Design World July 2016 by WTWH Media LLC

www.designworldonline.com July 2016

INSIDE: LINEAR MOTION: Controllers keep trains on track PAGE 70

MECHANICAL: UL Listed or UL Recognized which cable is the right one? PAGE 78

torque APR15-A&C Snipe_Snipe 3/13/15 2:39 PM Page 1

TEST & MEASUREMENT: The basics of motor testing PAGE 82

or better efficiency?

l r o fo ntr d Co e i l Al n & nk tio i Th ma to u A

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I n s i g ht s Could your company operate without its data? What do these names have in common: Sandworm Team, Lizard Squad, Comment Crew, AnonGhost, LulzSec? If, like me, you’re the parent of a teenager, you may think these are either the latest hot bands or some sort of new messaging app. But the reality is far scarier. These are international cybersecurity organizations, many operating from overseas countries, that can affect your business in a dangerous way. Mark Weatherford, vArmour and The Chertoff Group spoke about cybersecurity at the recent NAHAD Conference and Annual Meeting in Colorado Springs, and the possibilities are chilling. “The barriers to cyber security are so low, anyone in this room could learn to be a hacker in 30 minutes,” Weatherford told the audience of manufacturers and distributors. “There is this perception that these are very crude individuals, but they are running their organizations like you are running your businesses.” It’s easy to think that we’re safe in our little bubbles of manufacturing, but all types of businesses, large and small, are being hit. These groups are active in manufacturing, communications, defense, energy, healthcare, transportation, and even water. The risks of getting caught in many countries is almost insignificant, Weatherford said. And more than 50% of attacks are the form of some type of insider activity. That doesn’t mean you have a spy in your company, but naïve or ignorant users only need to click on an email attachment one time to put your company at risk. Ransomware is a particularly scary thing. It happened to one of my relative’s businesses last year, and the results could have been devastating—had they not had their data backed up offsite. In this scam, the bad guys obtain access to the company’s business network through a corrupted email attachment. When that attachment is opened, nothing happens, the user shrugs and deletes the email. But now that the hackers have an open door, they systematically–maybe for months– gain access to all the company’s data, files, systems. Then one day, a popup appears on the company computers. It says you have 72 hours to pay several bitcoins to them (generally a few thousand dollars) or they will erase all your company’s data. Stop and think about that. Could you operate tomorrow without any of your data? Your customers, who owes you money, the specifications for your products? What’s worse, the IoT is connecting devices everywhere—from sensors to hydraulic cylinders to electric motors. This means more coming risks. As much as I see companies singing the praises of the IoT, there is almost no information on security. There seems to be no consistency of security across mobile and cloud environments. And that’s a problem that we need to address. Security, unfortunately, isn’t merely a concern for our IT departments anymore. And I don’t see any company or organization stepping up to the plate to take the lead and show how to move forward. What is your company or industry doing in this arena? I’m interested in hearing your thoughts. DW

Pa ul J. Heney - Edi tor i al D i re ctor pheney@wtwhme di a.com

On Twitter @ DW—Editor 4

Insights 7-16_Vs2.LL.indd 4

DESIGN WORLD

July 2016

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“It took us three days to get a replacement computer cabinet and we didn’t want to risk another heat failure. Fans weren’t an option since they would just blow around a lot of hot air. Freon-type air conditioners like those on some of our other machines were a constant maintenance project of their own. We purchased EXAIR’s Model 4330 NEMA 12 Jeff Hauck, Lasercraft Inc. Cincinnati OH

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Te s c h l e r o n To p i c

When “scientific reasoning” is an oxymoron The journal Science had an interesting take on a recent statement by the American Statistical Association (ASA): Imagine the American Physical Society convening a panel of experts to issue a missive to the scientific community on the difference between weight and mass. And imagine that the impetus for such a message was a recognition that engineers and builders had been confusing these concepts for decades, making bridges, buildings, and other components of our physical infrastructure much weaker than previously suspected. Science is referring to the “ASA statement on statistical significance and p-values.” The ASA claims misunderstandings about the meaning of the P value undermine the credibility of many scientific claims. It further implies that these misunderstandings could explain why so many scientific findings described in journals can’t be replicated by other researchers.

Readers may recall from their undergrad class in basic statistics that the P value is one of the main statistical measures used to decide whether scientific results are statistically significant or not. And worries about its misuse have been circulating for years among statisticians. One of the worriers is William M. Briggs, Adjunct Professor of Statistics at Cornell University. “The technical definition of a P value is so difficult to remember that people just don’t keep it in mind. Even the Wikipedia page on P value has a couple of small errors,” he says. “People treat a P value as a magical thing. If you get a P value less than a magic number then your hypothesis is true. People don’t actually say it is 100% true, but they behave as though it is.” The trouble is that relying on a P value as an indication of statistical significance can give researchers a false sense of security about their results. Briggs says even peerreviewed papers from cancer researchers have been known to draw questionable conclusions based on this single metric. “P values can and are used to prove anything and everything. The sole limitation is the imagination of the researcher,” he says. “To the civilian, a small P value says that statistical significance has been found. This, in turn, says that the hypothesis is not just probably, but true.”

The ASA seems to come to the same conclusion but puts it more circumspectly: “The widespread use of ‘statistical significance’ (generally interpreted as ‘p ≤0.05’) as a license for making a claim of a scientific finding (or implied truth) leads to considerable distortion of the scientific process.” More proof that the concept of statistical significance is widely misunderstood comes from Steve Ziliak, an economics professor at Roosevelt University who coauthored a book called The Cult of Statistical Significance. Ziliak says he combed through papers published in a number of prestigious economics, operations research, and medical journals. He found numerous instances of researchers who used statistical significance as if it was the same as correlation. “They confuse the probability measure with a measure of correlation-ofeffect size. But they are two very different things. It is almost embarrassing because it is such an elementary point.” The upshot: Many researchers don’t know how to interpret their own data. This situation would be funny if the subject wasn’t so serious. DW

Le la n d Te sc h le r - Exec u t i ve Edi to r ltesc h ler@wtwh m edi a .co m

On Twitter @ DW—LeeTeschler

DESIGN WORLD

Lee Teschler Column 7-16_Vs1.indd 6

July 2016

7/6/16 2:24 PM

@ Heli-Cal.com

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Te c h n o lo gy Fo r wa rd

The 8 ways 3D printing is changing manufacturing forever People debate whether 3D printing / additive manufacturing will really have an impact on design and manufacturing. Hod Lipson, professor at Columbia University, recently gave a presentation on why 3D printing will definitely disrupt what we know of today as design and manufacturing. Here are his 8 reasons.

1. No assembly required 3D printing enables designers to develop and build whole assemblies, such as a clock with all the gears already put into it, or a bearing with the balls already inside, or, very soon, parts with the electronics printed in. This capability reduces the need for a manufacturing assembly line, or at least eliminates many of the assembly stations, which saves cost.

2. Variety/quantity is free With traditional manufacturing, it costs you to change a machine or line to accommodate a variation. With 3D printing, you can switch from printing a car to printing shoes to printing jewelry to printing just about anything on the very next build. All that’s required is to download the CAD file. On top of that, you can can print 1, 100, to 10 000 parts, and not add cost to the project (except for cost of material used).

3. No skill in manufacturing needed Once the design has a CAD file, manufacturing the object consists of pushing the “on” button. Today, kids are printing complex parts on their 3D printers.

4. Reduce or eliminate lead time You can hold your design in your hands within hours, instead of days or weeks. Then you can alter and change it, and iterate the design as many times as you want until it’s perfect.

5. Design constraints are only limited by your imagination Parts within parts. Parts with various geometry holes in them, or parts with amazing geometry shapes. You can make things that were impossible just a few years ago. Throw out convention! Challenge your imagination. 6. Compact, portable technology Some 3D printers are as large as machining centers. But many are about the size of a large piece of a luggage. If you have a power source, you can build your designs nearly anywhere.

7. Complexity really is free With traditional manufacturing, complexity entails multiple steps and time to develop the tool path—if that path is even feasible. With 3D printing if you can dream it and design it, you can build it. And adding features does not add to the cost to make. This is a first in human history. You can add holes, slices, tunnels, and so on without adding to the cost to make the part.

8. An increasing array of material choices More vendors are offering thousands of colors in their build materials. In addition, vendors are exploring with textures and durometers. You can create blends of materials into meta materials. These meta materials will have properties not possible with traditional metals or plastics. This is just the beginning. DW

Le sli e La n gn a u - M a n ag i n g Edi to r lla n g n a u r@wtwh m edi a .co m

On Twitter @ DW—3Dprinting 8

DESIGN WORLD

Leslie Column (Technology Forward) 7-16 Vs4.LL.indd 8

July 2016

6/30/16 11:34 AM

CNC MACHINING PLASTICS ABS • ABS-Flame Retardant • Acetal 20% Glass Filled / Delrin 570 • Acetal Copolymer • Acetal Homopolymer / Delrin 150 • Acetal Static Dissipative / Tecaform SD • CPVC • HDPE • LDPE • Nylon 6 • Nylon 6/6 • Nylon 6/6 30% Glass Filled • PC • PC 20% Glass Filled • PEEK • PEI / Ultem 1000 • PEI 30% Glass Filled / Ultem 2300 • PET • PMMA / Acrylic • PP Copolymer • PP Homopolymer • PPE+PS / Noryl 265 • PPSU / Radel R 5500 • PS (HIPS) / Polystyrene • PSU / Polysulfone • PTFE / Teflon • PVC • UHMW •

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In Memorium

Ron Bullock Ron Bullock the Owner and Chairman of Bison Gear and Engineering passed away recently at the age of 73. To many who worked at the company, Ron was also a mentor and friend. Ron’s life affected everyone he directly worked with over his 30+ years of service and leadership. But his life also touched the lives of countless people pursuing a career in the manufacturing industry. Ron began his career with Bison in 1981. He served in key R&D, engineering, marketing, operations and general management roles before acquiring the company in 1987. Since then, he led it through unprecedented growth while simultaneously expanding the company’s product line, distribution channels and introduction into the European market. Ron championed Bison’s customer focused approach, while also driving a culture of continuous improvement. In addition to his work, Ron was a dedicated proponent for American manufacturing. He recently completed a two-year term as Chairman of the Manufacturing Institute, a 501c3 think tank affiliated with the National Association of Manufacturers—for which he also served on the board of directors. He also served as Chairman of the Illinois Manufacturing Association, the IMA Education Foundation and founder of the Illinois P-20 council. In addition, Ron served on the Industry Advisory Council on Electric Motors at Underwriters Laboratories; was a director of the American Gear Manufacturers Association, led a research team for the Instrumented Factory for Gears (INFAC) at Illinois Institute of Technology; and was President and trustee on AGMA’s cooperative venture with the American Society of Mechanical Engineers, the Gear Research Institute. He was president of the Small Motor Manufacturers Association and founding president of their Electric Motor Education and Research Foundation. A graduate of Wright State University, he contributed to the establishment of the Wright Center of Innovation for High Performance Computing. He was elected an Eminent Engineer by Tau Beta Pi, the National Engineering Honorary Society, in 2004, and received the McGladrey Lifetime Achievement Award in 2010. Ron also concentrated on the importance of continuing education and community outreach. BisonCares, (a 501c3 charity organization operated through Bison Gear and Engineering) recently celebrated its 10-year anniversary of providing services and support to local charities. He funded several scholarship programs through the IMA Education Foundation and also offered financial support to children of company associates attending college through the Bullock Family Scholarship. His contributions to his family, community and country will be felt for years to come. He will be missed. His strong leadership will be continued by his associates, guided by the principals and the knowledge he shared. Marc Bours, who has 30+ years’ experience in the industry and who is the lead director on Bison’s Board of Directors, has been appointed interim CEO effective immediately.

www.designworldonline.com

In Memorium 7-16 Vs3.LL.indd 11

July 2016

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HELPING THE WORLD GO

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e r s a n d o u r n s , w h ic h p r o d uc t s .

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Co nten t s |

July 2016 • vol 11 no 7

designworldonline.com

F E AT U R E S CONTROL 62 MOTION More torque or better efficiency Step motor systems are a bedrock of the motion control industry. Here we explain the latest developments making step motor systems even faster, quieter, and more energy efficient than ever before.

70 Controllers keep trains on track LINEAR MOTION

With over 200 trains, 100 individual tracks and more than 1,200 cars, Entertrainment Junction’s complex control system keeps model trains running on time.

78 MECHANICAL UL Listed or UL Recognized which cable is the right one?

Just because it has a UL mark does not necessarily guarantee acceptance; after all, approval can be a tricky business. Before choosing a cable for a device or machine design, it pays to know the difference between these approval types.

82 TEST & MEASUREMENT

The basics of motor testing Testing electric motors doesn’t have to be a mystery. Knowledge of the basics together with powerful new test equipment vastly simplifies the job.

88 COUPLINGS 12 best practices for choosing the right coupling

Specifying couplings for a motion system may not stretch the limits of your engineering degree. But paying a little extra attention to them early in the design process can help prevent larger problems down the line.

96 ELECTRONICS Fuel cell power gains momentum Hydrogen fuel cells have numerous advantages over even the best battery technology for running planes and even heavy duty vehicles.

Adhesive www.designworldonline.com

A Supplement to Design World - July 2016

Spin coating with UV polymers Join parts faster, smarter, and under budget with TiPS from leading suppliers

ON THE COVER

Adhesive Tip cover 7-16.indd 107

6/24/16 8:29 AM

103-110

This is a StepSERVO closed-loop integrated stepper motor. It includes feedback, driver and controller boards, power, communication and I/O electronics. Courtesy Applied Motion Products 2015

2015

2015 O N LIN E

revenue over $3 million

DESIGN WORLD

CONTENTS JULY 2016_first page_Vs3.LL.indd 14

7/6/16 12:51 PM

160601_PDCShip_EEW_US.indd 1 Digi-Key 7-16.indd 15

5/25/16 6/24/16 4:58 9:26 PM AM

Depiction of Frequency Waves

7.2 01 6

Con te n ts

INNOVATING SHOCK & VIBRATION SOLUTIONS

D E PA R T M E N T S 04 Insights 06 Teschler on Topic 08 Technology Forward

MADE IN THE U.S.A.

800.838.3906

1 1 In Memorium: Ron Bullock 18 Green Engineering 20 Design For Industry

www.sorbothane.com

32 Design Notes 42 Robotic Trends 46 CAE Solutions 50 Internet of Things 111 Products 116 Ad Index

20 16

Contents JULY_second page_Vs3.LL.indd 16

DESIGN WORLD

July 2016

6/30/16 11:46 AM

Altech 7-16.indd 17

6/24/16 9:27 AM

» G re e n E n g i n e e ri n g

n Paul J. Heney • Editorial Director

Sealing manufacturer gets aggressive with its recycling program

With landfill space at a premium throughout the world, a Freudenberg-NOK Sealing Technologies plant in Mexico is making an environmental difference by recycling nearly 100% of its industrial scrap and waste. Freudenberg-NOK’s Cuautla facility, in the state of Morelos, adopted an aggressive recycling program nine months ago in keeping with the company’s overall push to embrace sustainability as a business objective. The plant had no recycling initiatives in place when it began development of the program and all of its trash was landfilled. Today the facility recycles approximately 17 tons—99% of what it produces—in monthly trash. The achievement represents a benchmark in recycling programs among the company’s 21 industrial facilities in the Americas, said David Lawson, Director of Health, Safety and the Environment for Freudenberg-NOK. Where other recycling programs have addressed some plant waste streams, like packaging debris or paper and plastic trash, the Cuautla program is all encompassing and addresses every waste steam in the facility, from rubber and industrial scrap to paper, plastic, wood, metal, glass and even organic waste. “A program like this takes commitment, imagination and foresight,” Lawson said. “It wasn’t motivated by regulatory mandate or by short-term payback. It was solely implemented because it was the right thing to do to help achieve a sustainable future within the plant and the community.” As part of the program, for example, Cuautla has partnered with a vendor who uses its rubber scrap waste to produce mats and flooring for sports facilities. The rest of its waste stream—wood, metal, cardboard, glass and plastic—is also separated and sold, said Luis Medina, Health Safety and Environment manager, 18

DESIGN WORLD

Green Engineering_7-16_Vs2.LL.indd 18

Cuautla. Organic waste is composted on site and used to fertilize green areas around the plant. As a result, where the plant formerly dumped 100% of its trash into landfills, almost no plant waste ends up in landfills today. The plant was awarded a “We All Take Care” award by Freudenberg-NOK for its achievement. The program is a series of annual awards given by the company to its facilities and business groups that engage in projects that promote health management, safety, environmental protection, risk mitigation and corporate social responsibility. “This project has made all of our employees more environmentally aware of their ecological footprint, and they all are proud to participate in its ongoing success,” Medina said. “Recycling addresses our principle of taking responsibility for the countries and communities where we do business. We are very proud of our accomplishment.” Medina said the plant will work with other facilities to help them establish their own all-inclusive recycling programs. DW

Freudenberg-NOK fst.com

July 2016

6/30/16 11:47 AM

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military/aerospace

» Design for Industry

packaging

A LOGO!MAT E-CART, built into the facility floor, transfers a floor sweeper. The E-CART is an electric conveyor system capable of operating itself within Industry 4.0 parameters.

Conveyor design with IoT in mind Big data, the Industrial Internet of Things (IoT), autonomous robots, system integration, clouds, virtual systems and more are here, with reinforcements inbound, ready to be integrated into the existing manufacturing infrastructure to maximize its efficiency and create an environment that can handle anything the internet and a demanding world of consumers can throw at it. But many manufacturers feel they are not yet ready for the shift to an integrated manufacturing environment as seen in the Smart Factory sections of the online Industry 4.0 how-to guides. A 2015 report on Industry 4.0 by the global consulting firm, McKinsey & Company, showed that only 48% of the 300 manufacturing leaders surveyed felt ready for Industry 4.0 changes. Many are skeptical or even unaware of what exactly these changes entail. One system, if properly used, can help ease some of the uncertainty towards Industry 4.0 prosperity. Conveyor systems have been the beneficiary of many advances through the years in how they operate. With the drive to implement Industry 4.0 on a worldwide scale comes a need for seemingly limitless conveyor systems that can handle the improvements, and are just as successful today as they will be in the near future when, for example, “Rupert Robot” in Germany notifies administrators in Ohio by text 20

DESIGN WORLD

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July 2016

message that line maintenance is needed, and automatically orders replacement parts and boosts production of adjacent lines to avert any production loss. It behooves both conveyor supplier and conveyor user to design and implement automation systems and layouts with the future in mind, regardless of their current adoption of IIoT concepts. Decentralized and modular smart controls allow easy system integration with the IIoT and smart components. Conveyor systems and components are increasingly adaptable and modular to extend their usability and life. More low voltage electronic components and systems are taking the place of pneumatics and chains to save costs and provide increased control over conveyor operations. All of this helps further the digitization of industrial operations, while saving administrators from having to repurchase a conveyor system to do it.

www.designworldonline.com

6/30/16 12:00 PM

machine tool/aerospace/military

» Design for Industry

The E-CART demonstrates adaptable tooling capabilities with a CARTmounted hydraulic lift. A massive axle assembly is used to test the anti-tip capabilities of a newly built E-CART system.

An E-CART built for demonstration purposes carries auto part mock-ups through a simulated operation.

One example is the LOGO!MAT E-CART, an electric, adaptable, self-driven automation system. It includes a “pallet,” or cart, that is an automated and adaptable platform to build upon. It can precisely operate itself; and various communication, sensor and tracking configurations can be added for the addition of network-enabled IIoT devices for complete control and monitoring of the system. It reduces noise and eliminates pneumatic generation costs. It is a merging of the qualities of an automated guided vehicle and a conventional roller conveyor to create a conveyance that allows electronic, automated control of an individual work-

piece, as well as the entire system. Through simple programming, most functions of the ECART system can be tailored to fit the changing needs of system integrators. DW LOGOMAT automation systems Inc. logomat-online.com/us

WHAT DO YOU THINK?

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The Worry-Free Cable Experience

6/30/16 12:01 PM

military/aerospace

Âť Design for Industry

food/beverage

Rugged valves This valve family will handle the aggressive chemicals and cleaners often used in food and beverage. The iDP Valve family is a series of inert media separation valves, specifically designed for aggressive liquids and gases. The 300 and 350 Series iDP models are 2-port valves constructed of material that will handle chemicals and cleaners, and elevated liquid temperatures. The flexing diaphragm-poppet isolates media from the solenoid, within an inert body material, ensuring long life and sustained performance. 3-port models coming soon. Applications include: clinical diagnostics, analytical chemistry, food and beverage, and gaseous flow control. DW Humphrey Products Humphrey-products.com

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6/30/16 12:04 PM

Power Review

Altra Industrial Motion Vol. 5 | No. 2 | 2016

The Power Brands in Power Transmission

Featured in this Edition... Get Connected with Altra’s Newsroom Formsprag Rebuild & Overhaul Service Boston Gear Original Domed Crown™ Stainless Steel 700 Series

Formsprag Rebuild & Overhaul Service

L-Jaw Coupling Interchange TBW MTO Sheaves Ameridrives Rebuild Service

Ameridrives Rebuild Service

Sure-Flex® Plus: A New Standard for Performance Svendborg Brakes Service & Maintenance Gearing Solutions for the Nuclear Power Industry

Find Altra Industrial Motion on:

Altra Industrial Motion Ameridrives Couplings Ameridrives Power Transmission Bauer Gear Motor Bibby Turboflex Boston Gear

Altra Industrial_#1_7-16.indd 23

The Power Of Experience

Delroyd Worm Gear Formsprag Clutch Guardian Couplings Huco Dynatork Industrial Clutch Inertia Dynamics

Kilian Manufacturing Lamiflex Couplings Marland Clutch Matrix International Nuttall Gear Stieber Clutch

Svendborg Brakes TB Wood’s Twiflex Limited Warner Electric Warner Linear Wichita Clutch

For more information contact us at: info@altramotion.com or visit www.altramotion.com

Scan to download the interactive version of the Power Review

6/24/16 9:29 AM

Formsprag Rebuild and Overhaul Service Send Formsprag your old clutches to make them like new again. The difference is not just cosmetic. All internal components – sprags, energized springs, retainer, bearings, seal and hardware are refurbished or replaced to new performance standards. The inner and outer races are ground to specifications noted below so that no wear patterns remain. • Sprag Surface is hardened to 58-62 Rc • Sprag Surface finish is 15-25 microinches • Sprag Surface taper limit is 0.0002 inch per inch Consider these advantages: - Price – A guaranteed savings of at least 30% or more versus new product - Speed – Clutches are received, inspected and rebuilt in the shortest possible time frame - Warranty – 1 year on labor and materials, same as new clutches - Emergency Breakdown Program – All products that are air freighted into the Warren plant are processed immediately and, in most cases, are able to be rebuilt within a 24-hour period. For more information download Application Guide P-1465-FC from www.AltraLiterature.com

Boston Gear Original “Domed Crown™” Stainless Steel 700 Series Utilizing the often imitated but never equaled 700 series worm gearing combined with new exterior designs, the new stainless steel 700 series performance has been optimized to withstand the harshest washdown conditions! The Boston Gear Service Advantage • Standard 2 day delivery on any cataloged SS700 Series product • Same day break down service • After hours/holiday hotline • Stocked at local and regional distribution centers

Certified

Laser marked nameplate provides worry-free part identification while maintaining a smooth, unetched surface. Rounded housing prevents foreign matter adherence and fluid accumulation.

The Stainless Speed Reducer is NSF International certified and the Stainless Gearmotor is UL / ULc Certified. For more information download P-1998-BG & P-7756-BG from www.AltraLiterature.com or visit www.BostonGear.com

L-Jaw Coupling Interchange TB Wood’s L-Jaw coupling is designed to meet high-quality standards while remaining affordable. The L-Jaw is available with three insert materials and is 100% interchangeable with industrystandard designs. An L-Jaw assembly consists of one spider (Buna-N, Urethane or Hytrel) and two hubs (L, AL or SS). Order by component. See catalog for available stock sizes. For more information, download P-8017-TBW from www.AltraLiterature.com

Altra Industrial_#2_7-16.indd 24

TB Wood’s Made-to-Order Sheaves TB Wood’s is recognized in the industry as the “Large Sheave” experts with a maximum capacity of 108-inch diameter. Experienced Application Engineers provide optimum designs and specific application selections. Integrated foundry with machining enables superior response time for made-to-order products. Special Made-to-Order capabilities include: - Specific, special diameters to achieve optimum speeds - Special hub designs - High-grade of iron (ductile) for high speeds - Private-branded sheaves with OEM brands/part numbers For more information, download P-7968-TBW from www.AltraLiterature.com

6/24/16 9:30 AM

Ameridrives Rebuild Service Ameridrives remanufactured couplings look like new, perform like new and are warrantied like new. Ameridrives Rebuild Service can refurbish your old, worn couplings for substantially less than the cost of a new replacement coupling. The economical rebuild service applies to all Ameridrives couplings including Ameridisc®, Ameriflex® and Amerigear® high performance, high speed couplings used primarily on turbomachinery, compressor and pump applications in the power generation, oil & gas and marine industries. Other coupling brands are accepted on a case-by-case basis. As a leading global coupling manufacturer, Ameridrives has the team, facilities, and nearly 100 years of inspection and repair experience to rebuild and replace all coupling components as required. Repairs are completed to meet the exacting standards of the original coupling. Altra Indus trial Motion

I N T R O D U C I N G

For more information download P-7948-AC from www.AltraLiterature.com.

Ameridrives Rebuild Service Ameridrives

For details on the rebuild program, call 814.480.5095 or visit www.Ameridrives.com

remanufactu look like new, perform red couplings like are warrantied like new new and

For more information call or visit www.Ameridriv (814) 480-5095 es.com. The Ameridrives Rebuild Service Team will conduct a comprehensive inspection of your coupling and perform the following to restore your coupling to its original specifications with a new coupling warranty: • All potential wear components – metallic and gear flex elements, shims, and fasteners are refurbished or replaced to new performance standards. • Magnetic Particle Inspection (MPI) on all torque transmitting components. • Removal and repair of surface defects on a lathe and glass bead blasting as appropriate while maintaining original coupling integrity. • Precision dimensional and Total Indicator Run-out (TIR) measurement • Rebalancing to original API 671 certification if applicable. This recertification requires the return of the entire coupling structure.

Ameridrives Rebuild Service can refurbish your old, worn couplings substantially less than the cost of a new replacement for rebuild service applies to Ameridrives couplings coupling. The economical Ameriflex® and Amerigearall including Ameridisc® ® , high performance, high on turbomachinery, compressor speed and pump applications couplings used primarily oil & gas and marine in the power generation, industries. Other coupling case basis. brands are accepted on a case-byAs a leading global coupling manufacturer, Ameridrives and nearly 100 years has the team, of all coupling components inspection and repair experience to rebuild facilities, and standards of the original as required. Repairs are completed to meet replace the exacting coupling.

Couplings are received, inspected and rebuilt We will work to accommodate in the shortest possible time frame. your shut down schedule. For details on our cost-saving program www.Ameridrives.com. call (814) 480-5095 or visit www.ameridrives.com 1802 Pittsburgh Avenue Erie, PA 16502 - USA 814-480-5000 Fax: 814-453-5891 P-7948-AC

10/15

Printed in USA

Sure-Flex® Plus: A New Standard for Performance For over 50 years, TB Wood’s has led the coupling industry with the original TB Wood’s Sure-Flex design. And we haven’t stopped innovating: this industry favorite just got even better. Our new Sure-Flex Plus EPDM and Neoprene sleeves are best-in-class for coupling performance and value. Here’s why: Better Value Save Money Using a Smaller Coupling The increased rating of the Sure-Flex Plus sleeves lets the user choose a one-size-smaller coupling for over 50% of common applications. This lowers the cost of both initial purchase and future sleeve replacement.

High Torque Rating 30% Increased Torque Rating Provides longer service life in demanding applications, reducing required maintenance and associated replacement cost. Longer Life Sure-Flex Plus Lasts Over 3X Longer than the Competition Extensive testing shows our sleeves outlast the imitators. More uptime means less costly downtime.

TB Wood’s Incorporated

Interchangeable Retrofits to Existing Flanges No need to replace the full coupling – The Sure-Flex Plus sleeve design is 100% compatible with the current industry standard that TB Wood’s created over 50 years ago.

For more information download P-7819-TBW from www.AltraLiterature.com or visit www.TBWoods.com

Svendborg Brakes Service & Maintenance

Gearing Solutions for the Nuclear Power Industry

In order to reduce costs and increase productivity, you must be able to measure and compare how your system is performing over time. After all, you can not manage what you haven’t analyzed. A Service visit will provide the owner of a Svendborg system with a complete picture of how the brake system is performing. Over time, regular servicing of the system will ensure it continues to run according to the original specification as well as avoiding unplanned shutdowns. For more information download P-8009-SV from www.AltraLiterature.com

In 2014, after decades of supplying nuclear parts through strategic partners, Nuttall Gear decided to further its commitment to their nuclear customers by establishing its own Nuclear Quality Assurance Program. The 10CFR50 Appendix B program is implemented through ASME NQA-1 with Nuttall Gear also being an ISO 9001:2008 certified manufacturing facility. The experience and commitment to quality are second to none, and by partnering with Nuttall Gear, you can be assured that repairs and replacement components are genuine OEM quality and manufactured to meet or exceed original design specifications.

Altra Indus trial Motion

Svendborg Brak Service & Main es tena

Benefits of Regular

nce

Service Visits

Complete Svendborg Brake System Performance In order to reduce costs Analysis and increase productivity, not manage what you you must be able to haven’t analyzed. measure and compare how your system is performing over time. After all, you • A Service visit will can provide the owner of a Svendborg system of the system will ensure with a complete picture it continues to run according to the original specification of how the brake system is performing. Over time, regular servicing as well as avoiding unplanned Operating Cost Reduction shutdowns. The goal of Svendborg Brakes Service is to reduce operating costs by optimizing the system and offer a proactive plan to maintain it. • Minimize costly downtime by ensuring the system is always maintained • Replace worn parts, and adjusted properly. giving you more efficient control of your operations. • Recalibrate out of adjustment hydraulic settings, providing the • Eliminate electrical exact pressure and flow issues that may occur required. from controllers, indicators, • Document system sensors or switches. settings to audit and manage your braking application. Productivity Improvements A complete survey of your Svendborg Brakes system can increase process or application. the productivity of your entire

For more information download P-8021-NG from www.AltraLiterature.com

• Eliminate dirt and contamination by timely replacement of filters degrading oil. Properly and inspection/replacemen maintained filters and t of seals ensure reliable next regular maintenance equipment functionality visit. until the • Optimize the reaction time of the mechanical, electrical and hydraulic experience to get your components by relying Svendborg equipment on our performing at optimum • Continuous product levels. improvement results in upgrade options for technology provides all components. Using the opportunity to realize the latest the full potential of your system. OEM Spares & Accessories OEM spare parts are worth far more than compromising on price, that all our products quality and safety. We meet or exceed local guarantee regulations and safety standards. Global Footprint Our global organization is always close to our customers. This means the most remote locations, we can which minimizes the downtime for our customers. quickly be on site even in

Svendborg Brakes DENMARK GERMANY CHINA USA BRAZIL

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AUSTRALIA Svendborg Brakes Australia KOREA Pty., Ltd. +61 (0) 8 Svendborg 94 160300 SOUTH AFRICA Svendborg Brakes, Korea Co., Ltd. +82 10 9703 0979 Brakes S.A. CHILE +27 11 964 1101/2/3 Svendborg Brakes Chile SPAIN +56 9 5629 5291 Svendborg Brakes ES +34 (975) 2336 55

www.svendborg-brakes. Jernbanevej 9 DK-5882 Vejstrup, Denmark +45 63 255 255 Fax: +45 62 281 058 sb@svendborg-brakes.com

com

P-8009-SV

Altra Industrial_#3_7-16.indd 25

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Printed in USA

6/24/16 9:31 AM

Boston Gear's Original Domed Crown™ Stainless Steel 700 Series

Certified

The Original Domed Crown™ rounded housing prevents foreign matter adherence and fluid accumulation. Utilizing the often imitated but never equaled 700 series worm gearing combined with new exterior designs, the new stainless steel 700 series performance has been optimized to withstand the harshest washdown conditions! The new line incorporates features that were designed with the input of some of the food processing industries’ leading players to maintain optimal performance in the toughest caustic environments.

Boston Gear Stainless Gear Drives Enhance Food Safety The Clean Product Advantage • NSF Certified • Sealed motor flange • Electropolished exterior finish • Covered hardware • Maintenance friendly features The Boston Gear Service Advantage • Standard 2 day delivery on any cataloged SS700 Series product • Same day break down service • After hours/holiday hotline • Stocked at local and regional distribution centers

Laser marked nameplate provides worryfree part identification while maintaining a smooth, unetched surface. Rounded housing prevents foreign matter adherence and fluid accumulation.

For more information on the Stainless Steel 700 Series, visit www.BostonGear.com Altra Industrial_#4_7-16.indd 26

Scan to learn more about the SS700 Series full range of products

6/24/16 9:32 AM

food/beverage

When Size and Performance Matters

Keep an eye on moving product

Medical-Industrial Actual Micro-Coax cable bundle diameter compared to a penny.

7.7mm

Vision can play a key role in food and beverage applications. The SBSI series low cost vision sensors, for example, read 1D and 2D codes, and handle quality inspection tasks. These code readers can identify, track and trace products for production flow, logistics, and serialization. The SBSI-B can also read Direct Part Marking (DPM) codes, including both laser etched and dot-peened codes, and can check for the quality of a DPM code. The SBSI-B reads up to 10 codes per image. SBSI-B readers are suitable for automated systems in the food and beverage, automotive, and electronics industries. Medical and laboratory equipment manufacturers can also use them for sample/vial barcode identification. In quality inspection applications, this sensor can check for completeness and object or presence to ensure all relevant parts are mounted and accounted for. For example, the sensor can determine whether a blister pack of tablets is complete or a package label printed correctly. Position checking can verify if caps are correctly mounted or screws and holes are in the right position. Fill level control can ascertain that the correct amount of liquid, powder, or pills are in a bottle. The SBSI-Q can compare an object’s contour with taught-in reference contour, and can compare patterns and evaluate pixels within the search area by calculating contrast, brightness, or variations in gray scale.

19mm

Bundle of 128 Micro-Coax Cables (42AWG/85 ohms)

Actual catheter cable diameter compared to a penny.

SBSI series optics have a range of reading areas and working distances. Code reading models have enhanced depth of field to increase the area of focus. Built in lighting comes in white, red, or infrared. There are also options for additional lighting, including ring lights and area lights. All additional lights are plug and play. The SBSI housing is small and rugged with an IP67 rating. All key functions, including processing, lighting, and optics, are integrated. There are status and I/O indications. Working distance is adjustable. SBSI sensors have two inputs and four outputs with two PNP/ NPN switchable I/O. Communication options include Industrial Ethernet – EtherNet/IP, TCP/IP, FTP, SMB – digital I/O, and RS232/422 (code reader model only). SBSI software is intuitive to use with set-up only requiring three to four steps. DW

4 x 48 AWG Catheter Cable

Industrial Ethernet Cables

Options Available: 600V, High-Flex, Ultra-Limp, Oil/Gas/Solvent Resistant, Outdoor.

Material Science Experts

Festo Festo.com/us Manchester, New Hampshire , USA Tel: +1.603.669.4347 www.hca.hitachi-cable.com

July 2016

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DESIGN WORLD

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Moving something? Linear Slides give you precise, non-rotating motion! Air Prep Slides Cylinders Grippers Multi-PowerÂŽ Sensors Valves Rotary Actuators Crimpers Rod Locks

1958

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robotics

4 POWER TRANSMISSION

RETAINING DEVICES &

Strong, long reach robots

maintenance & assembly tools

The line of RV-F Series 6-axis robots in 35, 50 and 70 kg payloads addresses the need for higher capacity robots to meet the demands of todayâ&#x20AC;&#x2122;s automated manufacturing processes. These robots also address applications that require longer reaches, including CNC machine tending, large material handling and assembly applications. The RV-35F, RV-50F, and RV-70F robots are suited to the automotive, food and beverage, as well as electronic manufacturing industries. Key benefits include: â&#x20AC;¢ Higher payloads â&#x20AC;&#x201C; allows applications that require heavier parts and tooling to be robotically automated â&#x20AC;¢ Long reach arm â&#x20AC;&#x201C; tasks can be spread farther apart and can accommodate larger parts and processes with the ability to extend up to 2050 mm â&#x20AC;¢ Multiple environmental protection ratings â&#x20AC;&#x201C; available in IP40 and IP67 protection ratings to conform to various application requirements DW

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INCH and METRIC THREADS LEFT HANDED as well as RIGHT -HANDED

ADAPTER SLEEVE ASSEMBLIES

Materials of: CARBON, ALLOY and HARDENED ALLOY STEELS Materials of: ALLUMINUM and CORROSION RESISTANT STEEL NUTS & WASHERS

HARDENED TONGUE WASHERS

SPLIT COLLAR

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ADJUSTABLE SPANNER WRENCH

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6/30/16 12:10 PM

Âť Design for Industry

off-highway

Save fuel with hydromechanical variable transmission Dana Rexroth Transmission Systems has announced that its engineers have completed final validation testing of the R3 hydromechanical variable transmission (HVT), with the start of production expected in the third quarter of this year. Both versions of the HVT technology feature a modular design that can be adapted for many applications, including wheel loaders, motor graders, industrial lift trucks, reach stackers, forestry skidders, and other off-highway equipment. Extending the range of HVTs available to vehicle manufacturers, the HVT R3 is for applications with net input power from 200 to 270 kW (268 to 362 hp). In production since late 2015, the HVT R2 supports power outputs from 135 to 195 kW (180 to 260 hp), and it is now featured on Kalmarâ&#x20AC;&#x2122;s new Gloria generation of reach stackers as part of the Kalmar K-Motion drivetrain. Developed in association with engine manufacturer Volvo Penta, the Kalmar K-Motion drivetrain system for 45-ton Gloria reachstackers equipped with the HVT R2 can reduce fuel consumption by up to 40%. These HVTs reduce fuel consumption by decreasing engine speeds throughout the duty cycle and at idle, where speeds can be dropped to as low as 650 rpm. Application analysis demonstrates the possibility of further savings without compromising performance through engine downsizing. The HVTs enable responsive, precise vehicle positioning with a stepless drive that offers better acceleration while maintaining tractive effort. They optimize the operating point of the diesel engine by decoupling engine speed from drive speed. Maintenance costs are reduced by using hydrostatic braking and wear-free directional reversing without clutches. DW

Dana Rexroth www.danarexroth.com

DESIGN WORLD

DFI 7-16_Vs3.LL.indd 30

July 2016

www.designworldonline.com

6/30/16 12:10 PM

semiconductor

Ring drive handles high torque and speed

Silicone Products

The Compact Ring Drive (CRD) system, with precision grade bearing and drive mechanism in a sealed housing, is easily programmed. The threedrive design allows the CRD to handle high speed, high torque or both, depending on the application. With a 250 or 350 mm dial plate bolt circle diameter and a large open center, users can optimize performance in a small space. The combination of roller pinion technology with integrated bearing and motor/gearhead deliver a rigid, smooth system with zero backlash options from the motor through the driven load. The CRD suits applications including cutting systems, gantry systems, medical products, robotics, aerospace, machine tool, semiconductor and material handling. DW Benefits include: • Indexing precision up to ± 30 ArcSec and repeatability up to ± 5.1 ArcSec • Zero backlash options • High output load capacity – up to 108 kN • Handles speeds up to 225 RPM • Smooth in motion

Nexen Group, Inc. www.nexengroup.com

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DESIGN WORLD

1 (800) 461-4161 sales@cshyde.com www.cshyde.com 7/6/16 2:12 PM

» D e s i g n N o te s

HMI boosts production on blown film lines Edited by: Mike Santora • Associate Editor

When a multi-national blown film company sought to gain trackable improvements at its plant, they needed a key upgrade: an extrusion system with more flexible temperature control zones, realtime monitoring and adjustment of all machine conditions, and greater ease of use for system operators. The company looked to Massachusetts-based Hosokawa Alpine American. Alpine, a supplier of blown film extrusion systems to the North American plastics industry, felt they had just the right equipment for the job. The Alpine design team had a “light bulb” moment, says Alpine’s VP of Engineering Jay Ragusa . “We quickly realized our new 9-Layer X-Die line system would give the company a complete zone temperature control system and remote I/O, plus the necessary hardware and touchscreen HMI to give their operators an entirely new approach to inprocess control and product quality monitoring.” Ragusa also explained that this was an opportunity to help a client with a new system even more advanced than their previous offerings. “We had a very successful machine design from the 1990’s and it had performed extremely well, but we saw dramatic improvements in new controls and data transmission technology from our partner Siemens and their local distributor, Dittman & Greer, a specialist in electric temperature systems and machine controls.” Among these advances, Ragusa notes, were the new zone temperature control system, as well

wa This Hosoka ican er Alpine Am stem blown film sy ith 9 is the X-Die w layers.

DESIGN WORLD

Design Notes 7-16_Vs6.LL.MS.indd 32

July 2016

6/30/16 5:02 PM

motor and A Siemens y, plus PLC drive assembl rol processing and HMI, cont anges. and recipe ch

A temperature accuracy better than 1º F per zone helps yield cons istent quality in blown films.

as the Box PC with full automation and visualization software onboard running with WinCC. Prior to making its final choice, Alpine’s client did its due diligence, calling in various competitors for the business. Thorough testing in the lab pilot plant was conducted, with strong emphasis on component failure analysis, system fault detection and the robust qualities of the competing systems for 24/7 use in the harsh environment of the blown film industry. After the testing and evaluation process in-house, the decision was made to move forward with Alpine, comprising a new zone temperature control, Profinet communication platform, motors, drives, PLC and touchscreen HMI. This new machine included up to 120 separate temperature control zones. Typical systems allow for a 2-3ºF variation in zone temperatures; with the new system that variation is reduced to less than 1ºF. Ragusa also details other system improvements designed into the new machine. “The new industrial flat panel on the PC has a wider screen for easy viewability. Plus, our older system, while modular, had little remote I/O. The auto-tune function, combined with the better CPU in the PLC, gives us a much stronger package of internal software in combination with hardware. Since we were making the transition within

a Siemens protocol, no significant software conversion was required and all data feeds continue on Profinet.” Overall data transmission has also improved, as the communication speeds are faster, plus the open architecture of the system can convey all data to the other departments seamlessly. Additionally, the Siemens system includes the plugand-play remote I/O hardware and the open architecture of the control system. The quick- connect, plug-and-play remote I/O hardware reduces installation, commissioning and replacement time of the system hardware. The open architecture of the control system allows end-user adjustment of control parameters to suit each specific application and stores thousands of recipe data points. The Alpine team routinely customizes the front end of the controller HMI for easier customer training and a seamless transition from legacy systems for operators in use. On the maintenance side, a customer can quickly determine component faults and either take corrective action or order a new component from the onboard controller. DW

Design Notes 7-16_Vs6.LL.MS.indd 33

Connect and discuss this and other design engineering issues with thousands of professionals online

Hosokawa AlpIine Ameican www.halpine.com

www.designworldonline.com

WHAT DO YOU THINK?

July 2016

DESIGN WORLD

6/30/16 5:03 PM

» D e si g n N o tes

The MVD300 integrates seve ral different systems to perfo rm the MEMS co ating process. The co mplete system in clu des a programmable logic controller (P LC ) for process control, an industrial PC ru nning an operator inte rface, (Human Machine Interface) and th e equipment fro nt-end module (EFEM ).

Control system makes MEMS coating process a SNAP Edited by: Mike Santora • Associate Editor

Reducing MEMS wear and stiction requires controlling the topography and chemical composition of MEMS contacting surfaces during manufacturing. But reducing wear and stiction isn’t just about the type of coating used; it’s also about the process. As MEMS become smaller, it’s increasingly difficult to apply a complete coating to the entire surface of these mechanical systems. To combat this challenge, California-based company Applied Microstructures (AMST) developed a new technology platform for MEMS coating applications, called Molecular Vapor Deposition (MVD). MVD technology uses vapor deposition at low temperatures to deposit ultra-thin films on a broad range of substrate materials.

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Design Notes 7-16_Vs6.LL.MS.indd 34

July 2016

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AMST’s MVD300 product handles the MVD process. The MVD300 integrates several different systems that, together, perform the MEMS coating process. The complete system includes a programmable logic controller (PLC) for process control, an industrial PC running an operator interface, (Human Machine Interface) and the equipment front-end module (EFEM). Lindsey Eastburn, Senior Software Engineer at AMST, knew that integrating these different systems and getting them to work together as one cohesive system would be a tough task. Eastburn also felt the PLCbased control system and related custom communication protocol would slow down custom application development. AMST’s customers were specifically in need of fast EFEM reconfiguration for running different MEMS coating jobs, increased flexibility in EFEM workflows. Eastburn decided the EFEM’s control system needed to be replaced with an alternative that could meet the integration challenges he faced in developing the MVD300. He and his colleagues turned to the Opto 22 SNAP PAC control system to interface the separate systems in the MVD300, as well as provide system-wide control and monitoring capabilities. “We found the SNAP PAC system had a better overall capability to scale from a small application to a large application, and do so

without having to change much in software or hardware other than adding additional I/O, says Eastburn.” “The system is flexible and fits into a range of application scenarios. And the software and hardware tools are organized and structured to support fundamental engineering and problem solving, instead of having to completely tailor your engineering approach around a specific control system.” I/O configuration tools included with the SNAP PAC control system allowed AMST hardware engineers to get their system up and running without having to use an HMI. These I/O configuration tools also made troubleshooting and diagnostics easy to perform, even before an application was in place. The SNAP PAC also provided a variety of I/O layout and I/O module options to meet AMST’s application needs. AMST used Opto 22’s high-density I/O modules to save space in the MVD300 tool. The

MVD300’s hardware layout consists of a SNAPPAC-R2 controller, a fully populated 8-module rack with five 32-point digital input modules and three 32-point digital output modules. “We fully populated the rack [with I/O modules] but didn’t use all of the I/O points on each module,” says Eastburn. “We wanted to have a number of discrete and analog inputs for future sensor connections. So our tool management software reads all inputs and maps them to the Modbus/TCP interface, and the client application uses whatever I/O is needed. If we add devices later we can update the client without changing anything else.” AMST also took advantage of the dual Ethernet interfaces on the SNAP-PAC-R2 controller. With dual Ethernet interfaces AMST was able to isolate functions of the tool on its own networks to reduce network latency and improve network response time. One network

O modules gh-density I/ Opto 22’s hi e MVD300 ve space in th are used to sa are layout D300’s hardw tool. The MV 2 control SNAP-PAC-R consists of a hardware allows AMST system that em up and get their syst engineers to an HMI. having to use ut ho it w g in runn

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interface is used for a double-armed robot that grabs wafers and loads them into the tool. The other interface is connected to the process control network. AMST also leveraged the SNAP PAC controller’s enhanced communication support in their application development. The SNAP PAC controller sends a heartbeat signal between itself and the EFEM. If the connection is dropped, the SNAP PAC System controls a tower stack light to let the operator know there is a problem. The EFEM and SNAP PAC controller also exchange communication over Ethernet using the Modbus/TCP protocol. Polling I/O status from the EFEM is easy to do over Modbus using the SNAP PAC controller’s built-in scratch pad memory space. The SNAP PAC System also reads all EFEM environmental signals using the Modbus/TCP protocol. With the success AMST has seen with the MVD300, they’re planning to use the SNAP PAC System to automate their next-generation EFEM and enhance system communication even further. DW Opto 22 www.opto22.com

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orks Club Washer w The TourSpin or , ed semi-assist for self-service, a ation. It washes full-service oper ss and hybrids in le full set of irons sy te ur co e s. Imag than 60 second of Riveer Co.

Linear-motion actuators provide a smooth stroke for golf club washer Edited by: Mike Santora • Associate Editor

Developing a system to wash golf balls seems like a simple engineering assignment. But there are a few challenges. Water pressures and time, for example, are a few of them. Golf games tend to improve when players use well-maintained equipment. The Riveer Co. TourSpin Club Washer allows players to clean an entire set of golf balls, clubs, and shoes in less than a minute using spinning Venturi nozzles that blast the clubs with high-pressure water. To create this speed cleaning machine Riveer engineers needed linear actuators with flexibility and interchangeability. The machine uses SIMO Series linear actuators from PBC Linear to move the Venturi nozzles back and forth over all the loaded clubs. The actuators can handle the repetitive washdowns inside the station — as well as the grass, dirt, and 38

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Using high-pre ssure water an d precision spinni ng Venturi nozz le s, the TourSpin Cl ub Washer safe ly and completely removes all dirt from grooves an d club soles. Im age courtesy of Rive er Co.

» D e s i g n N o te s

sand that splatters off the clubs inside during cleaning. They also withstand both indoor and outdoor environments. Plus the actuators output high speed and quick direction changes — and more than 50-in. of travel. The SIMO Series in the Club Washer is part of the machine’s core. It uses a cam roller carriage as well as stainless-steel raceways and V rollers. Stainless extends life in the washdown environment, while V rollers help push contaminants off the raceway. A system cover helps protect the actuator from large or avoidable contaminant buildup. The SIMO Series Linear Motion Platform is a flexible line of actuators created to help design engineers meet multiple application demands with one actuator line. The flexibility of the series comes from consistent geometry for interchangeability. Options include myriad rail heights, bearing tribologies (including self-lubricating FrelonGOLD plain bearings, V-wheel roller

bearings for high speed, and profile rail linear guideways with recirculating ball bearings for rigidity). This linear motion platform also has three drive options — lead screw, belt drive, and ball screw. Being able to mix and match subcomponents within a given design envelope lets engineers test multiple configurations to meet design objectives for accuracy, environment, load, speed, and life. At the core of the platform is a SIMO qualified linear rail — rail that has tolerances with sixfold less bow, two times less twist, and twice the flatness of that from other options. DW PBC Linear www.pbclinear.com

The TourSpin Club Washer us es SIMO Series linea r actuators beca use they can survive the washdown environment in side the machine . Image courtesy of Riveer Co.

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VPC’s VTAC Right Angle brings more versatility to the SIM product line Following the success of VPC’s VTAC High Speed Data (HSD) contact, our engineering team developed a new right angle PCB configuration that is capable of providing transfer speeds of 10+ Gbps and compatible with VTAC HSD patchcords and SIM modules. While broadband speeds are integral to projects that require large data acquisition, VTAC Right Angle contacts provide the signal integrity to keep up with those speeds. The contacts are uniquely situated in four differential pairs that isolate signals to reduce signal cross talk and preserve signal integrity when transmitting at high data rates. When signal transmission is faulty, speed is irrelevant. To ensure the best signal performance, our engineers also focused their efforts on matching impedance. The right angle insert uses a precision tuned signal routing to ensure that each differential pair has 100 Ohms of impedance, guaranteeing compatibility with other connectors of the same impedance. Since our team focused on quality over speed, future engineers can expect to use VTAC in their projects without fear of signal degradation.

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R o b o t i c

T r e n d s

Robots save employees 1,000 miles walking annually Edited by: Paul J. Heney • Editorial Director

Elos Medtech Pinol in Gørløse, Denmark, is one of Europe’s leading development and production partners for medical technology products and components. In recent years, this industry has been in a global elimination process where increasing demands for quality, process documentation, and product consistency force customers to use fewer suppliers. The automated factory is a mantra used within the company that impacts all employees. The approach includes ambitious investments in new user-friendly and flexible production equipment and the latest automation technology, including a mobile robot MiR100 from Mobile Industrial Robots. “When we first got our mobile robot it was fun, but also a little weird. What is this thing doing here? And how will it do it?” said says Majbritt Breiling, quality control employee at Elos. “But as it started moving around the factory from A to Z, it enabled a much better and faster flow in our material delivery. Before, we tended to collect things in big piles, but now we get a steady stream of deliveries.” MiR100 runs continuously in a fixed route within the company. On an annual basis, the robot logs more than 1,000 miles. Those operation hours amount to half a full-time employee position, which is now freed up to perform tasks other than internal transport. “Staff members who normally had to transport goods for further processing in other departments can now place them on MiR100 when it passes on its bus route. This means they can avoid downtime and interruptions and continue processing the goods in their own department,” said Per Hansen, developer at Elos. A wave of automation has flown into the industry worldwide in recent years, even in countries with lower labor costs than Denmark. This is a challenge that Elos is now ready for, although automating work processes in a company that produces more than 3,000 different item numbers in batches down to 100 units is not always simple. But Elos’ results speak for themselves: the order book is growing, earnings have increased, and growth continues. The company has almost halved its average order lead time, requiring only 16 days from production start to delivery compared to 30 days in 2012. www.designworldonline.com

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T r e n d s

Elos has succeeded in “growing out of the risk” of terminating employees as a result of automation investments, with manageable staff growth from 116 to 145 employees over two years. Along with automation to improve productivity, new jobs have been created within the highly specialized manual assembly, in R&D, and in administration. “We want to grow without adding more people than what is actually dictated by growth. Automation is a strategic focus area and our investment budget is increasingly allocating more automation and not just machinery. Whenever we invest in new equipment, it is now a requirement that it is a more automated solution than the one we already have. The objective is to reduce the amount of repetitive work and to strengthen the quality assurance of our products,” said head of R&D Henrik Andersen. MiR100, which has a list price of $24,000, features technology that enables it to either

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R o b o t i c

map the service area and the surroundings or import 3D drawings of the buildings. MiR100 has a 220-lb cargo payload, and can be fitted with a tow hitch that can pull up to 660 lb. MiR can be equipped with different modular solutions, depending on the type of goods or materials needed to transport. Mobile Industrial Robots (MiR) spent two years testing the mobile robot in different Danish jobs, collecting crucial user feedback while continuously tweaking the technology and functionality. Founder and CTO Niels Jul Jacobsen also observed that consumers have become accustomed to dealing with robots. “Robotic vacuum cleaners, robot lawn mowers, and robot cars have already paved the way for us. That’s why nobody bats an eye when MiR100 runs in quiet operation in between patients and staff at a hospital.” DW

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» CA E S o lut i o n s

CADfix automatic partitioning of the air domain close to the aircraft skin (inset image shows complex region of wing-pylon-nacelle junction)

Improving CFD mesh generation One of the fundamental properties affecting aerodynamic performance of a body is its shape. Demands for improved performance and optimization of airframe shape simulation and analysis continue to increase. The International TechneGroup Incorporated (ITI) CADfix team worked with geometry handling and integration (GHandI) program partners to develop capabilities for extracting information from geometry and adapting the data for use elsewhere in the aerodynamic simulation process. These capabilities included enabling the automatic generation of a high quality mesh for computational fluid dynamics (CFD) simulation of the airflow around an aircraft. CADfix made three key contributions: advances in the unique CADfix medial object technology, automatic domain subdivision of the air close to the aircraft skin into connected partitions, and the development of a framework for integrating best in class meshing technologies and external components to orchestrate the creation of a high quality hybrid CFD mesh. The results demonstrate the potential for real application in future aerospace programs, and extend to improving geometry handling for internal airflow simulation in aero engines, hypersonic simulation of missiles, and other advanced aircraft simulations. “The success of this initiative is meaningful for both the aerospace industry at large and for ITI,” stated Mark Gammon, Technical Director and CADfix Product Manager at ITI. “Working with the medial object as the basis for leading edge geometry processing operations such as those 46

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developed within GHandI is unique to CADfix. At this time, CADfix has proven success in implementing real world applications of this academic theory, and has achieved exacting and robust results for generating high-quality mesh.” DW International TechneGroup Inc. It-global.com

Section through hybrid mesh of auto partitioned air domain (inset image shows partitions filled with high quality hybrid mesh at the wing-fuselage junction)

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» CAE S olut i ons

Simulation apps for the IoT app simulates an FEM model of a device fabricated on a multilayered low temperature co-fired ceramic (LTCC) substrate, and extends the results to the user-specified array configuration. The results include S-parameter, electric field distribution on each layer, far-field radiation pattern of the antenna array, and its directivity. The far-field radiation pattern is calculated by multiplying the array factor and the single antenna radiation pattern to perform an efficient far-field analysis without simulating a complicated full array model, allowing the app user to

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» CA E »Solu CA Et iSo onlut s ions

Component library for modeling pneumatic systems MapleSim Pneumatics Library from Modelon is an add-on component library to MapleSim system-level modeling and simulation platform. This library can be used in the modeling and simulation of pneumatic systems for system design, component sizing, and control design, with applications that include construction equipment, machine design, and commercial vehicle design. Using MapleSim and the pneumatics library, engineers can dramatically reduce model development and analysis time and produce fast, high fidelity simulations of their system-level models involving pneumatics. Engineers can choose from more than 100 components to model cylinders, motors, valves, nozzles, lumped volumes, lines, and sensors. For advanced applications, they can customize and extend components as needed. Because this library is fully integrated into MapleSim, engineers can also access the underlying system equations for advanced analysis, parameter optimization,

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and visualization, and generate efficient, royalty-free simulation code suitable for real-time and in-the-loop simulations. The MapleSim Pneumatics Library from Modelon is the latest add-on component library in the MapleSim family, which also includes specialized libraries for battery, tire, and driveline modeling, as well as the MapleSim Hydraulics Library from Modelon. DW Maplesoft www.maplesoft.com

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7/1/16 9:41 AM

» CAE Solu t i ons

Simplify life-cycle management Manufacturers and industrial producers are gaining insight into their operations through connected technology. FactoryTalk AssetCentre v7.0 software helps manage automation assets. The software automates discovery and tracks the status of devices, network switches and software on workstation computers across an entire facility or production operation. It streamlines lifecycle management and helps decrease unplanned downtime. In the evolving world of Industrial Internet of Things (IIoT), assets are becoming more intelligent, but it remains a challenge to identify and inventory every asset in a system. The FactoryTalk asset-inventory agent scans a network to discover hardware, firmware and software information for assets active in the facility. The devices are then tracked in an active asset inventory. The asset-inventory agent can be scheduled to scan at regular intervals or run on demand. New discoveries are compiled for user confirmation before they are added to the active inventory. Ongoing tracking of updates provides a history of how a system has changed and potential hazards, such as workstation computers running unauthorized software. Manual entry is still

available for devices that are not identifiable during the scan or to fill in missing information or attributes for discovered devices. The asset-inventory agent will automatically discover all of the current firmware, IP address and additional data that will help define the project. The automated discovery will also help when patching security vulnerabilities. This latest version includes a mobile-friendly dashboard providing access to information about the status of last search results with drill-down capabilities to view failures and successes. The dashboard displays an audit log of changes and asset performance, helping users remotely access the system and address potential issues from device of their choice. DW Rockwell Automation Rockwellautomation.com

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I nter net of Things

.......................................... ................................ ........................ ................... .............. ........... ........ Challenges for the Digital Twin concept ...... .... .. Kashyap Vyas • Engineer • Hi-Tech

Industry 4.0, often known as the Internet of Things (IoT), is supposed to help the manufacturing landscape undergo a massive overhaul to improve revenues, optimize worker productivity and increase operational agility to meet demanding market conditions. The “digital twin” concept is becoming a part of this productivity improvement and decision making process by connecting the silos between digital data. But part of the challenge with this concept is that industry leaders define the concept differently. The digital twin was first introduced and clearly defined by Dr. Michael Grieves in 2003 at University of Michigan. CAD technology companies like PTC and Dassault Systemes, for example, perceive it differently to address the key concerns of their current and future customers. To clear the air, the basic concept of the digital twin model is to build rich digital information for virtual products; digital information that is indistinguishable from the physical counterpart. This digital information will serve as a “twin” of the information embedded within the physical product or system itself and will be linked to it throughout the lifecycle of the system. The digital twin concept model as defined by Dr. Grieves consists of three main parts: physical products in real space, virtual products in virtual space and the connected data that tie the physical and virtual products together. Digital twin benefits The concept of digital twin remains beneficial in many ways. It eliminates the use of symbols or numbers extracted from the visual information for conceptualization. Instead of looking at the factory report, the digital twin simulations let users directly see the progress as the product moves along the manufacturing stages. Comparing the digital and physical 50

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product becomes easier as the twin model tracks the progress of the physical product development directly, and clearly indicates deviations from the idealized processes. The most powerful benefit of digital twin however is in collaboration. Tracking the state of the physical product under the development through a replicated digital model lets individuals monitor the performance from anywhere. Connecting the digital silos The first step to implement the digital twin concept requires 3D models, not 2D drawings. The 2016 Worldwide CAD Trends Survey by Business Advantage shows that two thirds of users surveyed out of 610 still rate 2D drafting as highly important. 39% of design work produces 2D drawings, 27% 3D models and 34% both 2D drawings and 3D models. 2D drawings automatically generated from 3D CAD models are important as is more software development on 2D drawing capability.

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While large corporations can demonstrate proof of concept, this proof will not be enough to realize economic gains. A digital twin will be required across entire supply chains. The challenges here involve globalization, new manufacturing techniques and liberalization policies. Managing all these design data for digital twin amongst partners and suppliers as the physical product evolves will be a challenge. For a successful implementation of a digital twin concept, the key is to first assist and support small suppliers in adopting a digital approach. Looking at the survey data mentioned earlier, there is a need for organizations to transform their design operations to completely 3D and get rid of

2D drawings. The Digital Manufacturing and Design Innovation Institute (DMDII) is making efforts in this direction through a U.S. federally funded R&D organization that recently issued a project call to demonstrate technologies for digital twins from supply chain participants. To unlock the real value from the digital twin concept requires a holistic approach to store, manage and manipulate the digital data of the product. There is also a need to have a robust engineering change management process in place to ensure that the digital twin accurately maintains the virtual and physical configurations. Small-scale manufacturers and suppliers need to become aware of this concept and

initiate processes towards digitization, and convert design information to digital models to successfully compete in the market. DW Hi-Tech Hitechcaddservices.com

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I nter net of Things

.......................................... ................................ ........................ ................... .............. ........... ........ ...... .... ..

Connect IoT and automation The communication interface, WebConnector, builds a technological bridge between automation and the Internet of Things (IoT) and services. Web applications for new business models can be developed without in-depth knowledge of automation technology with the software component in the Open Core Engineering portfolio. End users and OEMs obtain humanmachine-interfaces for mobile and stationary end devices as well as smart services. Process data can also be saved and analyzed in the cloud and can then be used for process optimization or for service purposes. This communication interface enables a web app to quickly and securely query control data, axis positions, PLC information, diagnosis or processing statuses from machinery and equipment and to then visualize it on an HMI or evaluate it in a database. For example, this allows the development of predictive maintenance and other service concepts. 54

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The platform-independent WebConnector programmed in Java can be used on all end devices on which a Java Runtime Environment (JRE) is installed. For communication with cloud services, smart devices, and other HMI devices, WebConnector uses the established web standard HTML5 and the WebSocket protocol included therein. The WebConnector alternatively communicates with the automation side using the interface technology Open Core Interface integrated in Rexroth controls and drives, or through the Industry 4.0 Standard OPC UA. Web apps are displayed and operated through a common HTML5-capable web browser. Programmers have HTML5 and CSS available for web application as well as an interface for connecting Node.js applications such as Node RED for instance. DW The Bosch Group www.boschrexroth.com

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I nter net of Things

CANOpen gateway simplifies motion systems The CANOpen gateway allows rotary or linear absolute position data to be accessed by CANOpen motion control resources. A new generation of CRG CANopen gateways incorporates CANopen encoder profile CIA 406 v.3.2. This profile has also been implemented in Leine & Linde’s 600 Series CANopen encoders. For reliable and efficient transfer of data, the gateway accepts encoder position data from encoders using the EnDat high speed serial interface. This interface connects a variety of absolute linear or rotary encoders for high temperatures and harsh environments to CANOpen networks. Plus, the Gateway lets users exchange encoders without interrupting bus communication to other nodes in the network. The CANOpen Gateway supports data rates up to 1Mbit/s. The specific baud rates and node addresses are switch selectable and easy to access. The gateway is also

rated to IP65 for environmental protection and has an aluminum housing supporting mounting through DIN rail or direct screw attachment. CRG CANopen gateways are available in several mechanical variants with cable gland or 3xM12 connectors for the CANOpen connection and M23 or M12 connector for the encoder input. DW

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This is a cutaway of a StepSERVO closedloop integrated stepper motor from Applied Motion Products.

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www.designworldonline.com

7/6/16 10:58 AM

More torque

or better efficiency? Closed-loop versus open-loop stepper systems Step motor systems are a bedrock of the motion control industry. Here we explain the latest developments making step motor systems even faster, quieter, and more energy efficient than ever before.

Jeff Kordik

CTO • Applied Motion Products Inc.

Step motor systems have come a long way from the early days of voltage drives and full stepping. First came PWM drives and microstepping and then digital signal processors (DSPs) and anti-resonance algorithms. Now, new closed-loop stepper technology is ensuring that step motors continue to be a cornerstone of the motion control industry for years to come. Whether the motion is linear or rotary, two top considerations that dictate which motor and drive systems are most suitable are torque and efficiency. This applies whether the final application is an automated assembly system, a material handling machine, a 3D printer, a Cartesian positioner, a peristaltic pump, or one of countless other applications in which step motors are a preferred technology. The latest development in stepper systems is the application of low cost, high resolution feedback devices and advanced DSPs to close the loop on stepper motion. Such controls boost closed-loop stepper performance to outperform open-loop systems. As we’ll see, one such closed-loop system implements on an integrated motor design that includes a feedback device, driver and controller boards, power, communication and I/O electronics, and system connectors on the motor’s side and back.

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Closed-loop versus open-loop stepper systems: Performance indicators Acceleration (higher is better) Efficiency (higher is better) Position Error (lower is better) Heat (lower is better) Noise (lower is better)

Closed loop

Open loop Open loop

Closed loop

Closed loop Open loop Closed loop

Open loop

Closed loop

Open loop

This is a Relative Comparison Chart for StepSERVO closed-loop systems versus open-loop systems. Note the superior performance of the closed-loop stepper system as demonstrated in the results of laboratory testing that compare two systems for acceleration (torque), efficiency (power consumption), position error (accuracy), heat generation, and noise levels.

Comparing closed-loop to open-loop stepper systems First let’s explore how high performance closed-loop stepper systems compare to traditional open-loop stepper systems in terms of torque and efficiency. There’s superior performance from closed-loop stepper systems over open-loop setups as demonstrated in laboratory test results comparing the two systems’ acceleration (torque), efficiency (power consumption), position error (accuracy), heat generation, and noise levels. Just consider the relationship between torque and acceleration. Torque-speed curves show the peak and continuous torque ranges of a closedloop stepper system alongside the useable torque range of an open-loop stepper system. Very often, torque in the real world translates into acceleration — so motors with greater torque can accelerate a given load faster. To test this difference in torque performance in the lab, equally sized open-loop and closed-loop step motor systems get 64

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identical inertial loads. Programming commands the two systems to perform identical move profiles, except that acceleration rate and top speed are slowly increased in each system until they make positioning errors. Say that the open-loop system gets a maximum acceleration rate of 1,000 rev/ sec2 and a top speed of 10 rev/sec (600 rpm). This top speed of 10 rev/ sec correlates to where the flat portion of the torque-speed curve ends. The closed-loop system (due to its higher torque producing capability) gets a maximum acceleration rate of 2,000 rev/sec2 and a top speed of 20 rev/sec (1,200 rpm). This is double the performance of the open-loop system and cuts the move time nearly in half — from 110 msec down to 60 msec. For applications requiring high throughput (such as indexing, edge guide positioning and pick-and-place systems) the closed-loop system provides a clear performance advantage.

Closed-loop versus open-loop efficiency To measure the relative efficiency of closed- and open-loop systems, assume we repeat the same test with the same two motors of equal size. This time we have the closed-loop and open-loop motors run side by side with the same inertial loads but run programming that holds the move profiles constant and equal, so that both systems perform the same amount of work. While the two motors index the same move profile repeatedly, current draw from the dc power supply feeding the two systems is measured and power consumption is calculated. As can be seen in value plots, average power consumption of the openloop stepper system is 43.8 watts, while that of the closed-loop system is only one third as much — 14.2 watts on average. This dramatic difference in power consumption clearly shows the higher efficiency operation of the closed-loop system. Any user looking to increase the system efficiency of their open-loop stepper system can now consider a simple upgrade to a closed-loop system and expect significantly lower consumption. How to address motor heating A natural extension of the power consumption tests is the investigation of motor heating. Open-loop stepper systems are simple beasts. One simply sets the drive for the motor’s rated current and the drive will do its best to supply that current to the motor at all times, whether the resulting torque is needed or not. This often causes the generation of heat instead of energy towards the application function — and is the reason why open-loop stepper systems typically run hotter than closed-loop counterparts. It also means that machine designers must take additional steps to deal with this heat, often by including special guarding around step motors that will run in the vicinity of human operators, or by installing additional cooling systems such as fans. Consider the results of a motor heating test conducted in a laboratory using the

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Dynamic torque comparison

Closed loop versus open loop 48-V dynamic torque comparison

between StepSERVO closed-loop (peak torque), StepSERVO closed-loop (continuous torque), and open-loop

300

(useable torque). These plots show the

Torque (oz-in.)

peak and continuous torque ranges of

Closed loop (peak torque)

250

a closed-loop stepper system alongside

Closed loop (continuous torque)

200

the useable torque range of an openloop stepper system. The open-loop system outputs a maximum accelera-

150

tion rate of 1,000 rev/sec2 and a top speed of 10 rev/sec (600 rpm). This top

Open loop (useable torque)

100

speed of 10 rev/sec correlates to where the flat portion of the torque-speed

same open-loop and closed-loop systems as above. In this test, the two systems again produce the same amount of work driving the same inertial loads, and are allowed to operate until they reach thermal equilibrium. The open-loop system reaches a case temperature of 76.0° C, whereas the closed-loop system reaches thermal equilibrium at a case temperate of only 36.9° C — less than half that of the openloop system. This significant reduction in motor heating can mean lower component costs for machine builders, because they can omit extra guarding and cooling subsystems.

Noisy motors no more Another common complaint about open-loop stepper systems is that they are known to make quite a bit of audible noise. In certain environments, such as laboratories, hospitals, and offices, this noise can pose a real problem for machine designers. The noise emitted by step motors arises from high electrical frequency and 66

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Speed (rev/sec)

rapid flux changes in the stator teeth, and because open-loop systems are operated at full rated current regardless of load. Closed-loop stepper systems, on the other hand, supply the motor with just enough current to control the load and this results in much less audible noise. To produce the test results shown in the plot of acoustic noise accompanying this article, the acoustic noise of Comparison of power each system is measured in a soundproof chamber. The closed-loop system is dra50 matically quieter than the 43.8 W open-loop option at speeds from 0 to 20 rev/sec. This 40 speed range coincides with the real-world speed range

consumption

This comparison of power consumption by the StepSERVO closed-loop system and an open-loop system shows the StepSERVO’s higher efficiency.

Watts

curve ends.

20 14.2 W 10 0

Open loop

Closed loop

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This is a move profile comparison

Comparison of move proﬁles: Open loop and closed-loop stepper systems

between that from a StepSERVO closed-loop system and that from an open-loop system. The closed-

loop system (due to its higher torque

Speed (rev/sec)

producing capability) gets a maximum

StepSERVO closed loop

acceleration rate of 2,000 rev/sec2 and a top speed of 20 rev/sec (1,200 rpm)

as seen here. Open loop

10 5 0 0

0.02

0.04

0.06

0.08

0.1

0.12

Time (sec)

This is a laboratory test

of applications where step motor systems are most often used, meaning that the vast majority of step motor applications could benefit from reduced motor noise if switched to closed-loop systems.

temperature comparison of a StepSERVO closed-loop system and an open-loop system. It shows the results of a motor heating test using the

Better accuracy to eliminate position errors Open-loop step motor systems are prized for their ability to precisely position loads without a feedback mechanism or closed-loop control system, but only if the open-loop system has sufficient torque margin such that position errors will not occur during normal operation. For improved accuracy, and for a more robust system design, closing the servo position loop around feedback from the high resolution encoder allows closed-loop systems to compensate automatically for increases in torque demand that would otherwise lead to position errors in open-loop systems. This greatly improves overall system accuracy, particularly for highly dynamic applications such as pick-and-place systems and 3D printers where short, fast moves and frequent changes of direction are needed.

same open-loop and closedloop systems as in the other tests detailed in this article.

Upgrading existing stepper systems Of the components in an integrated step motor system, the motor, power amplifier and communication costs generally will not increase when going from open-loop to closed loop. The control electronics may require a bit more central processing power or memory to servo control the motor, but these typically don’t have an impact on list prices. Much of the cost difference between open-loop and closed-loop stepper systems lies in the addition of a high resolution feedback device, but refinements in manufacturing have made these www.designworldonline.com

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Audible noise versus speed

Audible noise (dBA at 12 in.)

90 80 70

Open loop

Closed loop

50 40 30 20

Speed (rev/sec)

Shown here is the audible noise plotted against the speed of for an open-loop system and a StepSERVO closed-loop system. Closed-loop stepper systems supply the motor with just enough current to control the load, and this results in much less audible noise than open-loop setups.

devices increasingly affordable. So now, closed-loop stepper systems maintain the cost benefits of open-loop stepper systems over other types of positioning systems â&#x20AC;&#x201D; such as a traditional servo â&#x20AC;&#x201D; but with greatly increased performance in nearly every way. Typically, the energy savings and increased throughput of a closed-loop system quickly pay for the slight increase in cost of the feedback device. In addition to a minimal cost increase, upgrading from an open-loop stepper system to a closed-loop system is simplified with NEMA frame size offerings. A closed-loop NEMA 23 step motor has the same frame size, pilot diameter, bolt hole circle and bolt hole diameter as an open-loop NEMA 23 step motor, so mounting brackets stay the same. The greater torque available from the closed-loop system means the shaft diameter of the closed-loop step motor may be larger, but this can usually be solved quite easily with a simple change of the shaft coupling. 68

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StepSERVO closed loop step motor technology is a product of Applied Motion Products. StepSERVO closed loop integrated motors were used in the quantitative examples in this feature. Get full results of the lab tests discussed in this article at www.applied-motion.com/ stepservo-white-paper. DW

WHAT DO YOU THINK?

Connect and discuss this and other design engineering issues with thousands of professionals online

7/6/16 10:59 AM

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Controllers

keep trains

on track 70

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With over 200 trains, 100 individual tracks and more than 1,200 cars, Entertrainment Junction’s complex control system keeps model trains running on time. Brian Kienlen

Master Electronic Operations Director Entertrainment Junction West Chester • Ohio

What does it take to control the world’s largest indoor train display with over 200 G-Scale model trains and more than 100 individual tracks laid down over two miles? Start with a 25,000 square foot facility, and add six AutomationDirect Terminator Series PLCs with discrete and analog I/O, each one responsible for operating an area of the building. Network the PLCs and add programming to allow multiple trains to operate together, some sharing the same tracks and sidings—and you have a complex yet easy to operate control system for a model train hobbyist’s dream come true.

Large-scale simulates real-world Entertrainment Junction uses G-Scale model trains, with the 1:24 scale representing the ratio of the model to real-life size. The G-scale model train is the largest of the mass-produced trains, with one inch on the model equating to about two feet in real life. Thus, a 40-foot boxcar would be around a foot and half on a model railroad, or about the size of a loaf of bread. These big, burly model trains operate on 2-rail track, use dc power, and can run indoors or outdoors. Currently, there are over 110 trains operating on over 200 individual main lines with electrically isolated and segregated blocks. This allows for multiple locomotives to be controlled independently within a single track line. In some cases, a single line will have up to seven trains operating at the same time.

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Similar to real-world trains, the track block system used on the model display ensures locomotives will stop and wait until the block ahead is clear. Since no two trains run at exactly the same velocities, blocks are required so that one can stop and wait before advancing to the next block. Without segregated blocks, trains would eventually catch up to each other, ultimately causing collisions and often derailments. Switches are controlled by a small 12 Vdc rotary motor that is always either pushing or pulling against the switch through a connecting rod. A relay controls the polarity of the voltage being delivered to the dc motor, thus controlling the direction of rotation. The continual applied pressure from the connecting rod to the switch allows for secure positioning, eliminating derailments from unsecured rails within the switch.

Upgrading the control system Local volunteers and enthusiasts designed and manufactured the original control system by hand. The custom printed circuit boards with resistors, diodes, transistors, capacitors and other electronic components were all soldered and assembled on site. Each track had its own control panel containing all the parts and pieces making up the control system. A computer ran the original circa 1970s

This electrical panel contains AutomationDirect Do-more PLCs for control of the 2,000 I/O points in the model train system.

C programming language, written before C++ was even developed. 45 of the control panels were originally made, and more were eventually added to accommodate growth. Power to the trains was regulated with a single capacitor and several transistors. After running well for six years, maintenance on the original control system became problematic. When parts wore out or broke, they had to be repaired by hand. Replacement parts werenâ&#x20AC;&#x2122;t available for much of the hardware or components. A more flexible control system was needed for this large distributed control application, and AutomationDirect was selected as the primary supplier. The new control system is a 100% retrofit, completely replacing the older control hardware with AutomationDirect components. Up to eight AutomationDirect Do-more PLCs are planned, each one using 55 discrete 16-point input modules, 40 discrete 16-point output modules, and 30 analog 16-point 0-10 Vdc input and output modules. The control system simultaneously monitors over 850 magnetic read sensors and control buttons, over 640 12 Vdc relays and indicator lamps, and over 500 individually controlled blocks. It also provides voltage control for the engines. Other control

This tablet-based HMI screen enables changes to the PLC settings and programs from any location along the two miles of track.

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The ability to view trend information at the SCADA system was vital to predictive and preventative maintenance of the system.

functions include bridge up/down, traffic signals, switches, speed changes, stops and starts. The new control system is responsible for controlling multiple trains on multiple tracks simultaneously. In most cases, multiple trains are operating together on the same tracks, with state logic programming coordinating the locations and speeds of each train. The old system had a single control panel for each train, operating independently from the rest of the layout. The new configuration ties every train and track together into one main control system, which allows for much more diversity on how the trains can operate, both individually and in relation to each other. The old system controlled the voltage feeding the track using analog components, including a combination of NPN transistors, optical amplifiers, resistors and capacitors. The new control system controls all analog voltages through the PLCs. Each PLC has a built-in web server, allowing speed control voltages and other values to be set using a web thin client running on an iPad or Surface tablet. Acceleration and deceleration 74

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rates can also be adjusted, along with many other parameters. The web thin client also provides a comprehensive view of train operation, along with the ability to drill down to more detailed levels as required by the operator. HMI software access through a wireless tablet lets the user be out and about in the layout and watching the results based on the user input, rather than being blind behind the scenes as with the original control system.

Keeping an eye on the train schedule While running over 110 trains, there is a high demand for retrieving information. For data acquisition, the PLCs count laps for each train and records fastest lap time, slowest lap time, average lap time, voltage input versus voltage output and the locations of the trains. Trend views inside the Do-more programming software detects voltage spikes and dips, which lets the staff know when a track needs to be cleaned, or if a train is drawing more current than it should. Voltage spikes on a graph indicate points along the track where the

The original custom circuit boards were difficult to troubleshoot and repair, which drove the facility to seek a better alternative.

www.designworldonline.com

7/1/16 10:29 AM

locomotive briefly lost continuity with the rail, indicating dirty track or wheels. On the other hand, voltage dips indicate heavy resistive loads, perhaps due to a stock car’s wheels shorting out while in motion, or bad motor brushes on a locomotive engine. The PLC is programmed to automatically recognize voltage changes and alert staff through email if a track needs cleaning or if there are issues with rolling stock. In extreme cases, the PLC will automatically shut down an operating line if a voltage dip exceeds a threshold over a set period of time.

Controlling a speeding train Analog signals are used to control the voltages supplied to the rails on the tracks, which then power the locomotives. It’s important that trains accelerate and decelerate at certain rates to prevent damaging the locomotives. The PLC’s analog voltage output modules are rated 0-10 Vdc, while the train’s operating voltage is between 0 and 24 Vdc, with an average current load of 2 to 5 A. Because the analog output module isn’t designed to handle such a load, a custom-designed amplifier board converts the low-level 0 to 10 Vdc output to an amplified, high current 0 to 24 Vdc output. This amplified voltage then feeds a 40-A power transistor that drives power to the locomotives. The power transistor is doing the work of supplying the current to the locomotive, with the PLC simply providing a control voltage that regulates the transistor’s output. The PLCs monitor the track’s segment block voltage. Using Ohm’s law and the fact that a dc motor running with a steady load will look resistive to a steady-state dc supply, train engine operation can be effectively monitored. The resistance of the locomotive can be determined, providing a good representation of the power drawn on the track. This power draw information gives an indication of where there are continuity issues such as a dirty track. A lower voltage July 2016

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7/1/16 10:35 AM

www.rollonmotionbox.com

PLUG AND PLAY 3-AXIS MOTION One vendor. One part number. Two engineering hours. Motion Box is a pre-configured 3-axis Cartesian robot system that allows you to focus on your core competancy while we handle the motion, assembly and controls. Including linear actuators, servo motor, a motion controller and HMI, Motion Box is completely pre-engineered to offer a true plug-and-play, 3-axis system compatible with most control systems. Eliminate the time, expense and risk in building your own Cartesian robot. Contact us today to learn more.

Call Rollon on 877-976-5566 or visit www.rollonmotionbox.com

Wrap around motor mount is an option. In-line mount is standard for each axis.

Gripper shown as concept. Not included.

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L i n e a r return indicates a higher resistive load. A threshold is set within the control system, and any reading higher or lower than the threshold will cause the train to shut down and send a text message to an operator’s phone for immediate investigation. The control system monitors voltages continuously to catch overload issues, often before the circuit breaker trips. Rolling stock cars have axles that often wear and cause shorts, and inputs to the PLC’s 0 to 10 Vdc analog feedback modules detect when that behavior is present and stops the train. PEERLINK for Ethernet was used as the communication network, allowing all the PLCs to talk to each other, either directly or through the SCADA system. The PEERLINK instruction makes it simple GM070 DW 07-16 Half Page Ad Matls AF_PDFx1a.pdf

Linear Stages

to share data over Ethernet between multiple Do-more CPUs, with transparent data sharing using peer logic variables in a designated memory area.

Train program on schedule State logic programming is the primary backbone for all the programs in this model train system. On the tracks themselves, there are magnetic sensors located throughout the entire track line, and some tracks may have up to 36 sensors. A rare-earth magnet is mounted on both the front and the rear of each train to activate these sensors. Each time a magnetic sensor is hit, the state of that particular train is changed. From there, the programming possibilities are almost endless. The 1

6/8/16

M ot i o n

system can detect if a train is broken in two, simply based on if a magnetic sensor is activated while the train is under a given state assignment. If a train hits a sensor under incorrect state parameters, the system will shut down that train, preventing operating malfunctions or potential train collisions. A message will then be sent to the SCADA system describing the error and the location of the train. Usually within seconds, the problem is identified and a plan is established to correct the mishap. DW Entertrainment Junction www.EntertrainmentJunction.com AutomationDirect www.automationdirect.com

9:20 AM

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M e c h a n i c a l

UL Listed or

UL Recognized

which cable is the right one? Just because it has a UL mark does not necessarily guarantee acceptance; after all, approval can be a tricky business. Before choosing a cable for a device or machine design, it pays to know the difference between these approval types.

Horst Messerer • Product Manager - Data • Network & Bus Technology • HELUKABEL

The North American market is an important one for selling internationally produced machinery and plant engineering. Underwriters Laboratories (UL) approval is just as important for manufacturers because it facilitates entry into the US and Canadian markets. UL approval can apply either to an entire machine or to all the individual components used, although it’s generally the latter that facilitates acceptance. However, there are major differences between the individual approval types and the way in which they are handled by inspectors, which might cause potential problems during the acceptance process. There are two types of UL approvals – UL Listed and UL Recognized – and each has its own unique differences. Inspectors are generally more familiar with UL Listed requirements, which means that they more readily accept this marking. Inspectors tend to have the standard memorized since they encounter it repeatedly, and can therefore make faster decisions during the acceptance process. For machinery and plant engineers, this saves a great deal of time and reduces costs because test and acceptance costs are much lower. 78

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Machinery and plant equipment manufacturers who produce for the North American market should be aware of the various UL approvals required for industry compliance.

â&#x20AC;&#x192;

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â&#x20AC;&#x192;

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M e c h a n i c a l

The highly flexible HELUKAT PROFINET Type C data cable has CMG PLTC FT4 approval and is suited for cable tracks in automated machinery.

The UL Recognized mark, on the other hand, conceals hundreds of Appliance Wiring Material (AWM) Styles, which can be found on the UL identity card that identifies a manufacturer’s existing AWM Styles. Approval is granted after a product for a machine or wired device is submitted to UL with information about the application (such as voltage level, flame retardant properties, temperature range, and so on). UL personnel then test the product’s mechanical properties and issue an existing AWM Style if the required parameters are met. If this is not the case, a new AWM Style is issued. However, acceptance can be a daunting task. Due to the vast number of AWM Styles, the inspector cannot say off hand which category the product belongs. Additional research is required to determine the correct category and with 50 to 80 different cables for each machine, this can take a long time to verify. Furthermore, during the research process, the inspector might come across a criterion that prevents acceptance. In this case, the customer would have to adjust its equipment before applying for approval again. Obviously this costs valuable time and money. Generally, if any problems occur it’s not because the product is not approved, but rather because it has the wrong type of approval. The following example explains the complexity of the issue.

A machine engineer sets up several machines in a factory. The machines are wired together with a polyurethane (PUR) jacketed track cable that has a UL Recognized AWM Style or UL Listed CMX approval. While PUR is an excellent material for permanently moving cables that require a long service life, it does not have a high level of flame retardance due to its chemical composition. So while this cable may be suitable for wiring inside the machine, it is not suitable for connecting individual machines. Then there’s the following problem: the cables are laid along the floor in open or closed cable trays. Cables installed in this way fall under the generic cabling classification (CM/CMG), which requires a bundled fire test. When cables are installed in trays, UL requires them to have high flame retardant properties. Therefore, the fire marshal conducting the tests will accept the wiring inside the machine, but not the wiring between the machines. As a result, the already installed cables must be completely or partially removed and replaced with versions that have a PVC jacket and UL Listed CMG approval.

Listing Type

Typical Application

Flammability Test

Industrial Automation Relevance

CMP

Highest flame resistance safety requirement; installation without additional protection

FT6

None

CMR

Cabling in multi-level buildings, minimum 2 stories (vertical duct)

UL 1666

None

CM, CMG

Cabling for buildings, with general use; optional PLTC approval (vertical duct)

CSA FT4

Cabling for manufacturing facilities, cable trays, in the field and machinery

CMX

Limited use within buildings

UL 2556, VW-1, CSA FT1

Field and machine cabling

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Customers often have no idea which requirements their applications must fulfill or what the different installation options offered by North American suppliers actually look like. Since the issue is complex, it is recommended to use UL Listed cables as much as possible. When in doubt, choose UL Listed Purchasers or technicians should always opt for UL Listed first because it’s easier to check the standard of the cable, and acceptance takes place more quickly. When a product complies with a UL Listed standard, the inspector will be on the customer’s side as they are spared the need to do any AWM research. Only when you cannot find the appropriate standard should you look into AWM Styles. AWM Styles are perfectly legitimate since they are tailored to the application, but not all applications can be squeezed to fit the requirements of a UL Listed standard. Case in point: a woodworking machine will have different wiring requirements compared to a metalworking machine or an automated machine. The following example illustrates the best approach to take when choosing the right cable. A track cable needs to be UL approved. For this, two standard jacket compounds are available to choose from — PUR and PVC. PVC jackets can be CM or CMG listed. PUR jackets can be AWM Style or CMX Listed. However, the latter version only satisfies the individual cable fire test and therefore does not bring any advantages with regard to fire resistance. While the inspector will immediately be aware of the relatively weak fire test of the CMX standard, he will have to look this up for the AWM Style. If the CMG track cable with PVC jacket is used, this cable will not last as long in the track as the PUR cable. However, the cable can also be installed in a cable tray and so the inspector will accept this. Europe focuses on the materials used in the cable, while the USA concentrates on flame retardant properties. Unfortunately, North American and European approvals do not always align, since many elements have become involved over time and there are different ways of looking at the situation. With European approvals,

great attention is paid primarily to the materials used, such as the number of highrisk plasticizers or lead-free products. Cables installed in buildings must be halogen-free or have low smoke density or low toxicity characteristics. However, flame retardant properties are the priority for UL certification. Unfortunately, flame retardance is not Europe’s first priority when smoke, combustible or toxic gases are produced in a fire. While regulating agencies may disagree on the right way to go about it, the fact is that in North America fires also break out when extremely flame retardant cables are used due to all the hazardous materials they contain, and fires are no less avoided when European solutions are used. UL Listed data cables Data cables are described in UL Standard 444. Depending on the application and flame retardant requirements, the individual chapters list the CMP, CMR, CM, CMG and CMX standard allocations according to the respective data cable criteria. CM or CMG UL Listed (bundled fire test) as well as AWM Style UL Recognized

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(individual vertical or horizontal fire test) versions apply to PVC-jacketed cables. The same applies to Flame Retardant Non-Corrosive (FRNC) versions. CMX UL Listed or UL Recognized versions are applicable to PUR jackets; however, both types only exist with individual vertical or horizontal fire tests. Cables with polyethylene (PE) jackets for outdoor or underground installation have no flame retardant properties and are therefore not UL certified. In terms of flame retardant properties, PUR can never satisfy a bundled fire test, however this material has good chemical and mechanical resistance. In cable track applications, this cable has a significantly longer service life than PVC-based materials. DW

HELUKABEL helukabel.com

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July 2016

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7/6/16 11:47 AM

The basics of

motor testing Miles Budimir â&#x20AC;˘ Senior Editor

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Testing electric motors doesn’t have to be a mystery. Knowledge of the basics together with powerful new test equipment vastly simplifies the job.

Electric motors have had a reputation for being a mix of science and magic. So when a motor fails to operate it may not be obvious what the problem is. Knowing some basic methods and techniques along with having a few test instruments handy helps detect and diagnose problems with ease. When an electric motor fails to start, runs intermittently or hot, or continually trips its overcurrent device, there my be a variety of causes. Sometimes the trouble lies within the power supply, including branch circuit conductors or a motor controller. Another possibility is that the driven load is jammed, binding or mismatched. If the motor itself has developed a fault, the fault may be a burnt wire or connection, a winding failure including insulation deterioration, or a deteriorating bearing. A number of diagnostic tools, such as clamp-on ammeters, temperature sensors, a Megger or oscilloscope, can help illuminate the problem. Preliminary tests generally are done using the ubiquitous multimeter. This tester is capable of providing diagnostic information for all kinds of motors. Electrical measurements If the motor is completely unresponsive, no ac humming or false starts, take a voltage reading at the motor terminals. If there is no voltage or reduced voltage, work back upstream. Take readings at accessible points including disconnects, the motor controller, any fuses or junction boxes, and so on, back to the over-current device output at the entrance panel. What you’re looking for is essentially the same voltage level as measured at the entrance panel main breaker. When there is no electrical load, the same voltage should appear at both ends of the branch circuit conductors. When the circuit electrical load is close to the circuit capacity, the voltage drop should not exceed 3% for optimum motor efficiency. In a three-phase hookup, all legs should have substantially equal voltage readings, with no dropped phase. If these readings vary by a few volts, it may be possible to equalize them by rolling the connections, taking care not to reverse rotation. The idea is to match supply voltages and load impedances so as to balance the three legs.

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T e s t

M e a s u r e m e n t

If the electrical supply checks out, examine the motor itself. If possible, disengage the load. This may restore motor operation. With power disconnected and locked out, attempt to turn the motor by hand. In all but the largest motors the shaft should turn freely. If not, there is an obstruction inside or a seized bearing. Fairly new bearings are prone to seizure because the tolerances are tighter. This is especially true if there is ambient moisture or the motor has been unused for a while. Often good operation can be restored by oiling front and rear bearings without disassembling the motor. If the shaft turns freely, set the multimeter to its ohms function to check resistance. The windings (all three in a three-phase motor) should read low but not zero ohms. The smaller the motor, the higher this reading will be, but it should not be open. It will usually be low enough (under 30 Ω) for the audible continuity indicator to sound. Small universal motors, such as those used in portable electric drills, can contain extensive circuitry including a switch and brushes. In the ohmmeter mode, connect the meter to the plug and monitor the resistance as you wiggle the cord where it enters the enclosure. Move the switch from side to side and, with a trigger switch taped so it remains on, press on the brushes and turn the commutator by hand. Any fluctuation in the digital readout may point to a defect. Often a new set of brushes is what’s needed to restore operation. Amperage or current readings are useful in motor testing as well. With a voltage reading, you know the electrical energy available at the terminals, but you don’t know how much current flows. Multimeters always have a current function, but there are two problems with it. One is that the circuit under investigation must be cut open (and later restored) to put the instrument in series with the load. The other difficulty is that the typical multimeter is not capable of handling the amount of current present in even a small motor. All the current would have to flow through the meter, burning the probe leads if not destroying the entire instrument. An essential tool for motor current measurement is the clamp-on ammeter. It circumvents such difficulties by measuring the magnetic field associated with the current, displaying the result in a digital or analog readout calibrated in amperes. Clamp-on ammeters are user friendly. Just open the spring-loaded jaws, insert either the hot or neutral conductor, then release the jaws. The wire need not be centered in the opening and it’s OK if it passes through at an angle. However, an entire cable containing hot and neutral conductors cannot be measured this way. That’s because the current flowing through the two wires travels in opposite directions so the two magnetic fields cancel out. Consequently, it’s not possible to measure the current in a power cord, as is often desired. The use of a splitter fixes the problem. This is a short extension cord of adequate rating with about six inches of jacket removed so that one of the conductors can be separated and measured. Digital and legacy analog clamp-on ammeters work well and are capable of measuring up to 200 A, which is adequate for most motor work. The basic procedure is to measure the start-up and running current for any motor while it’s connected to a load. Compare the reading to documented or nameplate specifications. As motors age, the current drawn generally rises because winding insulation resistance drops. Excess current causes heat, which

Multifunction instruments,

such as this CM174 clamp

meter from FLIR, give

test engineers the power of multiple instrument functions in one unit. The CM174

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must be dissipated. Insulation degradation accelerates until thereâ&#x20AC;&#x2122;s an avalanche event, causing motor burn out. The clamp-on ammeter reading will tell you where you stand on this continuum. In an industrial facility, as part of routine motor maintenance, periodic

"A number of diagnostic tools, such as clamp-on ammeters, temperature sensors, a Megger or oscilloscope, can help illuminate problems. Preliminary tests generally are done using a multimeter. They're capable of providing diagnostic information for all kinds of motors."

THE COUPLING. ABSOLUTE PRECISION 0.1-100,000 NM.

current readings can be taken and put into a log posted nearby so damaging trends can be spotted in advance to avoid expensive downtime. Insulation testing The insulation resistance tester (or megohmmeter), generally known by its trade name Megger, can provide critical information regarding the condition of motor insulation. In an industrial facility, the recommended procedure is to perform periodic tests and record the results so damaging trends can be detected and corrected to prevent an outage and extensive downtime. The insulation resistance tester resembles a conventional ohmmeter. But rather than the typical three-volt test voltage derived from an internal battery and present at the probes, the Megger provides a much higher voltage applied for a proscribed length of time. The leakage current through insulation, expressed as resistance, is displayed so it can be graphed. This test may July 2016

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â&#x20AC;&#x192;

WWW.RW-AMERICA.COM

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T e s t

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take place on installed or on-the-reel cable, tools, appliances, transformers, power distribution subsystems, capacitors, motors and any type of electrical equipment or wiring. The test may be non-destructive, for in-service equipment, or prolonged at elevated voltage to test prototypes to the point of destruction. A bit of a learning curve is involved in using the Megger. The correct settings, connection procedures, test durations and safety precautions must be implemented to avoid damaging the equipment or electrocuting the operator or coworkers. The motor under test must be powered down and disconnected from all equipment and wiring that’s not to be included in the test. Besides invalidating the test, such extraneous equipment could be damaged by the applied voltage. Additionally, unsuspecting individuals could be exposed to hazardous high voltages. All wiring and equipment has an inherent amount of capacitance, which is generally significant in large motors. Because the equipment is in effect a storage capacitor, it’s essential that lingering electrical energy be discharged before and after each test. To do this, shunt the relevant conductor(s) to ground and to each other before reconnecting the power source. The unit should be discharged at least four times as long as the test voltage was applied. The Megger is capable of applying different voltages, and the level should be coordinated with the type of equipment under test and the scope of the inquiry. The test generally applies between 100 and 5,000 V or more. A protocol involving voltage level, time duration, intervals between tests and connection methods must be composed, taking into account the type and size of the equipment, its value and role in the production process and other factors.

Using proprietary algorithms, the 438-II from Fluke measures the three-phase current and voltage waveforms and compares them against rated specifications to calculate motor mechanical performance.

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Motor testing equipment Newer more contemporary instruments make testing even easier. For instance, test equipment such as Fluke’s 438-II Power Quality and Motor Analyzer uses algorithms to analyze not only three-phase power quality but also torque, efficiency and speed to determine system performance and detect overloaded conditions, eliminating the need for motor load sensors. It provides analysis data for both the electrical and mechanical characteristics of the motor while in operation. Using proprietary algorithms, the 438-II measures the threephase current and voltage waveforms and compares them against rated specifications to calculate motor mechanical performance. The analysis is presented in simple readouts, making it easy to gauge the operating performance and determine if adjustments are needed before failures cause an operational shut down. The analyzer also provides measurements to determine a motor’s efficiency (for example, the conversion of electrical energy to mechanical torque) and mechanical power under operating load conditions. These measures allow for determining the motor’s in-service operating power compared to its rated

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T e s t

M e a s u r e m e n t

power to see if the motor is operating in overloaded condition or, conversely, if it’s oversized for the application, energy may be wasted and operating cost increased. Other developments include integrating multiple instrument functions into one unit. For instance, a new thermal imaging clampon ammeter from FLIR has a built-in infrared camera, which gives the user a visual indication of temperature differences and thermal anomalies. DW

FLIR www.flir.com Fluke www.fluke.com Keithley/Tektronix www.tek.com/keithley

» A DMM (digital multimeter), such as this Keithley DMM7510 from Tektronix, is a must-have instrument for

motor testing. A wide range of DMMs are available to measure voltage, current, and resistance, depending on

the motor power ratings.

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APPLICATIONS

Higher eﬃciency High power density Easy to mount Space savings

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EUROPE IXYS GmbH marcom@ixys.de +49 (0) 6206-503-249

VDSS

ID25

(V)

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Qg(on) typ

TC = 25°C (A)

650 650 650 650 650 650 650 650 650 650 650 650 650 650

22 22 22 34 46 60 80 100 100 108 120 120 145 150

0.145 0.145 0.145 0.1 0.069 0.052 0.038 0.03 0.03 0.024 0.024 0.024 0.017 0.017

USA IXYS Power sales@ixys.com +1 408-457-9042

Ciss typ

trr typ

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PD max

(nC)

(pF)

(ns)

(°C/W)

(W)

37 37 37 56 98 108 140 183 183 240 240 240 355 355

2190 2190 2190 3230 4570 6300 8300 10800 10800 14000 14000 14000 21000 21000

145 145 145 164 180 180 200 200 200 220 220 220 260 260

0.32 0.32 0.32 0.23 0.19 0.16 0.14 0.12 0.12 0.14 0.1 0.1 0.12 0.08

390 390 390 540 660 780 890 1040 1040 890 1250 1250 1040 1560

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C o u p l i n g s

best practices for choosing the right coupling Joyce Laird • Contributing Editor

Edited by Mike Santora Few motion system components are less glamorous than the mechanical oupling: an easily implemented, fairly straightforward part that is found almost everywhere. Perhaps more than any other element in the deisgn process, couplings are the one component where good enough feels...good enough. And that is where we can end up losing efficiency, product life, and myriad other system complications. Here, we cover some coupling selection best practices to help you select not just a good choice, but the best choice.

Consider the coupling a part of your design for your system early on

Coupling manufacturers routinely field calls from customers saying, “I have this system. Everything’s great. I’m hooking this motor to this shaft. Everything looks good…” Then, they come back later and say, “Well, I also need... I forgot to plan for a coupling.” Many of us have been guilty of this at some point. Remember to think about the coupling in the beginning, not as an afterthought when you’re assembling. 88

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As one of the most common types of coupling, bellows couplings are frequently a source of inquiry from motion system designers.

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C o u p l i n g s With relatively low cost, set screw attachment options are always popular. Here we see a servometer SMC 300 series bellows couplings featuring set screw style hubs and bore sizes from 2mm to 1.00”

When you’re looking at the specifications for a coupling, read the data carefully

All couplings have their benefits and their limitations. There is no “perfect” coupling. Couplings come in a variety of misalignment and torque capacities. The dimensions are all over the map. That’s why it’s important to remember: There’s no governing body for couplings in how they’re rated. Randy Kingsbury, Vice President of Sales and Marketing for Helical Products Company put it like this, “It’s not like the system that NEMA has for classifying motors and such. Coupling manufacturers use a best estimate or best calculation or the results of testing. For example, one manufacturer might list a torque rating and when you look at the footnotes; Their torque

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rating is for static torque. Then you have another company that uses dynamic torque, where rating is based upon a high-cycle environment. At Helical we actually de-rate the coupling torque capacity based upon realizing that they’re going to be going through millions and millions of revolutions.” They key is, when sizing a coupling or determining what size coupling is needed, look at torque. If we’re working with a positioning-type application, motion control, we also need to be thinking about what kind of torsional flexibility or torsional stiffness will be needed in the application.

Remember to consider worst case scenarios for tolerances and misalignments

When we look at an assembly where a coupling is connecting a motor and shaft, there’s two things to consider. Let’s say we can see that there is 0.013 in. offset and we find a coupling that would be perfect for the application, but it can only handle 0.005 in. offset. It costs $50 per coupling. We then see that the coupling that will handle a 0.013 in. offset, because it has more misalignment requirements, is going to cost 55 or $60. Is it worth tightening up the tolerances on the parts? That’s just a general point to keep in mind. How tight do you hold your tolerances on machine parts? It does cost money to hold tighter tolerances, but is it easier to get a coupling with a little bit more misalignment and stay with relatively standard tolerancing? That’s a consideration when you’re going into a design.

Personal CNC Prototyping - Product Design - R&D - Engineering Eisertech, a medical device company in San Diego, CA, designs and manufactures spinal implants and surgical instruments with the help of their Tormach PCNC 1100. What started out as garage shop prototypes has grown into a successful medical device product line. To read more about this story, and to see what others are doing with their PCNC mills, visit www.tormach.com/design. PCNC 1100 Series 3

Titanium bone screws and surgical spinal implants manufactured by Eisertech LLC.

Think about the diversity of misalignment scenarios

Another example of a more common type of misalignment is angular. Angular misalignment is measured as the angle between two shafts, where collinear center lines would be ideal. Parallel offset-center lines are parallel but there’s some distance of offset. Generally, couplings do a fairly good job at 0.01 in. and below of offset. Once we start hitting 0.02 in. or more of offset, we’re going to have a harder time finding a coupling that’s going to fit and a relatively compact package.

PCNC 770 Series 3 PCNC mills shown here with optional stand and accessories.

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C o u p l i n g s

In this image we see an electrodeposited bellows coupling by Servometer undergoing a standard cycle life test.

Speed Rating

If we find a coupling that has a large parallel offset capability, we need to be sure to check it’s RPM, or speed rating. Usually when a coupling handles extremely large offset, some of the designs are limited in what they can handle as far as RPM. Certain applications are relatively easy to solve with most any coupling at 5,000 to 10,000 RPM. But occasionally, we see couplings get up 25,000 RPM or even upwards of 75,000 RPM. The consideration we need to factor in is not just torque

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capacity but overall coupling balance. Is the coupling balanced for that type of speed? If it’s not either a balanced coupling or design that’s symmetrical by nature, we are guaranteed to run into a vibration situation due to the imbalance of the weight. That’s an important consideration that’s becoming increasingly more important as we see positioning devices accelerating faster and faster.

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C o u p l i n g s

Temperature

Paying attention to temperature is important because not all coupling solutions are capable of having axial compliance and thermal variances can cause expansion or contraction. They’re rigid in the axial direction. What that can do is put a lot of load onto the bearings in a motor. The same with thrust loading. In a motion control system with a small amount of replay in a lead screw using a thrust bearing, if we have an axially rigid coupling, we’re not going to be putting the load to the thrust bearing in our bearing blocks. We would actually be transmitting it to the motor. When we’re thinking about environmental conditions, we have to think temperature. Extreme heat often comes to mind first but another consideration is cold. There can be conditions where an elastomeric item could see some extremely

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Chemicals and harsh environments

Coupling attachment considerations

Geometry isn’t everything

Another point to consider is the chemicals the coupling will be subject to. Is it a harsh environment? Is it a very corrosive atmosphere? Kingsbury mentions some specifics for such scenarios. “We’ve done a lot of work here with a material called MP35N that’s used in a very harsh, downhole environments. Be sure to consider what your materials are going to be exposed to. Will it be in salt water? If it’s near the ocean or shipboard, you might need a special material or perhaps titanium. Also, if you’re in an environment that requires washdown, do you need something that’s going to be safe from corrosion? Is it near food?”

First and foremost is a set screw. With relatively low cost, this is always a popular option. The problem with a set screw is it can leave a burr on the shaft which can cause problems. If we’re using a set screw attachment, we want to be sure that at least one of the set screws is being set down onto a flat. It is not recommend to use a set screw attachment in a motion control type environment; When it’s reversing and the loads are reversing, the set screw will actually loosen up. Some try to compensate for that with a keyway. That can help, especially with preventing the set screw from loosening.

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cold temperatures. Perhaps in a space environment for example. Also, something else to consider, beyond hot or cold, is how large is the temperature swing? Some of that goes back to thermal expansion and axial motion.

As one of the most common types of coupling, bellows couplings are frequently a source of inquiry from motion system designers. Robert Collins, Technical Sales Engineer at Servometer, states, “Many people will call and give us geometry and think that the geometry of the coupling is all that matters but this isn’t true. The overall size of a bellows coupling does not 94

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C o u p l i n g s necessarily indicate that it is suitable for the application.” It is common to assume that if we provide general envelope dimensions, the allowable torque, amount of compression and other properties will all fall in line. But this is not the case. Geometry may limit the selection of available couplings from a line of stock offerings but it does not guarantee the proper function of the coupling in service. Collins further said, “If it is known that we are replacing a Servometer stock coupling that had a suitable service life with another Servometer stock coupling, then geometry will certainly help to determine a replacement. However, Servometer can make two bellows that look exactly the same act very differently just by changing the wall thickness by a thousandths of an inch or so.”

10 Cycle life is not related to torque but it Life Cycles

is related to one rotation is equal to two cycles. The amount of compression offset or bending that is used at any one time and not just during operation will affect the cycle life. No excursions can be allowed when considering life cycles. No allowance is made for over-compression or offset during installation and maintenance and down time. During these times, it is important to emphasize that the bellows can and will flex much more than what it was rated for on paper for the application. However, the rating applies to a reduced flexure to allow for the long cycle life that is specified and desired. Again, it’s important to consider that temperature, vibration, corrosion, can all cause unique problems for good bellows coupling application and they can certainly be overcome if appropriately specified.

11 Again, speed of operation is important. Even more speed

Some bellows coupling are not speed balanced. Servometer’s, for example, are not. Collins explaines, “If high speed greater than 3,000 RPM is required, then a third-party might need to be contacted to balance the coupling as you require. It is also useful to note that the hubs are not in alignment with each other. If special alignment is required, then a custom design will support your application.

Many people wrongly assume they don’t have enough time for a custom design. The time invested in detailing the necessary performance characteristics of your application will pay off many dividends if done in advance. There’s a situation of paying down the time required now or after repeated failures due to a lack of planning.” Geometry continued

envelope will restrict how 12 Design much selection we can have from typical, readily available stock bellows. The outside diameter is another potential problem but can potentially be solved with a custom unit if considered. A thicker wall bellows might handle higher torque requirements than a same size bellows with a smaller overall diameter. Other performance requirements such as compression, offset and bending may suffer accordingly with an increase in wall thickness. Sometimes, the stock unit can be quickly modified to accommodate a thicker wall. However, there are limits to how much thicker any one design can become and a custom unit may be required for a thicker wall. One simple solution not to be overlooked is that the bellows couplings are hollow and the shaft can protrude into the bellows cavity providing that does not interfere with the bellows wall. Screw-style bellows coverings are shorter by nature than compared to an integral clamping hub style. Generally speaking, set screws are more than sufficient for most applications using a bellows coupling as the allowable torque is not particularly high. Sometimes, a larger diameter can allow for more flexibility in a shorter bellows. Naturally, there are limits but if necessary, a custom larger diameter unit may be designed to accommodate a limited length application. Torque requirements are also another major concern when considering a bellows coupling. The torque of the motor, though, is not the maximum torque of the system. Gearboxes act like a torque multiplier. If a coupling is used on the output shaft of a gear box, then the torque of the motor multiplied by the speed ratio may be a good starting point for determining your torque requirement. www.designworldonline.com

Couplings 7-16_Vs6.LL.indd 95

The starting torque of the motor may be three to five times that of the operational torque of the system. It is important to consider the moment of inertia of the system when determining the maximum torque requirement of the coupling. When bellows couplings are used in compression, only 75% of the torque ratings should be used, since there is a potential for that bellows to buckle. DW

Helical heli-cal.com Servometer www.servometer.com Source material for this article is from the Design World original webinar: Proper coupling selection: what you’re probably missing.

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E l e c t r o n i c s

Fuel cell power

gains momentum Hydrogen fuel cells have numerous advantages over the best battery technology for running planes and even heavy duty vehicles. Leland Teschler • Executive Editor

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Batteries grab headlines these days, but it increasingly looks as though the power source likely to have the most impact on vehicle technology in the future will be the hydrogen fuel cell. That is the conclusion pointed to by recent developments on the alternative fuel front. For example, consider what’s going on in aerospace: European budget airline EasyJet PLC plans to test fuel cells on its Airbus planes as a means of taxiing without running the main engines. The airline figures to save on jet fuel this way. At the U.S. Naval Research Lab, fuel cells have been powering various drones since 2009. Researchers there say they are taking advantage of advances coming out of fuel cell research in the auto industry: NRL cells use the same protonexchange membrane material as found in the Toyota Mirai, a fuel cell vehicle released in 2014 that gets 66 mpg and runs for 312 miles on a full tank of hydrogen. There have been several developments in fuel-cellpowered drone aircraft. Intelligent Energy Ltd. In the UK has attached a hydrogen fuel cell to a $3,200, 7.5-lb quadcopter made by DJI in China. The fuel cell and its fuel weigh just 3.5 lb, which is lighter than the battery it replaces. On another front, researchers at the Pohang University of Science and Technology in South Korea have created a miniature fuel cell targeting drones and similar devices they say has a peak www.designworldonline.com

7/1/16 12:30 PM

power density of around 560 mW/cm3. And fuel-cell developer EnergyOr Technologies Inc. in Montreal has integrated fuel cells into several drones, including one developed by Israel Aerospace Industries. The company has also kept a 20-lb winged UAV called the Faucon H2 in the air on fuel-cell power for ten straight hours. Of course, the use of fuel cells to power relatively light drones could be considered technological baby steps. Fuel cells are still considered expensive. The development that would go the farthest to reduce their cost would be their adoption as a mainstream power source in high-volume vehicles. It looks as though that could begin to happen

in about four years. So says Charles Freese, General Motors executive director for global fuel cell activities. GM has developed several fuel cell vehicles since the late 1960s. In 2008, it fielded 120 fuel-cell powered Chevy Equinox SUVs that GM says have accumulated nearly three million driving miles. General Motors has also agreed to build all-terrain vehicles powered by hydrogen fuel cells for the U.S. Army and is working closely with Honda as a way of more rapidly getting to large-scale deployment of fuel cell technology. But Freese doesn’t see big fleets of fuel-cell vehicles on the road until about 2020.

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General Motors Senior Project Engineer Todd Goldstein in a Chevy Equinox powered by a fuel cell. The SUV is part of a fuel-cell-powered fleet of vehicles that have accumulated about three million miles.

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E l e c t r o n i c s Inside a proton-exchange fuel cell The argument for fuel cells The reason automakers are interested in fuel cells becomes clear by comparing fuel-cell energy density to that of batteries. “We look at volumetric and gravimetric energy storage density as figures of merit. Gasoline and diesel fuel tend to operate in the 30 to 40 Mj/l and 30 to 35 Mj/kg range. Hydrogen comes in at a little under 10 Mj/l and 10 Mj/kg. But those values are orders of magnitude better than the best lithiumion batteries,” says Freese. “That’s why hydrogen is so interesting. It can keep up the range for larger vehicles and still allow refueling in three minutes. The down side is that battery powered vehicles are 92 to 93% efficient from tank to wheel. That figure is about 65% for equivalent fuel cell vehicles.” Those efficiencies are probably about as good as they’re going to get for the near future, Freese thinks. The emphasis now is on getting the cost of the fuel cell down rather than on improving power density and efficiency. “Initially, technological development efforts in fuel cells were aimed at ensuring they weren’t excluded from powering vehicles because of the packaging or because they didn’t provide enough power. Those obstacles were overcome quite some time ago and they no longer guide our work,” says Freese. “We continue to push for smaller systems. For example, our current generation of fuel cells are about half the size and half the mass of those in the Chevy Equinox SUVs on the road since 2008. But now primarily we are trying to take cost out.” An example of GM’s cost reduction efforts can be found in the platinum catalyst used to promote oxidation reactions that generate positively charged hydrogen ions and electrons in the cell. “Platinum was a key cost driver for a long time,” says Freese. “The Equinox system had 80 gm of platinum. Now we are making cells that use

There are many chemistries that can go into fuel cells, but the most widely used is the hydrogen– oxide proton exchange membrane fuel cell design. Here a proton-conducting polymer membrane contains an electrolyte solution that separates the anode and cathode. On the anode side, hydrogen diffuses to the anode catalyst where it dissociates into protons and electrons. The protons conduct through the membrane to the cathode, but the electrons are forced to travel in an external circuit because the membrane is electrically insulating. On the cathode catalyst, oxygen molecules react with the protons and electrons which have traveled through the external circuit to form water.

The components of the fuel cell include

bipolar plates, electrodes, a catalyst, the proton exchange membrane, and ancillary hardware such as gaskets and current collectors. Bipolar plates have been made from numerous materials such as stainless steel, graphite, carbon composite, and 3D-printed power metal. The membrane electrode assembly is usually made of a proton exchange membrane sandwiched between two catalyst-coated carbon papers. Platinum usually serves as the catalyst.

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27 gm. And we are working on the next generation which will use only 7 to 12 gm. When you get that low, platinum is no longer a major cost driver. The amount of precious metal in the aftertreatment systems of big diesels can approach the level you see in fuel cells.” Intense system integration also gets credit for reducing costs. “The Equinox fuel cell needed seven injectors to inject hydrogen. Now we are down to one. The old designs also had a large manifold and controller.

Automakers also want fuel-cell-powered vehicles to last as long as those powered conventionally. But the wear-out mechanisms for a fuel cell are totally different than for an engine. Now we use a controller that is size of your pinky finger that integrates into an existing manifold,” Freese says. There have also been advances in the construction of the plates inside the cell that separate the hydrogen, oxygen, and cooling components. “In our first generation, those plates were a composite. It was brittle, thick and expensive. They were also porous enough to let molecules migrate through over time. Now we’ve gone to a thin, stamped stainless-steel plate that harkens back to our automotive roots. The plates are foil-like and robust and look a lot more like a head gasket in an engine,” Freese says.

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E l e c t r o n i c s

As part of its testing program, GM equipped 119 2007 Chevrolet Equinox SUVs with fuel cells. To date, GM’s fuel cell test fleet has accumulated nearly 3 million miles.

Similarly, GM has found ways to mass-produce fuel cell proton-exchange membrane material. “The technique we use borrows much from the days of Kodak producing photographic film on roll-to-roll machines. And the way we process catalysts is much like the way photocopying inks are prepared,” says Freese. Still, there are operational areas associated with fuel cells that need some work. “Heat rejection and getting enough radiator space is part of the challenge,” says Freese. “We are not happy with where we are today, and we are pushing in that area. But the good thing is that the levels of heat we are dealing with are not stressing the system thermally or mechanically. We run in the 95°C range and lower sometimes, compared to the 700°C you have in

conventional exhaust temperatures. So the delta-T is actually smaller than in an internal combustion powertrain.” Automakers also want fuel-cell-powered vehicles to last as long as those powered conventionally. But the wear-out mechanisms for a fuel cell are totally different than for an engine. “Basically, you have to keep contamination out of the system. The hydrogen must be pure; our

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standard is 99.999% pure coming into the stack,” says Freese. “We have to worry about contaminants that aren’t an issue in conventional power trains.” Interestingly, the age of the fuel cell stack can also be a factor in its degradation. “Over time, air can intrude into parts of the stack. We have numerous ways of mitigating that effect, many of them proprietary,” says Freese. “Otherwise there can be reactions on one side of the stack that will tend to eat up the carbon support layers. Over long periods of time we can’t make that effect completely go away though we can reduce it.” Another factor in aging is that the catalyst material can go through a change in morphology over time. “We want to keep the catalyst well distributed on active sites to minimize the amount of platinum used and maximize the reaction with gases. But the platinum tends to move over the life of the fuel cell stack. Platinum molecules can join with others to form bubbles and diminish the active surface area,” explains Freese. “The consequence of all those effects is that the amount of voltage the cell creates over time can deteriorate. So we have to oversize the cell a bit so it can produce enough power to run the vehicle at its end-of-life.” Storing hydrogen The usual way of storing hydrogen for fuel cells is to put it in a tank pressurized to about 10,000 psi. Perhaps the biggest challenge for fuel cell promoters

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is to convince consumers that it’s safe to put this high-pressure tank of hydrogen in a vehicle. The prospect of storing hydrogen under pressure has been contentious enough to spark the development of alternative storage schemes. For example, Cella Energy in the UK has come up with an idea it calls solidstate hydrogen storage. The firm combines hydrogen with special plastic pellets which can be stored at ambient pressure. A vacuum pump moves batches of pellets to the cell. The pellets get heated to release the hydrogen. Spent pellets then get routed back to a storage tank again with a vacuum pump. The difficulty with storing hydrogen in a material this way is that it requires energy to free the hydrogen for use by the fuel

cell. “When you reliberate the hydrogen to get it into the stack it is easy to expend so much energy that you end up over-riding the advantages of the storage approach,” says Freese. “Sometimes you have to add mechanization on the vehicle that gives up the advantages of not using compressed gaseous storage.” Some researchers have also stored hydrogen in liquid form as a way to avoid high pressure tanks. Liquid hydrogen stored near 50 psi has three times the energy per unit volume as gaseous hydrogen stored at 5,000 psi. The higher density means that about three times as much liquid hydrogen can be stored in about the same volume as 5,000-psi gaseous hydrogen. This is one reason the U.S. Naval Research Lab has been

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able to fly a 35-lb drone called the Ion Tiger for three days using liquid hydrogen fuel. The big difficulty with liquid hydrogen is that it must be kept at temperatures near -423°F, so high-quality tank insulation is a must. That’s a problem when it comes to powering most vehicles. “Cryogenically stored hydrogen tends to warm up and boil off and must be vented. Cars spend a lot of time parked, and they could lose a lot of hydrogen just sitting. That’s why liquid hydrogen storage is just not a dominant path for vehicles,” says Freese. It turns out that storing hydrogen under relatively high pressure is easier than to store it at cryogenic temperatures. “Industry has gone toward using a composite tank that tends to have a polymeric liner inside and

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E l e c t r o n i c s

an external carbon fiber wrap. They are really strong, and the carbon fiber is literally bullet proof. We shoot them with projectiles and they won’t puncture,” Freese says. The more difficult obstacle for vehicle makers is fitting a hydrogen tank in the same space as a gas tank. “The optimum shape of a hydrogen tank is cylindrical. It just isn’t the same shape as gas tank. So we may have to go to using multiple tanks, each with an associated cost and complexity,” says Freese. DW References Cella Energy cellaenergy.com/ EnergyOR Technologies Inc. www.energyor.com/ General Motors fuel cell research www.gm.com/mol/m-2015-nov-1119-tardec.html Intelligent Energy www.intelligent-energy.com/ U.S. Naval Research Labs Ion Tiger fuel cell drone http://tinyurl.com/jgv3l36

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Adh es i ve s

Choosing between

Adhesives and ultrasonic welding Adhesives and ultrasonic welding are two of the more popular methods for assembling plastic parts into finished products. Here are key questions to consider on why and when to adopt these assembly methods.

Steven A. Williams • Global Product Manager – Ultrasonics • Branson Ultrasonics, a business of Emerson In general, the important considerations involved in making a part assembly decision fall into two broad categories. One set of considerations has to do with your business, its product lines and production needs, and the degree of speed, flexibility, and scalability needed in assembly operations. The second, narrower set of considerations goes right to the nature of the part itself, notably the materials used and the shape, or geometry, of the part. Adhesives and ultrasonic welding are permanent joining methods. Both create a strong bond between components that won’t come apart. So, consider: will the part, once assembled, ever have to be disassembled to allow for maintenance, component repair, or replacement of a battery or bulb? If so, permanent assembly methods like adhesives or ultrasonic welding may be only part of the solution. To allow for disassembly, a product design probably will need to incorporate either mechanical fasteners or snap-fit components. 104

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Flexibility Of the two assembly methods considered here, adhesives often provide more flexibility in the assembly process. Specifically, this means that adhesives can create bonds between plastic components that use a range of materials and shapes. And, if there’s a need to modify the design of one of the plastic components – to make one of the dimensions longer or shorter, for example – the adhesive joining process remains the same. It is comparatively easy to change components and then adapt the adhesive assembly process. If adhesive dispensing is done manually, simply inform the assembler of the change. Or, if automated, adapt the robot’s programming to change the pattern of its adhesive dispensing motion. The notion of flexibility can also make adhesives a good solution for assembly of products in small quantities, including: • Prototype designs • Product samples • High-mix production runs that include parts of differing sizes or shapes

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For all their flexibility, adhesive joining methods come with some constraints. The first involves maintenance. Anyone who has ever used a bottle of glue knows that when the glue is in use, the applicator must be kept relatively clean and the glue applied with consistency and care to ensure a complete and cosmetically pleasing bond. When the number of adhesive applicators increases, the challenge of ensuring process control grows. Assembly managers must ensure that adhesives are flowing smoothly and consistently to assure part strength, necessitating periodic purging and cleaning of adhesive systems and applicators. When not in use, adhesive applicators must be cleaned and capped to prevent the exposed adhesive from curing and clogging, which can lead to waste or production delays. Another constraint on adhesive methods is that adhesives are consumables. Every adhesive bond made represents an incremental production cost that rises in direct proportion to output. And, if production rises beyond initial cost estimates – if for example, product sales and production ramp up rapidly, perhaps breeding new product variations or options – production costs will likely be reevaluated as management sees the product moving from a developmental to a growth phase.

Production volume The point of change – in production volume and expected sales – offers an opportunity to consider ultrasonic welding.

• An ultrasonic welding system,

like the Branson 2000X includes a power supply (lower left), and “stack” (right). Connected to the bottom of the stack is the “horn,” which transmits energy into the plastic parts being welded. (In this example, the horn has a blade-like shape.) At the base of the stack, weld tooling (not shown) is fastened to the perforated plate. The tooling holds plastic parts in place for welding.

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Ad hesi ves

Understanding the ultrasonic welding process In ultrasonic welding, high-frequency vibrations are applied to two parts by a vibrating tool, commonly called a “horn” or “sonotrode.” Welding occurs as the result of heat generated at the interface between the parts. The ultrasonic vibrations are created by a series of components – the power supply, converter, booster, horn– that deliver mechanical vibration to the parts. The power supply takes a standard electrical line voltage and converts it to an operating frequency (in this illustration, 20 kHz). This electrical energy is sent through an RF cable to the converter. The converter uses piezoelectric ceramics to convert the electrical energy to mechanical vibrations at the operating frequency of the power supply. This mechanical vibration is either increased or decreased based on the configuration of the booster and horn. The proper mechanical vibration, known as amplitude, typically is determined by an applications engineer and based on the materials being welded. Conversion sequence Mechanical vibrations are delivered to the parts to be welded. The parts also are put under a mechanical load, primarily with a pneumatic actuator. Under this load, the mechanical vibrations are transmitted to the interface between the parts, where it is focused on a triangle-shaped bead, the energy director, which focuses the vibration to create intermolecular and surface friction. This friction creates heat and a subsequent melt, which solidifies into a welded bond.

Using ultrasonic welding for part assembly requires some up-front investment, starting with the welder. Then, there is product-specific tooling, which precisely holds the various plastic components in place before and during the welding process. But, you only make this investment once. With these elements in place, you’re in position to begin managing your assembly costs, amortizing a single fixed investment over the ongoing assembly volumes for that part. Whether you’re welding 1,000 or 1,000,000 of that part, you don’t have to worry about incremental consumables or assembly costs. The same favorable economics for ultrasonic welding apply to those who plan high-volume part production from the outset. As soon as a product design is finalized, weld tooling can be completed and production can begin. The key to amortizing assembly method costs, comparing costs over time, and realizing assembly cost savings is to have a firm idea of what annual production volume will be. Those with production volumes ranging from tens of thousands to millions per year can often realize a clear financial benefit with an ultrasonic welding process.

Cycle time Adhesive assembly processes range in complexity. The most basic may consist of a relatively simple fixture for one part and a hand-held adhesive dispenser. An individual assembler may lay down a bead of adhesive on one component and then affix the mating component by hand, either pausing to hold it while it sets or attaching a clamp or fixture to hold it steady during the curing process. A more complex adhesive assembly process may involve automation. Again, you’ll need the base fixture to hold one part, plus any clamps or other means to hold the part while it cures. Some applications 106

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• Detailed illustration

of the weld “stack” components, which include the converter, booster, and horn. Horns come in dozens of different configurations, based on the geometry of the parts to be welded.

may call for a robot. Robots tend to be flexible: you can change the programming, change the fixtures, change the adhesives, and assemble a number of different parts with different geometries using the same robot. Perhaps the biggest factor with an adhesive assembly process is the cycle time required. The adhesive assembly cycle isn’t done when the two parts are brought together; typically, a full strength adhesive bond requires curing time for each part. By contrast, ultrasonic welding provides a permanent, welded bond in one second or less. As soon as the welded part is removed from the weld tooling, the weld cycle is complete. A new part can be loaded and welded immediately.

Materials Materials selection is an important variable in the effectiveness of assembly processes. In general, it is more difficult to bond dissimilar materials—rubber to plastics or plastics to metals, for example. In cases like these, mechanical fasteners or adhesives are probably the best places to begin.

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Adh es ive s

When it comes to fully plastic assemblies, similar thinking applies. Material selection may be somewhat more diverse when adhesives are used in assembly, because adhesives are more likely to achieve bonding between dissimilar plastics. There are some exceptions—a few polymers that may react chemically or degrade in the presence of certain adhesives – but relatively few. When it comes to ultrasonic welding, similar polymers tend to weld better than dissimilar polymers. However, some dissimilar polymers may be welded if they have similar melt temperatures and melt flow characteristics. Also, amorphous polymers tend to weld better than semi-crystalline polymers, since they have more gradual melt curves and more predictable melt flows between parts, which help to create more consistent bonds. ABS, polystyrene, and polycarbonate are examples of amorphous materials that weld very well. Semi-crystalline polymers are more challenging to weld because these materials tend to melt and solidify abruptly. These characteristics that can make achieving a consistent melt and melt flow more difficult, making it correspondingly more difficult to get a consistent bond. Examples of semi-crystalline materials that are more challenging to weld are polyethylene, polypropylene and nylon.

Geometry The use of adhesive joining methods allows considerable variation in the geometry of parts. As long as the edges to be joined offer sufficient surface area for the adhesive, it’s a workable method for joining. Part geometry imposes a few more challenges when it comes to ultrasonic welding, since the 108

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•

Typical of parts that may be joined using adhesives or ultrasonic welds is this two- piece, injection molded housing.

• Cutaway and red highlighting

shows the location of the tongue-and-groove joint in the two-piece housing. Close-ups of the joints show the difference between a tongue-and- groove joint designed for adhesive joining (as noted) and ultrasonic welding. Note that the ultrasonic joint has been modified to include a triangular “energy director,” which melts when welded to form a strong bond between the parts.

July 2016

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Adhe sive s

Adhesives

Ultrasonic Welding

Pros

Cons

Pros

Cons

Flexibility in part design

Adhesive is a consumable

No consumables

Requires capital investment

Can adhere dissimilar materials

Cure time adds to cycle time High-volume production

Low capital expense

Equipment maintenance (dispensing machine)

Works with a variety of part sizes and geometries

Parts must be clamped while High-strength seals curing; some need extra (UV) curing process

Typically requires dedicated tooling

Great for low-volume production and prototyping

Requires chemical Minimal equipment compatibility; certain plastics maintenance will degrade

Limited to certain part geometries/contours

Setup can be cumbersome

Noise; depending on frequency and part size

structure of the part itself must adequately transmit the energy received from the horn down to the weld joint. Some part shapes will inherently do this better than others. A great example of an easy-to-weld shape would be a cube with walls that are rigid enough to direct energy straight to the weld joint. A more difficult shape to weld would be a sphere, since one half would tend to flex under load, and therefore not transmit the energy as efficiently. Easy-to-weld parts tend to have these characteristics: • Relatively flat surfaces (limited contours) so that good horn contact can be achieved • Surface area on the top of the part over the weld joint area • Side walls with enough rigidity to transmit energy to the weld joint • A properly designed weld joint Every part is unique, of course, so the only way to know whether any design will work with any assembly method is to speak with

Easy setup and fast cycles Vibratory energy can impact delicate components

Easily integrated with automation

a knowledgeable professional who can help you evaluate your design, consider your assembly needs, and find the right solution.

Design with the future in mind One of the wisest things that you can do for your product design – and for your company’s bottom line – is to make design choices that keep your assembly options open to both adhesive and ultrasonic welding methods. Perhaps the easiest way to do this is to design a simple “tongue and groove” joint into the mating surfaces of the components that comprise your part. This type of joint offers an inherent alignment feature – the groove – that’s ideal for capturing adhesive and aligning the tongue of the mating surface, or for making a strong ultrasonic weld. Should production need or volumes change, it is easy to convert a tongue-and-groove part from adhesive assembly to assembly

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Specific joint design (energy director) required

using ultrasonic welding. All that is required is to add an “energy director” – a small bead of sacrificial weld material – to the bottom of the existing tongue. Typically, this can be done with a modest “steel safe” change to the mold. Then, during the weld process, the energy director on the tongue melts neatly into the groove, resulting in a precise weld joint that offers high strength and good sealing properties. DW

Branson Ultrasonics Emersonindustrial.com/en-US/Branson

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Adhesive

Master Bond Inc. Thermally Conductive, Electrically Insulative Two Part Silicone Meets NASA Low Outgassing Specifications

MasterSil 972TC-LO is capable of transferring heat with a thermal conductivity of 7-9 BTU•in/ft²•hr•°F [1.01-1.30 W/(m•K)], while retaining superior dielectric properties. It bonds well to a wide variety of substrates, including metals, composites, glass, ceramics as well as many types of rubbers and plastics. This addition cured system does not require air for cross-linking. It features low shrinkage upon curing even in thick or wide cross sections. MasterSil 972TC-LO has very good flexibility and high elongation. It can withstand aggressive thermal cycling as well as thermal and mechanical shock. This moderate viscosity system passes the rigorous requirements for low outgassing per ASTM E595 specifications. It is particularly well suited for use in vacuum environments as well as applications in the aerospace, electronic, opto-electronic and specialty OEM industries. MasterSil 972TC-LO is 100% solid and has a white color.

MASTER BOND INC. 154 Hobart Street Hackensack, NJ 07601-3922 main@masterbond.com Tel: +1-201-343-8983 Fax: +1-201-343-2132

Registration is open for IMTS 2016 & Conferences

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Pro du ct World Collet closer Bell-Everman bell-everman.com Ballscrews & Rollerscrews

This new collet closer fits into through-hole openings as small as 15 mm and extends just 42 mm from the face of the stage. The initial offering, “ER-16,”

Industrial Robots

collet closer handles cylinders with diameters from 1 to 10 mm. The collet closer can close without changing the workpiece’s axial position. It also offers the ability to customize the opening and clamping behavior; the same air cylinder that closes the collet can be set to open it.

Linear Motors

High-speed couplings

Linear Actuators

Miki Pulley mikipulley-us.com Handling system speeds up to 20,000 rpm, SFD couplings maintain concentricity within

Linear Guideways

0.001 TIR. They feature self-centering, single bolt clamping at both coupling ends. SFD couplings have a compact, low profile design for applications where space is limited. They are ideal for machine tool applications. RoHS compliant, they are available in three models in bore sizes ranging from 6.00 to 22 mm. Transmittable torque for these sizes range from 2.2 to 25 Nm.

Linear Encoders / Positioning Measurement Systems

AC Servo Motors

Hiwin D1 and D2 Servo Drives

For more information visit

www.hiwin.com

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Prod uc t World Integrated motors Applied Motion Products applied-motion.com TSM11 StepSERVO integrated motors come in three NEMA 11 frame models. The TSM11Q-1RM model is 1.72 in. long with 9.2 oz-in. torque; TSM11Q-2RM model is 2.08 in. long with 11.3 oz-in. torque; and TSM11Q-3RM is 2.52 in. long with 17.7 oz-in. torque. All TSM11 models include: point-to-point moves (absolute, relative, homing, feed to sensor); stored Q programs for stand-alone motion or in combination with a host PC, PLC or HMI; and two programmable digital inputs and two programmable digital outputs.

Rugged mobile terminals Cognex cognex.com The MX-1000 combines the ease-of-use, low-cost and flexibility of off-the-shelf smartphones together with a rugged hand-held assembly that holds both the phone and a specially designed barcode reader. The barcode reading algorithms can read 1-D and 2-D label-based codes, as well as challenging 2-D DPM codes quickly and easily. The mobile terminal accepts a

Absolute encoders

variety of Android and iOS smartphones.

Baumer baumer.com Resilient housing, optimally spaced fixed/floating bearings on both sides, and generously sized hybrid ball bearings are all highlights of HMG 10 and PMG 10 series of HeavyDuty encoders. The robust magnetic precision sensing supplies a quality signal while withstanding dust, dirt and condensation. Even at high temperatures up to 100Â° C and in adverse environments, the shock-and vibration resistant sensing technology ensures high-precision signals for maximum processing accuracy and control quality in the application. 112

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Shaft collar Amacoil amacoil.com Easylock shaft collars with positive release are designed to

WE Series Linear Guideway Wide Series Ball Type.

reduce downtime to help maintain consistent production rates. A clamping control wheel allows users to adjust the holding force from 90 to 1,124 lb. The quickrelease feature makes Easylock collars well suited to high volume production where frequent changeovers of shaft-mounted tools, reels/spools and other objects are required. The positive release feature is standard on sizes 25, 30, 35 and 40, and will soon be included on the smaller sizes 10, 12, 15, 16, 20 and 22.

PG Series Linear Guideway Integrated Magnetic Encoder.

Multifunction measurement terminal Beckhoff Automation beckhoff.com The EL3751 1-channel EtherCAT Terminal for analog measurement technology combines high measurement accuracy: ±0.01% of the full scale value for most interfaces, at 25° C (±5° C), with a high sampling rate of up to 10,000 samples per second and 24 bit resolution (incl. sign). The “Extended Range” feature in the EL3751 enables effective measurement

MGN / MGW Series Linear Guideway Stainless Steel Miniature Linear Guideway Size 5 Now Available.

even beyond the nominal measuring range, with possible extension up to 107%.

HG / EG / RG Series Linear Guideways Ball and Roller Type.

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Prod uc t World Oil-less air compressor THOMAS gd-thomas.com The 2380 series twin WOB-L piston oil-less air compressor provides 100 psi (6.9 bar) max pressure with open flow of 2.3 cfm (65 L/min). It is fan-cooled and has a onepiece monolithic head. Weighing 12 lb, the 2380 is 9.31 x 5.14 x 6.73 in. (236.5 x 130.6 x 171 mm). Its compact design makes it suitable for use in medical, dental, industrial packaging/printing, and environmental applications, while the twincylinder design provides long-life reliability with low vibration and quiet operation.

Belt conveyors

Constant speed couplings

Dorner Manufacturing dornerconveyors.com

Zero-Max zero-max.com

The 2200 Series comes with a Universal T-Slot that is compatible with industry standard hardware and makes attaching accessories and guiding fast and simple. Additionally, a 5/8-in. nose bar transfer option with V-Guided belt tracking safely transfers parts at speeds of up to 200 ft/min for increased productivity. The conveyors feature widths between 1.75 and 24 in., lengths between 18 and 24 in., and load capacity up to 120 lb.

Offset Couplings are available for shaft displacements of 0.156 to 17.29 in. and torque capacities from 55 to 459,000 in.lb. These couplings feature zero-maintenance bearings that eliminate lubrication and system downtime. This design keeps out contaminants and foreign matter, enabling the couplings to be used in tight spaces and in less than ideal operating environments. The couplings can be mounted to shaft hubs or directly to existing machine flanges.

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Position controller

Brass inserts

maxon precision motors maxonmotorusa.com

Penn Engineering pemnet.com

EPOS4 modules have detachable pin

Type MSIB brass inserts feature threads as

headers and two different power ratings.

small as M1, can be specified in a range of

With a connector board, the modules

lengths, and will mount in plastics as thin

can be combined into a ready-to-

as 0.7 mm. Mating hardware completes

install compact solution. The position

final component attachment. Their unique

controllers are suitable for efficient and

symmetrical shape will accommodate either

dynamic control of brush dc motors and

straight or tapered holes and eliminates any

brushless BLDC motors (EC motors) with

need for orientation of the inserts during

Hall sensors and encoders up to 750 W

installation. The inserts install permanently

continuous power and

where designed into ABS, polycarbonate, and

1,500 W peak power.

other plastic substrates by pressing them into

LM Linear Actuator / SAR Linear motor driven high acceleration and accuracy, unlimited travel.

KA Type Linear Actuator / SAR Ballscrew or belt driven, exible design.

the host material using ultrasonic equipment or thermal press. KK Type Linear Actuator / SAR Ballscrew driven, high accuracy and reliability.

KS Type Linear Actuator / SAR Ballscrew driven for clean room applications.

Cationic epoxy EpoxySet epoxyset.com

AC Servo Motors.

The UV-8504E can be used as a water protective coating as well as a structural bond. With an elastic modulus of about 300,000 psi and a glass transition temperature of 125° C, it is excellent for temperature cycling applications from -55 to 200° C even in high humidity environments. The 1.57 cured refractive index makes this clear system ideal for many

Hiwin D1 and D2 Servo Drives for Servo Motors, Torque Motors and Linear Stages.

optical applications. With a low viscosity, application is easy and a tack free cure can be accomplished in 15 sec.

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A d In dex Accuride .......................................................39 All Motion ....................................................... 4 Allied Electronics .......................... Cover,3,55 Altech Corporation ...................................... 17 Altra Industrial Motion .............. 23,24,25,26 AMETEK DFS ................................................ 35 AMETEK PMC ............................................... 19 Anchor Fluid Power .....................................90 Anderson Metals Corp ..............................102 Aurora Bearing Co. ......................................99 AutomationDirect ......................................... 1 Bison Gear & Engineering Corp................ IBC Branson Ultrasonics Corporation ............. 59 Brogan & Patrick Mfg. ............................... 12 CS Hyde ....................................................... 31 Del-Tron Precision, Inc. ............................... 75 DieQua ..................................................49,101 Digi-Key Electronics ................................... 15 Dunkermotoren, part of Ametek .............. 65 Encoder Products ....................................... 61 EXAIR Corporation ........................................ 5 Fabco-Air ......................................................28 Fixtureworks ............................................... 47 Griffin Motion .............................................. 77 Helical Products Company .......................... 7 HELUKABEL, USA ........................................ 21 Hitachi Cable America ................................ 27 HIWIN .......................................... 111,113,115 IMTS2016 ...................................................110 ITT Enidine ...................................................22 IXYS/Zilog .................................................... 87

SALES

Master Bond ................................................ 47 Memory Protection Devices ...................... 13 Nason ...........................................................58 NCI ................................................................99 NSK Precision ............................................. 45 NTE Electronics ........................................100 OPTO 22 ....................................................... 51 PBC Linear ................................................... 69 Peninsular Cylinder ....................................92 PHD Inc. ....................................................... 57 PITTMAN ....................................................... 73 Proto Labs ..................................................... 9 QA1 ............................................................... 16 R + W ............................................................ 85 Ringfeder Corp. ...........................................56 Rittal .............................................................93 Rollon ........................................................... 76 Schunk, Intec ..............................................60 SEW-EURODRIVE ......................................... BC SIKO Products .............................................94 Smalley Steel Ring Company .................... 10 Sorbothane ................................................. 16 Sunstone .....................................................53 THK America, Inc. .......................................IFC Tompkins Industries .................................... 2 Tormach ....................................................... 91 TRIM-LOK, Inc. .............................................52 Universal Robots USA, Inc. ........................44 US Tsubaki ................................................... 37 Virginia Panel Corporation ......................... 41 Whittet-Higgins Co. ..................................... 29

Mike Caruso mcaruso@wtwhmedia.com 469.855.7344 Jessica East jeast@wtwhmedia.com 330.319.1253 @wtwh_MsMedia Michael Ference mference@wtwhmedia.com 408.769.1188 @mrference Michelle Flando mflando@wtwhmedia.com 440.670.4772 @mflando Mike Francesconi mfrancesconi@wtwhmedia.com 630.488.9029 David Geltman dgeltman@wtwhmedia.com 516.510.6514 @wtwh_david Neel Gleason ngleason@wtwhmedia.com 312.882.9867 @wtwh_ngleason

Tom Lazar tlazar@wtwhmedia.com 408.701.7944 @wtwh_Tom Jim Powers jpowers@wtwhmedia.com 312.925.7793 @jpowers_media Courtney Seel cseel@wtwhmedia.com 440.523.1685 @wtwh_CSeel

LEADERSHIP TEAM Publisher Mike Emich memich@wtwhmedia.com 508.446.1823 @wtwh_memich Managing Director Scott McCafferty smccafferty@wtwhmedia.com 310.279.3844 @SMMcCafferty EVP Marshall Matheson mmatheson@wtwhmedia.com 805.895.3609 @mmatheson

Adhesive www.designworldonline.com

A Supplement to Design World - July 2016

Adhesi ves Ti ps Su pplem e n t Master Bond......................................................107 Spin coating with UV polymers

CONNECT

Join parts faster, smarter, and under budget with TiPS from leading suppliers

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