Design Engineering May/June 2015

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24 Local training, experience critical in engineering job market

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Contents | Volume 61, No. 03

IN THE NEWS

8

8

PEO selects mechanical engineer as new president Schneider Electric announces new Canadian president

8

Magna recognized as most innovative in drivetrains

8

Canadian auto parts innovation program to open in June

8

Canadian device enables multi-color, multi-material output on cheap 3D printers

10

10

Drone becomes Canada’s highest grossing crowdfunding campaign Spectrum Middle School wins 2015 CFPA Fluid Power Challenge

READER SERVICES Annual Subscription Rate In Canada: $53.95 (1 year) $72.95 (2 year) Outside Canada: $101.95 (1 year) Single Copy In Canada: $10.00 Outside Canada: $22.00 Directory Rates In Canada: $28.00 Outside Canada: $46.00 Reader Service Contact Information ecallaghan@bizinfogroup.ca Toronto: 416 442 5600 X 3538 Elsewhere: 1-866-543-7888 Mail: Annex Publishing & Printing Inc. Design Engineering Circulation Dept 80 Valleybrook Drive North York, ON M3B 2S9 Printed in Canada

www.design-engineering.com

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5

Columns 14 CAD Report The State of the CAD Industry: Hyped technology takes a back seat to the fundamentals for serious CAD users

18

18 CAD Beat Mathematical Expression: Renault uses Maple software to develop new motor for full-electric vehicle 26 Motion Control Chassis Control: University racing team streamlines CCM design for Formula race car using NI myRio controller and LabView platform

20

28 Fasteners & Adhesives Holding It All Together: Poorly specified fasteners can have devastating effects on the bottom line 30 Idea Generator The latest in industrial products including automation, motion control and power transmission

24

Features 20 Designing Canada’s Supercar Quebec’s Magnum MK5 draws on decades of race car engineering to deliver a street-legal beast

26

24 Engineers in Waiting In the job market, Canadian training, experience and English-sounding names trump international engineering skills and education 37 Ski-Bot Jennifer, University of Manitoba’s skiing and hockey-playing robot, is one of the world’s most advanced autonomous humanoids

28

37 May/June | 2015

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6 EditorialViewpoint

Canadian Car Rally

www.design-engineering.com

A

s 2015 (and the decade) nears the half way mark, Canada’s auto industry has become a source of both gloom and optimism. In one sense, auto sales have boomed in recent years, spurring Canadian car and truck production to rebound nearly to pre-2008 levels (2.4 million annually). According a report published last year by Foreign Affairs, Trade and Development Canada, the value of the nation’s largest manufacturing sector rose to almost $85 billion in annual revenue in 2013 and employed approximately 117,000 people.

Those production numbers, however, are down significantly from the 1999 high point, when Canada’s production reached more than three million units. Since then, assembly plants, and the manufacturing jobs they contain, have steadily moved south of the border, as Mexico in particular has emerged as the new Mecca of automotive manufacturing.

According to industry statistics, production in Mexico has doubled since 2005 — as automakers rush to take advantage of the country’s drastically lower labor costs. By 2022, industry analysts anticipate production there will increase by another 50 percent. In the last two years alone, eight automakers have either opened plants in Mexico or announced plans for new facilities or expansions.

In March, for example, Toyota revealed it would shift production of the Corolla from its Cambridge, ON plant to a new $1-billion Mexico plant in 2019. At the same time, GM announced this year that it would close one of its Oshawa plants while the fate of the second remains uncertain since no new model has been announced to replace the Camaro, which is scheduled to transfer to a GM plant in the U.S. While ominous for assembly workers, the rise of Mexico’s auto industry is seen elsewhere as a potential boon for Canadian auto parts manufacturers. Among other industry watchers, Carlos Gomes, senior economist and auto industry specialist at Scotiabank, reported that growing North American demand combined with a weakened Looney helped Canadian auto parts companies outperform their global peers in 2014. In fact, Canada’s auto parts sector posted, “one of the strongest gains among the world’s top suppliers,” Gomes reported in the April 2015 edition of Scotiabank’s Global Auto Reports.

Similarly, Canada’s automotive engineering community received a small boost on news that GM Canada plans to hire more than 100 software and controls engineers at its engineering centre in Oshawa and its cold-weather testing facility in Kapuskasing, ON. The move comes in support of the company’s plans to expand R&D into the Internet-enabled “connected car” of the future.

In the short term, given the sharp decline in oil prices (along with Alberta’s most favored status), coupled with a looming election year, the federal government will have to seriously turn its attentions back to Ontario. In addition to ending a year long (some might say decade long) cold shoulder toward Ontario, the Harper government implemented the Automotive Supplier Innovation Program (ASIP) in June, a $100 million fund designed to help auto parts-makers pursue early stage R&D. In the long term, given the present trends, the coming automotive market boom/ bust cycle may see Canada begin to compete gobally with its head more than its hands as automotive R&D and innovation take the lead.

Mike McLeod

@

Publisher Alan Macpherson (416) 510-6756 AMacPherson@design-engineering.com 7Technical Field Editor Pat Jones, P. Eng. Art Director Kathy Smith (416) 442-5600 ext. 3215 KSmith@plant.ca Market Production Manager Cheryl Fisher (416) 510-5194 CFisher@annexnewcom.ca Circulation Manager Mary Garufi (416) 442-5600 ext. 3545 MGarufi@annexnewcom.ca Annex Publishing & Printing Inc. President & CEO Mike Fredericks mfredericks@annexweb.com Vice President Annex Business Media East Tim Dimopoulos (416) 510-5100 tdimopoulos@canadianmanufacturing.com Publications Mail Agreement #40069240 ISSN: 0011-9342 (Print), 1929-6452 (Online) Privacy Notice: From time to time we make our subscription list available to select companies and organizations whose product or service may interest you. If you do not wish your contact information to be made available, please contact us via one of the following methods: Phone: 1-800-668-2374 Fax: 416-442-2191 E-mail: vmoore@annexnewcom.ca.

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Contents of this publication are protected by copyright and must not be reprinted in whole or in part without permission of the publisher. DE receives unsolicited features and materials (including letters to the editor) from time to time. DE, its affiliates and assignees may use, reproduce, publish, re-publish, distribute, store and archive such submissions in whole or in part in any form or medium whatsoever, without compensation of any sort. DE accepts no responsibility orOrder liability for claims Ships Today!

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I enjoy hearing from you so please contact me at MMcLeod@design-engineering.com and your letter could be published in an upcoming issue.

May/June | 2015

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Editor Michael McLeod (416) 442-5600 ext. 3231 mmcleod@design-engineering.com

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8 DesignNews UP FRONT PEO selects mechanical engineer as president Professional Engineers Ontario (PEO) installed Thomas Chong, M.Sc., P.Eng., PMP, FEC, as its 96th president during its annual general meeting in April. Chong earned his master’s degree in mechanical engineering from the University of Strathclyde, joined the PEO in 1976 and became a fellow of Engineers Canada in 2011.

At its annual general meeting, PEO also introduced its council for the 2015-2016 term. The four women and 22 men on the new council will govern PEO’s 83,000 licence and certificate holders and regulate professional engineering in Ontario. www.peo.on.ca

Schneider Electric announces new Canadian president Schneider Electric announced that Juan Macias has been named Canada Country President, reporting to Laurent Vernerey, president & CEO, North America. Daniel Péloquin, whom Macias replaces, has moved to an advisory role with Schneider and will continue to represent the company at conferences.

Juan holds a B.S. Degree in industrial engineering from New Mexico State University and an MBA from Rollins College in Florida. Prior to Schneider Electric, he spent the last decade in Electrical Construction Products and Digital Energy Management at General Electric. www.schneider-electric.ca

Magna recognized as most innovative Magna International received the Automotive Innovations Award 2015 for its strength in the development of drivetrain technologies from the Center of Automotive Management (CAM) and PricewaterhouseCoopers (PwC).

CAM and PwC honored two technologies in particular. The first, Magna’s FLEX4 technology, is the first all-wheel drive (AWD) disconnect system that automatically shifts between true two- and four-wheel drive. The second is the natural-gas powered MILA Blue concept car Magna unveiled at the 2014 Geneva Motor Show. www.magna.com May/June | 2015

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Canadian auto parts innovation program to open in June

I

ndustry Canada announced that it will begin taking applications for the Automotive Supplier Innovation Program (ASIP) as soon as June 2015. Outlined in the Economic Action Plan 2015, the fund is expected to provide $100 million over five years and is designed to help auto parts-makers pursue early stage R&D activities such as prototype development, process engineering and product testing. Each company is eligible to receive up to $10 million over the term of the program and will require a minimum of 20 percent from an SME partner.

ASIP complements the existing Automotive Innovation Fund (AIF). Introduced in 2008 and renewed in 2013 (both for $250 million over five years), the program supports Canadian automotive companies for strategic, large-scale projects. In Budget 2014, the Government announced another $500 million over two years for the AIF. According to ministry, Canada’s auto parts sector represents close to $24 billion in sales annually, contributes $8 billion to Canada’s GDP and employs over 65,000 people. www.ic.gc.ca

Canadian device enables multi-color, multi-material output on cheap 3D printers Montreal-based startup, Mosaic Manufacturing, made waves in March with the debut of the Palette – an additive manufacturing accessory that allows most cheap, filament-based FDM 3D printers to output up to four different colors, build materials or a combination of the two. With an initial Kickstarter funding goal of CAD$75,000, the project reached more than $180,000 during its 30-day campaign.

Enthusiasm for the device was driven by the fact that, currently, only industrial-grade 3D printers that cost $60,000 or more can output color or multiple materials. Mosaic’s co-founders—Queens University grads Mitch Deborah, Heather Evans and Chris Labelle—boast the Palette will bring the same capabilities to even the lowest-end consumer printers for less than $1000.

Rather than modifying existing 3D printing hardware, the Palette is a separate device that accepts up to four spools of PLA-based filament.

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DesignNews Palette to correspond to a separate layer or build region of the part. The resulting single strand then feeds into any FDM printer with an accessible input feed for standard 1.75mm filament.

In addition to multi-color output, the Palette can also handle multi-material builds. New PLA-based materials — including desolvable, conductive, rubbery or even carbon or stainless steel infused filaments for example – expand the design possibilities of inexpensive DIY 3D printers. As an example, the Mosaic team printed a working flashlight with integrated leads to connect a battery and LED. Mosaic Manufacturing estimates the first production units will ship to early adopters by January 2016. In preparation for full production, Mosaic says it built and tested several preproduction units prior to the Kickstarter launch and has secured deals with multiple suppliers. www.mosaicmanufacturing.com

Drone becomes Canada’s highest grossing crowdfunding campaign DreamQii, a robotics company based out of the DMZ at Ryerson University, has led the highest grossing Canadian campaign in Indiegogo’s history, raising more than $2 million USD (over CAD$2.5 million). The Toronto-based company’s portable, snap-together PlexiDrone has captured the attention of aerial

DreamQii founder and CEO Klever Freire and the PlexiDrone team celebrate achieving Canada’s highest grossing crowdfunding campaign at the company’s Ryerson University DMZ offices in Toronto. (PHOTO CREDIT: BRIAN B. BETTENCOURT)

photographers due to its modular design, GPS “follow me” mode, obstacle avoidance, retractable landing gear and multivantage-point swarm filming capabilities.

DreamQii was started by Ryerson University aerospace engineering graduate, Klever Freire, and has grown to ten full-time staff within Ryerson University’s Digital Media Zone (DMZ) business incubator facility. The company says it plans on manufacturing PlexiDrone in Ontario and projects more hires as it ramps up for the UAV’s Fall 2015 release date. www.plexidrone.com

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12 DesignNews Spectrum MS wins 2015 Fluid Power Challenge The Canadian Fluid Power Association (CFPA) announced that a record number of middle school student teams took part in the Toronto edition of the industry association’s Fluid Power Challenge this year. In total, 19 West Toronto middle schools fielded four-student gender-balanced teams to the annual competition, which tasked students to design and build fluid-power mechanisms for placing a cylindrical object on a stepped platform. The number of pick-and-place cycles a school’s machine

The 2015 Canadian Fluid Power Challenge winning team from Spectrum Alternative Senior School: (from left) Ben Page, Russell Fenton, Ms. JoAnne Murray, Rayne Fisher-Quann, Yoon-Ji Kweon.

completed in the demonstration time along with a grade for the quality of its design portfolio determined the winners of the competition.

A partnership of the CFPA and the Toronto District School Board, the Challenge is intended to provide Grade 8 students with hands-on experience building a mechanism with real world applicability and to open their eyes to the world of technology careers and, in particular, careers in fluid power.

At this year’s May event, held at Scarlett Heights Entrepreneurial Academy in Etobicoke, 12 of the 19 schools successfully demonstrated their devices by completing at least one “handsoff” cycle while the remaining six teams were able to achieve combinations of rotating or elevating their devices or gripping the cylinder. In the end, however, there were two winners.

Spectrum Alternative Senior School took the overall award based on how well their device performed and the quality of their portfolio. The students from Beaumonde Heights Junior Middle School won for best portfolio, which was awarded for the first time this year.

The Toronto edition of the Canadian Fluid Power Challenge began in 2001 as the Hilltop Challenge. This year marked its return after a two-year hiatus due to issues beyond the control of the organizers. www.cfpa.ca

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14 CADReport

The State of the MCAD Industry Hyped technology takes a back seat to the fundamentals for serious CAD users.

by Ralph Grabowski

I

n its annual Worldwide CAD Trends Survey, British-based consulting firm, Business Advantage, surveyed 635 CAD mangers and users in several countries. The survey reports on 15 areas of interest that are — and are not — important to users, such as 3D modeling, cloud and real-time rendering.

There are several firms that survey the attitudes and aspirations of CAD users; this happens to be the most recent one.

To conduct its survey, Business Advantage asks nearly the same set of questions every year. This allows them to spot trends: Which CAD topics are gaining interest, and which are declining? For each topic, the survey asks respondents (1) if they are aware of the technology and (2) if they actually use it. Based on the multi-year survey results, the company places these CAD-related technology trends into one

of four trend quadrants (See figure 1).

The results are shocking. Hyped technologies — like cloud-based CAD, virtual reality and pay-as-you-go monthly subscriptions — suffer from low use and low importance. According to the survey, few design firms care about them, let alone use them. The media darling, 3D printing, fares better by making in into the Emerging category. Newer technology, like mobile CAD, just gets its nose into the all-important Leading category, while 3D modeling blows away everything else.

Clearly there is a disconnect between the shiny toys CAD vendors desire to sell you (and the media loves to talk about), and what we actually use in the office to get our work done. The disconnect is even clearer at CAD conferences, when users cheer for better 2D drafting and not better cloud-based CAD. To be sure, the survey has its drawbacks. It does not ask about

Figure 1: CAD technologies assigned to usage and importance quadrants May/June | 2015

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CADReport 15 2D drafting, CAM and other aspects important to users.

For the remainder of this article, let me take you into a deeper look at current trends CAD technology. I’ll describe some of the pros and cons for each one and indicate which CAD vendors are active in that area.

3D Modeling Three-dimensional modeling was given a boost last decade with the launch of SpaceClaim and its easy-to-use direct editing.

Although direct 3D editing is not new and the software only ever sold 30,000 licenses, SpaceClaim remarkably spurred the heavyweights to action. Siemens PLM invented Synchronous Technology direct editing for NX and Solid Edge; Autodesk developed its Fusion direct editor; and PTC merged its history-based Pro/E and direct editor CoCreate to create Creo.

Fast forward to 2013, and new Web technologies make 3D modeling effective in browsers — and cheap to program. New companies with just a couple of employees lurched to life, pocketed millions in financing and then dropped like flies. Names like sunglass.io, TinkerCAD and To3D either went quickly under or mercifully were bought out.

As the companies found, it’s easy to write a basic 3D modeler that’s fun for school children, but it is tough to make a serious one for which professionals would actually pay.

In 2015, serious Web-based CAD has became the new goal. Enter a group of exSolidWorks employees who, after landing $64 million in funding, released the Onshape modeler earlier this year, the first Web-only, seriously-3D CAD program.

Meanwhile, over in Germany, Graebert self-funded a Web-based 2D CAD program code-named Xenon.

In just one decade, we’ve gained easy direct editing, mesh modeling, “anywhere” access through Web browsers; even 2D/3D constraints and parametrics are available in sub-$1000 CAD programs.

3D Printing The only aspect of 3D modeling familiar to the general public is 3D printing. It’s been overhyped by reporters who don’t understand this “new” technology that’s www.design-engineering.com

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already 25 years old. As the employee of one 3D printer firm told me, the media has created problems for his industry by discussing the topic in unrealistic terms, like “fast,” “one in every home” and “print replacement parts easily.”

The reality is that for consumers it’s expensive, slow, size-limited and typically uses a generic material (like melted ABS plastic) that’s unsuitable for replacement parts that need to be made of tough materials, like Bakelite (seen on pot handles), Delrin (a slippery plastic), or stainless steel.

Even cheap 3D printers (under $500) become expensive as we buy additional spools of material.

3D printing is best used by big organizations who can afford fast printers and the staff to tend them, and by hobbyists who have the time to dabble.

Any CAD package that can output 3D models in STL format can be used for 3D printing, and most can. But Autodesk is the only CAD vendor to put big funding into 3D printing, no surprise given that it has a CEO who likes tinkering. Today, the company is attempting to set standards for the industry and is acquiring 3D printing companies.

Cloud Cloud-based CAD is hyped by software companies hoping to profit from this pivot in how data is stored and accessed. However, as the BA survey shows, CAD managers and users are not that interested in it.

The three primary concerns are security, security and security. Proponents like to claim that our desktop computers are a greater risk, or that since we do banking on the cloud, why not CAD on the cloud?

While banks cover every cent lost, CAD vendors offer us T&Cs (terms and conditions) that disavow all responsibility for our data. That’s not reassuring.

Other drawbacks include the lack of a permanent license for running cloud-based software: Your design firm’s ability to service customers could be cut off should a recession make ongoing payments difficult. And there are many styles of cloudbased CAD: Remote-hosted, in-house, hybrid, Web-browser (true cloud), and mobile (also hybrid) to consider.

Some cloud functions are free (like having a few gigabytes of data storage), but May/June | 2015

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16 CADReport everything else is charged, either on a monthly basis, such as gaining more storage space, or uses tokens on a per-job basis, like FEA and rendering runs. Payments can become confusing as you buy tokens for jobs, but then have little idea how many tokens a FEA job will consume.

Autodesk, Dassault Systems, Onshape, and Graphisoft are leading the charge into CAD on the cloud, while PTC, Siemens PLM, Bentley and Bricsys would rather wait it out, preferring for now to put only data management in a cloud.

The CAD leaders in browser-based CAD are Autodesk, with its extensive 360 line of software, and Onshape, with its one and only software. (See figure 2)

Figure 2: Onshape running purely in a Web browser and on a remote server

Mobile Apps Mobile CAD runs as small apps on tablets and smartphones, but CAD vendors hit their peak enthusiasm back in 2013. Vendors became discouraged as downloads numbered in the tens or the hundreds. Actual usage is far lower: The industry ruleof-thumb is one app is used (defined as used at least once a month) for every six downloads.

Nevertheless, CAD on mobile devices provides convenient access to drawings at job sites, especially through file services like Dropobx or even email. But the operation of the software suffers from the restrictions in mobile hardware.

Most mobile devices have just 1GB or 2GB RAM (a very few have 3GB or 4GB), into which the entire Android (or iOS) operating system and all of the CAD app and its data must fit, plus any apps running concurrently in the background, like monitoring the phone. Because mobile operating systems do

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CADReport 17

Figure 3: TurboSite recording geo-located photographs on a site plan, running on an iPad

not page memory to other storage (like in Windows), the size of drawings is limited.

Desktop CAD relies on GPUs to handle the rendering tasks, which is why CAD vendors recommend specific models of nVidia or AMD graphics boards. The GPUs in smartphones and tablets are far more limited — and slower — at rendering.

The good news is that the ARM-style CPUs used in mobile

devices are now as fast or faster than today’s laptops. For example, my new phone runs at 1.7GHz, Apple’s newest MacBook 2015 runs at 1.3GHz in the most expensive model.

Again, Autodesk is the leader in the mobile app arena, with more than ten million downloads for the Android version of AutoCAD 360.

(Apple does not report download numbers.)

Graphisoft is working hard at updating its BIMx software for viewing 2D and 3D models made

by ArchiCAD. IMSI/Design has a strong suite of iOS-only apps for recording data at job sites (see figure 3), and Orthograph’s Architect 3D for iPads is mature software for capturing floor plan surveys.

We live in exciting times—well, maybe puzzling times—as CAD vendors blast many kinds of new technology at us, hoping that one (or

more) will stick.

Fortunately, nearly any software using new technology can be tried out for free, and I urge you to try out several products in any class. Not everything that is new is useful, but I find that these things work themselves out over time as users determine what is truly effective.

DE http://worldcadaccess.typepad.com

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18

CADBeat

Mathematical EXPRESSION Renault uses Maple software to develop new motor for full-electric vehicle.

T

o bring its first full-electric car, the ZOE, to market successfully, French automobile manufacturer Renault wanted to create a new motor design. Rather than restrict themselves to existing designs and processes that are often inadequate in handling both driving pleasure and mass production requirements, teams were given the opportunity to start with blank canvases, while respecting standard constraints of deadlines, budgets and quality.

further developed the corresponding mathematical models in Maple based on the physical equations.

“As a beginner, I found Maple to be very user friendly and intuitive,” said Orval, who works as a computational modeling and simulation methods engineer at Renault. “We began by building mathematically-simple models, and were able to get results in line with project goals. Using the wealth of in-product and online support and resources, we were able to gain confidence and develop more sophisticated models in a short amount of time.”

One particular issue of growing complexity solved with Maple was the slot wedge, which holds the rotor wire in place to ensure reliability over both maximum loads and long-term operation.

By modeling wedge deviation under centrifugal and thermal loads, they determined a first simple rule based on flexural stiffness. By taking into account competitors’ data, they selected the appropriate thickness and material for the wedge.

Thanks to this simple model, an opportunity to reduce the mass of the rotor was detected (the lighter the better, as the car can go further on the same battery charge). They imagined a Figure 2: 5% reduction in mass of the rotor

In particular, a group led Patrick Orval was in charge of structural analysis for the wound rotor of the motor. In the earlier phases, they turned to Maple and started quickly with first-order approximations of the rotor (figure 1). Using the mathematical modeling software, they got a sense of how the components would behave with different parameters and operating conditions, allowing accurate choices to be made for the main dimensions.

After analyzing this first set of results, they also understood which topics would demand higher fidelity. From there, they

Figure 1: Modeling the slot wedge at 1st order approximation

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(a) Cross-section of the ‘new-shape’ for the slot wedge

(b) Dynamic optimization in Maple for two parameters (e0, L0)

www.design-engineering.com

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CADBeat

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solution depicted as two thicknesses that were ‘mathematically connected’ in Maple to create a first-order approximation of a new slot wedge. This was done in a parameterized analytical manner, so that they could easily determine a viable set of dimensions for this ‘new shape’ of the wedge. They then investigated the concentration factors library to limit stresses at the point where the wedge thickness changes, and performed finite element analysis (FEA) to validate the complete design. This work not only enabled the team to reduce the rotor mass, but it also led to the successful filing of a design patent.

“Maple was instrumental in helping to define the third-generation e-powertrain rotor,” Orval said describing the achievement. “Its breadth enabled us to create models that are perfectly suited to our needs and achieve outstanding results early on in the design process.

Additionally, the work carried out with Maple significantly contributed to reducing our engineering costs, by enabling us to incorporate third-party technology such as FEA.” Having developed the slot wedge, the team then went on to examine the resulting internal stresses on the wires in the system. Among other factors, internal stresses are determined by wire stiffness and the friction between the slot wedge and the stack of metal sheets – both of which were completely unknown and difficult to determine.

Previously, they would have used a finite element model. However, that approach would have required a tedious amount of trial and error, and the team would have encountered difficulties with numerical convergence.

Using Maple instead, the team was able to model non-linear features such as friction between the wedge and the stack, and local loss of contact between wires and the wedge at high revolution speeds. They expect it to yield good physical results, because the set of ODEs and the conditions governing the wedge deviation were fully coupled.

ODEs for wedge deviation v(x) are:

With boundary conditions: While hyperstatism { Ry , u(0) } and Coulomb’s friction law can be solved by: The two unknowns (wire stiffness and friction coefficient) were determined by comparison with strain measurements, and finally used as first realistic data in an FEA of the rotor.

“Maple greatly reduced the need for experimental learning,” Orval said, summing up this phase of the project. “Both the development timescales and rotor reliability are in line with project expectations – a combination that would not have been achieved without the use of Maple.”

As Orval and his colleagues work on subsequent phases of the project, they plan to continue using Maple to analyze and validate their design options.

DE www.renault.com

This story was contributed by Maplesoft. www.design-engineering.com

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Figure 3 – Realistic deviation v(x) obtained with Maple May/June | 2015

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20 CoverStory

H c li A

Designing

Canada’s

O

fo

ar

SUPERCAR

au

th

en

Quebec’s Magnum MK5 draws on decades of race car engineering to deliver a streetlegal beast.

Ta

s

By Costa Mouzouris

Y

ou can count the number of Canadian carmakers, past and present, on one hand. In fact, many of you would probably be surprised that there were any cars designed and built in Canada at all. Although there are cars currently being manufactured in Canada by American, Japanese and Korean automakers, there have been only a handful of true Canadian cars, the more recognized being the ill-fated Bricklin and the Manic GT in the 1970s, and more recently the Lamborghini-esque HTT Pléthore LC-750.

The latest car to enter this very exclusive club is the Magnum MK5, a street-legal supercar designed primarily for racetrack driving, and built by Magnum Cars of Boucherville, Quebec.

Founded in 1968 by machinist and auto racer Jean-Pierre StJacques, Magnum Cars might be unknown to the general public but in auto-racing circles it has built a reputation on reliability and race-winning performance. As the MK5’s name suggests, there were four previous cars built, all of them focused strictly on racing, including the MK3, in which famed Formula One driver Gilles Villeneuve began his career.

The mid-engine MK5 is the brainchild of Jean-Pierre’s son, Bruno St-Jacques, a former auto racer who has competed in Formula Atlantic, FIA Formula 3000 and Rolex Sports Car Series championships. Since hanging up his racing suit, he has tapped his knowledge of race cars to build the MK5.

The MK5 is built on a tubular-steel, open-wheel type frame, using suspension components machined from 6061-T6 billet aluminium and can produce up to 250 horsepower (a 210-horsepower engine is standard). On the surface, the power numbers alone are not so spectacular—until you factor in the car’s dry weight. With May/June | 2015

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(Top) Street legal but designed for track racing, the MK5 supercar, built by Quebec-based Magnum Cars, accelerates from 0-100 kph in 3.2 seconds, has a top speed of 240 km/h and handles up to 2Gs of lateral force.

(Inset) The MK5’s interior features carbon fiber seats with six-point harnesses, racing controls for the 6-speed sequential gearbox and backlit digital gauges mounted onto a removable, suede-wrapped steering wheel.

bodywork made entirely from carbon fibre, it weighs in at a svelte 545 kg, giving it a power-to-weight ratio of 460 hp per tonne. That’s enough to propel it from zero to 100 km/h in a scant 3.2 seconds, just two tenths shy of the 600-hp Ferrari 458 Speciale.

Starting from Scratch To design his first high-performance street-legal vehicle, St-Jacques started with the basics: The placement of the four wheels (wheelbase and track width), the seating position, and the type of engine and its location within the chassis. The engine, a 1.3-litre inline fourcylinder with integrated six-speed transmission, as well as the ECU, were sourced from a Suzuki motorcycle. It’s an engine that has been used by other makers of track-oriented cars, like the Radical, and has proven powerful, reliable and easy to maintain.

With these parameters set, he assembled a small team and designed a 3D model of the rolling chassis. The virtual prototype was then run through a series of computer simulations, testing various suspension geometry setups before building a test mule to experience what the computer reported about its performance. www.design-engineering.com

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22 CoverStory According to St-Jacques, there were very few adjustments made to that test mule, which resembled a tubular-steel Formula racecar chassis, and was about 80 percent on target in performance right from the start.

“We decided on a tubular chassis to maintain an aspect that links the car to our Formula racing history,” says St-Jacques. “We’ve built [open-wheel] Formula cars, we’ve raced Formula cars, and we wanted to marry that with the look of a prototype car you’d see at Le Mans, or at Daytona in the Rolex endurance races.”

With a working chassis built, St-Jacques contacted Brio Innovation, a Sainte-Thérèse, Quebec-based industrial design firm specializing in transportation. The firm typically takes on much larger projects, like designing Bombardier’s Flexity Outlook streetcars for Metrolinx, as part of Toronto’s $11.5 billion public transit restructuring project. Other clients include BRP, Nova Bus, Prevost and Via Rail. Brio has, however, tackled smaller projects, like the Campagna Motors V13R three-wheeled roadster, which is what drew St-Jacques’ attention to the Quebec-based firm. Brio handled the design of the MK5’s bodywork and cockpit, as well as 3D surface modeling.

Luc Bourgeois, Brio’s director of innovation, made preliminary drawings based on conversations with St-Jacques, initially expressing with doodles on paper what the thirty-four-year-old former racer had visualized in his mind.

“We began with cues Bruno gave us,” says Bourgeois. “He liked taut lines; nothing too organic or sculptural—nothing soft.”

Bourgeois also used St-Jacques’ baseline markers, or “hard points” like wheel location and seating position, to design the body.

The design process included a tremendous amount of collaboration between the two firms, and included hand-drawn sketches, clay models, drawing onto photos of existing cars, and Photoshop mock-ups using screenshots of early CAD images. It also helped that St-Jacques had a rolling test mule, onto which makeshift body panels were applied to further advance the design.

Computer modeling—and further conversations—refined the design to a point where a scaled-down clay model could be built. To reduce costs and complexity, the 1/5-scale model was actually built along a mirror, the reflection filling in the gaps for a complete visual. According to Bourgeois, small-scale models are necessary for providing an initial visual impression, but can’t be relied upon for finalizing a design. A former designer at Bombardier Recreational Products, Bourgeois expressed the risks of using scale models.

“When we were at BRP, we would build almost no small-scale models because we’d often get a ‘fullsize surprise,’” he says, alluding to how small-scale models often mask proportional discrepancies that may only be exposed after visualizing a vehicle in full scale.

This CAD model of the MK5’s 18-inch alloy wheels reveals the double, unequal length a-arms of the supercar’s adjustable, pushrod-activated suspension and 4-piston-calliper disk brakes.

Once the basic design was settled upon, it was handed to Brio’s development director, François Couillard, who used 3D surface modeling to simulate different surface textures, digitally reproducing how a light source reflected off the various surfaces from different points of view, and how the car’s various lines and curves blended with one another.

From Screen to Street Development of the MK5 was a very dynamic process, involving countless meetings and phone calls between St-Jacques and the design team at Brio, with the learning curve arcing both ways.

Brio’s designers brought ample knowledge of aerodynamic design to the table, having worked on projects like the Prevost H3-45 bus, which relies heavily on aerodynamics to reduce drag and subsequently fuel costs.

Brio also advised St-Jacques about the design limitations dictated by a track vehicle that’s also street legal. Head and taillight placement, reflector and rear-view mirror location, and other safety factors are within Brio’s expertise. An example of this can be seen in the slots in the front and rear fascias, which conceal the lights required for street driving, but also act as air ducts that provide aerodynamic downforce and brake-cooling functions for hard racetrack use.

St-Jacques, on the other hand, taught Brio about racecar-specific aerodynamic design, explaining why the undercarriage had to be

Seen here as a scale clay model, the MK5’s exterior was designed by Quebec-based industrial design firm, Brio Innovations. Fashioned from carbon fibre, the modular body’s internal front wing, front splitter, flat underbody and rear diffuser accentuate brake cooling and downforce given the car’s 545kg dry weight.

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www.design-engineering.com

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CoverStory 23 flat, and how a front splitter and rear diffuser combined with the major issues. Plans are currently in the works to construct a flat bottom to create downforce at speed. These devices were manufacturing facility to produce an initial production run of 20 unknown to the Brio team, and St-Jacques brought them up to cars scheduled to commence later this year.

DE speed on their design and function. www.magnummk5.com Once the final design was achieved, after about three years of work, CAD data was used to produce the moulds for the carbon- Costa Mouzouris is a Montreal-based automotive freelancer fibre body panels. To validate the aerodynamics of the design, the and former motorcycle racer whose work regularly appears in car was shipped to Mooresville, North Carolina, where it was tested Toronto Star Wheels section and CanadaMotoGuide.com. at the A2 Wind Tunnel facility. Again, no changes were needed post wind-tunnel testing.

As a former auto racer, St-Jacques understands that the costs associated with hard track You would like to reduce your costs? driving can be exorbitant, so the MK5’s light You prefer a more reliable solution? weight not only benefits handling, but also We have the right approach for you. contributes to low tire and brake wear. Construction is also modular in design, to make disassembly and maintenance easier. Unlike, WE ARE THE ENGINEERS say, a Toyota Corolla, the MK5’s entire body OF PRODUCTIVITY. can be disassembled in minutes to gain access to the various mechanical systems, which can also be disassembled as units.

Curvaceous Silhouette The CAD process and continuous feedback from both companies proved effective enough that no further tweaking was needed once the prototype was constructed (it’s the only Magnum MK5 currently in existence). The formfitting body hugs the chassis beneath, giving the car an hourglass silhouette from above.

Despite its almost full bodywork (there’s no roof or windshield, and you must climb into it from above like a true racecar), body openings reveal some of the mechanical components beneath giving it an almost skeletal appearance.

“It’s almost like we shrink-wrapped the body over the cockpit,” says Bourgeois. “The openings in the body give you a peek at the suspension components and the cooling system, providing a good marriage between form and function.”

Although designing the MK5 was a relatively small-scale project for Brio, it was nonetheless a challenging departure for the firm, requiring a lot of manpower, and even, according to development director Couillard, some rethinking of manufacturing techniques.

“The complexity and precision of some of the components we designed caused some of our suppliers to rethink the way they approach certain operations,” says Couillard. “They learned a few things that they are now applying to other projects.”

To date, the MK5 has accumulated several thousand kilometers of track testing, which according to its maker has so far revealed no www.design-engineering.com

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24

ShopTalk only an understanding of ethics and law.”

Finding a job as a professional engineer in Canada and being successful at it requires a lot more than credentials. It’s these other less-understood and less clearly articulated skills and criteria that many ITEs are not prepared for when they arrive here.

“There’s a mismatch between what our immigration information tells engineers who are considering coming to Canada and what really happens on the ground,” Vig explains. “The evaluation process they undergo when applying to come here is not the same as the one the licensing body uses. We meet many ITEs at OSPE job fairs who are confused and discouraged. We try to offer some education about what the licensing process really involves.”

There’s another piece to the puzzle. Three years ago, Engineers Canada released a labour market study projecting a demand for about 5,000 engineering positions per year in Canada for the rest of this decade. It also predicted that over 1,300 engineering positions would remain unfilled in Ontario annually.

Clearly, there’s a discrepancy between how many trained engineers we think we need and how many are actually being absorbed into the workforce each year.

“Twenty-five per cent of key engineering personnel are due to retire soon, and only 25 per cent of new engineering graduates are actually being hired into engineering positions,” says Vig. “If it’s true that there won’t be sufficient numbers of domestically trained engineers to replace the retirees, the question In the Canadian engineering job market, local becomes how to adapt our policies to look at and training, experience and English-sounding names effectively access other groups who can fill the need.” trump international skills and education.

In the face of apparently conflicting information, OSPE conducted its own research, surveying engiBy Terra Lariviere and Aarthi Vig neering employers and engineers directly.

“What employers told us was that ITEs put too much emphan engineering licence, the coveted P.Eng. designation, is a sis on technical knowledge and experience and not enough on must-have for many professional engineering jobs in ‘soft skills’, like communications and teambuilding,” says Vig. Ontario. It’s especially desirable for anyone wanting a career “They said it’s hard to access academic qualifications and work path that involves upward mobility and progression in most experience from outside the country. A full 76 per cent said the engineering organizations and companies, big and small.

P.Eng. designation was an important or very important qualiThe process to become a P.Eng. can be long and arduous fication. But the Catch 22 is that engineers need to have at least under the best of circumstances. So imagine being new to the one year of Canadian experience to obtain their P.Eng.” country, not fully understanding the system or the work culture, The perspective is different for those ITEs who are looking not sure how to start the ball rolling or where to find help, and for a spot in the Canadian job market. Most emphasize their trying to communicate in your second or third language. It can technical skills, thinking employers would see this as a positive. be downright daunting.

Many believe, too, that they have the soft skills companies say “OSPE offers an exam skills preparation course for internation- they want, but employers just aren’t recognizing them. ally trained engineers with funding help from the Government Another recent OSPE study, Crisis in Ontario’s Engineering of Ontario,” says Aarthi Vig, who manages the program. “To be Labour Market: Underemployment Among Ontario’s Engineeringlicensed in Ontario, everyone must write and pass the Professional Degree Holders, examined data from Statistics Canada about Practice Exam (PPE) administered by Professional Engineers the types of jobs Canadians held as a function of the field of Ontario (PEO). Internationally trained engineers (ITEs) some- study in which they obtained their degree. It found that among times don’t realize that while there are other exams in the PEO immigrants, almost 24,000 worked as engineers or engineering process that test engineering technical knowledge, the PPE tests managers versus more than 43,000 of those with a Canadian

ENGINEERS in Waiting A

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www.design-engineering.com

15-05-21 7:21 AM

ShopTalk degree. Translation: Only about 21 per cent of ITEs were working in their field of study, compared to over 38 per cent of those who trained in Canada.

If the projections are true and we’re going to need more engineers, how can we find those with the right skills to satisfy the anticipated shortfall or get those we have retrained in the right areas? Perhaps more to the point, how can we address the challenges so many new-Canadian engineers face, those who have the knowledge, training and skills we say we need, but can’t get employers to recognize them?

“OSPE can do a lot to help turn the tide,” says Vig. “Networking with other engineers is a very effective way to make those all-important contacts that can help individuals get a foot in the door. An overwhelming number of opportunities are not advertised. ITEs need to learn how to access that hidden job market.”

Vig says we need to examine how we talk about organizational structures in North America. We tend to perceive ourselves as operating team environments in business, but most of our organizations are still really hierarchies. When employers are evaluating credentials, they often view them through a team-oriented lens, whether their company truly operates that way or not.

“At OSPE, our job-searching and professional development workshops can help ITEs dissect what this language and management philosophy means and how to reflect it in covering letters

25

and resumes,” she suggests. “Show them how to describe their experience in ways that are more reflective of Canadian culture.”

Flexibility and repackaging must go both ways. Vig says all the responsibility can’t rest with just the ITEs. Employers must be willing to change job postings to draw in people who have skills that are honestly transferable.

“We’re also educating employers about the way they determine the qualifications for postings, like using the P.Eng. designation as a proxy for real requirements. Someone who’s going through the licensing process may be just as capable of meeting their needs,” she says.

Recently, a Northern Ontario employer who attended an OSPE presentation adjusted their posting in the way Vig suggests, and an ITE who had been using OSPE for job-hunting help got the job. All it took was a little time, patience and willingness to reframe the problem so that new solutions could evolve. Sounds like the approach a competent, well-trained engineer would take. DE www.ospe.on.ca

This article appeared in the Winter 2015 issue of the Ontario Society of Professional Engineers’ magazine, The Voice. Terra Lariviere is a Toronto-based writer, editor and communications consultant. Aarthi Vig is the Project Development Manager for OSPE’s Professional Development And Career Services department.

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26 MotionControl

Chassis CONTROL University racing team streamlines CCM design for Formula race car using NI myRio controller and LabView platform.

By Dennis Honkanen

W

hen students at Sweden’s Lund University were building their team’s sixth formula student Lund University’s formula student car performing the skidpad event at vehicle to compete at Silverstone and Hockenheim in Hockenheim in Germany. (Pictures courtesy of formula student Germany) the summer of 2014, they needed to develop a chassis control module (CCM) that could complement the engine control unit (ECU) and offer data logging and rugged team had considered using a simple ~20 MHz microprocessor control capabilities. to run the real-time control, due to its deterministic properties, By easing and minimizing driver interaction with the while running the data acquisition on a National Instrument’s vehicle, the CCM lets the driver focus on the track and improve CompactRIO controller. lap times. As such, driver input and control must work flawlessly However, because of its real-time properties, the team realduring operation. After all, if shifting or clutch actuation fails, ized they could use LabVIEW’s reconfigurable I/O (RIO) archithe vehicle might have to forfeit the race. tecture to run both subsystems without timing problems or For their CCM, the design team followed three design cri- deadlocks. Since weight is a major concern in race cars, the teria: Extensive data logging, simplified driver interaction and student team decided not to use CompactRIO and, instead, extreme reliability. Due to the amount of vehicle testing planned, chose the lighter myRIO embedded device and LabVIEW softdata logging and data management were important to simplify- ware for the final deployment. ing and optimizing test procedures.

The systems use 33 of the ports on the myRIO, excluding The system consists of two parts. The first part, real-time power and ground connections, meaning that the hardware control, focuses on response time and stability since it is respon- connector types had to be reliable and easy to connect. The sible for clutch control, gear engagement with spark cut, brake standard connectors on the myRIO allowed the PCB containing light triggering and driver interfacing. all sensor pre-scaling and filtering to be Alongside that is a high-rate data wired using a flat cable, which simpliacquisition system that logs and, to fied installation and alterations. some extent, processes data from An automotive system must 27 sensors for wheel speed, damper withstand quite a bit of physical movement, accelerometers and abuse, including vibrations, driver behavior, among others. The impacts and a wide temperature main focus is to handle all incomrange. In particular, the team was ing data in an effective way. concerned about vibration; the racecar’s 450cc, one-cylinder Hardware Considerations engine produced substantial vibraEmbedded systems with different tions in the chassis, which transrequirements are often separated in ferred to every component on the hardware to make sure the timing control system. However, extensive requirements for the real-time control The Lund racing team’s steering wheel CCM inputs road testing (more than 500 km) are met regardless of variations in data include shift paddles, clutch actuation lever (not visible), demonstrated that the myRIO withrate from the sensors. For instance, the various multipurpose buttons and a feedback display. stood the strain.

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MotionControl

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Versatility and Compatibility Beyond the controller’s ruggedness, the versatility and compatibility of the myRIO unit allowed the team to integrate it alongside the ECU using CAN. This opened up the possibility of interfacing with engine parameters in a much more coherent and efficient way.

In addition, LabVIEW’s environment allowed for fast software development and easy reconfiguration between software iterations. This turned out A simple schematic of the myRIO CCM system shows some of the inputs and outputs. to be crucial during testing as the race team often needed to make small software changes in between testing runs. From the software side, LabVIEW offered a fast development In addition, the WiFi capability of the myRIO allowed the process with easy debugging and many built-in real-time team to transfer code iterations to the unit in the field without programming considerations that, according to the develophaving to open up enclosures and physically connect the myRIO ment team, lowered the bug count substantially. with the development laptop.

In the end, the Lund engineering team was able to sucOverall, the Lund University team said the NI platform met cessfully design and implement a CCM for the steering the requirements for their system in terms of physical robust- wheel-mounted driver inputs that reduced driver fatigue ness, computational power and embedded functions (A/D while also providing rugged and reliable shift and clutch converters, selectable pull-up resistors, and more). control.

DE One minor hardware issue was the myRIO’s relatively long www.ni.com startup time (10-15 seconds). This meant the team needed to implement power backup systems to handle eventual shorter Dennis Honkanen is the electronics manager for the Lund voltage drops, as occur if the engine misfired during startup. Formula Student Engineering team.

www.design-engineering.com

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28 Fasteners&Adhesives

HOLDING It All TOGETHER Poorly specified fasteners can have devastating effects on the bottom line.

By Jim Miller

time. Unfortunately, what looks good on paper doesn’t always work in the field, home or roadway. This is particularly true for rom concept and design to manufacture and distribution, a the specification of fasteners. All too often, the proper selection single product can cost thousands of hours to develop and and insertion of bolts, nuts and screws into the process is an millions of dollars to bring to market. Often times, the success undervalued ingredient to the process. Pricing and relationships or failure of its purchase are related to differing factors that include many times take precedent over good sense. pricing, critical reviews, quality, reliability and brand reputation.

Never forget that fasteners hold the whole thing together, no However, nothing can derail a promising introduction or matter what it is, and should always outlast the product’s life tarnish a company’s image faster than a product recall or reports cycle or warranty. What damage or inconveniences can be creof injury damage or worse caused by a malfunctioning or faulty ated by a coffee pot with a broken handle or a snow blower that component. The cost to replace the product can be the least of stops working on a cold, wintry day because the fastening pin worries. How can trust be rebuilt if someone, especially a child, broke in the engine shaft? Consumers seldom see the lighter is injured? Don’t even mention litigation or settlements. Some side of such situations. companies never recover from such tragedies.

Furthermore, problems like these happen all the time across Design engineering is essential to getting it right the first varying industries. According to a recent report in Global Fastener News, one of the world’s largest luxuryvehicle makers recently recalled approximately 400,000 cars and SUVs worldwide because of For An Angle Sensor That Works a defective bolt design.

Around Your Application…

In 2009, a leading manufacturer recalled nearly 750,000 high chairs due to hundreds of Rotary angle measurement just got complaints surrounding the loosening or falling better. With Novotechnik’s RFD4000 Series out fasteners and screws, which resulted in the touchless position sensor you can measure seat backs detaching or declining unexpectedly. through air or through non-magnetic Several years ago, a leading home fitness commaterials. Just attach a magnetic pick-up to pany also recalled nearly 70,000 home gyms your rotating application due to fasteners that failed to secure the rod box and mount the sensor nearby. to the frame on at least 10 occasions.

It doesn’t take much to cause a panic. A few structurally-unsound or poorly specified RFD4000 Series sensors are fasteners can have devastating effects on the extremely thin and compact with bottom line, while creating anything from a dimensions of 30x30x7 mm. The minor inconvenience for a few people to sensors are fully encapsulated for catastrophes for entire families. operation in tough environments.

As a result, fasteners should never be considered mere commodities in the design and • Repeatability of 0.1° Other specifications include: build process.

They are and must be recognized • 12-bit resolution • Electrical measurement range to 360° as an integral part of the product’s long-term • Absolute linearity ≤ ±1% • Unlimited mechanical life viability. This starts by asking the right ques• Single and redundant versions • Sealed to IP69K tions. What is the product’s life span? What is the potential for risk and injury? Is the fastener For complete RFD4000 information, visit www.novotechnik.com/rfd inserted to simply hold a part in place or will Novotechnik U.S., Inc. it be load bearing? What will be the weight of 155 Northboro Road • Southborough, MA 01772 the load? What are the environmental and Telephone: 508-485-2244 Fax: 508-485-2430 climactic conditions in which the product will be used? What is the temperature range? What

F

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May/June | 2015

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Fasteners&Adhesives is the composition of the other products? How much stress or vibration will the fastener have to absorb?

Without fully factoring each of these questions into the equation, fasteners can fail in two ways. Most common failures are related to either faults in the manufacturing process or errors in design and assembly. For instance, on the manufacturer end, problems can commonly be related to the improper construction of the fastener itself, flaws in the metallurgy, poor thread angling or the unintentional introduction of hydrogen in the finishing process resulting in fractures or hydrogen embrittlement.

On the design side, numerous challenges can arise if the joint design is unable to bear the load when tightened. This can result in self-loosening, fatigue, wear or even gasket leakage.

First of all, the proper choice of alloys is imperative for smooth, long-lasting operation. This is especially true in applications where corrosion is a major concern. Whether due to the interaction with other chemicals or the environmental consequence of use in highlyacidic areas such as ocean-front homes or businesses, it is imperative to specify fastener materials that appropriately resist common corrosion problems as well as stress corrosion cracking.

As an example, 305 stainless steel fasteners are ideal for use with chemically treated materials, plywood applications and all wood applications which are exposed to weather, high moisture and other caustic conditions. The high nickel content of the 18-8 stainless steels are also known for delivering superior

7PLNT15928.indd 1 www.design-engineering.com

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corrosion resistance, eliminating discoloration and staining around screw heads when inserted into various types of stained or unstained woods such as cedar or redwood.

In addition, eliminating play in the thread is essential for ensuring screws will not loosen under dynamic loads or as a result of vibration or other static forces. Normally designed with low carbon steel, light alloys or even some plastics, thread forming screws can provide a viable option for eliminating thread play when confronted with applications involving intense vibration.

Another important consideration is lubrication, which can help convert torque energy into actual clamping force and maintain consistent torque-tension relationships. Coatings can also enhance the corrosion resistance of all forms of screws used with hard or soft woods, chipboard and other tough or treated materials in both ACQ and salt spray conditions.

Furthermore, don’t forget the benefits of partnering with reliable and knowledgeable fastener manufacturers. True industry partners provide far more than product. This then allows companies to focus on their core industries and areas of expertise without worrying about the consequences of inadequately specifying the products that should be design to keep everything in place and running smoothly beyond the length of the warranty.

DE www.screw-products.com

Jim Miller is president & CEO of Screw Products, Inc.

3/20/07 12:32:48| PM 2015 May/June

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30 IdeaGenerator Automation Display Connection Beckhoff Automation released its CP-Link 4 solution, a display connection technology that transmits DVI signal, USB 2.0 signal and 24V power in a single cable.

On the PC side, the CPLink 4 connection can be made either via the PCIe module slot in the Industrial PC (IPC) or via the CU880x transmitter boxes. The CU8803 transmitter box provides the power supply for the Control Panel via the CAT.6A cable, which can be up to 100m long. The CU8803 box can be connected to any PC via a DVI and USB cable and requires a 24V supply. CP-Link 4 technology is directly integrated into the passive versions of panels in the multi-touch series from Beckhoff, so displays with an integrated processor are not required. www.beckhoffautomation.com

Machine Controller Yaskawa America released its MP3300iec machine controller, MotionWorks IEC version 3 and its remote I/O system, VIPA SLIO. The

company says the benefits of the three products are enhanced when combined with one another. A capability built into the latest version of MotionWorks, for example, automatically configures VIPA SLIO modules that are added to the network. In addition, the processing speed of the MP3300iec is increased to nearly double the rate of the previous generation of processors, an improvement used to full advantage when paired with the latest version of MotionWorks. In addition to MECHATROLINK-III, MP3300 and SLIO were created to work with full efficiency on EtherNet/IP and Modbus TCP networks. www.yaskawa.com

4k GigE Camera Teledyne DALSA has expanded its Linea family of line scan cameras with new 2k and 4k GigE Vision models. The units offer cycling mode, extended dynamic range imaging and the company’s TurboDrive technology, which allows the 2k and 4k models to utilize the full speed of the sensor (up to 80 kHz line rate) with no loss of image quality. The cameras also take advantage of the company’s Sapera LT Software Development Kit (SDK) and include Trigger-to-Image-Reliability diagnostic and monitoring tools. The camera’s Cycling Mode allows users to cycle through preset camera parameters, gain, exposure time, I/O outputs and FFC coefficients for each line. Burst Mode maximizes system data throughput, allowing users to acquire images at full speed and transfer during idle times. www.teledynedalsa.com

Servo Drive With SafeMOTION Release 1.9, B&R updated the safety functions for its ACOPOSmulti family: Remanent Safe Position (RSP) and Safely Limited Acceleration (SLA). The Remanent Safe Position (RSP) function allows SafeROBOTICS SLS, SLP and SLO functions to be used without homing after every power-on cycle. The Safely Limited Acceleration (SLA) function monitors the acceleration or deceleration of an axis. If the limit being monitored is exceeded, the SafeMOTION module goes into an acknowledgeable error state. Using the SLA safety function for coupled axes, for example, makes it possible to reduce the maximum remaining distance an axis will move in the event of an error. The speed limit set in the SLS SafeROBOTICS function can thus be configured closer to the point where there is real danger. www.br-automation.com May/June | 2015

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IdeaGenerator Motion Control Linear Actuators Bell-Everman is now offering a new compact model of their SLS sealed linear stage that keeps contamination, such as manufacturing debris, particulate or liquid contaminants, outside of the stage housing. Measuring 80 x 120mm, the SLS Light model handles maximum dynamic payloads of 15kg for the direct drive linear motor version and 30kg for the ball screw version. Both sizes deliver

a proprietary linear lip seal design that integrates with the stage’s anodized aluminum housing. The seal is made from a ruggedized polyurethane elastomer that resists chemicals, temperature extremes and mechanical wear. The seal can be quickly replaced without disassembling the stage or removing payload. www.bell-everman.com

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SCHUNK has expanded its EGP series with the addition of the smaller size 25. The gripper weighs 110g and has a stroke of 3mm per finger. The gripping force can be adjusted on two stages and its maximum gripping force is 40N. The gripper can handle workpieces up to 200g and its closing time amounts to 0.09s. Its brushless servomotors are equipped with cross roller guidance. The mechatronic gripper is based on the company’s pneumatic MPG-plus small part gripper. In most cases, users can transfer the sensor system of the MPG-plus onto the EGP and existing systems can be changed from pneumatic to electronic. The EGP can be mounted from the side or the bottom and complies with protection class IP30. www.schunk.com

Electric Actuators

Electromate has added Dyadic Systems’ SCN6 series 24V integrated electric actuators that feature a motor, encoder, drive and actuator in one package. The series is available in stroke lengths from 50mm to 300mm and 500N (51kgf) maximum thrust. They are constructed using an extruded aluminum body with 303 stainless for the shaft and rod tip. Actuators can be operated via 24VDC signals from PLCs or relays and can be connected in networks of up to 16 axes. Other features include +-0.1mm repeatability, 0.3mm backlash, up to 200mm/sec max. and IP40 sealed, with optional IP54 sealing. www.electromate.com www.design-engineering.com

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IdeaGenerator Motors Piston Motor Danfoss has expanded its Reverse Displacement Motor (RDM) line, an open circuit piston motor designed for Tier 4 agriculture, forestry and construction equipment applications.

RDM options now include 38cc, 45cc, speed sensor and 24V valve.

The increased displacements are designed for larger machines, while the speed sensor option provides more precise system efficiency control. The 24V valve accommodates additional machine electric architectures. The Danfoss RDM features a 12V or 24V integrated proportional shifting valve and eliminates the external valves and pressure supply required in typical reversing solutions. www.danfoss.com

Three-Phase AC Motor Oriental Motor USA introduced its KIIS AC Motor Series, a threephase standard AC motor line available in 60W (1/12hp) and 100W (1/8hp) output power with a maximum efficiency of 73%. When used with an inverter (VFD), the AC motor maintains a speed range from 3Hz up to 120Hz (90~3,600 r/min). The series also features

a slim terminal box with a cable outlet that can be rotated in 90° increments.

Gear head options include the company’s Hypoid right angle hollow shaft or solid shaft type. The GVH high torque parallel shaft is standard on all KII and KIIS Series AC motors and offers up to 350lb-in of permissible torque. http://orientalmotor.com

Vertical Gear Motor Baldor Electric Company has added its Baldor-Dodge Vertical GearMotor to its gear reducer product offering. The Vertical GearMotor is built on a standard low pole count induction motor platform utilizing Dodge planetary gearing and is available in six sizes for vertical pump speeds from approximately 100 rpm to 500 rpm. The motor has torque ratings from 550,000inlbs. through 7,000,000in-lbs. and approximate power ratings from 750hp to more 25,000hp, depending on output RPM. www.baldor.com

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IdeaGenerator 35 Power Transmission Ring Drive Indexer Nexen Group debuted its Precision Ring Drive Indexer (PRD) – an alternative to direct drive motors capable of 2x faster indexing than competitive indexing options, the company says. The PRD combines roller pinion system technology with a precision-grade bearing and gearhead. The PRD table is supported by a cross-roller bearing rated for loads up to 1575kN. It is capable of speeds up to 94 rpm and can handle peak torque inputs. Unlike most cam drive systems, the PRD can start and stop at any incremental position. www.nexengroup.com

Planetary Gearbox Pittman Motors has expanded its gearbox offerings with the introduction of PLG24, PLG42K, PLG42S, PLG52 and PLG63 planetary gearboxes. The gearboxes come in diameters from 24 to 63mm and output torques to 100

Nm (74lb ft). Reduction ratios range from 4:1 to 710:1 with more than ten standard ratios available in each size. Construction features vary, but typical versions include gears and ball bearings made of steel or engineered polymer. OEMs can specify custom output-shaft features, lubrication and reinforced output-shaft assemblies for differentiated solutions tailored to specific application requirements. www.pittman-motors.com

Linear Drive Uhing announced that the linear pitch on rolling ring linear drives can now be manually adjusted using a lever control option on the drive unit, independent of the drive motor speed or other controls. For example, the model RG3-15 drive unit has a maximum linear pitch of 11.4mm (0.45 in.) at a 1:1 gear ratio.

Gearing of 2:1 makes the maximum pitch 22.8mm (0.90in.). There are 100 notched settings on the pitch control scale. Moving the pitch control lever one notch up or down increases or decreases the linear pitch by a value of 0.01. In addition to the 10:1 adjustable pitch range, the drives offer axial thrust from 30 Newtons (7 lbs.) to 3600 Newtons (800 lbs.). Pitch, thrust and travel direction are all controlled mechanically – without clutches, cams or gears. www.amacoil.com

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36 IdeaGenerator Sensors Capacitive Sensors

CLIPPARD 10 MM & 15 MM MINIATURE SOLENOID VALVES Clippard’s compact valves offer many features for design flexibility especially in applications with limited space. Available in 2-way or 3-way configurations, as Normally-Open or NormallyClosed, flow rates from 0.5 to 3.0 scfm are available dependent on the orifice size. Other features include highly-visible LED indicator light and manual override, quick response time, and multiple mounting and voltage options. For easy installation and versatility, select from five connector styles.

Clippard Instrument Laboratory, Inc. www.clippard.com Tel: 1.877.245.6247 • Email: sales@clippard.com

ADHESIVE FOR HIGH TECH APPLICATIONS Master Bond EP79FL adhesive is widely used in the electronic, electrical, computer, semiconductor, microwave, appliance and automotive industries. It offers high flexibility and outstanding bonding and sealing properties while maintaining low volume resistivity and shrinkage. EP79FL features a one to one mix ratio by weight or volume making it easy to handle.

Master Bond www.masterbond.com/tds/ep79fl Tel: 1.201.343.8983 • Email: info@masterbond.com

CARLO GAVAZZI launched its 4th Generation TRIPLESHIELD CA18CA capacitive proximity sensors. In addition to improved compensation for dust and humidity, an optional Dust Alarm Output gives an early warning of accumulation on the face of the sensor. The CA18CA Series is designed for harsh environments, providing IP67 and IP69K protection, and ECOLAB approval for chemical resistance. The sensing face can withstand up to 248ºF (120°C). An optional Temperature Alarm Output warns the user if the sensing face surface exceeds 140ºF (60°C). The CA18CA sensors are available in a range of configurations and are cULus and ECOLAB approved. www.GavazziOnline.com

Linear Position Sensors Novotechnik U.S. introduced its TE1 series of absolute linear position sensors, which feature an integrated microprocessor and associated circuitry to provide signal conditioning and long cable runs without substantial signal loss. The series includes versions with and without return spring. Ball coupling is included for backlash- and shear force-free operation. Housing profile of the TE1 Series is 0.70in. (18mm). Key specifications for the TE1 Series include 25 to 150mm measurement range for both rod and rod with return spring versions. Resolution is unlimited and repeatability is 0.002mm. Linearity is to ± 0.075% of full scale. Four output options are available: 0 to 10V, 10 to 0V, 4 to 20mA and 20 to 4mA. Sensor life is >100 million movements. www.novotechnik.com

Magnetic Encoders DUST COLLECTORS NEW - FULL LINE LITERATURE GUIDE This impressive NEW guide outlines dozens of N.R. Murphy dust collectors, installations, capacities, styles and models. A must for any reference library. N.R. Murphy Limited has been in business over 70 years and has thousands of satisfied customers. “Dust Collectors are all we do; so get it done right the first time. Just Ask the Experts.”

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POSITAL-FRABA has unveiled two communications interfaces (PROFINET and EtherCAT) for its IXARC magnetic rotary encoders. PROFINET, a development of the widely-used PROFIBUS fieldbus system, includes special Ethernet communications protocols to provide real-time signaling between devices. EtherCAT, a special form of industrial Ethernet, ensures rapid communications where real-time control is essential. The encoders provide 12-bit accuracy and dynamic response and are engineered to operate reliably in wet and dirty conditions with shock loadings of up to 300g. Multi-turn models have a range of up to 65,536 revolutions. IXARC encoders are available with multiple options for housing size and materials, flange configuration, shaft type and diameter, connection/wiring type and level of environmental protection. www.posital.com www.design-engineering.com

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CanadianInnovator

37

University of Manitoba’s skiing robot, Jennifer, with her main developer, engineering grad student, Chris Iverach-Brereton.

SKI-BOT

Jennifer, University of Manitoba’s skiing and hockey-playing robot, is one of the world’s most advanced autonomous humanoids.

By Treena Hein

W

hile most robots are designed to perform dreary and dangerous tasks, some live the Canadian good life. Among these leisure-loving entities is Jennifer, a 48-inch tall hockeyplaying and downhill skiing humanoid robot developed at the University of Manitoba.

Officially introduced in 2012 as the world’s first hockeyplaying humanoid robot, Jennifer can skate a little on ice, handle a puck to some extent with her tiny hockey stick and shoot both forehand and backhand (all with a helmet on for safety, of course). Aptly named after Canadian Olympic hockey triple gold medalist, Jennifer Botterill, the sporty robot won the prestigious International Conference on Robotics and Automation’s ‘DARwIn-OP Humanoid Application Challenge.’

Since then, her creators — Professors John Anderson and Jacky Baltes, co-directors Autonomous Agents Laboratory at the University of Manitoba and the combined effort of many graduate students — have taught Jennifer to ski. In preparation www.design-engineering.com

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for the 2015 DARwIn-OP Humanoid Application Challenge in Seattle, the robot was programmed to both cross-country and downhill ski, albeit on the bunny slope.

“Developing a responsive robot is a fundamental part of understanding the human brain,” Baltes explains. “To me, it’s one of the greatest intellectual challenges at this time.”

Baltes was led to this type of robotic work because he came to realize early in his career that his artificial intelligence research (and that of many others) was based on elaborate simulations and it was literally time to get real.

“It’s also an example of the paradox in AI, that things that we think require a lot of intelligence, and not everyone can do, such as playing Grandmaster chess or medical diagnosis, turn out to be relatively simple for a computer. However, simple things that we take for granted, such as tying our shoe laces, are years beyond the state of the art,” he says. “So, I felt that to make sure that my work is not based on castles in the cloud and to make sure that we solve the really interesting tough problems, we have to be in the physical world.”

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CanadianInnovator Anderson, Baltes and their students spent ten years developing the control algorithms for their suite of robots. Based on this framework, it only took less than four months in 2011/2012 to create a robot that could skate and play hockey.

“At first we thought that we could just adapt a walking gate, but it turns out that skating is very different,” Baltes explains.

“With walking, the ground reaction forces are the same in all directions, but with skating they are very strong to the side and almost zero front and back.”

After this became clear, the team created new parameterized motions for skating, but a new limitation presented itself.

“Although we had the motions down, the knee joints in the robot do not have enough torque to generate a long glide phase, so we can only do simple skating,” Baltes explains. “Our servos are much, much weaker than comparably-sized human muscles.”

At that point, the skates also presented another hardware challenge, and it took several iterations before they created a pair that worked well on the ice, given the weight of the robot.

By February 2015, the group introduced Jennifer’s new crosscountry and downhill skiing abilities. Her cross-country gait is not that much different than walking and ice-skating gaits, and is again limited by the torque of the knee joints. On a decline, however, it’s a whole new ballgame. Although energy for movement is provided by gravity on the downhill slopes, the robot

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must control that energy by braking with the ski edges. It can also switch from cross-country to alpine skiing when a change in decline is detected.

The development of Jennifer’s movements and responsiveness to the environment are just the beginning in terms of what lies ahead in robotics. By building more and more complex robots, evaluating them in international competitions, and iteratively creating new designs, Jennifer and robots like it will keep improving human understanding of the underlying problems in robotics as well as possible solutions.

“In terms of the future, the skills that we work on now like balancing, complex motion planning and human-robot interaction are fundamental to the design of intelligent, multi-purpose helper robots,” Baltes notes. “There is also the potential to have similar software connected to an exoskeleton so that paraplegics might be able to walk, but some high-level commands and some of the sensor processing will be done by the human.”

As for Jennifer, Baltes says the robot will evolve beyond winter sports and be among its creators’ entries in the HuroCup, the most challenging autonomous humanoid competition on the planet. Each robot entered must compete in nine events: A sprint, marathon, navigating uneven terrain, soccer, basketball, wall climbing, obstacle run, weight lifting and, new for this year, the high jump.

DE http://aalab.cs.umanitoba.ca

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