DOCSLIB.ORG

Advanced Turbine Airfoils for Efficient Combined Heat and Power Systems According to the U.S

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Advanced Turbine Airfoils for Efficient Combined Heat and Power Systems According to the U.S Advanced Turbine Airfoils for Efficient Combined Heat and Power Systems According to the U.S. Department of Energy Combined Heat and Power Installation Database, approximately 80 GW of electrical power is produced in the This project explores the use of advanced airfoil materials and designs as well as United States using combined heat and additive manufacturing approaches to increase system efficiency of gas turbines with power (CHP) systems. Studies have also less than 20 MW capacity. Image courtesy of National Energy Technology Laboratory shown that a potential market for CHP applications is larger than the existing economic benefits from these efficiency market. Since fuel consumption is the Applications in Our Nation’s gains in CHP systems that use turbines most significant part of the operating Industry smaller than 20 MW. cost for a CHP plant, higher efficiency This project focuses on improvements translates to increased power output for to smaller—under 20 MW—gas the same quantity of fuel. Therefore, Benefits for Our Industry and turbines suitable for CHP applications. more efficient power conversion will Our Nation The increased gas turbine efficiency decrease the price of electricity generated Combined-cycle and simple-cycle gas will improve the business case for the and improve the economic feasibility of turbines are the most common onsite installation of smaller CHP systems new CHP applications. electrical generation technologies utilized that match the potential domestic CHP markets. CHP technology is broadly A large part of the untapped CHP market in the industrial and commercial sectors, representing approximately 50 gigawatts applicable across a variety of industrial is in the smaller scale applications (i.e., sectors, including the chemicals, food and less than 20 MW). Of the installed (GW) of currently installed CHP capacity. If the technologies developed as part of beverage, plastics, and fabricated metals CHP capacity in the United States, gas industries. Advancements in the airfoil turbines account for more than 60%. this project enable 5 GW of additional CHP power generation, the potential materials, manufacturing, and design will Electrical efficiency of large turbines also benefit other types of gas turbines, can exceed 43%, while smaller turbines environmental and economic benefits are significant, including: including larger stationary engines and (less than 20 MW) are typically less turbines used in naval and aerospace than 35% efficient. Increasing turbine • 22 million tons of carbon dioxide applications. inlet temperatures is one strategy to emissions would be avoided achieve greater system efficiency in smaller turbines and improve their • Approximately $500 million in fuel Project Description cost-effectiveness. costs would be saved annually This project aims to develop new materials, additive manufacturing This project seeks to evaluate how a The technologies developed under this approaches, and airfoil cooling designs combination of new materials, additive project could also be utilized in turbines that enable a 100°C increase in the gas manufacturing (AM) technologies, used in other markets, such as naval, turbine firing temperature relative to a and airfoil cooling design can raise aerospace, and other power applications. 2015 baseline. The ability to raise the the efficiency of turbines used in CHP These other markets represent an turbine inlet operating temperature will systems by demonstrating how to estimated $80 billion per year in increase the efficiency of the engine, increase the turbine firing temperature business. If the developed technologies which in turn will result in lower fuel by 100°C compared to a 2015 baseline. enable the sale of an additional 200 costs for operating the turbine. Before The project team will also estimate the turbine units, the value of these increased building a fully functional airfoil sales would be approximately $2 billion. demonstration unit, the viability of the identified new materials, system design, ADVANCED MANUFACTURING OFFICE ADVANCED MANUFACTURING OFFICE and manufacturing approaches will be and cooling characteristics. Numeric AM approaches to develop new cooling evaluated using coupon tests, modeled models of turbine and airfoil performance geometries for gas turbine engines, but engine performance, and technoeconomic will be used to project installed engine the technical barriers are significant. If analyses. efficiency. A technoeconomic analysis the project is successful, the technology will also be conducted to estimate market will be available to all equipment Barriers penetration of the new airfoil design for manufacturers. CHP applications. • Airfoil geometries and cooling designs are proprietary information, so no The optional Phase 2 effort will be Project Partners public baseline design currently exists contingent on the ability of the best National Energy Technology Laboratory for reference. airfoil design to meet the prerequisite (NETL) performance targets for a larger scale Morgantown, WV • The creep-resistant, high temperature demonstration. If Phase 1 is successful, Principal Investigator: Douglas Straub alloys used for gas turbine hot gas an agreement will be established with a Email: [email protected] components have been optimized turbine manufacturer to incorporate the for casting manufacturing methods airfoil in an actual engine and test its Oak Ridge National Laboratory (ORNL) and these materials will crack when performance during Phase 2. Oak Ridge, TN welded; therefore, simply substituting Principal Investigator: Michael Kirka these materials into a Direct Metal Email: [email protected] Laser Sintering (DMLS) additive Milestones manufacturing process is not feasible. This three-year project began in 2019: For additional information, • Material behavior during AM • Complete baseline cooling design to be please contact processing is not fully understood and used as reference (2020) Bob Gemmer documented. Technology Manager • Identify most promising AM materials U.S. Department of Energy • The yield, precision, and process steps and manufacture coupons for materials Advanced Manufacturing Office needed for AM airfoils manufacture testing (2020) Phone: 202-586-5885 have not been optimized or defined. • Use model predictions to estimate Email: [email protected] ■ system performance and market for the Pathways advanced CHP turbine (2020) A technical advisory panel of commercial turbine manufacturers will be established. • Complete coupon testing and It will guide the research direction and preliminary airfoil design (2021) provide insight into candidate technology solutions being considered throughout • Manufacture a demonstration airfoil this project. and complete prerequisite performance testing of the airfoil at engine The project will proceed in two separate representative temperatures (2022) phases. Phase 1 is the current focus of this effort, and Phase 2 is an option that Technology Transition will be considered at a later date. This project will provide a basis for In Phase 1, the project team will future technology development by demonstrate the potential of AM airfoils defining public baseline conditions for to achieve the turbine efficiency and small gas turbines and baseline airfoil temperature goals. A baseline state-of- designs. In this context, baseline will be the-art airfoil cooling design will be defined as “representative of gas turbine defined. Additionally, advanced cooling engines in a specific size category, but not designs, materials, and AM methods will specific to any commercial engine.” be identified and evaluated. Of particular interest are new cooling geometries Through the technical advisory panel, gas enabled by the use of AM approaches. turbine manufacturers will engage with After down-selection of technology the research team from the beginning alternatives, AM test articles that have of this project to improve the value and features representative of airfoils will be eventual technology transition to the manufactured and tested for durability end-users. Gas turbine manufacturers have also expressed interest in utilizing For more information, visit: energy.gov/eere/amo DOE/EE-2053 • April 2020.
Load more

Recommended publications
  • Converting an Internal Combustion Engine Vehicle to an Electric Vehicle
    AC 2011-1048: CONVERTING AN INTERNAL COMBUSTION ENGINE VEHICLE TO AN ELECTRIC VEHICLE Ali Eydgahi, Eastern Michigan University Dr. Eydgahi is an Associate Dean of the College of Technology, Coordinator of PhD in Technology program, and Professor of Engineering Technology at the Eastern Michigan University. Since 1986 and prior to joining Eastern Michigan University, he has been with the State University of New York, Oak- land University, Wayne County Community College, Wayne State University, and University of Maryland Eastern Shore. Dr. Eydgahi has received a number of awards including the Dow outstanding Young Fac- ulty Award from American Society for Engineering Education in 1990, the Silver Medal for outstanding contribution from International Conference on Automation in 1995, UNESCO Short-term Fellowship in 1996, and three faculty merit awards from the State University of New York. He is a senior member of IEEE and SME, and a member of ASEE. He is currently serving as Secretary/Treasurer of the ECE Division of ASEE and has served as a regional and chapter chairman of ASEE, SME, and IEEE, as an ASEE Campus Representative, as a Faculty Advisor for National Society of Black Engineers Chapter, as a Counselor for IEEE Student Branch, and as a session chair and a member of scientific and international committees for many international conferences. Dr. Eydgahi has been an active reviewer for a number of IEEE and ASEE and other reputedly international journals and conferences. He has published more than hundred papers in refereed international and national journals and conference proceedings such as ASEE and IEEE. Mr. Edward Lee Long IV, University of Maryland, Eastern Shore Edward Lee Long IV graduated from he University of Maryland Eastern Shore in 2010, with a Bachelors of Science in Engineering.
    [Show full text]
  • Physics 170 - Thermodynamic Lecture 40
    Physics 170 - Thermodynamic Lecture 40 ! The second law of thermodynamic 1 The Second Law of Thermodynamics and Entropy There are several diferent forms of the second law of thermodynamics: ! 1. In a thermal cycle, heat energy cannot be completely transformed into mechanical work. ! 2. It is impossible to construct an operational perpetual-motion machine. ! 3. It’s impossible for any process to have as its sole result the transfer of heat from a cooler to a hotter body ! 4. Heat flows naturally from a hot object to a cold object; heat will not flow spontaneously from a cold object to a hot object. ! ! Heat Engines and Thermal Pumps A heat engine converts heat energy into work. According to the second law of thermodynamics, however, it cannot convert *all* of the heat energy supplied to it into work. Basic heat engine: hot reservoir, cold reservoir, and a machine to convert heat energy into work. Heat Engines and Thermal Pumps 4 Heat Engines and Thermal Pumps This is a simplified diagram of a heat engine, along with its thermal cycle. Heat Engines and Thermal Pumps An important quantity characterizing a heat engine is the net work it does when going through an entire cycle. Heat Engines and Thermal Pumps Heat Engines and Thermal Pumps Thermal efciency of a heat engine: ! ! ! ! ! ! From the first law, it follows: Heat Engines and Thermal Pumps Yet another restatement of the second law of thermodynamics: No cyclic heat engine can convert its heat input completely to work. Heat Engines and Thermal Pumps A thermal pump is the opposite of a heat engine: it transfers heat energy from a cold reservoir to a hot one.
    [Show full text]
  • Internal and External Combustion Engine Classifications: Gasoline
    Internal and External Combustion Engine Classifications: Gasoline and diesel engine classifications: A gasoline (Petrol) engine or spark ignition (SI) burns gasoline, and the fuel is metered into the intake manifold. Spark plug ignites the fuel. A diesel engine or (compression ignition Cl) bums diesel oil, and the fuel is injected right into the engine combustion chamber. When fuel is injected into the cylinder, it self ignites and bums. Preparation of fuel air mixture (gasoline engine): * High calorific value: (Benzene (Gasoline) 40000 kJ/kg, Diesel 45000 kJ/kg). * Air-fuel ratio: A chemically correct air-fuel ratio is called stoichiometric mixture. It is an ideal ratio of around 14.7:1 (14.7 parts of air to 1 part fuel by weight). Under steady-state engine condition, this ratio of air to fuel would assure that all of the fuel will blend with all of the air and be burned completely. A lean fuel mixture containing a lot of air compared to fuel, will give better fuel economy and fewer exhaust emissions (i.e. 17:1). A rich fuel mixture: with a larger percentage of fuel, improves engine power and cold engine starting (i.e. 8:1). However, it will increase emissions and fuel consumption. * Gasoline density = 737.22 kg/m3, air density (at 20o) = 1.2 kg/m3 The ratio 14.7 : 1 by weight equal to 14.7/1.2 : 1/737.22 = 12.25 : 0.0013564 The ratio is 9,030 : 1 by volume (one liter of gasoline needs 9.03 m3 of air to have complete burning).
    [Show full text]
  • Technology for Pressure-Instrumented Thin Airfoil Models
    NASA-CR-3891 19850015493 NASA Contractor Report 3891 i 1 Technology for Pressure-Instrumented Thin Airfoil Models David A. Wigley ., ..... " .... _' /, !..... .,L_. '' CONTRACT NAS1-17571 MAY 1985 ( • " " c _J ._._l._,.. ¸_ - j, ;_.. , r_ '._:i , _ . ; . ,. NIA NASA Contractor Report 3891 Technology for Pressure-Instrumented Thin Airfoil Models David A. Wigley Applied Cryogenics & Materials Consultants, Inc. New Castle, Delaware Prepared for Langley Research Center under Contract NAS1-17571 N//X National Aeronautics and Space Administration Scientific and Technical InformationBranch 1985 Use of trademarks or names of manufacturers in this report does not constitute an official endorsement of such products or manufacturers, either expressed or implied, by the National Aeronautics and Space Administration. FINAL REPORT ON PHASE 1 OF NASA CONTRACT NASI-17571 "TECHNOLOGY FOR PRESSURE-INSTRUMENTED THIN AIRFOIL MODELS" PROJECT SU_IARY The objective of Phase 1 of this research was to identify, then select and evaluate, the most appropriate combination of materials and fabrication techniques required to produce a Pressure Instrumented Thin Airfoil model for testing in a Cryogenic wind Tunnel ( PITACT ). Particular attention was to be given to proving the feasability and reliability of each sub-stage and ensuring that they could be combined together without compromising the quality of the resultant segment or model. In order to provide a sharp focus for this research, experimental samples were to be fabricated as if they were trailing edge segments of a 6% thick supercritical airfoil, number 0631X7, scaled to a 325mm (13in.) chord, the maximum likely to be tested in the 13in. x 13in. adaptive wall test section of the 0.3m Transonic Cryogenic Tunnel at NASA Langley Research Center.
    [Show full text]
  • Aerodynamics of High-Performance Wing Sails
    Aerodynamics of High-Performance Wing Sails J. otto Scherer^ Some of tfie primary requirements for tiie design of wing sails are discussed. In particular, ttie requirements for maximizing thrust when sailing to windward and tacking downwind are presented. The results of water channel tests on six sail section shapes are also presented. These test results Include the data for the double-slotted flapped wing sail designed by David Hubbard for A. F. Dl Mauro's lYRU "C" class catamaran Patient Lady II. Introduction The propulsion system is probably the single most neglect­ ed area of yacht design. The conventional triangular "soft" sails, while simple, practical, and traditional, are a long way from being aerodynamically desirable. The aerodynamic driving force of the sails is, of course, just as large and just as important as the hydrodynamic resistance of the hull. Yet, designers will go to great lengths to fair hull lines and tank test hull shapes, while simply drawing a triangle on the plans to define the sails. There is no question in my mind that the application of the wealth of available airfoil technology will yield enormous gains in yacht performance when applied to sail design. Re­ cent years have seen the application of some of this technolo­ gy in the form of wing sails on the lYRU "C" class catamar­ ans. In this paper, I will review some of the aerodynamic re­ quirements of yacht sails which have led to the development of the wing sails. For purposes of discussion, we can divide sail require­ ments into three points of sailing: • Upwind and close reaching.
    [Show full text]
  • Robosuite: a Modular Simulation Framework and Benchmark for Robot Learning
    robosuite: A Modular Simulation Framework and Benchmark for Robot Learning Yuke Zhu Josiah Wong Ajay Mandlekar Roberto Mart´ın-Mart´ın robosuite.ai Abstract robosuite is a simulation framework for robot learning powered by the MuJoCo physics engine. It offers a modular design for creating robotic tasks as well as a suite of benchmark environments for reproducible re- search. This paper discusses the key system modules and the benchmark environments of our new release robosuite v1.0. 1 Introduction We introduce robosuite, a modular simulation framework and benchmark for robot learning. This framework is powered by the MuJoCo physics engine [15], which performs fast physical simulation of contact dynamics. The overarching goal of this framework is to facilitate research and development of data-driven robotic algorithms and techniques. The development of this framework was initiated from the SURREAL project [3] on distributed reinforcement learning for robot manipulation, and is now part of the broader Advancing Robot In- telligence through Simulated Environments (ARISE) Initiative, with the aim of lowering the barriers of entry for cutting-edge research at the intersection of AI and Robotics. Data-driven algorithms [9], such as reinforcement learning [13,7] and imita- tion learning [12], provide a powerful and generic tool in robotics. These learning arXiv:2009.12293v1 [cs.RO] 25 Sep 2020 paradigms, fueled by new advances in deep learning, have achieved some excit- ing successes in a variety of robot control problems. Nonetheless, the challenges of reproducibility and the limited accessibility of robot hardware have impaired research progress [5]. In recent years, advances in physics-based simulations and graphics have led to a series of simulated platforms and toolkits [1, 14,8,2, 16] that have accelerated scientific progress on robotics and embodied AI.
    [Show full text]
  • Toward Multi-Engine Machine Translation Sergei Nirenburg and Robert Frederlcing Center for Machine Translation Carnegie Mellon University Pittsburgh, PA 15213
    Toward Multi-Engine Machine Translation Sergei Nirenburg and Robert Frederlcing Center for Machine Translation Carnegie Mellon University Pittsburgh, PA 15213 ABSTRACT • a knowledge-based MT (K.BMT) system, the mainline Pangloss Current MT systems, whatever translation method they at present engine[l]; employ, do not reach an optimum output on free text. Our hy- • an example-based MT (EBMT) system (see [2, 3]; the original pothesis for the experiment reported in this paper is that if an MT idea is due to Nagao[4]); and environment can use the best results from a variety of MT systems • a lexical transfer system, fortified with morphological analysis working simultaneously on the same text, the overallquality will im- and synthesis modules and relying on a number of databases prove. Using this novel approach to MT in the latest version of the - a machine-readable dictionary (the Collins Spanish/English), Pangloss MT project, we submit an input text to a battery of machine the lexicons used by the KBMT modules, a large set of user- translation systems (engines), coLlect their (possibly, incomplete) re- generated bilingual glossaries as well as a gazetteer and a List sults in a joint chaR-like data structure and select the overall best of proper and organization names. translation using a set of simple heuristics. This paper describes the simple mechanism we use for combining the findings of the various translation engines. The results (target language words and phrases) were recorded in a chart whose initial edges corresponded to words in the source language input. As a result of the operation of each of the MT 1.
    [Show full text]
  • HCM1A0503 Inductor Data Sheet
    Technical Data 10547 Effective August 2016 HCM1A0503 Automotive grade High current power inductors Applications • Body electronics • Central body control module • Vehicle access control system • Headlamps, tail lamps and interior lighting • Heating ventilation and air conditioning controllers (HVAC) • Doors, window lift and seat control • Advanced driver assistance systems • 77 GHz radar system • Basic and smart surround, and rear and front view camera • Adaptive cruise control (ACC) Product features • Automatic parking control • AEC-Q200 Grade 1 qualified • Collision avoidance system/Car black box system • High current carrying capacity • Infotainment and cluster electronics • Magnetically shielded, low EMI • Active noise cancellation (ANC) • Frequency range up to 1 MHz • Audio subsystem: head unit and trunk amp • Inductance range from 0.2 μH to 10 μH • Digital instrument cluster • Current range from 2.3 A to 24 A • In-vehicle infotainment (IVI) and navigation • 5.5 mm x 5.3 mm footprint surface mount package in a 3.0 mm height • Chassis and safety electronics • Alloy powder core material • Airbag control unit • Moisture Sensitivity Level (MSL): 1 • Engine and Powertrain Systems • Halogen free, lead free, RoHS compliant • Powertrain control module (PCU)/Engine Control unit (ECU) • Transmission Control Unit (TCU) Environmental Data • Storage temperature range (Component): -55 °C to +155 °C • Operating temperature range: -55 °C to +155 °C (ambient plus self-temperature rise) • Solder reflow temperature: J-STD-020 (latest revision) compliant
    [Show full text]
  • Exploring Design, Technology, and Engineering
    Exploring Design, Technology, & Engineering © 2012 Chapter 21: Energy-Conversion Technology—Terms and Definitions active solar system: a system using moving parts to capture and use solar energy. It can be used to provide hot water and heating for homes. anode: the negative side of a battery. cathode: the positive side of a battery. chemical converter: a technology that converts energy in the molecular structure of substances to another energy form. conductor: a material or object permitting an electric current to flow easily. conservation: making better use of the available supplies of any material. electricity: the movement of electrons through materials called conductors. electromagnetic induction: a physical principle causing a flow of electrons (current) when a wire moves through a magnetic field. energy converter: a device that changes one type of energy into a different energy form. external combustion engine: an engine powered by steam outside of the engine chambers. fluid converter: a device that converts moving fluids, such as air and water, to another form of energy. four-cycle engine: a heat engine having a power stroke every fourth revolution of the crankshaft. fuel cell: an energy converter that converts chemicals directly into electrical energy. gas turbine: a type of engine that creates power from high velocity gases leaving the engine. heat engine: an energy converter that converts energy, such as gasoline, into heat, and then converts the energy from the heat into mechanical energy. internal combustion engine: a heat engine that burns fuel inside its cylinders. jet engine: an engine that obtains oxygen for thrust. mechanical converter: a device that converts kinetic energy to another form of energy.
    [Show full text]
  • Active Control of Flow Over an Oscillating NACA 0012 Airfoil
    Active Control of Flow over an Oscillating NACA 0012 Airfoil Dissertation Presented in Partial Fulfillment of the Requirements for the Degree Doctor of Philosophy in the Graduate School of The Ohio State University By David Armando Castañeda Vergara, M.S., B.S. Graduate Program in Aeronautical and Astronautical Engineering The Ohio State University 2020 Dissertation Committee: Dr. Mo Samimy, Advisor Dr. Datta Gaitonde Dr. Jim Gregory Dr. Miguel Visbal Dr. Nathan Webb c Copyright by David Armando Castañeda Vergara 2020 Abstract Dynamic stall (DS) is a time-dependent flow separation and stall phenomenon that occurs due to unsteady motion of a lifting surface. When the motion is sufficiently rapid, the flow can remain attached well beyond the static stall angle of attack. The eventual stall and dynamic stall vortex formation, convection, and shedding processes introduce large unsteady aerodynamic loads (lift, drag, and moment) which are undesirable. Dynamic stall occurs in many applications, including rotorcraft, micro aerial vehicles (MAVs), and wind turbines. This phenomenon typically occurs in rotorcraft applications over the rotor at high forward flight speeds or during maneuvers with high load factors. The primary adverse characteristic of dynamic stall is the onset of high torsional and vibrational loads on the rotor due to the associated unsteady aerodynamic forces. Nanosecond Dielectric Barrier Discharge (NS-DBD) actuators are flow control devices which can excite natural instabilities in the flow. These actuators have demonstrated the ability to delay or mitigate dynamic stall. To study the effect of an NS-DBD actuator on DS, a preliminary proof-of-concept experiment was conducted. This experiment examined the control of DS over a NACA 0015 airfoil; however, the setup had significant limitations.
    [Show full text]
  • Development of Numerical Algorithm Based on a Modified Equation of Fluid Motion with Application to Turbomachinery Flow
    Development of Numerical Algorithm Based on a Modified Equation of Fluid Motion with Application to Turbomachinery Flow Von der Fakultät für Ingenieurwissenschaften, Abteilung Maschinenbau der Universität Duisburg-Essen zur Erlangung des akademischen Grades DOKTOR-INGENIEUR genehmigte Dissertation von Bo Wan aus Jiangsu, China Referent: Prof. Dr.-Ing. F.-K. Benra Korreferent: Prof. Dr. S. H. Sohrab Tag der mündlichen Prüfung: 03. September 2012 Abstract On the basis of the scale-invariant theory of statistical mechanics, Sohrab introduced a linear equation termed the “modified equation of fluid motion.” Preliminary investigations have shown that this modified equation can be extended to solve flow problems. Analytical solutions of basic flow problems were derived using this equation. In all cases the match between estimated and experimental data was good. These results stimulated further applications of this modified equation in the development of a CFD code to obtain numerical solutions of turbomachinery flow problems. In the present work, a novel numerical algorithm based on the aforementioned modified equation has been developed to solve turbomachinery flow problems. In order to avoid dealing with more technical conditions on the scale–invariant form of the energy equation, this investigation is restricted to incompressible flow. On the basis of the work done by Sohrab, the derivation process of the modified equation for incompressible flow is presented with more emphasis on its linear property as compared to the Navier–Stokes equation for incompressible flow. Furthermore, a detailed analysis of the present discretisation technique for the modified equation is performed. As compared with the Navier–Stokes equation, the numerical errors resulted from the discretisation of the modified equation, including the truncation and discretisation errors are discussed as well as the stability conditions.
    [Show full text]
  • Multidisciplinary Design Project Engineering Dictionary Version 0.0.2
    Multidisciplinary Design Project Engineering Dictionary Version 0.0.2 February 15, 2006 . DRAFT Cambridge-MIT Institute Multidisciplinary Design Project This Dictionary/Glossary of Engineering terms has been compiled to compliment the work developed as part of the Multi-disciplinary Design Project (MDP), which is a programme to develop teaching material and kits to aid the running of mechtronics projects in Universities and Schools. The project is being carried out with support from the Cambridge-MIT Institute undergraduate teaching programe. For more information about the project please visit the MDP website at http://www-mdp.eng.cam.ac.uk or contact Dr. Peter Long Prof. Alex Slocum Cambridge University Engineering Department Massachusetts Institute of Technology Trumpington Street, 77 Massachusetts Ave. Cambridge. Cambridge MA 02139-4307 CB2 1PZ. USA e-mail: [email protected] e-mail: [email protected] tel: +44 (0) 1223 332779 tel: +1 617 253 0012 For information about the CMI initiative please see Cambridge-MIT Institute website :- http://www.cambridge-mit.org CMI CMI, University of Cambridge Massachusetts Institute of Technology 10 Miller’s Yard, 77 Massachusetts Ave. Mill Lane, Cambridge MA 02139-4307 Cambridge. CB2 1RQ. USA tel: +44 (0) 1223 327207 tel. +1 617 253 7732 fax: +44 (0) 1223 765891 fax. +1 617 258 8539 . DRAFT 2 CMI-MDP Programme 1 Introduction This dictionary/glossary has not been developed as a definative work but as a useful reference book for engi- neering students to search when looking for the meaning of a word/phrase. It has been compiled from a number of existing glossaries together with a number of local additions.
    [Show full text]