3011 Report

Automatic Bicycle Parking System – Bike Haven MP 3011

1

Table of Contents

List of Figures 3

List of Tables 6

Chapter 1 – Introduction 7

1.1 Background 7

1.1.1 Current situation in Singapore 7

1.2 Objectives 8

1.3 Existing Systems 8

1.3.1 Existing System - Biceberg 8

1.3.2 Existing System – Velow Space 9

1.3.3 Existing System – ECO Cycle 10

1.3.4 Existing System – Easylift+ 10

1.4 Design Requirement 11

1.4.1 Bicycle Design Parameters 11

1.4.2 Design Requirement Table 13

Chapter 2 – Conceptual Design 15

2.1 Function Analysis 15

2.1.1 Overall Function Analysis 15

2.1.2 Function Analysis Chart 15

2.2 Morphological Analysis 16

2.2.1 Morphological Chart 16

2.2.2 Solutions to functions 17

2.2.3 Trial Design A 26

2.2.4 Trial Design B 28

2.2.5 Trial Design C 30

2.3 Concept Design & Selection 32

2.3.1 Evaluation Criteria 32

2.3.2 Weigh Profile 32

2.3.3 Concept Evaluation 33

2.3.4 Final Design Selection 33

Chapter 3 - Embodiment Design 33

3.1 Rules of Embodiment Design 34

3.1.1 Rule of Clarity 34

3.1.2 Rule of Simplicity 34


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3.1.3 Rule of Safety 35

3.2 Principles of Embodiment Design 36

3.2.1 Principles of Force Transmission 36

3.2.2 Principles of Division of Task 38

3.2.3 Principles of Self Help 38

3.2.4 Principles of Stability 39

Chapter 4 - Detailed Design 40

4.1 Material Selection 40

4.2 Retrieval Time Design 40

4.3 Structural Design 42

4.3.1 Factor of Safety 42

4.3.2 I-Beam Design & Usage 42

4.3.3 Structural Loading 43

4.3.4 Force Analysis & Structure Design 44

4.4 Top Conveyor System Design 48

4.4.1 Overhead Motor & Speed Reduction Chain Selection 48

4.4.2 Overhead Conveyor Chain Drive Selection 51

4.4.3 Bearing Selection 52

4.4.4 Hook Fixture Design 54

4.5 Bottom Conveyor System Design 55

4.5.1 Ramp Design 56

4.5.2 Ramp Motor & Speed Reduction Chain Selection 57

4.5.2 Ramp Reduction Gearbox 58

4.5.3 Ramp Chain Drive Selection 59

4.5.4 Ramp Bearing Calculations 60

4.5.4 Ramp Chain to Clamp Connecting Plate 61

4.5.5 Ramp Pin for Clamp 62

4.5.6 Ramp Pin for Chain 63

4.5.7 Pneumatic Driven Clamp Design 63

4.6 Shaft Loading 64

4.8 Coupling Design 73

4.9 Track Design 73

4.10 Bolt & Nut Selection 74

4.11 Door Design 74


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4.12 Proximity Sensor 75

4.13 Enclosure Design & Material Selection 76

4.14 Plot Ratio Determination 77

4.15 Bill of Materials 78

4.16 Overview of System 80

4.17 Automatic Bicycle Parking System in Action 80

4.18 Detailed Assembly & Parts Drawing 85

4.18.1 Assembly Drawing 85

4.18.2 Individual Parts Drawing 88

Chapter 5 – Final Conclusion 121

Chapter 6 - References 122

Appendix 123

Appendix I - Catalogue 123

Appendix II – Standard Parts Drawing 129

List of Figures Figure 1 - Illegal Parking Due to Lack of Space 7

Figure 2 - Inefficient Parking 7

Figure 3 - Biceberg Modular Design 8

Figure 4- Velow Space 24 Capacity 9

Figure 5- ECO Cycle 10

Figure 6 - Easylift+ 10

Figure 7 - Bicycle Dimensions 11

Figure 8 - Overall Function Analysis 15

Figure 9 - Function Analysis Chart 15

Figure 10 - Smart Card 17

Figure 11 - Pin Combination Access 18

Figure 12 - Mobile System 18

Figure 13 - Wheel Track with Piston Driven Clamp 18

Figure 14 - Rubber Lined Grappling Arm 19

Figure 15 - Vertical Storage with Hook 19

Figure 16 - Conveyor Belt 19

Figure 17 - Track System 20

Figure 18 - Overhead "Wine Glass" 20

Figure 19 - Ferris Wheel 20

Figure 20 - Bicycle Elevator 21

Figure 21 - Lockers 21

Figure 22 - Vertical Staggered Tier System 22

Figure 23 - Radial Arrangement System 22

Figure 24 - Pin Lock 23

Figure 25 - Lock Via Frame 23

Figure 26 - Gated Metal Enclosure 23


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Figure 27 - Flip Switch 24

Figure 28 - Proximity Sensor 24

Figure 29 - Weight Scale 24

Figure 30 - Spring Weighted Via Hook 25

Figure 31 - Trial Design 1 27

Figure 32- Trial Design B 29

Figure 33 - Trial Design C 31

Figure 34 - Bearing Load 34

Figure 35 - I-Beam 35

Figure 36 - Enclosure 35

Figure 37 - Uniform and Shared loading 36

Figure 38 - Structural Support Force Path 37

Figure 39 - Guide for Rolling Bearings 37

Figure 40 - Individual Hook System 38

Figure 41 - Hook Self Help 38

Figure 42 - Engine Stability 39

Figure 43 - Timeline Breakdown 40

Figure 44- V/t graph of Top Motor Velocity 41

Figure 45 - V/t graph of Ramp Motor Velocity 41

Figure 46 - I-Beam Usage 42

Figure 47 - Support Structure 44

Figure 48- Shared Loading 44

Figure 49 - Proposed I-Beam Design 45

Figure 50 - Force loading on horizontal beam 45

Figure 51 - Structural Design Shear Force Diagram 46

Figure 52 - Bending Moment Diagram 46

Figure 53 - Proposed I-Beam with axis 47

Figure 54 - Loading on vertical support columns 47

Figure 55 - Top Conveyor System 48

Figure 56 - Overhead Motor Catalogue 49

Figure 57 - Motor bracket 49

Figure 58 - Chain Catalogue (35) 50

Figure 59 - Chain Catalogue (40) 51

Figure 60 – Bearings in position 52

Figure 61- Selected Bearing 53

Figure 62 - Hook Fixture Design 54

Figure 63 - Bottom Conveyor System Design 55

Figure 64 - Ramp 3D (Left) 56

Figure 65 - Ramp 2D (Right) 56

Figure 66 - Ramp Support 56

Figure 67 - Ramp Motor Catalogue 57

Figure 68 - Ramp Reduction Gearbox 58

Figure 69 - Gearbox in position 58

Figure 70 - Chain Drive Catalogue 59

Figure 71 - Bearing Catalogue 61

Figure 72 - Bearing in Position 61

Figure 73 - Chain to Clamp Connecting Plate dimensions 62

Figure 74 - Aluminium Alloy properties (Retrieved from [8]) 62

Figure 75 - Selected Material catalogue(Retrieved from [9]) 63


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Figure 76 - Pneumatic Driven Clamp 63

Figure 77 - Shaft Components and Dimensions 64

Figure 78 - Shaft Torque Diagram 64

Figure 79 - Shaft XZ FBD with reactions 65

Figure 80 – Shaft XZ FBD (Completed) 65

Figure 81 - Shaft XZ Shear Force Diagram 66

Figure 82 - Shaft XZ BMD 66

Figure 83 - Shaft YZ Shear Force Diagram 67

Figure 84 - Shaft YZ FBD with reactions 67

Figure 85 - Shaft YZ Shear Force Diagram 68

Figure 86 - Shaft YZ BMD 68

Figure 87 - Step Shaft Sample 72

Figure 88 - Shaft Holders 72

Figure 89 - Coupling Design 73

Figure 90 - Simple Track System 73

Figure 91 - Selected Bolt 74

Figure 92 - Besam Swing Door-2 (Retrieved from Besam.com.sg) 74

Figure 93 - Dimensions of Door (Right) 75

Figure 94 - Integration of Door (Left) 75

Figure 95 - Proximity Sensor E2K-F (Retrieved from www.ia.omron.com) 75

Figure 96 - Sensor mounting 76

Figure 97 - Enclosure Design 76

Figure 98 - Base area for entry and ramp components 77

Figure 99 - Base area for each vertical support I beams. 77

Figure 100 - Overview of System 80

Figure 101 - Step 1 80













Figure 114 - Entire System Assembly 85

Figure 115 - Ramp Assembly 86

Figure 116 - Top Mechanism Assembly 87

Figure 117 - Top Track Assembly 88

Figure 118 - Base Plate Drawing 89

Figure 119 - Chain Holder for ANSI 40 Chain Drawing 90

Figure 120 - Clamp Drawing 91

Figure 121 - Clamp Connector Drawing 92

Figure 122 - Clamp Plate Drawing 93

Figure 123 - Coupling Motor Gearbox Drawing 94

Figure 124 - Coupling Shaft Gearbox Drawing 95


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Figure 125 - Door Assembly Drawing 96

Figure 126 - Enclosure Drawing 97

Figure 127 - Enclosure Plate Drawing 98

Figure 128 - Enclosure Ramp Drawing 99

Figure 129 - I-Beam Middle Drawing 100

Figure 130 - I-Beam Pillar Horizontal Drawing 101

Figure 131 - I-Beam Pillar Vertical Drawing 102

Figure 132 - I-Beam Side Drawing 103

Figure 133 - Motor Top Holder Drawing 104

Figure 134 - Motor Top Plate Drawing 105

Figure 135 - Overhead Hand Part (Right) 106

Figure 136 - Overhead Hang Part (Left) Drawing 107

Figure 137 - Overhead Hang Shaft Drawing 108

Figure 138 - Ramp Drawing 109

Figure 139 - Ramp Slope Drawing 110

Figure 140 - Ramp Support Drawing 111

Figure 141 - Roof Drawing 112

Figure 142 - Shaft for Sprocket ANSI 35 Drawing 113

Figure 143 - Shaft for Sprocket ANSI 40 Drawing 114

Figure 144 - Shaft Holder Drawing 115

Figure 145 - Shaft Plate Holder Drawing 116

Figure 146 - Sprocket Fitting for Motor Shaft Drawing 117

Figure 147 - Sprocket Fitting No.35 & No.40 Drawing 118

Figure 148 - Step Shaft Drawing 119

Figure 149 - Step Shaft Extended Drawing 120

List of Tables

Table 1 - Major Bicycle Types & Dimensions 11

Table 2 - Chosen Design Parameters 13

Table 3- Design Requirements Table 13

Table 4 - Morphological Chart 16

Table 5 - Trial Design A Morphological Chart Selection 26

Table 6 - Trial Design B Morphological Chart Selection 28

Table 7 - Trial Design C Morphological Chart Selection 30

Table 8 - Weight Profile 32

Table 9 - Weighted Score Evaluation Table 33

Table 10- Material AISI 302 Stainless Steel 40

Table 11 - Bill of Materials 78


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Chapter 1 – Introduction

1.1 Background

The shift toward environmental-friendly transportation by various countries in the world is

turning bicycles into a prime means of transportation. This is extremely prominent in

European countries such as in heavily urbanized Netherlands and Denmark. Bicycles are

used being used in ever increasing numbers for recreation and leisure activities and also in

various sporting events. Statistics put the production of bicycles at 130 million units yearly in

2007 and characterized an upward trend average increase of 1.5% yearly. [1]

Due to the scarcity of land in urbanized cities, various types of bicycle parking systems have

been developed by different government led projects or private industries in order to cater

to the parking and storage of these bicycles. These range from the typical mechanically-

assisted bicycle rack to heavily-automated systems. Several prominent systems will be

looked at in a later section.

1.1.1 Current situation in Singapore

The most recent government led initiative to encourage the use of bicycles was allowing

foldable bicycles to be allowed onto public transport in 2009 as well as the increase in park

connectors which allow for cycling-friendly tracks. [2]

However, there is a lack of a cohesive strategy or official support from the Singapore

government to address the problem of bicycle parking in land-scare Singapore. A few

examples of in-efficient bicycle parking systems that are currently being used are shown

below. Most of these occur at Mass Rapid Transportation (MRT) terminal stations where

commuters park their bicycle for the entirety of the day.

Figure 1 - Illegal Parking Due to Lack of Space

Figure 2 - Inefficient Parking

The current system of simple parking racks used in Singapore is unregulated and essentially

self-maintained by the users who use their own locks in the process of parking their bicycles.

A host of problems such as exposure to external environments, wastage of precious land

space as well as bicycle theft needs to be urgently addressed. However, there is a lack of


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development from both the government and private section in the area of automatic bicycle

parking systems that are being used in other countries in Singapore.

Hence, the decision to design an automatic bicycle park in order to tackle the various issues

was mooted by our design group.

1.2 Objectives

The primary objective of this project is to solve the various problems of bicycle parking by

designing an automated bicycle parking system. The minimal requirements to be met are as

follows.

I. Meet the maximum capacity of a bicycle

II. Handle bicycles of maximum weight of 50kg each

III. All types of bicycles must be sufficiently accommodated for

IV. Total waiting and retrieval time of less than 30 seconds

V. Plot Ratio of 3 or more

VI. Modular design

VII. System is safe to users as well as commuters in area

These requirements are expanded upon and looked at in detail in the Design Requirements

section.

1.3 Existing Systems

In order to gain a better understanding of the current market situation of automatic bicycle

parking systems as well as serving as an initial springboard for brainstorming, an extensive

background research was conducted on commercial systems that are currently being

deployed. Conceptual designs that have not been deployed practically were also looked at.

The systems along with the any available technical specifications are described in detail

below.

1.3.1 Existing System - Biceberg

Figure 3 - Biceberg Modular Design


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Produced in Spain by SISTEMAS MEDIOAMBIENTALES, the biceberg is an automatic bicycle parking

system that makes use of pre-fabricated, modular underground storage space to ensure a high plot

ratio. However, major construction work such as digging has to be carried out before the system can

be put in place.

Technical Details (Data from [3])

Type: Underground

Dimension of system: 7.5m (Internal Diameter), 1.5m to 5.25m (Height depending on chosen type)

Power Source: 5500 W Power Supply with 2200W operating power

Bike Capacity: 23/46/69/92 depending on the chosen size

Max bicycle dimensions: 1.05m (height), 0,6m (width), 0.7m (Wheel Diameter), 1.10m (Axle Distance)

Max allowed weight: 50kg with load rejection alarm

Maximum Parking Time: 30 seconds

Payment system: Smart Card

Miscellaneous Information: 1 year warranty, Uninterruptible Power Supply, Microwave radar for

prevention of non authorized loads, Telephone line for smart card operation

1.3.2 Existing System – Velow Space

Velow Space is produced by Velominck BV in the Netherlands whom also produces a similar system

named Velominck. Velow Space was chosen as a research specimen as it incorporates a rental system.

Below Space comes in 2 types, one that works above ground and one that works underground. A rail

system retrieves the bicycle from the storage system. However, the door is manually opened.

Figure 4- Velow Space 24 Capacity


Type: Above ground and Underground available

Dimension of system: 5.5m (Diameter), 2.0m/3,5m (Height)

Required Space per Bicycle: 0.99m2, 0.80m

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Maximum Parking Time: 15 seconds

Bike Capacity: 24/48 depending on the chosen size

Payment system: Smart Card or Mobile payment system


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1.3.3 Existing System – ECO Cycle

ECO Cycle is produced by Giken Seisakusho CO., Ltd in Japan. It makes use of an underground storage

cum lift system to achieve the greatest possible storage space underground. However, extensive

construction has to be carried out for this system to be put in place.

Figure 5- ECO Cycle


Type: Underground with elevator

Bike Capacity: 204

Max bicycle dimensions: 1.25m (height), 0.65m (width), 18-28 Inch(Wheel Diameter), 1.4-1.9m (Axle

Distance)

Max allowed weight: 30kg

Maximum Parking Time: 13 seconds (average)

Payment system: Smart Card

1.3.4 Existing System – Easylift+

The Easylift+ is an entirely mechanically driven system that makes use of a two tier bicycle rake

storing system. The ramp is powered by a gas pressurized spring system that ensures the ease of

storing a bicycle on the higher levels. It is also staggered to allow for more bicycles to be stored. [6]

Figure 6 - Easylift+

Type: Vertical Bike Rack system


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1.4 Design Requirement

1.4.1 Bicycle Design Parameters

The bicycle dimensions for design parameters are defined in the figure below. The

measurements are either taken manually or are retrieved directly from data direct from

manufactures or suppliers.

Figure 7 - Bicycle Dimensions

The data as well as the different in design of frame and wheel of each major type of bicycle

are tabulated in the table below. The percentage of sales is also included for a general idea

of what types of bicycles should be considered as the more important ones. The important

parameters to note are the dimensions and weight of the various bicycles.

Table 1 - Major Bicycle Types & Dimensions

Major Bicycle Types & Dimensions

Type % of sales

* Dimensions

Weight

Frame Design Wheel Design

- % (L x W x H )

mm Kg - -

Road 24 1741x440x10

40 9.2


12

Mountain

23 1775x620x99

6 10.5

Hybrid/

Utility 20

1844x635x95

8 11.8

Comfort

14 1794x560x10

00 12.5

Youth 12 1036x610x70

4 11.5

Racing N/A 1817x440x10

45 6.5

Electric 0.3 1880x730x12

00 42.0

*% of sales do not add up to 100% as certain minor categories have been left out

(Statistics were retrieved from [7])


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Table 2 - Chosen Design Parameters

Chosen Design Parameters

Dimensions Weight

(L x W x H ) mm Kg

1900x750x1200 50

The above chosen dimensions were chosen in order to cater to the largest sized class –

Electric Bicycle. Additional tolerances were added. In this way, our automatic bicycle parking

system will be able to accommodate every other class of bicycles. As for weight, the average

electrical bicycle weights about 40kg and with tolerances added, a maximum weight

parameter was designated to be 50kg.

As for the frame design, we must be able to cater for frames that are not of the cylindrical

shaped type (as evidenced by the different frames).

There are 3 major types of handlebars, standard flat, pursuit (which curve upward) and the

inwards type. As we have taken the max dimensions, all types of handlebars will be catered

for.

1.4.2 Design Requirement Table

The design requirements are tabulated are the parameters are defined for each of them.

The importance level ranges from 1 to 3 with 1 being the most important requirement and 3

being the least important requirement.

Table 3- Design Requirements Table

Design Requirements Table

No. Requirement Parameters Importance

Level

1 Major Technical

Features Plot Ratio ≥3 1

2

Max Allowable Loading

50kg 1

3 Max Allowable

Dimension 1900x750x1200 (See bicycle

selection) 1

4 Universality Majority Types 1

5 Max Retrieval Time 30 Seconds 1

6 Protection from

External Environment

Fully enclosed, minimal exposure to weather elements

2


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7 Minor Technical

Features Modularity

Modular design with capability for expansion

2

8

Payment System (Private Use)

Smart Card (Ez-Link) with charging system

1

9 Payment System

(Public Use) Smart Card (Ez-Link) 1

10 Storage Duration

and Applicable Charges

Customer preference customization available

2

11 Cost Production Cost Low cost materials such as steel

and aluminium 2

12

Maintenance Minimal maintenance with period of 2 years with high reliability of components

2

13 Security Bicycle Security Locking system 1

14 Safety Bicycle Safety (No

damage via handling)

High structural design factors (such as rubber linings) limits

the damage to bicycle 1

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Operator Safety Safe to operate 1

16 Aesthetics Attractiveness Aesthetically pleasing to the

eye 3

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Looks secure to use Must look secure for use 2

18 Operational

Interface User Friendliness

Intuitive, simple and minimum human to machine interface

2


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Chapter 2 – Conceptual Design

2.1 Function Analysis

2.1.1 Overall Function Analysis

The overall functional analysis is shown below.

Figure 8 - Overall Function Analysis

2.1.2 Function Analysis Chart

There are several major functions as well as sub-functions that are required in order for the

automated bicycle park to operate. The major functions are highlighted in blue and the sub

functions are highlighted in light blue.

Figure 9 - Function Analysis Chart


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2.2 Morphological Analysis

2.2.1 Morphological Chart

The overall morphological chart is shown below. (Continued on next page)

Table 4 - Morphological Chart

Sub-Functions Function Solutions

Recognise user to activate

System

Smart Card

Pin Combination Access

Mobile System

Secure Bicycle for

Transportation

Wheel Track with Piston

Driven Clamp

Rubber Lined grappling arm

Vertical Storage with Hook

Transport Bicycle to Storage

(Horizontal)

Conveyor Belt

Track System

Overhead “Wine Glass”


(Vertical)

Ferris Wheel System

Bicycle Elevator

Store Bicycle

Lockers (Enclosed individually)

Vertical Staggered Tier System

Radial Arrangement System


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Lock Bicycle

Pin (Lock through wheel spoke)

Lock Via Frame with Grappling arm

Gated Metal Enclosure

Sense Bicycle

Flip Switch

Proximity Sensor

Measure Bicycle Weight

Weight Scale

Spring Weighted via Hook

2.2.2 Solutions to functions

In this section, the various function solutions are shown and described briefly.

I. Recognize user to Activate System

a. Smart Card

Figure 10 - Smart Card

The user taps a smart card on the reader which activates the system. The system

registers the bicycle, timing and storage location of the bicycle which is stored as

information into the smart card. The smart card can also be used for payments.


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b. Pin Combination Access

Figure 11 - Pin Combination Access

This is a simple pin combination access system that is used to recognize the user in

order to activate the system. It remembers the storage location and any related

rental information by associating it with a unique pin to each user.

c. Mobile System

Figure 12 - Mobile System

Smart mobiles are very common and hence a system is introduced which integrates

a mobile system. The user needs to download a software to his mobile. With this

software, the user can check the information of the stored bicycle and also pay the

parking charges via the software.

II. Secure bicycle for Transportation

a. Wheel Track with Piston Driven Clamp

Figure 13 - Wheel Track with Piston Driven Clamp

When the bicycle is pushed in between the clamps, a piston that is attached on the

clamps will be activated and hence compress the bicycle between the 2 walls. This


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will create enough friction force between the wheel and clamps that will secure the

bicycle for transportation.

b. Rubber Lined Grappling Arm

Figure 14 - Rubber Lined Grappling Arm

The rubber lined grappling arm is a universal securing system since it is able to

accommodate every size and type of bicycle by grappling the bars of a bicycle. The

arm is powered by a pneumatic driven rubber lined grip.

c. Vertical Storage with Hook

Figure 15 - Vertical Storage with Hook

This system works by having a bicycle secured by a hook.

III. Transport Bicycle to Storage (Horizontal)

a. Conveyor Belt

Figure 16 - Conveyor Belt

The conveyor belt provides a mean of moving the bicycle as the bicycle is attached

to the conveyor belt and is pulled along as the belt runs. There are two available

configurations of the system. Firstly, the bicycle can be sat directly on the belt or


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secondly, the bicycle can be sat in between two conveyor belts which will move the

bicycle by frictional forces.

b. Track System

Figure 17 - Track System

The track is used in this design to allow a path where the bicycle can be transported

on. The track system will guide the bicycle to the desired location.

c. Overhead “Wine Glass”

Figure 18 - Overhead "Wine Glass"

The overhead wine glass system works by having bicycles being hung upside down

via the use of hooks.

IV. Transport Bicycle to Storage (Vertical)

a. Ferris Wheel

Figure 19 - Ferris Wheel


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Bicycles are fitted onto enclosures which are attached to a Ferris wheel system

which is spun by a powerful motor. This system can make use of space both above

ground and underground.

b. Bicycle Elevator

Figure 20 - Bicycle Elevator

This function is a elevator which is powered by a conveyor type system that is driven

by either a belt-driven or chain driven system which is in turn powered by a motor.

This is used to transport the bicycle vertically into the system. A simple securing

method can be attached on this conveyor system to secure the bike for

transportation.

V. Store Bicycle

a. Lockers (Enclosed individually)

Figure 21 - Lockers

The locker system stores the bicycle in an enclosed container. The can be fitted with

locks to prevent unauthorized access of the bicycles.


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b. Vertical Staggered Tier System

Figure 22 - Vertical Staggered Tier System

This function allows for the bicycle to be stored in a vertical staggered tier style. This

is in order to maximize the usage of space between the bicycles. Separating the

bicycles by staggering the handlebars of each bicycle is the key to this system

c. Radial Arrangement System

Figure 23 - Radial Arrangement System

The radial arrangement system is a system in which the bicycles are stored in a

radial arrangement on sliders which can be rolled in and out.


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VI. Lock Bicycle

a. Pin (Lock through wheel spoke)

Figure 24 - Pin Lock

This design utilizes a pin that is extended through the wheel spoke of the wheel to

lock the bicycle into place. The pin is driven by a motor by the means of a worm

gear and rack. As the worm gear has an auto locking function thus the bicycle can

only be removed if the motor is activated.

b. Lock Via Frame with Grappling Arm

Figure 25 - Lock Via Frame

The bicycle is locked via a simple magnetic lock via the grappling arm. This function

can work in conjunction to a grappling arm or other securing systems such as hooks

c. Gated Metal Enclosure

Figure 26 - Gated Metal Enclosure

A metal enclosure is fitted over the entire storage space.


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VII. Sense Bicycle

a. Flip Switch

Figure 27 - Flip Switch

The flip switch can be used in conjunction with the track system in which the switch

can be install onto the track and when the wheel of a bicycle depresses the flip

switch, the signal will be sent to the system controller and the bicycle will be

registered in the system.

b. Proximity Sensor

Figure 28 - Proximity Sensor

A proximity sensor can be placed at multiple locations in order to sense that a

bicycle is in the docking bay or in a location of the storage system.

VIII. Measure Bicycle Weight

a. Weight Scale

Figure 29 - Weight Scale

The system utilizes weighting pads stored beneath the tracks. When the bicycle is

aligned onto the track, the weight of the bicycle will be measured and registered in


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the system controller. If the weight of the bicycle is more than the maximum

loading allowable, the system will reject the bicycle.

b. Spring Weighted Via Hook

Figure 30 - Spring Weighted Via Hook

This spring weighted system measures the bicycle weight in the form of a hook.

Since the bicycle is stored or transported by a hook system, this spring weight can

be integrated into a hooking system.


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2.2.3 Trial Design A

Table 5 - Trial Design A Morphological Chart Selection



System

Smart Card


Mobile System

Secure Bicycle for

Transportation


Driven Clamp




(Horizontal)

Conveyor Belt

Track System



(Vertical)

Ferris Wheel System

Bicycle Elevator

Store Bicycle




Lock Bicycle





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Sense Bicycle

Flip Switch

Proximity Sensor


Weight Scale


Figure 31 - Trial Design 1

Trial Design 1 mainly consists of a Ferris wheel storage system and a conveyor belt delivery

system. It works mainly by delivering the bicycle to individual compartments within the

Ferris wheel. The system can be mounted halfway into the ground and halfway above

ground, providing for a greater effective use of space.

However, a major concern here is the overloading of static and dynamic loadings applied to

the structural system of the Ferris wheel. The motors used to run the wheel must be very

heavy-duty as it must overcome the great inertia generated by the rotating masses of

bicycles.


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2.2.4 Trial Design B

Table 6 - Trial Design B Morphological Chart Selection



System

Smart Card


Mobile System

Secure Bicycle for

Transportation


Driven Clamp




(Horizontal)

Conveyor Belt

Track System



(Vertical)

Ferris Wheel System

Bicycle Elevator

Store Bicycle




Lock Bicycle





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Sense Bicycle

Flip Switch

Proximity Sensor


Weight Scale


Figure 32- Trial Design B

This system makes use of a modular locker system in which the bicycles are stored vertically

with the use of a wheel track with a piston clamp. This design makes allows for a user to

have an individual locker.

The system however, lacks the required plot ratio of 3 if a rectangular locker system is used.

The track has to be doubled in height in order to reach the next level in a 2-storey modular

system is used which is considered a waste of space. Another disadvantage is the use of

multiple motors for each individual locker.


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2.2.5 Trial Design C

Table 7 - Trial Design C Morphological Chart Selection



System

Smart Card


Mobile System

Secure Bicycle for

Transportation


Driven Clamp




(Horizontal)

Conveyor Belt

Track System



(Vertical)

Ferris Wheel System

Bicycle Elevator

Store Bicycle




Lock Bicycle





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Sense Bicycle

Flip Switch

Proximity Sensor


Weight Scale


Figure 33 - Trial Design C

Trial design C makes stores the bicycle in an overhead “wineglass system”. An elevator that

is driven by chains will allow the bicycle to be moved vertically to the storage systems. A

major advantage of the system is the minimal required in which to mount the structural

bases. Just like Trial Design A and B, it is also a fully enclosed system. This design is able to

accommodate all types of bicycles as it hooks the bicycle by the wheel (Carbon wheels are

ignored as these are extremely rare and only used in racing bicycles).

A major concern to this design is the various structural loadings that will be exerted onto the

main structural supports.


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2.3 Concept Design & Selection

2.3.1 Evaluation Criteria

A list of criteria was generated from design requirements and is shown below.

I. Plot Ratio

II. Max Loading

III. Safety

IV. Universality

V. Retrieval Time

VI. Modularity

VII. Security

2.3.2 Weigh Profile

The selected list of criteria were weighted according to their importance toward our design

criteria and tabulated as shown below.

Table 8 - Weight Profile

Weight Profile

No. Criteria Weighting Factor (%)

1 Plot Ratio 25

2 Max Loading 20

3 Safety 15

4 Universality 15

5 Retrieval Time 10

6 Modularity 10

7 Security 5

The plot ratio was given the highest weighting factor as the main concern of this project was

to address the lack of land area to park bicycles. This is followed by loading and safety as this

are always two of the greatest concern in any engineering design project. Universality,

retrieval time, modularity and security round up the weight profile.


33

2.3.3 Concept Evaluation

Each individual criterion was evaluated on a scale of 1 to 5 with 1 considered as

unsatisfactory and 5 as ideal. Each trial design is evaluated and tabulated in the figure below.

Total possible weight score for each design is 5.

Table 9 - Weighted Score Evaluation Table

Weighted Score Evaluation Table

Evaluation Criteria Trial Design A Trial Design B Trial Design C

No. Criteria Weighting Factor (%)

Score Weighted

Score Score

Weighted Score

Score Weighted

Score

1 Plot Ratio 25 2 0.5 3 0.75 5 1.25

2 Max

Loading 20 3 0.6 4 0.8 4 0.8

3 Safety 15 5 0.75 3 0.45 5 0.75

4 Universality 15 4 0.6 5 0.75 5 0.75

5 Retrieval

Time 10 2 0.2 4 0.4 3 0.3

6 Modularity 10 1 0.1 4 0.4 4 0.4

`7 Security 5 4 0.2 1 0.05 5 0.25

Total Weighted Score 2.95 3.6 4.5

2.3.4 Final Design Selection

From the weight score evaluation table, it was determined that trial design C is the design

that has features that has scored the best in each category. The various function solutions

combine to make it the supreme design. Hence, it was chosen to be our final design.

However, modifications to each function solution have to be made in order to make this

design better.

Chapter 3 - Embodiment Design

Through the use of the rules and principles of embodiment design, the project team aims to

save material weight, ensure high reliability of the components and reduce power

consumption.


34

3.1 Rules of Embodiment Design

3.1.1 Rule of Clarity

The design team has sought to ensure that the function of each component on the system is

unambiguously specified. An example is the calculations of bearings, we made sure the

radial force is directed onto the bearings with no axial forces, that way the design team

knows that the force transmission of the radial forces.

Figure 34 - Bearing Load

3.1.2 Rule of Simplicity

The design team has sought to ensure that the design is simple to allow for ease of analysis

as well as to improve on safety.

The motors used for the top and ramp system are both identical (although they run

at different speed). This will allow for easier maintenance as both the motors are

similar.

Chain drives in the system are also identical. This ensures that there is only one type

of chain in the technical inventory and will allow for easy replacement of chain

should the system fail.

An I-Beam designed by the project team is used for both the support structure as

well as the track in which the horizontal transportation is running on. This allows for

ease of production and assembly.


35

Figure 35 - I-Beam

3.1.3 Rule of Safety

In this section, we shall look at how the rule of safety is incorporated into our automated

bicycle parking system.

I. Direct Safety

A universal safety factor of 3 has been imposed on all loadings. This will seek

to ensure that any static or dynamic loadings will be adequately addressed

by our support structure.

AISI 302 Steel has been used to design the various components in the

system, thus ensuring that the system is over-compensated in the safety

aspect.

The entire system is fully enclosed within an acrylic glass enclosure, thus

ensuring that all components are not exposed to external environmental

factors.

Figure 36 - Enclosure

Most importantly, there is no user interaction with any of the automation or

machinery. The user only needs to use the console panel (i.e. card reader)

and push the bicycle into the door way. This ensures that there is absolutely

no danger posed to the user.

II. Indirect Safety


36

In case of any chain drive breakage due to high inertia loading, the system

will not fail catastrophically as the loading is not supported on the chain

drive themselves but rather on an I-Beam support structure.

Since we have designed the motors to run at a set rpm during usage, an

over-speed protection sensor is added to ensure that the power to the

electric motor is cut immediately if the rpm is higher than intended.

III. Warnings

The system will warn the user in the event of any component failure and

directly contact the technical crew.

3.2 Principles of Embodiment Design

3.2.1 Principles of Force Transmission

I. Force Flow lines

The design team aims to reduce the stress concentration with study of force flow

lines that occur within the system components. A prominent component was the

addition of an additional structural support in the middle of the system to deal with

the extra load.

II. Uniform Stress

The design team has applied the principle of uniform stress to the main structural

supports, ensuring that the loading is distributed uniformly and shared by 3 different

support columns and horizontal beams, and thus the same level of bending stress is

achieved through the same component.

Figure 37 - Uniform and Shared loading

III. Direct and Shortest Transmission Force Path


37

Figure 38 - Structural Support Force Path

A short and simple force path for the main loading of the structure is used in which

the loading is directed right into the ground via I-Beams.

IV. Alignment of forces: Guiding & Jamming

Figure 39 - Guide for Rolling Bearings

As shown above, the roller bearings are guided by the I-Beam. The loadings from the bicycle

are applied directly to the I-Beam.


38

3.2.2 Principles of Division of Task

Figure 40 - Individual Hook System

The principle of division of task is applied to the hook system in which each individual hook

carries an individual bicycle. They each take up a part of the major task of storing the 20

bicycles. In the hook system itself, the division of task is also applied in which four roller

bearings divide the load into smaller loads.

3.2.3 Principles of Self Help

Figure 41 - Hook Self Help

If there are any axial forces that might be exerted due to an imbalance in inertia forces, the

self help system of the I-Beam track and roller guides will prevent the hook system from

going out of alignment.


39

3.2.4 Principles of Stability

Although the basic structure of the system is top heavy and basically unstable, care has been

taken to ensure that the structures are over designed to ensure the maximum stability.

The principle of stability is applied to the bottom ramp motor in which the motor is placed

on ground level.

Figure 42 - Engine Stability


40

Chapter 4 - Detailed Design

Note: All catalogues in this section are presented in a cut-away view. For the full catalogue,

please refer to the appendix section.

4.1 Material Selection

The main material used in our various components is AISI 302 Stainless Steel, it is readily

available and commonly used in the industry. Other data for materials such as aluminium, if

needed are included in the respective sections.

Table 10- Material AISI 302 Stainless Steel

AISI 302 Stainless Steel

Density (ρ) 7920 kg/m3

Ultimate Tensile Strength (σ) 1158MPa

Yield Strength ( ) 1034MPa

Young’s Modulus (E) 200 GPa

4.2 Retrieval Time Design

The retrieval time was defined as less than or equal to 30 seconds. Hence a total time of 30

seconds as a goal to be fulfilled was used as a guideline to derive the various motor speeds

or inertia forces are calculated from this. Below is a breakdown of the time required for each

individual sections.

Figure 43 - Timeline Breakdown

A total of 3 seconds will be allocated to miscellaneous timings for the systems such as

reaction time and clamping time. This is a comfortable range as we have set the time for the

transportation sections to be more than what is required.

Top Motor Velocity


41

Figure 44- V/t graph of Top Motor Velocity

The velocity graph of the motor for the overhead hook system is shown above. The total

time reserved for moving the total horizontal distance is 15 seconds. The total distance it has

to move is 7.5m. Acceleration to constant velocity for transportation and deceleration to

zero velocity both take up 4 seconds respectively. Hence, the motor runs at a constant

velocity for 7 seconds.

An important note here is that the distance during acceleration and deceleration is not taken

into account as the maximum distance needed to travel is accounted for in the velocity

phase. Hence, the velocity calculated is for the maximum velocity that is needed to move

the maximum distance and therefore, any components selected will be able to meet this

criterion. This applies to both the top motor velocity and the ramp motor velocity.

The calculations are shown as follows. The values will be used for calculations later on during

detailed designed.

Ramp Motor Velocity

Figure 45 - V/t graph of Ramp Motor Velocity


42

The velocity graph of the motor for the ramp system is shown above. The total time

reserved for moving the total horizontal distance is 12 seconds. The total distance it has to

move is 4 m. Acceleration to constant velocity for transportation and deceleration to zero

velocity both take up 3 seconds respectively. Hence, the motor runs at a constant velocity

for 6 seconds.

The calculations are shown as follows. The values will be used for calculations later on during

detailed designed.

4.3 Structural Design

4.3.1 Factor of Safety

Since this system requires being able to support loads of up to 1 tonne and above, a

universal safety factor of 3 is imposed onto all structural designs.

4.3.2 I-Beam Design & Usage

Figure 46 - I-Beam Usage

An I-Beam was designed to be used in various sections of the system, namely the horizontal

support beams, the vertical support pillars and the track. The material used to manufacture

the I-Beams is AISI 302 Stainless steel. Using the same I-Beam for different purposes will

allow for easy manufacturing. The detailed dimensions of the I-Beam can be found in the

Detailed Assembly and Parts Drawing section.


43

4.3.3 Structural Loading

In this section, the loading caused by the weight of the components will be calculated. Some

pre-defined constants are shown below.

Density of steel, ρ = 7920 kg/m3 (From material selection), Factor of Safety = 3 ,Max no. of

Bicycles = 20

The components involved in structural loading and their various loads are shown below.

I. I-Beam

ρ

II. Overhead System

In this system, certain elements such as the weight of the ball bearings and the

motor bracket are neglected as these are insignificant as compared to the total

weight of 20 bicycles with a total weight of 3000kg (safety factor of 3)

III. Motor

IV. Chains

V. 20 Bicycles

Each bicycle is set at a weight of 20kg. Therefore 20 bicycles are 1000kg

Overall Loading


44

4.3.4 Force Analysis & Structure Design

Figure 47 - Support Structure

The material used in the main structure is AISI 302 Stainless Steel. The force analysis is

conducted in this section. Preliminary calculations indicate that existing steel structural I-

Beams are over-designed for our purposes; hence a self-designed I-Beam that fits our

dimensional constraints is proposed and will be tested with force analysis. The proposed I-

Beam will be used for both the vertical support columns as well as the horizontal beams.

Horizontal Support Beams

From Section 4.1, Material: AISI 302 Stainless Steel, Density (ρ): 7920 , Ultimate

Tensile Strength (σ): 1158MPa, Yield Strength(σy): 1034MPa, Young’s Modulus (E): 200GPa

Total Loading = 1447.757 kg & Safety Factor = 3

Total Allowable Loading weight = 1447.757 x 3 = 4343.271kg

Total Allowable Loading = 4343.271 x 9.81 = 42607.49N

Figure 48- Shared Loading


45

Total Loading per Horizontal support = 42607.49 ÷ 6 = 7101.25N

Figure 49 - Proposed I-Beam Design

Second moment of inertia (I)

Figure 50 - Force loading on horizontal beam

Submission of forces in Y direction,

The horizontal support beams are welded onto the top of the track system. There is no

loading on these joints so welding is sufficient.


46

Figure 51 - Structural Design Shear Force Diagram

Figure 52 - Bending Moment Diagram

From the shear force diagram, we know that the Maximum Bending Moment in the beam is

located at the midpoint of the beam (x =0.8m).

Bending Moment,


47

Figure 53 - Proposed I-Beam with axis

The Maximum Tension and Compression Stresses due to the bending moment are much

lower than the Ultimate Tensile Strength and the Yield Strength of the material, thus the

proposed design I-beam is suitable for use in the horizontal support beams.

: 1034MPa

: 1158MPa

Vertical Support Columns

Figure 54 - Loading on vertical support columns

Submission of forces in Y direction,

The loading on each of the vertical I beam support will be 14898.65N


48

: 1034MPa

: 1158MPa

The Axial Stress of the material are more than able to overcome the loadings exerted on

them, thus the proposed I-beam is also suitable for use in the vertical support columns.

4.4 Top Conveyor System Design

Figure 55 - Top Conveyor System

The top conveyor system is shown above with all 20 fixtures in position. These fixtures are

driven by a chain drive which is in turn driven by a motor. Each of these fixtures holds one

bike each with the weight of each bike resting on the ball bearing which in turn transfers the

load to the Overhead I-Beam.

4.4.1 Overhead Motor & Speed Reduction Chain Selection

The calculations for the overhead motor are shown below.

F = 855.456N

Assuming initial sprocket design & Velocity of chain,

Angular Speed of sprocket,

Rotational speed,

Updated angular speed of sprocket,

Updated Velocity of chain,

Assuming Motor Rotational speed,

Gear Ratio,

Load Torque,

Reflected Torque,

Load inertia,


49

Effective load inertia,

Angular Acceleration,

Accelerating Torque,

Max Torque,

Max Power,

Selected Motor:

Toshiba [Open Drip Proof Motor] CT series Y156DPSA21A-P

1.5hp 1.12kW, 1200rpm, 230/400 volts, 182T(frame),38.1kg(weight)

Dimensions = 298.196 X 271.526 X 318.262mm, Shaft = 63.5mm

Figure 56 - Overhead Motor Catalogue

Figure 57 - Motor bracket

A bracket was also designed to house the motor and is shown in the figure above mounted

onto the support beams.

No gear box is needed for the required speed reduction; instead it can be obtained via

chains instead.


50

Power transmitted,

Service Factor,

Multiple Strand Factor = 1

Rotational Speed 1,

Rotational Speed 2,

Gear Reduction Ratio,

Design Power per Strand,

Selection 1:

, Max Power = 1.48kW

No. 25 chain, Pitch = 6.35mm

Selection 2:


No.35 chain, Pitch = 9.525mm

Figure 58 - Chain Catalogue (35)

Diameter of Sprocket 1,

Diameter of Sprocket 2,

Assuming centre distance to be 381mm

Tentative centre distance,

Tentative chain length,

Centre Distance,


51

Centre Distance,

Lubrication type, A

4.4.2 Overhead Conveyor Chain Drive Selection

Power transmitted,

Service Factor,


Rotational Speed Required,


Selection initial design :



Figure 59 - Chain Catalogue (40)


52

4.4.3 Bearing Selection

Figure 60 – Bearings in position

The bearings of the hook section are required to take the weight of a bicycle and the fixture

itself. Hence, it is important to ensure that the bearings will be able to take the loading as

well as designing for bearings that fight into our I-Beam dimensions.

For a radial load of (50+3.2) kg = 521.9 N for 4 bearing

For a radial load of

= 130.5 N for 1 bearing

Safety factor = 3

Design load for 1 bearing = SF X F = 130.5 x 3 =391.5 N

Velocity= 1.071 m/s

Diameter of shaft = ф 30 mm

By x= rω

=

= 71.4 rad/s

RPM= 71.4 / (

) = 681.8 rpm

Selected type of bearing -> Deep Groove ball bearing

Ld= 14 000 hrs (Refer to Appendix – Table 14-4)

L10= (

)

K x 10

6

Where

L10 = Rating life (rev)

C= Basic load rating

P= Equivalent radial load (Designed load)

K= 3 for ball bearing, K= 10/3 for roller bearing

Design Parameters: Fr= 391.5 N, dmin= 30 mm, Dmax=55 mm

P= X.V.Fr + Y.Fa

Where


53

P=Equivalent radial or dynamic load

Fr= Applied radial load

Fa= Applied axial load(Thrust)

V= Roatation factor (1.0 for inner-ring rotation; 1.2 for outer-ring rotation)

X= Radial factor

Y= Thrust factor

Inner ring rotates -> V= 1.0

Assume Y= 1.5

Deep groove bearing, X=0.56

By Pd= V.X.Fr + Y.Fa

= (1)(0.56)(391.5) + (1.5)(0) = 219.2N

By L10(rev)= L10,(h) x N (rpm) x 60(min/h)

= (14 000)(681.8)(60) = 5.727 x 108

rev

By C= Pd

= (219.2)(

= 1.82 KN

Select bearing 16006 -> Co= 6.3 KN

(Bearing 16006 is suitable for the system since the static load

of bearing Is higher than the system it could experiences)

Figure 61- Selected Bearing

The calculation data are obtained from NTN bearings. Reference: NTN, Ball and Roller Bearings.

(CAT NO.2010 NTN TOYO BEARING CO, LTD (Japan)-1981)Refer to the appendix for an extended

list of the bearing life and basic load ratings.


54

4.4.4 Hook Fixture Design

Figure 62 - Hook Fixture Design

The hook fixture is shown as on top. Some simple calculations were done to ensure the hook

was strong rough to support one bicycle. The main concern here is the shearing forces on

the pin of the hook. Hence, calculations to determine the shear forces was done.

Maximum load at tip point of the hook

Pbike= 50 x 9.81 = 490.5N

Reaction of forces:

∑Fy=0

Pbike- Fshear=0

Fshear= 490.5N

σshear=

=

=2.8 Mn/

Given: σUTS = 1158 Mpa

σSHEAR = approx 0.75 * σUTS =868.5 Mpa

Hence, the pin is sufficient enough to support the weight of each bicycle.


55

4.5 Bottom Conveyor System Design

Figure 63 - Bottom Conveyor System Design

The ramp transports the bicycle vertically into position. It makes use of a pneumatic driven

clamp to secure the bicycle. The clamp is than driven by a chain system that moves tiny pins

on the lamp.


56

4.5.1 Ramp Design

Figure 64 - Ramp 3D (Left)

Figure 65 - Ramp 2D (Right)

The ramp is basically a steel column in a U shape that is used to transport the bicycle

vertically upward. A connector that attaches itself to the support column provides additional

stability from any buckling loads.

Figure 66 - Ramp Support


57

4.5.2 Ramp Motor & Speed Reduction Chain Selection

Weight of Clamp, , Weight of Bicycle,

Total Force,

Assuming initial sprocket design & Velocity of chain,

Angular Speed of sprocket,

Rotational speed,

Updated angular speed of sprocket,

Updated Velocity of chain,

Assuming Motor Rotational speed, ,Gear Ratio,

Load Torque,

Reflected Torque,

Load inertia,

Effective load inertia,

Total Inertia,

Angular Acceleration,

Accelerating Torque,

Max Torque,

Max Power,

Selected Motor:

Toshiba [Open Drip Proof Motor] CT series, Y156DPSA21A-P

1.5hp 1.12kW, 1200rpm, 230/400 volts, 182T(frame),38.1kg(weight)

Dimensions = 298.196 X 271.526 X 318.262mm, Shaft = 63.5mm

Figure 67 - Ramp Motor Catalogue


58

4.5.2 Ramp Reduction Gearbox

A gearbox is used to reduce the output speed to the desired one.

Selected Gearbox:

Tsubaki EWJ40

Reduction ratio -- 1:10

Dimensions : 71 x 133 x 110mm

Shaft length (IN) = 32mm

Shaft length (OUT) = 44mm

Weight = 3.2kg

Figure 68 - Ramp Reduction Gearbox

Figure 69 - Gearbox in position

The gearbox is shown in position in the figure above.


59

4.5.3 Ramp Chain Drive Selection

Power transmitted,

Service Factor,


Rotational Speed 1,

Rotational Speed 2,

Gear Reduction Ratio,


Selection 1:



Diameter of Sprocket 1,2,

Assuming centre distance to be 4000mm

Tentative centre distance,

Tentative chain length,

Centre Distance,

Centre Distance,

Figure 70 - Chain Drive Catalogue


60

4.5.4 Ramp Bearing Calculations

Select:

Bearing No. 6304

Inner Diameter = 20mm

Outer Diameter =52mm

Thickness = 15mm


61

Figure 71 - Bearing Catalogue

Figure 72 - Bearing in Position

4.5.4 Ramp Chain to Clamp Connecting Plate

Estimated Max loading per chain,

As the loading is supported by 8 connector plates thus distributed loading on each plate will

be .

Distributed loading on plate,

Loading each pin,


62

Figure 73 - Chain to Clamp Connecting Plate dimensions

Direct Shear Force on each pin,

Moment on one bolt,

Secondary Shear due to Moment,

Vector Sum of Shear Force,

Area of Pin,

4.5.5 Ramp Pin for Clamp

Material = Aluminum Alloy AA1050A (H16)

Tensile Strength =

Shear Strength =

Figure 74 - Aluminium Alloy properties (Retrieved from [8])


63

4.5.6 Ramp Pin for Chain

Material = AISI 304 (SUS304) Stainless Steel

Tensile Strength =

Shear Stength =

Figure 75 - Selected Material catalogue(Retrieved from [9])

Average Tensile strength from Chain Catalog,

Tensile Strength of pin,

Approximated Shear Strength of pin,

*Note: Smaller value of Shear Strength for pin is taken.

4.5.7 Pneumatic Driven Clamp Design

Figure 76 - Pneumatic Driven Clamp

The pneumatic Driven Clamp is shown above. Both sides of the clamp are rubberised to

prevent any damage to the bicycle wheel.


64

4.6 Shaft Loading

The different components that are going to be attached to the shaft are shown below along

with the location of the component along the shaft.

Figure 77 - Shaft Components and Dimensions

Torque is transmitted to the shaft via a chain drive at location C, sprocket 2.

Torque at C,

Torque at A & C ,

Figure 78 - Shaft Torque Diagram

XZ Direction

Force Transmitted,


65

Figure 79 - Shaft XZ FBD with reactions

Figure 80 – Shaft XZ FBD (Completed)


66

Figure 81 - Shaft XZ Shear Force Diagram

Figure 82 - Shaft XZ BMD

Bending Moment at A,

Bending Moment at B,

Bending Moment at C,

Bending Moment at D,

Bending Moment at E,

YZ Direction

Force Required,


67

Figure 83 - Shaft YZ Shear Force Diagram

Figure 84 - Shaft YZ FBD with reactions


68

Figure 85 - Shaft YZ Shear Force Diagram

Figure 86 - Shaft YZ BMD

Bending Moment at A,

Bending Moment at B,

Bending Moment at C,

Bending Moment at D,

Bending Moment at E,

Total Bending Moment

Total Bending Moment at A,

Total Bending Moment at B,

Total Bending Moment at C,

Total Bending Moment at D,

Total Bending Moment at E,

Torque

Torque at A,

Torque at B,

Torque at C,


69

Torque at D,

Torque at E,

Selection of Shaft Diameter

Material: AISI 1137 Cold Drawn

Taking

A (Sprocket)

Left of A, Retaining Ring

Center of A, Key Profile

Right of A, Well Round Fillet


70

B (Bearing)

Left of B, Well Round Fillet

Center of B, Press Fit

Right of B, Well Round Fillet

C (Sprocket)

Left of C, Retaining Ring

Center of C, Profile Key


71

Right of C, Retaining Ring

D (Bearing)

As loading and design is similar to Bearing at B, the minimum diameter will be the same as in

Bearing B.

Left of D, Well Round Fillet

Center of D, Press Fit

Right of D, Sharp Well Round Fillet

E (Sprocket)

As loading and design is similar to sprocket at C, the minimum diameter will be the same as

in Sprocket C.

Left of A, Well Round Fillet

Center of A, Key Profile

Right of A, Retaining Ring

Minimum required Diameter & Selected Diameter

A (Sprocket) = 8.42mm Selected Diameter = 12.5mm

B (Bearing) = 11.86mm Selected Diameter = 20mm

C (Sprocket) = 21.82mm Selected Diameter = 25mm

D (Bearing) = 11.86mm Selected Diameter = 20mm


72

E (Sprocket) = 8.42mm Selected Diameter = 12.5mm

Figure 87 - Step Shaft Sample

A single step shaft was chosen and shown here for illustration purposes. Refer to the

detailed drawings section for full dimensions. Shown below is a holder for the top shaft.

These holders needed to be designed to suit our purposes

Figure 88 - Shaft Holders


73

4.8 Coupling Design

Couplings were self designed so as to allow the motor shaft diameter to be stepped to the

diameter we required. Shown below is a drawing of the motor shaft to gearbox one. See the

detailed drawings for in-depth dimensions.

Figure 89 - Coupling Design

4.9 Track Design

Figure 90 - Simple Track System

A simple track system was designed to allow the user to guide the bicycle into the clamp

which will transport the bicycle upward. It is made of AISI 302 Stainless steel for ease of

manufacturing.


74

4.10 Bolt & Nut Selection

Our design requires universal bolts of 20 diameter. Hence we have chosen the standard M20

Bolts from Eclispe.

Figure 91 - Selected Bolt

4.11 Door Design

Since the main objective of this project is to design an automatic bicycle parking system, the

individual design of a door for the entrance of the system will not be self-designed but

rather sourced from a readily available product. These manufacturers are able to cater to

the various dimensions required by a customer and hence there is not particular need to

design a door.

The chosen manufacturer for the door is Besam and the chosen product is the PowerSwing

which has a door which opens outwardly.

Figure 92 - Besam Swing Door-2 (Retrieved from Besam.com.sg)


75

It is designed by a Singapore company and hence is readily avail as well as having the same

power supply (230V AC,50-60Hz) required. This will allow for the simple integration of it into

our system. The PowerSwing makes use of a pushing arm system driven by a motor.

The integration of the door is shown in the CAD drawing below.

Figure 93 - Dimensions of Door (Right)

Figure 94 - Integration of Door (Left)

4.12 Proximity Sensor

A proximity sensor is needed in order to detect that the bicycle has entered the system and

is ready for transportation to the storage system. The design team has chosen the E2K-F

sensor manufactured by OMRON Industrial Automation. The flat design of the system allows

it to be easily integrated into the initial track. When a bicycle is wheeled into the track by a

user, the bypasses this scanner and the system is alerted. The E2K-F has a sensing distance

of 10mm which is more than sufficient for our needs as the bicycle passes directly across the

sensor in our design. [11] See Appendix for more in-depth information.

Figure 95 - Proximity Sensor E2K-F (Retrieved from www.ia.omron.com)


76

Figure 96 - Sensor mounting

4.13 Enclosure Design & Material Selection

The material used for the enclosure can be either made of acrylic. In this way, the system is

protected from the environment and the entire system is visible to a user to show them that

their bicycle is in a safe environment. The acrylic industry is able to custom-build different

dimension and is also readily available in Singapore. The enclosure design is shown below.

Figure 97 - Enclosure Design

The curved shaped of the roof ensures that no rain water will be collected at the top. The

extension of the roof pass the door dimensions provides the shelter from rain to the door

and a user.

Most importantly, the enclosure is bolted to the horizontal structural supports. This will

allow for easy maintenance in which the bolts can be removed to access the system.


77

4.14 Plot Ratio Determination

Figure 98 - Base area for entry and ramp components

Figure 99 - Base area for each vertical support I beams.

Total Area occupied by Bicycle Park,

Ground Area occupied by a Bicycle,

No. of Bicycle able to be stored in Area occupied,

Total Bicycle able to store in Bicycle Park,

Plot Ratio,

The plot ratio is 5 times the required of 3.


78

4.15 Bill of Materials

The exact dimensions for each part can be obtained from the Detailed Assembly & Parts

Drawing section. This bill of materials is the more accurate version than the one found in the

assembly drawings. The materials used to manufacture each component are shown

whenever possible.

Table 11 - Bill of Materials

Bill of Matrials

Item No.

Part Number Description Quantity

Structural Section

1 Horizontal Support I-Beam AISI 302 Stainless Steel 3

2 Motor Top Plate AISI 302 Stainless Steel 2

3 Support Track AISI 302 Stainless Steel 1

4 Vertical Support Column AISI 302 Stainless Steel 3

Ramp Section

5 Ramp AISI 302 Stainless Steel 1

6 No.40 Sprocket (N25) ANSI No.40 N25 2

7 No.40 Chain ANSI No.40 See

Length

8 No.40 Sprocket (N25) Second

Pair at opposite side AISI 302 Stainless Steel 2

9 Step Shaft AISI 302 Stainless Steel 2

10 Clamp AISI 304 (SUS304) Stainless

Steel & Aluminum Alloy AA1050A (H16)

1

11 Pneumatic Pump - 1

12 Steel Plate AISI 302 Stainless Steel 1

13 Chain Clamp Connecter AISI 302 Stainless Steel 16

14 Bearing Case AISI 302 Stainless Steel 6

15 Ball Bearing Bearing No. 6304 4

16 Horizontal Ramp to Vertical

Connector (With Slope) AISI 302 Stainless Steel 1

17 Base for Components AISI 302 Stainless Steel 1

18 Reduction Gearbox Tsubaki EWJ40

19 Motor Toshiba CT Y156DPSA21A-P 1

Top Section


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20 Motor Toshiba CT Y156DPSA21A-P 1

21 Overhead fixture (left) AISI 302 Stainless Steel 20

22 Overhead fixture (right) AISI 302 Stainless Steel 20

23 Chain Holder AISI 302 Stainless Steel 1

24 Chain ANSI 40 No.40 See

Length

25 Bearing Bearing 16006 4

26 Sprocket Fitting AISI 302 Stainless Steel 1

27 No.35 Sprocket ANSI No.35 N10 1


29 Chain ANSI 35 ANSI No.35 1

30 Shaft for sprocket AISI 302 Stainless Steel 1


32 Sprocket fitting for N35 & N40 AISI 302 Stainless Steel 3

33 Shaft Holder Plate AISI 302 Stainless Steel 1

34 Bearing Bearing No. 6304 2

35 Bearing Holder AISI 302 Stainless Steel 2

Enclosure

36 Enclosure Front Acrylic 1

37 Enclosure Back Acrylic 1

38 Roof Acrylic 1

Door Section

39 Door Enclosure AISI 302 Stainless Steel 1

40 Door PowerSwing 1

Miscellaneous

41 Bolt MS16 48

42 Nut MS16 48


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4.16 Overview of System

Figure 100 - Overview of System

The entire system is shown above. This is only a singular level with the modular ability for it

to be two stories. Note the empty space below the enclosure. This empty space can be used

to park more bicycles or even used as shaded areas for rest. As envisioned by the design

team, this system can be placed at places that lack the ground area.

The project team has decided to name this product “Bike Haven”. This product can be used

in Singapore at locations such as Mass Rapid Transport (MRT) Stations, outside of schools

and factories and city centres. The system has met all the stringent design requirements

imposed by the project team.

4.17 Automatic Bicycle Parking System in Action

Figure 101 - Step 1

1. The bicycle is shown in a ready position with the door closed.


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Figure 102 - Step 2

2. The door is opened automatically and the bicycle is pushed into the system.

Figure 103 - Step 3

3. The bicycle is pushed in by the user via the track

Figure 104 - Step 4

4. The bicycle is pushed to the max and rests onto the clamp system.


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Figure 105 - Step 5

5. The clamp is activated and prepares the bicycle for vertical transportation

Figure 106 - Step 6

6. The bicycle is transported to the top, ready for the horizontal transportation system

to take over.

Figure 107 - Step 7


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7. An empty hooks is rotated to position.

Figure 108 - Step 8

8. The hook goes to the position in which it is ready to receive the bicycle.

Figure 109 - Step 9

9. The bicycle is lowered into place.

Figure 110 - Step 10

10. The clamp is moved away.


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11. The bicycle is now hooked and ready to be moved. The roller bearings are driven by

a chain drive (not shown here due to impossible rendering of chains in CAD)


12. The bicycle is moved away and the process is restarted.


13. The steps are repeated and the positioning shown above.


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4.18 Detailed Assembly & Parts Drawing

Contained within this section are the detailed assembly and parts drawing.

4.18.1 Assembly Drawing

3 main assembly drawings are shown, firstly the system is shown in its entirety, the ramp

and mechanisms are shown and finally the r top track mechanism is shown. To find the

individual part drawing, first refer to the first alphabet of each part than the drawing no.

Figure 114 - Entire System Assembly


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Figure 115 - Ramp Assembly


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Figure 116 - Top Mechanism Assembly


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Figure 117 - Top Track Assembly

4.18.2 Individual Parts Drawing

Note that due to the massive amount of parts drawing, they will be shown here in

alphabetical order. Each drawing is labelled with its corresponding drawing number.

Drawings that are standard parts or from catalogue are found in the Appendix section.


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Figure 118 - Base Plate Drawing


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Figure 119 - Chain Holder for ANSI 40 Chain Drawing


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Figure 120 - Clamp Drawing


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Figure 121 - Clamp Connector Drawing


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Figure 122 - Clamp Plate Drawing


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Figure 123 - Coupling Motor Gearbox Drawing


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Figure 124 - Coupling Shaft Gearbox Drawing


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Figure 125 - Door Assembly Drawing


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Figure 126 - Enclosure Drawing


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Figure 127 - Enclosure Plate Drawing


99

Figure 128 - Enclosure Ramp Drawing


100

Figure 129 - I-Beam Middle Drawing


101

Figure 130 - I-Beam Pillar Horizontal Drawing


102

Figure 131 - I-Beam Pillar Vertical Drawing


103

Figure 132 - I-Beam Side Drawing


104

Figure 133 - Motor Top Holder Drawing


105

Figure 134 - Motor Top Plate Drawing


106

Figure 135 - Overhead Hand Part (Right)


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Figure 136 - Overhead Hang Part (Left) Drawing


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Figure 137 - Overhead Hang Shaft Drawing


109

Figure 138 - Ramp Drawing


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Figure 139 - Ramp Slope Drawing


111

Figure 140 - Ramp Support Drawing


112

Figure 141 - Roof Drawing


113

Figure 142 - Shaft for Sprocket ANSI 35 Drawing


114

Figure 143 - Shaft for Sprocket ANSI 40 Drawing


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Figure 144 - Shaft Holder Drawing


116

Figure 145 - Shaft Plate Holder Drawing


117

Figure 146 - Sprocket Fitting for Motor Shaft Drawing


118

Figure 147 - Sprocket Fitting No.35 & No.40 Drawing


119

Figure 148 - Step Shaft Drawing


120

Figure 149 - Step Shaft Extended Drawing


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Chapter 5 – Final Conclusion In retrospective after the culmination of the project, the project team feels that through this

project, many valuable lessons were taught. Engineering design skills from other study

modules such as Engineering Drawing and Mechanics of Materials had to be used, allowing

the team to be able to put theory in practice on a practical project such as this one.

As with every group project, the problem of having various opinions from each individual

that had to be collated and refined. Many all-encompassing designs that took into account

each individual idea had to be scrapped and re-drafted as individual ideas might be

spectacular individually but when out together, might be hard to integrate into a system.

Despite this challenge, the project team was able to work together to create a design we

deemed was the best to tackle all the problems on hand.

An extensive literature survey was carried out with many ideas being brainstormed during

the initial design phase. The various theoretical aspects of the MP3011 Engineering Design

were applied in the design phase in chapters such as function analysis and embodiment

design. Without such knowledge, designing an engineering product would prove a challenge.

Knowledge of any available calculations as well as component selection was also put to use.

Agreed among the project team, the most time-consuming phase of the project was the CAD

drafting phase. Over 100 individual parts such as individual chain and bearings had to be

dimensioned and drawn accurately. The conversion of CAD to parts drawing was also a

major time investment. But only with these CAD drawings were we able to put our design in

perspective to a viewer.

A point the design team would like to bring up to the module coordinator is that having to

render or mate assemblies in CAD requires a very powerful personal computer. The lack of

such computers both individually as well as in school result in a lot of time loss waiting for

the CAD to be rendered.

At the end of the project, we were able to achieve all the objectives and design

requirements set out at the start. This along with the vast knowledge gained along the way

proved to be an invaluable and fun lesson to the project team.


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Chapter 6 - References

[1] Bicycles produced in the world - Worldometers

http://www.worldometers.info/bicycles/ (Retrieved:Saturday, 3 November, 2012)

[2] On the Right Track http://lifestoreys.hdb.gov.sg/bicycle-friendly-neighbourhood.html

(Retrieved:Saturday, 3 November, 2012)

[3] BICEBERG http://www.biceberg.es/ (Retrieved:1 September, 2012)

[4] Velominck BV http://www.velominck.nl/ (Retrieved:1 September, 2012)

[5] Giken Seisakusho Co., Ltd. http://www.giken.com/en/ (Retrieved:1 September, 2012)

[6] Cyclepods Ltd Home http://cyclepods.co.uk (Retrieved:1 September, 2012)

[7] National Bicycle Dealers Association http://nbda.com/ (Retrieved:1 September, 2012)

[8] Alumnium - Specifications http://www.azom.com/article.aspx?ArticleID=2863

(Retrieved:1 September, 2012)

[9] Mechanical properties of metal

http://www.ami.ac.uk/courses/topics/0123_mpm/index.html#3 (Retrieved:1 September,

2012)

[10] Besam http://www.besam.com.sg/en/besam/com-

sg/Products1/?groupId=788802&productId=788803 (Retrieved:1 September, 2012)

[11] OMRON Industrial Automation

http://www.ia.omron.com/products/family/472/specification.html (Retrieved:1 September,

2012)

Appendixication.html (Retrieved:1 September, 2012)

http://www.besam.com.sg/en/besam/com-sg/Products1/?groupId=788802&productId=788803

http://www.besam.com.sg/en/besam/com-sg/Products1/?groupId=788802&productId=788803


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Appendix

Contained within the first Appendix section are the various catalogue pages in no particular

order since cut-away sections are included in each individual section.

The second section contains the drawing for standard parts.

Appendix I - Catalogue Motor

Bearing


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Chains


125

Proximity Sensor


126

Ball Bearings


127


128

Bolts


129

Appendix II – Standard Parts Drawing


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131


132


133


134


135


136


137


138


139


140


141


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3011 Report

Documents

Transcript of 3011 Report