for
the engine in question. For the purpose of this
investigation the engine being used is a Volkswagen
“KR” engine, consisting of a “051” cylinder head.
Initially, the standard “Kr” cams haft lift profiles were
plotted; as well as combustion chamber volume
measurement and a silicone exhaust port geometry
mould. These are combined with other engine
specific parameters to formulate an engine
specification sheet used for further testing.
Computation Fluid Dynamics (CFD) Simulation
Using figures recorded from flow bench testing of the
Volkswagen “051” cylinder head at peak lift, constant
volume flow CFD testing was conducted on a number
of collectors. To determine the most efficient as a
basis for 4-2-1 and 4-1 manifolds to be analyzed.
Comparing the results against the standard
manifold/downpipe system.
STD – Cylinder 1 Velocity Streamline
4-1 Cylinder 1 Velocity Streamline
4-1 Cylinder 3 Velocity Streamline
STD – Cylinder 3 Velocity Streamline
4-1 Cylinder 4 Velocity Streamline
STD – Cylinder 4 Velocity Streamline
4-1 Cylinder 2 Velocity Streamline
STD – Cylinder 2 Velocity Streamline
CFD Transient Flow Freeze-Frame of Standard Manifold and 4-1 Systems; at Peak Mass Flow Rate Time Steps.
Numerical Thermodynamic Gas Exchange
Model for Transient Flow Simulation
Formulating a numerical model for the incylinder
pressures during the exhaust phase
enables an effective series of data to be
produced, showing the blow down period. This
is the sudden drop in cylinder pressure, after
compression, at the point the exhaust valve
opens. Converting this into mass flow rate,
enables time dependent flow to be replicated
in both the standard manifold/downpipe and
4-1 system.
One Dimensional Engine Simulation – Ricardo
Wave
This case study models the Volkswagen “Kr”
engine, using all data gathered throughout the
previous processes, to enable a comparison of
power and torque curves for both the standard
manifold and 4-1 design. Providing an initial
indication of how the change in exhaust
geometry affects engine performance.
The 4-1 manifold has given a small increase in
top end horse power, at the expense of some
mid-range. Comparing the peak indicated
power figures of:
• Standard Manifold – 149.3hp
• 4-1 Manifold – 153.8hp
Shows a performance increase of 4.55hp,
equating to a 3% increase.
Project summary
Proper exhaust manifold design is a subject
often overlooked by even the most
knowledgeable tuners; so while it may look
impressive, appearances can be misleading.
This report investigates and details the design
criteria to be considered when developing an
exhaust manifold system for motorsport use.
Project Objectives
• Complete a numerical thermodynamic
engine simulation – to determine exhaust
gas flow.
• Plot “Kr” camshaft profiles – for
optimisation of the manifold system
designed
• Conduct a collector CFD study
• Compare 4-2-1 and 4-1 manifold designs
• Analyse transient and constant volume
flow of the standard “Kr” exhaust system
against the 4-2-1 and 4-1 designs
• Investigate the effects on engine
performance figures – using one
dimensional engine simulation
Project Conclusion
After completing a number of analysis tasks
on the Volkswagen “Kr” engine the results
suggest that is has the capabilities for
effective motorsport tuning. The 4-1 manifold
system designed offers a number of beneficial
flow characteristics, along side an indicated
engine power increase.

Billy Nightingale
BEng (Hons) Motorsport Engineering
Project Supervisor
John Kamalu
Reducing the Fatigue of Mountain Bike Rider
Introduction
The project was approximately weight 70% theoretical analysis and 30%
practical. The overall focus of this study is to determine if the vibrations
transmitted from rough trail conditions contribute to the phenomenon
known as arm pump, this will be achieved through experiments. Arm
pump is when the muscles within the forearm closes around the blood
vessels and causes the arm to fatigue. The the suspension
system will be mathematically model as a one degree of
freedom model to analysis the theoretical response and
improve the suspension system. To understand the response
of the system the variables that make up the suspension
system must be understood such as spring stiffness k, damping
coefficient c, the natural angular frequency ωω oo and of course the mass m.
These variables will also be found through experimental work as well as
numerical calculations. MATLAB will be used to create an easily adjustable
code that will produce the response of the system graphically and
numerically. The refinement of the suspension system will be done for two
disciplines; downhill riding and cross country, they will improve the
handling and reduce excessive vibration above 2 m/s-2, which is the
exposure limit determined through literature.
Mathematical Modelling
With the computational aid of MATLAB. three methods were used to excite
the suspension system and determine the response, these were; the
response of the suspensions system due to an initial displacement of the
mountain bike and rider from equilibrium, the response of the suspension
system after an applied force, the response of the suspension system
under harmonic motion of the base. These three methods can be defined
by the equations shown below in order;
xx tt = ee −ζζωω oott
xx oo cos ωω dd tt + ẋ oo+ζζωω oo xx oo
ωω dd
sin ωω dd tt
When dealing with vibration responses there are three main characteristic, that
make up the response of an oscillating structure displacement which has just
been given in the above equations, acceleration and velocity. The mathematics at
this point becomes far more complex the derivative of displacement gives velocity
and the derivative of velocity gives acceleration, hence these equations must be
derived to fully understand the response of a mountain bike due to an excitation.
Free Damped Response Acceleration vs Time
These equations were derived and a code In
c=400.85 k=40449.4 c=500 k=40449.4 c=400.85 k=50000
MATLAB was created. Which was used to
c=800 k=40449.4 c=1000 k=40449.4 c=700 k=40449.4
c=400.85 k=40000 c=400.85 k=35000 c=600 k=40449.4
refine the suspension system.
15.00
The signal from field
10.00
5.00
experiments were
0.00
transformed using
-5.00
Fast Fourier Transform
-10.00
transform experiments.
-15.00
Experiments
One of the many experiments in this project was carried out to determine the
damping ratio of the front damper, by shocking it with an applied load to
determine the response, the test set up can be seen below on the left with results
underneath. The accelerometer field experiment, which determined the
transmitted vibrations from rough trail conditions, shown middle. Also the tyre
stiffness test on the right with the resultant in the graph underneath.
Acceleration (m/s-2)
0 0.1 0.2 0.3 0.4 0.5 0.6
Time (s)
Project summary
The study carried out was to analysis the phenomenon
known as arm pump, which occurs due to fine muscle
control while exposed to vibrations. This was achieved
through field experimental analysis and mathematically
modeling the response of a mountain bike as a one degree
of freedom model.
Project Objectives
The main objective of this study was to determine
whether or not oscillation levels transmitted through the
mountain bike suspension and into the rider contributing
to arm pump. It was then to refine the suspension system
for two disciplines; downhill riding and cross country
riding, by mathematically modelling the suspension with
computational aid of MATLAB.
Project Conclusion
The study was a great success, the vibration
levels experimental measured through field
experiments proved to increase in intensity as
surface condition decreased, eventually
surpassing the threshold of acceptable
exposure limits. The refinement of the
suspension not only fulfilled all requirements
of this study, they exceeded them by
increasing the handling and comfort of the
mountain bike in two disciplines.
xx tt = FF oo
KK (1 − ee−ζζωω oott (cos(ωω dd tt) + ζζωω oo
ωω dd
sin(ωω dd tt))
xx pp tt = XXXXXXXX(ωωωω − φφ) where X is give by XX YY = [ 1+(2ζζζζ) 2
(1−rr 2 ) 2 +(2ζζζζ) 2]1/2

Romain Guyony
MEng Motorsport Engineering
Project Supervisor
Dr. Ben Drew
Vehicle Design And Construction Aimed At Human-Powered Land Speed
Record
Frame
Initial design was over-engineered, therefore
unnecessarily heavy. The design was iterated
with a small cross-section tubes, whilst
curving them allowed more space for the
rider.
Bodywork
First design caused too much
turbulence to the air flow around
the nose, which carried over to
the tail creating a wake. A new
design was constructed to
remedy to this.
Powertrain
Power would be transmitted through two set of sprockets rather than one, to achieve a high ratio whilst still being manageable to pedal. Driving power and
driven wheel being at opposite ends, a rail would allow for the pedaling movement, transmitting the power through a rod to the initial crank.
Project summary
Designing bodywork, a frame and a
powertrain to manufacture in the second
year.
Project Objectives
To design and manufacture a human-powered
vehicle capable of beating the current LSR,
standing at 83.13 MPH.
Specifically needs to be a two-wheeler and is
measured over a distance of 200 metres.
Project Conclusion
The simulations run have given good insight
on how to improve the initial models. Further
research will be required to reach the
required velocity.
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Type Spec: Calibri 24pt,
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Arnoldas Baublys
MEng Motorsport Engineering
Project Supervisor
Dr Changho Yang
Turbo-diesel fuel injection map development
1 2
Project summary
The study has been carried out to create an
ignition timing map for turbo-diesel engine. A
map has been developed during extensive
use of computer simulation software. The
trials showed possible usage of specific
engine map. Engine model was created using
computer software and testing confirmed
viability of the map.
3
Injection timing
advance, deg
18
16
14
12
10
8
6
4
2
0
Injection Timing Map
2000
1500
1000
0 100 200
2500
3000
3500
4000
Engine speed,
rpm
1. V6 turbo diesel engine model was created using Ricardo wave
software. A power sensor along with in-cylinder pressure and
turbo boost was attached to measure different parameters
2. Testing of different injection timings to determine engine
behavior was done. A multiple amount of runs were performed
to determine best option. In this example -30 degrees would
produce knocking effect
3. Resulting injection timing map was made after comparing few
hundred graphs and stats at each engine load and speed. The
result shows that the higher engine speed the more advanced
timing is necessary to compensate for it.
Project Objectives
The main aim of this study is to create fuel
injection timing map. Establishing deep
understanding of how engine performance
can be changed by manipulating ignition
timings. Study goal is create fully working
map with highest engine power output while
still meeting high emission regulations
standards
Project Conclusion
A 3D fuel injection timing map has been
developed and tested using computer
simulation software Ricardo wave. In addition
exhaust gas recirculation system was
introduced to reduce emissions. Advancing
engine timing produces more power but
demands on the components also increase.
Engine Load, Nm

Umberto Chmeit
Beng Motorsport Engineering
Project Supervisor
Dr. Changho Yang
Variable Compression Engine
Introducing new technologies in today’s world is getting more and more difficult as projects get more complicated, the variable
compression engine has been under development for the past 15-20 years and more companies evolve with new ways to make
transportation more fuel efficient and reduce emission without compromising power, Variable compression ratio has had a big impact
on today’s world, since the 1920’s designer such as Sir Harry Ricardo who due to irregular combustion (knocking or pinging) developed
the first variable compression engine to come up with the Octane rating system which manufactures still follow today. It is a challenge to
vary the compression ratio of an engine during running engine cycles, many tried attempts have been made but where never taken
forward.
Variable Compression engines
Even though methods and technology for variable engine compression has been around
since the early 1920’s no one thought that this concept would improve the efficiency of an
engine without compromising reliability, due to complexity of the design, there has been
various studies in the past regarding variable compression engine and many large motor
industry companies like Nissan, Saab, Peugeot and many others have involved themselves in
the research and development of this technology. Beside is a table with the most common
V.C.R. methods in todays world, each company have their own concept on how to develop a
new efficient internal combustion engine, the VCR concept consist of adapting the cylinders
compression to get the most optimal fuel burn rate hence giving the best efficiency and
reducing emissions.
Variable Connecting Rod
An example engine was designed using Solidworks, this engine uses the connecting rod of an
engine to alter the compression ratio, it increase or decreases in length to vary the ratio.
The Variable Con-Rod design concept is a new conceptual automated system which works using
hydraulic pressure from the oil lubrication passing through the crankshaft, this system is a twostage
variable compression method, this means the actuation of the Con-Rod is depended on
RPM and Turbo pressure, it is best suited for a high compression ratio at low RPM and low
compression ratio once the turbo starts boosting, it uses a pressure release valve to decrease
the oil pressure within the Con-Rod as the rpm increases (as the oil pressure from pump
increases with RPM) thus allowing the Con-Rod to shrink and decrease the compression ratio in
order for the pressure from the turbo to enter the combustion chamber without knocking
occurring. At lower RPMs the oil pressure decreases and the release valve shuts allowing the oil
to take up space in the con-rod’s turning chambers and therefore increase the con-rod’s length
and thus increasing the compression ratio, this system uses the help of the inertial forces of the
piston and crankshaft to increase or decrease the con-rod’s length.
Project summary
This project was produced to prove that a
variable compression ratio engine has
adequate improvement characteristics
compared to a Fixed compression engine.
Project Objectives
The objectives are to provide engine data
from a software simulation using different
results to analyze the performance of a VCR
engine.
Project Conclusion
After comparing various experimental data
with data which was produced on Ricardo
Wave Engine simulation software, a
conclusion was made that varying the
compression ratio of a fixed compression
ratio engine at low RPMs proves to have
greater efficiency in terms of Brake Specific
Fuel Consumption, BMEP and engine torque.

Sophie Tredwell
BEng (Hons) Motorsport Engineering
Project Supervisor
Ramin Amali
Analysis of the mechanical properties of sandwich panels when subjected to
moisture
Introduction
Sandwich panels are increasingly becoming a popular choice and are used for
many applications in different industries. Favoured because of their light weight,
durability and high strength to weight ratio, they are being used for applications as
varied as the survival shell of a Formula One car, to being used in the deck of a
ship.
Experimental Analysis
Experiments were conducted to find out whether different types of foam samples
were able to absorb moisture. The saturated foam samples were then subjected to
a three-point bending test to determine if the moisture had any effect on the
maximum deflection of the beam. The decrease in maximum deflection increases
the modulus of elasticity of each foam sample.
Theoretical Analysis
Using a series of matrices, including stress and strain transformations, the factor of
safety of each layer of the composite can be calculated and the overall minimum
value can be found as the factor of safety of the whole panel. By changing the
modulus of elasticity used from the original value to the value calculated after 90
minutes of moisture subjection the change in factor of safety can be calculated.
FEA Analysis
FEA software Abaqus/CAE was used to simulate a pressure load acting on the
panel with the same dimensions as the theoretical analysis. The simulation was
used to determine if the moistures effect on the modulus of elasticity had any
effect on the maximum stress on the panel and also its maximum deflection.
Conclusion
The results showed that the factor of safety for the whole panel remained the
same after moisture had been absorbed, but the factor of safety of just the foam
decreased from 6.0 to 5.7. The FEA results showed that the panel subjected to
moisture had a smaller maximum deflection and the stresses in both the direction
of the fibers and the perpendicular direction were reduced. The overall stress of
the panel remained the same however, which is unsurprising as the force and area
were constant.
The deflection of the plate before moisture
absorption (m)
The deflection of the plate after moisture
absorption (m)
Project Summary
The project was carried out to determine
what effects, if any, moisture absorption had
on the mechanical properties of foam cored
sandwich panels.
Project Objectives
The main objectives of the project were;
• To conduct experiments, including
moisture absorption and a three-point
bending test, on a range of different type
of foams that can be used as the cores of
the panels.
• To determine if the moisture absorbed by
the panels had any effect on the
mechanical properties of the foam.
• To use matrices to calculate the factor of
safety of the panels both before and after
moisture absorption.
• To simulate these changes in Abaqus/CAE
to determine whether the moisture has
any effect on how the panels perform.
Project Conclusion
The results showed that the moisture
increased the modulus of elasticity of the
three samples of foam as after moisture
absorption the foam had a smaller maximum
deflection. It was found that the moisture
reduced the factor of safety of the foam, but
this wont have an effect on the panel as the
factor of safety of the laminas was lower.

Richard Thompson
Motorsport Engineering
Project Supervisor
Dr Benjamin Drew
Improving the stability of three wheeled vehicles
Preventing a three-wheeler from rolling over is very different to conventional cars. Unlike conventional cars where braking will make the system more stable,
the nature of the geometry means it will actually be more likely to overturn. With this in mind, developing an ESP system for a three wheeler like a Reliant
Robin needs to focused around torque vector control.
Axis Title
30
25
20
15
10
5
0
0
8.1
Three Wheel Rollover Under Acceleration (0.25g)
11.4
13.9
16.1
18
19.7
0 20 40 60 80 100 120
Axis Title
21.3
22.7
24.1
25.4
Accelerating through the corner is actually
favourable for a delta three wheeler with regards
to stability, the acceleration that can occur as a
consequence of torque vectoring is beneficial.
Three Wheel rollover under acceleration (0.5g)
Project summary
This study consists of an investigation into the
rollover stability of three-wheeled vehicles with a
single front wheel, and if the implementation of an
electronic stability program could improve it.
Project Objectives
• To research and understand rollover of three
wheeled vehicles
• To develop a mathematical model for three wheel
rollover .
• Research into the functionality behind ESP
systems.
• To devise a method for increasing the rollover
threshold of the vehicle.
30
This graph results from an input acceleration of
0.5g. The additional longitudinal acceleration
stabilises the vehicle round the corner compared
to the graph above with a lesser value of a. This
illustrates a small element of how controlling
torques can stabilise a three-wheeler
Image below is of a differential capable of
supplying different torques to each wheel.
Axis Title
25
20
15
10
5
0
26.6
25.2
23.8
22.2
20.6
18.8
16.8
14.6
11.9
8.4
0
0 20 40 60 80 100 120
Axis Title
Understeer gradiant
0.05
0.04
0.03
0.02
0.01
0
-0.01
-0.02
Understeer gradiant vs length L1 and L2
length L1/L2 (m)
0 0.5 1 1.5 2 2.5
Project Conclusion
This study had success in discovering that by creating
a longitudinal inertia force through short bursts of
acceleration; the rollover threshold for a delta threewheeler
could be increased resulting in a more stable
system. This study also yielded useful data as to why
differential braking as an option for a stability
program did not suit the geometry of the problem
and in fact had a detrimental effect on the cornering
stability by reducing the rollover threshold.
understeer gradiant vs L1
Understeer gradiant vs L2
The graph above maps the steady state cornering of the
three wheeler assuming no roller, neutral steer occurs
where the lines cross the x-axis. From table 7, neutral steer
occurs when L1 = 1.439333 = 2L/3. So the neutral steer point
occurs when the centre of gravity is closer to the rear axle
then the front. A useful design recommendation to assist
rollover mitigation would be to move the centre of mass
back towards the rear axle towards the neutral steer point.

Marco Otero
MEng Motorsport Engineering
Project Supervisor
Dr Yufeng Yao
Drag reduction system development for heavy goods vehicles
Reference Vehicle
Gap Devices
The device used to improve the gap region was to use a
splitter. The aim of the splitter was to prevent flow
interacting across the entirety of the region, stopping a
large wake occurring in the gap. This would reduce the
wake size, causing two smaller wakes either side of it.
The length of the splitter was changed, as was the side
of the gap it was located.
Drag
Count
Drop
50
45
40
35
30
25
20
15
10
5
0
Comparison between best design iterations
Tail Splitter tapered trailer Gap Splitter Underside
Skirting
Underside
Profiling
The reference vehicle used was based on a Volvo tractor with a
standard trailer. Through the use of CFD the drag coefficient of the
vehicle was found to be 0.8. There were three regions on the reference
vehicle highlighted for improvement; the tractor trailer gap, underside
of the vehicle and at the rear of the trailer. These are highlighted on
side velocity contour by the low speed flow in blue. These regions
produced that largest amounts of wake, with an especially large wake
occurring behind the tail face of the vehicle.
Drag
Count
Drop
Tail Edge Devices
Two devices were used to improve the flow at the
rear of the vehicle; splitters and a tapered device.
These aimed to prevent the large wake occurring
behind the vehicle by reducing the interaction in the
region. The splitters had their location and length
changed, whilst the tapered device changed in
length and tapering angle.
Results
A tail end tapered device produced the best result
with a drag count reduction of 49. this reduced the
drag coefficient of the vehicle from 0.800 down to
0.751. When projecting this device for a year in use,
it was found that 113 litres of fuel could be saved
when applying an average mileage of 80’000.
Devices for the underside of the vehicle were not
very effective despite attempts to optimize,
however, their performance is expected to improve
when under crosswind conditions.
Underside Devices
Side skirtings were the device used to improve the
airflow underneath the vehicle. The aim of the
skirtings were to prevent the low velocity flow under
the vehicle from interacting with the high velocity
free stream flow to the sides of the trailer. The
skirtings varied in length and height in an attempt to
optimize the design.
Pressure
(Pa)
Tail Face Pressure Comparison
150
120
90
60
30
0
-9 -6 -3 0 3 6 9
Distance from Centreline (m)
Reference (Pa)
Tapered (Pa)
Project summary
An investigation has been conducted to design and
develop drag reduction systems for a heavy goods
vehicle with the aim of reducing the fuel consumption
by reducing the drag coefficient.
The designs were attached to a reference vehicle and
analyzed through CFD. It was found that devices
attached to the rear of the vehicle provided the most
improved results.
Project Objectives
1. Investigate and learn from all previous work and
research for drag reduction techniques
2. Examine the results from CFD simulations of a
designated reference vehicle.
3. Design drag reduction systems with an iterative
process with a view of design optimisation
4. Perform computation fluid mechanics simulations
and analysis for drag reduction systems
5. Review drag reduction systems with
recommendations for further investigation
Project Conclusion
The aerodynamic performance of a HGV can be easily
improved with the implementation of drag reduction
systems. Devices placed at the rear face of the vehicle
obtained the best results, with a tapered device
reducing the drag coefficient by 49 drag counts. Gap
devices and underside skirtings were less effective,
however would expect a performance under cross wind
conditions.

Sam Philip
Motorsport Engineering Meng
Project Supervisor
Dr Benjamin Drew
Strengthening The Frame Of An Aircraft Seat
Research
The main aim of the project was to produce a
design that will meet new legislation for the seat
to withstand 16G landing conditions. An existing
seat was provided that is certified to 9G, so that
dimension could be used and to justify the FEA.
The original seat was dismantled so that all parts
could be measured and sketches produced. These
sketches allowed for a full working model of the
original seat to be produced in SolidWorks 2014.
Once this model was completed an additional set
of objectives was made regarding passenger
comfort and ease of manufacture.
Design
The design process required new components to
be designed that meet the objectives as well as
being strong enough to meet the 16G conditions.
A new base unit was designed as the original was
expected to fail under 16 G loads.
Components such as the seat pan were redesigned
so that as the seat reclines the pan will raise
slightly to improve passenger comfort. All welded
components were removed to improve the
predictability of the how the seat will behave in
extreme loading conditions. Parts such as the arm
rests were designed to be suitable for either side
of the seat to reduce tooling costs. The new design
was then ready for FEA testing.
FEA
Key components were tested in SolidWorks
Simulation for stress and displacement. The
original seat under 9G conditions was used to
justify the FEA and to obtain a reasonable factor of
safety to b used in the new design. The base unit
was the first piece to be tested as it is the point
where the seat is attached to the floor of the
aircraft. A dummy piece was used so that the loads
could be applied exactly at the center of gravity of
the whole seat. Components where the stress was
above the factor of safety had to be modified.
3D Printing
The final design was printed at UWE but due to
the scaling of the model parts became too thin
and collapsed.
Project summary
The task was to modify the design of an existing seat
that is certified to 9G, so that it can withstand 16G
conditions. Research was carried out into relevant
legislation surrounding aircraft seat design. Research
into motorsport seat design is also shown, and
similarities between the two industries are discussed.
The design process of this project has been
completed using SolidWorks 2014 and has involved
modelling the original seat to provide dimensions for
the new seat, before a totally new design has been
created. Finite Element Analysis which has been
justified by testing the original seat, has been used to
determine where the seat will fail under 16G loads,
so that design alterations can be made. The final
design is presented which meets all the criteria of this
project.
Project Objectives
Aims
The main aim of this project is to produce a design of
an aircraft seat to pass certification for withstanding
16G test conditions. The second aim is to produce a
seat that shows significant improvements in areas
including;
• Passenger comfort- by making the seat recline
totally flat and allowing the seat pan to raise.
• Adaptability to different seat widths
• Ease of manufacture – minimal tooling cost
• Ease of installation
Project Conclusion
This project has successfully achieved the aims and
objectives. The extensive development of the seat has
resulted in a design that can drastically different from the
original. The FEA proved the new design will meet 16G
criteria

Sven Cumner
MEng – Motorsport Engineering
Project Supervisor
Dr Changho Yang
Optimisation of Turbocharger Wastegate Design
Modern Turbocharging Applications
In the modern automotive world, turbocharging is becoming more and
more common place. Advancements in the technology have allowed
automotive manufacturers to develop small capacity engines with the
power of large engines, that still maintain the frugal economy and low
emissions of a smaller engine. Modern motorsport series, such as Formula
One, are now also adapting to the need for smaller, turbocharged engines,
creating more fuel efficient vehicles and boosting development of
turbocharger technologies. Understanding how this technology works and
how it can be applied more effectively to an internal combustion engine is
vital in today’s motorsport industry.
Why does the common wastegate valve need to be redeveloped?
The standard wastegate system consists of a flat faced, sharp edged valve
seat and valve. This typical valve and valve seat geometry is not
aerodynamically efficient and is likely to flow badly at small-angle valve
openings. Rather than focussing on outright flow capability, the aim of this
study was to improve the quality of the flow through the valve, and in to
the rest of the exhaust system. Increasing the quality of the flow focusses
on increasing the predictability and efficiency of the flow, to allow more
precise control of the wastegate in advanced, modern powertrains.
Wastegate control may become a more useable, important control system
in future engines, if the wastegate flow characteristics can be predicted
more accurately
Concept Valve Designs
After the factory wastegate valve was modelled, several alternative
concepts were developed, from rudimentary sketches in to Solidworks
models integrated in to the entire turbocharger assembly. A valuable
feature of modelling the valve assembly like the real system is that the
geometry of the valve concepts could be tested to see if they would
physically work within the factory turbine housing. The aim was to make
sure the original turbine housing could be used without modification, hence
the concept valves needing to work with the original housing geometry.
Above top left: Factory wastegate valve, open 10 degrees.
Above top right: Hemisphere valve with circled areas indicating
improved symmetrical flow area across the valve.
Above bottom left: Concave Cone valve
Above bottom middle/right: Wedge valve
Below top/middle: ANSYS CFD flow simulations for turbine/wastegate.
Below bottom: Temperature and pressure plots on flow domain
Project summary
This project developed the theory and understanding
of wastegate valve design, along with showcasing
some of the problems faced by engineers attempting
to optimise this system.
Project Objectives
To create an optimised pairing of concept valve and
valve seat designs, giving rise to a more predictable,
controllable wastegate flow stream. This was done
through the use of Solidworks CAD modelling and
ANSYS CFD analysis.
Project Conclusion
• No ‘perfect’ valve/valve seat duo was created,
however improvements were seen with some of
the concept designs.
• A ‘Concave Cone’ valve brought about the most
stable, laminar flow from the turbine of the
turbocharger.
• An ‘Up/Down Wedge’ valve brought about the
best wastegate flow, directing exhaust gases in two
broad streams along the upper and lower faces of
the exhaust down-pipe.

Joshua Minto
MEng Motorsport Engineering
Project Supervisor:
Dr. Mike Ackerman
Investigation and Design of a Throttle-less Engine
The Drive for Efficiency
Automotive Engineering is an area that sees constant improvements and innovation, particularly in regard to the internal combustion
engine, as regulators and consumers move increasingly toward improved emissions and fuel economy. One such area for potential to
see increased efficiency is the inlet stroke, as it is the induction of air into the cylinder which contains a lot of the frictional losses.
Therefore, removing the throttle plate and controlling the air intake via an alternative means, in order to create a throttle-less engine,
will remove most of the restrictions associated with the inlet process, therefore improving the overall efficiency.
Project summary
The project is based on the idea of controlling
the air intake to an internal combustion
engine not with a throttle plate, but by
varying the valve opening duration, in order
to reduce pumping losses as much as possible
Project Objectives
The objectives of the project were to develop
a simulation of throttled and throttle-less
operation and compare the two, and
investigate the means by which this can be
achieved through camless actuation of valves
PV Diagrams
A numerical simulation of an engine was created in
order to obtain pressure data across the cycle, and
plot it against volume in order to produce a PV
(pressure-volume) diagram. These are a very useful
tool in engine analysis as the area inside the lines
that are produced shows the work produced and
done by the engine, where the upper and large
loop shows the work gained, and the lower loop
shows the frictional losses due to the gas exchange
processes, and is known as the pumping loop.
Proof of Concept
In order to demonstrate the feasibility of electromechanical actuation, a test rig
(left) was constructed using a generic valve, inside which 10 disc magnets were
inserted, and a solenoid. Using the equipment shown in the image on the right,
it was possible to create a signal to actuate the valve with opening and closing
durations that could be set by the user, though in a real application, they would
be determined by a program based on a range of inputs
Reducing the Pumping Loop
The images shown above are close up views of the
pumping loop, with that on the left being a
superimposed image of the throttled and throttleless
models, where the upper lines are part of the
compression and exhaust strokes, which are the
same for both models, but the lower two lines show
the different intake strokes. The upper of these is
from the throttle-less model whilst the lower is the
throttled, demonstrating that a considerable
reduction in pumping work can be achieved.
Bigger Benefits at lower throttle angles
The two images on the right again show the
pumping loop for throttled (top) and throttleless
(bottom) operation of the simulation,
however, this was performed with much lower
throttle openings and cylinder air masses than
the image on the right. This shows how the
restriction due to the throttle is larger at low
throttle angles, and how throttle-less operation
greatly reduces the work required for lower
cylinder air mass requirements.
Project Conclusion
This project has shown the potential that
exists not only for throttle-less operation, but
particularly its application alongside camless
valve actuation to provide a more efficient
means of air intake to a gasoline internal
combustion engine. The simulations created
are an effective way of demonstrating the
differences between throttled and throttleless
operation, in particular the benefits of
the latter, especially at low throttle openings.
Overall, it has been shown that there is a
clear benefit to using throttle-less rather than
throttled operation as a means to control air
intake, not just in replacing the throttle plate,
but also in actuating the valves without a
cam, and has shown the suitability and
potential of doing this via electromechanical
means.

Jaber Amiri
MEng Motorsport Engineering
Project Supervisor
John Kamalu
Improving the engine efficiency in Formula One by harnessing
vibrational energy using a magnetic damper
Faraday’s laws of Electromagnetics:
Michael Faraday was a physicist instrumental to
discovering a practical method of electricity
generation. He found that voltage can be induced
within a circuit when a magnetic field is passed
within close proximity to the circuit; this voltage
was named induced electromotive force (emf)
Project summary
This project looks into improving the efficiency of
Formula One engines by harnessing the vibrational
forces.
Project Objectives
The aim of the project is to find the vibrations caused
by the Formula One engine and to design a magnetic
damper system to harness these forces and redirect it
back into the power unit.
Primary Force:
Primary force is generated by the inertia of the
piston as it changes directions at TDC (Top-Dead-
Centre where the piston is at the highest point in
the cylinder) and BDC (Bottom-Dead-Centre where
the piston is at the lowest point in the cylinder).
FIA Regulations:
The engines must also be 6-cylinders arranged in a V-
shape where the angle between the cylinders is 90
degrees. The cylinders must be equal in dimension to
each other. Each cylinder must have two inlet valves
and two outlet valves of which the dimensions are
constrained. The power unit must weigh a minimum
of 145kg including the energy recover unit. The
centre of gravity of this power unit is limited to a
minimum of 200mm from the reference plane.
Indicated Power:
When the Formula One engine is idle at 6000rpm,
the maximum power the magnetic dampers
harnessed is 1500W. When the engine is revolving at
its maximum revolutions per minute, the damper
must harness a maximum of 22.5kW of power. At
idle, the total power per engine cycle for a 4-stroke
engine is 47.45kW (63.6bp) and at maximum
crankshaft speeds the total power is 741.42kW
(994.2bhp).
Project Conclusion
This project proposed a method to harness up
to 1900bhp of vibrational forces at maximum
crankshaft revolutions. This project also found
that implementation of the magnetic damper
into the suspension system is possible in its
current layout.
Magnetic Damper Design:
One of the fundamental factors in this design is that
the stationary electromagnet is powered by the battery
in the power unit. This design incorporates the
magnetic damper into the power unit with a parallel
circuit orientation; the reason for this is so that the
engine vibrations will be damped constantly even
when an electrical failure in other electrical devices
occur.

Sebastian Gibbs
BEng Motorsport Engineering
Supervisor: Changho Yang
Investigation of Cam lobe design and their effect on performance
Mathematical Function analysis
The first step of the investigation was
understanding the use of mathematical functions
that can be used to create the parabolic like
profiles that are the geometry of the cam. Multiple
functions were investigated and the resulting
appropriate function were both polynomial, the
first being a 6 th order polynomial and another
being a 7 th order polynomial.
Displacement/ mm
14
12
10
8
6
4
2
0
Lift profile for intake valve of high cam using 6th and 7th order
polynomial
0 50 100 150 200 250 300
Crank Angle (θ)/deg
7th order
6th order
original
Simulation and analysis
As discussed in the summary, the use of 1-d
simulation, and preprogrammed cam profiles to
improve, were utilized in the study. To investigate
the flow properties of valve motion, and thus the
cam lobe profile, the simulation was run with
having various profiles contracted by the
polynomial curves. Using the outputs of the
simulation such as, mass flow rate at valves and
effective area, analysis's were made to link the
flow parameters with geometrical properties of
the cam lobe and by doing so find where the areas
for improvement are and how that can be
improved
Design changes outcome
From the preprogramed lift profiles and timing
an original cam profile was created along with a
timing diagram (left), from the information
gained form the experiment and its results a
new geometry for a cam lobe along with new
timing diagram was generated (right). A total of
16% increase in power was generated by the
new profile.
ss = h 64
ss = h 35
Mass Flow/ Kg/Hr
θθ ββ
θθ ββ
3
− 192
4
430
330
230
130
30
-70
− 84
θθ ββ
θθ ββ
4
5
+ 192 θθ ββ
+ 70 θθ ββ
Mass Flow Rate intake Valve
6
5
+ 64 θθ ββ
− 20
-180 -80 20 120 220 320 420 520
Crank Angle (θ)/deg
θθ ββ
7
6
Original
Lift
Duration
Advance
Project summary
The aim of the project was to investigate the effects
of cam lobe design on an engines performance. By
means of mathematical derivations for lobe profile
functions and 1-d simulation, valve displacement
profiles generated and introduced into the simulation
and the resulting performance figures analysed
Project Objectives
1. Investigate how power production can be
increased due to geometrical modification of the
camshaft.
2. Investigate the use of mathematical formulae used
in cam design.
3. Using a simulation software, with base engine, run
test and analyse data for development.
4. Generate model of new cam lobe design for
improved power performance.
Project Conclusion
How an engine breathes is directly linked to the power it
can produce, so by analyzing the flow through the engine
improvements can be made to the flow via cam lobe
design. Generating cam profiles is a important area of
investigation when undergoing cam design, as the
functions themselves will produce vastly different dynamic
characteristics. Once appropriate functions have been
created simulation is needed to understand how these
function effect the flow of gases through the valves. By
finding imperfections or undesirable elements of the flow
process gives indictors for how the flow can be improved,
linking these elements to geometrical features of the cam
lobe design is key to generating a better cam for power
production in an engine.
Initial
Final Cam
INDIC.POWER[hp]= 30.19 INDIC.POWER[hp] = 35.05

Matt Thomas
Motorsport Engineering BEng
Project Supervisor:
Changho Yang
The Effect of Internal Water Spray On Turbocharged 4 Stroke Internal
Combustion Engines
Ricardo WAVE Modelling
To more accurately understand the inner workings of the internal
combustion engine when subjected to water spray, a system was created in
Ricardo WAVE. This software will be used to give an overview of the running
temperatures and pressures at specific points in the engine, giving a
multitude of parameters to analyse.
Two models were created initially, one petrol 4 cylinder turbo, and a diesel
V6 turbo. Both were created with high levels of forced induction, in order to
fully vaporise the water injected to the charge later in the investigation.
Turbo control was left to the pre-determined turbo map for the 4 cylinder
engine, a Garrett GT45 turbo fitted- a turbo that would usually be considered
too large for the mass air flow of this application – the lag shown on the
results later on would outline whether the turbo could be spooled faster
with the expansion of the superheated steam.
Water Injection Simulation
Even with careful planning and advice, it transpired that WAVE could not
complete the task of injecting water into the combustion process, meaning
all of the project objectives could not be fully met.
Despite this problem, the data collected from the ‘dry air’ simulation runs
proved invaluable when empirically calculating the increase in volume and
pressure of the steam due to the combustion process. The results correlated
with the array of previous studies, indicating an increase in thermal and
turbocharger spool efficiency. Further to this, simulation runs after the
software update due 1 st May could validate the work as a viable method for
torque, reliability and efficiency increases, whilst additionally reducing NOx
emissions.
Project summary
This project set out to further previous investigations
into the effect of increasing the performance of a 4
stroke piston IC by injecting water, or specifically
water vapour, into the engine. The simulation
Project Objectives
The direct aim of this report is to quantify and
evaluate the effect this practice has on both
the efficiency and performance of an IC
engine.
Project Conclusion
It is difficult to profess any concrete
conclusions from this project- the initially
planned role of the software was not fully
undertaken – the multitude of results
parameters offered by the simulation not
available, leaving only the dry, un sprayed
initial results from Ricardo, and simplified
empirical calculations to evaluate the effect of
a very complex process.
Nevertheless, conclusions can be drawn from
this, and the extensive correlation of previous
results from past reports does gel with the
empirical calculations performed – the steam
tables indicating that the water vapour within
the charge would be converted to
superheated steam during the combustion
process, soaking up excess heat, and
powering the turbocharger as it expands after
the exhaust stroke, therefore reducing turbo
lag.

Charles Winstone
Course Motorsport Engineering
Project Supervisor
Dr Chango Yang
Automotive Ignition Control
2 Stroke Engines
Unfortunately the traditional 2-stroke SI engine has neither been efficient or environmentally friendly suffering with high hydrocarbon
emissions and poor fuel economy. In recent years there have been many developments in this area solving many of the problems
mentioned. The reason for this is that once these problems are solved the 2 stroke engine has major potential thanks to a much higher
power to weight ratio and great improvement in mechanical efficiency over the 4 stroke engine. All of this allows vehicle engineers to
downsize the power train and improve performance in nearly every area.
Current Solutions
Currently there only exist s two realistic solutions to the problems facing two
stroke engines, these are Direct injection (DI) and homogenous charge
compression ignition (HCCI).
Direct Injection (DI)
Direct Injection is where an injector is placed directly into the combustion
chamber. The huge advantage is that the introduction of fuel can be timed as
such to be after the exhaust port has closed. As the exhaust port is closed
the usual problem of high HC emissions from the scavenging process is
completely removed. The impact on HC emissions is huge and in some case
reduces them below a representative 4 stroke engine. Another benefit is the
ability to move to a stratified charge cycle essentially allowing un-throttled
function while at the same time moving to a lean burn cycle giving a marked
increase in fuel efficiency.
Homogeneous Charge Compression Ignition (HCCI)
HCCI combustion is essentially a combination of spark ignited (SI)
combustion and diesel compression ignition (CI) combustion principles. The
engine draws in a pre mixed charge of fuel and air much like the SI engine
but then compresses it until auto ignition occurs as in a CI engine. The
combination of a diluted and premixed fuel and air mixture with multiple
ignition sites throughout the combustion chamber eliminates the high
combustion temperature zones and prevents the production of soot
particles, hence producing ultra low NOx and particulate emissions . Fuel
efficiency is also increased on average to around 30% better than the SI
equivalent from lean running.
In reality HCCI engines combine the best of both SI and CI engines with very
little downsides and hence that is the route taken in this project.
Project Solution
The project focuses on solving the main issue with HCCI engines. As there is
no spark plug and the fuel is pre mixed, controlling the combustion timing
requires a new control system. The only realistic way of controlling the
combustion timing is through the control of in cylinder pressure while
prediction the autoigntion timing, bringing the two together to control the
timing of the combustion.
Prediction of Autoignition
The prediction of auto ignition is possible as long as the pressure,
temperature and concentration of the gases are known. Unfortunately the
collection of these parameters is not viable for an internal combustion
engine. Empirical testing solves this issue by giving a relationship with inlet
manifold temperature and pressure vs inside the combustion chamber so
they can be predicted good enough. The actual prediction is controlled via a
modified for of the Livengood Wu equation which is used in SI engines to
predict knock. The output is set to out desired ignition timing and a value of
EGR is now known to produce this.CFD was also performed to validate these
results.
Exhaust Gas Recirculation (EGR)
Internal EGR is a method of directly reducing the amount of gasses that
escape through the exhaust port. As a consequence they are trapped inside
the combustion chamber waiting for the fresh intake charge, once the fresh
charge meets the trapped exhaust gases where the burnt gases heat up the
fresh charge to the required autoignition temperature. The operation of this
can be made to be very simple, implemented in various studies by installing
a butterfly valve in the exhaust manifold, which is what this project has
done. The final step was to calibrate the designed EGR valve to match the
predicted values so that the engine has effective control of HCCI combustion.
Project summary
This project is investigating the control of
ignition in a 2-stroke homogeneous charge
compression ignition (HCCI) engine.
Much research was taken to look into the
current technology, reasons for and theory
behind the phenomenon of HCCI combustion.
further to this the project then details the
application and design of such a system for
the control of a current 2 stroke spark ignited
engine.
Project Objectives
The main aim of the project is to design a
control system for the combustion events of a
2 stroke HCCI engine.
Project Conclusion
This report has demonstrated the application
of HCCI combustion to a small 2 stroke
engine , the benefits of running this cycle and
designed a system to convert a current SI
engine to HCCI.

Artem Kalus
BEng Motorsport Engineering
Project Supervisor
Gary Atkinson
Terrain Detection in a field of automotive industry
Introduction
In our day and age, car-manufacturing companies
are using most modern technologies from almost
all possible industries. The modern technologies
made possible invention and implementation of
hundreds systems that improve vehicle dynamics,
stability, safety and comfort. However, existing
systems could be optimized and perform more
efficiently, if the terrain type is know. For instance,
ABS (anti-lock brakes system) is a system that
optimizes braking pressure on each individual
wheel to minimize braking distance when
necessary. The use of the ABS can be optimized for
a specific terrain type. In case of driving a vehicle
on sand in a dessert it is more efficient to disable
the ABS system, however, driving on snow is much
safer with use of this system. By this reason, most
car manufacturers already offer manual driving
conditions selection (The modern commercial
terrain detection control panel is demonstrated in
Figure 1), nevertheless, it could be an
improvement, if the user input would not be
required and vehicles could detect terrain type
autonomously by only using a digital camera.
Terrain detection system is an electronic system,
which may consist of sensors and control unit. The
system feature is to analyse terrain a vehicle is
driven on by using sensors and produce a relevant
output that could be used by other vehicle onboard
electronics to improve driving experience. In
this project several automated terrain detection
programmes based on use of a digital camera and
image processing were developed.
Methodology
In this project five different methodologies were
tested. All of the tested methods results were
included in the Table 1. A cluster or pre-defined
regions classification were used to define closest
terrain type from the learning library to the tested
image. Figure 3 demonstrates a cluster analysis of
a two-dimensional method. In order to test every
method twenty photos were taken, 5 of every
terrain type. In total 4 terrain types were tested:
sand, snow, grass, and tarmac.
Chosen approach
From all the tested methods the best results were
demonstrated by the Method 3 Regional
Restriction STD. The STD (Standard Deviation)
Regional Restriction method is based on
implementing the standard deviation function as a
visual terrain analytic tool. The alteration and the
closely related standard deviation are measures of
how spread out a distribution is. The minimum
and maximum STD values of each terrain type are
obtained by the learning programme and used to
train the terrain detection programme. After that
the terrain detection programme is trained with
the library produced by the learning programme
and defines terrain regions on a one-dimensional
graph in terms of STD values. Figure 2 depicts a
tested sand image located in the sand terrain
region. Figure 4 shows the sand terrain tested
image used in Figure 1. The terrain detection
programme than defines the region where the
input image is inherent.
Chosen approach data analysis
The Method 2 Distance to Average STD showed
100% correct detection of the terrain type and this
made the method most precise out all presented
herein. However, the method was based on using
minimum and maximum STD values and the
following makes the method vulnerable to false
detections in case of continuous use of the system
without any additional runs of the training
programme. Nevertheless, the method was the
most efficient out of all tested one-dimensional
classification approaches.
Figure 1 Range Rover Terrain Response Control
Panel (Jaguar Land Rover North America, n.d.)
Table 1 False detection rate
Figure 2 STD Terrain
Ranges and Input Image
Position
Figure 4 Sand Terrain
Photo used in figure 1
Figure 3 Vector Distance
from Input Image to
Terrains Averages
Figure 5 Sample grass
terrain image
Project summary
In this project an investigation has been
accomplished to examine modern terrain
detection systems, their main advantages and
disadvantages and come up with another
desirably better terrain detection system. The
developed low-cost terrain detection system
was planned to be utilized as an after-market
add-on, and through good production design
could be sold on Amazon and other similar
retail outlets.
Project Objectives
• Existing terrain detection systems related
literature review
• Learn to use Matlab as image analysing
tool
• Take photos of different terrain types
• Develop and test algorithms to extract
image characteristic data
• Develop terrain classification procedure
based on image extracted data
Project Conclusion
Several terrain detection programmes were
developed in Matlab environment and tested
on photos of different terrain types.
The Method 2 was the most efficient out of
all tested single-dimensional and multidimensional
classification approaches;
nevertheless, further work on the system is
suggested in order to improve its reliability
and develop the software into a complete
commercially utilized system.

Robotics
191
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Robotics
Take me to...
Engineering
Introduction
Electrical
and Electronic
Engineering
Engineering
Aerospace
Engineering
Electronic
Engineering
Mechanical
Engineering
Embedded intelligence is
now in products ranging from
cars to domestic appliances.
Industry forecasters predict
massive growth and estimate
the service robotics market
to increase to an annual $66
billion by 2025. As a result,
demand for graduates with
the technical and creative
ability to work in this area is
set to increase.
Industry in
Bristol
Bristol is one of Europe’s main aerospace hubs
and the largest robotics laboratory in the UK
is on our campus.
Motorsport
Engineering
Robotics

Rohan Eden
Beng Robotics
Project Supervisor
Mathew Studley
Automatic Indicator Glove Accessory
Introduction
Cycling is an effective mode of transportation, and one that has been
increasing over the last 15+ years, where around 43% of the population of
the UK own a bicycle. A study revealed, based on reported cases, that
around 19 thousand cyclists have been injured and/or killed, where 3
thousand of these cases included reports of serious injuries, and deaths.
After analysing the data, the same study revealed that 2 to 3 thousand of
these reported incidents occurred of a night time, at or near a road junction.
Current methods of increasing visibility includes, but is not limited to, High
visibility jackets, front and rear lights, and reflectors. However, not every
cyclist wear gloves with high visibility.
A product is already available on the market, which includes a simple light
embedded in a pair of gloves. These gloves can be activated by pressing a
button on the glove that is to be used to notify and indication. This does
increase a cyclists visibility when indicating, but adds the requirement of
pressing a button, which is not always possible with one hand. No attempt
has been made in creating a simple system that would automatically activate
the light when the user begins indicating.
This Investigation implements an autonomous system to turn on a flashing
light when the user begins indicating. The investigation began with a simple
mechanism, which was used to determine the feasibility, and functionality of
the design implemented. After which additional activation mechanisms were
designed, each with their own advantages and disadvantages. Introducing an
automatic element within the product, allows the user to indicate without
having to draw their attention away from the road, even for a split second.
The Device
Test Results
When Testing the device, it failed on half of the tests. The test were as
follows:
Flash rate test
Distance Test
Brightness Test
Power Test
The Device wast test using a 500mAh battery at 4.8 Volts.
It failed the flash rate test by flashing at rate that was determined to be
too slow. The test was carried out by asking 25 members of the public
to rate the flash on a scale of 1 to 9, 1 being too slow, and 9 being too
fast. It also failed the Brightness test. The light was deemed too bright,
and could potential become more hazardous than safe. 100 members
of the public rated the device on a scale of 1 to 9, 1 being too dim, and
9 being too bright. However for the Distance test, the device was
visible from a distance that is greater than the stopping distance of a
car travelling at 30 mph. This test was carried out of 5 individuals, who
has to decide whether the light on the device was visible from 10
metres to 50 metres in incrementing values of 10. The power test
determined that the device was able to operate within the stated
requirements.
Project summary
An investigation has been achieved to design and
develop a product capable of increasing a cyclist's
visibility in low light situations. A simple Indicator
attached to the cyclists wrist/back hand/glove has
been developed and prototyped, and the feasibility
of the final product had been investigated. This
Indicator was designed with autonomy in mind, and
worked efficiently and effectively. With further
development, and improvements, such as the ideas
drawn up, this product could be made available at a
reasonable price, without removing from the cycling
experience.
Project Objectives
3. Aims of the Investigation
The main aim, is to develop a working prototype that
is capable of reliably alerting motorists of an
indicating cyclist in low light situations, while still
being affordable for all cyclists.
Sub-aims:
Study the anthropometrics of the human hand
Design the housing for the electronics
Manufacturing processes for each stage of
development
Investigate all possible implementations for the
product
Project Conclusion
To conclude the investigation, the device was only
50% effective, and is not ready for purchase in it's
current state. A number of elements were not
investigated, or tested. If this device was being
developed and produced by a company, this would be
the first prototype to confirm proof of concept.

Philip Jacobs
BEng (Hons) Robotics
Project Supervisor
Dr Praminda Caleb-Solly
Developing Internet of Things Enabled Smart Products to Support
Ambient Assisted Living
Sensor Mount
When designing the mount in CAD safety, usability / ergonomics, and data
reliability were the main concerns. The sensors are mounted away from the
areas of interaction with the cup, and can only be placed in the mount in one
orientation, ensuring the sensors don’t harm the usability nor change an
individual’s interactions with the cup. Sensor platform used is the Texas
Instruments Sensor Tag.
Sensor Selection
The side mounted accelerometer proved to be the most feature rich as such
was explored in terms of pre-processing options and classification. The
accelerometer also provides the best power consumption range at 10-135
μA, compared to the gyroscope at 5900 μA , and the magnetometer at 8.6 -
900 μA. Low battery consumption is a great benefit as the longer batteries in
the sensor tag can last the less human input the system needs.
Pre-processing
The performance of the pre-processing techniques was judged on the ability
to remove the high frequency noise / smooth the raw accelerometer data
from the sensor tag, and the ability to preserve the magnitude of peaks in
the data. A combination of these two properties will provide data which is
less affected by noise while still providing clear features in the form of the
magnitudes of peaks. Having evaluated moving average filter, Butterworth
filter and down sampling the data, down sampling was chosen, due to
minimal computational requirement and simplicity. In addition to reduced
power consumption.
Classification
Thresholding was the simplest technic devised in order to classify the cup
state; a simple method was desired to be applied to the real time system.
Having analysed the data it is clear there are
far more prominent peaks when the
cup is being drank from as opposed to,
lifted. 100% accuracy across all tested
was achieved. Graph to the left shows
experimental data with thresholds.
Feasibility of Tremor Detection
The majority of tremors have frequencies which are detectable with the
standard sensor tag and its max accelerometer sampling of 10 Hz. It was also
shown it would be possible to track tremor decline / improvement using the
accelerometer data collected by passing it through a Fourier Transform, and
looking at the frequency content of the signal.
Fourier Transform of
accelerometer data
without tremor (left)
and with (right)
Real Time Classification and System
Node Red was used to implement the real system which used the threshold
method for Classification.
Core System Functionality Requirements:
•Read and record sensor tag readings
•Reliably classify cup state in real time
•Record data relating to cup interaction
•Make recorded data viewable to a carer or other authorised party
•Publish classified cup state to other systems
•Be able to subscribe to updates on other
individuals cup state
•Trigger actuation based on received cup state
Additional Functionality:
•Threshold creation assistance
•SOS / panic button functionality
•Remind individual of drink if untouched
•Display dashboard type interface
In order to avoid any usability issues the only interface the user will have
with the system is via the physical artefacts / dashboard used, and sensor tag
readings.
In summary the system met all the requirements both core and additional
that were set. Resulting in a system capable of passively monitoring an
individual in their home, providing data to carers, and providing the
individual social support through ambient social communication. Lastly the
system has the potential to be deployed on a large scale given that
throughout development this has been considered.
Project summary
The aim of this project was to conduct research into
intelligent assistive technology with a view to
developing "smart" products, which might be useful
for diagnosing progressing age-related disabilities.
For this project we have designed and developed a
“smart cup” instrumented with sensors to monitor
aspects such as tremors and frequency and level of
fluid intake. The potential for social integration with
others using the smart cup has also been considered
to address the issues of social isolation.
Project Objectives
• Perform Participant studies to collected motion
data from natural cup interaction.
• Analyze data to determine best sensor and mount
position in addition to preprocessing and
classification technique.
• Reliably identify states cup when used by different
individuals, testing interpersonal, intrapersonal,
and context reliability.
• Implement real time system capable of monitoring
an individual in there own home in addition to
providing social support and information to carers.
• Finally the aim would be to work towards creating
two complete systems for a proof of concept and
deployment in the Ambient Assisted Living Lab.
Project Conclusion
The project has been a success having achieved the
goals set at the start. The amended project plan was
also kept to with work being completed to schedule.
In summary the system that has been created is of
genuine value, combining areas from the existing
types of assistive systems with social support. Two
systems will be deployed for demonstration within
the newly created Ambient Assisted Living area
within the Bristol Robotics Lab. Furthermore it shows
the power of not just the internet of things but
technology in general to help people, not just in a
medical sense but on an emotional / social level also.

Patrick Brinson
BEng Robotics
Project Supervisor
Dr. Matthew Studley
An Investigation into Autonomously Identifying and Reporting Illegal
Fishing Vessels.
Introduction
It is estimated that up to $23.5 billion dollars of
fish are caught illegally from protected waters
annually. It takes significant funding from
governments to police protected waters and the
action currently being taken is not currently
sufficient in order to rebuild sufficient fish stocks
for the future. Therefore the investigation was to
investigate an appropriate electronic system that is
capable of autonomously monitoring for evidence
of illegal fishing activities, and have the ability to
communicate sufficient information to the
relevant agencies, in the pursuit of those that
disregard preservation techniques put in place to
rebuild the worlds depleting fish stocks. Not only
would a system of this nature be able to report
illegal fishing activities it shall also act as a
deterrent. Such a system would not only be limited
to that of detecting illegal fishing activities, but
could be further implemented reduce other global
issues such as drug smuggling, and illegal
immigration.
Switching
Charging
Circuit
Switching
Charging
Circuit
Digital Input
Digital Input
USB to UART
UART
Atmega2560
USB
UART
Digital Signal
Processing
Micro PC
ANALOGUE
Hydrophone
Amplifier
To implement such a system, several areas of
investigation had to be made, including but limited
to power harvesting, energy storage,
communications, and positioning. This
investigation focused on the necessary electronic
system needed to implement a device capable of
reporting relevant information to pursue those
that continue to deplete the global fish stocks.
ANALOGUE
Hydrophone
Prototype Circuit Board
The investigation lead on to a prototype design
and build of a printed circuit board, that could be
tested for its operation against the investigations
specification. The testing of the system showed
that:
The use of a voltage proportional charge
controller, is capable of acting as a maximum
power point tracker, in order to increase the
efficiency of energy harvested through
photovoltaic cells.
The implementation of a GPS and digital compass
provide accurate data on the location of the
system and the vessel it could detect.
With the use of a GSM chipset it is possible for the
system to communicate long distance, with the
ability to upgrade the communications to a
satellite transceiver for implementation.
The ability to control configurable options such as
GPS sensitivity, and to turn on the USB-UART
converter only when needed makes best use of
the systems stored electrical energy.
The use of buck/boost converters allows the
system to use as much charge as feasibly possible
over technology such as a linear voltage regulator.
Project summary
In summary the investigation was to design
and implement a system that could harvest its
own electrical energy and communicate
relevant sensor data in the pursuit of
reducing the high rates of illegal fishing
globally.
Project Objectives
The main objectives of the investigation were
to:
Harvest and store electrical energy in an
efficient manor.
Self awareness of system location with use of
GPS and Digital Compass.
Long range communications over GSM
network.
Project Conclusion
In conclusion, this investigation met the
functional and non-functional criterial set out
at the beginning. Indicating that a system of
considerably small size could be implemented
in the reduction of illegal fishing. The
investigation, design and implementation has
resulted in a functional prototype where the
following conclusions can be drawn:
The use of solar panels are capable of
powering and charging the system for
extended periods of time.
UART UART I2C
Communications
Satellite / GSM
GPS
Digital Compass
System communication flow.
Thermal image, showing how the system
does not lose energy through heat.

Lee Paplauskas
BEng Robotics (Hons)
Project Supervisor
Prof. Alan Winfield
Interaction between Multiple Robots with Self-Simulation
The Future!
Robots, and Artificial Intelligence are become much more prevalent
in our culture. Whether something as basic as an algorithm to
recommend TV shows, or a fridge with twitter to let you know
when you're out of milk, right through to a car which can drive
itself, at the push of a button, its all there.
As a result of this, the machines, or robots, we make, need to be
made safer. There is only so much that can be done to make their
processes safer, using current methods, such as putting proximity
sensors on, or limiting their speed. What if, instead of limiting
them, to make them safer, we gave them a way of predicting if
something they were about to do was dangerous? Why stop at that
though? Why not even go as far as to make the machines protect
us from dangers, outright?
The Three Laws of Robotics
Isaac Asimov wrote, in his short stories about “Positronic” or
emotional robotics, of “The Three Laws of Robotics”. These laws
are ingrained into every robot's “Positronic Brain” and were
designed to protect a human, and make sure robots were
subservient.
LAW 1:
A robot must never harm a human being, or, through inaction,
allow a human being to come to harm.
LAW 2:
A robot must obey the orders given to it by human beings, except
where such orders would conflict with the First Law.
LAW 3:
A robot must protect its own existence as long as such protection
does not conflict with the First of Second Law.
By implementing these laws, the robots created in his stories, were
a lot safer than they would have been otherwise, and as a result,
could function more efficiently. Asimov's stories do, however,
explore the results of his robots being purely logical machines – at
the end of the day – and taking the orders they are given very
literally.
Towards an Ethical Robot
Steps have been made to attempt to implement something similar
to Asimov's Three Laws into robots to date. Professor Alan Winfield,
Christian Blum, and Wenguo Liu have performed the “Ethical
Robot” experiment. This experiment involves the use of a
“Consequence Engine” that is programmed into one of the robots,
to predict the movements of the other actors (in the case of the
experiment, other robots) and map them on an internal simulation.
It would then simulate various possible movements, and choose
the 'best' solution in order to keep itself, and the other actors safe.
[Figure 1.0] The Ethical Robot Experiment
Extending the Ethical Robot
My report contains the details of expanding the ethical robot's
Consequence Engine from a single 'Smart Robot' unit, to multiple
platforms.
Each robot with the Consequence Engine will be able to simulate
the entire environment, and each actor, meaning they would be
able to predict movements, and, assuming the environment
contains 'DangerZones' they would be able to protect the other
actors in the environment.
The Consequence Engine
As the robot is not designed specifically to save the other actors,
the Consequence Engine is designed as a secondary process that
runs constantly, but doesn't effect the main operation of the robot,
unless necessary. The primary operation of the robots, in these set
of experiments, is to get from A, to B.
As it is navigating the environment to get to the end location, it will
simulate the actions of the other actors, and if one of them was
headed towards a 'DangerZone' then the robot would move to
intercept, altering the actor's course away from the danger.
[Figure 2.0] An Example of the Consequence Engine
The processing of the Consequence Engine predicts multiple
paths in the environment, and then chooses the 'best' of
these. The Red lines in Figure 2.0 are the predicted paths of
the Consequence engine.
The Corridor Experiment
In order for the multiple Consequence Engine code to be
tested, a series of updated experiments needed to be
implemented. Below is a brief overview of the proposed
experiments:
1) The Corridor Experiment: By placing two 'Smart' robots at
opposing ends of a narrow corridor, we can set them going,
and see how they will interact. Their main goal will be to
reach the opposing end of the corridor, and there will not be
any 'dumb' robots to save.
[Figure 3.0] The Corridor Experiment Setup
2) The Ethical Robots: Repeating the Ethical Robot
experiment, but increasing the number of 'Smart' robots,
would mean that the Consequence Engine would be fully
tested in a situation that is likely to commonly arise.
Recommendations for Further Work
Unfortunatly, the scope of my project focused only on the
software side of these experiments. As a result, the Epuck
robots – which were modified with a Linux board extension –
happened to not be powerful enough to run the internal
simulations. The laptop that the code was originally ran on
was not powerful enough to run two instances of this code.
As a result, I have decided to recommend some further work
on the hardware of the Epuck extension board.
These recommendations are as follows:
- Update the Linux extension board, increasing the
processing power available on each Epuck robot, to re-run
this experiment.
- Alternatively, look into alternative methods of processing
the Internal simulations for the robots.
Project Summary
The aim of this project will be to extend existing work on
robots with internal models – i.e. robots with a simulation
of themselves, other robots, and their environment –
inside of themselves. The first step will be to extend an
existing implementation from a single, to multiple robots.
When this has been tested and proven to work, I will then
conduct a series of experiments to show how multiple
robots interacting could behave more safely, or ethically,
than robots without self-simulation.
Project Objectives
• Replicate the 'ethical robot' experiment, and observe
the robots motions, to see where improvement, or
modification can be made.
• Re-write, or modify the code, to allow experimentation
to be taken onto multiple smart robot platforms.
• Run several different experiments, initially in
simulation, then in reality, to a) prove the modified
code runs as desired, and b) to observe the results, and
draw conclusions from there.
Project Conclusion
While it has not been possible to complete the main
experimentation, two of the three main objectives have
been completed. When initially replicating the “Ethical
robot” experiment, we were able to get it running
smoothly, and were able to them use the information
from that to produce the modified code, to be exported
onto each individual platform. What was not expected,
however, was the vast amount of computational power
required to perform this operation – looking back though,
it should have been expected – and the inability to run
multiple instances of the code in parallel, on the current
hardware.
In its current state it has been proven that the
Consequence Engine is capable of:
• Tracking actors in an environment and judging their
'safety' based on preset 'dangerzones'.
• Avoiding Obstacles within the environment, whether
mobile, or static.
• Navigating an environment, and reacting to other
actors' safety, even moving to prevent them from being
in danger.

Kaya Sinclair
BEng Robotics
Project Supervisor
Dr Alexander Lenz:
A 3 D.O.F Spherical Joint with Absolute Position Sensing
Novel Method
Using a camera mounted in the joint
to track LEDs mounted in the socket
to provide a unique position of the
socket relative to the ball.
Software
Python and Open CV
Using Blob Detection methods to
track LEDs. Algorithms developed to
calculate rotations about X, Y and Z
axis.
Camera
ELP-USBFHD01ML180
Fisheye lens camera with multiple
resolutions & frame rates.
38mm x 38mm
Spherical Joint
The Joint was designed using 3D
CAD software and 3D printed.
LEDs
Red, Blue and Green
2.0mm x 1.2mm x 1.1mm
Mounted in base of socket
Lens Calibration
Due to the fisheye lens used,
calibration was completed to adjust
for distortion in the camera.
Testing
Testing apparatus was designed and
manufactured.
Testing was completed with a
accuracy of one degree, over 360
degrees in the Z axis, and over 80
degrees in the X and Y axis.
Results
Testing proved the feasibility of the
new method proposed. Aims of the
project were successfully met.
Z axis
Error Range: -2.71 to -2.04 degrees
X axis
Error Range: -2.35 to 1.4 degrees
Y axis
Error Range: -2.35 to 1.4 degrees
Speed
25 Frames a second
Further Work
• Creating a stable testing rig
• Redesign joint to keep camera in
a fixed position, and rotate the
LEDs
• Use a more opaque material for
3D printing, to prevent light
bleeding into the joint
• Optimise software algorithms to
improve speed of software
• Find or manufacture a smaller
camera to reduce size of joint.
Project summary
There is a growing desire for multiple degree
of freedom joints, particularly for use in
humanoid robotics. This project has
developed a new method for absolute
position sensing in a 3 D.O.F. spherical joint,
suitable for use in low budget applications
Project Objectives
• Design, manufacture and implement a
new absolute position sensing method for
a 3 DOF spherical Joint
• Test the new method to an accuracy of 1
degree
• Prove the feasibility of the new absolute
sensing method
Project Conclusion
The new method of absolute position sensing
is feasible, although there are plenty of
further improvements to be made to the
system.
Spherical Rotations about all three axis have
been tested to 1 degree, with no significant
deviations that could not be solved with
better testing methods, improved software or
improved hardware.
Rotations about the X and Y axis have a
maximum error of between approximately 1.4
and -2.35 degrees, and rotations about the
axis have a maximum error of between 2.71
and -2.04 at the highest resolution. The
sampling rate of the spherical joint software
runs at approximately 25 frames per second.

Jonathan Barnett
BEng Robotics
Project Supervisor
Prof. Alan Winfield
Analysing RoboGen for Evolutionary Design
Project summary
The aim of this project is the investigation of
the RoboGen software for the
implementation of evolutionary robotics.
The primary appeal of the RoboGen software is its
ability to co-evolve the robot body and brain
simultaneously, creating a more harmonious
design between the brain and body.
One of the key aspects of the RoboGen
software, is the ability to fully configure the
setup of the robot build. This data can then be
outputted to Matlab or other suitable software
for rendering the information allowing for a
generation by generation recount of the fitness
development.
The robot brain aspect evolves weights and biases
of the robot within the body structure derived
from the need to achieve the goal state, the design
of the robot brain system is described as a “fullyconnected,
recurrent artificial neural
network”(Auerbach et al., 2014). The limitations of
this robot brain are primarily based on the body
structure that it is contained within.
From Concept to Reality
The RoboGen software allows for the 3D
design of a robotic system using modular
parts pre-configured to be wired up. The
system then develops the artificial neural
network within this body in order to solve
the training scenario it has been placed in
Project Objectives
• Investigating the potential of the RoboGen
software for evolutionary neural network
development and co-evolutionary design
of both brain and body, in a variety of
situations examining the results that the
system outputs
• Investigation into the principle idea of real
world testing of fitness, being reintroduced
into the software population,
adjusting its fitness.
Project Conclusion
In conclusion the RoboGen software is a remarkable
application allowing for ease of use and accessible
introduction to the principles behind both
evolutionary neural network design and co-evolution
development between the brain and body of a robot.
The ability to configure a multitude of parameters as
well as different scenarios for testing means that the
software can be used for potentially multiple
problems depending on how complex the user makes
the terrain that the robot must navigate in order to
achieve its goals. The co-evolutionary nature
between both the brain and body of the robot, when
used, opens up a potential gateway towards true
independent design.

James Killick
Beng Robotics (Hons)
Project Supervisor
Matthew Studley
Tattoo Assisting Machine : Analysis and Design
Simulated System
Straight Line Testing:
Initial results with natural solenoid delay:
Prototype Testing system
Outline program testing:
Prototype Testing system
Project summary
The focus of this investigation is to develop a
machine with the aim of assisting tattoo
artists by technologically improving their
accuracy while maintaining the trusting
relationship between the contributing parties.
This is achieved using sensors and image
processing programs and will help to prevent
the artist from drawing outside of the chosen
design.
Results after implementation of “de-bounce function
Complete Simulated system:
Accuracy test(indicated error of 0.5mm
Complete System Testing
Max Error = 0.5mm
Max Error = 0.5mm
Proposed Final Design
Project Objectives
During this project the aim is to develop a functioning
prototype that adheres to the following
requirements.
• Must be able to accurately draw a design onto the
chosen test material.
• Must improve upon the natural skill of the user.
• Must be light and small enough to not hinder the
user.
• Must be safe enough to not endanger the user or
subject.
• Must be able to function at an acceptable speed.
Project Conclusion
In conclusion this investigation has been
viewed as a partial success because under
controlled conditions the prototype system
proved to a significant improvement on the
ability of the user under the same testing
conditions thus indicating the potential for
this system to be used as an artistic aid. With
the addition of some components a more
accurate system would be developed enabling
a more successful result to be achieved.

James Ferrand
Robotics Beng(Hons)
Project Supervisor
Dr. Paul Bremner and Dr. Matthew Studley
Benefits of Robots in Education
This study explored the effectiveness of robots in an educational setting. The effects of robots using gestures and how it can help be used as an educational
tool will be explored. This is a relatively new area of study. The Study discussed why humans use gesturing in addition to speech, the different types used and
the effects they can have. There are a variety of different types as described in multiple published literature. The types used are established by Kendon (2004).
Iconic gestures present imagery of an established concept or action, whereas Metaphoric are based on creating a new image in the observers mind. Deictic are
pointing style gestures, and Beats are timing based. Other studies show that age has an effect on the interpretation and use of gestures, older adults tend not
to use iconic gestures and interpret co-speech less (Cocks and Morgan, 2011). Whereas younger humans are more influenced by gestures when interpreting
multimodal speech (Vocal and gesture synchronised).
Project summary
The project is to understand the learning
effect of a robot using gestures in an
educational setting.
Teaching uses gestures as an additional teaching tool (Goldin-Meadow et al.
2013), mimicking gestures used as part of an explanation which can help
with deeper learning. Robots are starting to appear in the classroom in
various forms and uses. In a few cases Robots are used to teach children.
Robots who use gestures can make them appear more human, if a correct
gesture is used at the correct time then the appearance of human qualities
are increased.
The Experiment was performed in a
local nursery. The Preschool group
participated being the eldest group.
They have understanding of
numbers so suited the math based
test and lesson.
A pre and post-test was conducted
around each lesson where the
children were asked to recognize a
set of numbers.
The robot
here is
producing a
number 2
gesture.
4 Conditions were set for this experiment. Robot and
Human teacher. For each of these the teacher would
be using either gestures (tracing) or pointing only.
Two sets of numbers were used over 2 weeks.
Set A: 1,2,3,4,5, 21,22,43,24,45,41
Set B: 1,2,3,4,5, 35,34,52,31,54,50
The test was run over two weeks and the children
experienced a different set of numbers each week.
Project Objectives
Compare the effects of a robot using gestures and pointing
only. See if the robot created a better learning effect
compared to that of a human.
Project Conclusion
The results concluded that the robot was less effective
due to distracting the child from the information being
processed. Additionally the robot is unable to produce the
same effect due to not gaining the trust of the children
due to the emotional connection of teachers.
The children enjoyed the experience of the robot but
found the human condition more comfortable and
beneficial.
The children's attention was also greater with the human
teacher compared with the robot.
Overall the robot did not perform as well as the human
teacher. This is due to the robot not being a human staff
member of the nursery and therefore not a respected in
the child’s mind.
5
4
3
2
1
0
-1
-2
Gesture
Pointing
Mean
Learning
Robot
Human
The results shown that the robot had a negative
effect on the children’s learning. This had many
possible reasons.
The human teacher performed better overall. The
robot pointing only had a marginally bigger result
than the human pointing only.
The children paid more attention to the human
than the robot.
8
7
6
5
4
3
2
1
0
Gesture
Pointing
Mean
Attention
Loss
Robot
Human

Chris Cronin
Robotics BEng
Can Parametric Sound Be Localised To a Target Area Using Computer
Vision?
Introduction
Sound. Sound is all around us. One thing is for sure sound is everywhere, but
what if you could control the direction of sound using a camera and a very
unique speaker?
This project is an investigation into developing and testing a system
that can localize directional sound to a specific target area.
This system must be able to: detect and track people, allows selection
of a target, extract data about the target, use this data to move a parametric
acoustic array to point at the chosen target, and verify the target acquisition
using sensors.
With this complete system the hope is that an answer can be found to
the question above.
Background
Initial research showed no similar projects therefore research was conducted
in the two areas: Parametric Acoustic Arrays (PAA) and Computer Vison (CV).
The PAA concept has was discovered in the 1950s by Westervelt. The
direction sound produced is create using signal modulation and diffraction of
sound waves. The PAA used for this project was kit PAA produced by Kazumio
Computer vison has been around since the birth of computing in the
1960s. The CV disciplines needed for this project are face detection and
object tracking. Two methods where found that could achieve this:
Histogram of gradients and the Viola jones. The Viola Jones was chosen due
to reliability and accuracy.
Design
For this project there were two main areas of design, the software, and the
control interface.
The stand serves the purpose of mounting the PAA, but also to allow
the PAA to rotate 180 degrees. It also serves as a mounting point for the
power supply, and control interface. This stand was designed to be push fit
and be modular.
The software serves as the system to detect, track, select a target, and
then estimate the position of the target selected. This was created using
MATLAB, due to built in functions and a GUI was designed to use the
software and monitor the performance of the system.
Results
Testing was performed at each stage. The most important tests were the PAA
verification and the final system tests.
The PAA tests performed were done so to confirm the characteristics of
the directional sound. The results below show how the intensity of the PAA
reduces at a greater rate than that of a loud speaker as you move away form
the center line of the source .
The final test seek to find out if the conjunction of a PAA and computer
vison can localize sound to a target area. Below shows the table of final
results tat allows use to answer this.
Multiple People Stationary At 4 Points
Position (M) Angle (Degrees) Target
Person X Z CV Actual PAA Laser Switch
1 0 2 0.5 0 Yes Yes
2 0.3 2 9.2 8.53 Yes Yes
3 -0.2 2 -6.2 -5.71 Yes Yes
4 -0.5 2 -13.4 -14.04 Yes Yes
1 0 3 0.6 0 Yes Yes
2 0.3 3 4.8 5.71 Yes Yes
3 0.5 3 10.2 9.46 Yes Yes
4 -0.5 3 -10.1 -9.46 Yes Yes
1 0 4 0.4 0 Yes Yes
2 0.5 4 6.8 7.12 Yes Yes
3 1 4 13.8 14.04 Yes Yes
4 -0.8 4 -11.3 -11.31 Yes Yes
Project Supervisor
Dr Gary Atkinson
Project summary
This project was an investigation into the
conjunction of parametric speakers and
computer vision techniques to produce sound
in an isolated area, can sound be localise to a
target area? The purpose of this project was
to produce a prototype or a proof of concept
to answer the above question. This system if
proven to work could be used to
communicate with people privatively in a
public place. The two main areas of focus
were; Parametric Acoustic Arrays which was
used to produce the localised sound.
Computer vision which was used to detect,
recognise, locate and select a target.
Project Objectives
• Review related literature to computer
vison and PAA
• Create a proof of concept or prototype
• Design software to detect, track and select
a target for the system
• Measure and test the theory of the PAA
• Design a control system to move the PAA
• Perform final tests to answer to the title of
the project
Project Conclusion
The project objectives were fulfilled, that is to
say that sound can be localised to a target
area using computer vision. The results show
that the system is not perfect and show
opportunities for further work which are
feasible and attainable. If these opportunities
are utilised the system could function well.
This complete system could be used in
different applications from, creating a private
listen zone to entrainment sound systems.
The content of this paper could be used to
design similar systems or be used as an
example application for PAAs whilst bringing
the PAA functionality to a wider audience.

Ben Watson
BEng (Hons) Robotics
Project Supervisor
Sanja Dogramadzi
Civilian Assistive Powered Exoskeleton – Conceptual Design
Introduction
A powered exoskeleton is an electromechanical
system akin to a wearable robot, but differs greatly
from purely robotic systems. It is a device which is
worn by or mounted to a user who controls it with
their own body to aid them in a manual task. The
exoskeleton becomes a secondary system to the
user that acts in tandem with them to support
their own physique with modularity to allow for
specific sections of the body to be assisted. The
apparatus itself would essentially be a string of
motors and sensor arrays with a control system
linking these.
The apparatus can be used to increase the
strength and endurance of the user when coupled
with their own musculoskeletal system. Other
applications include improving dextrous precision,
increasing an individual’s load bearing limit or
giving mobility to those with limb disabilities.
Kinematics and Force Analysis
To properly analyse the range of motion for the
exoskeleton and the forces it can exert, I first
analysed my own arm.
The human arm is a redundant system with more
controllable DOFs than the total DOFs. Therefore
constructing a system intended to replicate the
motion of the whole human arm is a complex task
.
To reduce this complexity, the exoskeleton in this
project will work with only one of the seven DOFs
of the human arm, the elbow.
The kinematics of my own arm were analysed and
when coupled with average weights (which I fall
below) for each segment of the arm (Clauser, C. E.,
et al, 1969) the minimum torque exerted to move
my arm at the elbow can be found (14.715N X
0.5m = 7Nm). This is the absolute minimum torque
that the exoskeleton should exert. I aim to double
the force exerted by the arm, so the exoskeleton
system should exert 14Nm of torque at minimum.
After rendering the final frame through CAD
software the mass of the forearm part could be
simulated and the torque necessary to perform
flexion on it could be calculated. As it is the
forearm half that moves relative to the upper arm
half of the exoskeleton , I focused solely on the
forces involved in moving that part. Through
simulation of the part in ABS plastic, the most
likely material to be used in fabrication the mass of
this frame was given as 0.39Kg. With its length
being 25cm, I calculated the torque needed to
move this piece as 0.96Nm which I rounded up to
1Nm. When added to the torque to move my
forearm and doubled to account for the
exoskeleton’s expected strength level, 16Nm was
found to be the necessary minimum torque for a
linear actuator to produce in the system.
Materials
Metals like titanium are attractive for use in such
an application, but for the more generally
appealing approach I am taking with my design,
and the fact such a level of durability is perhaps
dismissible here, I am electing to avoid the use of
metals and alloys in the base frame.
Military grade ruggedness is not a necessity in a
system intended for in home or hospital use and
also these metals are expensive and definitely
outside the remit of this particular project.
Therefore in this system the materials used will be
strong but lightweight polymers. These are much
cheaper to manufacture with but also allow for
the implementation of rapid prototyping via 3D
printing; a technology quickly emerging, like that
of the exoskeleton.
Project summary
An exploration of the best design
considerations for a common-use strength
enhancing exoskeleton and the conceptual
design made from these considerations.
Project Objectives
•The exploration of current exoskeleton
technologies.
•The selection of optimal materials, actuators,
sensors, power source etc for the application.
•The completion of a conceptual design.
•The construction of part of the design.
Project Conclusion
After beginning the project with slightly
overambitious zeal, I had to dial back the
extent to which I would implement my
design. Factors such as budget, my own
ability, but most importantly time, combined
to leave me with less than I had hoped for at
the start of the project.
However, my proof of concept involving 3D
printing was mostly successful, producing a
sturdy and lightweight frame for the system.
Unfortunately, I was unable to progress with
actuation of the frame or implementing
sensing.
As for the overall conceptual design, I feel I
was successful in considering each of the
myriad of facets (of which only a fraction are
touched upon here) that make up the design
of a powered exoskeleton in order to provide
the basis for an exemplar civilian system.

Adam Drake
BEng(Hons) Robotics
Project Supervisor
Professor Melvyn Smith
Identification of Cattle using Computer Vision Biometrics
Introduction
Computer vision biometrics is a vast research topic
with many applications across an array of
industries. This investigation is in the area of
animal biometrics. Currently, the majority of
industrial animal identification tasks are
completed using a form of tagging, involving little
or no computer vision.
This investigation examined current
methodologies for computer vision biometrics, in
both human and animal applications, and
proposed a novel non-invasive method for the
identification of cattle. This investigation was part
of an ongoing project, the ‘Precision Health
Monitoring of Cattle’ by the Centre for Machine
Vision at the Bristol Robotics Laboratory.
Core Concept
The central idea to this investigation was that
hidden information contained within the animal
can be extracted.
Coat patterns were examined for their
‘uniqueness’ and it was thought that this would be
sufficient to describe an individual animal.
However, this approach was not robust enough
and suffered from problems such as different
lighting conditions and all-brown cattle displaying
no visible coat patterns.
The selected approach uses the actual geometry
of the animal to better satisfy the requirements of
the system to be robust enough to work with
cattle which have no discernible coat pattern.
Image Processing
In order to extract the required information, the
depth images had to be processed to remove the
background and additional unwanted details.
Then through a series of further image processing
steps, including a Gaussian low-pass filter, the
important parts of the depth image are revealed.
Benefits over Radio Frequency ID Tags
RFID tags in use for cattle identification have
several drawbacks. Firstly they have to be affixed
to the animal in some way, taking considerable
time and effort. Secondly, they suffer from
interference, due to the proliferation of multiple
standards and frequencies, leading to instances of
false-reading and inaccuracy.
Applications
This new method of cattle identification has the
potential to offer increased biosecurity on farms,
reduced labour and time costs associated with
current identification methods and improved
accuracy compared to traditional methods.
Project summary
The investigation presents a review of the
current state of cattle identification and
proposes a novel method for identifying cattle
based on their physical features.
Project Objectives
• Develop a method of identifying cattle
based upon some physical characteristic,
using 3D depth images obtained from a
dairy farm environment.
• Research methods of biometric feature
extraction.
• Perform image processing on images of
cattle.
• Research current computer vision
biometric techniques.
Project Conclusion
The proposed new method of identifying
cattle based upon their physical
characteristics performed well and was able
to extract a set of features for all animals in
the dataset. Recommendations were made
for how to integrate the system into other
applications.
It is proposed that this approach not be limited to
cattle and could be extended to work with many
different animals in the future. There is also the
potential to integrate this method of biometric
feature extraction with an artificial intelligence
algorithm, to further enhance its capabilities.

Thomas Moran
BEng Robotics (Hons)
Project Supervisor
Dr Alexander Lenz
An Investigation into Automotive Electronic Communication Systems
towards creating a demonstration platform to be used in an educational
environment.
Introduction
As automotive systems have become more
complex, combinations of different sensor
information is required to come to an effective
decision. This leads to a problem of several
Electronic Control Units (ECUs) that need to send
information to each other over a network
protocol. The automotive industry created CAN
bus to allow these systems to talk to each other.
With the increasing number of systems and a large
contingent of automotive students at the
University of the West of England. A need was
identified for a demonstration system to be
produced for the teaching labs.
System Design
A scaffolding approach was selected for the
project. This is introducing the concepts in a
simplified way with lots of explanation and
support, this is then gradually removed. Figure 1
shows the scaffolding approach of the project.
Figure 1 – Scaffolding Approach
CAN Bus Poster
A Poster was produced in an attempt to explain
CAN Bus in simple terms. The poster gives a brief
introduction to CAN bus and lists its key features
and uses. It gives an example of a standard
message frame format and discusses the
important feature of bus arbitration, when several
messages try to send at the same time. Several
disadvantages of the protocol are also included for
completeness.
Instructional Booklet
An instructional booklet or user guide for the
demonstration board was also produced. This
discusses the features of the demonstration board,
giving a diagram explaining the location of the
important parts of functionality. The instructional
booklet includes several both simple and
advanced exercises; these help develop the
knowledge of the user.
Demonstration board
A demonstration system was created consisting of
two CAN Node Printed Circuit Boards . These
replicate the electronic systems behind a
commonly used Anti Lock Braking System (ABS).
One node monitors the speed of a spinning wheel
through an encoder as would happen in a real
vehicle. This transmits the actual speed of this
wheel onto a CAN Bus network.
A second node receives and checks this value
against an expected value of the wheel also on the
network. If the actual speed is less than the
expected speed, an ABS activation condition
occurs lighting an indicator and modulating a
linear actuator which would be controlling a
braking line in a real system. The demonstration
board is shown within Figure 2.
Figure 2 – Demonstration Board
Exercises
Several exercises were created and included within
the instructional booklet. Some exercises were
simple testing the basic functionality whilst some
were more advanced. The more advanced
exercises made use of a Kvaser Semi Leaf Pro
analyzer to monitor the labels. A configuration
label was provided to allow modification of the
demand speed.
Project Verification
The project was verified through two forms of
testing to ensure it met the project objectives and
satisfied the overall aim.
Unit testing ensured that the individual PCB
functionality was correct. Unit testing also
included testing of the system as a whole, along
with the CAN labels to ensure that they were
correctly functioning.
Requirements based testing was conducted to
ensure that the project met the requirements, that
were developed from stakeholder expectations to
express the aims and objects of the project in a
testable form.
Project summary
The purpose of this study was to develop a CAN bus
educational platform for the teaching labs at the
University of the West of England. A demonstration
system was developed that was intended to be used
by engineers from a mainly mechanical background.
Project Objectives
• Create a system to demonstrate how Electronic
Control Units (ECUs) communicate within a
vehicle.
• Use a real world example such as Anti-Lock Braking
so the system can be related to automotive
teaching.
• Develop supporting educational material to help
support students experience.
Project Conclusion
Too much focus was placed on the demonstration
board which was only a part of the entire system. This
was due to a overestimate of experience and ability
in developing electronic hardware. Debugging a
system is a challenging task and it can be difficult to
know if the problem lies in hardware or software.
A large portion of the verification was focused on the
demonstration board. However in the requirements
based testing it was found that only 5 of the 14
requirements could be claimed as fully achieved. 7 of
the requirements can be said as partially achieved in
that they have been achieved however not explicitly
tested. This was due to not enough testing being
conducted on the entire system. Testing of the
educational material with the intended audience of
automotive students needs to be conducted to claim
full achievement of these requirements.

Olly McBride
BEng (Hons) Robotics
Project Supervisor
Dr Alexander Lenz
BallBot – An Investigation Into A Ball Balancing Robot
Introduction
A mobile robot capable of balancing on
a ball only has a single contact point
between the ball and the ground. This,
coupled with the requirement of a
‘falling motion’ in order to move, allows
for a very unique form of locomotion.
This locomotion is rarely seen in
robotics, as it is mechanically complex
due to its lack of static stability,
meaning that the robot has to actively
balance itself by changing its centre of
gravity (COG) by imparting a force on
the ball.
This investigation discusses the design
processes, problems and solutions in
the production of BallBot, a robot that
is able to balance on top of a ball. This
investigation also discusses the design
decisions behind the production of two
of the most advanced ball-balancing
robots, CMU Ballbot (Left) and Rezero
(Right).
Overview
A ball-balancing robot is comprised of a balance
sensor, a controller and a ball actuation section.
The controller is the brains of the robot and
interfaces with the balance sensor to read the
current angle of the robot. The controller then
performs various control algorithms to calculate
the force required to be applied through each of
the motors to stay balanced.
Design
BallBot is comprised of two main structural
components, the main body and the ball
actuation section. The main body is designed as a
laser cut acrylic platform, allowing for the
mounting of the electronics, batteries and the
ball actuation section. The the ball actuation
section consists of the motors, wheels and the
ball. The 3D printed motor mounts connect the 3
geared DC motors to the main body of BallBot.
The motors actuate the ball by applying force
through a set of omnidirectional wheels in order
to remain balanced. The wheels allow for force to
be applied in the rolling direction, but allow for
free motion in the lateral direction.
Electronics
The electronics of BallBot are designed to be
modular and consist of a balance sensor, motor
drivers, a bluetooth module and a
microcontroller. The sensor includes a 3 axis
gyroscope and a 3 axis accelerometer to sense
the balance angle and falling motion of the robot.
The microcontroller is used to implement various
balance control architectures, which allows for
the calculation of the force required to be
applied by each motor in order to stay balanced.
The bluetooth module allows for wireless
interaction with the user and allows for control of
the robot.
Software
The embedded software element of this project
involved the implementation of various balance
and position control architectures, as well as
control of communication with the balance
sensor, motor drivers and bluetooth module.
Project summary
A ball-balancing robot allows for a unique
form of motion rarely seen in robotics. This
motion is suited to working within human
orientated environments, such as offices and
households.
This project involved the investigation into
the various elements and design processes in
order to construct BallBot, a ball-balancing
robot. This required working within multiple
disciplines, from electronic and mechanical
design, to the design and implementation of
embedded software.
Project Objectives
The aim of this investigation was to produce
BallBot, a robot capable of balancing on a
ball, thus allowing further investigation into
this unique form of locomotion.
Project Conclusion
This project involved the design and
construction of a complete robot system,
from the overall conceptual design to the
embedded control architectures used for
balancing.
Figure 1 – CMU Ballbot (Left) and Rezero (Right)
Figure 2 – 3D model of BallBot (Left and Middle) in AutoCAD, and the final result of BallBot balancing on a ball (Left)

Sam Needham
Robotics
Project Supervisor
Sanja Dogramadzi:
Wearable Soft Robotic Device for Post-Stroke Shoulder Rehabilitation
Introduction:
Stroke occurs approximately 152,000 times a
year in the UK, with 1.2 million survivors; and 17
million times a year worldwide (Stroke Association,
2015). The rehabilitation process can be helped
with mechanical aid.
The aim of this project is to develop a system
that will aid in post-stroke shoulder rehabilitation.
The system will move in a forward extension to
give the user an appropriate use to grasp objects,
it will also lower the arm back to resting state. This
is a way to move the arm to rehabilitate the user.
Process:
The process involved research into similar
systems. Once an understanding of the
components needed was achieved, research into
the best components was undertaken.
The system reads sensory information from flex
sensors, picture below. Two flex sensors are used,
one to lift the arm up and one to lower the arm.
Project summary
A system has been designed and built to aid
in the post-stroke rehabilitation process for
the shoulder. The system can be used along
with regular rehabilitation and offers more
independence for the user.
Project Objectives
To design and build a system that can be
worn comfortably by the user, and to raise
and lower the arm to aid in the rehabilitation
process.
With current systems that this is based on, the
price is approximately £1200. This system has
been built with approximately £50.
Specification:
The system complies to these specifications:
1. It should be client to improve safety. Rigid
components are avoided.
2. It must be adaptable to anatomical variations
and misalignments.
3. Easy to don and doff.
4. It must be light as possible.
5. It should generate forces to assist during the
rehabilitation process.
6. It should be a cost effective system.
The shoulder and wrist support have already
been medically tried and tested making it a
suitable addition to the system. It has nor rigid
components, adaptable to anatomical variations,
easy to don and doff, very light and ‘breathable’.
They only need to be compressed a small
amount to spin the motor, as the user may not
have full control of the fingers. The motor has a
torque of 1Nm which was calculated to be suitable
to lift a 5.6kg arm.
Only one motor is used, it is combined with a H-
bridge chip to allow the motor to spin bidirectionally,
the up and down movements. In
other systems flexible Bowden cables were used,
which are similar to the cables used for bicycle
brakes, they can be very expensive. In this system
a cheaper and more feasible solution was to use
fishing line, the type that can lift a maximum of
15.6kg, which will have no problem lifting the
5.6kg arm!
The system was built and programmed using the
Arduino Uno development board, pictured below.
Normally used for prototyping which was perfect
for this system.
.
Project Conclusion
The system was built and tested. Possible
future applications of the system were also
thought of to help aid rehabilitation, such as
the leg for example.
A pulley was attached to the shaft of the motor
allowing the fishing line to coil round and thus
raise the arm.

Matt Huxford
BEng Robotics
Project Supervisor
Abdul Farooq
Investigation into Machine Vision Based Object Measurement
Introduction
Machine vison techniques are useful for
automating tasks that would normally require
human involvement. Using a machine vison system
can reduce the time the task takes. Machine vision
can remove human involvement therefore
reducing risk of human error. This also allows the
human to do other tasks. In some cases machine
vison can increase the accuracy and quality of the
task..
I purpose a machine vision system that measures
objects placed on a tabletop. The system will
measure objects quickly and autonomously.
CAD Renderings of Design
Prototype System Photos
Below is a picture of the measurement system The
base is a mat white surface that gives a uniform
background that can be removed using machine
vison.
Camera Calibration
Most cameras (particularly cheaper ones) contain
distortion. In order to remove this distortion the
cameras must be calibrated. This is done by finding
points of a chessboard pattern as the pattern is
displayed in various orientations.
Corner extraction of rectangular box
Undistorted images from the cameras
Project summary
This project involves developing a system that
uses machine vision techniques to measure
the dimensions of boxes. Stereo vision was
chosen as the method to extract depth
information from the scene. Boxes to be
measured are placed on a tabletop
underneath the stereo vision system.
Project Objectives
• Research existing measurement systems
• Produce a technical specification
• Build a prototype solution
• Produce the Machine Vision Software
• Test the effectiveness of the system
Adaptive Thresholding
Project Conclusion
The prototype system is able to detect
corners of boxes placed underneath the
stereo vision system and measure the
distance to each corner.
The images below show the stereo vision system.
The orientation of the cameras can be slightly
altered. This allows the position of the cameras to
be adjusted to be parallel with each other.
Flood Fill
Extracted Box
The system is better at detecting the corners
of boxes which have a darker colour. The
system either fails to detect lighter coloured
boxes, or detects them intermittently.
The system does not require the box edges to
be parallel to the frame. All four corners will
be located when the box is rotated by any
angle.
The boxes corners are most likely to be
located correctly if the box is in the center of
the measurement surface.

Gytis Bernotas
BEng Robotics
Project Supervisor
Dr Matthew Studley and Dr Paul Bremner
Tele-operation and blended-control
Introduction
Due to technologies that create
convenient life there are a lot more
people in the World than it used to
be in the past, and the number
keeps progressively increasing -
over the last 60 years our
population has increased over 2.8
times. Moreover, due to the
economic changes in our lives
urbanization process has taken
action. It was calculated that by the
end of 2008 half of the population
lived in urban areas and it is
estimated that by 2050 86% of
developed world and 64% of the
developing world would be
urbanized. In order to reduce living
area, but increase the number of
people that could be inhabited in
the cities people started building
skyscrapers. However, as the
skyscrapers’ heights keep increasing
the number of workers is
decreasing – 25% of all deaths
across all industry sectors in Europe
are due to people working at
height. One solution to this problem
might be achieved by involving
robots into building workforce. One
field of robotics that has been used
and developed since 1940's and is
directly interlaced with humans is
telerobotics.
Tele-operation and blended-control
involves 3 fields: Machine Vision,
Tracking and Robotics. Finally, each
component will be connected in
order to form a fully working
tele-operation system.
Machine Vision
The main goal of Machine Vision is
identify and find objects positions
and orientation in robotic arm’s
workspace that will make
collaborative/blended control
possible. Robust and accurate
system has been created through
the adoption of Method of
Moments algorithm.
Tracking
Since the beginning of teleoperation
different mechanical
devices were used such as
mechanical master-slave tele
manipulators, joysticks, dials,
mouse movements and
exoskeletons. Nonetheless, they are
not comfortable and user has to
learn how to use them. However, as
technology leaps forward, new
devices may be employed such as
camera based sensors and
electromagnetic sensors. Due to the
latter accuracy and speed it has
been employed for this system.
Robotics
Operator directly controls 7DOF
Cyton Gamma 1500 robotic arm.
Due to 7DOF Cyton Gamma 1500
robotic arm work like the human
arm. Even if robots that have more
than 6 six axis are called
‘kinematically redundant', the extra
degrees of freedom give fluid
motion, better accuracy, and the
ability to reach around obstacles
making the use of its workspace to
its fullest potential.
However, due to the encoder errors
that could not be calibrated
correctly due to the hardware
problems, robotic arm DOF has
been reduced to 5.
Due to the reduction of DOF
workspace of the arm has been
reduced drastically. On the other
hand, robot inaccuracy has been
reduced to minimum that allowed
this tele-operation system possible.
Implementation of the system
Every component of the
system has been connected
using Robot Operating System
(ROS) that ensured that the
communication between
different parts of the system
works as intended.
Furthermore, collaborative
control has been implemented
using “magnetic-field” idea –
around every object there is
an artificially created field. If
manipulator end-effector
enters specific object field, it
will automatically align its endeffector
to the object centroid
position.
Project summary
This project was dedicated to improve current teleoperation
systems as the current ones are bulky
difficult to use. Collaborative control has been
implemented in order to reduce operators cognitive
workload and improve robot performance in
achieving goals.
Project Objectives
Implement user-friendly tele-operation system that
involves 3 different fields:
1. Machine Vision
2. Tracking
3. Robotics
Furthermore, improve robot and user performance
by including collaborative control.
Project Conclusion
System has been successfully implemented and
tested in a user study. Results from user study have
shown that collaborative control has improved robot
performance by reducing time to achieve goal (align
robotic arm’s end-effector above desired object
centroid position) and operators effort to achieve this
task has been reduced.

Baxter Wynnes
Beng(Robotics)
Project Supervisor
Dr Abdul Farooq
Pedestrian Detection and Motion Tracking
This report discusses a solution for visually detecting and tracking moving objects in real time from a stationary camera, using humans as a test case. This
is achieved by using a Kalman filter to estimate the linear trajectories of single targets that have been classified from segmented moving regions in an
image sequence acquired during live acquisition. The final classifier is trained using the histograms of orientated gradients (HOG) extracted from positive
and negative training images sampled from the INRIA upright pedestrian database. The author trains a Support Vector Machine to recognise HOG
descriptors of people. Motion is detected by using a Gaussian Mixture Model for background subtraction, and the segmented regions are classified over
different scales to test for the presence of a person. The author implements the final system design and simulation in the mathematical software package
MATLAB®.
Project summary
A solution is produced for visually detecting and
tracking moving objects in real time from a stationary
camera, using humans as a test case. Achieved by
using a Kalman filter to estimate the linear
trajectories of single targets that have been classified
from segmented moving regions in an image
sequence.
Project Objectives
Using the aid of currently available computer vision
techniques explore the area of object detection and
motion tracking, the final output should have to
potential to serve as a sensory input for an
autonomous agent.
Project Conclusion
A method of pedestrian detection and motion
tracking has been successfully produced using
MATLAB®.
The system manages to successfully perform
unfiltered tracking on multiple unobstructed
people with non-linear motion trajectories at
a range of different scales. It can also
successfully estimate the linear motion
trajectory of a single target under occlusion -
provided that it has been seen prior to
occlusion.
Step 1 : Segment Moving regions
Identify whether or not a moving
object is present within the current
frame. To detect foreground objects
we must compute a difference in
values between the current scene
and a background model of the
scene.
Step 2: Classify
The next step is to classify
detected regions as pedestrian
or non- pedestrian. A support
vector machine is trained using
the histogram of orientated
gradients.
Step 3: Predict
If a pedestrian becomes occluded,
use the Kalman filter to estimate
the location.
Step 4: Analyse tracking sequence
The final tracking system can be seen to be
highly accurate when detection can be made
at regular intervals , but suffers from latent
detections. The Kalman filter serves a good
linear estimator and succeeds in smoothing
the trajectory when the interval between
latent detections is small .

Denis Sellu
Robotics - BEng
Project Supervisor:
Matt Studley
Problem and Solution Discovery on a New Product
Introduction:
The current techniques for building software and
hardware are often slow and ineffective and do not
solve real life problems and. With lean techniques and
methodologies we are prompted to first investigate if
there is a need to be solved before we worry about the
details of the product. This allows us to fail and learn
faster, to adapt our product strategy and tactics
quickly, and to hopefully launch the right product with
the right features a lot sooner.
For this project I will be putting the methodologies and
techniques to the test and investigating how I can
optimise and solve some inefficiencies whilst
automate processes in recruitment and personal
development. I’ll start by doing my research and refine
my problem to a niche target market. Then I will do
some experiments and construct a MVP (Minimal
viable product) so I can test my solutions. From the
MVP I’ll then come up with functional requirements
and then construct a very basic software version of the
product.
The agile methodology allows for a lot more
flexibility over other project management
methodologies (and we can make small
changes at each phase of the investigation
without deviating from the schedule and end
goal. For this reasons it is perfect to use it in
conjunction with lean techniques and
methodologies.
.
Project Objectives
My aims for this investigation are to optimise
and solve some inefficiency and automate
processes in recruitment and personal
development. I also aim to have a solution
that is market fit and actually solves the
growing problems documented in this report
Project Conclusion
I learnt a lot about an industry I had no idea
out. I followed the guidelines about the lean
start up and I started to see the results.