This thesis details the process of developing a force feedback system for a small robotic manipulator in order to prevent damage to manipulators and the objects they are grasping, which is a desired feature in many autonomous robots. This includes the research, design, fabrication, and testing of a custom force-sensing resistor and a custom set of jaws to implement the feedback system on. In order to complete this project, extensive research went to designing and building test beds for the commercial and custom force sensors to determine if force values could even be obtained. Then the sensors were implemented on a manipulator and were evaluated for ease of use during assembly and testing, accuracy, and repeatability of results using a test bed designed during the course of this research. Afterwards the custom jaws were designed and fabricated based on problems encountered during testing with the initial set of jaws. The new jaws were then tested on the test bed with the sensors and the force feedback system was implemented on it. The overall system was then evaluated for any current limitations and improvements that could be made in the future to further develop this research and assist with its implementation on other robots. The results of this experiment show that a low-cost force sensor that is easy to mass produce can be implemented on an autonomous robot to add force feedback capabilities to it. It is hopeful that the results from the experiments conducted are implemented on robotic manipulators so the area of force sensing technologies research can be expanded upon and improved.

In 2015, the United States consumed about 140.43 billion gallons of gasoline, resulting in the emission of over 1 billion metric tons of carbon dioxide, according to the U.S. Energy Information Administration. Despite continued efforts to develop more efficient engines and cleaner fuels, a major barrier to reducing energy consumption and CO2 production is the mass of the vehicle. Replacing traditional automotive materials such as iron and steel with lighter-weight materials is a big step toward improving fuel economy. Magnesium has great potential for use in the automotive industry because of its low density, about 78% less than the density of steel, and high strength-to-weight ratio. Using cast magnesium instead of steel can reduce the overall weight of a vehicle, improving performance and increasing fuel efficiency. However, magnesium’s high susceptibility to corrosion limits its feasibility as a substitute for traditional materials.

This project aimed to understand the effects of composition and phase distribution on the corrosion behavior of magnesium-aluminum (Mg-Al) alloys in an ionic liquid electrolyte. The purpose of studying corrosion in nonaqueous ILs is to determine the anodic dissolution behaviors of the alloy phases without the interference of side reactions that occur in aqueous electrolytes, such as di-oxygen or water reduction. Three commercial Mg-Al alloys were studied: AZ91D (9% Al), AM60 (6% Al), and AZ31B (3% Al). An annealed alloy containing solid-solution α-phase Mg-Al with 5 at% aluminum content (Mg5Al) was also used. The ionic liquid chosen for this project was 1:2 molar ratio choline-chloride:urea (cc-urea), a deep eutectic solvent. After potentiostatic corrosion in cc-urea, the magnesium alloys were found to form a high surface area porous morphology as corrosion duration increased. This morphology consists of aluminum-rich ridges formed by Al nanowires surrounding an aluminum-poor base area, but with an overall increase in surface Al composition, indicating selective dealloying of the Mg in cc-urea and redistribution of the Al on the surface. Further work will focus on the development of hydrophobic coatings using ionic liquids.

Formula SAE is a student design competition where students design and fabricate a formula-style racecar to race in a series of events against schools from around the world. It gives students of all majors the ability to use classroom theory and knowledge in a real world application. The general guidelines for the prototype racecars is for the students to use four-stroke, Otto cycle piston engines with a displacement of no greater than 610cc. A 20mm air restrictor downstream the throttle limits the power of the engines to under 100 horsepower. A 178-page rulebook outlines the remaining restrictions as they apply to the various vehicle systems: vehicle dynamics, driver interface, aerodynamics, and engine. Vehicle dynamics is simply the study of the forces which affect wheeled vehicles in motion. Its primary components are the chassis and suspension system. Driver interface controls everything that the driver interacts with including steering wheel, seat, pedals, and shifter. Aerodynamics refers to the outside skin of the vehicle which controls the amount of drag and downforce on the vehicle. Finally, the engine consists of the air intake, engine block, cooling system, and the exhaust. The exhaust is one of the most important pieces of an engine that is often overlooked in racecar design. The purpose of the exhaust is to control the removal of the combusted air-fuel mixture from the engine cylinders. The exhaust as well as the intake is important because they govern the flow into and out of the engine's cylinders (Heywood 231). They are especially important in racecar design because they have a great impact on the power produced by an engine. The higher the airflow through the cylinders, the larger amount of fuel that can be burned and consequently, the greater amount of power the engine can produce. In the exhaust system, higher airflow is governed by several factors. A good exhaust design gives and engine a higher volumetric efficiency through the exhaust scavenging effect. Volumetric efficiency is also affected by frictional losses. In addition, the system should ideally be lightweight, and easily manufacturable. Arizona State University's Formula SAE racecar uses a Honda F4i Engine from a CBR 600 motorcycle. It is a four cylinder Otto cycle engine with a 600cc displacement. An ideal or tuned exhaust system for this car would maximize the negative gauge pressure during valve overlap at the ideal operating rpm. Based on the typical track layout for the Formula SAE design series, an ideal exhaust system would be optimized for 7500 rpm and work well in the range

Honeywell is currently extending the reach of additive manufacturing (AM) in its product line and expects to produce as much as 40% of its inventory through AM in five years. Additive manufacturing itself is expected to grow into a $3.1 billion dollar industry in the next 5 to 10 years. Reusing IN 718 powder, a nickel-based super alloy metal powder, is an ideal option to reduce costs as well as reduce waste because it can be used with additive manufacturing, but the main obstacles are lack of procedure standardization and product quality assurances from this process. The goal of the capstone project, "Effect of Powder Reuse on DMLS (Direct Metal Laser Sintering) Product Integrity," is to create a powder characterization protocol in order to determine if the IN 718 powder can be reused and what effect the IN 718 reused powder has on the mechanical properties of the products Honeywell fabricates. To provide context and impact of this capstone project, this paper serves to identify the benefits of AM for Honeywell and the cost effectiveness of reusing the powder versus using virgin powder every time. It was found that Honeywell's investment in AM is due to the cost effectiveness of AM, versatility in product design, and to ensure Honeywell remains competitive in the future. In terms of reducing expenses, reusing powder enables costs to be approximately 45% less than using virgin powder. With these key pieces of information, the motivations for this capstone project are understood to a fuller and more profound degree.

The purpose of this honors project is to analyze the difference between different powder separation techniques, and their suitability for my capstone project – ‘Effect of Powder Reuse on DMLS (Direct Metal Laser Sintering) Product Integrity’. Due to the nature of my capstone project, my group needs to characterize foreign contaminants in IN 718 (Ni-based superalloy) powder with a mean diameter around 40um. In order to clearly analyze the contaminants and recycle useful IN 718 powders, powder separation is favorable since the filtered samples will be much easier to characterize rather than inspect all the powders at once under microscope. By conducting literature review, I found that powder separation is commonly used in Geology, and Chemistry department. To screen which combination of techniques could be the best for my project, I have consulted several research specialists, obtained adequate knowledge about powder separation. Accordingly, I will summarize the pros and cons of each method with regard the specific project that I am working on, and further explore the impacts of each method under economical, societal, and environmental considerations. Several powder separation techniques will be discussed in details in the following sections, including water elutriation, settling column, magnetic separation and centrifugation. In addition to these methods, sieving, water tabling and panning will be briefly introduced. After detailed comparison, I found that water elutriation is the most efficient way to purity IN718 powder for reuse purpose, and recovery rate is as high as 70%, which could result in a significant reduction in the manufacturing cost for Honeywell since currently Honeywell only use virgin powders to build parts, and 90% of the leftover powders are discarded.

This project sought to analyze the effects of recycling Inconel 718 powder for Direct Metal Laser Sintering (DMSL) for additive manufacturing by testing low cycle fatigue tensile samples ranging from virgin to ten times recycled. Fracture generally occurs at the sample surface where persistent slip planes form and accumulate to cause a sudden fracture leading to signature markings for various phases of crack growth. Effects caused by contamination would be found in the first region of crack growth at the initiation site as the cause stress concentration. Tensile strength and fatigue life were compared to initiation site size found from fracture images obtained using scanning electron microscope imaging which found no significant deviations from the expected surface cracking and LCF region of slip plane buildups. Contamination was not found at any initiation site indicating that fracture life was not impacted by the amount of powder recycling. LCF life ranged from 60,000 to 250,000 which the majority experiencing fractures near 120,000 cyclic loadings. If defect effects were to be found than the low fatigue life sample would exhibit them however its fracture surface did not exhibit contamination but a slight increase in porosity found in the phase III cracking region. The In 718 powders were also analyzed to determine that the primary powder contaminates were brush fibers used to sweep away unused powders during processing however these were not seen in the final DMLS samples.

The work for this thesis was done in conjunction to that of my capstone project, which focused on understanding the effects of powder re-use on products built via Direct Metal Laser Sintering (DMLS), a specific additive manufacturing (AM) technique where powder particles are sintered together to form final parts. Honeywell Aerospace helped support this research by providing materials and mentorship; this work will play a key role in their decision to implement DMLS and other AM methods on a larger scale. Whereas the capstone focuses on the technical details of constructing characterization equipment, analyzing data, and formulating a concluding recommendation on whether the powder can be re-used, the thesis attempts to put this body of work in its greater context, surveying the economic and environmental effects of additive manufacturing technologies with a slant towards the aerospace industry. Shifts in the supply chain with aircraft parts and how this affects costs are explored, as well as how the quality and reliability of additively manufactured parts differs from their traditionally manufactured counterparts and the effects of this on related industries and purchasers.

In microbial fuel cells (MFCs) the biocathode is developed as a potential alternative to chemical cathodic catalysts, which are deemed as expensive and unsustainable for applications. These cells utilize different types of microorganisms as catalysts to promote biodegradation of organic matter while simultaneously converting energy released in metabolic reactions into electrical energy. Most current research have focused more on the anodic microbes, including the current generating bacteria species, anodic microbial community composition, and the mechanisms of the extracellular electron transfer. Compared to the anode, research on the microbes of the biocathode of the MFCs are very limited and are heavily focused on the role of the bacteria in the system. Thus, further understand of the mechanism of the microbial community in the biocathode will create new engineering applications for sustainable energy. Previous research conducted by Strycharz-Glaven et al. presented an electrochemical analysis of a Marinobacter-dominated biocathode communitygrown on biocathodes in sediment/seawater-based MFCs. Chronoamperometry results indicated that current densities up to -0.04 A/m2 were produced for the biocathode. Cyclic voltammetry responses indicated a midpoint potential at 0.196 V ± 0.01 V. However, the reactor design for these experiments showed that no oxygen is supplied to the electrochemical system. By incorporating an air diffusion membrane to the cathode of the reactor, chronoamperometry results have produced current density in the system up to -0.15 A/m2. Cyclic voltammetry results have also displayed a midpoint potential of 0.25 V ± 0.01 V under scan rates of 0.2 mV/s. Thus, this electrochemical setup has increased the current output of the system.

The goal of the paper was to examine the fatigue mechanisms of polymers and silicone based elastomers. The mechanisms of fatigue due to crazing: the alignment of polymer chains to the stress axis, and shear banding: the localized orientation of the polymer by the shear stresses from two planes, were discussed in depth in this paper. Crazing only occurs in tensile stress, is initiated on the surface of the material, and only occurs in brittle polymers. Crazing also accounts for a 40-60% decrease in density, causing localized weakening of the material and a concentration in stress. This is due to a decrease in effective cross sectional area. The mechanism behind discontinuous growth bands was also discussed to be the cause of cyclic crazing. Shear banding only occurs in ductile polymers and can result in the failure of polymers via necking. Furthermore, the high fatigue resistance of silicone elastomers was discussed in this paper. This conclusion was made because of the lack of fatigue mechanisms (crazing, discontinuous growth bands, and shears banding) in the observed elastomer's microstructure after the samples had undergone fatigue tests. This was done through an analysis of room temperature vulcanized silicone adhesives, a heat-curing silicone elastomer, and a self-curing transparent silicone rubber. Fatigue of room temperature vulcanized silicon was observed, however this was reasoned to be the failure of the adhesion of the elastomer to the steel substrate instead of the microstructure itself. Additionally, the significance of fatigue in real world applications was discussed using SouthWest Airlines Flight 812 as an example.

The vastly growing field of supercomputing is in dire need of a new measurement system to optimize JMRAM (Josephson junction magnetoresistive random access memory) devices. To effectively measure these devices, an ultra-low-noise, low cost cryogenic dipping probe with a dynamic voltage range is required. This dipping probe has been designed by ASU with <100 nVp-p noise, <10 nV offsets, 10 pV to 16 mV voltage range, and negligible thermoelectric drift. There is currently no other research group or company that can currently match both these low noise levels and wide voltage range. Two different dipping probes can be created with these specifications: one for high-use applications and one for low-use applications. The only difference between these probes is the outer shell; the high-use application probe has a shell made of G-10 fiberglass for a higher price, and the low-use application probe has a shell made of AISI 310 steel for a lower price. Both types of probes can be assembled in less than 8 hours for less than $2,500, requiring only soldering expertise. The low cost and short time to create these probes makes wide profit margins possible. The market for these cryogenic dipping probes is currently untapped, as most research groups and companies that use these probes build their own, which allows for rapid business growth. These potential consumers can be easily reached by marketing these probes at superconducting conferences. After several years of selling >50 probes, mass production can easily become possible by hiring several technicians, and still maintaining wide profit margins.