SIMULATION OF A HYDRAULIC POWERTRAIN

PROJECT NUMBER: 1004-01 SUBMITTED BY: BRADLEY E. THOMAS PETER M. BOMBARA LEVI J. SCHEENSTRA

SPONSORS:
PARKER HANNIFIN CORPORATION AEROSPACE HYDRAULIC SYSTEMS DIVISION KALAMAZOO, MI 49001 WESTERN MICHIGAN UNIVERSITY KALAMAZOO, MI 49006

FACULTY MENTOR:
DR. JAMES W. KAMMAN WMU COLLEGE OF ENGINEERING AND APPLIED SCIENCES DEPARTMENT OF MECHANICAL AND AERONAUTICAL ENGINEERING

Saturday, April 24, 2010

SIMULATION OF A HYDRAULIC POWERTRAIN

PROJECT NUMBER: 1004-01

F IGURE 1: C HAINLESS C HALLENGE B ICYCLE

TEAM:
P E T E R M. B O M B A R A Signature B R A D L E Y E. T H O M A S Signature L E V I J. S C H E E N S T R A Signature Date Date Date

F A C UL TY
Signature

MENTOR:

D R . J A M E S W. K A M M A N Date

C O U RS E C O O RD I N A TO R :
DR. RICHARD HATHAWAY Signature Date Page | ii

A BSTRACT
In the past, Western Michigan University has had success building hydraulic bicycles and competing in a national competition. However, a simulation had never been utilized to design an optimized hydraulic powertrain. Therefore, the project focus was on creating a simulation model to evaluate performance in different configurations. The project took place in three stages. In the first stage, the simulation model was built in a virtual environment using Simulink software. In the second stage, the simulation model was validated by testing of the hydraulic pump and motor as well as the performance of the existing hydraulic bicycle. The third stage of the project involved the analysis of the simulation data. Detailed results and future recommendations were provided to WMUs College of Engineering and Applied Science.

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D ISCLAIMER
This report and the project to which it pertains were conducted by students as an engineering educational requirement. Western Michigan University, the College of Engineering and Applied Sciences and its faculty, the students, and any companies affiliated with the project make no claims as to the accuracy or completeness of the information contained within. Persons or organizations choosing to use any information associated with this project should do so at their own risk.

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T ABLE OF C ONTENTS
Abstract ........................................................................................................................................................ iii Disclaimer..................................................................................................................................................... iv Table of Contents .......................................................................................................................................... v Table of Figures ...........................................................................................................................................viii List of Tables ................................................................................................................................................. x 1.0 - Introduction .......................................................................................................................................... 1 1.1- Description of Problem...................................................................................................................... 1 1.2- Benefits of a Solution ........................................................................................................................ 1 1.3 - Benchmarking ................................................................................................................................... 1 1.3.1 - Background ............................................................................................................................... 1 1.3.2 - Direct Corollaries ....................................................................................................................... 2 2.0 - Requirements and Specifications ......................................................................................................... 4 2.1 - Functional Requirements ................................................................................................................. 4 2.2 - Technical Requirements ................................................................................................................... 4 2.3 - Performance Requirements ............................................................................................................. 5 2.4 - Safety and Environmental Requirements......................................................................................... 5 2.4.1 - Quality of Life Issues ................................................................................................................. 5 2.4.2 - Environmental, Global, and Societal Impact ............................................................................. 5 2.5 - Customer Requirements................................................................................................................... 7 2.6 - House of Quality ............................................................................................................................... 7 3.0 - Concept Exploration.............................................................................................................................. 9 3.1 - Project Decomposition ..................................................................................................................... 9 3.1.1 - Physical ...................................................................................................................................... 9 3.1.2 - Function .................................................................................................................................. 10 3.1.3 - Form Decomposition ............................................................................................................... 11 3.1.4 - Decomposition By Discipline ................................................................................................... 13 3.2 - Measurable Engineering Specifications.......................................................................................... 14 3.3 - Decision Areas ................................................................................................................................ 14 3.3.1 - Modes of Operation ................................................................................................................ 14 Page | v

3.3.2 - Component Decisions ............................................................................................................. 15 3.4 - Decision Matrices ........................................................................................................................... 16 3.4.1 - Decision Matrix Observations ................................................................................................. 17 4.0 - Design Process .................................................................................................................................... 18 4.1 - Experimental, Analytical, Simulation Techniques .......................................................................... 18 4.1.1 - Simulation ............................................................................................................................... 18 4.1.2 - Experimental Testing............................................................................................................... 19 4.1.2a - Experimental Testing Equipment...................................................................................... 19 4.1.2b - Pump Test Set Up ............................................................................................................. 19 4.1.2c - Pump and Motor Test Set Up............................................................................................ 20 4.1.2d - Testing Procedure ............................................................................................................. 22 4.1.2e - Initial Model Testing ......................................................................................................... 22 4.1.2f - Velocity Trials..................................................................................................................... 22 4.1.3 - Analytical ................................................................................................................................. 23 4.2 - Design Results................................................................................................................................. 23 4.2.1 - Introduction to Simulink Blocks .............................................................................................. 23 4.2.2 - Introduction to the Block Diagram.......................................................................................... 26 4.2.3 - Crank Section .......................................................................................................................... 28 4.2.3a - Y Force Switch Subsystem................................................................................................. 30 4.2.3b - X Force Switch Subsystem ................................................................................................ 31 4.2.3c - Force Decay Subsystem..................................................................................................... 32 4.2.3d - Resultant Crank Signal Characteristics ............................................................................. 33 4.2.3e - Crank to Pump .................................................................................................................. 35 4.2.3f - Mechanical to Hydraulic Interface .................................................................................... 37 4.2.4 - Hydraulic Section..................................................................................................................... 38 4.2.5 - Rear Wheel Section ................................................................................................................. 40 4.2.6 - Bicycle Frame Section ............................................................................................................. 41 4.2.6a - Frame Translation ............................................................................................................. 42 4.2.7 - Environment Section ............................................................................................................... 43 4.3 - Design Analysis Discussion ............................................................................................................. 44 Page | vi

4.3.1 - Effects of Gearing .................................................................................................................... 44 4.3.2 - Effects of Hills .......................................................................................................................... 45 4.3.3 - Effect of Wind ......................................................................................................................... 47 4.3.4 - Maximum Velocity Trial Results .............................................................................................. 47 5.0 - Cost Analysis ....................................................................................................................................... 48 6.0 - Conclusions and Recommendations ................................................................................................... 49 7.0 - Bibliography ........................................................................................................................................ 50 8.0 - Appendices.......................................................................................................................................... 51 8.1 - Project Responsibilities and Resumes ............................................................................................ 51 8.2 - Proprietary Information ................................................................................................................. 55 8.3 - Design Results Documentation ...................................................................................................... 56 8.3.1 - Overall Simulink Diagram ........................................................................................................ 56 8.3.2 - Matlab M-File Code ................................................................................................................. 57 8.3.2 - Simulation Results ................................................................................................................... 59 8.3.3 - Gear Ratio Calculations ........................................................................................................... 65 8.3.4 - Testing Data ............................................................................................................................ 66 8.4 - Project Schedule ............................................................................................................................. 69 8.4.1 - Project Tasks ........................................................................................................................... 69 8.4.2 - Project Implementation Plan .................................................................................................. 70 8.4.3 - Milestones Achieved ............................................................................................................... 71 8.4.4 - Gantt Chart .............................................................................................................................. 72 8.5 - Additional Information ................................................................................................................... 73 8.6 - ABET Questions .............................................................................................................................. 75 8.6.1 - Assessment of Program Outcome #9 ...................................................................................... 75 8.6.2 - Assessment of Project Outcome #13 ...................................................................................... 76

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T ABLE OF F IGURES
Figure 1: Chainless Challenge Bicycle ........................................................................................................... ii Figure 2: Axial Piston Pump .......................................................................................................................... 2 Figure 3: WMU Chainless Challenge Recumbent Tricycle ............................................................................ 3 Figure 4: Conventional Bicycle Parts ............................................................................................................. 4 Figure 5: Bicycle Production Trends.............................................................................................................. 6 Figure 6: Accumulator ................................................................................................................................. 15 Figure 7: Simulink Program ......................................................................................................................... 18 Figure 8: Hydraulic Testing Setup ............................................................................................................... 21 Figure 9: Efficiency Calculations.................................................................................................................. 22 Figure 10: Body Block .................................................................................................................................. 23 Figure 11: Prismatic Joint ............................................................................................................................ 23 Figure 12: Revolute Joint ............................................................................................................................ 23 Figure 13: Weld Joints ................................................................................................................................. 23 Figure 14: Joint Sensor ................................................................................................................................ 23 Figure 15: Body Sensor ............................................................................................................................... 23 Figure 16: Scope .......................................................................................................................................... 25 Figure 17: Body Actuator ............................................................................................................................ 25 Figure 18: Velocity Driver............................................................................................................................ 25 Figure 19: Block Color Key .......................................................................................................................... 26 Figure 20: Force Signal Propagation Through Model ................................................................................. 27 Figure 21: Force Input ................................................................................................................................. 28 Figure 22: Force Input System .................................................................................................................... 29 Figure 23: Y Force Switch ............................................................................................................................ 30 Figure 24: X Force Switch Subsystem.......................................................................................................... 31 Figure 25: Force Decay Subsystem ............................................................................................................. 32 Figure 26: Force Signal Applied to Pedal 1.................................................................................................. 33 Figure 27: Forces Signal Applied to Pedal 2 ................................................................................................ 33 Figure 28: Crank Torque Signal ................................................................................................................... 34 Figure 29: Crank to Pump Section............................................................................................................... 35 Figure 30: Crank to Frame Connection ....................................................................................................... 36 Figure 31: Power Calculation ...................................................................................................................... 37 Page | viii

Figure 32: Mechanical To Hydraulic Interface ............................................................................................ 37 Figure 33: Hydraulic Section ....................................................................................................................... 38 Figure 34: Rear Wheel Section .................................................................................................................... 40 Figure 35: The Frame .................................................................................................................................. 41 Figure 36: Frame Translation ...................................................................................................................... 42 Figure 37: Scopes and Environmental Forces ............................................................................................. 43 Figure 38: Velocity in All Eight Gears .......................................................................................................... 44 Figure 39: Velocities for Hills ...................................................................................................................... 45 Figure 40: Force Plot For Downhill .............................................................................................................. 46 Figure 41: Force Plot for Uphill ................................................................................................................... 46 Figure 42: Bike Velocity With Head and Tail Wind ..................................................................................... 47 Figure 43: Overall Simulink Diagram ........................................................................................................... 56 Figure 44: Forces on Both Crank Ends ........................................................................................................ 59 Figure 45: Crank Torque.............................................................................................................................. 60 Figure 46: Crank Speed ............................................................................................................................... 60 Figure 47: Pump Speed ............................................................................................................................... 61 Figure 48: Input Power................................................................................................................................ 61 Figure 49: Pump Discharge Flow Rate ........................................................................................................ 62 Figure 50: Pump Flow Rate vs Angular Velocity ......................................................................................... 62 Figure 51: Motor Speed .............................................................................................................................. 63 Figure 52: Bicycle Velocity .......................................................................................................................... 63 Figure 53: Bicycle Acceleration ................................................................................................................... 64 Figure 54: Gear Ratio Calculations .............................................................................................................. 65 Figure 55: Pump and Motor Testing Data ................................................................................................... 66 Figure 56: Test Simulation Diagram ............................................................................................................ 67 Figure 57: Simulation of Testing Results ..................................................................................................... 68 Figure 58: Bicycle Components ................................................................................................................... 73 Figure 59: Internal Gear Hub Specifications ............................................................................................... 74

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L IST OF T ABLES
Table 1: Customer Requirements ................................................................................................................. 7 Table 2: House of Quality .............................................................................................................................. 8 Table 3: Simulation Modes of Operation Decision Matrix.......................................................................... 16 Table 4: Simulation Components Decision Matrix...................................................................................... 17 Table 5: Pump and Motor Parameters ....................................................................................................... 38 Table 6: Velocity Trials ................................................................................................................................ 47 Table 7: Cost Estimate................................................................................................................................. 48 Table 8: Project Tasks and Objectives ......................................................................................................... 69 Table 9: Design Flow Process ...................................................................................................................... 70 Table 10: Gantt Chart .................................................................................................................................. 72

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1.0 - I NTRODUCTION
1.1- D ESCRIPTION
OF

P ROBLEM

Since 2005, Western Michigan University has participated in the Parker Hannifin Chainless Challenge. This competition features human-powered vehicles utilizing hydraulic powertrains. Previous to this senior design project, time restraints forced the Chainless Challenge team to design and build their competition bicycles without acquiring a good understanding of the dynamic nature of the system. The hydraulic systems had never undergone thorough testing using a dynamometer. Also, no one had attempted to create a computer model for the bicycle. For this program to be successful in the future, it was decided that research and modeling of the bicycles dynamic behavior was necessary.

1.2- B ENEFITS

OF A

S OLUTION

Computer modeling and physical testing is a way to provide information on the systems dynamic behavior. The WMU College of Engineering and Applied Sciences will benefit from the documentation of the simulation process. Knowledge gained from this testing will aid students in designing better bicycles or improving the existing bicycles. In addition, future projects based on this research can be shared with potential engineering students during college tours.

1.3 - B ENCHMARKING
Benchmarking is a process by which a business or design group can compare ideas or designs to existing industry products. This comparison usually includes the quality, cost, and performance of the existing technologies. This method allows designers to understand where their product would fit in the marketplace and if their ideas represent a new concept or an improvement upon an existing process or product.

1.3.1 - B ACK GROUND

It is desired that a human powered vehicle be designed that does not utilize a direct chain and sprocket system. Replacing this powertrain with a hydraulic one presents various problems. These include reduced efficiency, pedal and pump rotational speed discrepancies, and increased overall weight. In order to offset the drawbacks of efficiency loss, the team added value to the design by creatively using hydraulic components in various configurations.

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F IGURE 2: A XIAL P ISTON P UMP

1.3.2 - D IRE CT C OROLLARIES

The only direct examples of this type of design are the vehicles designed for the Chainless Challenge. This is a contest in which teams of five or fewer student cyclists build bicycles or tricycles equipped with hydraulic powertrains to compete in a 100 yard sprint race and a 12 mile race course with over 200 ft of elevation change. The teams are also judged on their design, craftsmanship, safety, and reliability. Schools entering the contest include California Polytechnic-San Luis Obispo, Cleveland State University, Kent State University, University of Akron, Calvin College, University of California-Irvine, University of Michigan and Western Michigan University.

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F IGURE 3: WMU C HAINLESS C HALLENGE R ECUMBENT T RICYCLE

The vehicles at the competition vary greatly in frame design and hydraulic systems. Commercial frame designs include recumbent and upright. These designs can use anywhere from 2 to 4 wheels total. Many different hydraulic system configurations are implemented as well. Many types of pumps are used, but gear and vein pumps are most common. Some designs include sub-systems of energy storage called accumulators. These tanks utilize compressible bladders or springs. Accumulator energy storage systems can reach pressures of 2500 pounds per square inch (psi) and propel cycles un-assisted for up to 50 ft. Although this energy storage is a useful feature, it has negative drawbacks such as increased weight and drag. Some entries utilize regenerative braking which captures and stores the kinetic energy of the moving cycle. The performance of competition human powered hydraulic vehicles varies. Overall efficiencies seem to be around 75% depending on the slope of the incline being traveled. Cyclist can reach speeds anywhere from 7 to 15 miles per hour (mph) on level terrain, and up to 30 mph downhill. Acceleration from rest is very low compared to traditional chain and sprocket driven cycles. In contrast, direct chain and sprocket drive systems have efficiencies as high as 98.6%, since the only losses are due to friction. Cycling with this simple powertrain requires 2-3 mega joules (MJ) per kilometer. This makes direct chain and sprocket powertrains the most efficient form of transportation. Road bicycles typically average around 18 to 22 mph while competitive riders can maintain speeds in access of 30 mph.

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F IGURE 4: C ONVENTIONAL B ICYCLE P ARTS

When comparing different frame types, it was found that recumbent frame designs have a much higher efficiency than upright frame designs for speeds over 16 mph due to their lower drag coefficients. Upright bicycles have the biomechanical advantage of being able to stand on the pedals.

2.0 - R EQUIREMENTS AND S PECIFICATIONS

This project was guided by a strict list of requirements from its conception. Most of the requirements focused on the functional and technical capabilities of the Matlab computer program. On the other hand, the purpose of this program was to guide WMU in the construction and modification of hydraulic bicycles. Therefore, the safety, performance, and environmental impact of hydraulic bicycles had to be considered.

2.1 - F UNCTIONAL R EQUIREMENTS

The simulation model must cover both hydraulic and mechanical domains. The model must be able to simulate dynamic operation. The model must approximate real crank-set operation by simulating forces on the pedals. Simulation must account for varied riding surfaces and slopes (hills). Model must be able to export simulation data for plotting and further analysis.

2.2 - T ECHNICAL R EQUIREMENTS

The model utilizes all major components on the existing bike. The model can make the following measurements to the hydraulic subsystem: Hydraulic Pressure, Flow Rate, Shaft Angular Velocity, and Torque Output. The model can make the following measurements to the crank set: Torque Input, and Angular Velocity. The model can make the following measurements to the bike: Linear Position, Velocity, and Acceleration. Page | 4

The simulation computation will use a variable-order numerical differentiation formula solver called ode15 (stiff/NDF).

2.3 - P ERFORMANCE R EQUIREMENTS

Accurate simulation to real life performance. User friendly interface that can be easily modified. Program is easily adaptable.

2.4 - S AFETY

AND

E NVIRONMENTAL R EQUIREMENTS

The simulation program will assist individuals in addressing the following requirements when designing a new hydraulic bicycle: Hydraulic fluid effects on bicycle performance. Hoses, fittings, and tubing will not fail during normal operating pressures and conditions. Hydraulic pump and motor must not exceed set operating pressures and temperatures.

2.4.1 - Q UALITY OF L IFE I SSUE S

Dynamic system modeling and simulation is always pushing safety expectations higher and higher. It can be used to estimate dynamic loads on airplane wings or fatigue levels of dynamic torsional strain in drive shafts. Utilizing data from these simulations combined with minimal testing can help engineers design safer systems. Automobiles can be designed to be safer, lighter, and more efficient. Engineers can analyze a system with many interdependent components to determine inefficiencies that would otherwise go undetected and lead to problems later in the design process. When engineers are able to predict conditions that lead to failure modes, there is a reduced chance for unforeseen accidents stemming from failure.

2.4.2 - E NVIRONMENTAL , G LOBAL , AND S O CIE TAL I MPACT

The main focus of this project is dynamic system modeling and simulation which can be utilized globally. Dynamic system modeling has an almost infinite number of applications, some of which are very valuable. A good example is the use of system simulation software to build and design a power distribution system in a developing country. It gives the engineers an idea of how the overall system will behave in different configurations. Also, simulation can save money by avoiding overdesign. Engineering was once a try-and-see approach to problem solving. This approach cannot be used for large and expensive projects because it is not cost effective. Now, simulations work hand in hand with

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testing to provide a solution that is thorough and less expensive. It has helped industry worldwide progress to build higher quality, more efficient products.

F IGURE 5: B ICYCLE P RODUCTION T RENDS

Any system that contains hydraulic components can be modeled with the software utilized in this project. Therefore, many engineering firms can benefit from the use of these simulation tools. Although human powered hydraulic vehicles have few real market applications, the technology is commonplace in engineering. Currently, the only direct application for this project research is the Chainless Challenge competition sponsored by Parker Hannifin. Most cyclists would prefer to ride conventional equipment that is familiar and race proven. Therefore, the team hopes to add value to hydraulic powertrain design to increase its attractiveness. Bicycles are a very popular form of transportation throughout the world. In 2000, the number of bicycles produced globally was around 100 million, about 2.5 times that of automobiles. Bicycles provide an inexpensive alternative to automobiles and are very popular in developing countries. The environmental benefits of bicycles as opposed to automobiles are astounding. Having no carbon emissions, bicycles utilize the human body to transform energy from fuel (food) to mechanical power. The human body does this more efficiently than any man-made device. This environmental advantage is especially relevant now since climate change is a large concern. This project will study possible advantages of using hydraulics to transmit human generated power for means of transportation. Page | 6

2.5 - C USTOMER R EQUIREMENTS

The following table outlines the customer requirements for the simulation model. The team communicated with the customer to determine what features and functions were crucial for accurate simulation.

Customer: Dr. James Kamman (Faculty Advisor) Requirements:

Incorporate hydraulic and mechanical domains Achieve similar dynamic behavior to normal bicycle Easily adjustable system parameters Able to simulate dynamic and steady-state

Solutions:
Use SimHydraulics and SimMechanics Compare simulation with normal bicycle dynamics Use an M-File to easily change system parameters Simulate in forward, and in inverse dynamics modes

T ABLE 1: C USTOMER R EQUIREMENTS

Simulink contains multiple Software packages including SimMechanics and SimHydraulics. Previous to this project, no one at WMU had designed a model that simulated more than one complex domain. The goal of the project was to successfully combine SimMechanics and SimHydraulics into one seamless program that modeled the dynamic behavior of the bicycle.

2.6 - H OUSE

OF

Q UALITY

The house of quality is a valuable tool for planning a project. It allows for an organized look at the correlation between customer requirements and the physical components of the system. For example, the below house of quality relates the customer requirements to features in Simulink and shows the relative importance of each feature. The roof of the house displays the correlation between each of the Simulink features.

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T ABLE 2: H OUSE OF Q UALITY

From the house of quality it was observed that the design parameters that most effect the customer requirements are the body sensors and actuators, followed by the use of variables, and running the simulation from an M-file. Therefore, the program was designed to concentrate on utilizing these Simulink features.

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3.0 - C ONCEPT E XPLORATION

3.1 - P ROJECT D ECOMPOSITION
The bicycle is made up of a great array of both mechanical and hydraulic equipment. All these bicycle components were identified and organized into the below lists. The effect each component had on the performance was investigated. Each crucial component was added to the model. The model allows the user to change any of these components. Therefore, performance data can be reviewed to study the effect of varying specific components.

3.1.1 - P HYSICAL
Frame Seat Wheels Tires Tire Tubes Disc Brakes Brake Cable Brake Handles Brake Calipers Sprockets Chain Hydraulic Fluid Hydraulic Hose Smooth Elbow Hydraulic Fittings Hydraulic Pump Hydraulic Motor Flow Control Valve Check Valve Accumulator

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3.1.2 - F UNCTION
The primary function of the design is single person transportation using human power. This was achieved by implementing several subsystems. The subsystems are: frame, rider seating, steering, braking, input/output wheel drive, and hydraulic. Frame The frame is primarily composed of hollow steel tubing, which supports the other components and systems. All junctions in the tubing are joined using TIG welding. The frame takes advantage of the excellent ductile properties of steel; it can elastically deform to absorb vibrations while riding. Rider Seating The upright bike has a normal seat while the recumbent uses a more specialized seat. The seat is mounted to the center member of the frame. It is composed of a foam rubber cushion attached to a steel plate. The seat-back is a fabric mesh that is supported by a hollow steel tube fork. Wheels, Tires, and Tubes The tubes hold air and are inflated inside the tires. These are mounted to the wheels. The wheels transform the rotational energy from the hydraulic motor into lateral motion of the cycle. The wheels also act as dampers, absorbing some of the road induced vibrations while cycling. Steering The upright bike uses a typical handlebar and fork steering system. The recumbent steering system is made up of hollow steel tube handle-bars which are fastened by screws to the control arm. The control arm pivots in the center and is attached to a follower arm on each end. The follower arm actuates the steering mechanism. Braking The braking system is actuated by cables attached to levers on the steering handles. Input/Output Wheel Drive The input wheel drive system consists of gearing that transfers rotational motion from the rider to the pump. The output wheel drive transfers the rotational motion of the motor to the wheels.

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Fixed Displacement Pump The upright bike features an axially piston pump. The fluid in the recumbent bikes hydraulic system is driven by a fixed displacement gear-rotor pump.

Fixed Displacement Motor The upright bicycle features an axially piston motor. On the recumbent design, fluid in the high pressure side of the system drives the fixed displacement gear-rotor motor. The motor operation is similar to a pump, but in reverse.

Accumulator The accumulator is a fiberglass tank with a nitrogen filled bladder that compresses. This compression allows energy to be stored for later use.

Working Fluid Hydraulic fluid is nearly incompressible and is used to transfer energy through the system. The fluid has good lubricity, low volatility, moderately low viscosity, and is incompressible.

Hoses and Fittings The hoses serve as closed channels for the working fluid to travel through. The high pressure hoses are steel braided and have high strength. The fittings serve as junctions between the hoses, pumps and the accumulator.

Valves Valves control the fluid flow within the hydraulic circuit. Flow restrictors, directional flow controls, and shutoff valves can be used.

3.1.3 - F ORM D E COMPOSITION

Frame For an upright bicycle, the frame is composed of hollow metal tubing in a basic double triangle configuration. It provides for a more compact riding experience. Recumbent designs tend to have a lower center of gravity and feature an elongated body. Recumbent bicycles can have anywhere from two to four wheels. WMUs recumbent bicycle features two wheels that are mounted on the front axle and one wheel that is mounted behind the seat. The single rear wheel features a planetary gear hub. This makes the rear axle visually clean and unobtrusive.

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Seat & Rider Placement The upright bicycle features the standard seating arrangement. The seat on the recumbent bicycle is mounted between the two front wheels and the rear wheel. This places the cyclists center of gravity in optimum position to give the cycle solid control and handling. The seat is tilted backward at a slight angle which provides a comfortable cycling position.

Seat Ergonomics The recumbent seat-base is made of molded foam padding shaped to fit the rider. The seat-back is made of a polyester mesh material and conforms to the riders back.

Steering The upright bicycle has a mountain bike handlebar and fork design, but features road bike tires. On the recumbent bicycle, the steering handles are located just to the left and right of the seatbase. They are angled forward to match the angle of the riders wrists. The handles are also spaced apart to give the rider good leverage to easily execute a turn. Brake controls are also located on the handles.

Brake Control The brake levers are located on the steering handles and are shaped to the riders hands for good ergonomics.

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3.1.4 - D E COMPOSITION B Y D ISCIPL INE

The decomposition by discipline breaks down the project into different areas to help identify all subjects that needed to be researched, as well as form a general understanding of the project as a whole. By following this chart, it was confirmed that no areas were neglected during design development and analysis.

F IGURE 1: D ECOMPOSITION B Y D ISCIPLINE

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3.2 - M EASURABLE E NGINEERING S PECIFICATIONS

Since this project was focused on modeling, we were not interested in reaching certain physical specifications for the bicycle such as being able to reach a certain speed. We were, however, interested in confirming the accuracy of our model. This was be accomplished by obtaining measurable data for the bicycle performance and comparing it to the model. The hydraulic system was also physically tested and compared to the model. This involved using a test bench to find the operating temperature, pressure, flow rates, and efficiency of the pump and motor for a variety of inputs. For the overall bicycle behavior, time trials were conducted to find the maximum velocity of the bicycle in different gears. These results were compared to the model.

3.3 - D ECISION A REAS

The first and foremost decision that needed to be made was the configuration of the input drive system to the pump. This was crucial because it had the greatest effect on the overall operational performance of the bicycle. The second design step was to determine what type of operating modes the simulation should address.

3.3.1 - M ODES OF O P ERATION

Direct Drive - The hydraulic fluid goes from the pump directly to the hydraulic motor. In routine cycling, this mode would be used most commonly. No pressure is being stored during this process. Therefore, the fluid bypasses the accumulator while in this operating mode. Once the hydraulic fluid flows through the motor, it goes through the reservoir where it can be pumped again. Regenerative Braking -Regenerative braking can take many forms. The most practical form for a bicycle would be a system that stores energy while a cyclist coasts down a hill. Assisted Drive - There are two options for this system. The first option would allow the bicycle to be propelled by the accumulator alone. The second option would allow the rider to pedal energy into the system while also receiving energy from the accumulator. This would allow for maximum velocity on flat land and would provide a boost while pedaling up an incline.

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3.3.2 - C OMPONENT D ECISIONS

Accumulator -The accumulator is the sole energy storage device in the system and is the main advantage of the hydraulic powertrain. Accumulators come in a variety of sizes and energy storage capacities. The energy storage is determined by the accumulators maximum internal pressure. On long rides, the added weight of an accumulator is a hindrance.

F IGURE 6: A CCUMULATOR

Pump and Motors - The pump choice is a crucial decision for the design of the rest of the bicycle. Pumps can be classified as non-positive displacement, fixed displacement, and variable displacement. The optimal operating speed of the pump will greatly affect the gearing system design. Higher optimal operating speeds translate into higher gear ratios.

Pipe Fittings, Valves, and Tubing - These pieces should allow for flexible design around the bicycle frame. Also, they must withstand the thermal, fatigue, and pressure stresses from the system. Low friction coefficients that allow good fluid flow are crucial. The system was designed to avoid any type of leaks.

Shifting Mechanism - The system must allow the user to easily switch between the different operating modes. Gear System - The gearing system can either use a gear set, a chain and sprocket, or a combination of these systems. The gear system depends greatly on the type of pump and motor used. These systems must efficiently transfer rotational energy to the pump. The gear system must also be able to withstand the stresses associated with the power delivery.

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3.4 - D ECISION M ATRICES

Important decision making was accomplished by organizing several design options using a decision matrix. Following these results, an educated decision was made regarding which ideas were used in the design. The results are shown in the tables below. For the first matrix, the relationship between the operation modes and various criteria were compared. The team wanted to be sure to look at as many real operational modes as possible that could be applied in the simulation. At the same time, it was realized that due to time constraints with this project, all the desired modes of operation could not be analyzed. It was then decided that one mode of operation would be chosen, and the decision matrix helped make the right choice.
Modes of Operation
Fixed gearing Simple hydraulics Variable gearing simple hydraulics Variable gearing w/ Accumulator 1 0 0 0 35 Fixed gearing w/ Accumulator

Criteria

Wt

Customer Requirements 35 1 1 1 Ease of Modeling 30 1 0 0 Existing Simulink Blocks 20 1 0 1 Minimal Programming 15 1 0 0 Totals 100 100 35 55 T ABLE 3: S IMULATION M ODES OF O PERATION D ECISION M ATRIX

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This next matrix compares the valuable system measurements to the parameters that can be included in the simulation. The goal was to investigate how much each input parameter affected the measurable outputs of the system. That way, only the most influential parameters were chosen for simulation, thereby cutting down on the time needed to build the overall simulation. It was then decided that a strong basic simulation should be developed that would allow more complexities to be added at a later time.
Parameters To Include In Simulation
Pressurized Tank Rotational Inertia Aero Drag

Gearing

Motor

Pump

Mass

Measurements

Wt

Hoses Fittings

Fluid 1 0 0 0 1 1 0 55

Overall Efficiency Pressure Linear Velocity Linear Acceleration Flow Rate Cavitation Mechanical Losses Totals

1 1 0 0 0 1 0 0 1 0 0 1 0 1 0 0 1 0 1 0 0 40 55 30 T ABLE 4: S IMULATION C OMPONENTS D ECISION M ATRIX

30 5 15 15 10 15 10 100

0 1 0 0 0 1 0 20

1 1 1 1 1 1 0 90

1 1 1 1 1 0 0 75

0 1 1 1 0 0 0 30

1 0 1 1 0 0 0 60

0 1 1 1 0 1 0 50

3.4.1 - D E CISION M A TRIX O BSERVATIONS

Decisions were made based on the relative correlations of the different parameters, measurements, and criteria. It can be seen in Table 4 that some of the modes of operation would be time consuming to model and therefore wouldnt be worth spending time on. Since the most basic goal of the project was to build a simple simulation model, it makes sense that adding any unnecessary problems to overcome would be unproductive. From this observation the team decided to model a simple hydraulic drive train without an accumulator. In addition, it was decided that the simulation would model a single speed input to the pump. In other words, there would be no shifting gears during the simulation. In table 5, it can be observed that the spread of relative weighting was generally uniform. The component with the most effect on the system was the pump and the component with the least effect was the pressurized tank. Because of the general distribution of the weighting, the team decided that all components in the table should be included in the simulation.

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Hills

4.0 - D ESIGN P ROCESS

The design process began with becoming familiar with all the software that was used in this project. Program tutorials helped the team gain an understanding of the software. The team then gradually created more complicated models until they mastered the simulation software. After each model was created, sanity checks were completed. This involved using input parameters were the output was intuitively known and testing the results. The team insured that the results made sense for a wide variety of inputs. After the first comprehensive model was complete, the results were compared to the physical testing of the hydraulic components and the time trial results.

4.1 - E XPERIMENTAL , A NALYTICAL , S IMULATION T ECHNIQUES

4.1.1 - S IMULATION
The team primarily used MATLAB to simulate and analyze the physical system. MATLAB is a numerical computing environment and programming language. It is capable of performing a range of tasks including basic numerical computation, signal processing, function plotting, and data visualizations. All of these functions were used for the hydraulic system design. MATLAB also contains a powerful system analysis toolbox called Simulink.

F IGURE 7: S IMULINK P ROGRAM

Simulink is a block diagram environment intended for multi-domain simulation and model-based design for dynamic systems. Given the dynamic nature of the bicycles mechanical and hydraulic systems, Simulink was the software package to use. Simulink contains several discipline specific block sets for simulations. The design used two of these block sets; SimHydraulics and SimMechanics. A bike frame was constructed using SimMechanics to help visualize the simulated motion, and define the critical dynamic bike components and their constraints. Using SimHydraulics, a hydraulic Page | 18

system model was constructed containing all the components of the real system: the pump, hydraulic motor, valves, elbows, hydraulic tubing, working fluid etc. Simulations were run using this model to obtain data on flow rates, rpm, and power, cycle velocity, and acceleration. During pedaling, it was assumed that the pump and motor operate at varying rpm. It was expected that this variation would cause the pump and motor to operate at varying levels of efficiency. The torque input data from the pedals can be analyzed alongside the flow rates and input rpm to determine the required operation conditions for maximum efficiency. Since there are so many components and factors that affect performance, a systems-analysis approach is best.

4.1.2 - E XPERIMENTA L T E STING

Specific efficiency values at nominal speed, nominal pressure, and nominal kinematic viscosity are required to accurately model pump and motor performance. Therefore, two experimental tests were set up to first test the pump separately, then test the pump and motor together. 4.1.2 A - E X P E R I M E N T A L T E ST I N G E Q U I P M E NT Electric motor devices called Four-Quadrant Drives were connected to the pump and motor for measurements. Four-Quadrant Drives are electric motors that can drive angular velocity and measure torque similar to a dynamometer. Other devices used during testing were flow meters, pressure sensors. The flow meters that were used are paddle wheel type meters, with a laser position sensor that is tripped every time a paddle passes it. This relates the angular speed of the paddles to the flow rate. The pressure sensors that were used are piezoelectric pressure transducers. Data Acquisition was performed with LabView software. The fluid that was used for testing was MIL-5606 petroleum based, aircraft and ordnance hydraulic fluid. 4.1.2 B - P U M P T E ST S E T U P For the first test, the pump was set up to draw fluid from a pressure regulated tank, then push the fluid to the motor. The discharge pressure of the pump was regulated to be constant using a needle valve. This constant pressure acted as a load on the pump similar to what it would feel during cycling. Discharge pressure, flow rates, angular speed, and torque were measured.

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4.1.2 C - P U M P A N D M O T O R T E S T S E T U P For the second test, the pump was set up to draw fluid from a pressure regulated tank, then push the fluid to the motor. The motor shaft converted the fluid power to mechanical power at its output shaft and the motor discharge was sent back to tank. Another pump shaft was connected to the opposite side of the motors Four Quadrant Drive. This pumps purpose was to act as the load or resistance when pedaling the hydraulic bicycle. The load pump was connected to an electro-hydraulic flow control valve. This valve kept the load pump operating at a constant load pressure. The test setup is shown in the figure on the next page.

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F IGURE 8: H YDRAULIC T ESTING S ETUP

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4.1.2 D - T E S T I N G P R O C E D U R E The same general procedure was used for each of the two tests. First the pump was driven to a steady state angular speed. Then the load was adjusted. Once the load was at the correct value, pressures, flow rates, and torques were measured. This was performed for two speeds in each test. Nominal efficiencies were then calculated using the data obtained from testing. Equations that were used are listed below.

F IGURE 9: E FFICIENCY C ALCULATIONS

4.1.2 E - I N I T I A L M O D E L T E ST I N G A Simulink model was created of the testing setup. The calculated efficiencies and nominal values were put in for pump and motor parameters. The load was simulated with a rotational friction block. Then, the model was tuned so that the load on the Simulink test model matched the load on the real test system. Finally, the model was run to check if the flow rates and pressures matched. A diagram of the testing simulation is included in the section 8.3.4 in the Appendix. 4.1.2 F - V E L O C I T Y T R I A L S Also, velocity trials were conducted to measure the maximum speed a rider could attain in a certain gear. Three output gear ratios were tested; first, fourth, and eighth. The trials were conducted on flat level ground, with two runs for each gear ratio. The second run took place in the opposite direction of the first, and the two times were averaged. This helps minimize the error from any wind effects on measurements. Results for maximum velocity were recorded for each of the three gear ratios. Page | 22

4.1.3 - A NALYTICAL
The team used an analytical software package called MathCAD to make program calculations. For instance, MathCAD was used to calculate all the gear ratios for the different gear-pinion interfaces and right angle drives. Also, the pump and motor power and efficiency were calculated in MathCAD. Inertias for all the rotating body blocks were calculated in MathCAD. MathCADs organized program structure assisted the team in calculating, recording, and transferring data to the model.

4.2 - D ESIGN R ESULTS

The final design of the simulation model can be broken down into five major sections for explanation. Those sections are the crank, the hydraulics, the rear wheel, the frame, and the environment section. Each section is built from a combination of pre-made blocks from Simulinks extensive library, and user defined blocks. The functions of the main blocks will briefly be explained to give a basic understanding of how the simulation model works. All simulation input parameters are variables which are defined using an M-file in Matlab, so the entire simulation can be run from the MFile. An explanation of the M-File will be included in section 4.2.after the simulation model is explained.

4.2.1 - I NTRODUCTIO N TO S IMULINK B LOCKS

Body blocks represent a rigid physical body. Coordinate systems are used to define the bodys dimensions and location in space, and also to define connections to joints. Physical data such as mass, rotational inertia, and center of gravity can also be given to the block.
F IGURE 10: B ODY B LOCK

There are several types of joints in Simulink. Joints define the motion of bodies relative to each other or to the world coordinate system. One type of joint used in the simulation is the Prismatic Joint. It offers one degree of translational freedom.
F IGURE 11: P RISMATIC J OINT

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Another type of joint that was used in the simulation is the Revolute Joint. This particular joint offers one degree of rotational freedom.
F IGURE 12: R EVOLUTE J OINT

One last type of joint that was used in the simulation is the weld joint. The weld joint is used to rigidly fix two bodies together. It offers zero degrees of freedom, and therefore the two bodies cannot translate or rotate with respect to each other.
F IGURE 13: W ELD J OINTS

Joint sensors are connected to the sensor/actuator port of a joint in order to measure rotational or translational motion. They can also measure the forces and torques acting on a joint.

F IGURE 14: J OINT S ENSOR

Another type of sensor is the Body sensor. Body sensors are connected to the sensor/actuator port of a body. They can measure the translational and angular motion of a body.
F IGURE 15: B ODY S ENSOR

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Scopes are connected to sensors. They are used to display simulation results versus time on a xy plot.
F IGURE 16: S COPE

Body Actuators are attached to body blocks. They are able to apply forces or torques to a body.

F IGURE 17: B ODY A CTUATOR

Velocity drivers are connected between two bodies. They can define a linear or angular velocity ratio between bodies. Velocity drivers are used to model gears in this program.
F IGURE 18: V ELOCITY D RIVER

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4.2.2 - I NTRODUCTIO N TO THE B LOCK D IA GRAM

Now that a basic understanding of the main Simulink blocks used in the simulation model has been established, the block diagram for the model can be explained. Since the model is large and complex, the team divided the block diagram into smaller sections so it is easier to understand. The following flow chart outlines the travel of the input pedaling forces as they propagate through the system. The model segments, featured after the flow chart, are displayed in the order they appear in the flow chart. The block diagram is also color coded to visually aid the reader. The key below explains the color code.

Block Color Key Yellow Red Green Magenta Orange Light Blue All Sensors Frame Bodies Rotating Bodies Body Actuators Velocity Drivers Hydraulics

F IGURE 19: B LOCK C OLOR K EY

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F IGURE 20: F ORCE S IGNAL P ROPAGATION T HROUGH M ODEL

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4.2.3 - C RANK S ECTI ON

Fy

FX

FX

F IGURE 21: F ORCE I NPUT

The forces a cyclist applies to the pedals of a bicycle are not constant. They vary both in magnitude and direction. While the pedal is moving down, a cyclist applies a vertical force to the pedal. This force however has a horizontal component to it as well. In addition, the magnitude of force a rider can apply is dependent on the angular velocity at which the crank is rotating. As the pedals rotate faster, the amount of force applied decreases. The computer program simulates this by applying a vertical force while the pedal is moving down. A much smaller horizontal force is applied to the pedal in the horizontal direction of the pedals motion. While the pedal is moving forward, the force is applied pushing the pedal forward. While the pedal is moving backward, the force is applied pushing the pedal backward. The magnitude of both of these forces decreases linearly with the angular velocity of the crank.

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To bicycle frame

To pump shaft

F IGURE 22: F ORCE I NPUT S YSTEM

To achieve the previously mentioned force inputs, this system was devised. The large green Body block represents the crank and pedals of the bicycle. The necessary geometry, mass, and rotational inertias are defined in this block. Body sensors, shown in yellow, measure the position of the pedals, as well as the center of the crank. The angular velocity of the crank is measured as well. This signal is represented above by the blocks labeled CrankRAD. The angular velocity and these positions are feed into subsystems which calculate the force to be applied to the pedals. These forces are summed and then fed into a body actuator. The body actuator applies the force to the pedals at the ends of the defined crank.

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4.2.3 A - Y F O R C E S W I T C H S U B SY S T E M

F IGURE 23: Y F ORCE S WITCH

The inputs on the left of the above diagram labeled End and Center represent the position of the end of the pedal and the center of the crank respectively. The X component of the center position is multiplied by negative one. It is then summed with the X component of the end position to calculate the difference. This value is then feed into a switch. If the value is positive, the force calculated by the force decay subsystem is output. If the value is negative, a value of zero is output.

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4.2.3 B - X F O R C E S W I T C H S U B SY S T E M

F IGURE 24: X F ORCE S WITCH S UBSYSTEM

The position of the pedal and the angular velocity of the crank are input to this subsystem. The Y component of the position is then selected. Since the Y component of the center of the crank does not change during the simulation, it is not necessary to measure its value. Instead, its value is entered as the threshold value in the switch. When the Y component of the pedal position is above the center of the crank, a positive result of the force decay subsystem is output. When the position of the pedal is below the center of the crank, a negative result of the force decay subsystem is output.

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4.2.3 C - F O R C E D E C A Y S U B S Y ST E M

F IGURE 25: F ORCE D ECAY S UBSYSTEM

The force decay subsystem is found in both the X and Y force switch subsystems. The value for force it uses in the respective subsystems however is unique. A signal representing angular velocity is feed into a switch as well as a subsystem representing a linear equation. If the angular velocity is below a defined value for Threshold (10 rpm for all simulations ran for this report), the full value of the force (Fx or FY) is output by the switch. If the angular velocity is above 10 rpm, the result of the linear equation is output. The linear equation has a value of the full force (Fx or FY) when the angular velocity is Threshold, and decays to zero when the angular velocity reaches a defined value for Max (110 rpm for all simulations ran for this report). The final switch in this diagram sets the output value to zero if the output of the linear equation is below zero.

Linear Equation: = ( )

( )

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4.2.3 D - R E S U L T A N T C R A N K S I G N A L C H AR AC T E R I S T I C S

F IGURE 26: F ORCE S IGNAL A PPLIED TO P EDAL 1

F IGURE 27: F ORCES S IGNAL A PPLIED TO P EDAL 2

Shown above are the values for force which are applied by the body actuators to the crank. The horizontal or X forces are shown in red while the vertical or Y forces are shown in green. Note that while the horizontal forces applied to pedal one are positive, the horizontal forces on pedal two are negative, Page | 33

and the opposite being true when the horizontal forces on pedal two are positive. Likewise, when a vertical force is applied to pedal one, there is no vertical force applied to pedal two. As the angular velocity of the crank increases, the force applied decreases. As the force on the pedals decreases and the drag of the wind increases, the bike reaches a steady state condition. Shown below is the resulting torque measured at the crank.

F IGURE 28: C RANK T ORQUE S IGNAL

As the crank makes a revolution, a vertical force is always applied to one of the pedals. The torque which results from the vertical force changes from zero when the crank arm is vertical, to a maximum (FY times the length of the crank arm) when the crank arm is horizontal. The result of the vertical forces is two sin waves 180 out of phase. Since the forces are turned off while the pedal is moving up, the negative portion of the curves are removed. The actual torque from the vertical forces is the absolute value of a single sin wave. The horizontal force has the same effect, but is less prevalent since the value of the force is considerably less. Since the torque from the horizontal force is 90 out of phase of the vertical force, the major effect it has on the overall torque output is offsetting the entire curve.

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4.2.3 E - C R A N K T O P U M P

To Body

To Hydraulic Revolute-Rotational Interface

F IGURE 29: C RANK TO P UMP S ECTION

The crank is attached to the pump shaft by a velocity driver. In this segment, the velocity driver models the gear ratio for the pinion-to-gear interface and the right angle drive. The pinion-to-gear interface has a gear ratio of approximately 10 2 3. The right angle drive has a gear ratio of 1.3125 or 1 5 16. Since the velocity driver accounts for both of these ratio step-ups, the combined ratio is 14:1. The pump shaft is attached to both the frame of the bicycle and the hydraulic revolute-rotation interface. The crank torque sensor is attached to the sensor/actuator port of the velocity driver. It measures the torque acting on the pump shaft. The selector is used to extract the data about only one axis. In this case, the data about the z axis is sent to the scope. The Goto1 block connected to the output of Selector3 is used to send the bicyclist input torque data to the power calculation section of the program.

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F IGURE 30: C RANK TO F RAME C ONNECTION

The Crank-Frame Joint is a revolute joint that connects the rotating crank to the down tube of the bicycle. Two joint sensors are attached to the Crank-Frame Joint. The top sensor measures the angular velocity of the crank in radians per second. The bottom sensor measures the angular velocity of the crank in rotations per minute. The angular velocity values coming out of each of these sensors is multiplied by -1 with the invert block. Since the crank rotation is clockwise (negative), the invert blocks change the sign of the angular velocity values. Scopes are used to display the data. The Goto block connected to the top sensor sends the angular velocity to another section of the model where the rider input power is computed.

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F IGURE 31: P OWER C ALCULATION

The calculation of the riders power input is shown. The From2 and From3 blocks import the data coming from the goto blocks. The From 3 block imports the cyclist input torque and the From 2 block inputs the cranks angular velocity. From here, the torque in N-m is multiplied by the angular velocity to find the riders input power in watts.

4.2.3 F - M E C H A N I C A L T O H Y D R A U L I C I N T E R F AC E

From Pump-Frame Joint

To Output Shaft of Motor

F IGURE 32: M ECHANICAL T O H YDRAULIC I NTERFACE

The Hydraulic Revolute-Rotational Interface on the left sends the rotational kinetic energy signal from the pump shaft to the hydraulic subsystem without a loss. The MRR and MRR1 blocks are mechanical rotational references for the revolute-rotational interfaces. The Hydraulics Subsystem block is a condensed version of the hydraulic system. If this block is double-clicked, the full hydraulic system will be opened. The Revolute-Rotational Interface1 block on the right transfers the mechanical energy signal from the motor output to the motor output shaft.

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4.2.4 - H YDRAULIC S ECTION

F IGURE 33: H YDRAULIC S ECTION

The most important components of the real hydraulic system were included in the hydraulic subsystem; the pump, motor, fluid, and reservoir. The pump is modeled after a Parker AP1C-11 fixed displacement pump. The motor is modeled after a Parker AM1C-31 fixed displacement motor. Both the pump and motor blocks use inputs for efficiencies that are specific to a nominal pressure, nominal angular speed and nominal kinematic viscosity. These values were first estimated, and later real test values were put in. The table below shows the property inputs that were used for the pump and motor.

Pump Parameters

Motor Parameters
0.31

Displacement Volumetric Efficiency Total Efficiency Nominal Pressure Nominal Angular Velocity Nominal Kinematic Viscosity

0.241 98% 83.48% 2380 814 12

98% 95% 2380 625 12

T ABLE 5: P UMP AND M OTOR P ARAMETERS

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The fluid properties are defined by a block that first specifies what fluid to use, and then takes a defined operating temperature and looks up corresponding property values. The hydraulic pump is driven by the rotational motion signal from the crank, and has pre-defined values for its fixed displacement, volumetric efficiency, nominal pressure, nominal angular velocity, and nominal kinematic viscosity. The hoses are defined by blocks that determine losses based upon internal diameter, and attached fittings. The hydraulic motor has similar pre-defined input values like the pump. The motor takes the flow signal from the pump and converts it to a rotational shaft signal that is connected to the bicycle subsystem. The motor discharge flow signal is connected to a tank that has pre-defined inputs for initial fluid volume, pressurization level.

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4.2.5 - R EAR W HEEL S ECTION

To Seat Stay Body

To Body Actuator To Crank Arm Body

To Body Sensor

F IGURE 34: R EAR W HEEL S ECTION

The mechanical energy signal from the motor is sent to the Motor-Frame Joint. This imparts an angular velocity on the Motor Shaft. The Motor-Hub Velocity Driver connects the Motor Shaft and Gear Hub and models the step down in the gear ratio between these bodies. The pinion-to-gear interface at the motor shaft output has a gear ratio of 1:4. The rear right angle drive has a ratio of 1:1.31. The Motor-Hub Velocity Driver accounts for both the pinion-to-gear interface and the rear right angle drive. The total gear ratio for this velocity driver is 0.1905. The Gear Hub and the rear bike wheel are connected with the Hub-Wheel Velocity Driver. This velocity driver accounts for the gear ratio within the internal gear hub. The internal gear hub has eight different gear ratios. The motor shaft, gear hub, and rear bike wheel are all attached to the rear axle with revolute joints. A sensor is attached to each revolute joint to measure the angular velocity of the bodies. Scopes are attached to each joint to view the angular velocity data. A body representing the rear spoke is welded to the rear wheel at the CS5 port on the rear wheel. This was added so the user can view the rotation of the wheel on the simulation. The velocity driver attached to the rear wheel at the CS2 port on the rear wheel relates the angular velocity of the rear wheel to the translation of the bicycle. The Page | 40

wheel torque sensor connected to the rear wheel velocity driver measures the torque from the rear wheel. The torque about the z axis passes through the selector and sent to the rear wheel torque scope.

4.2.6 - B ICYCLE F RA ME S ECTION

F IGURE 35: T HE F RAME

All the red body blocks in this diagram represent different parts of the bicycle frame. Each frame component is connected with weld joints. Essentially the frames purpose is to fix all the rotating components in space. The front wheel is attached to the bicycle fork via the front wheel revolute joint. A joint sensor is attached here, and it measures the angular velocity of the front wheel. The sensor then sends this information to the front wheel scope. The front wheel velocity driver imparts an angular velocity to the wheel by relating the linear translation of the bike to the circumference on the wheel.

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4.2.6 A - F R A M E T R A N SL A T I O N

F IGURE 36: F RAME T RANSLATION

The overall translation of the bike is defined by the prismatic translation joint shown in the figure above. The signal from the rear wheel exerts a force on the revolute joint connected to the frame, which tells the frame it needs to translate in the direction of the force. The prismatic joint then allows the bike frame, and all attached rotating components to translate and create the motion of the bicycle.

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4.2.7 - E NVIRONMENT S ECTION

To Rear Wheel

F IGURE 37: S COPES AND E NVIRONMENTAL F ORCES

The body sensor is attached to the rear wheel. It can measure the angular and linear motion of the rear wheel. In this model, the bike body sensor measures the bike position, velocity, and acceleration. The selectors only pass x axis motion information to the scopes. The equation boxes labeled Air Drag1, Rolling Resistance, and Gravity account for the effects of air drag, rolling resistance, and gravity on the bicycle. Scopes are connected to these blocks so the user can see the magnitude of each of these forces in real time. The bicycle velocity is feed into the air drag model since air drag is related to the velocity squared. Therefore, as the velocity increases, the air drag also increases. The forces due to air drag, rolling resistance, and gravity are added together using summing blocks. The scope is attached to the signal after the summing blocks so the total drag force can be viewed. A Mux (multiplexer) is used to vectorize the force signals so the vectorized signal can be fed into the Body Actuator. The summed forces are fed into the x axis input of the Mux. A constant block sends a value of zero into the y and z axis inputs of the Mux. The body actuator takes this vector signal and applies the summed drag force to the bicycle in the opposite direction of travel.

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4.3 - D ESIGN A NALYSIS D ISCUSSION

4.3.1 - E FFE CTS OF G EARING
To confirm that the simulation would perform as expected, several common sense checks were done. First the program was run in each of the eight gears, with all other inputs being held constant. The velocities of these trials were plotted on the same graph and shown below. As expected, the lower gears accelerated quickly and reached lower speeds compared to the higher gears which accelerated slowly and reached higher speeds. Also note that all velocities indicated in the graph below are reasonable for a normal chain-sprocket bicycle, which further suggests the model is accurate.

F IGURE 38: V ELOCITY IN A LL E IGHT G EARS

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4.3.2 - E FFE CTS OF H ILLS

The program was also designed to account for the effects of cycling uphill and downhill. This was checked to make sure the result plots made sense. The program was run with the grade set at -10 (downhill), 0 or level, and 8 (uphill). All other inputs were kept constant. The results were as expected. The downhill simulation reached the highest speed. The speed of the uphill simulation was the lowest. In addition the speed of the uphill simulation fluctuated with the rotation of the crank. This is due to the fluctuating torque from the non constant force input at the crank. This behavior is also observed in real life when cycling uphill. The force plots show that during the downhill simulation, the forces quickly decayed to zero as the crank angular velocity increased. The force plots of the uphill simulation show a very large force applied as the crank angular velocity remains low.

Downhill

Level

Uphill

F IGURE 39: V ELOCITIES FOR H ILLS

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The force plots show that during the downhill simulation, the forces quickly decayed to zero as the crank angular velocity increased. The force plots of the uphill simulation show a very large force applied as the crank angular velocity remains low. Both plots show expected results.

F IGURE 40: F ORCE P LOT F OR D OWNHILL

F IGURE 41: F ORCE P LOT FOR U PHILL

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4.3.3 - E FFE CT OF W IND

The computer program accounts for the effect of wind. An ambient wind speed can be entered into the m file. To test that the effect the wind has would be as expected, three simulations were run. The first with a 10 ft/s (6.82 mph) tailwind, the second with no wind, and the third with a 10 ft/s headwind. All other variables were held constant. The velocities of the three simulations were plotted on the graph below. The results were as expected. The tail wind caused the velocity to be higher and the head wind caused the velocity to be slower.

Tailwind No Wind Headwind

F IGURE 42: B IKE V ELOCITY W ITH H EAD AND T AIL W IND

4.3.4 - M AXIMUM V E LOCITY T RIAL R ESUL TS

Regarding the trial tests for maximum speed of the actual bike, the results were promising for the three gear ratios that were tested. See section 4.1.2 for a complete experiment description. The results are shown in the table below.

Simulink

Trials

% Error

1 Gear 4 Gear 8 Gear

th th

st

8.9 13.6 19.1

10.4 13.2 16.5

14.4% 3.03% 15.75%

T ABLE 6: V ELOCITY T RIALS

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While the results are not close enough to be considered accurate, they are relatively close and follow the same trend. Note that the maximum percent error for the rpm operating range is close to 15%, which is generally acceptable for simulations. This error could be due to measurement devices. Error could also result from rider fatigue during the trial runs. Also It should be noted that 19.1 mph from the simulation is not outside the realm of possibility seeing as an average cyclist can reach steady state speeds of up to 25 mph.

5.0 - C OST A NALYSIS

Since this project focuses primarily on the simulation and testing aspect, our cost can be considered to be the equipment and software that was used to carry out the research. The main resources needed for this project included the Simulink and MathCad software along with the highspeed computers to work on. The test bench equipment at Parker that was used to test the pump and motor were also critical to our project. Since these resources existed previous to our project, there was no cost associated with their use. The time invested in model development can also be considered a cost. If it is assumed that team members would have been compensated with an hourly wage equal to that of an engineering intern, this cost can be estimated. It is also assumed that each team member worked an equal amount of time, so the total cost accounts for all three team members. The table below shows the estimate.

Cost Estimate
Average hours per week Average engineering intern pay Time cost for one semester (per individual) Total Cost (x3)
T ABLE 7: C OST E STIMATE

10 hrs $19.00 $2850.00 $8550.00

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6.0 - C ONCLUSIONS AND R ECOMMENDATIONS

The project was a success because the team accomplished all their main objectives. Most importantly, the Simulink program as a whole can accurately model the dynamic behavior of the hydraulic bicycle. To come to this conclusion, each subsystem was tested independently and proven to be accurate. The successful interface of SimMechanics and SimHydraulics into one program was a large accomplishment since it was the first time WMU had created a multi-domain simulation program in Simulink. Also, the program is user friendly and very adaptable. Components and component properties can easily be added, removed, and modified. The m file features guiding comments and includes all important mechanical and hydraulic component characteristics as variables. Plots of important system properties are displayed each time the m file is run. All these features make the program a great tool for future students who are either designing a new hydraulic bicycle or simple want to learn how Simulink works. The project was successful because it features accuracy, adaptability, and ease of use. Although the team was satisfied with the completed model, there are several small projects that could be completed to enhance the effectiveness of the model. For instance, further research or experimentation into the pedaling action could improve the model. The team obtained the force values of the cyclist from a bicycle science textbook. For better data, a load cell could be attached to the pedals of the hydraulic bicycle and the forces inputted on the pedals during a riding session could be recorded. Also, rolling resistance was estimated to be a constant value on the current model. Experimentation of how rolling resistance changes with bicycle velocity would result in a more accurate friction model. Adding new components such as an accumulator to the model could generate valuable information. For instance, an accumulator could be stored with energy in the model and a simulation could be run to see how far a bicycle could go on accumulator power alone. By spending time changing inputs and studying results, future students could gradually become more and more familiar with the dynamic behavior of the hydraulic bikes.

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7.0 - B IBLIOGRAPHY
1. Ullman, D. (2009). The Mechanical Design Process. New York, New York: McGraw Hill 2. White, F. (2008). Fluid Mechanics. New York, New York: McGraw Hill. 3. Whitt, F., & Wilson, D. (1982). Bicycling science, second edition. Cambridge, MA: The MIT Press. 4. (2001). Design engineers handbook, volume 1 hydraulics. Cleveland, OH: Parker Hannifin Corp. 5. (2009-2010). http://www.mathworks.com/products/simulink/ 6. (2009-2010). Shimano North America- SG-S500 Gear Hub Specs. http://bike.shimano.com/publish/content/global_cycle/en/us/index/products/0/alfine/product. -code-SG-S500.-type-.html 7. (2009, December 17). Chainless Challenge - Contest http://www.parker.com/training/cc/contest.html 8. (2010, April 22). http://webpages.scu.edu/ftp/jkblack/equipment.htm

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8.0 - A PPENDICES
8.1 - P ROJECT R ESPONSIBILITIES
Design Responsibilities Simulation: Build simulation model of the current Chainless Challenge cycle in Simulink. Validation: Perform Sanity Checks on pump and motor Design preliminary input gear ratios. Configuration: Specifically refine possible accumulator in the simulation model. Analyze simulation results, and come to consensus on final design recommendations.

AND

R ESUMES

Peter Bombara
Learn Matlab-Simulink, work through tutorials.

Design Responsibilities Simulation: Validation:

Brad Thomas
Learn Matlab-Simulink, work through tutorials. Build air drag and friction into the Simulink model. Use Mathcad to calculate the performance of the bicycle at several operation points. Specifically refine the input gear ratios in the simulation model. Analyze simulation results, and come to consensus on final design recommendations.

Configuration: Design Responsibilities Simulation: Validation:

Levi Scheenstra
Learn Matlab-Simulink, work through tutorials. Build a feedback force limit into the Simulink model. Perform physical testing of the existing bicycle to validate simulations. Specifically refine Simulink model based on physical test data.

Configuration:

Analyze simulation results, and come to consensus on final design recommendations. Dr. James Kamman - Faculty Advisor F-234, WMU College of Engineering and Applied Sciences (269) 276-3427 James.Kamman@wmich.edu Brian Westmoreland - Industry Mentor Parker Hydraulic Systems Division - 2220 Palmer Ave, Kalamazoo MI, 49001 (269) 384-3409 Brian.Westmoreland@parker.com Page | 51

Contact Information Office: Phone: Email: Contact Information Office: Phone: Email:

Levi Scheenstra
4035 Valley Ridge Dr. Apt 6 Kalamazoo MI, 49006 (269) 806-3541 Levi.J.Scheenstra@wmich.edu Levi.Scheenstra@Stryker.com

OBJECTIVE
A motivated individual with great problem solving skills, exceptional work ethic, excellent interpersonal skills, and extensive hands on experience in manufacturing and service is seeking an entry level engineering position at Stryker Medical which will challenge me and increase my knowledge and abilities.

FIVE GREATEST STRENGTHS

Woo (winning others over), Learner, Analytical, Arranger, and Responsibility.

EDUCATION
Bachelor of Science, Western Michigan University, Kalamazoo, MI Major: Mechanical Engineering Minor: Mathematics Expected Graduation: June 2010 GPA: 3.07

SENIOR DESIGN PROJECT

My team and I are creating computer simulations of two hydraulic powered bicycles which have been built by WMU students. We intend to verify the results of the simulations by comparing them to data collected from physical testing. We will then use the simulation to optimize the design. MATLAB Completed a class devoted entirely to this software and have used it for several projects. Simulink My senior design team is using components of Simulink for our senior design project. Microsoft Office Used Excel, Word, and PowerPoint extensively throughout course work. SolidWorks I have had some exposure to this software and will be using it often during my final semesters. Romax Used for a project designing a transmission and will be used extensively for my senior design project.

COMPUTER SKILLS

EMPLOYMENT HISTORY
Cell Specialist/Welder - Stryker Medical Sept. 2005-Present Kalamazoo, MI Operated and maintained equipment including hand MIG welders, robotic welders, press brakes, spot welders, laser cutting machines, turret punch presses, and VMCs. Promoted from welder to cell specialist less than two years from hire in date. In charge of four to six people in my value stream and responsible for assisting team members with problems equipment, materials, parts, etc. Responsible for making daily decisions about production needs, staffing, overtime, etc. Lead improvement projects in coordination with the lean manufacturing initiative in the areas of safety/ergonomics, quality, parts flow, inventory reduction, 5S, and production efficiency. Received excellent reviews from several different team leaders and team supervisors. Earned a strong reputation for excellence and dependability. Carpet Cleaning Technician - Modernistic Carpet Cleaning June 2001-Sept. 2005 Plainwell, MI Promoted to Crew Leader three months from hire date. Interacted with six to ten costumers a day. Learned communication skills and to gain the trust of the customer. Learned to schedule time in fast paced, unpredictable work environment. Equipment Operator - A and B Traffic Marking July 1998-Nov. 2000 Plainwell, MI Painted and set up construction closures on roads and highways. Promoted to operator after one year and was occasionally in charge of crews of two to four people. Learned trouble shooting skills operating many different types of equipment. Cook/Waiter - Mancinos Italian Eatery Summer 1995-July 1998 Plainwell, MI

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Peter Bombara
Permanent Address: 1537 Sunflower Hudsonville, MI 49426 (616) 560-2366 Peter.M.Bombara@wmich.edu Local Address: 2208 Colgrove Ave Apt 304 Kalamazoo, MI 49048

Education
Western Michigan University, Kalamazoo, MI College of Engineering & Applied Sciences Major: Bachelor of Science in Mechanical Engineering Expected Graduation: May 2010 GPA: 3.04 Minor: Mathematics

Computer Skills

Maple Math Soft Algor FEMpro F.E.A. L.T. Spice Sw. CAD III

MATLAB & Simulink AutoCAD Microsoft Visual Basic

NI LabVIEW Solidworks Microsoft Office

Development
Intern, Landscapeforms Jan 2009 - Present Kalamazoo, MI Learn how the design of site furniture is used to enrich outdoor spaces Design fixtures for welding & wood site furniture production Write standard work documentation for many manufacturing processes Perform time studies to analyze various manufacturing processes and identify possible areas of improvement Learn and implement effective communication skills in a workplace environment Intern, Innotec Group May 2008 - August 2008 Zeeland, MI Learn to operate and maintain all aspects of a fully automated production line Communication with supply chain customer, and addressing concerns Develop weekly, monthly plans detailing specific goals and how to meet them Build and debug a new automated assembly machine for the production line Earned a strong reputation for excellence and dependability Perform all duties efficiently while working in a fast paced, multitask, and team oriented environment Machine custom parts for various processes Resident Assistant, Garneau/Harvey Hall Aug 2006-Apr 2008 Western Michigan University, Kalamazoo, MI Resolve conflicts between residents while implementing and upholding University and Residence Life Policy Act as a role model to positively impact residents lives Organize six programs per semester that promote community development, diversity, academic success, and social well-being for 500 students Effectively respond to and report crisis and emergency situations Participate in on-call duty rotation within the residence hall one night a week and four weekends a semester Learn efficient time-management strategies due to an intense schedule of activities

Honors
Recipient, Michigan Education Assessment Program (MEAP) Scholarship Named to the College of Engineering Deans List Recipient, Western Michigan University Deans Scholarship Recipient, Michigan Academic Excellence Scholarship Recipient, Michigan Competitive Scholarship Recipient, R.A. of the Month from Michigan Organization of Residence Hall Associations Recipient, Monroe Brown Scholarship Member, Drive Safe Kalamazoo Captain, Relay For Life Volunteer, Kalamazoo Gospel Mission Program Coordinator for annual Haunted Hall fundraiser Member, Campus Activities Board 2005 2006, 2007 2005-2007 2005, 2006 2006-2009 Oct. 2007 2009-2010 2006-2008 2006, 2007 2007 2006, 2007 2005-2007

Volunteer Activities and Involvement

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BRADLEY E. THOMAS
Bradley.e.thomas@wmich.edu 916 Moldovia Drive, White Lake, MI 48386 248.421.9557
Objective Hard working, detail oriented, and highly motivated individual seeking a mechanical engineering position that will utilize my leadership, technical competencies, and communication skills. Education Bachelor of Science in Mechanical Engineering Western Michigan University G.P.A.: 3.39 Oakland Community College G.P.A.: 3.67

Expected Graduation: April 2010 Kalamazoo, MI Waterford, MI

Projects Senior design: Optimization and development of hydraulic powertrain for bicycle Analysis of heat transfer through stranded wire: Studied the heat transfer through three sizes of stranded electrical wire with varying currents using computational fluid dynamics software Fluent and Gambit, numerical analysis using MathCAD, and experimental results Analysis of heat exchangers: Modeled the heat transfer through double pipe and shell and tube heat exchangers using SolidWorks, Fluent, Gambit, MathCAD and experimental results. Related Coursework Mechanics of Materials Experimental Solid Mechanics Mechanism Analysis Design of Thermal Systems Machine Design Statics Thermodynamics 1,2 Fluid Mechanics Dynamics

Technical Competences: AutoCAD, Microsoft Office, MathCAD, MATLAB Leadership Skills Resident Assistant at Western Michigan University August 2007 April 2008 Enforced university housing policies in 500 student resident hall Solved disputes between students through mediation Coordinated six programs per semester that promoted community development, diversity, academic success, and a healthy lifestyle. Maintained a safe and supportive living environment Trained to respond to emergency situations quickly and professionally Participated in on-call duty position once a week and 4 weekends per semester Education Chairman of Southwest Michigan Patriots Speak in front of 100-500 people about monetary policy and history Organize public educational events Work History Library Page at White Lake Township Library Organized library materials for librarians Utilized library resources to assist 5-10 patrons daily Membership Alpha Lambda Delta Honor Society Sigma Alpha Lambda Honors Organization July 2005 August 2006

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8.2 - P ROPRIETARY I NFORMATION

The purpose of this project was primarily to give future students working on hydraulic bicycles a resource to help them learn about the dynamic nature of the system. This is a new and unique use of Simulink within the WMU College of Engineering and Applied Sciences. Previous to our project, no one at WMU had ever created a model that integrated both SimHydraulics and SimMechanics. Using this new program, students will be able to check the effectiveness of design changes without having to do physical construction or testing. For this reason, the program was developed to be an educational tool that anyone can use for free. We plan on putting the model on the Internet so other engineering schools can also gain from the modeling software. For these reasons, we have no desire to look into patenting our work. Even if we were interested in patenting our work, we do not believe we could do so. First, we did not develop the MATLAB and Simulink programs and they have many patents to their name. Our model was developed on this pre-existing software and incorporates pre-made blocks from the softwares block library. From our research, we found many large companies that have developed detailed models in Simulink. It appears that Simulink models of this nature are not open for patents. For example, Halliburton developed a detailed drilling model in Simulink that is not patented. Although it does not have a patent, Halliburton has every right to not share this model with competitors. They just cant prevent a competitor from creating a similar drilling model in Simulink. Although we have yet to find another instance where Simulink was used to model a hydraulic bicycle, we have no reason to seek a patent on our work. In addition, it is unlikely that we could obtain a patent for our program.

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8.3 - D ESIGN R ESULTS D OCUMENTATION

8.3.1 - O VERALL S IMULINK D IAGRAM

F IGURE 43: O VERALL S IMULINK D IAGRAM

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8.3.2 - M ATLA B M-F ILE C ODE

%% %% Hydraulic Bike Model Define Mechanical Crank Parameters Theta_Crank = (pi/3); %rad (60)deg CS1 = [7 0 0]; %in CS2 = [-7 0 0]; %in M_Crank = (1); %lbm Iz_Crank = (1/12)*((M_Crank/32.179)*(14/12)^2); %slug*ft^2 Pedal Force Limits Fy = [0 -180 0]; %lbf Fx = [40 0 0]; %lbf WThreshold = -10*2*pi/60; WMax = -110*2*pi/60; Cy = Fy/(WMax-WThreshold); Cx = Fx/(WMax-WThreshold); Define Hydraulic System Parameters Pump_Displ = 0.241; %in^3/rev Pump_VolEff = 0.98; %percent Pump_TotEff = 0.8348; %percent Pump_Press = 2380; %psi Pump_rpm = 814; %rpm Motor_Displ = 0.31; %in^3/rev Motor_VolEff = 0.98; %percent Motor_TotEff = 0.95; %percent Motor_Press = 2380; %psi Motor_rpm = 625; %rpm Fluid = 12; %cst Temp = 22; %deg C SAE8Dia = 0.5-(2*0.049); %in (0.049 wall thickness) SAE8Area = (pi*SAE8Dia^2)/4; %in^2 SAE8L = 20; %in SAE8Head = 5; %in SAE6Dia = 0.375-(2*0.049); %in (0.049 wall thickness) SAE6Area = (pi*SAE6Dia^2)/4; %in^2 SAE6L = 12; %in SAE6Head = 3; %in RubberTubeDia = (5/8); %in RubberTubeArea = (pi*RubberTubeDia^2)/4; %in^2 RubberTubeL = 6; %in RubberTubeHead = 1; %in SteelRoughnessHt = 0.0000015; %ft RubberRoughnessHt = 0.0002; %ft InitFluidVol = 3*pi*4^2; %in^3 TankPress = 0; %psi Internal Gear Hub Ratios

%%

%%

%%

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First = 0.51; Second = 0.644; Third = 0.748; Fourth = 0.851; Fifth = 1.0; Sixth = 1.223; Seventh = 1.419; Eighth = 1.615; HubBaseAngVel = Sixth; %Choose desired Hub to Wheel ratio. %% Fixed Gear Ratios & Parameters (For Velocity Drivers) CrankBaseAngVel = 14; %Crank to Pump ratio. (Rt Ang Drv included) MotorBaseAngVel = -.1905; %Motor to Hub ratio. (Rt Ang Drv included) %Front Gear/Pinion M_FGear = 7; %lbs Rad_FGear = 8; %in Iz_FGear = (1/2)*(M_FGear/32.179)*(Rad_FGear/12)^2; %slug*ft^2 M_FPinion = 0.06; %lbs Rad_FPinion = 0.75; %in Iz_FPinion = (1/2)*(M_FPinion/32.179)*(Rad_FPinion/12)^2; %slug*ft^2 %Rear Gear/Pinion M_RGear = 2.4; %lbm Rad_RGear = 4; %in Iz_RGear = (1/2)*(M_RGear/32.179)*(Rad_RGear/12)^2; %slug*ft^2 M_RPinion = 0.1; %lbm Rad_RPinion = 1; %in Iz_RPinion = (1/2)*(M_RPinion/32.179)*(Rad_RPinion/12)^2; %slug*ft^2 %Wheel Rotation to Translation Ratio

%%

Define Bike Body Parameters M_BikeFrame = 35.04; %lbm M_Wheel = 3.2; %lbm (total bike mass is 51 lbm) M_Rider = 185; %lbm M_Total = M_BikeFrame+M_Rider+2*M_Wheel+... M_FGear+M_FPinion+M_RGear+M_RPinion; %lbm M_Bike = M_Total-M_Rider; %lbm M_Negligible = .0001; %lbm WheelOuterRadius = 13.375; %in (actual radius of contact) WheelOuterCGRadius = 12.625; %in Iz_Wheel = (M_Wheel/32.179)*(WheelOuterCGRadius/12)^2; %slug*ft^2 Iz_Negligible = 0.000001; %slug*ft^2

%%

Drag Parameters Cd = 0.9; %(unitless) FrontalArea = 7.53; %(ft^2) RhoAir = .0024; %slug/ft^3) Grade = 0; %Grade incline (degrees)

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8.3.2 - S IMULATION R ESULTS

Shown in this section are all plots for sixth gear, no wind, and no hills.

F IGURE 44: F ORCES ON B OTH C RANK E NDS

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F IGURE 45: C RANK T ORQUE

F IGURE 46: C RANK S PEED

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F IGURE 47: P UMP S PEED

F IGURE 48: I NPUT P OWER

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F IGURE 49: P UMP D ISCHARGE F LOW R ATE

F IGURE 50: P UMP F LOW R ATE VS A NGULAR V ELOCITY

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F IGURE 51: M OTOR S PEED

F IGURE 52: B ICYCLE V ELOCITY

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F IGURE 53: B ICYCLE A CCELERATION

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8.3.3 - G EAR R ATIO C ALCULATIONS

F IGURE 54: G EAR R ATIO C ALCULATIONS

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8.3.4 - T E STING D ATA

F IGURE 55: P UMP AND M OTOR T ESTING D ATA

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F IGURE 56: T EST S IMULATION D IAGRAM

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Flow Rate Results Comparison

15% 2.5 -15% Actual Testing SimHydraulics

Flow Rate (gpm)

1.5

0.5

0 0 500 1000 1500 Pump Speed (rpm) 2000 2500

Flow Rate Results Comparison

15% 2.5 -15% Actual Testing SimHydraulics

2 Flow Rate (gpm)

1.5

0.5

0 0 500 1000 1500 Pump Speed (rpm)

F IGURE 57: S IMULATION OF T ESTING R ESULTS

2000

2500

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8.4 - P ROJECT S CHEDULE

The project schedule incorporates research, simulation development, simulation evaluation, hydraulic testing, time trials, model verification, and the organization of the gained knowledge. This process was systematically planned at the outset of the project. Detailed plans were laid out step-bystep to guide the team through their design process. Also, a timeline kept the team motivated and on schedule. Thanks to this organization, the team was able to accomplish the goals that were set at the start of project.

8.4.1 - P ROJE CT T ASK S

Task
Preliminary Design Gathered information on all of the systems and components involved in the design. The design includes all the parts and functions that were included in the simulation model. Completion of the proposed design. Meetings to report progress and communicate future objectives. These meetings were conducted throughout the duration of the project. Created simplified versions of the proposed simulation, slowly adding more and more complex elements as they were validated. Tested pump and motor to obtain efficiency data at the chosen nominal operating points. Tested the maximum obtainable velocity of the bicycle by human power. Analyzed data obtained during testing, and compared it to simulation results. Made final changes to the model incorporating all of the customer requirements. Ran the simulation many times with many configurations to understand model behavior. Assembled findings in written report. Oral presentation given of design results.
T ABLE 8: P ROJECT T ASKS AND O BJECTIVES

Final Proposal Customer Meetings

Intermediate Designs

Pump & Motor Testing Velocity Trials Data Analysis Finalize Design Simulation Analysis Organization of Gained Knowledge Presentation

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8.4.2 - P ROJE CT I MPL EMENTATION P LAN

The design process flow is mainly a visual aid to display the path taken to complete the project. It includes every step of the process from at the preliminary research of the Simulink software to the completed model and the design recommendations. It also showcases the iterative nature of the design process. For instance, it shows how the program should be revalidated when a new modification is being tested in Simulink.

T ABLE 9: D ESIGN F LOW P ROCESS

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8.4.3 - M ILE STONE S A CHIEVED

Design of SimHydraulics model Design of SimMechanics crank Input model Integration of SimMechanic and SimHydraulic models Addition of SimMechanic translation and environment model Coupled pump and motor system testing using four quadrant drive Validation and evaluation of model Simulation recommendations for future

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8.4.4 - G AN TT C HART
The following Gantt chart outlines the project timeline.

T ABLE 10: G ANTT C HART

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8.5 - A DDITIONAL I NFORMATION

F IGURE 58: B ICYCLE C OMPONENTS

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F IGURE 59: I NTERNAL G EAR H UB S PECIFICATIONS

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8.6 - ABET Q UESTIONS

8.6.1 - A SSESSMENT OF P ROGRAM O UTCOME #9
1. Why is this project needed now? Mechanical-hydraulic systems are used in many industries and modeling these systems will lead to better products in the future. More specifically, the modeling will provide a great deal of information about how pumps operate at different rotation speeds. 2. Describe any new technologies and recent innovations utilized to complete this project. The Western Michigan University Chainless Challenge team has never used simulation software to gain information about their bicycle powertrains. Extensive Simulink modeling will provide a lot of new information to this group. 3. Is this project done for a company - how will it expand their potential markets? This project is funded by Western Michigan University and is not involved with a company. The project will benefit and WMU Chainless Challenge team by providing them with testing and modeling results. A new and optimized design for a bicycle will be provided for the team also. 4. How did you address any safety and/or legal issues pertaining to this project? The majority of the project relies on computer modeling and does not have any real safety concerns. Proper laboratory safety will be utilized in the physical testing procedures. Work citing and disclaimers should avoid any legal issues. 5. Are there any new standards or regulations on the horizon that could impact the development of this project, or future related projects? This project focuses on how a hydraulic bicycle system operates and how variables such as the use of an accumulator or the pump size will affect the overall system. Since this is primarily a hypothetical design study, we are not overly concerned with the upcoming standards and regulations. The design will have to be leak-free and use biodegradable oil. Fatigue life will be considered for mechanical systems. 6. Is there potential for a new patent in you design? The project will probably not require any patents since it focuses on designing a specific simulation with established software, as well as optimizing a specific design with mostly set components.

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8.6.2 - A SSESSMENT OF P ROJECT O UTCOME #13

1. Consider the skills that would be considered assets to the design project team. Human Skills Brad Oral Communication Written Communication Analytical Skills Brad Relevant Technical Competences Matlab, Mathcad, Algor FEA Peter Solid works, Matlab, Algor FEA Levi Matlab, Solidworks Experience giving political speeches in front of large crowds Has good grammar skills, attention to formatting Peter Experience as a Resident Assistant, hosting events. Scored a 31 on A.C.T. writing section Levi Experience communicating with employer at Stryker Has good technical writing skills

Experience Brad Work Experience Machine Design: course projects Thermal System Design: course projects Peter Landscapeforms: lean manufacturing, process engineering Innotec: automated manufacturing systems Levi Stryker: Medical Instruments manufacturing

2. Delineate the skills necessary to successfully execute your responsibilities on the project. Brad High level of understanding of Simulink Problem solving skills Numerical analysis in MathCAD Peter High level of understanding of Simulink Capable of solid modeling a system in Solidworks Running accurate testing procedures Levi High level of understanding of Simulink Capable of constructing testing equipment in machine shop

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3. Define skills that you will personally need to strengthen to achieve the task at hand. Brad Simulink programming Fluid mechanics and dynamics Documentation of results Peter Simulink Programming Machine Dynamics Project scheduling Group communication Levi Simulink Programming Report formatting Testing Results interpretation

4. Explain how you plan to gain the skill level necessary for your responsibilities. Brad Read Simulink manuals and will go through as many tutorials as possible. I will buy and read books about using Simulink if necessary. Practice formatting on reports for other courses. Peter Study existing Simulink demos and spend ample time building and programming trial test systems. Consult with faculty and faculty advisor. Levi Read Simulink manuals and will go through as many tutorials as possible. Practice formatting on reports for other courses. Keep accountable to the team.

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