FINAL DESIGN REPORT ME 350 SECTION 4 TEAM 43 James Butler Gregory Caputo Mary Molepske Samuel Shrago PREPARED FOR Dr. Jeffrey Stein Professor of Mechanical Engineering, University of Michigan Dr. Michael Umbriac Assistant Professor of Mechanical Engineering, University of Michigan Mr. Yang Xu Graduate Student of Mechanical Engineering University of Michigan December 10, 2013 Table of Contents 1 Introduction and Specifications.....................................................................................4-5 1.1 Design Requirements.........................................................................................4 1.2 Considerations....................................................................................................4 1.21 Torque and Transmission.....................................................................4 1.3 Final Report.......................................................................................................5 2 Functional Decomposition.............................................................................................5-6 3 Motion Generation.........................................................................................................7-9 3.1 Design Process...................................................................................................7 3.2 Design Matrix....................................................................................................8 3.3 Choosing the Final Design.................................................................................8 3.4 Test Results........................................................................................................9 3.4.1 Initial Test...........................................................................................9 3.4.2 Final Test............................................................................................9 3.5 Revisions to Final Design..................................................................................9 4 Energy Conversion and Transmission.........................................................................9-15 4.1 Down Selection: Belt vs. Gears....................................................................9-10 4.2 Summary of Values .........................................................................................10 4.3 Operating Speed ..............................................................................................10 4.4 Maximum Torque............................................................................................10 4.5 Gear Ratio........................................................................................................10 4.6 Torque Verification..........................................................................................11 4.7 Speed and Time................................................................................................12 4.7.1 Motor Low Speed.............................................................................12 4.7.2 Time of Low Speed Travel...............................................................12 4.7.3 Time of High Speed Travel...............................................................12 4.7.4 Angular Displacement at High Speed...............................................12 4.7.5 Angular Velocity at High Speed.......................................................12 4.7.6 Angular Velocity of Motor Shaft at High Speed..............................12 4.8 Remarks...........................................................................................................13 4.9 Input Power, Output Power Draw..............................................................14-15 4.10 Mounts and Joints..........................................................................................15 4.10.1 Motor and Transmission Mounts....................................................15 5 Safety and Motor Controls........................................................................................16-18 5.1 Sensor Capabilities...........................................................................................16 5.2 Threshold Values.............................................................................................16 5.3 Relevant Equations.....................................................................................16-17 5.3.1 Given and Measured Parameters......................................................16 5.3.2 Lower Count Threshold....................................................................17 5.3.3 Upper Count Threshold.....................................................................17 5.4 Changes to Arduino Code...........................................................................17-18 2 5.6 Sensor Mounting..............................................................................................18 6 Design Critique..........................................................................................................18-21 6.1 The Good....................................................................................................18-19 6.2 The Bad............................................................................................................19 6.3 Linkage vs. Computer Model..........................................................................19 6.4 Load Considerations...................................................................................19-20 6.4.1 Loading of Backpack........................................................................19 6.4.2 Friction .............................................................................................20 6.5 Mechatronics....................................................................................................20 6.5.1 Control Algorithm.............................................................................20 6.5.2 Sensors..............................................................................................20 6.6 What We Could Have Done Differently..........................................................20 6.7 Mechanism Safety............................................................................................21 6.8 Final Remarks..................................................................................................21 3 1 Introduction and Specifications Our objective is to design a mechanism that pivots a backpack from the back of a wheelchair to the chair’s side, bringing a disabled person’s possessions within reach. Such a mechanism requires a safe and sturdy aluminum linkage driven by a robust transmission. The specifications of the mechanism, both technical and abstract, will be discussed in this section. 1.1 Design Requirements We successfully met the requirements for a linkage with an angle offset no greater than 15º (ours was 0), a horizontal offset no lesser than 2 inches and no greater than 10 inches (ours was 3.625 in), a forward offset no lesser than 6 inches and no greater than 17 inches (ours was 8.5 in), a travel time of 9 seconds (ours was 9.2 seconds), a deceleration speed of 10º/s (ours was 9.8º/s), an operating torque of 453.28 oz-in, a gear ratio of 6:1, an input motor power of 13.6 W and an output motor power of 2.08 W. The mechanism volume is 1,202.91 in2. In terms of any considerable figures obtained from mount and joint analysis, we determined that a shear stress of 9234 ozf/in2 acts on the hole through which a dowel is press-fitted, connecting the input gear to the input link. Upon investigation of the motor and its mount, we found a bending moment, M of 1368.45 oz-in acting on the motor shaft by the motor mount. The motor shaft was found to undergo a deflection of 6.44x104 inches. Furthermore, the top plate of the motor mount assembly was found to be subject to a stress of 3899 ozf/in2, ultimately causing a vertical deflection of 2.67x10-4 inches. Although these figures are not negligible, they are not significant enough to cause any serious deformation of our assembly. 1.2 Considerations Considerations included in the determination of a linkage to satisfy these requirements are transmission design (down selection, gear ratio, DC motor characteristics), mounts and joints (visual and written explanations of both motor/transmission mounts and torque transferring joints, discussion of gate 1 values) and transmission loading (stress analysis at torque transmitting joints, deflection analysis). 1.2.1 Torque and Transmission In our design, the torque provided by the motor shaft (188 oz-in) is not enough to carry the torque required by our linkage (453.28 oz-in). The preferred gear ratio is 6:1 (rounded up from 5.69:1, which was calculated from our system’s operating speed of 4.635 RPM and operating torque of 453.28 oz-in). A belt drive will be used because it has proven to be the most advantageous transmission in terms of design flexibility, maintenance, cost and user safety. 4 1.3 Final Report This report provides a thorough explanation of the design process from the formulation and choosing of individual designs to the final design. The functional decomposition breaks down the mechanism into its constituent components and their basic functions, which provides clear reasoning for the inclusion of each part. The design process is explained, starting with the formulation of a preliminary model in lincages as a confirmation that the link dimensions are within ratio, to a model in Solidworks as a confirmation that the project materials can satisfy the aforementioned design, to a model in Adams as a confirmation that the design will not undergo significant deflection. Test results are discussed after the design process. In the energy conversion section we discuss the down-selection process between belts and gears, gear ratio calculation, operating speed calculation, maximum torque calculation, input and output power calculation, speed, time, mounts and joints. Included in these explanations are relevant equations used to determine these vital design parameters. Afterwards we discuss the safety and motor controls, weigh the capabilities and limitations of various mechatronic sensors, determine the threshold values, changes to the Arduino code and the consider the positioning of the sensors. At the end we critique the design process, which serves to answer questions that address the project as a whole and develop the bigger, broader picture of the project. 2 Functional Decomposition The following diagram on the next page is a functional decomposition of the linkage system. The functional decomposition helped us organize and simplify the function and form of the project by determining what our design must accomplish and map out how it would do so. This process allowed us to deeply understand the design problem and its functional needs thus, allowing us to efficiently find our solution. This also helps simplify the project by outlining the primary and auxiliary functions. 5 Figure 2 Functional Decomposition Turn on/off, backward or forward movement (H-Bridge) Function Decomposition Key Hold H-Bridge (mount) Current Backpack Torque HEAT Convert electric energy to mechanical (motor) Voltage Angular Velocity Hold motor (bearing) FRICTION Transfer mechanical energy (shaft) Hold shaft (bearing) FRICTION Transform mechanical energy (gears) Hold gears (mount) FRICTION FRICTION FRICTION Transfer mechanical energy (linkages) Use mechanical energy to move backpack (linkages) Decelerate linkage movement (motor) Stop linkage movement (motor) Signal Hold backpack (mount) Connect Links (bearings) Ground input link (mount) Convert user input (rocker switch) Measure motor rotation (motor encoder) Detect obstructions (Prox Sensors) Process sensor information (Arduino) Detect end of motion (limit Sensors) 6 Hold Arduino (mount) 3 Motion Generation The final plans for our design emerged from having chosen the most preferable preliminary design in terms of the project requirements. This section breaks down the design process, includes a Pugh chart to illustrate the elimination process, discusses results from testing trials with the finished linkage and mentions several revisions to the original chosen(not sure could do either) design. 3.1 Design Process The first step in our design process was to individually create a four bar linkage model using Lincages software. We each imported a picture of the wheelchair for a reference frame and used the sketch function to create a design that would be able to move the coupler link to the right side of the wheelchair. Each linkage was designed for a transmission angle between 30 and 150 degrees. Once we found each link’s length by hand, we each created our own SolidWorks model and imported it into ADAMS . In ADAMS we created joints and simulated the forces acting on them creating a graph of the forces throughout the linkage movement. Specific details on each individual design can be found in appendix A. Next we analyzed each individual’s design using the Pugh chart below. We weighted our design criteria based the criteria’s importance for the final design. . As a group we discussed how the four designs compared, and ranked them with a 1 or -1, better or worse, for each category. After, we multiplied the criteria’s weight by the designs’ ranks and summed all categories for each design. These results contributed to the creation of our final design. 7 3.2 Design Matrix Below is a Pugh chart weighing the attributes of the project requirements and the scores we assigned to them. In the far right column is the final design, whose values were obtained from the final testing. Figure 3.2 Preliminary Design Pugh Chart Weight (1-3) Design 1 Design 2 Design 3 (Mary) Score (Greg) Score (Jimmy) Design 4 Score (Sam) Score FINAL DESIGN Volume (in^2), A 3 169.2 0 53.94 1 143.9 1 390 1 1202.906 Angle Offset, 3 ~0.0 0 0 0 0 0 5 -1 0 Horizontal Offset (in), B 3 5.85 0 5.67 0 3.14 1 5.49 0 3.625 Forward Offset (in), C 3 7.26 0 6.94 -1 1.36 -1 5.98 -1 8.5 Maximum Force (Lb) 3 -33 to 25 0 -100 to 100 -1 -169.07 to 157 -1 -13 to 13 1 2.6 Minimal (force graph from Adams) Ease of Manufacturing Simple part design, easy to reproduce 1 0 1 1 1 1 Cost Effectivness Effective use of kit, minimal purchasing required 2 0 0 0 0 0 Safety # of pinch points, minimizes user injury, angular velcocity 3 0 0 -1 1 -1 Radius of Motion maximum distance backpack is from wheel chair (minimize) 1 0 1 1 1 1 Roubustness ability to resist load while minimizing deformation, lifspan (ability to undergo maximum number of iterations) 2 0 -1 -1 -1 -1 TOTAL: 0 -3 -3 3 -3 3.3 Choosing the Final Design We based our final design on Sam’s preliminary design because it had the highest score of all the mechanisms and therefore the most desirable characteristics and least potential for failure. The dimensions of the individual links in Sam’s design were the most preferable because the mechanism had the most compact range of motion while also satisfying the project requirements. Other attributes of Sam’s design were altered at a later point in time (such as the ground plate, addition of sandwich plates, addition of transmission and mechatronics, etc.). 8 3.4 Linkage Specifications Input: 9.8336” Output: 11.3607” Coupler: 12.2479” Figure 3.4a Position 1 (Initial): Figure 3.4b Position 2 (Intermediate): Figure 3.4c Position 3 (Intermediate): Figure 3.4d Position 4 (Final): 9 Figure 3.4e Transmission Angle v. Time An ideal transmission angle is between 30 degrees and 150 degrees. Throughout the movement process of the linkage our transmission angle stays within those limits. This means our linkage has an ideal transmission angle. 3.5 Final Design Description Transmission Sandwich Figure 3.5a Isometric View of Wheelchair + Mechanism 10 This 3-D isometric view shows our linkage design including ground link, input link, coupler link, follower link, and the backpack holder. The input link is on top of the ground and is supported between the ground and the transmission triangular plate which will be used later to hold the transmission. The ground link has a large area in this model because we have not yet designed our transmission and mechatronic systems for the wheelchair design. Input Link Backpack Holder Bottom Ground Link Coupler Link Output Link Figure 3.5b Top View of Wheelchair + Mechanism at Initial State This 3-D isometric view shows our linkage design including ground link, input link, coupler link, follower link, and the backpack holder. The input link is on top of the ground and is supported between the ground and the transmission triangular plate which will be used later to hold the transmission. The ground link has a large area in this model because we have not yet designed our transmission and mechatronic systems for the wheelchair design. Figure 3.5c 11 Top View of Wheelchair + Mechanism at Final State In the ending position the Backpack is parallel to the side of the wheelchair which gives the user easy access to their backpack. The forward offset, angle offset, and horizontal offset are all within the required values in the end position. 3.6 Loading Analysis Figure 3.6a Forces on Joints Max Forces at Pin-Joints: Input-Coupler: FIC = -14 lb Follower-Coupler: FFC = 16.5 lb Follower-Ground: FFG = 17.5 lb Coupler-Holder: FCH = 12 lb In our loading analysis we calculated our total deflection by summing the deflection from each individual link. We assumed that one end of the link was fixed, starting at the ground-input link. This allowed us to use the equation for a cantilevered beam with a force at the end. We had to modify the equation for the coupler link because it has a force in the center and on the end due to the coupler supporting both the backpack holder and the follower link. (See Appendix A for detailed calculations and Free Body Diagrams) 12 Our total deflection is .04134 inches. This is a realistic number because the square aluminum stock we used is very strong and aluminum has a high Young’s Modulus. In addition, our downward force is very small in comparison to the material strength, causing only a small deflection. This deflection is totaled from three different links and will not be noticeable to the naked eye. This deflection will affect the joints because it will cause slight misalignment in them. This causes out of plane loading (off-axis loading) creating friction at each of the joints. To counteract this large friction force, caused by the deformation in each link, we made sure to use bushings in pairs. We also used the shortest links possible (that still achieve our desired forward offset) in order to reduce the moment that the force at each joint creates, thus reducing defection and reducing friction. We compared our max forces and the pin-joints, taken from our ADAMS loading analysis graph and we compare with the Bearing/Bushing rates below; we found that all our forces were smaller than our Bearing/Bushing ratings which means that we are not at risk of causing damage to any of our bearings or bushings. The force capacity for our shoulder screws is not listed. However, after talking with a GSI he told us that, “The shoulder bolt can withstand a much larger load than you would apply in this project.” Using this knowledge we can assume the shoulder bolts will not be damaged by deflection. This makes sense because the material in the screws is Alloy Steel, which has a large Young’s Modulus and the bolts have a thick radius which provides large support against outside loads. Bearing/Bushing load ratings: Steel Thrust Ball Bearing Steel Washers, for 3/8" Shaft Diameter, 13/16" OD Dynamic Load Capacity: 31 lb (From McMaster-Carr SAE 841 Solid Bronze Thrust Bearing for 3/8" Shaft Diameter, 3/4" OD, 1/16" Thick Pressure max: 2,000 lb/in2 (From McMaster-Carr) Area: 1.32536 in2 Load Capacity: 2650.71 lb (See Appendix A) SAE 841 Bronze Sleeve Bearing for 3/8" Shaft Diameter, 1/2" OD, 1" Length Pressure max: 2,000 lb/in2 (From McMaster-Carr) Area: .323611 in2 Load Capacity: 687.22 lb (See Appendix A) The Dynamic Load Capacity of the Steel Thrust Ball Bearings are given directly on the McMaster-Carr website and can be immediately compared to the forces at the pin-joints. The Load Capacity of the Bronze Thrust Bearing was calculated by using the Max Pressure from McMaster-Carr of 2,000 lb/in2 and the Area of 1.32536(See Appendix A). Applying the formula P=F x A to solve for force we obtained a Load Capacity of 2650.71 lb which was the compared to the forces at the pin-joints 13 The Load Capacity of the Bronze Sleeve Bearing was calculated by using the Max Pressure from McMaster-Carr of 2,000 lb/in2 and the Area of .323611 in2 (See Appendix A). Applying the same P = F x A formula we obtained a Load Capacity of 687.22 lb and then compared it to the forces at the pin-joints. Below you can find Coupler Link Shoulder Bolt Input Link Thrust Washer Bushing (2) Thrust Bearing Figure 3.6b Cross Section Coupler-Input, Coupler-Output Thrust Washer Shoulder Bolt Coupler Link Follower Link 14 Transmission Sandwich Figure 3.6c Cross Section Ground-Input Ground Link Thrust Washer Bushing (3) Thrust Bearing (2) Follower Link Transmission Sandwich Thrust Washer 15 Figure 3.6d Cross Section Ground-Follower 3.7 Test Results Several tests were performed on the final linkage in order to determine the force on the linkage and therefore the required transmission ratio for a given DC motor. Several weeks after these trials came the final testing results, which provided vital information about the mechanism’s motion. 3.7.1 Initial Test During the link force analysis, which was performed with an electronic force meter, we registered a maximum force of 2.6 lbs (41.6 oz), which after being multiplied by the length of the input link, Linput (9.08 in) and the safety factor, SF (1.2), yielded a maximum torque, Tmax of 453.28 oz-in. 3.7.2 Final Test In the final testing, our mechanism registered an angle offset of 0º, a horizontal offset of 3.625 inches, forward offset of 8.5 inches, travel time of 9.2 seconds, deceleration speed of 9.8º/s and total volume of 1,202.91 square inches. 3.8 Revisions to Final Design Alterations to the final design included the insertion of a dowel through the output gear and input link, lengthening of the transmission sandwich spacers, and the motor mount. We added a dowel, connecting the output gear and input link, offset from the input joint so the gear and the input link rotated together throughout the linkage motion. Our original input joint design did not leave enough room for the height of the gear. We thus had to increase the length of the transmission sandwich spacers to account this. We also had to decrease the radius of a transmission sandwich spacer to make a path for the timing belt. Lastly we decided to design our own motor mount, because we believed that the mount provided would not adequately support the motor and forces acting on it. This also gave us flexibility on choosing the location and direction of the motor. 16 4 Energy Conversion and Transmission This section discusses the advantages of a belt-driven transmission and how it satisfies the requirements of our design. The purpose of our transmission is to transfer the torque output from the motor to the input link. Additionally, the transmission transforms the torque through a gear ratio to allow the motor to operate under controlled conditions while driving the linkage. Included in this discussion are calculations relating torque and speed to determine the appropriate gear ratio for our design. 4.1 Down Selection: Belt vs. Gears We prefer a belt-driven transmission because of its added flexibility to the designer (center distance), lower cost compared to gears, shock absorption, and in the event of a disruption in the loading (such as the mechanism striking the hard stop at a high speed), the slipping of the belt ensures a safety overload mechanism, whereas a gear-driven transmission may undergo internal damage. Lastly, in the event of a design flaw that requires an unexpected modification to our linkage, the gear-driven transmission may restrict our options for such a modification, whereas a belt transmission provides the designer with flexibility. 4.2 Summary of Values Combining the DC motor specifications provided by Pololu (Tstall (187.5 oz-in), ωno-load @ 9V (60 RPM)) and the maximum torque required to move our linkage (Tmax = 453.28 oz-in) derived from the link force test, we were able to calculate a gear ratio of 5.59:1, which for the sake of safety we rounded to 6:1. Using free-run current of 225 mA and stall current of 3750 mA of the DC motor at 9V, we calculated the input power of the motor to be 13.60 W and using the previously mentioned mechanical data, we measured the output power to be 2.08 W. 4.3 Operating Speed The execution angle of our design is 176º, the first 146º (θ1) of which is operated at a speed ωop and the last 30º (θ2) at a speed of 8 º/s (ω2). Also specified in the project statement was the required runtime, trun of 9 seconds. Combining these parameters into the following equation yields an operating speed ωop of 4.635 RPM: t run = θ1 ωop + θ2 ω2 Equation 4.3 4.4 Maximum Torque During the link force analysis, which was performed with an electronic force meter, we registered a maximum force of 2.6 lbs (41.6 oz), which after being multiplied by the length of the input link, Linput (9.08 in) and the safety factor, SF (1.2), yielded a maximum torque, Tmax of 453.28 oz-in. 17 4.5 Gear Ratio Knowing Tstall, ωno-load @ 9V, ωop and Tmax allows us to use the following relationship in point-slope form ([y-y1] = m[x-x1]) to solve for the desired gear ratio, N: [N] ∗ [Tstall ] − [Tmax ] = [N]∗[Tstall] [N]−1 ∗[ωno−load @ 9V ] ∗ ([N]−1 ∗ [ωno−load @ 9V ] − [ωop ]) Equation 4.5 N was calculated to be 5.59:1, which for the sake of safety was rounded to 6:1. This gear ratio was graphed and superimposed onto the motor torque speed curve on the following page. 18 4.6 Torque Verification Figure 4.6A Below is verification that the motor satisfies the torque/speed requirements for the high, medium and low torques (1050 oz-in, 560 oz-in, 290 oz-in, respectively) given to us in the Gate 2 Review. Figure 4.6 B 19 4.7 Speed and Time Our low speed was first calculated by multiplying the desired motor velocity by the transmission ratio. We then found the estimated time of low speed travel assuming 30 degrees of low speed travel. Next we subtracted this time from our total travel time (nine seconds) to give us the time of high speed travel. We found the degrees traveled during high speed travel by subtracting thirty degrees from the total degrees traveled (176.2 deg, from report 2). Next, we divided the degrees traveled during high speed travel by the time of high speed travel to get the high link speed. Finally we multiplied this by our transmission ratio (N=6) to get the high motor speed. Given: ωlink,low = 8º/sec N=6 4.7.1 Motor Low Speed ωmotor,low = ωlink,low * N ωmotor,low = (8º/s)*(6) = 48º/s Equation 4.7.1 4.7.2 Time of Low Speed Travel Timelow = Distancelow / ωlink,low Timelow = (30º) / (8º/s) = 3.75 s Equation 4.7.2 4.7.3 Time of High Speed Travel Timehigh = Timetotal – Timelow Timehigh = 9 s - 3.75 s = 5.25 s Equation 4.7.3 4.7.4 Angular Displacement at High Speed Distancehigh = Distancetotal - Distancelow Distancehigh = 176.2º-30º = 146.2º Equation 4.7.4 4.7.5 Angular Velocity at High Speed ωhigh = Distancehigh / Timehigh ωhigh = 146.2º / 5.25 s = 27.85 º/s Equation 4.7.5 4.7.6 Angular Velocity of Motor Shaft at High Speed ωmotor,high = ωlink,high * N ωmotor,high = 27.85 º/s * 6 = 167.09º/s 20 Equation 4.7.6 4.8 Remarks After obtaining these values for Motor High and Low Speed we converted the Distance Traveled at High and Low Speed (deg) to counts in order for the code to read the encoder of the motor. These counts were thresholds for when the code switched from low to high or high to low speeds. These count thresholds corresponded to distances measured in degrees, not time. In order to calculate the time we used a stopwatch to measure the time it took to move from start to finish. It turned out that our time was too short (the linkage moved too fast) so we adjusted the speed, in small increments, until the 9 second goal was reached. 21 4.9 Input Power, Output Power Draw Figure 4.8 A Pololu DC Motor #1447: Torque-Speed and Current-Speed Curves for 6:1 Gear Ratio Figure 4.8 B Relevant Speed/Current Equations Ifree run @ 12V 300 12 = = Ifree run @ 9V Ifree run @ 9V 9 I = mω + b 0.9 = 𝐈𝐟𝐫𝐞𝐞 𝐫𝐮𝐧 @ 𝟗𝐕 = 𝟐𝟐𝟓 𝐦𝐀 0.9 − 0.225 ω+b 10 I = 0.0675ω + 0.225 I stall @ 12V 5000 12 = = Istall @ 9V Istall @ 9V 9 Operating current: 𝐈 𝐬𝐭𝐚𝐥𝐥 = 𝟑𝟕𝟓𝟎 𝐦𝐀 𝐈𝐰𝐨𝐩 = 𝐈 𝟓 𝐑𝐏𝐌 = 𝟓𝟔𝟐. 𝟓 𝐦𝐀 22 Figure 4.8 C Functional Motor Block with Power Flow Pout = Tω Pin=VI=V*(Tmax/KI)=9*(453.28/6*50) 𝑷𝒊𝒏 = 𝟏𝟑. 𝟔𝟎 𝑾 Pin Pout 𝑃𝑜𝑢𝑡 = (𝑇𝑜𝑝 ) ∗ (𝜔𝑜𝑝 ) Motor Pout = Ploss Pout = Tmax ωno−load ∗ 2 2 1128 oz − in 10 2π rad ∗ RPM ∗ ( ) 2 2 60 sec 𝐏𝐨𝐮𝐭 = 𝟐. 𝟎𝟖 𝐖 𝑃𝑙𝑜𝑠𝑠 = 𝑃𝑖𝑛 − 𝑃𝑜𝑢𝑡 𝑷𝒍𝒐𝒔𝒔 = 𝟏𝟏. 𝟓𝟐 𝑾 4.9 Input Power, Output Power The motor’s input power is 13.60 W and the output power is 2.08 W, yielding a power loss of 11.52 W. The power quantity we can control is the mechanical output power. We manipulate this output power with the 6:1 gear ratio. We are designing the links and joints so that the power provided from the motor is directly delivered to the input link by designing against friction and slip. The radial ball bearings, thrust bearings, and thrust washers reduce the power loss, thereby minimizing the power needed at the operating point. Although the consideration of power minimization may be marginal in this case, it is a crucial theme because minimal power consumption is a characteristic of intelligent design. 4.10 Mounts and Joints This section discusses various mounts and joints used in our system. Torque transfer and joint stress are considered, and included in the discussion are how they relate to both deflection analysis and gate 1 parameters (volume, horizontal/vertical/angle offset, safety, etc.). 4.10.1 Motor and Transmission Mounts Whether for a motor or transmission, a mount is an important design theme because it creates reaction forces, torques and bending moments that are not negligible when considering other aspects of the design. As a precursor to the next section on transmission loading, this section is comprised of both explanations and images of mounts and torque-transferring joints. The volume was somewhat affected by the addition of these mounts, since they are located at the top of the linkage. We estimate that these mounts contribute to 15% of the linkage’s total volume. We are unable to find any effects of the mounting assemblies on the motion generation. 23 4.10.2 Torque Transferring Joints Figure 4.10.2A Transmission (Isometric) This 3-D isometric view shows our linkage design and focuses on our transmission. The input to ground joint is supported by the transmission sandwich plate, transmission sandwich spacers, and ground plate assembly, which minimizes moments occurring at the input to ground joint. The motor is mounted by a custom made motor mount assembly. We believe that the bracket included with the motor is not strong enough to counter any deflection caused by the transmission, and we decided to mount the motor vertically so we would not need to transfer the direction of torque. Our motor mount is made up of a plate and two rectangular spacers. It is mounted to slots in the ground to allow adjustment of the mount and thus the tension put on the belt. 24 4.10.2 Torque Transferring Joints (continued) Figure 4.10.2B Transmission (Top) This top view shows our linkage design focusing on our transmission design. The ground link has a large area in this model because we have not yet designed our mechatronic system for the wheelchair design. 25 4.10.2 Torque Transferring Joints (continued) Figure 4.10.2C Transmission (Isometric #2) (for more detail on part callouts see Assembly Plan in Appendix C) This cut-away image shows the components of our input to ground joint. The input link and 3.8”OD gear are attached by a press fitted pin offset from the joint, as shown in the image above. The input link and 3.8”OD gear rotate with respect to the shoulder bolt. 26 4.10.2 Torque Transferring Joints (continued) Figure 4.10.2D Transmission (Isometric #2) This cut-away image shows the input gear to motor connection. The input gear has a snug fit to the motor’s shaft. The gear’s set screw is tightened against the flat keyway on the motor shaft to keep the input gear in place with respect to the motor shaft. 27 4.10.3 Transmission Loading When designing a mount, important considerations have to do with the reactionary physics of such a mount and the effects on the transmission and surrounding componentry (in this case, joints). Included in this section are discussions and calculations relating to such considerations. 4.10.31 Stress Analysis A shear stress of 9234 ozf/in2 was found to be acting on the hole, through which the dowel is press-fitted, connecting the input link to the input gear. Although not negligible, this shear stress is not significant enough to cause any deformation to the assembly, especially because the use of thrust bearings reduces any reactionary forces and friction. Figure 4.10.31A Side View of Assembly Under Stress Figure 4.10.31B Shear Stress Equation T=F∗r 453.28 oz − in = F ∗ (1 in) F = 453.28 ozf F τ= A τ = 453.28 ozf⁄(π ∗ (0.252 )in2 ) 𝛕 = 𝟗𝟐𝟑𝟒 𝐨𝐳𝐟/𝐢𝐧𝟐 Sandwich Plate Gear Input Link Sandwich Plate Input Gear Figure 4.10.31C Ariel View of Assembly Under Stress r Input Link τ Gear Center Dowel Hole 28 4.10.4 Deflection Analysis A net horizontal force of 1954.94 oz was found to act on the motor shaft, while a 1368.45 oz-in bending moment was found to be acting on the motor itself by the top plate of the motor mount. The reaction forces of the mounting plate were +/- 570.19 oz. A shear stress of 9234.14 ozf/in2 was found to act on the joint through which a dowel was press-fitted to accommodate the input gear and input link. Due to a normal stress of 3898.65 ozf/in2, the top plate of the mounting plate was found to deflect by 0.000267 vertically downwards. Although not negligible, these figures are not significant enough to deform the assembly or cause any internal motor or transmission damage. 4.10.41 Gear-Shaft Assembly Figure 4.10.4B Force Analysis: Relevant Equations Figure 4.10.4A Ariel View of Motor Gear – Shaft Assembly Shaft ϕ Motor Gear F1 = dFa F1 = 0.637 ∗ 185 F1 = 117.845 lbf 𝐅𝟏 = 𝟏𝟖𝟖𝟓. 𝟓𝟐 𝐨𝐳 F1 ϕ = ϕd = 2π arcsin D−d 2C 𝛟 = 𝟑𝟑. 𝟔𝟑 º Fnet = F1 cos ϕ + F2 cos ϕ 𝐅𝐧𝐞𝐭 = 𝟏𝟗𝟓𝟒. 𝟗𝟒 𝐨𝐳 Fnet ϕ Where F2 F1 − F2 = 2T⁄d F2 = 2 ∗ 453.271⁄0.637 𝐅𝟐 = 𝟒𝟔𝟐. 𝟑𝟖 𝐨𝐳 29 d = diameter f gear above motor D = diameter of gear over input link ϕ = angle between forces acting on gear and horizontal 4.10.42 Motor Shaft Figure 4.10.42B Force and Moment: Relevant Equations Figure 4.10.42A Side View of Motor / Motor Mount Assembly Shaft Fnet Fa Fnet = 1954.94 oz = Fmount Fb M = 1954.94 oz ∗ 0.7 in 𝐌 = 𝟏𝟑𝟔𝟖. 𝟒𝟓 𝐨𝐳 − 𝐢𝐧 *(Fmount is an internal force resulting from Fnet. Together they produce a couple moment, M) B M Fmount Taking moments about point A and assuming mass of the motor is negligible… A LAB MA = 0: LAB FB − M = 0 2.4FB = 1368.45 FB = 570.19 oz ∴ 𝐅𝐀 = −𝟓𝟕𝟎. 𝟏𝟗 𝐨𝐳 Motor Figure 4.10.42C Deflection Analysis: Relevant Equations ρsteel = 7.8 g oz = 4.51 3 cm3 in (. 21262 ) ∗ 0.7 = 0.0248 in3 4 oz = 0.0248 in3 ∗ 4.51 3 = 0.112 oz in Vmotor shaft = π ∗ ∴ maxle 1 2 1 0.2126 2 mr = (0.112 oz) = 0.000633 oz − in2 2 2 2 lbf oz Esteel = 29,000,000 2 = 464,000,000 2 in in (1954.94) ∗ (0.73 ) Fl3 δ= = = 𝟎. 𝟎𝟎𝟎𝟔𝟒𝟒 𝐢𝐧 3EI 3 ∗ (464,000,000) ∗ (0.000633) I= 30 4.10.43 Motor Mount (Top Plate) Figure 4.10.43A Bending Diagram of Top Plate of Motor Mount Fmount M Fmount State 1 Fmount M State 2 M Because the square piece that the motor is mounted to is screwed into two side supports, treat the piece as a beam clamped at both ends. Make a cut where the moment is applied and treat the plate as two separate beam deflections. Figure 4.10.43B Bending Analysis: Relevant Equations 𝜎𝑥,1 = 𝜎𝑥,1 = 𝜎𝑥,2 𝑀𝑦 𝐹𝑚𝑜𝑢𝑛𝑡 − 𝐼 𝐴 0.25 𝑖𝑛 1954.95 𝑜𝑧 𝑜𝑧 2 − = −3898.65 2 2 1 𝑜𝑧 (. 25 ∗ 2) 𝑖𝑛 𝑖𝑛 (2.4 𝑖𝑛)(2 𝑖𝑛)(0.25 𝑖𝑛) 15.607 3 ∗ 2 ∗ (𝑏2 + 𝑙2 ) 12 𝑖𝑛 (1368.45 𝑜𝑧 − 𝑖𝑛) 0.25 𝑖𝑛 1954.95 𝑜𝑧 𝑜𝑧 2 = + = 3898.65 2 2 1 𝑜𝑧 (. 25 ∗ 2) 𝑖𝑛 𝑖𝑛 (2.4 𝑖𝑛)(2 𝑖𝑛)(0.25 𝑖𝑛) 15.607 3 ∗ 2 ∗ (𝑏 2 + 𝑙 2 ) 12 𝑖𝑛 (−1)(1368.45 𝑜𝑧 − 𝑖𝑛) 𝜎𝑦 = 0 = 𝜎𝑧 𝜀𝑦𝑦 = − 𝑣𝜎𝑥𝑥 −.33(−3898.65) = = 0.000223 𝐸 5780366.72 𝜀𝑦𝑦 = 𝑙 − 𝛥𝑙 𝑙 𝜟𝒍 = 𝟎. 𝟎𝟎𝟎𝟐𝟔𝟕 𝒊𝒏 The plate sinks by 0.000267 in 31 5 Safety and Motor Controls The purpose of this section is to introduce the capabilities and limitations of the proximity sensors, how threshold values were chosen for the IR sensors and the encoder, changes made to Arduino code, and the mounting of the proximity sensors. This section covers the mechatronic decisions made by our team in order to successfully meet goals for mechanism movement and improve safety for the user. 5.1 Sensor Capabilities The proximity sensors have the capability to sense an obstruction in the view range. The output can then be interpreted by code to stop or start the desired motion. One of the limitations of the sensors is that the range of view is a cylinder facing out from the sensor which does not allow the proximity sensors to “see” objects that approach from the side until they break the plane of the cylinder. Another limitation is that the sensors do not take perfect readings and output ranges of numbers at certain distances. These sensors also have a maximum range and can have a “false positive” if readings are taken further out. 5.2 Threshold Values The threshold values of the proximity sensors were chosen based on a guess and check method. We did tests using a binder (large flat surface, gives consisting blocking of sensor) to find the distance where the sensors needed to be triggered. After each test we adjusted the code so the value of each sensor’s range would be closer to the desired range. The final values of the proximity sensor’s values were: 500 and 140. The threshold values of the encoder count were chosen using calculations based on a total travel distance of 176.2 degrees (from report 2) and 30 degrees of low speed travel. However, we ended up using 40 degrees for low speed travel because we wanted to give a safety period of ten degrees for the mechanism to change speeds and slow down to the lower speed. The total counts were measured by running the mechanism in the forward direction and recording the max value of the encoder count. The calculations are shown in the next section and can be found in Appendix D. 5.3 Relevant Equations The calculations required include the lower and upper count threshold. 5.3.1 Given and Measured Parameters Givens and Measured: Total Counts = 12963 counts 6 rev. gearbox 131 rev. encoder 32 counts/rev 32 5.3.2 Lower Count Threshold 40 deg of encoder rev. = 40deg(1 rev. input/360deg)(6 rev. gearbox/1 rev. input) (131 rev. encoder/1 rev. gearbox)= 87.333 revolutions of encoder LowerCountThreshold = (87.3 rev. encoder)(32 counts/1 rev.) = 2794.667 counts 5.3.3 Upper Count Threshold UpperCountThreshold = TotalCount - LowerCountThreshold UpperCountThreshold =12,963 counts - 2794.667 counts = 10,169 counts 5.4 Changes to Arduino Code We made four changes to the Arduino code. The first change we made was in the “void doEncoder”. The change was made because the program was adding a negative number, one for each count, to the encoderCount value when going in the forward direction. This gave us a large negative value when we needed to switch to low speed, however the code was written expecting a positive value. Therefore, in the “if( digitalRead(encoderPinA) == digitalRead(encoderPinB) )” we switched “encoderCount++” to “encoderCount--”. The code was counting the numbers in an opposite fashion when the mechanism was moving backwards so, in the “else” we changed the “encoderCount--” to “encoderCount++”. These changes allowed the high and low speeds to enable at the right time and the were determined based on an understanding of how the encoder counts and talking with the GSI’s. The second change we made to the code was adjusting the values for the High and Low speed. This was done using a guess and check method. We changed the high and low speed because our calculated values were not reaching the desired time of nine seconds. We used a stopwatch to record the time it took the mechanism to move in the forward direction. Our time was under nine seconds so we lowered the high speed and the low speed until we reached the desired time. The high speed was lowered more, from our calculated values, in order to decrease the amount of power needed to move the backpack. The final value for high speed was: 60 deg/sec and the low speed was: 14 deg/sec. The third change we made to the code was adjusting the proximity switch values. These are the values that determine if an object is in a pinch point of the mechanism. It is important that these values are precise because they are integral to the safety of the mechanism. Again, we utilized a guess and check method. A binder was used to trigger the sensors and then the values were adjusted in the code based upon whether the sensor needed to reach further or closer. We repeated this process until the sensors were triggered at the proper distances in order to protect outside objects from getting pinched in the moving mechanism. The fourth change we made to the code was changing the upper and lower threshold count values. These needed to be changed in order for the high and low speed to be used at the right angles in the mechanism’s motion. These values were determined using calculations similar to those provided in the mechatronics lab tutorial. 33 The final change we made to the code was to the “float Ki” integration control constant. We lowered this value to zero in order to eliminate the steady state error and it was determined to lower it based on the suggestion from a GSI. 5.5 Sensor Mounting Our Proximity Sensors are attached to the ground plate and are calibrated to sense an obstruction near a pinch point. We chose to attach them to the ground plate so the wires connecting the proximity sensors to the Arduino board would not get tangled and would not have to move with every rotation of the mechanism. This takes away a large possibility of failure from the wires breaking or failing under heavy use. We attached the proximity sensors by using the double sided tape. This held the proximity sensor in place securely because the proximity sensor is light and does not create that large of a torque on the tape. A hand or object moving from above will be caught in the pinch point when the mechanism is moving in the reverse direction; therefore, the first sensor is positioned to sense any obstructions in the position above the linkage. This sensor was calibrated at a value of 140. A hand or object moving from below can also fit into a pinch point when the mechanism is moving backwards, Therefore, the second proximity sensor is positioned to sense any obstruction in the position below the linkage. The sensors’ placement did not affect the previous volume or offset because they were placed on the ground plate and did not extend out of the previous height, length, or width. 34 6 Design Critique As with every design, ours had its features and flaws. This section will clarify these positive and negative attributes of the design process and derive meaning from the experience as a whole. 6.1 The Good The most positive aspects of the design process were the benefits of having a meticulously planned model. For example, we cut no corners in the determination of each joint assembly and the necessary bolts and bearings, which left us with no unpleasant surprises during the manufacturing process. This sort of meticulousness ultimately played to our benefit. Another benefit was the division of labor between the group. Mary and James were very experienced with the lathe, whereas Greg and Sam were experienced with the mill. Given that we had a variety of parts that required both machines, the group was able to divide the labor based on the different skills of its members. Added to this division of labor was Mary’s expertise with SolidWorks – a skill she honed during an internship. Mary’s expertise allowed the group to quickly update changes to the CAD model in the case of a design alteration. In addition to being meticulous and varied in skillsets, the group was always diligent, punctual and mindful of deadlines. The group always opted to contact Mr. Xu or Professor Umbriac to avoid confusion that would have otherwise led to mistakes. We met often and had the habit of planning our next meeting ahead of time. This ensured that we stayed on schedule and met each requirement in a timely manner. 6.2 The Bad The group is pleased to report that the occurrence of error was minimal. Despite very minor errors made during manufacturing, we encountered no situations that required us to remanufacture any vital components. These small, almost negligible errors included a misinterpretation of a dimension on a motor mount drawing and consequently led to an error in the hole locations. The error was resolved. The most significant error was our failure to predict the effects of the belt tension on our mechanism. Our transmission was designed in such a way that the belt would fit perfectly – in other words, the belt tension was extremely high and caused stripping in the threaded holes of the motor, consequently destroying the mechanism that kept the motor in place and thus rendering our transmission useless. This failure inconveniently occurred during the final testing and could have been avoided if we separated the belt from the transmission during the overnight storage. Prediction of these situations is a subtle, yet crucial theme of engineering and we became more mindful and careful with these situations. 35 6.3 Linkage vs. Computer Model Our mechanism behaved exactly like the computer models. The computer models were designed in such a way to limit the forces on the joints to the maximum possible degree. Because our linkage minimized friction at joints and its deflection analysis yielded favorable values, we are pleased to report that our linkage behaves like the computer model. 6.4 Load Considerations Conditions for load are crucial considerations in the design, even if the mechanism operates well with no load. The two major areas for load consideration are the loading of the backpack and friction. 6.4.1 Loading of Backpack The device moved slower when loaded with the backpack than under no load. The added vertical force increases friction between joints therefore increasing the torque required for motion. The added weight also increases the linkage’s moment of inertia and greatly affects its start up speed and ability to decelerate. 6.4.2 Friction We realize that friction greatly affected the required torque for motion. We compensated for this by using thrust bearings at interfaces between moving links. There were also instances where we used friction to our advantage. For instance, in addition to a set screw, we relied on a press fit to attach the gear to the motor. We also relied on a tight fit for an off axis pin to fit into the input link. 6.5 Mechatronics When implementing a mechatronic system, one must consider the many tradeoffs and effects involved in his options. The two major areas of consideration for mechatronics are the control algorithm and the choice and placement of sensors. 6.5.1 Control Algorithm One goal of the control algorithm is to maintain certain operating speeds. The torque is not constant throughout operation, and when the linkage is loaded with the backpack, these changes in torque are amplified. Therefore the control algorithm can be adjusted to expect these changes in torque and therefore vary motor speed to maintain a constant speed of the input link. Also, the control algorithm can be improved by varying sensitivity of the proximity sensors throughout motion. This would allow the proximity sensors to be mounted on moving links and more accurately patrol pinch points while not being triggered by the linkage itself. 6.5.2 Sensors The proximity sensors could have been used as limit switches. The presence of the linkage would trigger sensor to stop the mechanism. 36 6.6 What We Could Have Done Differently Although we had access to different aluminum stock, we decided on using the square tubing for our links immediately without even considering the other materials. Using the flat aluminum plate instead of the tubing would have allowed for a more compact design and would have reduced the final volume of our linkage. The supplies we were provided with such as screws for the motor were not optimized for our device. Therefore, we should have spent more time on coming up with alternative ways of mounting the motor apart from using screws. In addition to paying more attention to our supplied materials we could have also made changes within our team. Although we worked effectively together, we would have liked to spend more time on the ideation phase. For instance we could have created a physical sketch model of our final prototype prior to manufacturing to iterate further on our design. This would have improved the overall quality of our final product. 6.7 Mechanism Safety On a scale from 1-5 (1 = very unsafe, 5 = very safe), our mechanism scores a 3. The proximity sensors do a great job of protecting pinch points, however there are other safety concerns that should be addressed. For instance, the motor and belt transmission are exposed and it is possible for the users hair to get caught while sitting in the chair during operation. Also, there is no sensor that prevents the linkage from hitting a casual onlooker. A possible suggestion is a sensor that detects added stress to the motor that will turn off the motor instead of allowing it to stall upon hitting an object. 6.8 Final Remarks We would not recommend that our device go to market at this point. In addition to the above stated safety issues, we feel that aluminum may not be the most appropriate or appealing material to use. Also, we feel that there has not been enough market research, and as a first prototype, there has not been enough design iteration. Having a choice of more than one motor would have allowed more design freedom. Also, smaller square tubing would have made it easier to make a more compact design. 37