express-o commuter trike design project presentation department of mechanical engineering dalhousie...
TRANSCRIPT
![Page 1: Express-O Commuter Trike DESIGN PROJECT PRESENTATION Department of Mechanical Engineering Dalhousie University Halifax, Nova Scotia](https://reader036.vdocuments.site/reader036/viewer/2022062800/56649e0b5503460f94af3079/html5/thumbnails/1.jpg)
Express-O Commuter Trike
DESIGN PROJECT PRESENTATION
Department of Mechanical Engineering
Dalhousie University
Halifax, Nova Scotia
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Team 4 – Express-O
Supervisor
Dr. A. Warkentin
Dept. of Mechanical Eng.
Dalhousie University
• Patricia Gillis
• Ahad Ahmed
• Matthew Rockwell
• Matthias Eisengruber
• Jayme Whalen
Clients
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PROBLEM Increase in Commuter traffic in HRM
Congested Highways
Environmental Pollution
Parking space shortages
SOLUTION
Environmentally Friendly
Reduce traffic congestion
Average business person
Problem Definition
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Express-O Design
Steering
Banking
Drive Train Frame
Braking
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Frame and Seat
1 3/8” Chromoly Steel Tubing
Re-use rear triangle
Adjustable seat 60o from Horizontal
Rear Triangle
from Bicycle
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Drivetrain 80 rpm Comfortable,
Efficient pedal cadence
Gearing 3 X 7 Rear drive train Fixed ratio Front drive
train
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DrivetrainHigh Gear 1 : 3.5 Gear Ratio Max Speed @ 80rpm
input: 35 km/h
Low Gear 1 : 0.69 Gear Ratio Max Speed @ 80rpm
input = 6.8 km/h
Front Middle Rear
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Chain Routing
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Braking Dual Front Disc Brakes
Radical© Brand Mechanical Disc Brakes
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Tilting: Theory Shifts Center of Gravity Normal Force on inside wheel is
increased Tipping occurs when Normal force = 0
H
D
F
mg
FFA
yx x
FN
H
yy
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Tilting: TheoryTurning Velocity Stability in Turns
Effect of TiltingOn Maximum Turning Velocity
0.000
1.000
2.000
3.000
4.000
5.000
6.000
0 5 10 15 20 25 30
Tilt Angle Beta (deg)
Max
Tu
rnin
g V
elo
cit
y (
m/s
)
0.400
0.450
0.500
0.550
0.600
0.650
Max
Tu
rnin
g v
elo
cit
y (
g)
Tilt Angle vs. Velocity
Tilt Angle vs. G-Force
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Tilting: Links Thickness of Link – 1” thick x
1.5” high Holes for bushing and spring
housing
Diamond Plate
Horizontal Tilt Link
Bushing
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Steering: Theory
Ackerman Steering
Centre Point Steering
Caster Effect Wheel Camber
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Steering: Rider Input Vertical Steering Arms
Connected to L-bracket on bottom of the stub axle
Located at both sides of the rider
Can move forward and backward
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Manufacturing• Parts needed for Assembly : Qty 88 Parts
• Tasks:
• Acquisition of Material
• Off the Shelf – 44 parts
• Student built – 32 parts
• Technician Built – 12 parts
• Dimensioning
• Machining
• Welding
• Assembly
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Major Design Changes
Tilting System Materials Brakes Drive train
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Changes to Tilting System Replaced bearings with bushings
Closer fit More contact surface
Added springs Static stability Return from banking position
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Changes to Materials Most parts originally designed to be
fabricated from steel To reduce weight, cost some parts were
fabricated from aluminum These include:
Horizontal tilt links Steering L-brackets Steering arms
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Changes to Brakes
Omitted rear V-brake Vehicle now has dual
front disc brakes only Disc brakes provide
sufficient braking power
Simplified the braking system
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Changes to Drive Train
Originally designed to have three derailleurs
Now has two derailleurs
Lower gear ratio
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Finite Element Analysis
Horizontal Tilt Links Stub Axles
Design Requirements:
Survive: 5Km/H impact with curb 0.16 m drop off curb Safety Factor: 3
Analysis
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FEM RESULTS Max Force:
1800 N
Max Stress: 90 MPa
Al 6061 T6 Yield Strength: 276 MPa
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Stub Axles Max Force:
1800 N
Max Stress: 200 MPA
1020 Steel Yield Strength: 346 MPa
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Future Improvements
Horizontal Tilt Link Mounts Chain Pulley Brackets Spherical Ball Ends Spring and Damper Set Up Seat
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Horizontal Tilt Link Mounts
Problem: Cantilevered Bolt acts a
Pivot Bolt bends when forces
act on Links Fix:
Second Diamond Plate
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Chain Pulley Brackets Problem:
Cantilevered Bolt Bolt bends when Chain is
under tension Regular Idler Gear not
designed to run on an angle Fix:
Second Adjustable Plate
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Spherical Ball Ends
Problem: Inexpensive Rod Ends
with unknown load rating Not quite enough
freedom to move Premature Failure
Fix: Higher Budget to buy
specked out Rod Ends
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Spring and Damper Set Up Problem:
Springs need to be adjusted according to rider weight for smooth banking
Banking motion is not continuous
Fix: Adjustable Spring Mounts Light Damper to “smooth
out” banking motion
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Seat Problem:
Not enough side support
Makes leaning into corners harder
Fix: Deeper Sling Seat
Design
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Accessories
Lexan/Plexiglas Enclosure Lights Flag More Storage Compartments Toolkit Cup holder
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Original Scope
Safety Durability Complexity Physical
Specs
Ergonomics Materials Costs
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Safety
Safe to operate Visible in traffic Stable Durable Protection of rider
from moving parts
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Durability Withstand environmental conditions
This has not been fully tested
Withstand road conditions (i.e. potholes) Seems to ride well on road surfaces Survived speed bumps!
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Complexity
Simple & Functional Easy to Manufacture &
Repair Standard “off-the-shelf”
Parts Brakes Wheels Chaining Rear Triangle
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Physical Specs Original Dimensions
Width: 1.5m Length: 3m Height: 2m Weight: 50kg
Actual Dimensions Width: 1.12m Length: 2.15m Height: 0.82m Weight: 29kg
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Ergonomics Sized comfortably for one adult
Adjustable seat to pedal distance Seat at a comfortable height
Simple to operate Intuitive steering Learning curve to mastering
tilting
Easy to Mount/Dismount Relatively easy – except position
of tilt links
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Ergonomics (continued)
Reduced physical power input Relatively easy to pedal
Protection from weather Not included due to time and
money Options for future adaptations
Cargo Space to fit backpack/briefcase Rack over rear wheel Extra space behind seat
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Materials Minimize costs and meet
design requirements Recycled Parts Donated Material
Light, durable, easily machined Changed some parts to aluminum Durability issues with the chaining Stub axles were the most
complicated part
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Cost Ceiling price of $2000
Total estimated cost $1221.96 ($785.95 with donations) Actual cost $825.15
Keep cost to a minimum Donated Material Recycled Parts Money Donations
Necessary but expensive parts Additional costs for bolts, springs, etc.
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Criteria Table
Criteria SatisfiedRoom for
Improvements
Safety Durability Complexity Physical Specs Ergonomics Materials Costs
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Testing Performance Goals
Turning Radius Cruising Speed Maximum Speed Stability Stopping Distance Reliability
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Cornering / Turning Radius Goal
Capable of maneuvering on city streets
Test Result Acceptable turning
radius of 6m @ 15km/h
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Cruising / Max Speed Goal
Comfortable cruising speed of 15km/h
Maximum speed of approximately 50km/h
Test Result 15km/h is easily
attainable Maximum Speed
obtained of 45km/h
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Stability Goal
Stable when stationary (i.e. Stoplight) Stable at high speed Stable while cornering
Test Result Stable with the aid of front brakes and
practice Low speed stability is slightly less than
desired High speed stability is as expected
Performs very well at high speeds “Hugs” tight corners at high speeds
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Stopping Distance
Goal Maximum stopping
distance of 6m
Test Result At cruising speeds
(~15km/h) : <2m At max speed
(45km/h): 7m
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Reliability Goal
1350km/year with minimal maintenance
Test Result Chain tension system on the prototype is not
very reliable Tilting linkage would require frequent
adjustment
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Conclusion Performance Size and Weight Cost Safe
FUN
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Thank You Angus & Albert Paddy Wong & Zack Gus Reed Sportwheels & Bike Doctor Dr. Warkentin
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QUESTIONS?