High Speed Lanyard Release Test Fixture05423

Critical Design Report

Michael AmosAaron BrechkoJoshua CarmerJustin Grigonis

Lindsay LaRocca

Kate Gleason College of EngineeringRochester Institute of Technology

76 Lomb Memorial DriveRochester, New York 14623-5604

1 Executive SummaryIn recent years, Amphenol Aerospace has been pressured by the government of the United States to toughen its testing of lanyard release, or breakaway failsafe, connectors. These connectors serve as the main electrical interface between an aircraft and its “stores”. A malfunction of the connector can result in millions of dollars in damages. Currently, Amphenol Aerospace conducts low-speed separation testing on one hundred percent of the lanyard connectors that leave their facility. These tests are done in two different orientations: straight and with the lanyard at a 15 degree angle. The United States government is in the process of expanding this procedure to include high-speed separation testing.

The task of the team is to design and plan the fabrication of a high velocity drive system that will be capable of accelerating a load to 30 feet per second, as fast as possible. The drive system also needs to produce a linear pull force of at least 200 pounds. This load is double what the connector should encounter before the connector fully disengages.

With the team’s practical and theoretical multidisciplinary engineering experience, which has been expanded over five years, and the design process provided by Senior Design, a mandatory capstone project for RIT engineering students, the High Speed Lanyard Release Design Team hopes to propel Amphenol Aerospace ahead of its competition.

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Table of Contents1 Executive Summary.............................................................................................................12 Project Mission Statement...................................................................................................53 Sponsor Profile....................................................................................................................5

3.1 Lanyard Operation / Features..............................................................................................53.2 Lanyard Testing...................................................................................................................7

4 Customer Requirements.......................................................................................................85 Design Specifications..........................................................................................................86 Concept Development.........................................................................................................9

6.1 Initial Problem Statement....................................................................................................96.2 Requirements.......................................................................................................................96.3 Rephrased Problem Statement.............................................................................................96.4 Concepts Considered...........................................................................................................9

7 Preliminary Chain Drive System.......................................................................................107.1 Operational Description.....................................................................................................10

7.1.1 Chain Alternatives.....................................................................................................117.2 Guide Block and Rail Subassembly..................................................................................117.3 Chain Integration...............................................................................................................117.4 Limitations.........................................................................................................................117.5 Sensors...............................................................................................................................117.6 Sample Calculations..........................................................................................................11

7.6.1 Problem Statement.....................................................................................................117.6.2 Find............................................................................................................................117.6.3 Analysis.....................................................................................................................12

7.7 Advantages........................................................................................................................127.8 Disadvantages....................................................................................................................137.9 Future Considerations:.......................................................................................................13

8 Proposed Design................................................................................................................138.1 Overall Concept Description.............................................................................................13

9 Overall System...................................................................................................................139.1 Basic Selection Process.....................................................................................................139.2 Motor, Chain, and Sprocket Selection...............................................................................149.3 Analysis.............................................................................................................................15

9.3.1 Acceleration of System..............................................................................................159.3.2 Deceleration of System..............................................................................................17

10 Drive Motor.......................................................................................................................1810.1 Description.........................................................................................................................1810.2 Component Function.........................................................................................................1810.3 Component Functional Requirements...............................................................................1910.4 Selection Justification........................................................................................................19

11 Clutch/Brake......................................................................................................................2111.1 Description.........................................................................................................................2111.2 Component Function.........................................................................................................2211.3 Component Functional Requirements...............................................................................2611.4 Selection Justification........................................................................................................26

12 Keypad...............................................................................................................................27

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12.1 Description.........................................................................................................................2712.2 Component Function.........................................................................................................2812.3 Component Functional Requirements...............................................................................2912.4 Selection Justification........................................................................................................29

13 Switches for Motion Control.............................................................................................3013.1 Description.........................................................................................................................30

13.1.1 Dual-Roller Actuator Track Switches.......................................................................3013.1.2 Emergency Stop Switch.............................................................................................3013.1.3 Push Button “Reverse” Rocker Switch......................................................................31

13.2 Component Function.........................................................................................................3113.2.1 Dual-Roller Actuator Track Switches.......................................................................3113.2.2 Emergency Stop Switch.............................................................................................3213.2.3 Reverse Rocker Switch..............................................................................................32

13.3 Component Functional Requirements...............................................................................3213.3.1 Dual-Roller Actuator Track Switches.......................................................................3213.3.2 Emergency Stop Switch.............................................................................................3313.3.3 Reverse Rocker Switch..............................................................................................33

13.4 Selection Justification........................................................................................................3314 Shafts.................................................................................................................................33

14.1 Analysis.............................................................................................................................3314.1.1 Shear Stress................................................................................................................3314.1.2 Torsional Natural Frequency.....................................................................................34

15 Mounting Block.................................................................................................................3515.1 Description.........................................................................................................................3515.2 Initial Design.....................................................................................................................3515.3 Analysis.............................................................................................................................35

15.3.1 Total Weight..............................................................................................................3515.3.2 Bolt Shear..................................................................................................................35

15.4 Synthesis............................................................................................................................3616 Linear Bearing...................................................................................................................36

16.1 Basic Rating Life...............................................................................................................3617 Radial Bearings..................................................................................................................37

17.1 Equivalent Radial Load Rating..........................................................................................3717.2 Bearing Life.......................................................................................................................38

18 Chain and Sprocket Enclosures.........................................................................................3818.1 Description.........................................................................................................................3818.2 Initial Design.....................................................................................................................3818.3 Analysis.............................................................................................................................39

18.3.1 Air circulation............................................................................................................3918.3.2 Service Access...........................................................................................................3918.3.3 Chain and Sprocket Guard.........................................................................................39

18.4 Synthesis............................................................................................................................3919 Chain Drive Frame............................................................................................................39

19.1 Description.........................................................................................................................3919.2 Initial Design Concepts......................................................................................................40

19.2.1 I-Beam Concept.........................................................................................................40

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19.2.2 Extruded Aluminum Frame.......................................................................................4019.3 Analysis.............................................................................................................................4019.4 Final Chain Drive Frame...................................................................................................40

19.4.1 Final Frame Design Description................................................................................4119.4.2 Frame Finite Element Analysis.................................................................................4119.4.3 Frame Modeling in ANSYS......................................................................................42

19.5 Cost Estimate.....................................................................................................................4520 Suggested Data Acquisition Equipment............................................................................45

20.1 Velocity Sensor Description..............................................................................................4520.2 Load Cell...........................................................................................................................46

21 Shock Absorption..............................................................................................................4721.1 Description.........................................................................................................................4721.2 Component Function.........................................................................................................4721.3 Component Functional Requirements...............................................................................4821.4 Selection Justification........................................................................................................48

22 Other Components.............................................................................................................4822.1 Torque Tamer....................................................................................................................4822.2 Idler Sprockets/Tensioner Frame.......................................................................................4822.3 Chain Links........................................................................................................................4822.4 Rulon Film Tape................................................................................................................4922.5 Polyethylene Brackets.......................................................................................................49

23 Ergonomic Analysis...........................................................................................................4923.1 Description.........................................................................................................................49

23.1.1 Height of Test Table..................................................................................................4923.1.2 Width of Test Table...................................................................................................5023.1.3 Other Considerations.................................................................................................51

24 Drive System Assembly Instructions.................................................................................5124.1 Main 6061-T6 Aluminum Frame.......................................................................................5124.2 Front Shaft Assembly........................................................................................................5224.3 Polyethylene Brackets and Chain Supports.......................................................................5524.4 Motor/Clutch Placement....................................................................................................5824.5 Idler Pulley Placement.......................................................................................................5924.6 Shock Mount Placement....................................................................................................5924.7 Enclosure Assembly..........................................................................................................60

25 References..........................................................................................................................6326 Appendix............................................................................................................................64

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2 Project Mission StatementThe mission of this capstone senior design project is to provide Amphenol Aerospace with a proof of concept design that is capable of meeting tough government specifications. The actuation mechanism shall un-mate a connector plug and receptacle assembly at 30 feet per second. Amphenol also desires thorough documentation of the actuation mechanism, including components, drawings, and analysis.

3 Sponsor ProfileAmphenol Aerospace (AAO) is the undisputed leader in interconnect systems for aerospace / industrial, harsh environment applications. These applications require a high degree of engineering sophistication and precision manufacturing capability.

AAO, a division of Amphenol Corporation, is the leading manufacturer of cylindrical connectors in the world. AAO’s product line consists of rectangular, fiber optic, EMI/EMP filter, and a variety of special application connectors.

The Sidney, NY facility, located at the foothills of the Catskill Mountains, is over 675,000 square feet. This complex houses over 1,400 employees, incorporating state-of-the-art manufacturing technologies. The facility is both ISO9001 certified and qualified to MIL-STD-790 requirements.

AAO’s manufacturing capabilities include state-of-the-art CNC machining, die-casting, molding, impact and extruding, plating, screw machining and process controls. AAO also has a fully equipped material evaluation lab and an engineering support organization utilizing the latest in computer aided design software and analysis tools.

3.1 Lanyard Operation / Features Amphenol Tri-Start Breakaway Fail Safe Connectors provide unequalled performance in environments requiring instant disengagement. These connectors, see , are designed to provide quick disconnect of a connector plug and receptacle with an axial pull on the lanyard, the “Breakaway” Fail Safe connector product line offers a wide range of electrical and mechanical features:

Instant decoupling and damage free separation Completely intermateable with standard receptacles (D38999/20 and /24) Inventory support commonality through the use of standard insert arrangements and

contacts

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Figure 1 Lanyard Assembly

Breakaway un-mating is initiated by applying an axial pull force to the lanyard which causes the operating sleeve on the plug to move away from the receptacle. Coupling segments within the plug then move away from the mating receptacle, thus releasing the receptacle. After completion of the un-mating sequence, spring compression returns the sleeve and segments to their original positions. Un-mating of the plug may also be accomplished by normal rotation of the coupling ring without affecting the breakaway capability.

The Tri-Start Breakaway Fail Safe connector features which provide EMI/EMP shielding in excess of MIL-DTL-38999 Series III requirements:

Solid metal-to-metal coupling EMI grounding fingers Conductive finishes

Amphenol Breakaway Fail Safe connectors are qualified to MIL-DTL-38999/29, /30 and /31 (for MIL-STD-1760 Stores Management applications). In fact, Amphenol offers more qualified Breakaway shell size and insert combinations than any other QPL supplier.

In addition to standard Breakaway connectors, Amphenol also manufactures custom Breakaway connectors including those with:

Highly durable non-metallic operating sleeves in a variety of lengths and diameters Increased pull-force capability Low-profile designs Custom lanyard lengths and backshells Low force separation capabilities Low insertion/separation force contacts Non-cadmium finishes

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Figure 2 Lanyard Installation

Military specifications closely regulate the operating parameters of these connectors. This design project will focus on the MIL-DTL-38999K series III lanyard release connectors. The design team will focus on section 3.3.11 of the 38999 specification. This section states that the connector must successfully disengage at high velocity; that velocity shall be 30 feet per second (9.15 m/s), 10%, at the point of lanyard engagement. The maximum disengagement force shall be less than 100 pounds-force. The lanyard cable is a braided metallic cable, with a breaking load of 750 pounds. In the aircraft, the lanyard connector is separated by utilizing explosive charges to eject the store. These explosive charges power two piston/cylinder assemblies which rapidly propel the store away from the aircraft.

3.2 Lanyard TestingEach lanyard release connector plug is tested prior to leaving the manufacturing facility. The lanyard is tested a total of five times before it is shipped. The connector is initially tested in the assembly area to ensure proper operation (three straight pulls). However, no forces are recorded during this stage. The finished parts are then sent to the Test Laboratory and tested. The Test Lab then tests the connector using an MTS Tensile tester; each connector is pulled a rate of 12 inches per minute. The pull force is applied along the centerline of the connector and then 15 degrees from the centerline. The maximum force that the load cell captures can not exceed 100 pounds; otherwise the connector is recorded as a failure.

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Figure 3 Current Drop Test

The government is in the process of appending the current specification. This will add high speed separation testing to the current military specification. The new specification requires that the Breakaway Fail Safe connectors be tested at a pull rate of 30 feet per second. During the test the separation force and separation velocity profiles need to be captured. Amphenol’s current test method is a first generation concept that involves dropping a 20 pound weight from a height of 22 feet. Amphenol conducted basic conservation of momentum and kinematic analyses to determine the height and weight. Refer to Figure 3.

4 Customer Requirements Amphenol Corporation would like to develop a test method that is more acceptable and can increase the productivity of the Test Laboratory. The design team’s main focus will be on the actuation mechanism. The actuation mechanism velocity shall be variable from 0-30 ft/s, semi-automated, short cycle time (<1min), accurate (10%) and capable of withstanding the applied loads. The desired mode of operation is for the user to manually install the connector onto the actuation device; the actuation method can then be fired remotely. All other components not directly related to the actuation mechanism are secondary objectives or project winners. Project winners would include lanyard engagement, actuation mechanism enclosure, etc. In addition to the aforementioned qualifiers, Amphenol would like the actuation mechanism to be appealing to prospective customers. Amphenol is also pushing for a universally recognized or industry standard for testing these connectors at high velocities.

5 Design SpecificationsThe most critical design specification is meeting the required velocity of 30 feet per second. The velocity shall be recorded for each test along with the disengagement force. The actuation mechanism shall be capable of applying a force of at least 200 pounds. This is proportional to the full load torque for motors or operating supply pressure for fluid systems. The actuation

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system also shall be able to withstand a static load of 1000 pounds. A complete listing of customer requirements / specifications is presented in the Appendix.

6 Concept Development

6.1 Initial Problem Statement The main problem is determining what type of drive system will be used to attain the high velocity (30 ft/sec) and high force that are required to successfully complete the test (meet the MIL-SPEC). The connector assembly must be un-mated at 30 feet per second for the test to be successful.

6.2 Requirements1. Durable2. Accurate velocity (± 10%)3. Repeatable velocity (consistent)4. Fast cycle time5. Closed loop system6. Adjustable7. Table top (≈ 30 ft3)8. Versatile (able to test various size connectors)9. Capable of exerting high forces @ high velocities

6.3 Rephrased Problem Statement The design project team must determine what type of drive system will be the most versatile, durable and easily controlled. It also must be relatively small and capable of overcoming high forces without compromising system velocity.

6.4 Concepts ConsideredThe following concepts were developed and considered, beginning in December of 2004. All of the below concepts were considered unfeasible, except the chain drive system. The chain drive system is outlined in the following section. Refer to 05423 - Technical Data Report for details on the concepts below.

1. Linear DC motor2. DC Motor – Rack and Pinion system3. Hydraulic Actuator4. DC Motor B – Cable Driven Sled5. AC Motor C – Chain Drive System6. Pneumatic Actuator

Concepts 1 and 2 were ruled out immediately because they both failed to meet our velocity requirements. Upon completion of our PDR, Amphenol discarded of concepts 3, 4 and 6 and selected the chain drive concept to be developed further. Concepts 3, 4 and 6 were discarded due to problems with accuracy, team skills and cost.

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7 Preliminary Chain Drive System

Figure 4 Preliminary Chain Drive Concept

7.1 Operational DescriptionThe chain drive system is an extension of the initial cable driven concept. In this case a DC motor is used to drive a single “sled” with two chains. The lanyard connector can be attached to the guide block, which is guided by a rail. By mounting the system vertically, gravity is provides additional acceleration. The plate can then be bolted to the chain using replacement bolt hole links. The DC motor is located at the bottom of the system; it will drive one or two chains to rapidly accelerate the plate to 30ft/s.

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7.1.1 Chain AlternativesThe two chains that seem to best fit the application include roller chains and HV chains. Both of these are capable of high speeds, however, when faced with these speeds the contact surfaces of the chains are subjected to high impact loads. This ultimately results in a high fatigue stress on the components, which will require further analysis if this project is chosen for a final design. The HV chain is better suited for higher speeds and larger horsepower motors.

7.2 Guide Block and Rail SubassemblyThe following guide block and rail subassembly from McMaster-Carr have been chosen: Precision Open V-Groove Track Roller Guide Blocks and Rails. These are extra wide, so that the sleds can be mounted appropriately. The overall dimensions of the guide block are 80 x 90mm (3.15” x 3.54”). The chain will be connected to both sides of the guide block.

7.3 Chain IntegrationThe two drive chains can be connected to the guide block in various configurations. We can use replacement bolt hole chain links, which will allow us to bolt the chain directly to the guide block.

7.4 LimitationsThe guide block and rail subassembly can operate at 30ft/s. The maximum temperature of the blocks and rails are 176 F. Generally, chains are for low RPM operating conditions.

7.5 SensorsPosition sensors can be easily implemented at various locations along the rail, and will be determined at a later date.

7.6 Sample Calculations

7.6.1 Problem StatementA known mass is to be accelerated from rest to 30 ft/s in a 2ft distance. The mass then travels at a constant velocity for 2 additional ft before being decelerated to rest within a 2 ft distance.

7.6.2 Find1. Rail system, Vendor, Part #, Qty, Approximate Dimensions, cost?

2. If mass is connected to two drive chains, determine chain size, length, number of links. Include all main dimensions, working load, break load, vendor, part #, Qty, cost.

3. The DC motor has been chosen and will operate at 1750RPM. Assuming the motor will supply enough torque to meet custom demands, determine the sprocket size that will result in a linear velocity of 30 ft/s. Include all sprocket dimensions, vendor, P/N, Qty, and cost.

4. For the diagram shown, determine bearing size. Assume the force F to be twice the working load of the two chains. (480lbf/chain)

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7.6.3 Analysis

7.6.3.1 Drive ChainMachine is to supply 200 lbf of separation power. Use a factor of safety of 4 to determine chain size.

lblbfloadworking 800)200)(4(

Length = 157in.

Sprocket Selection

Pg 930 of McMaster-Carr, closest sprocket:

7.6.3.2 Bearings

7.7 Advantages The concept will be far less than $50,000.

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The chains will provide added strength. The system does not need a clean environment to operate. No slippage (as opposed to belt drives). Can operate in extreme temperatures.

7.8 Disadvantages Control system will need to be developed. Chains will need to be lubricated, maintained. Chordal action

7.9 Future Considerations: Will an overload clutch be necessary? Size the sprockets and chain appropriately. Determine the correct DC motor for our operating conditions. Develop safety measures to ensure operator safety Develop a control scheme. Stress analysis of shafts, sprockets and chains

8 Proposed DesignThe following sections convey the final design details of the chain drive system, beginning with the overall system and then addressing each subsystem individually. The selected components are listed in the Bill of Materials, Table 7, which is in the Appendix section. The cost of each component is listed as well. The total projected cost of the drive system is approximately $9000.

The selection process and the analysis of all suggested components are discussed in the following sections.

8.1 Overall Concept DescriptionThe carriage containing the mounting block and lanyard assembly will be mounted to two chains by special links. It will be supported by a track in the center, which is essentially a linear bearing. The AC motor will be accelerated first, and when the motor speed reaches 1400 RPM, an electrically controlled clutch will engage a drive system that provides the proper test velocity and pull force. The two chains have four sprockets associated with them, two at each end of the system. Those sprockets are approximately twice as large as the sprocket connected to the motor shaft, allowing the speed of the upper chains to be half the speed of the motor. The braking, controls, and analysis of major components of the system will be discussed in the following section.

9 Overall System

9.1 Basic Selection Process

It must be noted that there is a maximum load of 200 lbf that will be applied suddenly over a very short period of time. The motor will have an approximate load of 10 lbf or less when the impulsive load is not applied. Therefore, an AC motor, rather than a DC motor, will be chosen

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to drive the system because of its favorable performance curve. AC motors have high starting torques to overcome the inertia of the system. The breakdown torque is a characteristic of the motor that relates to the impulsive load.

Initially, a 7.5 HP AC motor, NEMA B design was chosen from Reliance Electric Company. The motor operates at a full load speed of 1760 RPM, a full load torque of 22.4 ft-lbf, and a breakdown torque of 69.9 ft-lbf, as depicted by the performance curve in section 10.

Next, the large sprockets were selected for the drive system. The large sprockets are driven by the smaller sprocket, which is connected directly to the motor. The speed of the driven sprockets at full load will be 700 RPM, based on an arbitrarily chosen reduction ratio of 2. To reach the known test linear velocity of 30 ft/s, the diameter of the large sprocket must be 7.813 inches or greater.

A 48 teeth sprocket of 9.911 inch diameter was chosen from the U.S. Tsubaki Inc. The small sprocket must have 24 teeth, to maintain the reduction ratio. Therefore, the diameter of the smaller sprocket is 5.312 inches.

Once the drive system components were selected, the main components were analyzed to be certain that they would perform satisfactorily.

9.2 Motor, Chain, and Sprocket SelectionThe service factor for a roller chain drive is 1.5, according to Dodge PT Components Engineering Catalog (DPCEC), page PT12-28. This was calculated based on Class C: heavy starting loads, with peak loads and overloads occurring frequently, and with electric or turbine input power.

To determine the design horsepower of the system, multiply the service factor by the calculated horsepower.

The selected large sprockets have a 9.911” diameter. The maximum impulsive force applied will be near 200 lbs. Therefore, the torque on the large sprockets will be 991.1 in-lb.

This torque on the small sprocket translates to roughly half the torque of the large sprockets, because the reduction ratio is equal to two. Therefore, the output torque of the motor at the applied 200 lbs load should be 512.3 in-lbs, or 42.69 ft-lbs.

Using the above equation, the design HP for this system is 21.5HP

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However, since the 200 lb load is applied only instantaneously, the 7.5 HP AC motor should suffice because the breakdown torque exceeds the torque necessary at the motor shaft. More details are provided in the “Drive Motor” section.

Based on the required torque, horsepower, sprocket diameter and number of teeth required a number 50 chain, with a 5/8” pitch, shall be used. This was the only chain size that met the aforementioned criteria.

Since v=r, and the required velocity is 360 in/s, the required speed of the chains on the large sprockets is 72.64 rad/s, or 693.66 RPM, with the selected sprocket of 9.911” diameter. Therefore, the speed of the small sprocket will be approximately 1338.76 RPM. The sprocket with 24 teeth traveling at 1400 RPM can handle 20.9 HP, which surpasses the alleged 7.5 HP. However, since the breakdown torque of the selected 7.5 HP motor is 69.9 ft-lbs, it will be able to handle the instantaneous load.

The length of the upper driven chains can be calculated using the following equation:

,

where c, the distance between centers of the sprockets, 173.75 inches, and D=d=9.911 inches.

Therefore, the determined length of one chain connected to the large sprockets is 378.62”. Based on a pitch diameter of 5/8”, 606 links will be needed for each strand. An even number of links is always recommended. Refer to calculation below.

The length of the driving chain can be determined using the same equation, where D=9.911 inches, d= 5.123 inches, and c is the desired distance between centers of the two sprockets. The approximate distance between the centers of the large and small sprocket is 27 inches. Therefore, using the above equation, the approximate length of the lower chain is 77.6 inches, or 126 links.

9.3 Analysis

9.3.1 Acceleration of SystemThe mounting block and carriage will accelerate to 30 ft/s in less than 3 feet. See below for calculations.

The following basic equation was used to determine the angular acceleration of the system.

The equivalent inertia of the system was determined using the following equations.

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The back assembly includes two large sprockets and one rotating shaft. Refer to Table 1 for actual inertia values. Table 1 Back Assembly Inertia Values

Component mg r QuantityUnit

InertiaTotal Inertia

lb in lb-in-s2 lb-in-s2

Sprocket 7.20 4.96 2 0.22903 0.45806Shaft 10.46 0.63 1 0.00529 0.00529

Total 0.46335

The front assembly includes three large sprockets and one rotating shaft. Refer to Table 2 for actual inertia values. Table 2 Front Assembly Inertia Values

Component mg r QuantityUnit

InertiaTotal Inertia

lb in lb-in-s2 lb-in-s2

Sprocket 7.20 4.96 3 0.22903 0.68709Shaft 10.46 0.63 1 0.00529 0.00529

Total 0.69238

The inertia of the motor can be estimated to be the inertia of one shaft. Therefore, the inertia of the motor is 0.00529 lb-in-s2. However, the inertia of the small sprocket must be added to that inertia. Refer to Table 3 for actual values used. Table 3 Motor Inertia Value

Component mg r QuantityUnit

InertiaTotal Inertia

lb in lb-in-s2 lb-in-s2Sprocket 3.60 2.56 1 0.03060 0.03060

Shaft/Motor 10.46 0.63 1 0.00529 0.00529

Total 0.03589

Using the above equation, the equivalent inertia can be shown to be 0.32482 lb-in-s2.

Since the pull-up torque of the motor is 22 ft-lb, or 264 lb-in, the angular acceleration of the system will be 812.75 rad/s2. By converting that angular acceleration to linear acceleration, via

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the relationship a=r, and accounting for the reduction ratio of 2, the system will have a linear acceleration of 2015.62 in/s2.

Assuming constant acceleration, the mounting block will accelerate from 0 to 30 ft/s in 0.1786 seconds, based on an acceleration of 2015.62 in/s2. The time was calculated using the equation below.

The distance traveled during the acceleration is 21.15 inches, or 2.68 ft, using the equation below,

where the initial velocity is zero, and the final velocity is 30 ft/s.

To account for assumptions and other factors, it can be safely approximated that the total acceleration will take place in 3 feet.

9.3.2 Deceleration of SystemThe system was determined to decelerate from 30 ft/s to 0 in 0.069 seconds, over a distance of 1.035 feet. This is caused by the engagement of the clutch/brake. See below for calculations.

The governing equation used to determine the deceleration of the mounting block is shown below.

The inertias were calculated similar to the method used to calculate the acceleration of the system; however, the equivalent inertia will not include the motor, because it will be disengaged during the braking period. Also, the braking torque of the clutch was considered, instead of the pull-up torque of the motor.

By removing the motor inertia from the acceleration calculations shown above, the equivalent inertia that the brake must stop is 0.31953 lb-in-s2.

The braking torque of the clutch was listed as 56 ft-lb, or 672 in-lb. Therefore, using the governing equation listed above, the angular deceleration of the system is 2103.09 rad/s2.

The linear deceleration is 5215.66 in/s2, which was determined by the following equation,

where the radius is 4.96 inches. The reduction ratio was also accounted for.

The distance traveled over this deceleration period is 12.42 inches, or 1.035 feet. This was determined using the following equation,

where the initial velocity is 30 ft/s, and the final velocity is zero.

Based on the below equation, the time of the deceleration is 0.069 seconds.

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10 Drive MotorPlease refer to Table 7 for information on this component.

10.1DescriptionThe Baldor 7.5 HP, 3 Phase 230 V AC Induction SmartMotor is the drive motor for the test apparatus. Refer to Figure 5. One cycle of operation for the motor will operate as follows. First, the motor will spin only the motor shaft up to the operating speed of 1400 RPM. Once this speed is achieved, the control subsystem will signal the clutch to engage, beginning the sprocket and chain motion. Based on the reduction ratio of 2, reflected inertia, and load torque calculations, the load bearing sled will accelerate to 30 ft/s in approximately 3 ft. Then the sled will be held at this testing speed for a time and distance sufficient to conduct the lanyard pull test. The controller will serve to hold the motor at speed throughout the clutch engagement and through the 30 ft/s steady velocity segment when the lanyard is pulled.

Shortly after the connector releases, a second signal will tell the clutch to disengage removing the driving power to the chains. The same signal will activate the brake, which brings the chains, shafts, and sled assembly to a stop in approximately 0.33 ft. Follow this setup for another test and start the cycle again.

Figure 5 SmartMotor with Keypad

10.2Component FunctionThe Baldor 7.5 HP SmartMotor integrates the control electronics and cooling fan within a NEMA Type 1 enclosure, standard motor frame unit. The motor’s standard NEMA C-Face design enables direct mount clutch attachment.

The required motion profile is programmed into the controller before first use and then repeated for each cycle; Baldor offers pre-programming options. The controller can be reprogrammed should the need arise to change the test parameters. The Baldor Keypad provides a user friendly interface to ease the programming process. The actual control electronics are encased with the motor, the keypad is used as a user interface for programming and starting the test cycle. This keypad can be mounted as far as 100ft from the motor.

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The Baldor 7.5HP motor provides an approximate constant acceleration torque of 22.5 ft lbs from 0 to 1760 RPM. Based on the inertia of the drive components and resisting torque due to friction and tooling, the 7.5HP motor is capable of accelerating our sled to 30 feet per second in approximately 3 feet. The motor will run at approximately 1400 RPM to provide a linear velocity of the upper chains of 30 ft/s. Refer to section 9.3 on page 15 for the overall acceleration and deceleration distances.

Once at speed, the controller will keep the motor at speed through the test. Once the test is finished, a switch will signal the clutch and brake to bring the chain and sled system to a stop. The motor shaft slows to a stop at the end of the programmed motion profile.

At this point, the system operator releases the brake and activates the reverse function of the motor to return the starting position. They also perform set-up of the lanyard and connector for the next cycle. A switch at the home position signals the brake again for accurate positioning.

The control scheme implemented holds the torque constant while varying the output horsepower of the motor to overcome disturbances and load changes. This results in consistent acceleration and steady state speed over the course of numerous test cycles. This allows a high degree of reliability and repeatability of collected test data.

The motor includes an amperage overload safety trip switch. In the event of a failure condition that creates too large a current to be applied, the motor shuts down. This current overload acts as a second torque limiter. Data for this motor is included on the next several pages.

10.3Component Functional RequirementsA 230 Volt AC source is required to operate the motor. Connecting line power readies the motor for running. The control is already connected. The keypad is connected to the motor control board via Baldor supplied custom cables. The keypad provides remote programmability and command features. The only servicing requirement for the motor is based on the life of the bearings. Bearing replacement is recommended every five years.

10.4Selection JustificationThis motor was chosen through a process of matching the application requirements to motor performance. The actuation mechanism requires both high starting torque for initial acceleration within a reasonable distance, and high breakdown torque to maintain the high speed required during a suddenly applied load. The performance curves for this AC induction motor meet the requirements, as well as having many beneficial secondary features, while remaining well under budget. A list of the positive factors that lead to this motor being chosen follows.

The Baldor Smart motor has a breakdown 69.9 foot-pounds, a full load torque of 22.5 foot-pounds and a pull-up torque of 29 foot pounds, which is fully presented in the Appendix. Originally a DC motor was considered, however, because of the linear relationship between torque and current and voltage and speed, the DC motor was ruled out. Therefore, an AC motor was selected based on standard NEMA B performance curves which have a low full load torque but are capable of spiking to a much higher breakdown torque for very short periods of time.

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This spike can be represented by the maximum impulsive load that the motor will feel when the lanyard cable is engaged. This more ideal performance curve allowed us to choose a more economical and energy efficient motor. The Baldor motor is priced at $2507. This includes the motor with integrated control and built in cooling Fan.

One of the nicest features of the Baldor SmartMotor is its integrated controls. Multiple savings and enhanced performance are achieved with this feature. After it was found the motor can meet the torque requirements, this built-in control makes the SmartMotor the number one choice. The time required to complete the design process for an electric motor was reduced drastically. The whole process of designing and tuning a control to the motor was eliminated. Additionally, the ease of set-up was greatly increased, while realizing both man-hour and monetary savings. There is neither cost nor installation for cables between the motor and controller. This motor and control were designed, manufactured, and tested together. Torque, horsepower and speed data from actual tests with this motor/control combination is available. The typical concern that a motor will not perform as well as expected once put together with a new control is eliminated. No tuning or long programming iterations are necessary, further simplifying set-up and reducing the time it will take to get up and running.

Another very important feature is the remote keypad, which will allow the user to be a maximum of one hundred feet from the drive system during each test cycle. This LED display, easy to use keypad provides flexibility in operation; can reprogram motion profiles quickly. The clear display feature reduces chances for user error.

One of the most important issues when using electric motors is cooling. The Baldor SmartMotor comes standard with a totally enclosed cooling fan. This helps to prevent heat build-up in the motor/controller casing. The supplied cooling fan has a patent pending and is more than capable of keeping our motor cool. Additional measures have been taken in the enclosure design in order to increase air circulation. This is discussed further in section 18 of this report.

One major problem with controlling electric motor is reflected wave voltage, which occurs when the controls are placed far from the motor they are controlling. Baldor reduces these negative effects by placing the controls inches away from the motor. This effectively eliminates any chance of reflected or standing wave voltage

The SmartMotor also has a high degree of accuracy. At operating speeds this motor is accurate to ±20 RPM. When this is related to linear speed the percentage becomes ±2.9%, which is well within the MIL-DTL-38999/31D requirement of ±10%.

Other motors, including the DC motor considered previously proved both more expensive, by $700, and less suited to the performance requirements, i.e. linear relationships. One alternative design considered that did meet the torque requirements used vector motors and controllers with built in encoders. That design was rejected due to the variability of total revolutions introduced by the clutch system that keeps the total length of the system from growing very large. Vector components also increased the price by $3000.

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11 Clutch/BrakeA Warner Electric NEMA C-Face Electric Enclosed UniModule (EUM) Electrically Released Clutch and Braking System, is mounted directly to the motor output. Model 215 was chosen to fit NEMA C-face of the motor, as presented in Figure 6 and Figure 7.

11.1DescriptionThe Warner Unimodule will serve two main purposes. The first purpose is to shorten the distance required to accelerate the test carriage to 30 ft/s. It accomplishes this by keeping the clutch disengaged until the motor shaft reaches full operational rotational velocity. Then an “at speed” signal from the motor engages the clutch causing the chain and carriage assembly to begin moving. Clutch engagement accelerates the system more quickly than starting the motor from standstill with full load applied by eliminating the inertia of the motor shaft.

The second purpose of the clutch/brake component is to bring the chain and sled assembly to a stop after the test segment of the motion. The motor’s internal dynamic braking is insufficient; using dynamic braking alone would take over 50ft to bring the carriage to a stop. A dual roller actuator track switch mounted at a position following the test segment will signal the clutch to disengage and activate the brake.

Figure 6 Electrically Released Clutch / Brake

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Figure 7 EUM Cut-Away

11.2Component FunctionThe EUM-215 operation mode is switched from clutch to brake function by a 230V AC input via the Warner On – Off CBC-150-2 Controller. Only one is active at a time; either the clutch or the brake is powered up at any given time, as presented in Figure 8 and Figure 9.

Figure 8 Clutch/Brake Control Unit

Figure 9 Clutch/Brake Control Unit Schematic

There are four inputs at the different stages of the move that will tell the clutch and brake when each will function. Additionally, there is a safety emergency stop switch. The digital output from the SmartMotor recognizes when the motor shaft is “at speed” at 1400 RPM, this signal releases the brake and engages the clutch. A switch at the “past test position” will disengage the clutch and activate the brake, bringing the system to rest. Then a user input rocker switch will

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tell the brake to release, and engage the clutch to begin the reversing motion. The reverse motion will stop at the home position by a dual roller actuator track switch, activating the brake and disengaging the clutch.

These four feeds from the system will be sorted out through logic shown in Figure 10. This logic is implemented on two standard 4 input NAND chips, three inverters and one JK flip-flop. Any standard logic chips at 5 V levels are acceptable; recommended components are one Phillips Semiconductors 74ABT04 Hex Inverter, two 74ABT20 NANDs, and one 74F112 JK flip-flop. Note that only the Set and Clear asynchronous inputs are used for the flip-flop. This set up solved the problem of the “at speed” signal intermittent level during clutch engagement at a much better value then adding an expensive relay. Once the motor shaft is at speed, the signal will go high. The flip flop will save this high signal until the “past test position” signal clears it. The output of the logic shown in Figure 10 and its inverse will be used as gate voltages driving high power transistors that act as switches to turn on and off the 230 V AC shown in Figure 9.

1

23

to Brake Control

Past Test Position

At Home Postion

11 22

1 31 2

Past Test Position

At Speed

Reverse Button Pressed7 4 1 0 9

1

3

4

26

5

7

CLRK

C L K

JQ

PR

E

Q

11 22

1 3

to Clutch Control

1 2

1 21 2

Figure 10 Clutch/Brake Control Logic

The switch and the fuse in Figure 9 are not included in the CBC-150-2. To control the clutch, refer to Figure 11. Let VBB2=GND and operate VBB1 as output of the logic in Figure 10. Set R2=10kΩ and R1=1kΩ. This will be sufficient to operate the high voltage switching transistor. Refer to Figure 12. Apply the pre-fused 230 VAC power supply to the collector. Implement using two of the Sanken 2SC5239 power transistors. The RL indicated is the Channel-1 input to the CBC-150-2 for the clutch control. Repeat for the inverted logic output with RL as Channel-2 input for brake control. Fuse the input to the transistors with a Littelfuse, 4 Amp 250V, Glass 5x20mm Fast-Acting fuse, Part Number 217 004, on every AC power source input line.

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Figure 11 Switching Transistor Biasing Scheme

Figure 12 High Voltage Switching Transistor

In addition to the control logic and power transistors, a McMaster-Carr 7480T12 two input, two output, twist to reset emergency stop button is included in the design. Input the 230 VAC power source to the inputs. Its outputs function as one normally closed and one normally open. Connect the normally closed output to the collector of the Sanken power switching transistor that feeds power to the clutch. Connect the emergency stop button’s normally open output directly to the brake.

Refer to Figure 13 for a complete block diagram of the clutch/brake and switching system.

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Figure 13 System Connection Block Diagram

During operation, the CBC-150-2 will light a green LED to indicate power to the clutch, or a red LED to indicate power to the brake. The resulting carriage motion profile is shown in Figure 14.

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Fused

Inverted Output

Fused Fused

Fused

Normally Open

Brake

Clutch

Normally Closed

“At Speed” Signal

“Past Test Position” Switch

“Reverse” Switch

Clutch/BrakeControl Logic

CBC-150-2 Clutch / Brake Controller

EUM-215 Clutch / Brake

Baldor Keypad

“Home Position” Switch

Baldor SmartMotor Emergency Stop

Button

2SC5239 Switching Transistor

230 VAC 230 VAC

2SC5239 Switching Transistor

230 VAC

230 VAC

0 5 10 150

5

10

15

20

25

30

35

40Sled Speed vs. Displacement (Concept)

Vel

ocity

(ft/s

ec)

Displacement (ft)

Clu

tch

Enga

ged,

Bra

ke O

ff

Lanyard Pull Test SegmentC

lutch Disengaged, B

rake Activated

Figure 14 Conceptual Carriage Velocity vs. Displacement.

11.3Component Functional RequirementsThe Electrical Release Clutch/Brake control switching system requires two lines of a 230 VAC power source. Typical logic IC will require a 5 VDC source.

Accessories required include the CBC-150-2 Control Unit, part number 6004-448-002, C-Face Motor Mount Kit, part number 5371-101-012, two Sanken 2SC5239 High Voltage Switching Transistors, and two Phillips 74ABT20 NAND, one 74ABT04 Hex Inverter, one 74F112 JK Flip-Flop, and four Littelfuse fuses. Wiring to connect switches and control is also required.

11.4Selection JustificationThe Warner Electric EUM- 215 was chosen to fit this system using heat dissipation, and torque sizing considerations. Each clutch/brake is built with specific shaft speed, horsepower and braking torque parameters based on anticipated heat build up for the number of cycles per minute. The Warner 215 series dissipates enough heat to prevent overheating for 7.5 HP at 1400 RPM and the expected number of cycles per minute.

The brake provides 56 lb-ft of braking torque, allowing the sled to come to a stop six feet past the activation point as compared to over 50 feet using motor dynamic braking. The NEMA C-

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Face design allowed easy incorporation of the clutch into the design. The selected clutch/brake costs $1370.

Figure 15 Warner Electric Clutch / Electric Release Brake

The logic components were chosen with the input and design requirements for the high voltage switching transistor required to activate the 230 VAC source for the clutch and brake functions. The high power transistor itself was selected based on its VCE open ability to block the 230 VAC yet remain easily controllable with a VBE(sat) of only 1.2 V to turn on and operate at 1-3 A, matching the clutch/brake input requirements.

12 Keypad

12.1DescriptionThe Baldor Keypad is a convenient and simple to use component that allows for simplified motor programming and provides a visual output to monitor several operating parameters. Refer to Figure 16. Please refer to Table 7 for more information on this component. The keypad part number includes the necessary 20-ft cable.

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Figure 16 Baldor Keypad

12.2Component FunctionThe Keypad provides: digital speed control; forward run, reverse run, and stop command; JOG speed; local/remote key; remote mount to 100 Feet; NEMA 4X enclosure; and 32 character alpha numeric backlit LCD display.

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The Keypad is connected to the SmartMotor via the custom 20 ft cable, catalog number CBLSM061KP. The operator activates the motion profile and reverse to home motion on this by pushbutton on this keypad. Additional information is available at http://www.baldor.com/pdf/brochures/BR750.pdf.

12.3Component Functional RequirementsThe Baldor Keypad requires the custom cable to interface with the motor. The two- wire connection to the SmartMotor is shown below in Figure 17.

Figure 17 SmartMotor Control Connections Diagram

12.4Selection JustificationThe keypad is included in the design for three reasons. First, it provides a user friendly interface for operation. Second it provides the ability to quickly and easily reprogram for new speed and motion profiles in the future. If a specification on the test should change or if Amphenol wishes to collect data from personalized experiments, the keypad will act as the programming tool for those changes. Third, the remote mounting option gives the flexibility to control the motor from an optimum position in the test facility. The cost of this keypad is an economical $181.72.

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13 Switches for Motion ControlPlease refer to Table 7 for the components suggested for the chain drive machine. Justification of the selection of these components is discussed below.

13.1DescriptionThe switches were chosen to enable the correct inputs to be provided to the clutch/brake mechanism, as well as control the electrical system for shut-down in the event of a failure.

13.1.1 Dual-Roller Actuator Track SwitchesThe dual-roller switch is a Single Pole Double Throw (SPDT), maintained-contact limit switches rated to 10A (thermal).

The dual roller switches will be placed in two places along the carriage track:

Immediately after the point of lanyard engagement Just before the dead-end “home” position the sled will be in before a test begins

By using this configuration, the control system will have constant inputs indicating what section the carriage is in downrange (before the engagement point or after), which corresponds to what input the clutch/brake assembly should receive. It also tells the control system if the carriage has been returned to the home position.

This arrangement will allow the control system to be designed using relatively simple logic circuits. Refer to Figure 10.

Figure 18 Dual-Roller Actuated, Maintained-Contact Single Pole Double Throw Switch

13.1.2 Emergency Stop SwitchThe emergency stop switch, pictured in Figure 19, controls two circuits. It is DPST in operation, with one circuit normally closed and the other normally open. If any failures should happen, the operator will push the button and the circuit to the motor power will be broken, stopping the motor. Simultaneously, the input to the clutch/brake will switch to tell the clutch to disengage and the brake to activate. This will arrest any movement of the carriage, as well as the chains, sprockets, and motor. The operator must twist the button to reset the circuit. The switch mounts to standard electrical paneling.

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Figure 19 Emergency Stop Push-Button Switch

13.1.3 Push Button “Reverse” Rocker SwitchThis push button “reverse” rocker switch, pictured in Figure 20, is used by the operator to disengage the brake after each cycle has been completed. This circuit is necessary so that when the reversing motion profile is run on the motor, the clutch/brake not be activated and will allow the carriage assembly to move. The illumination requires an independent power source of 28 VDC.

Figure 20 Rocker Switch

13.2Component Function

13.2.1 Dual-Roller Actuator Track SwitchesThe dual-roller actuator track switches are designed to act as maintained-contact switches, with the armature remaining in the position it is moved to by the moving object (in this case, the test sled). They have one input and two outputs. As the test sled moves back and forth, it alternates the true state between the two outputs. This is known as single-pole, double-throw or SPDT. Refer to Figure 21.

Figure 21 SPDT Diagram

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By using these components, the control system will have constant inputs indicating what section the sled is in downrange (before the engagement point or after) which corresponds to what input the clutch/brake assembly should receive. It also tells the control system if the sled has been returned to the home position.

13.2.2 Emergency Stop SwitchThe emergency stop switch takes a normally closed circuit and switches it to open. It will be connected as the first switch out of the motor power source as well as the last switch before the clutch/brake input. If any failures should happen, the operator will push the button and the circuit to the motor power will be broken, stopping the motor. Simultaneously, the input to the clutch/brake will switch to tell the clutch to disengage and the brake to activate. This will arrest any movement of the sled, as well as the chains, sprockets, and motor. The operator must twist the button to reset the circuit. The switch mounts to standard electrical paneling.

13.2.3 Reverse Rocker SwitchThe operator will need to push the reverse rocker switch each time a test is run and only after the sled has come to a complete stop. It is a heavy-duty red & green illuminated, maintained-contact rocker switch that snaps into a standard electrical panel mount. It is DPDT in operation (two inputs and four outputs, total of 6 terminals) but only one set (one input and two outputs) will be used in this application. Refer to Figure 22.

Figure 22 DPDT Diagram

The operator will flip the switch after the sled has stopped at the completion of a successful test. The green light on the one side will dim and the red light will illuminate. Before the next test is run, the illuminated red light will serve as a visual reminder that the switch needs to be turned back to the green position before the test can be run. The operator flips it back to the green side just before starting the test profile on the motor. This will reset the circuit so the clutch/brake can operate correctly once the sled has stopped.

13.3Component Functional Requirements

13.3.1 Dual-Roller Actuator Track SwitchesThese switches will require mounting along the track, using some machined piece attached to the frame of the test machine. They will be hooked into the electrical system as per the control write-up.

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An important feature to ensure these work correctly, and do not fail prematurely, is the contact surface of the sled. The section of the sled, which will contact the roller, must be ramped in both directions of motion, approaching and departing. Refer to Figure 23.

Figure 23 Diagram of Correct LED – Switch Interface Surface

13.3.2 Emergency Stop SwitchThis switch will require wiring and panel mounting. This switch can be mounted directly to readily available electrical paneling. In locating the switch, safety and cycle time are the primary concerns, in that order of importance. A configuration that puts all of the operator’s controls off to one side of the machine at the home position is recommended. It is rated for 3A @ 250 VAC to be compatible with the control system setup.

13.3.3 Reverse Rocker SwitchThis reverse rocker switch will also require standard electrical wiring to connect it to the logic system, as well as mounting to electrical paneling. It also requires an independent power source of 28 VDC for the illumination within the switch.

13.4Selection JustificationIn each case, the switches chosen were the only ones that met the logic requirements of the system. Since the switches are all relatively low-cost items, cost did not figure into their selection.

14 ShaftsPlease refer to Table 7 for information on this component.

14.1Analysis

14.1.1 Shear StressA stress analysis of the 1 ¼ inch 1045 carbon steel shaft can be conducted. Bending and axial loads were neglected, therefore, only shear stress in the shaft was calculated. Using the following equation, the maximum shear stress, occurring at the breakdown torque, will be 4374.5 psi. The analysis assumes static conditions.

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Matweb‘s Material Property website lists the yield tensile strength of 1045 Carbon Steel as 76,900 psi. The shear stress on the shaft is well beneath the limit.

14.1.2 Torsional Natural FrequencyAlso, the natural frequency of the 1 ¼ inch diameter, 30 inch long shaft was calculated to be 1850.68 rad/second, which converts to 17,672.73 RPM. Therefore, a vibration issue of the shaft cannot be expected since the system will be operating at 800 RPM or below. Refer to the formulas and values used in the calculations below.

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15 Mounting BlockPlease refer to Table 7 for information on this component. Also, refer to the Appendix for the layout drawing.

15.1DescriptionThe mounting block serves several purposes. It must provide a solid connection to the chain links and the carriage. This connection is vital to power transfer from the motor to lanyard connector. The block also must provide a mounting surface for the lanyard and other additional mounting fixtures to attach to. Constraints to be considered for this design include weight and rigidity. Any added weight will slow the acceleration of the system. The block must be designed to handle up to 200lb tensile loads.

15.2 Initial DesignThe simplest design for this mounting block is to cut a steel plate. The plate will feature holes on each side to accommodate chain mounting. It will also have holes for mounting to the carriage. The rest of the plate will be left blank to act as the base and allow any mounting positions for the rest of the lanyard mounting fixture.

15.3Analysis

15.3.1 Total WeightVolume of final design = 60.82in3

Density 1018 Steel = 0.284lb/in3

Density 6061 Aluminum = 0.098 lb/in3

15.3.2 Bolt Shear

16 bolts, d = 0.205in. Factor of safety, nd = 2Proof Strength, Sp = 33kpsiThickness, t = 0.5in

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Forces from bolts are within allowable limits for shear and bearing stress. These calculations are based on SAE Grade No. 1 bolts.

15.4SynthesisThe final design for the mounting block includes a few additional features compared to the initial design. The selected material for the design is 6061 aluminum to insure the mass is as small as possible. The reduction in weight allowed for the creation of an L shape side profile for the block. This allows for a mounting surface perpendicular to the plane of motion for the connector. A 0.25in fillet will be machined on the shoulder as well as the L shape to eliminate stress concentrations. As an additional weight savings, two large cut-outs are machined on either side of the receptacle mounting location. The chain side edges of the block feature a half inch shoulder to allow space for the chain guard to overlap for safety purposes. Bolt holes are found on these shoulders for chain attachment, as well as on the main surface for attachment to the carriage.

16 Linear Bearing

16.1Basic Rating LifeThe linear bearing life calculations were attained through BEARINX, a bearing simulation program provided by INA. Refer to Figure 24. The forces, velocities, and acceleration of the carriage were entered into the program. The final calculation yields a life of over 105 hours. Refer to the Appendi for the program input and calculations. Please refer to Table 7 for information on this component.

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Figure 24 INA BEARINX Calculation Program

17 Radial Bearings

17.1Equivalent Radial Load RatingThe allowable equivalent radial load rating of the selected bearings at 1000 RPM is 240 pounds. At 1500 RPM, the radial load rating is 210 pounds. The bearings selected will each carry one-quarter of the total radial load. The total weight of the system includes two shafts, six sprockets, three single-strand chains, carriage, mounting block, and the connector mounting fixture. Also, the bearings will need to support the 200 lb pull force. The weight analysis is broken down in Table 4. Each bearing will need to support a radial load of 25% of the 293 lb total weight, which is approximately 73.25 lbs. The selected bearings are capable of handling the load of the system, with a large margin of safety. Please refer to Table 7 for information on this component.

Table 4 Component Weight Analysis for Bearings

Component/Force QuantityUnit

WeightTotal

Weight lbs lbs

Shaft 2 10.46* 20.91Sprocket- Single Strand (driver) 1 1.5* 1.5Sprocket- Single Strand (driven) 5 2.5* 12.5

Chain- Driven 2 0.7 lb/ft 44.17Chain- Driver 1 0.7 lb/ft 4.53

Carriage 1 3.5 3.5

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Mounting Block 1 5.96* 5.96Pull Force 1 200 200

* Estimated TOTAL 293.07

17.2Bearing LifeWeight on each bearing = 73.25lbs (neglect thrust load)

Require 400% service factor because of heavy shock loads

Load, P=293lbs

Dynamic Capacity, C=4368lbs

RPM= 700

18 Chain and Sprocket Enclosures

18.1DescriptionThe main purpose of the enclosures is to provide a barrier between the drive system and the outside environment. This will serve several purposes. The enclosures will help keep contamination away from the chain and sprockets, as well as bearings and other components. The enclosure must also protect the outside environment in case of catastrophic failure, including derailment of the chain, or sprocket damage. A barrier against human contact with the chain and sprockets also must be provided.

18.2 Initial DesignThe requirements for the enclosures were fulfilled with several design features. To account for heat caused by the motor, it was decided to add vents to the side panels at either end of the stand. This would allow extra air flow, while maintaining a strong barrier. Servicing of the AC motor can be accommodated by unbolting the front panel of the enclosure. This would allow full access to the motor and all of the chains. In order to protect the outside environment against chain derailment and to prevent foreign objects from interfering with the chain, panels would be placed on the surface of the table, cutting the plane of the chain in half. There also would be a similar design to a wheel well that would cover either end of the chain. By having a flat surface on the table it could provide as a work space, however it may be dangerous since it is so close to the chain itself.

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18.3Analysis

18.3.1 Air circulationDespite having vents in the side of the panel for air circulation, it still may not be enough. Therefore, the vented panels were switched to an expanded metal panel. This will provide a physical barrier between the drive system and outside environment, while providing adequate air circulation past the motor.

18.3.2 Service AccessThe service schedule will require a higher frequency for the chain drive system when compared to the motor. Complete access to the motor will only be required for major maintenance, in which removal would be necessary. The more frequent service will mostly be required for chain inspection and lubrication. Since this higher maintenance access items do not require as large of a work area, removing a large panel on the enclosure is not as convenient when service must be performed. Therefore, a 24 inch access panel is placed directly in front of the SmartMotor.

18.3.3 Chain and Sprocket GuardThe purpose of the guards is to prevent any possibility of foreign objects entering the path of the chain as well as protect the outside environment in case of derailment, broken teeth, or other debris. When considering this, it is important that all of the chain is covered, and no opportunity exists for objects to enter the plane of the chain.

18.4SynthesisThe final design of the enclosure provides solutions to the problems listed above. The best way to improve air circulation, while still maintaining a barrier is to use a wire mesh enclosure. In using this, air would be able to flow nearly as freely as without a barrier; however, the wire screen will provide protection in case of derailment. The items that require more frequent service do not require as large of a work area. The ease of opening a door as opposed to removing the front panel will speed up the time to service the system. If the motor requires removal, the end panel may still be removed to allow for a larger work area. The top enclosure was also redesigned to account for the safety issue. It was decided that it would be better for the entire chain to be covered by the chain guard. This would further prevent foreign objects from entering the system and interfering with the chain operation.

19 Chain Drive Frame

19.1DescriptionThe main function of the frame is to provide a solid base for the drive system and components to operate on. The frame also provides a mounting surface for the chain system as well as any auxiliary systems, such as the load cell, velocity sensors and lanyard engagement mechanism. The frame must be strong and stiff in order to handle the frequent high impulsive loads that it will be exposed to throughout its life cycle. The concept development of the frame is described in the subsequent sections.

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19.2 Initial Design ConceptsThe frame design underwent a series of iterations during the design process. The first step to design the frame involved setting tentative overall dimensions. The frame was initially chosen to be 30 inches deep, 36 inches high and 84 inches long. The height and width were chosen with user-comfort in mind. The length was approximated to allow for acceleration, constant velocity and deceleration of the mounting block.

The initial concepts for the frame of the system considered were as follows: I-Beam Extruded Aluminum

19.2.1 I-Beam ConceptA steel I-beam was the first concept that was developed by the team. It would supply a strong and rigid backbone for the chain system to rest on. The I-beam would be compact and provide very sturdy support for the linear slide and mounting block assembly. However, there would be very limited space for future mounting of sensors and load cells. This was the major drawback to the I-beam concept. The first cut sketch is shown in Error: Reference source not found.

19.2.2 Extruded Aluminum FrameThis concept is by far the most visually appealing. The extruded aluminum frame provides plenty of mounting locations and possible arrangements. The frame is very strong and can be easily assembled and disassembled. The major drawback to this design is the high cost associated with the engineered extruded aluminum frame. There are not enough benefits to justify the extruded aluminum frame. With the need for additional data acquisition equipment, which is very expensive spending excessive funds on the frame would not be feasible. The first sketch for this frame is depicted in Error: Reference source not found.

19.3AnalysisThe major issues with each of the two previously mentioned concepts were previously discussed. However, the main issue that has not been addressed is the length of the frame. Initially, Amphenol wanted a test fixture that was small and compact; a table top test rig. After searching for a motor that could provide the desired performance characteristics, it was determined that the length of the frame needed to be extended. Therefore, the length of the frame is based exclusively on the AC motor capabilities. Various kinematical equations were utilized to determine the necessary distance to accelerate and decelerate the load. Refer to section 9.3. The overall length of the frame was divided into three regions: a segment for acceleration, constant velocity, and deceleration.

19.4Final Chain Drive FrameThe final design was determined based on the motor characteristics, ergonomics, and safety factors.

19.4.1 Final Frame Design DescriptionThe frame is designed to provide a rigid mounting base for the chain system. Refer to Figure 25. The frame will support the driven shafts, sprockets, carriage and guide block subassembly,

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mounting block and the upper chains. The overall dimensions of the frame are 192” L x 36” H x 30” D. These dimensions are supported by our ergonomic analysis. The frame is constructed from two inch square aluminum tubing, with a wall thickness of 0.125 inches. Polyethylene u-channel was chosen to support the upper chain, and will be attached to brackets that will be welded onto the frame. Aluminum was chosen because of its lightweight characteristics. The overall frame weight is approximately 150 lbs. With the frame weighing only 150 lbs, a two-person crew should be able to easily move the chain system when necessary. Steel square tubing could also be used and would be less expensive; however, the weight would increase to over 500 lbs. The frame can be assembled by welding all of the joints together.

Figure 25 Drive Chain Frame

19.4.2 Frame Finite Element AnalysisDuring service, the frame will be subjected to the weight of the components mounted to it, as well as the high impulsive load that will be applied during each cycle. The first loading case to be evaluated will be the worst case, which will occur when the lanyard connector fails to disengage. In the event of a system malfunction, Amphenol required the machine to be capable of withstanding a 1600 lb impulsive load. The total weight of the shafts, sprockets ad shafts acting in the vertical direction is negligible compared to the horizontal load. The base each leg of the frame is fully constrained at the floor. Please refer to Figure 26.

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Figure 26 Frame Boundary Conditions

19.4.3 Frame Modeling in ANSYSThe frame was modeled using ANSYS software. The frame was modeled using beam elements using the aforementioned cross-sectional dimension. Please refer to Figure 27.

Figure 27 Beam Cross Section

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Using beam elements simplified the frame modeling procedure, requiring only lines and keypoints to define the frame geometry. From mechanics of materials, it is known that the areas of maximum stress will be at the base of the vertical supports. An element edge length of one was the final mesh size used. This was determined by modifying the mesh size until the change in average stress was less than one percent. Please refer to Figure 28.

Figure 28 Initial Frame Mesh

The solution resulted in a maximum deflection of 0.3714 inches. Refer to Figure 30. The maximum von Mises stress was 25707 psi. Refer to Figure 29. The factor of safety guarding against yielding was determined to be 1.56, based on a yield strength of 40000 psi.

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Figure 29 Maximum von Mises Stress

Figure 30 Maximum von Mises Stress

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19.5Cost EstimateThe aluminum and polyethylene stock was selected from McMaster-Carr for estimation purposes only. The longest aluminum lengths sold are 6 feet and the polyethylene is sold at $2.25 per foot. Our frame will need a total of 108 feet of aluminum tubing and 26 feet of polyethylene u-channel. The approximate overall cost of the frame is $933.50, excluding labor and shipping charges. Please refer to Table 7 for the cost breakdown.

20 Suggested Data Acquisition EquipmentThe data acquisition equipment was chosen from omega.com, a major supplier of laboratory test equipment. The equipment was chosen for its easy installation and favorable performance criteria. The following sections outline recommended equipment. Amphenol Aerospace will determine the actual components.

20.1Velocity Sensor DescriptionA non-contact tachometer was chosen to record the separation velocity of each test. It comes with a digital readout and mounting bracket. Refer to Figure 31.

Figure 31 HHT11-R Digital Tachometer

The tachometer, non-contact sensor, should be mounted on the aluminum linear guide rail support, which runs the length of the frame. The sensor should be mounted vertically, so that the velocity reading is recorded when the carriage passes over the sensor. The optical sensor will be approximately two inches away from the carriage, which is well within the thirty inch sensing range of the sensor. The optical sensor should be mounted approximately 6.5 feet from the carriage starting position.

The tachometer was selected from omega.com. Price information is shown in Table 7.

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20.2Load CellThe tension link load cell and mating electrical connector were selected from omega.com, and the cost breakdown is shown in Table 7.

The load cell is a critical component of the overall test rig. The load cell should be small, compact, lightweight and shock resistant. Again, omega.com was searched for a load cell that meets the aforementioned performance criteria. A tension link load cell was chosen for its compact size and heavy duty construction. Refer to Figure 32.

Figure 32 Tension Link Load Cell

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Please refer to Figure 33 and Table 5 for complete dimensions.

Figure 33 Load Cell Dimensions

Table 5 Tension Load Cell Dimensions

Capacity (lb) A (in) B (in) C (in) D (in) E (in)5000-10000 5.5 1.25 3.0 3.0 1-14 NS

The compact size of the load cell allows it to be integrated into a bail rod mechanism. The load cell should be connected directly to the bail rod mechanism and not the carriage mounting block subassembly. Mounting the load cell on the bail rod mechanism should isolate the load cell from the most serious impulsive loads. A vibration damping washer may be inserted between the load cell and bail rod assembly, which should help eliminate ringing that will occur when the lanyard is engaged.

21 Shock AbsorptionPlease refer to Table 7 for information on this one-time-use shock absorber. Please refer to the Appendi for the layout drawing of the suggested mounting configuration.

21.1DescriptionIn the event of a major system malfunction, particularly brake system failure, a static brake is placed at the end of the track. The one time-use shock absorber is a “last-ditch” measure to prevent test fixture damage in the event of multiple control failures. If the motor does not disengage, or the brake does not engage, or either of these occurs due to control failure, the shock absorbers will be capable of stopping the moving load, absorbing over 95% of the impact energy, and preventing damage to the test fixture. They deform on use and can be replaced.

21.2Component FunctionThe shock absorbers have threaded ends so they may be easily installed into any tapped features in the frame of the test fixture. They crush upon impact and are discarded into common refuse, then replaced.

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21.3Component Functional RequirementsThis device needs to be mounted to a strong base, preferably a bar of frame steel with female threaded holes just before the end sprockets. An end clearance of 5mm behind this bar will be needed.

21.4Selection JustificationThe purpose of the emergency shock absorber is to prevent damage to the test fixture in the unlikely event that all other control measures fail and the load continues to move towards the end of the track. Test sled contact with the end sprocket must be avoided at all costs, so a physical barrier blocking the load will be used. However the force of impact could, in a total control failure, be about the same as the test speed of 30 ft/sec, therefore significant damage would result. To minimize the effect of such an event, shock absorbers which deform and absorb impact energy with load displacement seem appropriate. The cost and complexity must be kept to a minimum, and if possible the absorbers should operate independently of the rest of the system.

Enidine disposable shock absorbers meet all criteria and are capable of absorbing significant impact loads. There is little rebounding as the absorbers deform and crush upon impact. Over 95% of impact energy is absorbed. They are very low-cost, easy to install remove and replace, and are completely mechanical in operation.

22 Other Components

22.1Torque TamerA torque tamer is integrated into the top driven A-style sprocket. The torque tamer is spring loaded, which allows the overload torque to be adjusted. In order to protect our motor the torque tamer should be set at a value of 120 foot-pounds. The reduction ratio reduces this torque to approximately 60 foot-pounds.

22.2 Idler Sprockets/Tensioner FrameSix idler sprockets will be used to support the upper chains; three will be supporting each strand of chain. The idler sprockets will be attached to the overall frame of the system using the chain tensioner frame. Please refer to Table 7 for part numbers.

Idlers pulleys must be used in order to combat the roller chain from jumping teeth during the extreme stating torques. The idler pulleys will keep proper tension on the chain and should eliminate any chain jump. The idler pulleys also are used to extend the life of the roller chain. If the idlers were not used, the chain would impact the sprocket teeth very violently; this would accelerate the chain fatigue and could result in premature failure of the chain.

22.3Chain LinksSpecial chain attachment links will be used to attach the carriage to the chains. Eight special links will be used on each side of the carriage. Please refer to Table 7 for the vendor and part number.

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Figure 34 A-1 Chain Attachment

22.4Rulon Film TapeRulon film tape will be attached to the top of the u-channel, to allow the chain to slide smoothly on the surface. The tape also extends the life of the polyethylene u-channel. Please refer to Table 7 for the suggested vendor and part number.

22.5Polyethylene BracketsDue to the long length of the chain drive system, the upper portions of the chains need to be supported by a low friction material. The material chosen for this task was a polyethylene u-channel distributed by McMaster-Carr.

Please refer to the Appendi for the layout drawing.

23 Ergonomic Analysis

23.1DescriptionThe operator of the lanyard test machine must complete the following steps for each test cycle. This is the basis for the repetitive movements which are of concern from an ergonomics standpoint.

Start test Retrieve/disconnect lanyard from bail rod Reset sled (manual or motor driven reset) Remove spent connector Insert new connector

The steps which involve the bail rod are not applicable because design of the bail rod is beyond the scope of this particular project and not known at this time.

Assuming a motor-driven return of the sled to the starting point, this leaves the removal and insertion of connectors into the sled as the primary repetitive tasks which should be evaluated.

23.1.1 Height of Test TableThe height of the table and thus the height of the working area should be capable of accommodating 95th percentile males to 5th percentile females. The height should be evaluated assuming light work is to be conducted. From this data we can get a range of acceptable heights for the frame and sled. Refer to Figure 35.

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Figure 35 Workstation Height

The sled should be set to rest at a height between 33.5” and 37.5” from the ground, as determined from the ANSUR military database of anthropometric measurements, a link length proportions mannequin, and ergonomics conventions.

23.1.2 Width of Test TableArm reach for the same envelope and characteristics used in the height section will be used here. The potential problem here is that a 5th percentile female may have trouble reaching the connector form removal and replacement if the table is too wide.

The width of the test machine should not exceed approximately 40 inches. This will allow the maximum number of theoretical operators to use the machine. Again, data was obtained through ANSUR database and link length proportions mannequin. Refer to Figure 36.

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Figure 36 Arm Reach

23.1.3 Other ConsiderationsThe heat generated by the motor will not be an issue due the placement of the motor beneath the frame of the machine and the wire mesh grating preventing physical access at the front end of the machine.

Noise will be a definite concern because of the roller chains being used. Amphenol can use standard formulas for occupational safety regarding hearing loss, provided they have some way of measuring peak dBA level for a test at the distance from source of noise to operator. Since the machine will not generate a constant noise, peak noise is the only concern. If noise is found to be too high, ear plugs can be issued to operators.

Since there is no physical contact between operator and machine during the test, there is no danger from shock or vibration.

A power cutoff safety device will be at the operator’s station in case of failures.

24 Drive System Assembly Instructions

24.1Main 6061-T6 Aluminum Frame

The majority of the frame is welded. This was determined to be the most efficient method to assemble the frame. If nuts, bolts and brackets were used, the assembly process would be very time consuming. The main frame will ultimately be a permanent fixture at Amphenol Aerospace

51

and will not need to be disassembled. Welded joints will provide a very solid frame that will be strong, stiff and sustainable. The main frame is pictured in Figure 37.

Figure 37 Main Frame

The dimensions of this assembly can be found in the Appendi.

24.2Front Shaft Assembly

The first subassembly to be placed on the frame is the front shaft assembly. This assembly consists of the two driven sprockets, as well as a third driven sprocket and torque tamer subassembly. The torque tamer is located on the far right side of the shaft. These sprockets are secured by a set screw and keyway. In order to allow for adjustments, these sprockets should be left loose. The final alignment of the sprockets will be done after the rear shaft subassembly, linear track, carriage, and mount block are secured to the frame. Mounting holes are located on the mounting block and correspond to the special roller chain links (flanged links). Please refer to Figure 38, Figure 39, Figure 40, and Figure 41, which depict the front and rear shaft subassemblies. Exploded views are also supplied for clarity.

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Figure 38 Front Shaft Subassembly

Figure 39 Exploded Front Shaft Subassembly

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Figure 40 Rear Shaft Subassembly

Figure 41 Exploded Rear Shaft Subassembly

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The sprocket center-to-center distance corresponds directly to the center-to-center distance of the special attachments. In order to ease the assembly process, the special roller chain links should be secured to the mounting block. Please refer to Figure 42.

Figure 42 Mounting Block Location

Figure 42 shows the approximate chain location, the figure does not show the special roller chain attachments. Figure 34 shows the basic link geometry.

A total of 16 links will be used to secure the mounting block to the chain, eight on each side. The rest of the roller chain should then be wrapped around the sprockets and connected at the front and back of the mounting block. Outside-to-outside measurements should then be taken at the mounting block and should be transferred to the front and rear sprocket subassemblies. Once the front and rear sprockets are properly aligned, the set screws on each sprocket, excluding the sprocket/torque tamer subassembly, should be tightened.

24.3Polyethylene Brackets and Chain Supports

The polyethylene brackets should be welded into place. However, they may be bolted if Amphenol desires. The mounting holes have been included in the part drawings. It was determined that the brackets could be welded, because there is no need for them to be removed.

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They are not subjected to high stress; therefore they should have an infinite life. The polyethylene u-channel is placed on the brackets and a ¼ - 20 UNC bolt is inserted through the u-channel and bracket. A washer and nut are used to secure the polyethylene to the bracket. The polyethylene is not permanently attached to the brackets because they will need to be replaced as the chain wears the material away.

Figure 43 Polyethylene Mounted to Brackets

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Figure 44 Exploded View of Polyethylene and Brackets

Figure 45 Polyethylene Chain Support

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Figure 43, Figure 44, and Figure 45 show the polyethylene chain supports and polyethylene brackets and their approximate locations. The polyethylene should be positioned directly under the chain.

24.4Motor/Clutch Placement

After the top sprockets are located properly, the motor and clutch subassembly can be placed directly below the front shaft subassembly. The sprocket and torque tamer should be placed on the front shaft, allowing for the entire motor and clutch subassembly to be within the main frame. If this is not possible, some of the motor may protrude out the backside of the frame. This may not be all that detrimental, based on the cooling fan location at the rear of the motor. Once the motor/clutch subassembly is properly aligned, the sprocket/torque tamer subassembly can be secured by tightening the set screw. Please refer to Figure 46. This figure shows the motor and clutch, as well as all the roller chains.

Figure 46 Motor / Clutch Placement

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24.5 Idler Pulley Placement

Please refer to Figure 47 for suggested idler placement. Three idlers on each chain strand may be used, spaced equidistance, or four idlers on each chain strand could be used. If four idlers were desired, some additional design work will be required.

Figure 47 Idler Placement

24.6Shock Mount Placement

The proposed shock absorber/mount will be placed at the end of the track. This shock mount is secured with four ¼ - 20 UNC bolts, and will prevent the mounting block from running over the front sprockets. Disposable shock absorbers are threaded into the horizontal portion of the shock mount. The height of the shocks should be aligned with the front edge of the mounting block.

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Figure 48 Shock Mount Location

24.7Enclosure Assembly

The user safety and machine are protected by sheet metal enclosures that will be used to contain any projectiles that could result during a given test or machine failure. The sheet metal material should be bolted to the frame, covering the two ends, front and top of the drive system. The following figure shows conceptual drawings of the sheet metal enclosures. Please refer to the Appendi for sheet metal dimensions. Mounting bolts should be used and placed about a foot apart in order to properly secure the sheet metal to the frame.

Please refer to the following four figures for the overall system design.

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Figure 49 Top Enclosures

Figure 50 Front and Side Enclosures

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Figure 51 Front Shaft Enclosure

Figure 52 Complete Actuation System

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25 References Applied Industrial Technologies Contact: Kevin600 Colfax Street Rochester, NY 14606 Phone: (585) 254-1630 Fax: (585) 254-0146

Arrow Electronics Inc.Rochester, NYContact: MichelePhone: (585) 427-0300

Baldor Electric CompanyP.O. Box 2400Fort Smith, AR 72902-2400 U.S.A.Ph (501) 646-4711 • Fax (501) 648-5792International Fax (501) 648-5895www.baldor.com

“Baldor SmartMotor”BR750Printed April 2001Baldor Electric Company

BDI-2780 Rockwood PlaceRochester, NY 14610Phone: (585) 424-4360

Motion Industries Buffalo, NYContact: BonniePhone: (716) 743-0691

PT Design BasicsMarch 2000Penton Media Inc.Files @ www.motionsystemsdesign.com/designBasics/designBasics.asp

Rochester Steel(585) 458-8100

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26 AppendixTable 6 Preliminary Bill of Materials

Item No. Description Vendor Vendor Part No. Qty1 DC Motor TBD TBD 12 Rail McMaster-Carr 9685K14 13 Extra Wide Guide Block McMaster-Carr 9685K4 14 ANSI 35 Roller Chain (L 157 in) TBD TBD 2 5 ANSI Roller Chain Sprockets TBD TBD 46 Pillow Block Ball Bearings TBD TBD 4 7 Drive Shafts TBD TBD 2

Not Shown Position Sensors TBD TBD TBD

Table 7 Bill of Materials with Cost Analysis

Description Vendor/Distributor Vendor Part Number Quantity Unit

PriceTotal Price

7.5 HP, 3 Phase AC Induction 230 V

SmartMotorBaldor CSM3710T-2 1 2507.00 2507.00

Baldor Keypad with 20 Ft. Cable

Baldor / Applied Industrial

TechnologiesCBLM061KP 1 181.72 181.72

NEMA C-Face Electric Enclosed

UniModule (EUM) Electrically Released Clutch and Braking

System

Warner Electric / Grainger

5371-273-084 or

EUM-215-10201 1370.00 1370.00

CBC-150-2 Control Unit

Warner Electric / BDI 6004-448-002 1 55.63 55.63

C-Face Motor Mount Kit

Warner Electric / BDI 5371-101-012 1 151.02 151.02

NAND IC Philips 74ABT20 2 0.99 1.98Hex Inverter IC Philips 74ABT04 1 0.99 0.99

JK Flip-Flop Philips 74F112 1 0.99 0.99Fuse, 4 Amp 250V, Glass 5x20mm Fast-

Acting

Littelfuse / Fuses Unlimited 217 004 4 0.14 0.56

High Voltage Switching Transistor

Sanken / Arrow Electronics Inc. 2SC5239 2 0.71 1.42

Dual-Roller Actuator Track Switch Honeywell LSN1A-3D 2 150.00 300.00

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High Vibration Emergency Stop

Switch – Twist ResetMcMaster-Carr 7480T12 1 26.32 26.32

“Reverse” Rocker Switch McMaster-Carr 7246K11 1 17.56 17.56

Torque-Tamer, Size 35, 2 spring

Dodge PT / Applied Industrial

Technologies096010 1 106.28 106.28

Sprocket- 1- ¼” bore, 24 teeth

U.S. Tsubaki Inc. / Applied Industrial

Technologies50B24F 1 25.56 25.56

Sprocket- 1- ¼” bore, 48 teeth

U.S. Tsubaki Inc. / Applied Industrial

Technologies50B48F 5 37.94 189.70

Chain- 5/8” pitch, single strand, 378.6”

long, 606 links

U.S. Tsubaki Inc. / Applied Industrial

TechnologiesRS50 2 4.84/10ft 33.88

Chain- 5/8” pitch, single strand, ~77.6”

long, 126 links

U.S. Tsubaki Inc. / Applied Industrial

TechnologiesRS50 1 4.84/10ft 4.84

D-Lok Ball Bearing – 206 Ring Size, 1-1/4”

Shaft Size

Dodge PT / Applied Industrial

Technologies

128706 (See Dodge Bearing

Engineering Catalog – page

B5-8,9)

4 82.33 329.32

Keyed Shaft – 1-1/4” diameter, 30” length McMaster-Carr 1497K402 2 64.57 129.14

Carriage (Linear Bearing)

INA / Motion Industries LFL32SF 1 165.54 165.54

Track (Linear Bearing) INA / Motion Industries LFS32C 1

512.72 +25

cutting fee

537.72

Alloy 6061 Aluminum Rectangle Tube .125" Wall Thickness, 2" X 2", 6' Length, Mat'l:

6061-T6

McMaster-Carr 6546K13 108 ft 48.60 / 6 ft 874.80

UHMW U-Channel 2" Width X 1" Height, 1/4" Thick, Mat'l:

Polyethylene

McMaster-Carr 9928K57 26 ft 2.25 / ft 58.50

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4’x8’ Expanded Sheet 13ga. McMaster-Carr 9302T41 1 55.54 55.54

4’x4’ Expanded Sheet 13ga. McMaster-Carr 9302T19 1 33.45 33.45

4’x8’ Sheet Metal13ga. Rochester Steel Cutting fee included 3 100.00 300.00

Tachometer with Contact Tip Assembly

and Remote Sensor Jack

omega.com HHT11-R-KIT 1 269.00 269.00

Remote Optical Sensor omega.com HHT20-ROS 1 135.00 135.00Tension Link Load

Cell w/ Connector, 0-5000 lb capacity

omega.com LC712-5K 1 645.00 645.00

Mating Electrical Connector for LC712 omega.com PT06F10-6S 1 26.50 26.50

Disposable emergency shock absorber

Enidine / McMaster-Carr OS-12-80

1, plus several spares

15.00 45.00

Idler Sprocket – 5/8” pitch, 15 teeth

Dodge PT / Applied Industrial

Technologies102062 4 25.58 102.32

Chain Tensioner Frame

Dodge PT / Applied Industrial

Technologies102050 4 25.18 100.72

RS Attachment Chain Link

U.S. Tsubaki Inc. / Applied Industrial

Technologies

RS50, K-1 attachment 16 4.92 78.72

Rulon Film Tape McMaster-Carr 7800A12 2 30.73 61.46 TOTAL 8923.18

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AC Induction Motor Performance DataRecord # 12385

Winding: 37WGY507 Type: 3734M Enclosure: TEFC

Nameplate Data

General Characteristics at 230 V, 60 Hz: Single Volt Motor

Rated Output (HP) 7.5 Full Load Torque 22.4 LB-FT

Volts 230 Start Configuration DOL

Full Load Amps 19.4 Break Down Torque 69.9 LB-FT

R.P.M. 1760 Pull-Up Torque 29 LB-FT

Hz 60 Phase 3 Locked-rotor Torque 39 LB-FT

NEMA Design Code B KVA Code H Starting

Current 132.8 Amps

Service Factor 1 No-load Current 9.8 Amps

NEMA Nom. Eff. 0 P.F. 0Line-line Res.@ 25°C.

0.34 Ohms

Rating - Duty 40C AMB-CONTTemp. Rise@ Rated Load

52°C

S.F. Amps Temp. Rise@ S.F. Load

Load Characteristics at 230 Volts, 60 Hz

% of Rated Load 25 50 75 100 125 150 S.F.

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Power Factor 39 59 79 76 78 79

Efficiency 82.7 88.7 89.2 90.3 89.6 88.7

Speed 1792 1785 1777 1768 1756 1747

Line Amperes 11.2 13.6 16.8 20.6 25 29.8

68

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InputDimension of the linear axis: Element location: Centre dist. elements on guideway a 4876.0 [mm]Centre distance between guideways c 150.0 [mm]Drive position:: y-distance of the drive from the COS lay 0.000 [mm]z-distance of the drive from the COS laz 0.000 [mm]Loads: Loads Acceleration

Des x y z Fx Fy Fz

[mm] [mm] [mm] [N] [N] [N]

Pointload 2 0.0 0.0 0.0 0.00 0.00 0.00

Loads Acceleration Des m a direc

[kg] [m/s²]

Pointload 2 10.000 40.000 x-direction

Loads Connector Release Des x y z Fx Fy Fz

[mm] [mm] [mm] [N] [N] [N]

Pointload 1 0.0 0.0 0.0 1779.00 0.00 0.00

Loads Connector Release Des m a direc

[kg] [m/s²]

Pointload 1 10.000 40.000 x-direction

ResultsSummary of the loads on the main system

Des Fy Fz Mx My Mz q v

[N] [N] [N m] [N m] [N m] [%] [m/min]

Acceleration 0.00 0.00 0.00 0.00 0.00 90.000 548.00

Connector Release 0.00 0.00 0.00 0.00 0.00 10.000 0.00

Results of the maximum loaded element: Name of the element Element LFL32SF LFS32CMaximum loaded element maxE 1Dyn.load safety factor SDaeq > 100.00Stat.load safety factor S0min > 100.00Rating life Lges > 1000000.00 [10^5m]Rating life Lhges > 1000000 [h]

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