Machine Design 9 May 2013

7/30/2019 Machine Design 9 May 2013

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May 9, 2013A Penton Media Publication

Tune in to EngineeringTV.com

Indy 500Simulate,then celebratepage 38

ELECTRICVEHICLES

GO RACING, page 20

SAND CASTING WITHMETAL FOAM, page 44

HYDRAULICS BEATELECTRIC MOTORS FORHIGH TORQUE, page 48


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EATURES

MATERIALS

Goodellowsaluminum

oamismadeby

sandcasting.The oam

hasregular,evenly-spaced

10-mmopenpore cells.

University,andthe VirginiaTechFoundryInstituteorRe-searchandEducation(VTFIRE). Andwhattheyre study-ingis mesoscopictopology.Basically,thisis thegeometricarrangement o the solid phases and voids ranging rom0.1to10mm withinamaterialorproduct.Originallytheteam considered direct-metal additive manuacturingmethods to make ordered-cell metal oam. Methods in-cludeselective lasermelting, electronbeam melting,anddirect-metallasersintering.

Thesemethods canabricateparts withcellulargeom-etries,buteachoptionposedsuchlimitationsasalackocompatibleworkingmaterials,theneed orsupportstruc-tureswhicharediiculttoremove,andcost.Attheendothe day, the teamdecided these techniques are incapableoabricatingthemetaloam orlarge-scaleapplications.

Inaddition,the teamlookedintotried-and-truemeth-odso makingordered-celloam. Commonmethodsin-cludestampingorcrimpingthin sheetsometalinto acor-rugatedshapeandjoiningthemtocreateperiodicstruc-tures;joiningand bondingslottedmetalsheets, extrusionandelectrodischargemachining,andweavingandbrazingmetal ilaments to orm a periodic textile. Each methodcreates repeatable part quality, but they limit the macro-structureo partsto planargeometriesand constrainde-signers to use o a speciic homogeneous mesostructurethroughoutapart.

Sand casting o oams is a relatively new method dat-

Metal oams, also called cellular materials, are metallicbodieswith interdispersed voids called cells. They haveareputation or high strength, low density, and absorbingimpact. This combination works well or military vehi-cleswhere lighterpartscan savemoneyand impact cush-ioningcan bethe dierence between lie ordeath.Traditionally-mademetaloamis stochastic,meaningtheoamhasirregularcells thatarespacedunevenly.I thecellstructureinmetal oamisarrangedand regularitis calledordered-cell oam. Stochastic materials reduce weight asdoordered-cellmetal oams.However,ordered-celloamhassuperior strength,stiness,energy absorption,anditmovesheat.

While there are several methods o making ordered-cell oam, one company is seeing consistent results bymaking metallic oam through the process o sand cast-ing.The problemis thatcurrentmethods osand-castingpatterns are rom the age o subtractive machining pro-cesseswhere parteaturesmust berelativelysimple. Now,researchers are testing additive manuacturing to makecomplexsandcastingswhichcouldcreateanewbreedoordered-cellmetaloams.

Mixing old and new techniquesTheresearchersare romtheDesign, Research,&Edu-

cation or Additive Manuacturing Systems (DREAMS)Laboratory at Virginia Polytechnic Institute and State

ADDITIVEMANUFACTURINGcomes to metal foam

Authoredby:

LindseyFrick,[email protected],@MaterialShout

Keypoints Sandcasting is a methodusedto

makeo rdered-cell metal foams.

Aluminumordered-cell foamis lightweight,moves heat, andabsorbs impact.

B inder jet3Dprintedsandcastingscouldcreateahybridmethodtomanufacture metal foam.

Resources

Dr.Christopher Williams.Design,Research, andEducationforAdditiveManufacturingSystems LaboratoryDepartmentofMechanicalEngineeringVirginia PolytechnicInstituteandStateUniversity,http://utwired.engr.utexas.edu/lff/symposium/proceedingsArchive/pubs/Manuscripts/2012/2012-11-Meisel.pdf

Goodfellow Corp., goodfellowusa.com

MAY 9, 2013MACHINE DESIGN.com44

INDY 500

One o the major changes computers have injected intothe Indianapolis 500 over the past two decades is thewidespreaduse osimulation.No longerdo designersorrace teams have to schedule racetrack time to determinethe eects o a small tweak to the aerodynamics or rontshock absorbers, a costly and time-consuming process.Instead, they can juggle a ew parameters in a detailedcomputer model o the car and then run it over a trulyrealisticmodeloaspeciicracetrack.Theprogramspitsout detailed and reliable results on speeds, uel consump-tion,downorce, andalaundry listo otherrace-carchar-acteristics.It canalso compresshourso tracktimeinto aewminuteso computerruntime.

Simulation has also spread so that the three groupsmostcloselyinvolvedin Indyracingthe designers,raceteams,andgoverningbody allrelyon it,butin dierentways.

Indy-car designersIndyCarracescurrently allowonlyone chassisor car,

the DW12 rom Dallara Automobili,Varano Melegari,Italy.Weusethree generaltypes osimulationwhen de-signing an Indy car, says Dallaras general manager, An-drea Pontremoli. It lets us go rom the design phase totheracetrackin aboutninemonths eightmonthsspentdesigningthecar oncomputers,then amonthto actuallyassembleit.

Theirsttype osimulationletsDallaraengineersbuilda virtual car using carbon composites. We use inite-element-method sotware at this stage to simulate thecarbon-iber components and structural elements, saysPontremoli.Theysubsequentlyadd otherparts tomodeltheentirecar,minus theengine.

Togetthe overallshapeo thecar anditsaerodynam-

Authoredby:

StephenJ.MrazSenior [email protected]

Resources:ChassisSimTechnologies,chassissim.com

DallaraAutomobili,www.dallara.it

IndyCar,www.indycar.com

PantherRacingTeam,www.pantherracing.com

Thecompanygetssimilardata, butroma romadriv-ers perspective, in a motion simulator. In act, the dataromthedrivingsimulatoris cleanerthanactualtrackdatabecauseitcontainsno signalnoiseor calibrationerrors.Itcombines computers and motion control, along with anexactreplicao thecockpitand dashboard.Sodrivers usethesamecontrols acceleratorandbrakepedals,steeringwheel,andsteering-wheelmountedswitches andget toeelthesame leveloeedbackrom thesteeringwheel andbrakepedalsasi theyweredriving anactualracecar.

The motion simulator even has a thermal tire modelthatletsDallara andteams(or clients)checkout dierenttires and setups or qualiying or racing laps i n dierent

weatherconditions.The driver simulator, much like those used to train

military pilots, has 3D motion, courtesy o 1.5-meter-strokehexapodactuators.They cangenerateup to2 gsoacceleration,whilea 3,500-Wsound systemrecreatesthenoiseandvibrationso ridingin anIndycar. Tocompletetheillusion,a180 12-megapixelscreengives thedriver awraparoundviewothe trackandothercars.

To get data on the track, Dallara runs a special cararound the track that uses laser scanners to measure theentire surace o the track with 10-mm resolution. Thisdata, which includes every rough patch, bump, and curbonthetrack,isdigitizedandtransormedintoinputsorthecomputermodelswheelsand suspension.

When Dallara was designing the DW12 or the 2012season,theIndyCarboardwantedto makesuresaetywaspart o the equation. Dallara complied by adding saetyeatures to the model and design, both mechanical andaerodynamic ones. IndyCar also wanted the new car tohave the same speed and perormance despite the act itwouldusea less-powerulengine.

anomalies.Wind-tunnelsimulationletsus seei whatwelearnedinCFD isvalidon ull-sizedcars.

The inal type o simulation kinematics centersonvehicledynamics.Itletsuslookatthebehaviorotheentirecar,including thetires, ondierentracetracks andracingconditions,saysPontremoli.

The roadtotheBorg-WarnerTrophy, giveneachyeartothewinnerothe Indy500,ispavedwithsimulationandmodeling, twoCADpracticesusedbythe IndyCargoverningbody,the race-carmakers,andthe race teams.

Twoareasthatgeta lotoattentionduringmodeling andsimulation are the

rontwingandsuspensions.(Photo:PantherRacingTeam)

icsright,we thenusecomputationalluid-dynamics(CFD)sot-ware to simulate airlow over, under, and around the car, saysPontremoli.

Dallaraalsoreverts toa more-traditionalorm osimulationoneo thecompanystwowindtunnels toensurethe aero-dynamicsareright andthesotware didntmissanydetrimental

Car designers, race teams, even the IndyCar

governing body use simulation to keep theIndy 500 competitive and safe.

MAY 9, 2013MACHINE DESIGN.com38 MAY 9, 2013 MACHINE DESIGN.com 39

Simulatingyour way into the

VICTORY CIRCLE

Access our Reader ServiceWeb site to quickly find andrequest information on the

products and services foundin the pages ofMACHINEDESIGN.www.machinedesign.com/rsc

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Simulating your wayinto the victory circleSimulation and modeling are helping

race teams, race-carmakers, and the

governing body ofthe Indy 500.

Additive manufacturingcomes to metal foamOrdered-cell metal foamhelpsmove

heat and absorb impact.Researchers

are combining old and newmethods of

sand casting to make the material.

When electricmotors wont doHydraulic motors are a good choice for

applications that demand high torque,

have limited available space, and

operate in rugged environments.

Pumping new lifeinto old machinesMachine retrofitswith advanced

motion controllers boost productivity

and cut costs.

MACHINEDESIGNSLIT EXPRESS

VOLUME 85ISSUE 6

MAY 9, 2013

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EPARTMENTS

EDITORIALAccountability in the eyes oflegislators

EDITORIAL STAFF

LETTERS

SCANNING FOR IDEASSubminiature switchsurvivessplashes

Simple shaft supports eliminate realignment problems

REPORTERS NOTEBOOK

LOOKING BACK

COMMENTARYNASA pencil whipsgoals to meet budgets

TAVENNER ON SAFET YLookout below

INTERVIEWLocal-for-local strategy drives U.S. expansion Berend Bracht

VANTAGE POINTSuppliermarketplaces come ofage FrankRusso

FE UPDATETwo FEs, one result

PRODUCT SPOTLIGHTBearings & mechanical components

BUSINESS INDEX

AD INDEX

BUSINESS STAFF

BACKTALK

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ON THE COVERA CFD image ofthe Panther

Racing Team car.

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TheTruthAboutCompressedAir!ComparetheseBlowoffsTere are a variety of ways to blow the water from the bottles shown in the photo below, butwhich method is best? o decide, we ran a comparison test on the same application using

four different blowoff methods: drilled pipe, flat air nozzles, Super Air Knife (each usingcompressed air as a power source), and a blower supplied air knife (using an electric motoras a power source). Each system consisted of two twelve inch long air knives. Te followingcomparison proves that the EXAIR Super Air Knife is the best choice for your blowoff,cooling or drying application.

Te goal for each of the blowoff choices was to use the least amount of air possible to get thejob done (lowest energy and noise level). Te compressed air pressure required was 60 PSIGwhich provided adequate velocity to blow the water off. Te blower used had a ten horsepowermotor and was a centrifugal type blower at 18,000 RPM. Te table at the bottom of the pagesummarizes the overall performance. Since your actual part may have an odd configuration,holes or sharp edges, we took sound level measurements in free air (no impinging surface).

DrilledPipe

Tis common blowoff is very inexpensiveand easy to make. For this test, weused (2) drilled pipes, each with (25)1/16" diameter holes on 1/2" centers.

As shown in the test results below, thedrilled pipe performed poorly. Te initialcost of the drilled pipe is overshadowedby its high energy use. Te holes areeasily blocked and the noise level isexcessive - both of which violate OSHArequirements. Velocity across the entirelength was very inconsistent with spikesof air and numerous dead spots.

FlatAirNozzlesAs shown below, this inexpensive airnozzle was the worst performer. It isavailable in plastic, aluminum andstainless steel from several manufacturers.Te flat air nozzle provides someentrainment, but suffers from manyof the same problems as the drilledpipe. Operating cost and noise level areboth high. Some manufacturers offerflat air nozzles where the holes can beblocked - an OSHA violation. Velocity

was inconsistent with spikes of air.

BlowerAir Knife

Te blower proved to be an expensive,noisy option. As noted below, thepurchase price is high. Operatingcost was considerably lower than thedrilled pipe and flat air nozzle, but

was comparable to EXAIRs SuperAir Knife. Te large blower with itstwo 3" (8cm) diameter hoses requiressignificant mounting space comparedto the others. Noise level was highat 90 dBA. Tere was no option forcycling it on and off to conserve energylike the other blowoffs. Costly bearingand filter maintenance along withdowntime were also negative factors.

EXAIRSuperAir KnifeTe Super Air Knife did an exceptional

job of removing the moisture on onepass due to the uniformity of the laminarairflow. Te sound level was extremelylow. For this application, energy use wasslightly higher than the blower but can beless than the blower if cycling on and offis possible. Safe operation is not an issuesince the Super Air Knife can not be dead-ended. Maintenance costs are low sincethere are no moving parts to wear out.

The Super Air Knife is the low cost way to blowoff, dry, clean and cool.

If you think compressed air is too expensive and noisy - read this. The facts will surprise you!

Blowof ComparisonComp. Air Horsepower

Required

SoundLeveldBA

PurchasePrice

AnnualElectrical

Cost*

Approx. AnnualMaintenance

Cost

FirstYearCostType o blowof PSIG BAR SCFM SLPM

Drilled Pipes 60 4.1 174 4,924 35 91 $50 $4,508 $920 $5,478

Flat Air Nozzles 60 4.1 257 7,273 51 102 $208 $6,569 $1,450 $8,227

Blower Air Knie 3 0.2 N/A N/A 10 90 $5,500 $1,288 $1,500 $8,288

Super Air Knie 60 4.1 55 1,557 11 69 $534 $1,417 $300 $2,251

*Basedonnational averageelectricitycosto8.3centsperkWh.Annual costrefects40hoursperweek,52weeksperyear.

FactsaboutBlowersEnergy conscious plants might think ablower to be a better choice due to its slightly

lower electrical consumption comparedto a compressor. In reality, a blower is anexpensive capital expenditure that requiresfrequent downtime and costly maintenanceof filters, belts and bearings. Here are someimportant facts:

Filters must be replaced every oneto three months.

Belts must be replaced every three tosix months.

ypical bearing replacement is at least oncea year at a cost near $1000.

Blower bearings wear out quickly dueto the high speeds (17-20,000 RPM)required to generate effective airflows.

Poorly designed seals that allow dirt andmoisture infiltration and environmentsabove 125F decrease the one yearbearing life.

Many bearings can not be replaced in thefield, resulting in downtime to send theassembly back to the manufacturer.

Blowers take up a lot of space and oftenproduce sound levels that exceed OSHA

noise level exposure requirements. Airvolume and velocity are of ten diffi cult tocontrol since mechanical adjustments arerequired.

o discuss an application, contact:

EXAIR Corporation11510 Goldcoast DriveCincinnat i, Ohio 45249-1621(800) 903-9247Fax: (513) 671-3363email: [email protected]

www.exair.com/45/423b.htm

See the Super Air Knife in action.www.exair.com/45/akvideo.htm

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EDITORIAL

Accountability in theeyes oflegislators

Springisoftenthe timewhentalkinthe officeturnstopayraisesandsalaryincreases.Thesameoftenholdstruefortopcompanymanagers.But ifyouare runningacompany,discussions aboutyourpaycan getcomplicated.Thereasonisthatcompanieshavecaughta lotofflackfrompoliticiansovertheyearsabouthowtheypaytheirtoppeople.Whenhewascampaigninginthe 1990s,forexample,Bill Clintonwantedtostopcompaniesfrombeingabletodeductexcessiveexecutivepayfromtheirtaxes. Inthe2008presidential race,bothcandidatesdissed CEOsmakingmoreinonedaythantheirworkersaremakinginayear.

Legislatorshavedisplayedparticularangstoverwhatcompanymanag-ersmakeinthestockmarket. Youcantracethishandwringingbackto

legislationpassedin 1993,whicheliminatedcorporatetaxdeductionsforexecutivepayabove $1 million. Ithadtheunintendedconsequenceofdra-maticallyboostingperformance-basedpayintheformofstockoptions,justasthestockmarkettookoffintheroaring 1990s.

Executiveremunerationskyrocketedasaresult.Butgrantingofstockoptionsthiswaybroughtafocusonmanagingcompaniesforshort-termresultsand,inafewcases,promptedillegal behaviorbyCEOs.

Thatillegal behaviorwasonereasonpolitical rhetoricaboutexecutivepayreachedahighpitchinthe2008presidential race.Thetoneofbothcandidates couldbesummarizedbyonequotefromacampaignspeechofthetime: Itsaboutchangingasystemwherebadbehaviorisrewardedsothatwecanhold CEOsaccountable,andmakesuretheyreactingina

waythatsgoodfortheircompany,goodforoureconomy,andgoodforAmerica,notjustgoodforthemselves,acandidatesaid.Keepthatpronouncementinmindasyouponderrecentdevelopments

tocontrol theperksofanotherhighlycompensatedbunch: membersofCongress.Readersmayrecall thatinNovemberof2011,theTVshow60Minutesdid anexposeabout legislatorsactingoninsideinformationaboutpubliccompanies.Ordinarycitizenscan bejai ledforbenefitingfromsuchinformation,butmembersofCongresswereexemptfromtherules.Manyin Congresshaveaccesstomarket-moving,nonpublicinfor-mationandhavebenefittedhandsomelyfromit,accordingto60Min-utes.AfewmonthsaftertheTVshowaired, CongresspassedtheStockActthatmadeinsider-trading lawsapplyto Congressand Congressionalstaffersaswell.

TheStockActpassedwithgreatfanfare.ButrecentlyCongresspassedabill reversingbigchunksoftheActwithhardlyamention: Thee-mailedannouncementofitwasonesentence long.Specifically, Congressrepealedtherequirementthatitsmembersandstaffersposttheirfinancial transac-tionsonlineinasearchableformat. Congressional insidertradingisstillillega l,butnowthe onlywaytomakesurethishasnottranspiredisbytravelingtoWashington, D.C.,visitingthebasementofthe HouseOfficeBuilding,andaskingtoseethefinancial disclosureformsoftheindividualyouareinterestedin.

Congressclaimspostingthisinformationonline wou ldposeana-tional risk. Cynicssaythe onlynational riskisto Congressional bankaccounts.

Mytake: Congressseemstobea lotbetteratholding CEOsaccountablethanthemselves.

Leland Teschler, Editor

RS# 107

MAY 9, 2013


11/77

Make Last-ChanceProtection Your

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RS# 108

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EDITORIAL STAFF

1300 E. 9thSt.Cleveland, OH 44114-1503

EDITOR

Leland [email protected]

MANAGING EDITORKenneth J.Korane

[email protected]

SENIOR EDITORSElisabeth Eitel

[email protected]

Stephen J. [email protected]

ASSOCIATE EDITORLindsey Frick

[email protected]

INDUSTRY COVERAGE:

AUTOMOTIVE,PACKAGING,MEDICAL

Stephen J. Mraz

CAD/CAM, MANUFACTURINGElisabeth EitelLindsey Frick

FASTENING & JOINING,MATERIALSLindsey Frick

FLUID POWERKenneth J.Korane

MECHANICALElisabeth EitelLindsey Frick

Kenneth J.Korane

EDITORIAL PRODUCTION

Denise GrecoEditorialProduction Manager

Randall L. RubenkingArt Director

RS# 109

RS# 110


13/77

brawny & brainy.Tough hydraulics with easy-to-use motion control solutions.

Whether its re-positioning a large solar panel to soak up moresun, manipulating individual motion-simulator theater seats or any

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RS# 111


14/77

Silly orexaggerated?

Readers can relate to the silly specificationsfound on some products,but some readersfind them understandable. And anotherreader ques-tions the number ofengineeringhoursput into a design.

ni ng an object in 3D (Objec tsPrinted from Objec tsScanned,Elisabeth Eitels blog, March 11), itbegs the question: Ifyou scan andprint someonespatented or copy-righted item, are you required topay them a fee? It seems that wereconstantly hearing about intel-

lectual property beingstolen andcheaply reproduced abroad. I won-derhow these companieswouldfeel ifsomebody scanned their de-sign using their own scanner andthen undersold them.

Michael Sweeney

Freelancing it

Youve run through a lot ofthe avail-able optionsforfreelance work

(How to Become a Freelance En-gineer, Lindsey Fricks blog, March7). My hopesfor the industry (or theCAD crowd) is that it moves towardscrowdtestingrather than crowd-sourcing. That could include a smallanalysis ofa buyersproject beforeexclusively hiring a freelancerfor afull project. Ideally, that would putthe emphasis on skilled designersinstead ofcommoditized prices.

MacKenzieBrown

Do those figures add up?

In a recent story on a new type ofrecreational water vehicle (Am-ph ibian Jet Ski hit s 45 mph onLand and Sea, Nov. 20), it says: En-gineers at Gibbsspent more than18 months and 75,000 engineeringman-hours adapting the engine tothe Quadski.

Ifwe take 2,000 hours as a man-year, than 18 months would be

3,000 hr.Dividing that into 75,000means that 25 engineersworked fulltime on this one task(adapting theengine) for a year and a half.

Silly SpecsYour editorial on odd specifications(Silliness at 40 Below, Nov. 20)strucka chord withme.Working on

five continents, Ive seen numerousinstances ofsilly specifications inmany cultures and languages andIm always amazed at how, oncewritten, specsseem to acquire bib-lical respect and authority.Whenpeople were strugglingwith theCadillac ashtray problem, no oneseems to have had the wit to take aviewfrom 10,000 feet and ask:Whyare we doing this? Orperhaps bet-ter, Why are we doing it thisway?

One ofthe silliest specs I had to

deal with involved a fighterplane.The contract mandated that a dis-play needle on an engine instru-ment could only deviate orwigglesomuch.The instrument or displaymetthisspecification by a wide marginwith one exception:Needle excur-sionsslightly exceededspecified lim-itswhen the onboard gun wasfired.

The fact that the pilot washighlyunlikely to be checkinghis engineinstrumentswhile firingweapons

was not considered. The spec wasthe spec.So after a long battle, thecompany and the Air Forceshookhands and mutually agreed to enddeliveries ofthe instrument. The 500units already in the field were neverheard from again.

Richard J.Reilly

I worked for the TandyCorp. in theearly 80s as a quality-control techni-cian. I was told to place computersin the 40F environmental unit for 4hours to simulate a 4-hour truckingshipment in the mountains. I thentested the computers after theywarmed up. I was also instructedto place software/hardware in the120/140F environmental unit for4 hours to simulate a 4-hour truckride through the desert.

Thiskind oftesting alwaysmadesense to me.

MarcusRasco

Can we scan the scanners?

Since we are now at the point ofnot only pr inting, but also scan-

That seems like a lot ofengineersto workon one taskat a small com-pany. Ifwe assume, for argumentssake, that a man-hour costs thecompany $100 (which isprobablylow), then this one taskwould havecost the company $7.5 million. Thatseemshighfor a product that sells

for$40kand has a limited market. Ifthe profit per Quadski is 20% ($8k),they would have to sell almost athousand unitsjust to cover this onecost. Is it possible that the 75,000figure should really be 7,500?

Barry Schwartz

The estimate of 18 monthsand75,000 engineeringman hoursisac-tuallyaconservativeone.

The Quadskis land-and-water

powertrainsystem is much morecomplexthantheaverageautomo-bilespowertrain.

Theengineandtransmission fi-nallyselectedwassignificantlydiffer-entinsize fromtheengineoriginallyunderconsideration. Ithadadiffer-entoutputshaftlocationanddrive-train, alongwith completelydifferenttorqueandhorsepowercurvesthantheengineoriginally underconsider-ation. Thisrequiredareengineeringofthecoolingsystem, the bodytoac-commodatethenewengine, enginemounts, andfuelsystems, thediffer-ential/driveshaftsandknuckles, thewaterjet, andelectronicstointerfacewith theenginecontrolmodule.

Thenewpowerplantalsorequired:EPA enginecertification, testingandvalidation,andamajorchangetotheassemblyprocesses.

Theengineeringsuppor t frompurchasingandqualitydepartmentsisnotincludedinthe75,000-hourses-

timatebutthiswasneededaswell.There are several additiona l

things you mightnothave beenawareof:

LETTERS



15/77

RS# 112


16/77

TM

LETTERS TO THE EDITORPlease include your name, address, anddaytime phone number. Lettersmaybe edited for brevity and to focus on

essential points.Mail: Letters, MACHINE DESIGN,1300 E. 9th St., Cleveland, OH 44114-1503, Fax: 216-621-8469

E-mail, Editorial:[email protected]

time. Automated fiberplacement(AFP) automatically placesstripsof composite materials to buildcomposite structuressuch as theBoeing787. In-situ AFP ofthermo-

plastic composites is a truly addi-tive-manu facturingprocess thatbuildshigh-performance compos-ite structures by bonding compos-ite prepreg tapes in a mannersimi-lar to FDM. It has been in existencelonger than what is nowknown asadditive manufacturing.

DaveHauber

Aluminumwith 3DDesign, March21). Assuming both doors (or otherside panels) are lightened, remov-ingweight on the outersides ofthe

vehicle body does not move thecars center ofgravity toward themiddle ofthe vehicle. It may wellimprove handling but that wouldbe because the moment ofinertiawasreduced.

Thinkabout balancing a bar bellon a fulcrum and then sliding theweights inward equally; the centerofgravity doesnt move.

Andrew J. Brislen

Composite RPIn the article, The future ofaddi-tive manufacturing, March7, itsays: Currently, few options existfor carbon-fiberpartsmade withadditive manufacturing. However,in a sense, all composite parts aremade by additive manufacturingas they are built up one ply at a

1.) Theprogramwasnthandledtotally in-house. A numberofengi-neeringprojectswereoutsourcedtosupplierssuchasFEVandMBE.

2.) A high-speedamphibian isnota simpleproductlikeanauto-mobile. Itpresents newengineeringchallenges. Anamphibian-power-trainchangeiscertainlynotthesim-plisticLegoplug-and-playmotorthereaderseemsto believeexists formajorOEMs. Itinvolvesdevelopingadualpowertrain foron landandwa-ter. The Quadskipowertrain ispro-tectedbyseveralpatents.

3.) If you areanengineerandbe-lieve you couldhavecompletedthis

enginechangetaskin lesstimeandwith fewerresources wewanttointerviewyou ASAP! Larry Weis,Gibbs SportsAmphibian

Inertia mix up

I believe there was an error in a re-cent item (Honda LocksSteel to

LETTERS

RS# 113MAY 9, 2013MACHINE DESIGN.com14


17/77

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Mastering challenges together Rexroth makes it easy to implement automation.

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RS# 114


18/77

SCANNING FOR IDEASEdited by Stephen J. Mraz

Subminiature switch

survivessplashes

Requestfreeinformation vi

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The DKSeries ofswitchesfromCherry Corp., Pleasant Prairie,

Wis. (www.cherrycorp.com), measurejust 0.579 0.213 0.268 in.and carry ratings ofIP65. (Versionsprotected to IP67 levels arealso available.) The switchesfeature stainless-steel components,gold-plated contacts, and a PBT/ASA housing. These ruggedpartsgive the switches a minimum life of500,000 operations.

The switches are rated for either 5 or 2 mA at 12 Vdc and op-erate at temperaturesfrom 40 to 85C, but can be modified toworkat up to 105C.

RS# 401

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RS# 115


20/77

SCANNING FOR IDEAS

Simple shaft supports eliminate

realignment problemsEngineers often design carriagesthat move backand forth atopofa pair ofparallel nonrotatingshafts. These shaftsmust remainparallel or the carriage will wedgeto a dead stop.So it is importantthat supportskeep the shaftsaligned.

This can be a problemwith traditional support

blocks that keep the shaftlocked into place with acapscrew located aboveand perpendicular to theshaft.With traditional blocks, theshaft has to be inserted through thehole, a taskthat requires extra space on ei-ther end ofthe support.When the shafts, bush-ings, bearings, or carriage need maintenance,the shaft-support blocksmust be removed andthe alignment is lost. Afterservicing, the shafthas to be reinserted and the supportsrealigned,a time-consumingprocess.

To simplify thisprocess, engineers atOndrives US Corp., Freeport, N. Y. (www.ondrivesus.com), developed a shaft support witha removable top. It lets usersremove shafts, aswell as the linear bushings and carriage, withoutupsetting the position ofthe shaft supports. Thiseliminates the need to realign the supports aftermaintenance. It also gives technicians easier ac-cess to shafts in locationswith limited space oneither end ofthe shafts.

The supports are made ofanodized alumi-num, making themsimilar in strength but 70%

lighter than cast-iron shaft supports. They areavailable forshaftsranging in diameterfrom0.25 to 2.0 in. The company makes a standardrange ofsupports that have the same shaftheight and mountingfootprint as the mostpopular industry-standard supports. They alsooffer a line oflow-profile supports that providethe lowest possible carriage heights.

RS# 402

Steelfasteners

Aluminumbase and

top

Available forshaftsfrom 0.25 to 2.0 in.

in diameter

Toppiece getsremoved to assemble,

maintain, orreplaceshaft and bushings

Typical shaftsupport does

not permitthe shaft tobe removed

withoutupsetting

alignment.

MACHINE DESIGN.com18 MAY 9, 2013


21/77

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RS# 116


22/77

REPORTERS NOTEBOOK

Could an electric carsomedayrun at Indy? Its a distinct possibil-ityjudging by developments inFormula 1 racing.Starting nextyear, all-electric carswill have theirown racing classrunning underthe auspices ofthe FdrationInternationale de lAutomobile(FIA), the same organization thathandles Formula 1 racing.

FIA will stage the races on thestreets ofmajor citiesrather thanon closed tracks. The first race is

expected to take place in a yet-unnamed European city. FIA saysit is also talking to cities in boththe U.S. and South America abouthosting Formula E races.

Formula E carswill be able to hittopspeeds in the 200-mphrange

just like their combustion engine-powered cousins.But battery limi-tationsforce the race format to bea little bizarre. After 20 min ofcom-petition, each driverwill hop out

oftheir car andjump into anotherwith a fresh battery to continuethe race. Meanwhile, the first carwill get recharged. After another20 min ofracing, drivershop backinto the recharged carsfor 20 minto take the checkered flag.

There are critics ofthisChinesefiredrill-style setupwho claimsucha format will make it hard forfansto take the whole thingseriously.A more-important criticism is thatthe need for eachracing team toown two carsmakes Formula E anexpensive endeavor. Plans are forraces to host 20-carfieldswhichwould actually be 40-carfieldswithhalfthe cars charging at anygiven time.

But the concept ofan electric-vehicle race serieshas alreadyattracted entries.Drayson Rac-ing Technologies in the U. K. isthe first team to commit to thenewSeries. It has developed a

prototype Formula E racerwhichmay serve as the model for carsin the 2014 season. (FIA plans tomake the racesspec-class events

next year, meaning all carswillbe roughly the same. Formula Ewill then revert to an open classin 2015 and thereafter.) Draysonhas already designed an 850-hpLeMans-style electric car that seta speed record for E vehicles (andplaced 11th overall) in a U. K.hill-climb event.

Drayson officials dont thinktheformat ofFormula E will detractfrom the excitement ofthe event.The carssound a little like theMillennium Falcon in the StarWarsmovies, says Paul (Lord) Drayson,managingpartner ofDrayson Rac-ing.It is a high-techsound, notlike the screaming you get from aracing engine. From the point ofview ofputting on a show, I think

it will be particularly good foryoungerfans.

Drayson, whose teamhas actedas a scientific adviser to the FIA

Formula E Championship duringits initial planning, says the racecarswill also serve as developmentplatformsfor E-vehicle technology.Race rules are set up to emphasizethe electric drivetrain rather thanthe aerodynamics,he emphasizes.

One technology that could

They sound like the Millennium Falcon

Formula E racerswillcompeteon courseslaidouton the streetsofmajorcities.Tohelp promote the Formula E concept, a European Consortiumcalled Formuleccreateda prototype Formula E racercalledthe EF01.The chassis anddrivetraindesign thatwill actuallyrace in Formula E eventsisstillbeing defined.

LordDrayson nexttoaLeMans-style E-racer.



23/77

battery that static systems nowrealize, which is about 90%, saysThompson. We thinkthat figurecan be achieved within certain op-erational constraints.We also hopeto realize full power transfer evenifthe car is 8 inches to eithersideofthe power track.

Unfortunately, a lot ofthetechnical details about the For-mula E cars are either yet to bedetermined orhave not yet beenmade public.Drayson officialssay

the type ofmotor that will powerthe carshas been determined butitsspecificationshave not beenreleased.Similarly, the Formula Ebattery supplierhas yet to be an-nounced.

Electric motorsfor the Serieswill come fromMcLaren Elec-tronic Systems Ltd.,whichsup-plies electric-control units to allFormula 1 teams. McLaren willalso be supplying the transmis-

sions and control electronicsforthe cars. The cars themselveswillbe built by a European companycalled SparkRacing Technology.

And once these cars take to thetrack, the experience isshapingup to be interesting notjust forthe fans but for drivers aswell.

The carswill have a lotofpower, given theirweight. There will be alot ofoversteer and thecourses are likely to bechallengingfor the driv-ers, says Paul Drayson.And because they areracing on city streets,there will be concretewalls all around, so thedriving experience willbe quite intense. Plus,these are all-new courseswhich driverswill havelittle time to learn. Thatwill put a premium on

the ability to quickly be-come familiarwith thelayout so you can put in afast time. MD

that israted at 20 kW.The chargingsystemwaspart ofDraysonspro-totype that earned honors at thehill-climbing event.

The plan for these wireless-chargingsystems is to rechargemoving cars, notjust those sit-ting in the pit. Once the race iscomplete, the inductive-chargingequipment and charging tracksembedded in racecourse road-wayswill stay in place to help ad-vance recharging infrastructure for

ordinary EVs.Moving to that goal, inductive

chargers that recharge vehiclessittingstill are in the early com-mercialization phase. Accordingto Anthony Thompson, vice presi-dent ofbusiness development atQualcomm, the next step issemi-dynamic chargingwhere a vehiclemovesslowly while recharging.

The scenario Thompson envisionsis that oftaxisrechargingwhile

crawling along in a passengerpickup lane.Next will come fullydynamic chargingwhere vehicleszip alongwhile gettingmorejuice.

Thompson says the R&Dforsuchsystems is in full swing.

The goal is to approachpower-transfer efficiency fromgrid to

get a boost from Formula E isinductive charging.Draysonforeseeswireless chargingtracks being embedded in thestreets ofcitieshosting For-mula E eventssuch that racecars could recharge as theypass over designated portionsofthe course.

Once the race is over, thetracks could serve asprototypesfor a recharging infrastructureaimed at ordinary E-street ve-hicles.Thisscheme would freecarsfrom the constraints ofthebattery.We see this as a waymotorracing can pioneer thistechnology,he says.

In that regard, theQualcomm Inc.subsidiaryQualcommEurope Inc.will

sponsorDrayson Racing in For-mula E to help developwireless-charging technology. The charg-ingsystem uses Qualcomm HaloWireless Electric Vehicle Charging(WEVC) technology.Drayson Rac-inghas been evaluating a speciallydeveloped version ofthe system

The QualcommHaloinductive-charging schemewirelessly

beamspowertoreceiving coilson an electricvehicle.The trickypartisdoing itwhile the carismoving attrackspeedsaswillbethe case with Formula E carsspeeding around a citystreetcourse.

Resources:Drayson Racing Technology,http://www.draysonracingfe.com/

Formula Eblog,http://formula-e-news.com/

QualcommHalo,http://www.qualcommhalo.com/

Inductive-charging scheme

Power

supply

Transmitterpads

Receiverpad

Battery

MAY 9, 2013 MACHINE DESIGN.com 21


24/77

askTURCK.com

2013 TURCK

Assembled vs.Overmolded

Cordsets: Whichconnectivity solutionis best for your application?

REPORTERS NOTEBOOK

After testing 122commerciallyavailable laserpointers, researchersat the NationalInstitute oStandards andTechnologyfoundthat 90% ofthe greenand 44% ofthe redpointers did not

comply withfederalsafety regulations.In fact, they oftenemitted more powerthan allowed, andgreen lasers also tended to put outunacceptable levels ofIR light aswell.

The tests used randomly selected commercialdevices labeled asClass III or 3R and sold assuitablefor demonstrations in classrooms and otherpublicspaces. These lasers are limited under the Code ofFederal Regulations to 5 mW in the visible portion

oflight and less than 2 mW ofIR light.But halfthepointers exceeded twice that limit at one ormorewavelengths, with one putting out 66 mW, morethan 10 times the legal limit.

According to ANSI, lasers that exceed the federallimitsshould be subject to more rigorous controls,such as user training, to prevent injuries. MD

DANGER:Red and green laserpointers

Measuringthe costs ofelectrical

storageSeveral alternative-energy sourceswillonly be practical ifpower companieshave an economicalway to store harvested energy. AndU.S.grid operatorswill need meth-ods ofstoring electricity to balanceand maintain the national grid ifalternative sources are to provide a

majority ofthe nationspower.Withthat in mind, researchers at Stan-ordUniversitydeveloped a wayto calculate the costs ofbuildingand deploying a variety ofenergy-storage technologies.

The team evaluated pumpedhydroelectric storage aswell aslead-acid, lithium-ion, sodium-sulfur, vanadium-redox, and zinc-bromide batteries. (Pumped hydroinvolvespumpingwater up into a

reservoir usingsurplus electricityduring low-demand times, thenrunningwater down throughgen-erators during times ofhigh de-mand.) The team determined the

Resources:National Instituteof StandardsandTechnology, www.nist.gov

Electricalstoragecontinuedonpage28

Resources:StanfordUniversity,www.stanford.edu

RS# 117

A NIST safetyofficerandthedeviceusedtomeasurethe propertiesofhandheldlaserpointers.


25/77

Largest everfiber-optic network

Technicians at Sandia National Laboratoryhavestrungmiles ofhalf-inchfiber-optic cables between13,000 networkports in265 buildings to construct thelargest fiber-optic LAN in theworld. The cables, consisting of288 fibers, replace 4-in. coppercables and provide more secureand reliable capacity that is lessexpensive to maintain and operate. It is estimated theLANwill save $20 million overfive years and reduceenergy use for communications by 65%.MD

DoE fundsprojects to

boost efficiencyResearchers at the DoE-run Paciic Northwest Na-tional Laboratory (PNNL) unveiled some oftheirprojects aimed at reducing energy use in the U.S.

Storing solar power:Solarpower is clean, butwithout a way to store it for at least 8 to 12 hr, itcannot be used at night. One method ofstoringthe suns energy is thermal storage. It usesmoltensalts, but also requires expensive equipment. To

solve that problem, scientistsdeveloped a metal hydride thatstores up to 10 timesmore heat

per unit ofmass than salts andoperates at higher tempera

DoE fundscontinuedonpage 30

Resources:PacificNorthwest

National Laboratory,www.pnl.gov

A Sandiaengineerexaminesfiberopticsina cablebox.

Resources:Sandia NationalLaboratory, www.sandia.gov

RS# 118


26/77

REPORTERS NOTEBOOK

A small and ultralight UAV de-veloped by engineers at Festo,Esslingen, Germany, reportedlycan match the highly complexflight capabilities ofa dragonfly.Called the BionicOpter, the roboticinsect can fly in any direction even backwards turn and ac-celerate quickly, hover, and glidewithout beating itswings. Itssaidto be the first aircraft that flies likea helicopter, plane, and glider.

The BionicOpters lightweight

construction, tight integration ofcomponents, advanced controls,and ability to move each ofitsfourwings independently all contrib-ute to its extreme maneuverability.

The bionic dragonfly has a 63-cmwingspan, is 44-cm long, andweighsjust 175 gm. The wingscarbon-fiberframe is coveredwithpolyesterfoil. The structureismade offlexible polyamide anddeep-drawn ABS terpolymer thats

sturdy, but flexible and ultralight.And itssmall rib cage houses a7.6-V LiPo battery, nine servomo-tors, and a high-performance ARMmicrocontroller, alongwith inertia,acceleration, and position sensors,wireless-communication modules,and othermechanisms.

A motor in the bottom ofthehousing drives the fourwings at acommon beat frequency, which isadjustable between 15 and 20 Hz.

Like a real dragonfly, theBionicOpterswings can turnfromhorizontal to vertical. For this,servomotors individually twisteachwing up to 90.

Fourmotors at the wingjointscontrol flapping amplitudes. Lin-earmovement in the wingrootadjusts a crankmechanism to varythe deflection between approxi-mately 80 and 130.

Movements by the head andtail provide fine control. Thedragonfly body isfitted withfourflexible musclesmade ofNitinol a shape-memory alloy (SMA)that contractswhen heated andexpandswhen cooled. Passing anelectric current through the SMAscreates ultralight actuators thatmove the head horizontally andthe tail vertically.

Software controlsflappingfrequency and twisting ofthe indi-vidual wings.Swiveling the wingsdetermines thrust direction, andan amplitude controllerregulatesthrust intensity. The combinationofthe two lets the dragonfly hover,move backwards, and transitionsmoothly fromhovering to for-ward flight. And unlike a helicop-ter, the dragonfly does not need totilt to generate forward thrust. Thismeans that it can fly horizontallyaswell asfloat like a glider.

To correct for any vibrationsand ensure stable flight, data onposition and wing twist are con-tinuously evaluated in real time as

the dragonfly flies. In-ertia sensorsmeasure

the acceleration and tilting angleofthe BionicOpter in space, whileposition and acceleration sensorsdetect speed and spatial direction.

Despite its complexity, theaircraft is controlled with a smart-phone or digital transmitter.Thepilot inputs direction and speed,and an onboard microcontroller

calculates operatingrequirementsbased on recorded flight data andsends commands to servomotorsand actuators.

The BionicOpterwas developedby FestosBionic LearningNet-work. Togetherwithresearchersat universities and developmentfirms, the Networksupportsproj-ects and develops test modelswhose basic technical principles like energy efficiency andlightweight construction arederived from nature. Among otherrecent developments: a SmartBirdwhichmodels bird flight, robotarmsmuch like an elephant trunk,and adaptable grippers based ona fishs tail.

These strategies, say Festoofficials, can be applied to engi-neeringproblems in the industrialworld. For example, the remote-controlled dragonfly demonstrateswirelessreal-time communica-

tion, a continuous exchange ofinformation, aswell as the abilityto evaluate multiple sensor inputsand identify complex events and

Robotic dragonfly takesflight

Resources:Festo, www.festo.com/us RS# 406

See videoofthe BionicOpter at: www.youtube.com/watch?v=nj1yhz5io20

Other articles:

Flexible robotarm, http://machinedesign.com/article/robot-imitates-an-elephant-s-trunk-0913

Fin Gripper, http://machinedesign.com/content/fingrippers-adapt-to-an-object-s-shape-1012

SmartBird, http://machinedesign.com/article/hannover-fair-robotic-bird-demonstrates-efficient-flight-0504

The BionicOptercanfly forward, backward,

hover, andglide.



27/77

critical states. For Festo, the principle ofcontinuousdiagnosticshelps ensure operational reliability andprocessstability whether in bionic flying objects oreveryday industrial machines.

Likewise, industrial networksfigure large in pro-duction systems ofthe future.Centralized plantcontrol will give way to greater use ofdecentralizedoperations. Tasks that are currently performed by amaster computerwill increasingly be done by remotecomponents. Festo believes this digital refinement will

give rise to increasingly intelligent subsystems thatcan actively support production processes, thanksto capabilities like energy autonomy and conditionmonitoring in the smallest ofinstallation spaces.Festo says the BionicOpter illustratessuch integratedfunctions and miniaturization.MD

MEDICAL-DEVICE ADHESIVE SEMINAR

May 21 Henkel Corp.,Rocky Hill, Conn., ishostingthe first 2013 Loctite Medical Device Adhesive Semi-nar in Minneapolis. The programprovides design,

product, and manufacturing engineerswith an over-all knowledge ofadhesive technologies used in thedesign and assembly ofmedical devices.

Topics covered include properjoint design foradhesive assembly, selecting the appropriate adhe-sive technology, and processing-equipment require-ments. Overviews ofeachmajorfamily ofISO 10993biocompatible engineering adhesives, including lightcure, cyanoacrylate, epoxy, polyurethane and siliconetechnologieswill be covered.

The seminar, cosponsored by EllsworthAdhe-sives, Germantown, Wis., will be at the Crown PlazaMinneapolisNorth, starting at 8:30 a.m. and running

until 3:00 p.m. To register, please call Chrys Johnsonat (952) 888-1246, Ext. 2, or e-mail [email protected]

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REPORTERS NOTEBOOKLOOKING BACK

10 YEARS AGO 2003Flythe lonelyskies: U.S. aero-space employment is the lowestits been since 1953, dropping to

just 689,000 at the end oflast year,according to the U. S. Dept.oLabors Bureauo Labor Statis-tics.The industrysworkforce was

cut in halfin 1989 after the ColdWar ended. It tookanothermajorhit after 9/11, at which time aero-

space employment dropped 13%.The 9/11 attacks, combined withwhat the Aerospace IndustriesAssociation calls a civil aviation

and commercial-space business cri-sis, aswell as industry mergers andacquisitions, have contributed to thedecline.

30 YEARS AGO 1983Warrantyclaimsstreamlined: Aswitch to computer-assisted micro-filmretrieval (CAR) issavingspaceat MackTruckInc. and eliminatinglabor-inten-sive filingofpaperdocuments.

The firm ad-opted CARfor itswar-

ranty-claimsprogram; company policy requiresthat claimsfrom 40 branches and200 distributors be kept for threeyears in active files and eight yearsin inactive ones. UsingKodakmicro-graphic equipment, the companytransferred claimforms that filled22 filing cabinets annually to micro-filmkept in one accessfile for eachyear.The accessfile requires about4 sq ft offloorspace and saved

around $102,000 in wages, storagespace, and supplies the first year.

50 YEARS AGO 1963Nucleargeneratorspowering IMP(Interplanetry Monitoring Probe)satelliteswill eliminate problems oforientation and spaceradiation experi-enced by solar-cell systems.Swingingthrough an eccentric orbit apo-gee of150,000 miles andperigee of110miles the satelliteswillplungeinto the natural and artificial radiationbelts, gathering datanecessary for directsupport ofApolloflights.An opera-tional IMP must bein orbit at all timesduring the project.Atomic generators,because oftheir immunity to space ra-diation, may extend the useful lifetimeofthe satellite and, therefore,reducethe number needed.The Martin Co.,

Baltimore,whichhas been contractedto build the generators, estimates thatan IMP with nuclear auxiliary powercould be operational by 1964.MD



29/77

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REPORTERS NOTEBOOK

amount ofenergy necessary to build each ofthe fivestorage devices and found that batterieshave signifi-

cantly higher energy costs to be practical compared topumped hydro.This issomewhat intuitive because batteries

are made ofmetal, and sometimesrare metals,

which take a lot ofenergy to acquire and purify,saysresearcherCharlesBarnhart. Whereas apumped hydro facility ismade ofair, water, and dirt.Its basically a hole in the ground withreinforced

concrete.The team next determined howmuch energywould be needed to maintain the devices over30 years. They devised a mathematical term, energy

stored on investment (ESOI),calculated by dividing the amountofenergy a device can store by theenergy needed to build it.So thehigher the ESOI, the better.

Pumped hydro ends upwithan ESOI of210, meaning it canstore 210 timesmore energy thanit needs to build it.Batteries all

had lower ESOIswith lithium-ionbatteries checking in with anESOI of10 and lead-acid versionsbringing up the rearwith an ESOIof2.

The team concluded that thebest way to lengthen batteriesESOI was to lengthen their cyclelife or the number oftimes theycan be charged/discharged.Pumped hydro, for example, canendure 25,000 cycles, equivalent

to 30 years ormore. Lithium-ionbatteriessurvive 6,000 cycles, andlead-acid batteriesgive up theghost after only 700 cycles.

The Stanford scientists thenexamined the materials neededto build these storage devices.

They found that materialswere not as expensive as theenergy requirements, with a fewexceptions. For instance, cobaltfor lithium-ion batteries and thevanadium needed in vanadium-redox batteries are rare andgetting expensive.

The team also consideredcompressed-air energy storage.It entails usingsurplus electricityto compress and pump air into anunderground cavern or aquifer,then releasing it through a turbineto generate electricity whenneeded. Thismethod has thehighest ESOI, 240, and the lowestmaterial costs.But similar to

pumped hydro, researchersfoundthere are a dwindling number ofgeologically well-suited locations.MD

Electricalstoragecontinuedfrompage 22



31/77

Together, we can keep cool when the heats on.

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To learn more, contact your Parker distributor or visit www.parker.com/accumulator.

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REPORTERS NOTEBOOK

expanded tank can be made toconform to the space available ina car while traditional tanks, look-ing much like scuba tanks, take upmore space and are cumbersometo mount in vehicles. The newtanks should cost about $1,500each and hold 12 MJ/kg, abouttwice the energy density as cur-

rent natural-gas tanks.Magnets without rare-earth

metals: Magnets are critical intodays efficient motors and windturbines, but the most efficientof these currently rely on rare-earth magnets. Dysprosium, forexample, increases a magnetsoperating temperature, which isquite high in advanced motors. Amaterial scientist at PNNL is devel-oping a manganese-based nano-

composite magnet that operatesat up to 200C without using anyexpensive dysprosium.

Better air conditioners: Inhumid climes, air conditioners be-come inefficient. To cut electricaluse for cooling in hot, humid climesby up to 50%, PNNL researchersare designing a new dehumidifierthat relies on a thin membrane thatpulls water out of the air. The mem-brane is based on a thin, foil-likemetal sheet coated with zeolite, awater-attracting material.

Heating and cooling elec-tric cars: Heating and cooling inelectric cars puts a load on thebatteries and can significantlyreduce their range. An alterna-tive approach being evaluated atPNNL involves a molecular heatpump that uses an electrical metalorganic framework to circulateheat or cooling. A 5-lb heat pumpthe size of a two-liter bottle could

theoretically handle the heatingand cooling requirements for anelectrical car with little affect onmileage.MD

tures. A PNNL team is building a demonstration proj-ect that will collect heat from the sun for 6 hr and then

discharge that energy over the next 6 hr.Lighter fuel tanks for natural gas: Natural gas isbecoming more abundant and less expensive, and150,000 vehicle use it in the U. S. (That figure climbs

to 15 million for the entire world.) One problem withnatural gas as a transportation fuel is that it remainsa vapor, so it must be compressed and stored in apressurized tank to boost its energy density. A PNNL

team is developing lightweight fuel tanks made us-ing superplastic forming. The process involves weld-ing metal sheets together then blowing compressedair between them to form internal chambers. This

DoE fundscontinued from page 23



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COMMENTARY

Stephen J.MrazSenior Editor

NASA pencil whipsgoals to meet budgetsIt looks likeNASAmanagersaremanglingtheconceptsofsettinggoalsandfacingbudgetaryrealitiesifreportsaboutafuturemissionare tobebelieved.Sometimeago,NASAdecidedonsendingamannedspacecrafttoget upcloseand personal withanasteroidby2025,aplanendorsedbythecurrentWhite House.Themission

wouldnotonlygatherinformationaboutthemakeupandhistoryofasteroids,itwouldalsogiveNASAachancetocheckoutmuchofitsyet-to-bedesignedmanned-space-travel hardware.Theultimatepur-poseofthishardwarewouldbearoundtriptoMars.

Butmoneystightandtheresnoappetiteforaskingtaxpayerstopayforthisparticularspaceproject.Still,

NASAandtheadministrationwanttogettoanaster-oidby2025 andhitthatmilestone.Whattodo?

Somecleveraerospaceengineercameupwithaso-lution,auniquespinonmovingthegoalposts.NASAwoulddesignandbuildahollow18-tonunmannedspacecraftthatwouldtravel toanearbyasteroid,onemeasuringnomorethan25 ftindiameterandweigh-ingabout 500tons.Thespacecraftwouldmaneuverit-selftosomehowencloseandsecuretheasteroid.Afterusingsolar-electricpropulsiontoflythecelestial pay-loadbacknearEarth,theasteroidwouldbeinjectedintoahigh lunarorbit.ThiswouldgiveNASAacloser

targetforastronautsusingequipmentbeingbuilttoexploretheMoonandtransportcrewandcargototheSpaceStation.NASAfiguresthisschemebeatshavingtodesign longer-rangespacecraftthatcouldcarryas-tronautstoanasteroidsnatural orbit.

Thereare obviouslysomehurdles remaining.NASAmustfirstcompleteastudytoseeiftheideaisevenfeasible.Rumorshaveitthattheres $100millionearmarkedinthe2014 budgetforthisstudy. Itwill alsotakeanother $2.65 billiontobuildandflythesevento 10-yearmissionifthecurrentbudgetandscheduleestimatesarecorrect.Anotherpotential problem: ItwouldntsurprisemeiftheEPAdecidesitsscopeofcontrol extendsat leasttotheedgesoftheSolarSystemanddemandanenvironmental impactstatementbe-

foremovingtheasteroidoutofitsnatural habitatandintoanewone.Theprojectcould letNASAandtheAdministrationsaytheymetthe2025

targetofgettingastronautstovisitanasteroid,butitisntinkeepingwiththespiritoftheoriginal idea.Afterall,theprojectwasoriginallyformulatedtogiveNASAacheckflightonman-ratedhardwaredesignedforatriptoMars. Itwasnottosightseearoundarelativelysmall asteroidtowedintoourbackyard.Whenconfrontedwiththisfact,anAirForceGeneral said,WhenthePresidentannouncedthatanasteroidwouldbethenextdestinationforNASAshumanspaceflightprogram,hedidnotsayNASAhadtoflyall thewaytoanasteroid.Whatmattersistheabilitytoputhumansonanasteroid.

SoifI understandtheGeneral,hedbehappyandthegoalwill havebeenmetifweflyacoupleastronautsviaacommercial flighttotheAmerican Museumof Natural HistoryinNewYorkCitytostandonfragmentsofanasteroidthatcrashedonEarth. MD

NASA would

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RS# 128MAY 9, 2013 MACHINE DESIGN.com 33


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TAVENNERON SAFETY

onaskylightandbrokethrough. Hefell 25 feettoacementwarehousefloorandwashospitalizedwithsevereinjuries.

Lookupinalmostanypublicbuildingthesedaysandyouwill seeaskylight.Iftheyarenotguardedproperlyskylightscanbeasourceoffallsanddeaths.The

mostrecentNationalInstitute for OccupationalSafetyand Health(NIOSH)alertonpreventingfallssaysthat808peoplediedintheworkplacefromfalls;ofwhich23werefallsthroughskylights.

Ofcourse,mostpeoplewouldneverintention-allystandorputthemselvesinapositiontofallthroughaskylight. However,mistakeshappen

quicklyandoftenwhennotpayingattentiontothetaskathand.Themost-commonskylightaccidentscenariosinvolveworkersshovelingsnowoffanoverloadedrooforbeingfatiguedafterworkingonahotday.Thereareregulatoryrequirementsforskylightdesignsthatpertaintosafety.Andifyouhappentoworkinafacilitythatcontainsnoncom-pliantskylights,considerpointingouttheproblemtothefacilitymanagerandsuggestingaretrofit.

YoucanbolsteryourcasewithaquickGooglesearch. Youll findmanyexamplesoflargesettle-mentswhereworkershavefallenthroughunpro-

tectedskylights.Several vendorsdesignretrofitkitsthatwill bringexistingskylightsuptospec.OSHAsskylightrequirementsfor general industrycan be foundin

1910.23(e)(8). Itstatesskylightscreensshallbeofsuchconstructionandmount-ingthattheyarecapableofwithstandinga loadofat least200 lbappliedperpen-dicularlyatanyoneareaonthescreen.OSHAalsosaysthatskylightsmustbeofsuchconstructionandmountingthatunderordinaryloadsorimpacts,theywillnotdeflectdownwardenoughtobreaktheglassbelowthem.Andtheconstruc-tionmusthavegrillworkwithopeningsnotmorethan 4-in. longorslatworkwithopeningsnotmorethan2-in.widebutwithanunrestricted length.

Forconstruction,theOSHAstandardcanbefoundin29 CFR1926.501(b)(4)(i). Itstateseachemployeeonwalking/workingsurfacesmustbeprotectedfromthehazardoffallingthroughholes(includingskylights)morethan 6 feet(1.8m)above lower levels,bypersonal fall-arrestsystems,covers,orguardrailsystemserectedaroundsuchholes.

Designersshouldknowaswell thatNIOSH alsorecommendsaddingamarginofsafetytothe200 lbappliedperpendicularlypertheOSHAstandard.NIOSH estimatesthata200-lbpersonfallingagainstaskylightcouldapply400to 500 lbofforce. Inaddition,skylightvendorsaresupposedtoattachadangersignandmakesureinstallationinstructionsidentifyfall hazardsandrequiredprotection.

HerestheNIOSH Guide: www.cdc.gov/niosh/docs/2004-156/pdfs/2004-156.pdf

Joe Tavenner

Joe Tavenner, CSP, CFPS, is a long-time Certified Safety Professionalwho works in

occupational safety and design forsafety. Got a question about safety? You can reach Joe [email protected].

Edited by LelandTeschler

Look out belowInarecentincidentanemployeewasonaroofconducting

routinepreventivemaintenanceonarefrigerationunit.Ashewalkedaroundontheroof,heaccidentallystepped

If you happen

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facility that

contains non-

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consider

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retro fit.

RS# 133MAY 9, 2013


38/77

INTERVIEW

Doestodaysworkforcehavethe righteducation andskills?

Whilemanufacturingisonthe

upswing,itsalsomoredependentthaneverontechnologyandau-tomation. Ingeneral,oneofthekeybottleneckstodayisaqualifiedworkforce.Thereisamismatchbetweentheskillsofmanyavailableworkersandthequalificationsneces-saryfortechnicaljobs.

Companieshavearesponsibil-itytoaddressthisproblem.Youcantsitbackandwait,thatdoesntwork.Thatswhywearepartnering

witheducational institutions likeGreenville TechnicalCollegeonanapprenticeshipprogramthattrainsworkersfirstonthebasicsofmanu-facturing,thenonhowtosetupandoperateeverytypeofmachinetool inourplantwhileattendingcollege.Theynotonlyearnafull-timesalary,Rexrothalsocoverstheirtuitionandbooks. Itspatternedafterapprentice-shipprogramsinGermany.Onekeydifference: Germanyrequiresthreeandahalfyears,herewedoitintwo.Butthebasicsareverysimilar.

Itstrulyawin-win.ThegraduateisaDept. of Laborcertifiedmachin-istapprentice,hasatwo-yeartechni-cal degree,andawell-compensatedjob.Wegainaskilled,educated,andmotivatedemployeewhoisalsoanassettoourcommunity.Thissortofapprenticeshipprogramisabsolutelynecessarytoencouragestudentstopursuetechnical careers.Comparedwithuniversitystudentswhosome-

timesstruggletofindemploymentafterfouryears,ourassociateshavehighlysought-afterskills.Thetableshaveturnedabitinthatrespect.MD

OnMarch20,Bosch RexrothAmericasopenedanew260,000-ft2

hydraulicsmanufacturingfacilityinFountain Inn,S.C.The $80millioninvestmentcreatesthecompanyslargestmanufacturingsiteintheAmericas.WehadthechancetodiscussthesignificancewithPresident&CEO,BerendBracht.

Whythe investmentinthe U.S.?

Afewyearsago,BoschRexrothchangedakeystrategy.Previously,thetargetwastoexpandmanu-facturinginso-called low-costcountriesandexportfromtheseregionsintohigh-costcountries. ImyselfspenttwoandahalfyearsasPresident&CEOofBosch RexrothChina,andwhatwe learnedisthatall thecapacityweaddedinChinawasactuallyneededfortheChinesemarket.Wefacedasimilarsituation

inSouthAmerica.Withthatexperience,ourstrategycriticallychangedtolocal for local.Thatis,ourproductioncapabilitiesmustmatch,toasimilardegree,salesinaparticular location. InNorthAmericawereliedtooheavilyonimports.Weneededtoinvest,andthisisakeysteptowardincreasingour localmanufacturingdepth.

TheFountain Innexpansiondoublesthesizeofthefacility.Wereaddingmoremachinetoolsaswerampupcapacity,hiring 160newworkersoverfiveyears, launchinganR&D facility,andexpandingourlocal supplierbase.Wealsoacquiredmore landforfutureexpansion.SowerepositionedforsignificantgrowthintheNorthAmericanmarket.

Whatdoeslocal forlocalmean forthe OEM?

First,OEMsaredealingwith

onesupplier,notseveral aroundtheworld.Second,thesupplychainismuchshorter.Being local letsusreactfastertomarketupsanddowns

andOEMsdonthavethedelaystypicalwithoffshoresuppliers.Third,ontheengineeringside,wecanworkmuch-morecloselywithOEMstodevelopproductssuitingtheirspecificneeds.SomeofourbiggestcustomershaveR&DandproductioninNorthAmerica,soitbenefitsthemtohaveanearbycontacttoprovidesupport.Local forlocal isourstrategybutourcustom-ers, letssay,havegentlypushedusin

thisdirectionaswell.

We constantlyhearthatmanufacturing ison thedecline in the U. S.Whatsyouropinion?

ImovedtotheU.S.in 1993todevelopourmachine-tool hydrau-licsbusinessinDetroit.Sincethen,wevewitnessedthedeclineofin-

dustrialmarkets likemachinetools,presses,andplasticsmachinery.Mobileequipment constructionandagricultural was lessaffected,with largeglobal companies likeCaterpillar, JohnDeere,andCNHcontinuingtobe leadersworldwide.

Now,moreandmoreindustryismovingbacktotheU.S.Beingclosetothemarket letsyouadaptproductstoyourcustomersneeds,whichisdifficultwhenyoureoffshoring.Andmanycompaniesunderestimatedthereal expenseoflogistics. Itsnotonlythetransportationcostsbutalsotheadditional inventoryyouhavetohold. Insomecountries,astrikeatthebordermightdelayyourship-mentsbyweeks.All theseaspectswereunderestimated,andmanycompaniesarenowmovingback.

Inaddition,foreigninvestmentisincreasing.BecauseAsiaisno longerdeliveringthegrowthwewereusedtooverthe last 10years,European

andevenChinesecompaniesarere-focusingonothermarkets,includingtheAmericas. I thinkmanufacturingisbeingrevivedintheU.S.

Local-for-localstrategydrives U.S. expansion

Berend BrachtPresident & CEOBoschRexrothAmericasCharlotte,N.C.



39/77

VANTAGEPOINT

Frank RussoChiefExecutiveOfficerFabricating.comHoboken, N. J.

Sendmessagestospecificmanu-facturers? Andcommunicateviae-mail,text,orvoicemail?

Supplier information.Themar-ketplaceshouldprovidecomprehen-siveinformationaboutthesuppliers

qualifiedtobidonyourRFQ suchasratingsandcustomerfeedback soyoucanmakeaninformeddecision.

Security and storage.Firstandforemost,yourinformationandcommunicationsshouldbesecureandonlyaccessiblebyyou.StoringyourRFQs,quotes,andall com-munications letsyoukeepanaudittrail ofajobandensurethereisnoambiguityaboutthejobspecifica-

tions.Accesstohistorical informa-tiononpreviousprojectsmakesiteasytosubmitRFQstothesamesupplierwithoutrecreatingtherequirements.

Lastly,takeastepbackand lookforwhatiscritical toadynamicmar-ketplace. Isthesourcingcommunitygrowing? Istheunderlyingtechnol-ogyontheforefrontofcustom-manufacturingsourcing? Pickupthephoneandtalktothemanagersofthemarketplaceyouareconsider-ing. Innovatorsarealwaysincontactwiththeircustomerstounderstandthemarketandprovideavaluableproductthatmeetsthechangingneedsoftheirclientbase.

Bottom line: Pro-activesupplierdiscoveryisagoodthing,anditkeepsyourideasandproductsflowingtowardthecustomerwithoutdelays.Butwhenacriticalsupplierdisappearswithoutnotice,havingyourfingertipsonareliable

sourcingplatformwithaqualifiedsupplierbaseismorethanagoodthing itspriceless.MD

Edited byKenneth J.Korane

selectahighlyqualifiedmanu-facturer.Marketplacescanspeedproductintroductions,andtheyletusersproactivelydiversitytheirsupplychainandexploredifferent,possiblymore-effectivemethodsformanufacturingaproduct.

Theacceptanceofmarketplacesby

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Machine Design 9 May 2013