P 11211 2010 22010 3 LAND VEHICLE FOR

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P 11211 2010 -2/2010 -3 LAND VEHICLE FOR EDUCATION: CHASSIS, MOTOR, POWER MECHANICAL ENGINEERING

P 11211 2010 -2/2010 -3 LAND VEHICLE FOR EDUCATION: CHASSIS, MOTOR, POWER MECHANICAL ENGINEERING DEPARTMENT DR. EDWARD HENSEL (SPONSOR) PHIL BRYAN (TEAM GUIDE) MATTHEW O’NEILL (ME) JESSE KEYSER (ME) VINCE BUROLLA AND LEO FARNAND (INDUSTRY ADVISORS) RYAN SUTTON (ME) JON FABIAN (EE) MISSION STATEMENT: TO DESIGN, BUILD AND TEST A ROBOTIC PLATFORM FOR USE IN FUTURE FRESHMEN LEVEL MECHANICAL ENGINERRING CLASSES MOTIVATION: TO PROVIDE AN EDUCATIONAL FRESHMEN LEVEL PROJECT THAT WILL BE USED ONCE RIT CONVERTS TO THE SEMESTER SYSTEM, TO COMPLIMENT THE EXISTING HAMMER PROJECT BACKGROUND: THIS PROJECT HAS HAD MULTIPLE CONTRIBUTERS INCLUDING: • THE LV FAMILY OF PROJECTS • THE RP FAMILY OF PROJECTS • THE WOCCS FAMILY OF PROJECTS ADDITIONAL INFORMATION: FOR ADDITIONAL INFORMATION VISIT OUR TEAM WEBSITE ONLINE AT: HTTPS: //EDGE. RIT. EDU/CONTENT/P 11211/PUBLIC/HOME CONCEPT SELECTION: MULTIPLE CONCEPTS WERE GENERATED INCLUDING: 1. TWO MOTOR DIFFERENTIAL DRIVE WITH REAR CASTORS 2. FOUR MOTOR SKID STEER 3. TWO CENTRALIZED MOTORS WITH “TANK TRACKS” 4. BOX SHAPED BODY 5. TRUCK SHAPED BODY 6. FLYING SAUCER SHAPED BODY SELECTED CONCEPT: BASED ON SEVERAL KEY LIMITATIONS (TIME, COST, RESOURCES, CUSTOMER SPECIFICATIONS) THE CONCEPT THAT WAS CHOSEN WAS THE REVERSE TRUCK SHAPE WITH TWO MOTOR DIFFERENTIAL DRIVE WAS CHOSEN DUE TO SMALLER TURNING RADIUS, IMPROVED CONTROL AND LOWER COST. THE REVERSE TRUCK SHAPE WAS CHOSEN DUE TO ITS AETHETICS, IT ALLOWED FOR PLACEMENT OF THE MSA AS WELL AS ROOM TO STACK THE CONTROL BOARDS IN THE “CAB” PORTION. THE CHASSIS IS DESIGNED TO WORK IN CONJUNCTION WITH P 11212, LVE CONTROLS GROUP AND P 11213, LVE MODULAR STUDENT ATTACHMENT (MSA) GROUP. THE LVE CHASSIS IS DESIGNED TO BE DRIVEN USING THE PCB BOARDS SUPPLIED BY P 11212. THE MSA IS A GRIPPER ARM ATTACHED TO THE FRONT PLATFORM OF THE LVE CHASSIS AND IS DESIGNED TO LIFT OBJECTS. FEA ANALYSIS: FEA ANALYSIS OF THE BASE PLATE AND MSA SUPPORT UPRIGHTS: THE UPRIGHTS WERE LOADED WITH 5 LBS NORMAL TO THE TOP FACE. THIS IS EQUIVALENT TO A FACTOR OF SAFETY OF 4. THIS RESULTED IN A MAXIMUM DEFLECTION OF 9. 7 X 10 -7 IN AND A PEAK STRESS OF 8. 5 PSI THE BASE PLATE WAS LOADED WITH 5 LBS EQUALLY DISTRIBUTED OVER THE MSA SUPPORT ATTACHMENT POINTS AND 0. 33 LBS OVER THE “CAB” ATTACHMENT POINTS. MAX. DEFLECTION: 1. 4 X 10 -4 IN PEAK STRESS: 102 PSI TESTING: • TESTS PERFORMED: • PAYLOAD WEIGHT • DROP TEST • UNLOADED LVE WEIGHT • BASE AREA OF LVE PLATFORM • SAFETY/EDGE ROUGHNESS TEST • RECHARGE TIME • RUN TIME • LVE SPEED • TURNING RADIUS • SURFACE TEMPERATURE RESULTS / CONCLUSIONS: • VEHICLE DRIVES USING DIFFERENTIAL DRIVE SYSTEM • VEHICLE WILL MAINTAIN A TOP SPEED OF OVER 0. 5 MPH • LVE HAS A CLOSE TO ZERO TURNING RADIUS • CAPABLE OF SUPPORTING MSA ATTACHMENT • ABLE TO TRAVERSE AN INCLINE OF 15 DEGREES ACKNOWLEDGEMENTS: SPECIAL THANKS TO: • RIT MECHANICAL ENGINEERING DEPARTMENT • DR. EDWARD HENSEL • PHIL BRYAN • LEO FARNAND • VINCE BUROLLA • ROBERT KRAYNIK • STEVEN KOSCIOL Battery Selection: NI-MH, LI-ION, AND LEAD ACID BATTERIES WERE EXAMINED TO DETERMINE THE BEST TRADEOFF BETWEEN WEIGHT, POWER DENSITY, COST, AND BATTERY LIFE. NI-MH BATTERIES WERE CHOOSEN AS THE BEST COMBINATION OF THESE FACTORS, PRIMARILY DUE TO ITS MUCH LOWER COST COMPARED TO THE LI-ION BATTERY AND WEIGHT COMPARED TO THE LEAD ACID BATTERY. Motor Selection: MOTORS WERE SIZED TO BE ABLE TO SUPPORT THE REQUIRERED WEIGHT, SPEED AND INCLINE REQUIRERMENTS OF THE SYSTEM, USING A FACTOR OF SAFTEY OF 4.