ProjectNumber:ECC5

HydraulicBrakeModel

AMajorQualifyingProjectReportSubmit

ted totheFaculty
Ofthe

WORCESTERPOLYTECHNICINSTITUTE

InpartialfulfillmentoftherequirementsfortheDe

greeofBachelorofScience

By

____________________________

RyanMoseley

____________________________

MikhailTan

Date:April24,2013Ap

proved:

____________________________

ProfessorEbenC.Cobb
TableofContentsAbstract ............................................................................................... 3
Introduction ..................................................................................................................... 4
Background ...................................................................................................................... 5
Analysis ........................................................................................................................... 10
Methodology .................................................................................................................. 13
Manufacturing................................................................................................................ 16
ConclusionandRecommendations: ............................................................................ 22
Appendix ......................................................................................................................... 24
Runningmanual............................................................................................................................ 24
BillofMaterials.............................................................................................................................. 25
MathcadFile .................................................................................................................................. 26
WorksCited ................................................................................................................................... 29

TableofFigures

Figure1: Example ofthe Lever Brake .................................................................................. 5

Figure3: Example of aDisk Brake ...................................................................................... 7
Figure4: Brake Rotors ......................................................................................................... 8
Figure5: Brake Pads ............................................................................................................ 9
Figure6: SolidWorkssimulation of Deformation .............................................................. 11
Figure7: SolidWorkssimulation of vonMises Stress ........................................................ 11
Figure8:TestingtoFindtheMechanicalAdvantageoftheHydraulicBrake ............................ 12
Figure9: Second Revisionof the Assembly ....................................................................... 13
Figure10:Third andFinal Revisionof theAssembly........................................................... 14
Figure11: FlywheelOperation 1 and2 in Esprit ................................................................. 17
Figure12: Cuttingthe Shaftand Usinga Tail-Stock ............................................................ 18
Figure13: Support structurein Esprit................................................................................. 20
Abstract
Theobjectiveofthisprojectwastocreateaphysicalmodeltodemonstratethetrans

ferofforcesfromthemechanicaldomaintothehydraulicdomain,andbacktothemechani

caldomain.Todothis,aspinningwheelwasdesignedtobestoppedusingahandbrakeconn

ectedhydraulicallytoasetofcalipersandabrakerotor.Awheelonadeadaxlewasspunupvi

aamotorandoncethewheelwasatspeed,mechanicalforcewasappliedtothehandbraket

obringthewheeltoa

stop.Calculationsforthemodelweremadetodetermineflexure,stressconcentrations,na

turalfrequencyandthemechanicaladvantageofthebrakingsystem.Thecalculationssho

wedthatundernormaloperatingconditions,thewholeassemblywillnothaveanynoticea

bleflexure,thestressconcentrationsintheaxlewillnotleadtocatastrophicfailure,thenat

uralfrequencyoftherotatingwheelonasimplysupportedaxleisfarabovethatoftheopera

tingfrequency,andthehydraulicbrakehasamplemechanicaladvantagetosafelybringth

ewheeltoastop.Onceallthesecalculationsensuredthatthemodelwouldnotfailduringop

eration,aphysicalmodelwasconstructed.Testingandoperationofthephysicalmodelsho

wedthatthecalculationswereaccurate.Thefinalmodelsuccessfullyshowsthetransferof

mechanicalforce(theusersqueezingthehandle)tohydraulicforce(movingapiston)tom

echanicalforce,whichgeneratesfrictionbetweenthecalipersandthebrakerotortostopar

otating wheel.
Introduction
Thepurposeoftheprojectwastodemonstratetheflowofenergyfrommechanicalt

ofluidbacktomechanical.

TheGoaloftheprojectwastocreateaworking

classroommodelthatwilllastuptotenyears.Themechanicalforcecomesfromtheoperato

rshandsqueezingthebrakelever,whichcompresseshydraulicfluid.Thehydraulicfluidin

thelinebecomespressurizedandpushesonapistonthatsqueezesthebrakepadsontotheb

rakedisk.Themodelwillbeabletoshowdifferentbrakingscenariosbyapplyingdifferinga

mountsofforcetothehandle.Forexamplethemotorcanberunwithminimalbrakingandt

hewheelwillspinataslowerspeedthanwithoutbraking.Anotherextremeisstoppingthe

wheelinstantaneouslybyapplyingrapidfirmpressuretothebrakehandle.
Background
ThefirstdocumentedcaseofbrakesinusewasinancientRome.Thesesimplebra

keswerecomposedofaleverthatwhenpulled,pressedawoodenblockontotheoutsideo

fametallinedwheel.Theprimaryforceforbrakingwiththisdevicewasfriction.Thismet

hodwaseffectiveduetotheslowspeedsatwhichthecartstraveled;however,itwasanina

dequateformofslowingrunawaycarts.Thismethodofbrakingwasusedforcenturieswi

thlittledesignimprovement.

Figure1:ExampleoftheLeverBrake

WhentheMichelinbrotherscreatedtherubber-

coveredwheelwoodenblockswerereplacedwithdrumbrakes.LouisRenaultinvented

drumbrakesin1902.Insteadofapplyingablocktotheoutsideofthewheel,drumbrakesw

eremountedinsideofthewheelhubs.Thishelpedminimizedebrisblockageandreduceth

elossinbrakingfriction.Drumbrakesarestillinuseincarsashandbrakesduetothelargea

mountofforceneededinordertoovercomethebrakeforcewhileatrest.
 Figure2:Exampleofa Drum Brake

Withtheintroductionoftheassemblyline,carsbecameheavierandfaster,whichc

reatedaneedforamorepowerfulbrakingsystem.MalcolmLougheadcreatedafour-

wheeledhydraulicbrakingsystem.Thehydraulicsystemuseslinesfilledwithhydraulic

fluidratherthancabledrivenbrakingsystems.Themainadvantagetohydraulicbrakings

ystemsisthattheycanapplyagreaterbrakingforcethancablesystems.Cablebrakesfatig

uefasterthanhydraulicbrakesduetoatheconstanttensionthatthecableisunder.Hydrau

licbrakesallowedthedrivertoapplylessforceontothebrakepedalwhilestillstoppingina

thesameshortdistance.

Throughoutbrakinghistorytheissueofoverheatinghasbeenaconstantproble

m.Heatoccurswhenthebrakepadscomeincontactwiththebrakingsurface.Thekeyfact

orindispersingheatishavingalargersurfaceareaforthebraketocooldown.Diskbrakes

havealargesurfaceareaexposedtotheair,whichhelpsittoremaincooler.Thereareholes

andgroovescutintotherotorofthebrakingsystemtoallowwateranddebristobemoved

offthebrakingsurfaceandminimizeinterference,whichcauseslossofbrakingforce.
 Figure3:ExampleofaDiskBrake

Diskbrakesdidnotstartbecomingpopularinvehiclesuntilthe1950seventhoug

htheywereinventedaround1902.Diskbrakesareattachedinsidetherimofthevehiclean

dspininunisonwiththewheel.Whenforcefromthedriversfootisappliedtothebrakeped

althebrakefluidtravels

throughhydrauliccablesandbecomesamplifiedbythepowerbrakingsystemattachedto

theengine;thisinturnpushesthebrakefluidagainstthecaliperwhichusesfrictionalforce

toslowthevehicle.Fastervehiclesneedbrakepadsandcaliperstobemadeofdifferentmat

erialstoreplicatethesamebrakingdistanceneededtostopslowerlessadvancedvehicles,

duetothegreateramountofinertiathatistryingtobestopped.

Therearefivemainmaterialsusedinbrakerotors.Thefivematerialsmostcommon

lyfoundinbrakerotorsarecastiron,steel,layeredsteel,aluminum,andhighcarbonirons.P

roductioncarsusecastironbrakesduetotheamountofabusethattheycan

handlewithoutcrackingorfailing.Steelbrakeshavealighterweightandheatcapacity,butl

ackdurabilityinrepeateduses.Heatcandispersefasterwithlayeredsteelbrakesbecausea

ddinglayerstosimplesteelbrakesallowsfora
strongermaterialthatcanwithstandamorerigorousworkload.Aluminumbrakeshaveth

elowestweightofallvehiclerotors.Heatisdispersedquicker,howeverthetotalcapacityfo

rheatabsorptionislowerthaninsteelbrakes;thisiswhyaluminumismostcommonlyuse

dinmotorcyclesandothersmallvehicles.Thefinaltypeforbrakematerialthatisusedishig

hcarboniron.Highamountsofcarbonallowforincreasedheatdiffusion,whichmakesthis

typeofbrakemostcommonlyusedinhighperformancevehicles.

Figure4:BrakeRotors

Brakepadshavebeenmadewithdifferentmaterialsthroughouttheyearsdepend

ingontheintendeduse.Asbestoswasthemostpopularmaterialduetoitsabilitytoabsorb

anddisperseheat.Afterscientificstudies,asbestoshasbeenfoundtobeahighlytoxicmate

rialandhasbeenbannedfromuseinvehiclesintheUnitedStates.Withasbestosillegaltous

e,brakemanufactureswereforcedtocreatesaferbrakesfromamaterialthatwillnotharm

thegeneralpublic.Organicbrakesaremadefrommaterialsthatcanwithstandheat,forex

ample;glassandvarietiesofrubberaremixedwithaheatresilientresintoproducesaferbr

akes.Theadvantagesofusingorganicbrakepadsarethattheyareusuallyquieterandare
easiertodispose.Evenso,organicbrakesarenottypicallyusedbecausetheyweareasilya

nddustparticlescollectbetweenthepadandwheel,whichdecreasesthebrakingsurface.

Figure5:BrakePads

Withalighterweighttoslowdown,motorcyclesuseorganicandceramicbrakepa

ds.Ceramicbrakepadsarethemosteffectivetypeofbrakepadsbutarethemostcostly.The

mostcommontypeofbrakepadismadewithamixtureofseveraltypesofmetals.Theseme

tallicbrakesaredurablewhilestillbeingcostefficient.Thenegativefactorsforusingmetal

licbrakesarethattheyworkbestwhenwarmanditmaytakelongertoslowdownatfirstw

hendrivingincoldweather.Withadvancesinmaterialscience,brakeswillcontinuetoim

provetomatchtheadvancesincartechnology.
Analysis
Ourdesignwasoptimizedtominimizetheamountofmaterialandspacethatwasn

eededforthemodelwhilestillkeepingthestrengthandlongevityofthephysicalmodel.

Inordertocalculatethenaturalfrequencyoftheshaft,theweighteddiameterwas

calculatedtobe0.591in.Theareasecondmomentofinertiaoftheshaftequals2.887x10-

7ft4.Themassofthewheelwasweighedtobe0.86lbs.Thelengthandmodulusofelasticit

yoftheshaftare11.25inand3.046x104ksirespectively.

SecondMomentofArea

NaturalfrequencyofshaftThenaturalfrequencyoftheshaftwascalculatedtoequ
al264.4Hz.The

frequencyofthemotorequatedtobe1.667Hz.Thisgavethemodelafrequencycompariso

nfromtheshafttomotorof1to158.64.

AlloftheotherfiniteelementswerefoundusingSolidworks.Theshaftwithwheela

ndrotorwasfoundtobebalancedusingthecenterofmasssimulation.Thedeflection,von

Misesstress,andsafetyfactorwerecalculatedusingtheSimulationXpressStudy.Thedef

ormationwas0.083mm.ThevonMisesstress
equatedtoequal8.29x107N/m2.Theminimumsafetyfactorwas7.48,whichexceedthere

commendedmechanicalsafetyfactorof4.Thesesimulationswererunwithsolidworksdu

etothecomplicityoftheshaftandloading.

Figure6:SolidWorkssimulationofDeformation

Figure7:SolidWorkssimulationofvonMisesStress

Tocalculatethemechanicaladvantageinthebrake,weusedatorquewrenchtospi

ntherotorwhileafixedweighthungfromthebrakelever.Whenthebrakeslipped,thetor

quewrenchwasapplyingmoreforcethanthebrakehandle.The
 torquethatequaledthe13.75lbsthathungfromthehandlewas30lb*ft.

Figure8:TestingtoFindtheMechanicalAdvantageoftheHydraulicBrake

MechanicalAdvantage

Whentakinganypartfromasolidmodeltoasolidpieceofmetal,therearetwoconce

rnsthatfaceanymachinist.Thefirstproblemisfixturing.Fixturingishowanypieceofmeta

lisheldinamachine.Thesecondproblemisthetolerance.Ifapartisoutofthestatedtoleran

ce,itcancausemajorproblemsinanassemblywhenproductsarebeingbuilt.
Methodology
Whentheprojectwasfirstpresented,thegroupwasgivenapreliminarysketchofw

hatthedesktopmodelwasgoingtolooklike.Thissimplesketchinvolvedapieceof90degre

eangledmetalthatwouldsupportonesideofashaft.Theothersideoftheshaftwouldbesu

pportedbyasimplepieceofmetalthuscreatingasimplysupportedbeam.Theflywheeltha

twasproposedwouldbeacommonwheelbarrowwheelwithabearingalreadypressedin

place.Theflywheelwouldthenbeelectricallyspunandstoppedusingacommerciallyavai

lablebrake.Withthisbriefsketch,thesecondrevisionoftheassemblywascreatedinSolid

Works.

Figure9:SecondRevisionoftheAssembly

Thesecondrevision,showninFigure***,hadsomesignificantchangesfromtheini

tialsketch.ThesupportsthatwereoriginallysketchedhadbeenchangedtwotoAframesu

pportswithcutsmadewithinthestructuralmembertoreducetheweightoftheoverallsyst

em.TheAframesupportwasmadefromthreedifferentmembersthatwouldultimatelyb

olttogetherformingasolidsupportthatwouldbe
abletowithstandthebrakingforcesofthewheel.Inaddition,anotherchangethatwasmad

efromthefirsttosecondrevisionwasthewheelbeingused.Althoughitwasfarsimplertob

uysomethingalreadymade,duetothefactthatadiskbrakeneededtobeattachedtothewh

eelbarrowwheel,acustomhubneededtobemachinedandthewheelbarrowwheelaltere

dtoacceptthenewhubattachment.Basedonthisnewinformation,itwasdecidedthatane

wflywheelwouldbemachined.Thisway,attachinghubstotheflywheelwouldbeeasiersi

ncethedesignoftheflywheelcouldallowforsimpleimplementation.Inaddition,asmaller

drivewheelwasaddedtotheassemblyattachedtoaslidinglinkage.Althoughnotdisplaye

dinthesolidmodel,aelectricmotorwouldbeattachedtotheslidinglinkagetopowerthedr

ivewheel.

Figure10:ThirdandFinalRevisionoftheAssembly

Aftercarefuldesignreviewsandcalculations,Figure***,wasthefinalrevisionofth

eassembly.Twoofthemostdistinctivechangesfromthesecondrevisiontothefinalrevisi

onaretheAframesupportsandthemechanismthatis
usedtopowerthedrivewheel.Afterbendinganddeflectionsimulations,thesidesupports

oftheAframedesignweredeemednotneeded.Byremovingthefoursupports,theoverall

weightoftheassemblydroppedbyover2lbs.Themainreasonwhythemechanismthatwa

stopowertheflywheelchangedsomuchwasbecauseofthemotorthatwasspecified.After

anexhaustivesearchforasimple120VACmotor,themotorshowninthefinalassemblywa

sthesmallestandthefastest;allothermotorswereeitherDCorrequiredmultiphaseelectri

city.Duetoitsrelativelylargesizetotheassembly,itbecameimpracticaltomountthemoto

ronthelinkageassembly.Instead,amotorplatewascreatedtoholdthemotorwhileaniden

ticalslidinglinkagewouldmovethemotortoengagetheflywheel.Inaddition,byusingthis

method,theneedtobothsupportthemotoronthelinkageassemblyandconnecttheoutpu

tshaftofthemotortothedrivewheelfromthesecondrevisionwaseliminated.Furthermor

e,thenewlinkageassemblyshowninthefinalrevisionwasfarsimplerthanthesecondrevi

sionthusleadingtoasignificantreductioninthepossibilityforthelinkageassemblytoboth

seizeandfail.Finally,stressanddeflectionsimulationsshowedthatallothercomponents

withintheassemblysurpassedacceptabletolerances.
Manufacturing
Althoughfixturingdoesnotseemlikeadifficultidea,itcanbeveryproblematicfors

omeparts.Ifthereisinsufficientfixturingorclampingforceswhenthematerialisbeingma

chined,theforcesthataregeneratedbytheremovalofmaterialcancausetheparttoshiftor

evenbethrownoutofthemachine.Toomuchfixturingorclampingforcescancauseperma

nentdeformationinthinwallparts.Insomecases,customfixturingisrequiredtohelpholdt

hepartinplace.Forexample,allofthelinkagesthathelppushthemotorweremachinedusi

ngacustomfixture.

Tomachinethedifferentlinkages,thefirstmachiningoperationwastodrilltheholeswhe

retheboltswouldeventuallygo.Next,asacrificialplatewasalsodrilledinthesameplacess

othatthelinkagescouldbeplacedontopandtheholeswouldlineup.Thiswasdonebecaus

eitelevatedthepartoutofthejawsofthevicesothatthewholecontouraroundthepartcoul

dbecutwithoutneedingtoremovethelinkagefromthevicejawsandflippedaround.Thep

roblemwiththeremovingthepartfromthevicejawsandflippingitaroundwasthatitwas

veryhardtogetthepartlinedupexactlysothattheresultingcutswereflawless.Theonlypa

rtintheassemblythatrequiredtwoseparateoperationswastheflywheel.Duetoitsshape

anddesign,itwouldhavebeenimpossibletomachinethepartwithonlyoneoperation.Fig

11showsthefirstoperation.Thesolidcylindricalstockisfirstpocketedtocreatetheinden

tedstructure.Next,sixsymmetricalpocketingoperationscreatedthespokesofthewheel.

Thesesixpocketingoperationswentpasttheprescribeddepthsothatduringthelastoper

ation,thepartwouldcomeoutasdesired.Thefinaloperationfirstinvolvedflippingthefly

wheelstocksothatthe
backsidewasbeingmachined.Unliketheotherside,thissideoftheflywheelonlyhadoneo

peration,thelargepocketingoperationthatcreatedtheindentedfeature.Thereasonwhy

theoriginalsixpocketswerenotdonehalfwaythroughthepartwassothatwhenthesecon

dsidewasbeingmachined,theoperatorwouldnothavetopainstakinglyalignthespokest

othecorrectorientation.

Figure11:FlywheelOperation1and2inEsprit

Otherconsiderationsforfixturingapartaretoensurethatthevibrationalforcesdo

notcausechatterinthepart.Chatterisanunevenwavelikepatternonthesurfaceofapartd

uetovibrationfromthecuttingendmilltothepart.Thisproblemisespeciallyprevalentw

henmachininglongparts.Whenmakingtheshaftthatsupportedtheflywheel,tohelpred

ucetheeffectsofchatteranddeflection,atailstockwasused.Atailstockholdstheworkpiec

efromtheoppositesideofthespindletohelpreducedeflectionwhenmachiningandtopre

ventvibrationsfromcausingthechatter.Whenthepartwasinspectedaftermachining,it

wasapparentthattheshaftwasnotcompletelysmooth.However,thiswasnotduetothec

hatter
thatwaspreviouslydescribed;instead,thiswasmostlyduetoachipinthecuttinginsert.

Figure12:CuttingtheShaftandUsingaTail-Stock

Whenmanufacturingpartsforanyapplication,tolerancesareparamount,especi

allywhenpartsneedtofittogetherinanassembly.Onecommonmistakemadewhendesig

ningashaftandholeisthatthedesignerwillcreatetheholethattheshaftissupposedtogoin

theexactsamesizeastheshaftitself;thisisacommonerrorandwillleadtomanyproblems

ifitisnotcaught.Whencreatingdimensionsandtolerancesforpartsthatneedtobepresse

dintoeachother,aforcefitisrequired.Forexample,thebearingsintothesupportstructur

ewouldrequiredaforcefit.

Forcefits:(FN)Forceorshrinkfitsconstituteaspecialtypeofinterferencefit,nor

mallycharacterizedbymaintenanceofconstantborepressuresthroughoutther

angeofsizes.Theinterferencethereforevariesalmost
 directlywithdiameter,andthedifferencebetweenitsminandmaxvalueissmall,to

maintaintheresultingpressureswithinreasonablelimits.

Thesefitsaredescribedasfollows:

FN1:Lightdrivefitsarethoserequiringlightassemblypressuresandproducemo

reorlesspermanentassemblies.Theyaresuitableforthinsectionsorlongfitsorin

cast-ironexternalmembers

FN2:Mediumdrivefitsaresuitableforordinarysteelparts,orforshrinkfitsonligh

tsections.Theyareaboutthetightestfitsthatcanbeusedwithhigh-gradecast-

ironexternalmembers

FN3:Heavydrivefitsaresuitableforheaviersteelpartsorforshrinkfitsinmediums

ections.

FN4andFN5Forcefitsaresuitableforpartsthatcanbehighlystressedorforshrink

fitswheretheheavypressingforcedrequiredareimpractical1

Forthebearings,aFN2tolerancewasusedwhendeterminingwhatsizetomakethepocket

onthesupportstructuretoensurethattheforcefitwouldnotcausethebearingtoseize.Inth

esoftwarethatwasusedtogeneratethecodefortheCNCmachine,a0.004walltolerancew

asusedwhichmeantthatthepocketwasactuallyenlargedby0.004onthediameter.Ther

easonwhytheprogramsays0.004andnot0.002isbecausethetool thatwasbeingused

tocutthis

pocketwasmeasuredtobeanother0.002undersized.Whenthepartwasfinallymachine

d,thebearingslidintothepockethalfofthewayandrequiredalightpresstoseatthebearin

gfullyintothehole.
1
Oberg,Erik.Machinery'sHandbook.NewYork:Industrial,2008.Print.
 Figure13:SupportstructureinEsprit

Thesecondpartontheassemblythatrequiredaspecifictighttolerancewasthesha

ftandthebearinghole.Forrepairandmodularityreasons,thetoleranceusedontheshaft

wasarunningandslidingfit.

RunningandSlidingFits:(RC)Runningandslidingfits,forwhichlimitsofclearan

cearegivenintable8aareintendedtoprovideasimilarrunningperformance,with

suitablelubricationallowance,throughouttherangeofsizes.Theclearanceforth

efirsttwoclasses,usedchieflyasslidefits,increasemoreslowlywiththediametert

hanfortheotherclasses,sothataccuratelocationismaintainedevenattheexpens

eoffreerelativemotion.Thesefitsmaybedescribedasfollows:

RC1:Closeslidingfitsareintendedfortheaccuratelocationofpartsthatmustbeas

semblewithoutperceptibleplay

RC2:Slidingfitsareintendedforaccuratelocation,butwithgreatermaximumclea

rancethanclassRC1.Partsmadetothisfitmoveandturn
 easilybutarenotintendedtofunfreely,andinthelargersizedmayseizewithsmall

temperaturechanges.

RC3:Precisionrunningfitsareabouttheclosestfitsthatcanbeexpectedtorunfreel

yandareintendedforprecisionsworkatslowspeedsandlightjournalpressured,

whereaccuratelocationandminimumplayaredesired.RC4:Closerunningfitsare

intendedchieflyforrunningfitsonaccuratemachinerywithmoderatesurfacespe

edsandjournalpressures,whereaccuratelocationandminimumplayaredesired

RC5andRC6:Mediumrunningfitsareintendedforhigherrunningspeedsorheav

yjournalpressured,orboth

RC7:Freerunningfitsareintendedforusewhereaccuracyisnotessential,orwher

elargetemperaturevariationsarelikelytobeencountered,orunderboththeseco

nditions.

RC8andRC9:Looserunningfitsareintendedforusewherewidecommercialtoler

ancemaybenecessary,togetherwithanallowance,ontheexternalmember2

Fortheshaftandbearinginteraction,aRC7fitwasused.AnRC7fitwasusedbecauseincaset

hewheelneededtobereplaced,thefitwouldaccommodateaneasyslidethatwouldnotcaus

etheflywheelassemblytobindwiththeshaft.Also,greataccuracywasnotneededbecauset

heoverallsystemwasdesignedwithsometolerancetoensurethatthewholeassemblywo

uldrunsmoothly.

2
Oberg,Erik.Machinery'sHandbook.NewYork:Industrial,2008.Print.
ConclusionandRecommendations:
Attheconclusionofthisproject,aphysicalmodelwasmanufacturedandtestedthat

demonstratedtheinteractionbetweenamechanicalforcethatwasthentranslatedintoah

ydraulicforceandfinallyconvertedbacktoamechanicalforce.Whatfirststartedasaproje

ctproposalandapreliminarysketchonapieceofpaperledtoapreliminarycomputer-

aided-

design(CAD)model.Throughasetofdesigniterations,theCADeddesignwasthenanalyz

edfornaturalfrequency,stressconcentrations,minimumsafetyfactor,deflection,andthe

mechanicaladvantageprovidedthroughthehydraulicbrakingsystem.Whenoperatinga

nytypeofrotatingmachinery,itisimperativethatthenaturalfrequencyofthesystemandt

hefrequencyatthesystemisoperatingatbecalculated.Ifthenaturalfrequencyofthesyste

misclosetothefrequencythatthesystemifoperatingat,thevibrationsproducedwillevent

uallytearthemachineapart.Thenaturalfrequencyoftheshaftwascalculatedtobe264.4H

zwhiletheoperationalfrequencywasat1.667Hz.Thismeansthattheoperatingspeedofth

esystemcanbeincreasedover150timesbeforethesystemisindangerofdestructivevibra

tions.Inadditiontothenaturalfrequency,thestressconcentrationsoftheshaftwerecalcul

atedandshowedthatthematerialchosenastheshafthadaminimumsafetyfactorof7.48.T

hisnumberfarexceedsmostmachinerystandardsandthusshouldensuresafeoperatingc

onditions.WhileusingtheSolidWorkssimulationsoftwaretocalculatethestressconcentr

ationsandthesafetyfactor,thetotalshaftdeformationwasalsocalculatedandtheresultin

gmodelshowedthatthemaximumdeflectionoftheshaftwas0.083mmundernormalload

ingconditions.Finally,themechanicaladvantageofthe
hydraulicbrakewascalculatedandthroughtestingprovedtobearound8.3whichismor

ethanenoughtostopthe2lb.flywheel.

Whilethismodelprovedtomeettheprojectobjectives,thereareplacesofimprove

ment.Onefutureimprovementwouldbetopurchaseandinstallafastermotor.Thefaster

motorwillallowtheflywheeltorotatefasterandthusthemomentumofthewheelwillreq

uireadditionalbrakingforce.Thecurrentmotorbarelyspinstheflywheelfastenoughfort

heinternalfrictionofthesystemtobeovercome.Anotherareaforfutureimprovementwo

uldbetheoptimizationoftheweightandsizeoftheflywheelsothatthefastermotorwillno

tinterferewiththenaturalfrequencyofthesystem.Inaddition,becausethismodelwillpri

marilybeusedasaclassroomdemonstrationmodel,tohelpstudentsunderstandwhatis

happeningfromthemechanicaltohydraulicinteraction,apartofthehydraulicbrakehou

singcouldbecutawaysothattheinternalmechanismsareexposed.

Finally,sensorscouldbeaddedtobothshowthedifferentforcesandvibrationsactingonth

esystemaswellastoconfirmthecalculationsthatwereinitiallymade.Thesesensorswoul

dincludeanaccelerometerattachedtotheshafttodetectanyvibrationsandmovement.I

naddition,accelerometerscouldbeaddedtotheflywheelitselftoseeifthereareanyaffect

sproducedbyanunbalancedwheel.
Appendix
Runningmanual
Instructions:
1. Placemodelonsturdy,flatsurface
2. Pluginpowercordintoany120V10Acircuit
3. Placeonehandonlinkagehandleandtheotheronthedeadmansswitch
4. Pressdownonthehandletoslidethemotorplateforward
5. Whileapplyingfirmpressuretothehandle,ensurethattheendofthemotor
plateengagesthelimitswitch
6. Pressandholdthedeadmansswitchtoactivatethemotor(ifthemotorplateo
rdeadmansswitchisdisengaged,themotorwillstoprotating)
7. Oncetheflywheelisspinning,pullthebrakelevertostoptherotation
8. Itisalsopossibletospintheflywheelbyhandandusethebrakelevertostopthe
flywheel
BillofMaterials

Description PartNumber Vendor Quantity

Motor 6142K73 McMaster 1
LimitSwitch 7090K41 McMaster 1
MomentarySwitch 6749K25 McMaster 1
HydraulicBrake Elixir3 Avid 1
MathcadFile
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