Machine Design 9 May 2013

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May 9, 2013
A Penton Media Publication
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Indy 500
Simulate,
then celebrate
page 38
ELECTRIC
VEHICLES
GORACING, page 20
SAND CASTING WITH
METALFOAM, page 44
HYDRAULICS BEAT
ELECTRIC MOTORS FOR
HIGH TORQUE, page 48
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FEATURES
MATERIALS
Goodfellows
aluminum
foamis
made by
sandcasting.
The foam
has regular,
evenly-spaced
10-mmopen
pore cells.
University, and the Virginia Tech Foundry Institute for Re-
search and Education (VT FIRE). And what theyre study-
ing is mesoscopic topology. Basically, this is the geometric
arrangement of the solid phases and voids ranging from
0.1 to 10 mmwithin a material or product. Originally the
team considered direct-metal additive manufacturing
methods to make ordered-cell metal foam. Methods in-
clude selective laser melting, electron beammelting, and
direct-metal laser sintering.
These methods can fabricate parts with cellular geom-
etries, but each option posed such limitations as a lack of
compatible working materials, the need for support struc-
tures which are difficult to remove, and cost. At the end of
the day, the teamdecided these techniques are incapable
of fabricating the metal foamfor large-scale applications.
In addition, the teamlooked into tried-and-true meth-
ods of making ordered-cell foam. Common methods in-
clude stamping or crimping thin sheets of metal into a cor-
rugated shape and joining themto create periodic struc-
tures; joining and bonding slotted metal sheets, extrusion
and electrodischarge machining, and weaving and brazing
metal filaments to form a periodic textile. Each method
creates repeatable part quality, but they limit the macro-
structure of parts to planar geometries and constrain de-
signers to use of a specific homogeneous mesostructure
throughout a part.
Sand casting of foams is a relatively new method dat-
Metal foams, also called cellular materials, are metallic
bodies with interdispersed voids called cells. They have a
reputation for high strength, low density, and absorbing
impact. This combination works well for military vehi-
cles where lighter parts can save money and impact cush-
ioning can be the difference between life or death.
Traditionally-made metal foamis stochastic, meaning the
foamhas irregular cells that are spaced unevenly. If the cell
structure in metal foamis arranged and regular it is called
ordered-cell foam. Stochastic materials reduce weight as
do ordered-cell metal foams. However, ordered-cell foam
has superior strength, stiffness, energy absorption, and it
moves heat.
While there are several methods of making ordered-
cell foam, one company is seeing consistent results by
making metallic foam through the process of sand cast-
ing. The problemis that current methods of sand-casting
patterns are from the age of subtractive machining pro-
cesses where part features must be relatively simple. Now,
researchers are testing additive manufacturing to make
complex sand castings which could create a new breed of
ordered-cell metal foams.
Mixing old and new techniques
The researchers are fromthe Design, Research, &Edu-
cation for Additive Manufacturing Systems (DREAMS)
Laboratory at Virginia Polytechnic Institute and State
ADDITIVE
MANUFACTURING
comes to metal foam
Authored by:
Lindsey Frick, Associate
Editor
Lindsey.Frick@penton.com, @
MaterialShout
Key points
Sand casting is a method used to
make ordered-cell metal foams.
Aluminum ordered-cell foam
is lightweight, moves heat, and
absorbs impact.
Binder jet 3Dprinted sand castings
could create a hybrid method to
manufacture metal foam.
Resources
Dr. Christopher Williams. Design,
Research, and Education for Additive
Manufacturing Systems Laboratory
Department of Mechanical
EngineeringVirginia Polytechnic
Institute and State University,
http://utwired.engr.utexas.edu/lff/
symposium/proceedingsArchive/
pubs/Manuscripts/2012/2012-11-
Meisel.pdf
Goodfellow Corp., goodfellowusa.
com
MAY 9, 2013 MACHINE DESIGN.com 44
INDY 500
One of the major changes computers have injected into
the Indianapolis 500 over the past two decades is the
widespread use of simulation. No longer do designers or
race teams have to schedule racetrack time to determine
the effects of a small tweak to the aerodynamics or front
shock absorbers, a costly and time-consuming process.
Instead, they can juggle a few parameters in a detailed
computer model of the car and then run it over a truly
realistic model of a specific racetrack. The programspits
out detailed and reliable results on speeds, fuel consump-
tion, downforce, and a laundry list of other race-car char-
acteristics. It can also compress hours of track time into a
fewminutes of computer run time.
Simulation has also spread so that the three groups
most closely involved in Indy racing the designers, race
teams, and governing body all rely on it, but in different
ways.
Indy-car designers
IndyCar races currently allow only one chassis or car,
the DW12 from Dallara Automobili, Varano Melegari,
Italy. We use three general types of simulation when de-
signing an Indy car, says Dallaras general manager, An-
drea Pontremoli. It lets us go from the design phase to
the racetrack in about nine months eight months spent
designing the car on computers, then a month to actually
assemble it.
The first type of simulation lets Dallara engineers build
a virtual car using carbon composites. We use finite-
element-method software at this stage to simulate the
carbon-fiber components and structural elements, says
Pontremoli. They subsequently add other parts to model
the entire car, minus the engine.
To get the overall shape of the car and its aerodynam-
Authored by:
Stephen J. Mraz
Senior Editor
stephen.mraz@penton.com
Resources:
ChassisSimTechnologies,
chassissim.com
Dallara Automobili,
www.dallara.it
IndyCar, www.indycar.com
Panther RacingTeam,
www.pantherracing.com
The company gets similar data, but froma froma driv-
ers perspective, in a motion simulator. In fact, the data
fromthe driving simulator is cleaner than actual track data
because it contains no signal noise or calibration errors. It
combines computers and motion control, along with an
exact replica of the cockpit and dashboard. So drivers use
the same controls accelerator and brake pedals, steering
wheel, and steering-wheel mounted switches and get to
feel the same level of feedback fromthe steering wheel and
brake pedals as if they were driving an actual race car.
The motion simulator even has a thermal tire model
that lets Dallara and teams (or clients) check out different
tires and setups for qualifying or racing laps in different
weather conditions.
The driver simulator, much like those used to train
military pilots, has 3D motion, courtesy of 1.5-meter-
stroke hexapod actuators. They can generate up to 2 gs of
acceleration, while a 3,500-Wsound systemrecreates the
noise and vibrations of riding in an Indy car. To complete
the illusion, a 180 12-megapixel screen gives the driver a
wraparound viewof the track and other cars.
To get data on the track, Dallara runs a special car
around the track that uses laser scanners to measure the
entire surface of the track with 10-mm resolution. This
data, which includes every rough patch, bump, and curb
on the track, is digitized and transformed into inputs for
the computer models wheels and suspension.
When Dallara was designing the DW12 for the 2012
season, the IndyCar board wanted to make sure safety was
part of the equation. Dallara complied by adding safety
features to the model and design, both mechanical and
aerodynamic ones. IndyCar also wanted the new car to
have the same speed and performance despite the fact it
would use a less-powerful engine.
anomalies. Wind-tunnel simulation lets us see if what we
learned in CFDis valid on full-sized cars.
The final type of simulation kinematics centers
on vehicle dynamics. It lets us look at the behavior of the
entire car, including the tires, on different racetracks and
racing conditions, says Pontremoli.
The roadtothe
Borg-Warner
Trophy, given
eachyear tothe
winner of the Indy
500, is pavedwith
simulationand
modeling, two
CADpractices used
by the IndyCar
governingbody,
the race-car makers,
andthe race teams.
Twoareas that get a lot of attention
duringmodelingandsimulationare the
front wingandsuspensions.
(Photo: Panther RacingTeam)
ics right, we then use computational fluid-dynamics (CFD) soft-
ware to simulate airflow over, under, and around the car, says
Pontremoli.
Dallara also reverts to a more-traditional formof simulation
one of the companys two wind tunnels to ensure the aero-
dynamics are right and the software didnt miss any detrimental
Car designers, race teams, even the IndyCar
governing body use simulation to keep the
Indy 500 competitive and safe.
MAY 9, 2013 MACHINE DESIGN.com 38 MAY 9, 2013 MACHINE DESIGN.com 39
Simulating
your way into the
VICTORY CIRCLE
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48
44
Simulating your way
into the victory circle
Simulation and modeling are helping
race teams, race-car makers, and the
governing body of the Indy 500.
Additive manufacturing
comes to metal foam
Ordered-cell metal foam helps move
heat and absorb impact. Researchers
are combining old and new methods of
sand casting to make the material.
When electric
motors wont do
Hydraulic motors are a good choice for
applications that demand high torque,
have limited available space, and
operate in rugged environments.
Pumping new life
into old machines
Machine retrofits with advanced
motion controllers boost productivity
and cut costs.
MACHINE DESIGNS
LIT EXPRESS
VOLUME 85
ISSUE 6
MAY 9, 2013
64
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RS# 103
DEPARTMENTS
EDITORIAL
Accountability in the eyes of legislators
EDITORIAL STAFF
LETTERS
SCANNING FOR IDEAS
Subminiature switch survives splashes
Simple shaft supports eliminate realignment problems
REPORTERS NOTEBOOK
LOOKING BACK
COMMENTARY
NASA pencil whips goals to meet budgets
TAVENNER ON SAFETY
Look out below
INTERVIEW
Local-for-local strategy drives U. S. expansion Berend Bracht
VANTAGE POINT
Supplier marketplaces come of age Frank Russo
FE UPDATE
Two FEs, one result
PRODUCT SPOTLIGHT
Bearings & mechanical components
BUSINESS INDEX
AD INDEX
BUSINESS STAFF
BACKTALK
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ON THE COVER
A CFD image of the Panther
Racing Team car.
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The Truth About Compressed Air!
Compare these Blowoffs
Tere are a variety of ways to blow the water from the bottles shown in the photo below, but
which method is best? To decide, we ran a comparison test on the same application using
four dierent blowo methods: drilled pipe, at air nozzles, Super Air Knife (each using
compressed air as a power source), and a blower supplied air knife (using an electric motor
as a power source). Each system consisted of two twelve inch long air knives. Te following
comparison proves that the EXAIR Super Air Knife is the best choice for your blowo,
cooling or drying application.
Te goal for each of the blowo choices was to use the least amount of air possible to get the
job done (lowest energy and noise level). Te compressed air pressure required was 60 PSIG
which provided adequate velocity to blow the water o. Te blower used had a ten horsepower
motor and was a centrifugal type blower at 18,000 RPM. Te table at the bottom of the page
summarizes the overall performance. Since your actual part may have an odd conguration,
holes or sharp edges, we took sound level measurements in free air (no impinging surface).
Drilled Pipe
Tis common blowo is very inexpensive
and easy to make. For this test, we
used (2) drilled pipes, each with (25)
1/16" diameter holes on 1/2" centers.
As shown in the test results below, the
drilled pipe performed poorly. Te initial
cost of the drilled pipe is overshadowed
by its high energy use. Te holes are
easily blocked and the noise level is
excessive - both of which violate OSHA
requirements. Velocity across the entire
length was very inconsistent with spikes
of air and numerous dead spots.
Flat Air Nozzles
As shown below, this inexpensive air
nozzle was the worst performer. It is
available in plastic, aluminum and
stainless steel from several manufacturers.
Te at air nozzle provides some
entrainment, but suers from many
of the same problems as the drilled
pipe. Operating cost and noise level are
both high. Some manufacturers oer
at air nozzles where the holes can be
blocked - an OSHA violation. Velocity
was inconsistent with spikes of air.
Blower Air Knife
Te blower proved to be an expensive,
noisy option. As noted below, the
purchase price is high. Operating
cost was considerably lower than the
drilled pipe and at air nozzle, but
was comparable to EXAIRs Super
Air Knife. Te large blower with its
two 3" (8cm) diameter hoses requires
signicant mounting space compared
to the others. Noise level was high
at 90 dBA. Tere was no option for
cycling it on and o to conserve energy
like the other blowos. Costly bearing
and lter maintenance along with
downtime were also negative factors.
EXAIR Super Air Knife
Te Super Air Knife did an exceptional
job of removing the moisture on one
pass due to the uniformity of the laminar
airow. Te sound level was extremely
low. For this application, energy use was
slightly higher than the blower but can be
less than the blower if cycling on and o
is possible. Safe operation is not an issue
since the Super Air Knife can not be dead-
ended. Maintenance costs are low since
there are no moving parts to wear out.
The Super Air Knife is the low cost way to blowoff, dry, clean and cool.
If you think compressed air is too expensive and noisy - read this. The facts will surprise you!
Blowof Comparison
Comp. Air
Horsepower
Required
Sound
Level
dBA
Purchase
Price
Annual
Electrical
Cost*
Approx. Annual
Maintenance
Cost
First
Year
Cost Type of blowof PSIG BAR SCFM SLPM
Drilled Pipes 60 4.1 174 4,924 35 91 $50 $4,508 $920 $5,478
Flat Air Nozzles 60 4.1 257 7,273 51 102 $208 $6,569 $1,450 $8,227
Blower Air Knife 3 0.2 N/A N/A 10 90 $5,500 $1,288 $1,500 $8,288
Super Air Knife 60 4.1 55 1,557 11 69 $534 $1,417 $300 $2,251
*Based on national average electricity cost of 8.3 cents per kWh. Annual cost refects 40 hours per week, 52 weeks per year.
Facts about Blowers
Energy conscious plants might think a
blower to be a better choice due to its slightly
lower electrical consumption compared
to a compressor. In reality, a blower is an
expensive capital expenditure that requires
frequent downtime and costly maintenance
of lters, belts and bearings. Here are some
important facts:
Filters must be replaced every one
to three months.
Belts must be replaced every three to
six months.
Typical bearing replacement is at least once
a year at a cost near $1000.
Blower bearings wear out quickly due
to the high speeds (17-20,000 RPM)
required to generate eective airows.
Poorly designed seals that allow dirt and
moisture inltration and environments
above 125F decrease the one year
bearing life.
Many bearings can not be replaced in the
eld, resulting in downtime to send the
assembly back to the manufacturer.
Blowers take up a lot of space and often
produce sound levels that exceed OSHA
noise level exposure requirements. Air
volume and velocity are often di cult to
control since mechanical adjustments are
required.
To discuss an application, contact:
EXAIR Corporation
11510 Goldcoast Drive
Cincinnati, Ohio 45249-1621
(800) 903-9247
Fax: (513) 671-3363
email: techelp@exair.com
www.exair.com/45/423b.htm
See the Super Air Knife in action.
www.exair.com/45/akvideo.htm
RS# 104
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Plastics for longer life
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W
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Whats new online machinedesign.com
New developments in additive manufacturing
An engineer from EOS discusses the latest developments in additive
manufacturing using plastics and metals. The technique is increasingly
being used for medical, industrial, and automotive applications to
produce lightweight, high-strength parts with special engineered
structures. Learn more at
www.engineeringtv.com/
video/New-Developments-in-
Additive-Ma;Pacific-Design-
Manufacturing-20.
App identifies
hydraulic fittings
Parker Hannifins Tube Fitting
Div. has released the free
FittingFinder app that simplifies
hydraulic tube fitting and adapter
identification. Users select the
fitting shape, end type, size, and
material or enter the part
number and the app provides
specs, dimensions, and a link to
CAD files. Download FittingFinder
for Android or Apple devices, or
a Web-based version, at www.
parkerfittingfinder.com.
Linear-motion
design guide
Haydon Kerk Motion Solutions
has a new catalog and design guide
on linear motion. Major sections
cover precision leadscrew and nut
assemblies; linear actuators and
stepper-motor drives; and motor-
ized and nonmotorized linear-rail
systems. Content includes product
information, a technology overview,
sizing charts, and product compari-
sons. Download or request a printed
copy at www.haydonkerk.com.
Sensor site
Omegas redesigned Web site
(www.omega.com) provides engi-
neers with an in-depth resource for
measurement and control. It covers
numerous sensing technologies,
including temperature, pressure,
force, and flow; and applications
such as wireless, test, process con-
trol, and power monitoring. The site
also includes technical references
and product manuals, numerous
product configurators, and access
to FAQs and online help.
Recognizing EE experts
Agilent Technologies has
launched its Agilent Certified
Expert recognition program of in-
dividuals demonstrating expertise
with the companys product design
and modeling tools. It provides
certification to formally accredit
their skills and a forum for top us-
ers. It also offers access to industry
experts, and the potential for
consulting opportunities. For more
information, see www.agilent.com/
find/eesof-ace.
Free Webcast:
CUSTOM COMPOSITES FOR HIGH
PERFORMANCE APPLICATIONS
Thursday, May 9, 11:00 a. m. ET
This Webinar, presented by IDI Composites and Norplex-Micarta, will look at
the many different types of advanced composites and illustrate the benefits
they offer in numerous markets. The presentation will provide a primer on the
design and manufacture of high-performance prepregs, laminated sheets,
convolute tubing, and compression molded shapes along with customizations
to tailor performance to specific needs. It will also delve into resins,
reinforcement materials, and manufacturing processes, as well as the benefits
of new structural thermoset compounds. Learn more and register, or view the
archived presentation anytime, at http://tinyurl.com/bw3fgyy.
RS# 105
MAY 9, 2013
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RS# 106
EDITORIAL
Accountability in the
eyes of legislators
Spring is often the time when talk in the office turns to pay raises and
salary increases. The same often holds true for top company managers.
But if you are running a company, discussions about your pay can get
complicated. The reason is that companies have caught a lot of flack from
politicians over the years about how they pay their top people. When he
was campaigning in the 1990s, for example, Bill Clinton wanted to stop
companies from being able to deduct excessive executive pay from their
taxes. In the 2008 presidential race, both candidates dissed CEOs making
more in one day than their workers are making in a year.
Legislators have displayed particular angst over what company manag-
ers make in the stock market. You can trace this hand wringing back to
legislation passed in 1993, which eliminated corporate tax deductions for
executive pay above $1 million. It had the unintended consequence of dra-
matically boosting performance-based pay in the form of stock options,
just as the stock market took off in the roaring 1990s.
Executive remuneration skyrocketed as a result. But granting of stock
options this way brought a focus on managing companies for short-term
results and, in a few cases, prompted illegal behavior by CEOs.
That illegal behavior was one reason political rhetoric about executive
pay reached a high pitch in the 2008 presidential race. The tone of both
candidates could be summarized by one quote from a campaign speech
of the time: Its about changing a system where bad behavior is rewarded
so that we can hold CEOs accountable, and make sure theyre acting in a
way thats good for their company, good for our economy, and good for
America, not just good for themselves, a candidate said.
Keep that pronouncement in mind as you ponder recent developments
to control the perks of another highly compensated bunch: members of
Congress. Readers may recall that in November of 2011, the TV show 60
Minutes did an expose about legislators acting on inside information
about public companies. Ordinary citizens can be jailed for benefiting
from such information, but members of Congress were exempt from the
rules. Many in Congress have access to market-moving, nonpublic infor-
mation and have benefitted handsomely from it, according to 60 Min-
utes. A few months after the TV show aired, Congress passed the Stock
Act that made insider-trading laws apply to Congress and Congressional
staffers as well.
The Stock Act passed with great fanfare. But recently Congress passed
a bill reversing big chunks of the Act with hardly a mention: The e-mailed
announcement of it was one sentence long. Specifically, Congress repealed
the requirement that its members and staffers post their financial transac-
tions online in a searchable format. Congressional insider trading is still
illegal, but now the only way to make sure this has not transpired is by
traveling to Washington, D. C., visiting the basement of the House Office
Building, and asking to see the financial disclosure forms of the individual
you are interested in.
Congress claims posting this information online would pose a na-
tional risk. Cynics say the only national risk is to Congressional bank
accounts.
My take: Congress seems to be a lot better at holding CEOs accountable
than themselves.
Leland Teschler, Editor
RS# 107
MAY 9, 2013
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EDITORIAL STAFF
1300 E. 9th St. Cleveland, OH 44114-1503
EDITOR
Leland E. Teschler
leland.teschler@penton.com
MANAGING EDITOR
Kenneth J. Korane
ken.korane@penton.com
SENIOR EDITORS
Elisabeth Eitel
elisabeth.eitel@penton.com
Stephen J. Mraz
ASSOCIATE EDITOR
Lindsey Frick
lindsey.frick@penton.com
INDUSTRY COVERAGE:
AUTOMOTIVE, PACKAGING,
MEDICAL
Stephen J. Mraz
CAD/CAM, MANUFACTURING
Elisabeth Eitel
Lindsey Frick
FASTENING & JOINING,
MATERIALS
Lindsey Frick
FLUID POWER
Kenneth J. Korane
MECHANICAL
Elisabeth Eitel
Lindsey Frick
Kenneth J. Korane
EDITORIAL PRODUCTION
Denise Greco
Editorial Production Manager
Randall L. Rubenking
Art Director
RS# 109
RS# 110
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RS# 111
Silly or
exaggerated?
Readers can relate to the silly specifications found on some products,
but some readers find them understandable. And another reader ques-
tions the number of engineering hours put into a design.
ning an object in 3D (Objects
Printed from Objects Scanned,
Elisabeth Eitels blog, March 11), it
begs the question: If you scan and
print someones patented or copy-
righted item, are you required to
pay them a fee? It seems that were
constantly hearing about intel-
lectual property being stolen and
cheaply reproduced abroad. I won-
der how these companies would
feel if somebody scanned their de-
sign using their own scanner and
then undersold them.
Michael Sweeney
Freelancing it
Youve run through a lot of the avail-
able options for freelance work
(How to Become a Freelance En-
gineer, Lindsey Fricks blog, March
7). My hopes for the industry (or the
CAD crowd) is that it moves towards
crowdtesting rather than crowd-
sourcing. That could include a small
analysis of a buyers project before
exclusively hiring a freelancer for a
full project. Ideally, that would put
the emphasis on skilled designers
instead of commoditized prices.
MacKenzie Brown
Do those figures add up?
In a recent story on a new type of
recreational water vehicle (Am-
phibian Jet Ski hits 45 mph on
Land and Sea, Nov. 20), it says: En-
gineers at Gibbs spent more than
18 months and 75,000 engineering
man-hours adapting the engine to
the Quadski.
If we take 2,000 hours as a man-
year, than 18 months would be
3,000 hr. Dividing that into 75,000
means that 25 engineers worked full
time on this one task (adapting the
engine) for a year and a half.
Silly Specs
Your editorial on odd specifications
(Silliness at 40 Below, Nov. 20)
struck a chord with me. Working on
five continents, Ive seen numerous
instances of silly specifications in
many cultures and languages and
Im always amazed at how, once
written, specs seem to acquire bib-
lical respect and authority. When
people were struggling with the
Cadillac ashtray problem, no one
seems to have had the wit to take a
view from 10,000feet and ask: Why
are we doing this? Or perhaps bet-
ter, Why are we doing it this way?
One of the silliest specs I had to
deal with involved a fighter plane.
The contract mandated that a dis-
play needle on an engine instru-
ment could only deviate or wiggle so
much. The instrument or display met
this specification by a wide margin
with one exception: Needle excur-
sions slightly exceeded specified lim-
its when the onboard gun was fired.
The fact that the pilot was highly
unlikely to be checking his engine
instruments while firing weapons
was not considered. The spec was
the spec. So after a long battle, the
company and the Air Force shook
hands and mutually agreed to end
deliveries of the instrument. The 500
units already in the field were never
heard from again.
Richard J. Reilly
I worked for the Tandy Corp. in the
early 80s as a quality-control techni-
cian. I was told to place computers
in the 40F environmental unit for 4
hours to simulate a 4-hour trucking
shipment in the mountains. I then
tested the computers after they
warmed up. I was also instructed
to place software/hardware in the
120/140F environmental unit for
4 hours to simulate a 4-hour truck
ride through the desert.
This kind of testing always made
sense to me.
Marcus Rasco
Can we scan the scanners?
Since we are now at the point of
not only printing, but also scan-
That seems like a lot of engineers
to work on one task at a small com-
pany. If we assume, for arguments
sake, that a man-hour costs the
company $100 (which is probably
low), then this one task would have
cost the company $7.5 million. That
seems high for a product that sells
for $40k and has a limited market. If
the profit per Quadski is 20% ($8k),
they would have to sell almost a
thousand units just to cover this one
cost. Is it possible that the 75,000
figure should really be 7,500?
Barry Schwartz
The estimate of 18 months and
75,000 engineering man hours is ac-
tually a conservative one.
The Quadskis land-and-water
powertrain system is much more
complex than the average automo-
biles powertrain.
The engine and transmission fi-
nally selected was significantly differ-
ent in size from the engine originally
under consideration. It had a differ-
ent output shaft location and drive-
train, along with completely different
torque and horsepower curves than
the engine originally under consider-
ation. This required a reengineering
of the cooling system, the body to ac-
commodate the new engine, engine
mounts, and fuel systems, the differ-
ential/driveshafts and knuckles, the
water jet, and electronics to interface
with the engine control module.
The new powerplant also required:
EPA engine certification, testing and
validation, and a major change to the
assembly processes.
The engineering support from
purchasing and quality departments
is not included in the 75,000-hours es-
timate but this was needed as well.
There are several additional
things you might not have been
aware of:
LETTERS
RS# 112
TM
LETTERS TO THE EDITOR
Please include your name, address, and
daytime phone number. Letters may
be edited for brevity and to focus on
essential points.
Mail: Letters, MACHINE DESIGN,
1300 E. 9th St., Cleveland, OH 44114-
1503, Fax: 216-621-8469
E-mail, Editorial:
mdeditor@penton.com
time. Automated fiber placement
(AFP) automatically places strips
of composite materials to build
composite structures such as the
Boeing 787. In-situ AFP of thermo-
plastic composites is a truly addi-
tive-manufacturing process that
builds high-performance compos-
ite structures by bonding compos-
ite prepreg tapes in a manner simi-
lar to FDM. It has been in existence
longer than what is now known as
additive manufacturing.
Dave Hauber
Aluminum with 3D Design, March
21). Assuming both doors (or other
side panels) are lightened, remov-
ing weight on the outer sides of the
vehicle body does not move the
cars center of gravity toward the
middle of the vehicle. It may well
improve handling but that would
be because the moment of inertia
was reduced.
Think about balancing a bar bell
on a fulcrum and then sliding the
weights inward equally; the center
of gravity doesnt move.
Andrew J. Brislen
Composite RP
In the article, The future of addi-
tive manufacturing, March 7, it
says: Currently, few options exist
for carbon-fiber parts made with
additive manufacturing. However,
in a sense, all composite parts are
made by additive manufacturing
as they are built up one ply at a
1.) The program wasnt handled
totally in-house. A number of engi-
neering projects were outsourced to
suppliers such as FEV and MBE.
2.) A high-speed amphibian is
not a simple product like an auto-
mobile. It presents new engineering
challenges. An amphibian-power-
train change is certainly not the sim-
plistic Lego plug-and-play motor
the reader seems to believe exists for
major OEMs. It involves developing a
dual powertrain for on land and wa-
ter. The Quadski powertrain is pro-
tected by several patents.
3.) If you are an engineer and be-
lieve you could have completed this
engine change task in less time and
with fewer resources we want to
interview you ASAP! Larry Weis,
Gibbs Sports Amphibian
Inertia mix up
I believe there was an error in a re-
cent item (Honda Locks Steel to
LETTERS
RS# 113
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RS# 114
SCANNING FOR IDEAS
Edited by Stephen J. Mraz
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SCANNING FOR IDEAS
Simple shaft supports eliminate
realignment problems
Engineers often design carriages
that move back and forth atop
of a pair of parallel nonrotating
shafts. These shafts must remain
parallel or the carriage will wedge
to a dead stop. So it is important
that supports keep the shafts
aligned.
This can be a problem
with traditional support
blocks that keep the shaft
locked into place with a
cap screw located above
and perpendicular to the
shaft. With traditional blocks, the
shaft has to be inserted through the
hole, a task that requires extra space on ei-
ther end of the support. When the shafts, bush-
ings, bearings, or carriage need maintenance,
the shaft-support blocks must be removed and
the alignment is lost. After servicing, the shaft
has to be reinserted and the supports realigned,
a time-consuming process.
To simplify this process, engineers at
Ondrives US Corp., Freeport, N.Y. (www.
ondrivesus.com), developed a shaft support with
a removable top. It lets users remove shafts, as
well as the linear bushings and carriage, without
upsetting the position of the shaft supports. This
eliminates the need to realign the supports after
maintenance. It also gives technicians easier ac-
cess to shafts in locations with limited space on
either end of the shafts.
The supports are made of anodized alumi-
num, making them similar in strength but 70%
lighter than cast-iron shaft supports. They are
available for shafts ranging in diameter from
0.25 to 2.0 in. The company makes a standard
range of supports that have the same shaft
height and mounting footprint as the most
popular industry-standard supports. They also
offer a line of low-profile supports that provide
the lowest possible carriage heights.
RS# 402
Steel
fasteners
Aluminum
base and
top
Available for shafts
from 0.25 to 2.0 in.
in diameter
Top piece gets
removed to assemble,
maintain, or replace
shaft and bushings
Typical shaft
support does
not permit
the shaft to
be removed
without
upsetting
alignment.
MACHINE DESIGN.com 18 MAY 9, 2013
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RS# 116
REPORTERS NOTEBOOK
Could an electric car someday
run at Indy? Its a distinct possibil-
ity judging by developments in
Formula 1 racing. Starting next
year, all-electric cars will have their
own racing class running under
the auspices of the Fdration
Internationale de lAutomobile
(FIA), the same organization that
handles Formula 1 racing.
FIA will stage the races on the
streets of major cities rather than
on closed tracks. The first race is
expected to take place in a yet-
unnamed European city. FIA says
it is also talking to cities in both
the U. S. and South America about
hosting Formula E races.
Formula E cars will be able to hit
top speeds in the 200-mph range
just like their combustion engine-
powered cousins. But battery limi-
tations force the race format to be
a little bizarre. After 20min of com-
petition, each driver will hop out
of their car and jump into another
with a fresh battery to continue
the race. Meanwhile, the first car
will get recharged. After another
20min of racing, drivers hop back
into the recharged cars for 20min
to take the checkered flag.
There are critics of this Chinese
firedrill-style setup who claim such
a format will make it hard for fans
to take the whole thing seriously.
A more-important criticism is that
the need for each racing team to
own two cars makes Formula E an
expensive endeavor. Plans are for
races to host 20-car fields which
would actually be 40-car fields
with half the cars charging at any
given time.
But the concept of an electric-
vehicle race series has already
attracted entries. Drayson Rac-
ing Technologies in the U. K. is
the first team to commit to the
new Series. It has developed a
prototype Formula E racer which
may serve as the model for cars
in the 2014 season. (FIA plans to
make the races spec-class events
next year, meaning all cars will
be roughly the same. Formula E
will then revert to an open class
in 2015 and thereafter.) Drayson
has already designed an 850-hp
LeMans-style electric car that set
a speed record for E vehicles (and
placed 11th overall) in a U. K. hill-
climb event.
Drayson officials dont think the
format of Formula E will detract
from the excitement of the event.
The cars sound a little like the
Millennium Falcon in the Star Wars
movies, says Paul (Lord) Drayson,
managing partner of Drayson Rac-
ing. It is a high-tech sound, not
like the screaming you get from a
racing engine. From the point of
view of putting on a show, I think
it will be particularly good for
younger fans.
Drayson, whose team has acted
as a scientific adviser to the FIA
Formula E Championship during
its initial planning, says the race
cars will also serve as development
platforms for E-vehicle technology.
Race rules are set up to emphasize
the electric drivetrain rather than
the aerodynamics, he emphasizes.
One technology that could
They sound like the Millennium Falcon
Formula E racers will compete on courses laid out on the streets of major cities. To
help promote the Formula E concept, a European Consortium called Formulec created
a prototype Formula E racer called the EF01. The chassis and drivetrain design that
will actually race in Formula E events is still being defined.
Lord Drayson next to a
LeMans-style E-racer.
battery that static systems now
realize, which is about 90%, says
Thompson. We think that figure
can be achieved within certain op-
erational constraints. We also hope
to realize full power transfer even
if the car is 8 inches to either side
of the power track.
Unfortunately, a lot of the
technical details about the For-
mula E cars are either yet to be
determined or have not yet been
made public. Drayson officials say
the type of motor that will power
the cars has been determined but
its specifications have not been
released. Similarly, the Formula E
battery supplier has yet to be an-
nounced.
Electric motors for the Series
will come from McLaren Elec-
tronic Systems Ltd., which sup-
plies electric-control units to all
Formula 1 teams. McLaren will
also be supplying the transmis-
sions and control electronics for
the cars. The cars themselves will
be built by a European company
called Spark Racing Technology.
And once these cars take to the
track, the experience is shaping
up to be interesting not just for
the fans but for drivers as well.
The cars will have a lot
of power, given their
weight. There will be a
lot of oversteer and the
courses are likely to be
challenging for the driv-
ers, says Paul Drayson.
And because they are
racing on city streets,
there will be concrete
walls all around, so the
driving experience will
be quite intense. Plus,
these are all-new courses
which drivers will have
little time to learn. That
will put a premium on
the ability to quickly be-
come familiar with the
layout so you can put in a
fast time. MD
that is rated at 20kW. The charging
system was part of Draysons pro-
totype that earned honors at the
hill-climbing event.
The plan for these wireless-
charging systems is to recharge
moving cars, not just those sit-
ting in the pit. Once the race is
complete, the inductive-charging
equipment and charging tracks
embedded in racecourse road-
ways will stay in place to help ad-
vance recharging infrastructure for
ordinary EVs.
Moving to that goal, inductive
chargers that recharge vehicles
sitting still are in the early com-
mercialization phase. According
to Anthony Thompson, vice presi-
dent of business development at
Qualcomm, the next step is semi-
dynamic charging where a vehicle
moves slowly while recharging.
The scenario Thompson envisions
is that of taxis recharging while
crawling along in a passenger
pickup lane. Next will come fully
dynamic charging where vehicles
zip along while getting more juice.
Thompson says the R&D for such
systems is in full swing.
The goal is to approach power-
transfer efficiency from grid to
get a boost from Formula E is
inductive charging. Drayson
foresees wireless charging
tracks being embedded in the
streets of cities hosting For-
mula E events such that race
cars could recharge as they
pass over designated portions
of the course.
Once the race is over, the
tracks could serve as prototypes
for a recharging infrastructure
aimed at ordinary E-street ve-
hicles. This scheme would free
cars from the constraints of the
battery. We see this as a way
motor racing can pioneer this
technology, he says.
In that regard, the
Qualcomm Inc. subsidiary
Qualcomm Europe Inc. will
sponsor Drayson Racing in For-
mula E to help develop wireless-
charging technology. The charg-
ing system uses Qualcomm Halo
Wireless Electric Vehicle Charging
(WEVC) technology. Drayson Rac-
ing has been evaluating a specially
developed version of the system
The Qualcomm Halo inductive-charging scheme wirelessly
beams power to receiving coils on an electric vehicle. The tricky
part is doing it while the car is moving at track speeds as will be
the case with Formula E cars speeding around a city street course.
Resources:
Drayson Racing Technology, http://
www.draysonracingfe.com/
Formula E blog, http://formula-e-news.
com/
Qualcomm Halo, http://www.
qualcommhalo.com/
Inductive-charging scheme
Power
supply
Transmitter
pads
Receiver
pad
Battery
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2013 TURCK
Assembled vs.
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Cordsets: Which
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REPORTERS NOTEBOOK
After testing 122
commercially
available laser
pointers, researchers
at the National
Institute of
Standards and
Technology found
that 90% of the green
and 44% of the red
pointers did not
comply with federal
safety regulations.
In fact, they often
emitted more power
than allowed, and
green lasers also tended to put out
unacceptable levels of IR light as well.
The tests used randomly selected commercial
devices labeled as Class III or 3R and sold as suitable
for demonstrations in classrooms and other public
spaces. These lasers are limited under the Code of
Federal Regulations to 5mW in the visible portion
of light and less than 2mW of IR light. But half the
pointers exceeded twice that limit at one or more
wavelengths, with one putting out 66mW, more
than 10 times the legal limit.
According to ANSI, lasers that exceed the federal
limits should be subject to more rigorous controls,
such as user training, to prevent injuries. MD
DANGER:
Red and green laser pointers
Measuring
the costs of
electrical
storage
Several alternative-
energy sources will
only be practical if
power companies
have an economical
way to store harvested energy. And
U. S. grid operators will need meth-
ods of storing electricity to balance
and maintain the national grid if
alternative sources are to provide a
majority of the nations power. With
that in mind, researchers at Stan-
ford University developed a way
to calculate the costs of building
and deploying a variety of energy-
storage technologies.
The team evaluated pumped
hydroelectric storage as well as
lead-acid, lithium-ion, sodium-
sulfur, vanadium-redox, and zinc-
bromide batteries. (Pumped hydro
involves pumping water up into a
reservoir using surplus electricity
during low-demand times, then
running water down through gen-
erators during times of high de-
mand.) The team determined the
Resources:
National Institute
of Standards and
Technology, www.
nist.gov
Electrical storage
continued on page 28
Resources:
Stanford
University, www.
stanford.edu
RS# 117
A NIST safety officer
and the device
used to measure
the properties of
handheld laser
pointers.
Largest ever
fiber-optic network
Technicians at Sandia National Laboratory have
strung miles of half-inch fiber-optic cables between
13,000network ports in
265buildings to construct the
largest fiber-optic LAN in the
world. The cables, consisting of
288 fibers, replace 4-in. copper
cables and provide more secure
and reliable capacity that is less
expensive to maintain and operate. It is estimated the
LAN will save $20 million over five years and reduce
energy use for communications by 65%. MD
DoE funds projects to
boost efficiency
Researchers at the DoE-run Pacific Northwest Na-
tional Laboratory (PNNL) unveiled some of their
projects aimed at reducing energy use in the U. S.
Storing solar power: Solar power is clean, but
without a way to store it for at least 8 to 12hr, it
cannot be used at night. One method of storing
the suns energy is thermal storage. It uses molten
salts, but also requires expensive equipment. To
solve that problem, scientists
developed a metal hydride that
stores up to 10times more heat
per unit of mass than salts and
operates at higher tempera
DoE fundscontinued on page 30
Resources:
Pacific Northwest
National Laboratory,
www.pnl.gov
A Sandia
engineer
examines
fiber optics in
a cable box.
Resources:
Sandia National
Laboratory, www.
sandia.gov
RS# 118
REPORTERS NOTEBOOK
A small and ultralight UAV de-
veloped by engineers at Festo,
Esslingen, Germany, reportedly
can match the highly complex
flight capabilities of a dragonfly.
Called the BionicOpter, the robotic
insect can fly in any direction
even backwards turn and ac-
celerate quickly, hover, and glide
without beating its wings. Its said
to be the first aircraft that flies like
a helicopter, plane, and glider.
The BionicOpters lightweight
construction, tight integration of
components, advanced controls,
and ability to move each of its four
wings independently all contrib-
ute to its extreme maneuverability.
The bionic dragonfly has a 63-cm
wingspan, is 44-cm long, and
weighs just 175 gm. The wings
carbon-fiber frame is covered
with polyester foil. The structure
is made of flexible polyamide and
deep-drawn ABS terpolymer thats
sturdy, but flexible and ultralight.
And its small rib cage houses a
7.6-V LiPo battery, nine servomo-
tors, and a high-performance ARM
microcontroller, along with inertia,
acceleration, and position sensors,
wireless-communication modules,
and other mechanisms.
A motor in the bottom of the
housing drives the four wings at a
common beat frequency, which is
adjustable between 15 and 20Hz.
Like a real dragonfly, the
BionicOpters wings can turn
from horizontal to vertical. For this,
servomotors individually twist
each wing up to 90.
Four motors at the wing joints
control flapping amplitudes. Lin-
ear movement in the wing root
adjusts a crank mechanism to vary
the deflection between approxi-
mately 80 and 130.
Movements by the head and
tail provide fine control. The
dragonfly body is fitted with four
flexible muscles made of Nitinol
a shape-memory alloy (SMA)
that contracts when heated and
expands when cooled. Passing an
electric current through the SMAs
creates ultralight actuators that
move the head horizontally and
the tail vertically.
Software controls flapping
frequency and twisting of the indi-
vidual wings. Swiveling the wings
determines thrust direction, and
an amplitude controller regulates
thrust intensity. The combination
of the two lets the dragonfly hover,
move backwards, and transition
smoothly from hovering to for-
ward flight. And unlike a helicop-
ter, the dragonfly does not need to
tilt to generate forward thrust. This
means that it can fly horizontally
as well as float like a glider.
To correct for any vibrations
and ensure stable flight, data on
position and wing twist are con-
tinuously evaluated in real time as
the dragonfly flies. In-
ertia sensors measure
the acceleration and tilting angle
of the BionicOpter in space, while
position and acceleration sensors
detect speed and spatial direction.
Despite its complexity, the
aircraft is controlled with a smart-
phone or digital transmitter. The
pilot inputs direction and speed,
and an onboard microcontroller
calculates operating requirements
based on recorded flight data and
sends commands to servomotors
and actuators.
The BionicOpter was developed
by Festos Bionic Learning Net-
work. Together with researchers
at universities and development
firms, the Network supports proj-
ects and develops test models
whose basic technical principles
like energy efficiency and
lightweight construction are
derived from nature. Among other
recent developments: a SmartBird
which models bird flight, robot
arms much like an elephant trunk,
and adaptable grippers based on
a fishs tail.
These strategies, say Festo
officials, can be applied to engi-
neering problems in the industrial
world. For example, the remote-
controlled dragonfly demonstrates
wireless real-time communica-
tion, a continuous exchange of
information, as well as the ability
to evaluate multiple sensor inputs
and identify complex events and
Robotic dragonfly takes flight
Resources:
Festo, www.festo.com/us RS# 406
See video of the BionicOpter at: www.
youtube.com/watch?v=nj1yhz5io20
Other articles:
Flexible robot arm, http://machinedesign.
com/article/robot-imitates-an-elephant-s-
trunk-0913
Fin Gripper, http://machinedesign.com/
content/fingrippers-adapt-to-an-object-s-
shape-1012
SmartBird, http://machinedesign.
com/article/hannover-fair-robotic-bird-
demonstrates-efficient-flight-0504
The BionicOpter can
fly forward, backward,
hover, and glide.
critical states. For Festo, the principle of continuous
diagnostics helps ensure operational reliability and
process stability whether in bionic flying objects or
everyday industrial machines.
Likewise, industrial networks figure large in pro-
duction systems of the future. Centralized plant
control will give way to greater use of decentralized
operations. Tasks that are currently performed by a
master computer will increasingly be done by remote
components. Festo believes this digital refinement will
give rise to increasingly intelligent subsystems that
can actively support production processes, thanks
to capabilities like energy autonomy and condition
monitoring in the smallest of installation spaces.
Festo says the BionicOpter illustrates such integrated
functions and miniaturization. MD
MEDICAL-DEVICE ADHESIVE SEMINAR
May 21 Henkel Corp., Rocky Hill, Conn., is hosting
the first 2013 Loctite Medical Device Adhesive Semi-
nar in Minneapolis. The program provides design,
product, and manufacturing engineers with an over-
all knowledge of adhesive technologies used in the
design and assembly of medical devices.
Topics covered include proper joint design for
adhesive assembly, selecting the appropriate adhe-
sive technology, and processing-equipment require-
ments. Overviews of each major family of ISO 10993
biocompatible engineering adhesives, including light
cure, cyanoacrylate, epoxy, polyurethane and silicone
technologies will be covered.
The seminar, cosponsored by Ellsworth Adhe-
sives, Germantown, Wis., will be at the Crown Plaza
Minneapolis North, starting at 8:30 a. m. and running
until 3:00 p. m. To register, please call Chrys Johnson
at (952) 888-1246, Ext. 2, or e-mail cjohnson@ells-
worth.com. MD
The dragonflys direction and speed are
controlled with a smartphone.
RS# 119
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REPORTERS NOTEBOOK
LOOKING BACK
10 YEARS AGO 2003
Fly the lonely skies: U.S. aero-
space employment is the lowest
its been since 1953, dropping to
just 689,000 at the end of last year,
according to the U.S. Dept. of
Labors Bureau of Labor Statis-
tics. The industrys workforce was
cut in half in 1989 after the Cold
War ended. It took another major
hit after 9/11, at which time aero-
space employment dropped 13%.
The 9/11 attacks, combined with
what the Aerospace Industries
Association calls a civil aviation
and commercial-space business cri-
sis, as well as industry mergers and
acquisitions, have contributed to the
decline.
30 YEARS AGO 1983
Warranty claims streamlined: A
switch to computer-assisted micro-
film retrieval (CAR) is saving space
at Mack Truck Inc. and eliminating
labor-inten-
sive filing
of paper
documents.
The firm ad-
opted CAR
for its war-
ranty-claims
program; company policy requires
that claims from 40 branches and
200 distributors be kept for three
years in active files and eight years
in inactive ones. Using Kodak micro-
graphic equipment, the company
transferred claim forms that filled
22filing cabinets annually to micro-
film kept in one access file for each
year. The access file requires about
4sq ft of floor space and saved
around $102,000 in wages, storage
space, and supplies the first year.
50 YEARS AGO 1963
Nuclear generators powering IMP
(Interplanetry Monitoring Probe)
satellites will eliminate problems of
orientation and space radiation experi-
enced by solar-cell systems. Swinging
through an eccentric orbit apo-
gee of 150,000 miles and perigee of
110miles the satellites will plunge
into the natural and artificial radiation
belts, gathering data
necessary for direct
support of Apollo
flights. An opera-
tional IMP must be
in orbit at all times
during the project.
Atomic generators,
because of their immunity to space ra-
diation, may extend the useful lifetime
of the satellite and, therefore, reduce
the number needed. The Martin Co.,
Baltimore, which has been contracted
to build the generators, estimates that
an IMP with nuclear auxiliary power
could be operational by 1964. MD
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REPORTERS NOTEBOOK
amount of energy necessary to build each of the five
storage devices and found that batteries have signifi-
cantly higher energy costs to be practical compared to
pumped hydro.
This is somewhat intuitive because batteries
are made of metal, and sometimes rare metals,
which take a lot of energy to acquire and purify,
says researcher Charles Barnhart. Whereas a
pumped hydro facility is made of air, water, and dirt.
Its basically a hole in the ground with reinforced
concrete.
The team next determined how much energy
would be needed to maintain the devices over
30years. They devised a mathematical term, energy
stored on investment (ESOI),
calculated by dividing the amount
of energy a device can store by the
energy needed to build it. So the
higher the ESOI, the better.
Pumped hydro ends up with
an ESOI of 210, meaning it can
store 210 times more energy than
it needs to build it. Batteries all
had lower ESOIs with lithium-ion
batteries checking in with an
ESOI of 10 and lead-acid versions
bringing up the rear with an ESOI
of 2.
The team concluded that the
best way to lengthen batteries
ESOI was to lengthen their cycle
life or the number of times they
can be charged/discharged.
Pumped hydro, for example, can
endure 25,000 cycles, equivalent
to 30 years or more. Lithium-ion
batteries survive 6,000 cycles, and
lead-acid batteries give up the
ghost after only 700 cycles.
The Stanford scientists then
examined the materials needed
to build these storage devices.
They found that materials
were not as expensive as the
energy requirements, with a few
exceptions. For instance, cobalt
for lithium-ion batteries and the
vanadium needed in vanadium-
redox batteries are rare and
getting expensive.
The team also considered
compressed-air energy storage.
It entails using surplus electricity
to compress and pump air into an
underground cavern or aquifer,
then releasing it through a turbine
to generate electricity when
needed. This method has the
highest ESOI, 240, and the lowest
material costs. But similar to
pumped hydro, researchers found
there are a dwindling number of
geologically well-suited locations.
MD
Electrical storage continued from page 22
RS# 121
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RS# 122
REPORTERS NOTEBOOK
expanded tank can be made to
conform to the space available in
a car while traditional tanks, look-
ing much like scuba tanks, take up
more space and are cumbersome
to mount in vehicles. The new
tanks should cost about $1,500
each and hold 12 MJ/kg, about
twice the energy density as cur-
rent natural-gas tanks.
Magnets without rare-earth
metals: Magnets are critical in
todays efficient motors and wind
turbines, but the most efficient
of these currently rely on rare-
earth magnets. Dysprosium, for
example, increases a magnets
operating temperature, which is
quite high in advanced motors. A
material scientist at PNNL is devel-
oping a manganese-based nano-
composite magnet that operates
at up to 200C without using any
expensive dysprosium.
Better air conditioners: In
humid climes, air conditioners be-
come inefficient. To cut electrical
use for cooling in hot, humid climes
by up to 50%, PNNL researchers
are designing a new dehumidifier
that relies on a thin membrane that
pulls water out of the air. The mem-
brane is based on a thin, foil-like
metal sheet coated with zeolite, a
water-attracting material.
Heating and cooling elec-
tric cars: Heating and cooling in
electric cars puts a load on the
batteries and can significantly
reduce their range. An alterna-
tive approach being evaluated at
PNNL involves a molecular heat
pump that uses an electrical metal
organic framework to circulate
heat or cooling. A 5-lb heat pump
the size of a two-liter bottle could
theoretically handle the heating
and cooling requirements for an
electrical car with little affect on
mileage. MD
tures. A PNNL team is building a demonstration proj-
ect that will collect heat from the sun for 6 hr and then
discharge that energy over the next 6 hr.
Lighter fuel tanks for natural gas: Natural gas is
becoming more abundant and less expensive, and
150,000 vehicle use it in the U. S. (That figure climbs
to 15 million for the entire world.) One problem with
natural gas as a transportation fuel is that it remains
a vapor, so it must be compressed and stored in a
pressurized tank to boost its energy density. A PNNL
team is developing lightweight fuel tanks made us-
ing superplastic forming. The process involves weld-
ing metal sheets together then blowing compressed
air between them to form internal chambers. This
DoE fundscontinued from page 23
RS# 123
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COMMENTARY
Stephen J.
Mraz
Senior Editor
NASA pencil whips
goals to meet budgets
It looks like NASA managers are mangling the concepts
of setting goals and facing budgetary realities if reports
about a future mission are to be believed. Some time
ago, NASA decided on sending a manned spacecraft to
get up close and personal with an asteroid by 2025, a
plan endorsed by the current White House. The mission
would not only gather information about the makeup
and history of asteroids, it would also give NASA a
chance to check out much of its yet-to-be designed
manned-space-travel hardware. The ultimate pur-
pose of this hardware would be a round trip to Mars.
But moneys tight and theres no appetite for asking
taxpayers to pay for this particular space project. Still,
NASA and the administration want to get to an aster-
oid by 2025 and hit that milestone. What to do?
Some clever aerospace engineer came up with a so-
lution, a unique spin on moving the goalposts. NASA
would design and build a hollow 18-ton unmanned
spacecraft that would travel to a nearby asteroid, one
measuring no more than 25 ft in diameter and weigh-
ing about 500 tons. The spacecraft would maneuver it-
self to somehow enclose and secure the asteroid. After
using solar-electric propulsion to fly the celestial pay-
load back near Earth, the asteroid would be injected
into a high lunar orbit. This would give NASA a closer
target for astronauts using equipment being built to
explore the Moon and transport crew and cargo to the
Space Station. NASA figures this scheme beats having
to design longer-range spacecraft that could carry as-
tronauts to an asteroids natural orbit.
There are obviously some hurdles remaining.
NASA must first complete a study to see if the idea is
even feasible. Rumors have it that theres $100 million
earmarked in the 2014 budget for this study. It will also
take another $2.65 billion to build and fly the seven
to 10-year mission if the current budget and schedule
estimates are correct. Another potential problem: It
wouldnt surprise me if the EPA decides its scope of
control extends at least to the edges of the Solar System
and demand an environmental impact statement be-
fore moving the asteroid out of its natural habitat and into a new one.
The project could let NASA and the Administration say they met the 2025
target of getting astronauts to visit an asteroid, but it isnt in keeping with the
spirit of the original idea. After all, the project was originally formulated to
give NASA a check flight on man-rated hardware designed for a trip to Mars. It
was not to sightsee around a relatively small asteroid towed into our backyard.
When confronted with this fact, an Air Force General said, When the President
announced that an asteroid would be the next destination for NASAs human
spaceflight program, he did not say NASA had to fly all the way to an asteroid.
What matters is the ability to put humans on an asteroid.
So if I understand the General, hed be happy and the goal will have been met
if we fly a couple astronauts via a commercial flight to the American Museum
of Natural History in New York City to stand on fragments of an asteroid that
crashed on Earth. MD
NASA would
design
and build
an 18-ton,
unmanned
spacecraft
to travel to
a nearby
asteroid,
maneuver itself
to enclose and
secure the
asteroid, fly it
back toward
Earth, and
inject it into
a high lunar
orbit.
RS# 128
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TAVENNER ON SAFETY
on a skylight and broke through. He fell 25 feet to a cement warehouse floor
and was hospitalized with severe injuries.
Look up in almost any public building these days and you will see a skylight.
If they are not guarded properly skylights can be a source of falls and deaths. The
most recent National Institute for Occupational
Safety and Health (NIOSH) alert on preventing
falls says that 808 people died in the workplace
from falls; of which 23 were falls through skylights.
Of course, most people would never intention-
ally stand or put themselves in a position to fall
through a skylight. However, mistakes happen
quickly and often when not paying attention to the
task at hand. The most-common skylight accident
scenarios involve workers shoveling snow off an
overloaded roof or being fatigued after working on
a hot day. There are regulatory requirements for
skylight designs that pertain to safety. And if you
happen to work in a facility that contains noncom-
pliant skylights, consider pointing out the problem
to the facility manager and suggesting a retrofit.
You can bolster your case with a quick Google
search. Youll find many examples of large settle-
ments where workers have fallen through unpro-
tected skylights. Several vendors design retrofit
kits that will bring existing skylights up to spec.
OSHAs skylight requirements for general industry can be found in
1910.23(e)(8). It states skylight screens shall be of such construction and mount-
ing that they are capable of withstanding a load of at least 200 lb applied perpen-
dicularly at any one area on the screen. OSHA also says that skylights must be of
such construction and mounting that under ordinary loads or impacts, they will
not deflect downward enough to break the glass below them. And the construc-
tion must have grillwork with openings not more than 4-in. long or slatwork
with openings not more than 2-in. wide but with an unrestricted length.
For construction, the OSHA standard can be found in 29 CFR 1926.501(b)
(4)(i). It states each employee on walking/working surfaces must be protected
from the hazard of falling through holes (including skylights) more than 6 feet
(1.8 m) above lower levels, by personal fall-arrest systems, covers, or guardrail
systems erected around such holes.
Designers should know as well that NIOSH also recommends adding a
margin of safety to the 200 lb applied perpendicularly per the OSHA standard.
NIOSH estimates that a 200-lb person falling against a skylight could apply 400
to 500 lb of force. In addition, skylight vendors are supposed to attach a danger
sign and make sure installation instructions identify fall hazards and required
protection.
Heres the NIOSH Guide: www.cdc.gov/niosh/docs/2004-156/pdfs/2004-156.
pdf
Joe Tavenner
Joe Tavenner, CSP, CFPS, is a long-time Certified Safety Professional who works in
occupational safety and design for safety. Got a question about safety? You can reach Joe at
josephtavenner@yahoo.com.
Edited by Leland Teschler
Look out below
In a recent incident an employee was on a roof conducting
routine preventive maintenance on a refrigeration unit.
As he walked around on the roof, he accidentally stepped
If you happen
to work in a
facility that
contains non-
compliant
skylights,
consider
suggesting a
retro fit.
RS# 133
MAY 9, 2013
INTERVIEW
Does todays workforce have
the right education and
skills?
While manufacturing is on the
upswing, its also more dependent
than ever on technology and au-
tomation. In general, one of the
key bottlenecks today is a qualified
workforce. There is a mismatch
between the skills of many available
workers and the qualifications neces-
sary for technical jobs.
Companies have a responsibil-
ity to address this problem. You
cant sit back and wait, that doesnt
work. Thats why we are partnering
with educational institutions like
Greenville Technical College on an
apprenticeship program that trains
workers first on the basics of manu-
facturing, then on how to set up and
operate every type of machine tool in
our plant while attending college.
They not only earn a full-time salary,
Rexroth also covers their tuition and
books. Its patterned after apprentice-
ship programs in Germany. One key
difference: Germany requires three
and a half years, here we do it in two.
But the basics are very similar.
Its truly a win-win. The graduate
is a Dept. of Labor certified machin-
ist apprentice, has a two-year techni-
cal degree, and a well-compensated
job. We gain a skilled, educated, and
motivated employee who is also an
asset to our community. This sort of
apprenticeship program is absolutely
necessary to encourage students to
pursue technical careers. Compared
with university students who some-
times struggle to find employment
after four years, our associates have
highly sought-after skills. The tables
have turned a bit in that respect. MD
On March 20, Bosch Rexroth
Americas opened a new 260,000-ft
2
hydraulics manufacturing facility in
Fountain Inn, S.C. The $80 million
investment creates the companys
largest manufacturing site in the
Americas. We had the chance
to discuss the significance with
President & CEO, Berend Bracht.
Why the investment in
theU.S.?
A few years ago, Bosch Rexroth
changed a key strategy. Previously,
the target was to expand manu-
facturing in so-called low-cost
countries and export from these
regions into high-cost countries. I
myself spent two and a half years as
President & CEO of Bosch Rexroth
China, and what we learned is that
all the capacity we added in China
was actually needed for the Chinese
market. We faced a similar situation
in South America.
With that experience, our strategy
critically changed to local for local.
That is, our production capabilities
must match, to a similar degree, sales
in a particular location. In North
America we relied too heavily on
imports. We needed to invest, and
this is a key step toward increasing
our local manufacturing depth.
The Fountain Inn expansion
doubles the size of the facility. Were
adding more machine tools as we
ramp up capacity, hiring 160 new
workers over five years, launching
an R&D facility, and expanding our
local supplier base. We also acquired
more land for future expansion.
So were positioned for significant
growth in the North American
market.
What does local for local
mean for the OEM?
First, OEMs are dealing with
one supplier, not several around the
world. Second, the supply chain is
much shorter. Being local lets us
react faster to market ups and downs
and OEMs dont have the delays
typical with offshore suppliers.
Third, on the engineering side,
we can work much-more closely
with OEMs to develop products
suiting their specific needs. Some
of our biggest customers have R&D
and production in North America,
so it benefits them to have a nearby
contact to provide support. Local for
local is our strategy but our custom-
ers, lets say, have gently pushed us in
this direction as well.
We constantly hear that
manufacturing is on the
decline in the U.S. Whats
your opinion?
I moved to the U.S. in 1993 to
develop our machine-tool hydrau-
lics business in Detroit. Since then,
weve witnessed the decline of in-
dustrial markets like machine tools,
presses, and plastics machinery.
Mobile equipment construction
and agricultural was less affected,
with large global companies like
Caterpillar, John Deere, and CNH
continuing to be leaders worldwide.
Now, more and more industry is
moving back to the U.S. Being close
to the market lets you adapt products
to your customers needs, which is
difficult when youre offshoring. And
many companies underestimated
the real expense of logistics. Its not
only the transportation costs but also
the additional inventory you have
to hold. In some countries, a strike
at the border might delay your ship-
ments by weeks. All these aspects
were underestimated, and many
companies are now moving back.
In addition, foreign investment is
increasing. Because Asia is no longer
delivering the growth we were used
to over the last 10 years, European
and even Chinese companies are re-
focusing on other markets, including
the Americas. I think manufacturing
is being revived in the U.S.
Local-for-local strategy
drives U.S. expansion
Berend Bracht
President & CEO
Bosch Rexroth
Americas
Charlotte, N.C.
VANTAGE POINT
Frank Russo
Chief Executive
Officer
Fabricating.com
Hoboken, N.J.
Send messages to specific manu-
facturers? And communicate via
e-mail, text, or voice mail?
Supplier information. The mar-
ketplace should provide comprehen-
sive information about the suppliers
qualified to bid on your RFQ
such as ratings and customer
feedback so you can make an
informed decision.
Security and storage. First and
foremost, your information and
communications should be secure
and only accessible by you. Storing
your RFQs, quotes, and all com-
munications lets you keep an audit
trail of a job and ensure there is no
ambiguity about the job specifica-
tions. Access to historical informa-
tion on previous projects makes it
easy to submit RFQs to the same
supplier without recreating the
requirements.
Lastly, take a step back and look
for what is critical to a dynamic mar-
ketplace. Is the sourcing community
growing? Is the underlying technol-
ogy on the forefront of custom-
manufacturing sourcing? Pick up
the phone and talk to the managers
of the marketplace you are consider-
ing. Innovators are always in contact
with their customers to understand
the market and provide a valuable
product that meets the changing
needs of their client base.
Bottom line: Pro-active supplier
discovery is a good thing, and it
keeps your ideas and products
flowing toward the customer
without delays. But when a critical
supplier disappears without notice,
having your fingertips on a reliable
sourcing platform with a qualified
supplier base is more than a good
thing its priceless. MD
Edited by Kenneth J. Korane
select a highly qualified manu-
facturer. Marketplaces can speed
product introductions, and they
let users proactively diversity their
supply chain and explore different,
possibly more-effective methods for
manufacturing a product.
The acceptance of marketplaces
by industrial buyers and sellers has
risen substantially. But choosing the
right one is also key to a projects
success. Here are a number of
features to consider before submit-
ting an RFQ:
Wide acceptance. Are suppliers
for the processes you need in the
marketplace? Look for good rep-
resentation of the custom manu-
facturers your projects require and
other buyers submitting RFQs. Also,
check to see where the suppliers are
located. Are they concentrated in a
local market or dispersed geographi-
cally? This helps when reshoring
manufacturing operations, facing
Made-in-the-USA mandates, or
needing suppliers in your own state.
Comprehensive sourcing platform.
Flexible RFQ submission is a must.
A robust sourcing platform should
let you include all the information
necessary for suppliers to bid ac-
curately, including drawings, at-
tachments, and links to reference
material. It should also let you
control who receives your RFQ.
Do you want to submit it to a select
group of suppliers or the entire mar-
ketplace? Mandatory is the ability to
update RFQs with new information.
For example, if one supplier asks for
clarification that all potential manu-
facturers should know, the ability
to broadcast those updates ensures
everyone is quoting on the most-
current version.
Integrated, flexible communica-
tions. Communications should be
integrated into the bidding process.
Can you broadcast updates to all
suppliers who received your RFQ?
Engineers looking for capable
suppliers have unlimited amounts
of data instantly available through
powerful online search engines. But
access to more data has not neces-
sarily made supply-chain manage-
ment more efficient or effective. A
search may return 100,000 results;
the engineer may only look at 5
or 10 of them. Are they the best
suppliers, or just the best at search-
engine optimization? And, particu-
larly with custom manufacturers, it
is not always easy to determine their
qualifications for a project.
Nonetheless, the Internets
potential is substantial. The basic
idea: Start with a robust RFQ and
sourcing platform that leverages
company/capabilities data to
generate targeted results (yes, like
Google). The combination would
create a vibrant, efficient means
to find custom manufacturing
services. Submit an RFQ and receive
quotes from a number of qualified
suppliers.
Granted, early attempts at
Web-based sourcing fell short.
Online auction sites provided a way
for engineers and purchasers to
submit RFQs, and for contract man-
ufacturers to bid on jobs, but RFQs
were open to everyone and buyers
did not necessarily get bids from
qualified suppliers. Plus, the technol-
ogy did not support the communica-
tion required to exchange informa-
tion and conclude and track bids.
Today, the landscape has
changed. The technology used to
vet suppliers makes use of advances
we see in other software products
data mining and filtering,
immediate communications, and
communities along with sophisti-
cated e-commerce capabilities. Now
called marketplaces, these dynamic
sourcing environments let engineers
and buyers post RFQs, receive bids
from prequalified suppliers, and
Supplier marketplaces
come of age
INDY 500
One of the major changes computers have injected into
the Indianapolis 500 over the past two decades is the
widespread use of simulation. No longer do designers or
race teams have to schedule racetrack time to determine
the effects of a small tweak to the aerodynamics or front
shock absorbers, a costly and time-consuming process.
Instead, they can juggle a few parameters in a detailed
computer model of the car and then run it over a truly
realistic model of a specific racetrack. The program spits
out detailed and reliable results on speeds, fuel consump-
tion, downforce, and a laundry list of other race-car char-
acteristics. It can also compress hours of track time into a
few minutes of computer run time.
Simulation has also spread so that the three groups
most closely involved in Indy racing the designers, race
teams, and governing body all rely on it, but in different
ways.
Indy-car designers
IndyCar races currently allow only one chassis or car,
the DW12 from Dallara Automobili, Varano Melegari,
Italy. We use three general types of simulation when de-
signing an Indy car, says Dallaras general manager, An-
drea Pontremoli. It lets us go from the design phase to
the racetrack in about nine months eight months spent
designing the car on computers, then a month to actually
assemble it.
The first type of simulation lets Dallara engineers build
a virtual car using carbon composites. We use finite-
element-method software at this stage to simulate the
carbon-fiber components and structural elements, says
Pontremoli. They subsequently add other parts to model
the entire car, minus the engine.
To get the overall shape of the car and its aerodynam-
ics right, we then use computational fluid-dynamics (CFD) soft-
ware to simulate airflow over, under, and around the car, says
Pontremoli.
Dallara also reverts to a more-traditional form of simulation
one of the companys two wind tunnels to ensure the aero-
dynamics are right and the software didnt miss any detrimental
Car designers, race teams, even the IndyCar
governing body use simulation to keep the
Indy 500 competitive and safe.
Simulating
your way into the
VICTORY CIRCLE
Authored by:
Stephen J. Mraz
Senior Editor
Resources:
ChassisSim Technologies,
chassissim.com
Dallara Automobili,
www.dallara.it
IndyCar, www.indycar.com
Panther Racing Team,
www.pantherracing.com
The company gets similar data, but from a from a driv-
ers perspective, in a motion simulator. In fact, the data
from the driving simulator is cleaner than actual track data
because it contains no signal noise or calibration errors. It
combines computers and motion control, along with an
exact replica of the cockpit and dashboard. So drivers use
the same controls accelerator and brake pedals, steering
wheel, and steering-wheel mounted switches and get to
feel the same level of feedback from the steering wheel and
brake pedals as if they were driving an actual race car.
The motion simulator even has a thermal tire model
that lets Dallara and teams (or clients) check out different
tires and setups for qualifying or racing laps in different
weather conditions.
The driver simulator, much like those used to train
military pilots, has 3D motion, courtesy of 1.5-meter-
stroke hexapod actuators. They can generate up to 2 gs of
acceleration, while a 3,500-W sound system recreates the
noise and vibrations of riding in an Indy car. To complete
the illusion, a 180 12-megapixel screen gives the driver a
wraparound view of the track and other cars.
To get data on the track, Dallara runs a special car
around the track that uses laser scanners to measure the
entire surface of the track with 10-mm resolution. This
data, which includes every rough patch, bump, and curb
on the track, is digitized and transformed into inputs for
the computer models wheels and suspension.
When Dallara was designing the DW12 for the 2012
season, the IndyCar board wanted to make sure safety was
part of the equation. Dallara complied by adding safety
features to the model and design, both mechanical and
aerodynamic ones. IndyCar also wanted the new car to
have the same speed and performance despite the fact it
would use a less-powerful engine.
anomalies. Wind-tunnel simulation lets us see if what we
learned in CFD is valid on full-sized cars.
The final type of simulation kinematics centers
on vehicle dynamics. It lets us look at the behavior of the
entire car, including the tires, on different racetracks and
racing conditions, says Pontremoli.
The road to the
Borg-Warner
Trophy, given
each year to the
winner of the Indy
500, is paved with
simulation and
modeling, two
CAD practices used
by the IndyCar
governing body,
the race-car makers,
and the race teams.
Two areas that get a lot of attention
during modeling and simulation are the
front wing and suspensions.
(Photo: Panther Racing Team)
INDY 500
Sim software. ChassisSim is a kinematic simulation pro-
gram that lets us import aerodynamic, suspension, and
time-based racing models, then manipulate them to get
performance predictions on different tracks.
For large, high-speed ovals, such as Indy, the Poconos,
and Fontana, downforce should be about 1,800 to 2,400lb
at 200 mph. (Bear in mind that the car and driver, includ-
ing fuel, weigh only about 1,900lb.) For short ovals and
road courses, downforce is much higher at 4,000lb at
200mph.
Indy race teams have the leeway to adjust the front and
rear wings, as well as the underwing body of the car to get
For Dallara engineers, making the car just as fast with
less power was a matter of improving efficiency. In the
end they succeeded, getting about 50% of the efficiency
improvements from the aerodynamics, about 30% from a
weight reduction, and the remaining 20% from engine up-
grades. They were also able to make it as safe, if not safer,
than the previous car.
IndyCar establishment
IndyCar uses simulation to ensure the cars meet two
critical goals: to make sure races are safe and competi-
tive with lots of lead changes and no cars are obviously
The front
wing and
suspensions
are routinely
adjusted and
tweaked, even
during races, as
teams look for
the best setup
for a particular
track and the
current racing
conditions.
(Photo: Panther
Racing Team)
From the Brickyard to the backyards
Many Indy race teams use ChassisSim, high-end simulation software that models the
dynamics of a race car and predicts its performance. The software got its start as the Masters
degree project of Danny Nowlan when he was an aeronautical engineering student at the
University of Sydney. He is now director of ChassisSim Technologies, Richmond, Austra-
lia, and oversees a staf of car people who learned how to program, he says.
The program works on any laptop running a Pentium i3 or above, and the basic package
costs about $2,000 and comes with a simplifed interface, so backyard mechanics and week-
end racers can use it to tune up the family car. At the other end of the spectrum, IndyCar
teams use a $15,000 version that gives users complete access to the advanced modeling
features and toolboxes to reverse engineer parameters for the aerodynamics and tires.
Indy race teams rely on ChassisSim for evaluating the performance of diferent suspen-
sion and aerodynamic setups for tracks they will be running. This involves all aspects of the
vehicle, including the evaluation of diferent aero kits and damper packages, says Nolan.
And while drivers at the IndyCar level dont really need to use the software to teach them
how to drive and get the most out of their cars, customers at other levels of racing make
good use of the software to compare their driving to the simulated driver.
And that simulated driver is good, maybe even perfect. How did he or she get so good?
While Im not at liberty to divulge the entire algorithm, it can be straightforward when
you have a good vehicle model and know the track trajectory and bumps, says Nolan. The
driver simply calculates the top speed possible with the available grip between tires and
track and the shortest route possible around the track.
more powerful than the
rest. They also want to
ensure the driver plays an
important role. In other
words, they dont want
the car to be too easy to
drive.
For example, last year
we reduced the level of
downforce, especially on
oval tracks, to make sure
drivers are making sig-
nificant contributions to
driving the car, says Will
Phillips, vice president of
Technology for IndyCar.
Based on simulations
and our years of experi-
ence at various tracks,
we decide how strong
the aerodynamic down-
force should be, then use
data from Dallara and
its aerodynamics models
and put it in our Chassis-
The brake ducts of the front wheels in the Panther race-car model are set up
for a road course. Air speeds are shown in decreasing order as yellow, green,
then blue. Darker blue areas show areas with relatively slow local velocities.
The CFD vectors reveal swirling airflows near the front wing endplates, the
inlet to the duct, and behind the tires.
This image
shows the
pressure
distributions
about Panther
Teams moving
race car. The
car is set up
for high-speed
ovals like the
Indianapolis
Motor
Speedway.
Air pressure
is indicated
by colors and
go from black
(highest) to
white (lowest).
stand what parameters can
be changed on cars in the real
world because they cannot be
set up perfectly, says Phillips.
For example, it takes racing
experience to know that cer-
tain tracks are bumpy and you
just cant go below certain ride
heights or clearances without
hitting the track. And thats all
part of simulation, getting the
models of the tracks right and
knowing what you can and
cannot do in the real world.
Race teams
Race teams have one over-
riding goal, two if you count
safety. They want to win races,
which usually means driving
within IndyCars limits for downforce.
But IndyCar does not simulate all aspects of the race
cars. For instance, it does not look at the effects exhaust
creates on aerodynamics.
Simulation helps us put together a race-car model that
teams use as a template, says Phillips. It embodies all the
regulations and dimensional limits the car must meet. And
theres a specific height and position for the exhaust out-
lets. But we dont dictate the angle at which exhaust gases
get blown out, so thats an area race teams might work
with in CFD and aerodynamics. And Dallara, the chassis
maker, would be concerned with the structural integrity
of the body components under all the
stresses racing puts on them, includ-
ing the hot exhaust stream.
In general, IndyCar uses simu-
lation to ensure the cars, and the IR
configurations for any given circuit
or racecourse, have the performance
and speed characteristics we are
looking for, and that they will be as
safe as possible, says Phillips. We
also want to keep the drivers and
their ability to handle the car at the
forefront of the competition.
But simulation, like any other
piece of software, is just a tool, notes
Phillips. And its one thing to have
the best tools in the world, but if you
dont know the race-car world and
how it operates, you wont get the
most out of that tool.
Thats why IndyCar uses a mix
of both high-end computer analysts
and experienced mechanics and
race-car technicians. The people
doing our simulation must under-
faster than the other teams. But teams must also use much
of the same equipment and follow the same regulations
and limits. So they still rely on simulation to test new
ideas and components before having to actually build and
prove them out on the track.
Panther Racing, a one-car team sponsored by the
National Guard, has several simulation and analysis pro-
grams, including one for CFD and a full simulation model
for recreating virtual tracks. And the teams engine sup-
plier, Chevrolet, provides intellectual assistance that in-
cludes a simulation program.
CFD is important because it lets teams examine the
INDY 500
A simulation shows airflow into the airbox over the drivers head
and out the exhaust. This view reveals how airflow interacts with
the rear suspension and bumper to shows what influence the
rear wing has on airflow. Colors indicate air speeds, with yellow
the highest, followed by green, then blue.
With the body rendered transparent, technicians see
airflow slow as it travels down inside the airtubes to the
cold side of the turbocharger in a CFD simulation. It does
not show airflow through the engine, but you can see
hot gases exiting the turbocharger. It also lets them trace
air coming into the right-side cooling duct and up to the
face of the oil cooler. Air velocities are indicated by color,
going from red, the highest, down to yellow, green, and
then blue.
testing on the tires to complement the data Firestone sends
us, says Cripps.
Cooling efficiency is another area that leans heavily on
simulation, both for the engine and brakes. We want the
engine to operate at its optimum temperature without fall-
ing back on cooling methods that put a drag on the engine
or the aerodynamics, says Cripps, So we try to improve
airflow through the radiators, the ducting that takes air to
the radiators, as well as the engine itself.
Cripps notes that cooling ducts for brakes are high-
flow, aerodynamic components which have traditionally
been difficult to test on the track or model on computers.
But modeling the thermal characteristics of the brakes
and aerodynamics is becoming easier to do and less ex-
pensive, so its an area all teams will likely move into.
The front and rear wings are two areas Cripps recalls
looking at hard with FEA. But that was in the past when
we designed our own wings and aero kits. And next year,
2014, we will again be free to run our own wings and aero
packages, so we will go back to designing and FE analysis
on our own.
Another change for Indy racing teams in simulation
and modeling coming down the road is the addition of ki-
nematics, looking at a wide array of changing parameters
as the model roars down a simulated racetrack.
By no means does our car stay in a steady-state atti-
tude for any length of time, says Cripps. Kinematics will
take us to another level of realism. So in the future, when
computing power and memory are less expensive, we will
be able to simulate laps on any track, including the Brick-
yard, and look at CFD and all the kinematics from moving
parts, mostly in the suspension. MD
that.
CFD is also crucial for evaluating aerodynamics. They
generate the downforce used to keep cars on the tracks and
cornering, but too much downforce and youre no longer
quick through the corners or down the straightaways, says
i nteracti ons between
components, as well as
between the powerplant
and the aerodynamics
and suspension. In one
case, we used CFD to ex-
plore the exhaust flow,
says David Cripps, chief
engineer and technical
director for Panther Rac-
ing. We dont go into
engine design, but we do
look into using the ex-
haust flow to our advan-
tage or to uncover and
negate disadvantages.
In this instance, we sus-
pected hot exhaust gases
were getting into the
rear-brake duct that was
supposed to be cooling
the brakes. CFD analy-
sis confirmed our sus-
picions, so we modified
the body and tailpipes,
within limits, to prevent
Cripps. Teams use the
software to determine the
absolute best efficiency
for the most downforce,
within regulations, for
each track.
One set of criti cal
components that are dif-
ficult to accurately model
and simulate are the tires,
so teams rely on tire man-
ufacturers for assistance.
Our tire supplier, Fires-
tone, is just as interested
in modeling and simulat-
ing tire performance as
we are, explains Cripps.
So they share data they
have on characteristics
such as spring rates and
tire compounds, but they
share that data with all
the teams they supply.
To give us an edge
over our competition, we
do some additional load
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PRODUCT
CREATIVITY
TEAMWORK
EFFICIENCY
PRODUCTIVITY
RS# 134
MATERIALS
Goodfellows
aluminum foam
is made by
sand casting.
The foam has
regular, evenly
spaced, 10-mm
open pore cells.
University, and the Virginia Tech Foundry Institute for
Research and Education (VT FIRE). And what theyre
studying is mesoscopic topology. Basically, this is the geo-
metric arrangement of the solid phases and voids ranging
from 0.1 to 10 mm within a material or product.
Originally the team considered direct-metal addi-
tive manufacturing methods to make ordered-cell metal
foam. Methods include selective laser melting, electron-
beam melting, and direct-metal laser sintering. While
these methods can fabricate parts with cellular geom-
etries, unfortunately each option posed such limitations
as a lack of compatible working materials, the need for
support structures which are difficult to remove, and cost.
At the end of the day, the team decided these techniques
are incapable of fabricating metal foam for large-scale
applications.
In addition, the team looked into tried-and-true meth-
ods of making ordered-cell foam. Common methods in-
clude stamping or crimping thin sheets of metal into a cor-
rugated shape and joining them to create periodic struc-
tures, joining and bonding slotted metal sheets, extrusion
and electrodischarge machining, and weaving and brazing
metal filaments to form a periodic textile. Each method
creates repeatable part quality, but they limit the mac-
rostructure of parts to planar geometries and constrain
designers to use a specific homogeneous mesostructure
throughout a part.
Sand casting of foams is a relatively new method dat-
Metal foams, also called cellular materials, are metallic
bodies with interdispersed voids called cells. They have a
reputation for high strength, low density, and absorbing
impact. This combination works well for military vehi-
cles where lighter parts can save money and the degree
of impact cushioning can be the difference between life
or death.
Traditionally made metal foam is stochastic, meaning
the foam has irregular cells that are spaced unevenly. If
the cell structure in metal foam is arranged and regular
it is called ordered-cell foam. Stochastic materials reduce
weight as do ordered-cell metal foams. However, ordered-
cell foam has superior strength, stiffness, energy absorp-
tion, and it moves heat.
While there are several methods of making ordered-cell
foam, one company is seeing consistent results by making
it through the process of sand casting. The problem is
that current methods of making sand-casting patterns are
from the age of subtractive machining processes where
part features must be relatively simple. Now, researchers
are testing additive manufacturing to make complex sand
castings which could create a new breed of ordered-cell
metal foams.
Mixing old and new techniques
The researchers are from the Design, Research, & Edu-
cation for Additive Manufacturing Systems (DREAMS)
Laboratory at Virginia Polytechnic Institute and State
ADDITIVE
MANUFACTURING
comes to metal foam
Authored by:
Lindsey Frick
Associate Editor
lindsey.frick@penton.com
@MaterialShout
Key points:
Sand casting is a method used to
make ordered-cell metal foams.
Aluminum ordered-cell foam is
lightweight, moves heat, and absorbs
impact.
Binder-jet 3D-printed sand castings
could create a hybrid method to
manufacture metal foam.
Resources:
Dr. Christopher Williams. Design,
Research, and Education for Additive
Manufacturing Systems Laboratory
Department of Mechanical
Engineering Virginia Polytechnic
Institute and State University,
http://utwired.engr.utexas.edu/lff/
symposium/proceedingsArchive/pubs/
Manuscripts/2012/2012-11-Meisel.pdf
Goodfellow Corp., goodfellowusa.com
Ordered-cell
metal foam
helps move
heat and
absorb impact.
Researchers
are combining
old and new
methods of
sand casting
to make the
material.
14faces eight hexagonal and six square. This gives a
regular, open 3D structure. The precursors are made by
mixing sand with resin. After the metal fills the pattern,
the precursors are destroyed, leaving a metal foam com-
posed of evenly spaced, stacked 10-mm open-pore cells.
In traditional sand casting, the minimum ligament di-
ameter is often limited to around 3 mm when filling the
mold using gravity. The foams offered by Goodfellow can
have a ligament diameter as small as 1 mm. Each manu-
factured piece is identical to and has the same behavior
as other pieces made from the same casting. The process
lets the manufacturer customize the size and space of the
pores to meet the needs of the application.
Two major needs the foam satisfies are impact absorp-
tion and heat exchange. For impact absorption, the sand-
casting method lets designers create customized struc-
tures necessary to absorb a specific amount of energy. But
Goodfellow says the degree of impact absorption depends
on the material used to create the foam. Aluminum offers
qualities like cost, heat transfer, and strength. With pure
aluminum, the foam has a fracture strength of 70MPa. It
is also possible to manufacture the foams with the same
structure in iron or copper.
Heat moves through Goodfellows sand-cast metal
foam because the material has a high porosity of 80 to 90%.
It also has a high relative surface area, up to 500 m
2
/m
3
,
which facilitates the movement of fluids and the recovery
of heat, even at low speeds. The lightweight metal foam
ing to 10 years ago when a French research organiza-
tion, Centre Technique des Industries de la Fonderie,
wanted to develop a foam that could be manufactured
using foundry methods. The development led to a pat-
ent in 2008. Today, a company called Goodfellow Corp.,
Coraopolis, Pa., has released an ordered-cell metal foam
made using the technique found in the patent. Goodfel-
low says it has the first commercially available metal foam
made by sand casting. This is also said to be the first foam
with a defined, reproducible, regular structure.
The sand-casting method uses stacked precursors
where shapes of sand are produced and then stacked in a
mold. The mold fills with liquid metal, the metal solidifies,
and then the sand shapes are removed, leaving the metal
foam.
As with any process, the sand-casting method has its
limitations. The maximum-use temperature is dictated by
the melting point of the metal/alloy used. The cell struc-
ture is limited by the ability of the sand to escape the metal
foam. And the height of the cast piece is limited by the size
of the mold, but this limitation can be overcome by stack-
ing molds.
Commercially available sand-cast foam
To make the sand-cast metal foam, Goodfellow uses
traditional casting techniques. The interesting part of
the process pertains to the shapes of the sand precursors.
They are shaped as tetrakaidecahedrons polygons with
Vertical sand-casting process
Goodfellow uses a vertical sand-casting process to make
reproducible metal foam with evenly spaced pores.
Step 1: Sand and resin are used to make
tetrakaidecahedron-shaped precursors. Stacked
precursors make a pattern inside a mold.
Step 3: The metal sets,
forming a casting.
Step 4: The casting is removed
from the mold and the
precursors are destroyed.
Step 2: Liquid metal is
poured into the mold.
MATERIALS
A 2-in. cube, 2 2
4-in. rectangular
prism, and a
hemisphere with a
1.5-in. radius were
cast from indirect 3D
printed sand molds.
Virginia Techs
final sand mold
was printed
in a Z Corp.
Spectrum 510.
ZCast501 powders. Both
powders are types of syn-
thetic sand casting material. They
left the molds in the powder bed for
an hour to let the jetted binder cure. Then the
molds were heat treated at 250F for 2.5 hr with
an additional bake at 450F for almost 2 hr to ensure the
molds were free from moisture.
Exterior molds, which hold the liquid metal around the
sand mold, were made from traditional foundry methods
but the team says additive printing could be used. A356, a
common aluminum alloy used in safety and automotive
applications, was poured at around 1,380F. A quick-fill
gating system design did not fill the mold correctly, so the
metal was poured through a ceramic foam filter to help
slow the flow.
After the castings set, the mold was easily broken and
the castings were lightly cleaned. They were given a stan-
dard T6 heat treatment at 1,005F in an air-circulating fur-
nace for about 11 hr. They were then quenched in a bucket
of room-temperature water and artificially aged at 310F
for 5 hr.
The results prove the hybrid technique will need fur-
ther development. While the final castings weighed less
than a completely filled part, they were not of uniform
quality in fill and diameter. There were a few castings
with several unfilled trusses, as well as 0.1-mm-diameter
porous defects. One casting had trusses that were 13.5%
larger and 10.8% smaller than the average truss. This may
seem like a large range, but the team notes the deviations
are within the standard error of the
casting process.
Researchers tested the mechanical
properties of the octet structure within
a cubic geometry. The team took a cubic
casting with completely filled trusses
and little to no flash and compression-
tested it at a rate of 1.5 mm/sec. It with-
stood a maximum load of 64 kN be-
fore the trusses began to fail with about
6mm of displacement.
When asked about next steps for
the research, Dr. Christopher Wil-
liams of Virginia Tech stated, In ad-
dition to refining the process, we are
investigating different cellular topolo-
gies to further improve the structures
ability to mitigate blasts. We are also
exploring the inclusion of ceramic
materials into the structure that could
provide ballistic protection as well as
blast protection. MD
has the ability to mix fluids and,
therefore, is able to homogenize
temperature. This is particularly
important in oils, where the high
viscosity can limit mixing.
Metal foams ability to move heat
paired with its light weight makes
it a candidate for cooling electronic
components. Goodfellow says the first
industrial application for its aluminum
foam was in cooling LEDs. Metal foam
also works in automobiles to cut weight
and absorb impact. Some metal foams can
be found in crash-conscious applications like
military vehicles.
Goodfellows sand-cast aluminum foam comes in
sheets of 40 100 172 mm. The cell size is 10 mm and
one surface comes clad in a solid aluminum sheet. It is
possible to specify other sizes of foam without a solid clad-
ding on one surface. As with all aluminum, the foam can
be painted, anodized, or left in its natural state.
Binder jet 3D printing sand molds
While the process of sand casting is still one of the least
expensive ways to make large objects, the Virginia Tech
work could provide a more economical hybrid technique
by eliminating the costs associated with pattern tooling.
In addition, the hybrid technique allows for greater design
freedom, letting designers alter mold geometry, integrate
gating systems, and embed cores.
The Virginia Tech team used indirect 3D printing,
now called binder jet 3D printing by ASTM, to make the
molds. Binder jet 3D printing is a process that creates parts
through the deposition of binder into a powder bed of raw
material. To make a sand-cast part, they started by design-
ing 3D models of the desired metal parts using Netfabbs
Selective Space Structures
software. They designed
three shapes of metal parts,
each with an internal struc-
ture based on octet-trusses.
A Boolean subtraction then
created the shape of the
mold.
Using a Z Corp. Spec-
trum Z510, they printed
molds from ViriCast 170LE
powders and Z Corp.s
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FLUIDPOWER TECHNOLOGY GUIDE
When designs call for rotary motion and torque, engineers have the option of speci-
fying electric or hydraulic motors. Electric motors are generally the first choice because
they come in a wider variety and typically cost less, and electricity is ubiquitous.
Electric motors excel in applications that demand high rotational speed and low-
to-medium torque output. However, there are cases where hydraulic motors are the
best or only option. If the load stalls an electric motor, the windings may burn and
permanently damage the motor. Conversely, a hydraulic motor will simply stop
without damage under excessive loads, especially when a relief or bypass valve is de-
signed into the circuit. Also, in many outdoor applications, dust, dirt, seawater spray,
and the like will attack and destroy an electric motors windings, so hydraulic motors
are the best bet.
An obvious case where hydraulic motors are the only choice is underwater, because
sealing electric motors is costly and requires substantial engineering effort. Properly
designed hydraulic motors, on the other hand, have no issues operating under water.
For demanding applications that require extremely high torque, electric motors
become too costly and too bulky because of the large number of windings needed.
With hydraulics, a large pump can be mounted some distance away, yet supply
high-pressure fluid to a compact and powerful motor in the work area. This is a key
advantage of hydraulics.
Today, hydraulic motors provide rotary power in a range of equipment. Theyre
used to turn gears on conveyors; drill, tap, mill, and cut on metalworking ma-
Hydraulic gerotor
motors are a good
choice when jobs
demand high
torque in rugged
environments.
Gerotor motors
provide high
torque in tight
spaces. They
are used in
applications
ranging from
conveyors and
machine tools
to submersible
robots.
When
ELECTRIC
MOTORS
wont do
Authored by:
Donald L. Hahn
Component Technology Manager
Lamina Hydraulics
Anchor Lamina America Inc.
Farmington Hills, Mich.
Key points:
Hydraulic motors can stall without damage and
withstand harsh operating environments.
In applications that demand ultrahigh torque, electric
motors are too big and expensive to be practical.
Resources:
Lamina Hydraulics, www.anchorlamina.com
ing it to revolve inside the outer ring. The path of the fluid
constantly changes as the motor spins. Porting in the mo-
tor body and shaft ensures that fluid constantly pushes the
back side of the rotor so it continues to turn in the same
direction. A linked spindle or shaft transmits motion and
torque from the rotor to external devices. The exact posi-
tion (or timing) of the components is critical to proper
operation. The motors are bidirectional, and the direction
they turn depends on which inlet port is pressurized.
When selecting motors, engineers must consider two
inputs. One is flow rate, typically expressed in gallons
(gpm) or liters per minute (lpm). The other is pressure,
usually in psi or bar. And there are two outputs of interest,
rotational speed (rpm) and torque (lb-in. or Nm).
Before selecting a motor, engineers need to know the
rpm and torque the job requires. Rotational speed is gen-
chines; and even control undersea cameras. The five
main types of hydraulic motors are: axial piston, gear,
gerotor, radial piston, and vane. This article focuses on
the features and design considerations of commonly
used gerotor-style hydraulic motors.
Gerotor motors
Gerotor motors are usually considered to be low-speed,
high-torque (LSHT) motors, but some models spin at
over 1,000 rpm making them high-speed, low-torque
(HSLT) devices. The motors have a stationary outer gear
thats part of the housing and a rotating inner gear. The
outer rings gear teeth mesh with teeth on the rotor, which
has one less tooth than the outer ring.
Gerotor motors turn when hydraulic fluid enters the
inlet port and exerts pressure on the face of the rotor, caus-
In a gerotor motor, the outer
rings gear teeth remain
stationary while
fluid flow turns the
internal rotor. This
drawing is of a six-
pointed gerotor
assembly. To see
a motors internal
components in
action, view the
YouTube video,
Motion Study of
the Gerotor Motor
at www.youtube.com/
watch?v=iooA0mJzEIE.
This cutaway
shows the
internal porting
of a hydraulic
gerotor motor.
The motors
are typically
bidirectional:
the direction of
shaft rotation
depends on
the flow path
through the
gerotor.
Gerotor assembly
Outer
gear
ring
Inner
rotor
Gerotor-motor construction
Gerotor
Positive
splined
drive
Bronze
bearing
surface
Needle bearing
Flow path
Lip seal
Mount
Contamination
seal
Shaft
direction
depends on
flow path
There are situations to avoid when using gerotor mo-
tors. For instance, if pressure is too low, the motors will
not turn. Conversely, excessively high pressure could blow
seals and cause leaks. If the flow rate is too low, the motor
will not spin or transmit torque as all the fluid will pass
between the spindle and the inside of the motor body. Too
high a flow rate, on the other hand, will waste input energy
as the motor generates excess heat due to flow restrictions
at orifices and internal porting.
For most applications, its advisable to keep the motor
at or below 130F. Gerotor motors can be used in high-
erally straightforward, but many designers may not have
a good handle on torque requirements. In some cases
gearboxes coupled to the motor shaft amplify speed or
torque. One benefit of gerotor motors is that slight ad-
justments to the inputs change the outputs. For example,
if the flow rate increases, speed will too. The same rela-
tionship holds between pressure and torque, so increas-
ing pressure boosts torque output. However, there are
limits. Every motor has an optimal operating range, and
it is important to stay within that range to ensure effi-
cient operation and long life.
This small
hydraulic motor
has a body
diameter of only
1.75 in., but its
rated to generate
about 150 lb-in.
of torque at
1,500psi.
Gerotor-motor performance chart
Flow,
gpm
rpm and
torque,
lb-in.
Pressure, psi
100 200 300 400 500 600 700 800 900 1,000 1,100 1,200 1,300 1,400 1,500
1
rpm 80 76 71 66 59 52 45 37 28 19 9
Torque 38 78 117 156 195 233 272 310 348 386 423
2
rpm 151 147 142 136 129 122 115 106 98 88 78 67 56 44 31
Torque 35 74 114 153 192 231 269 308 346 384 422 459 496 534 570
3
rpm 223 219 214 208 201 194 186 178 168 159 148 137 126 113 100
Torque 30 70 109 148 187 226 265 304 342 380 418 456 494 531 568
4
rpm 297 293 287 281 275 267 259 250 241 231 220 209 197 185 171
Torque 23 63 103 142 181 220 259 298 337 375 413 451 489 527 564
5
rpm 373 368 363 357 350 342 334 325 316 305 294 283 270 258 244
Torque 15 55 94 134 173 213 252 291 330 368 407 445 483 521 559
6
rpm 446 440 434 427 419 411 402 392 381 370 358 346 332 319
Torque 44 84 124 163 203 242 282 321 360 398 437 476 514 552
7
rpm 522 520 514 507 499 490 480 470 459 448 436 423 409 395
Torque 32 72 112 151 191 231 270 310 349 388 427 466 504 543
8
rpm 595 590 582 576 570 564 558 551 540 528 515 502 488 474
Torque 17 57 97 137 177 217 257 296 336 375 415 454 493 532
This performance chart for a typical gerotor motor shows outputs in rpm and torque based on inputs of flow and pressure.
better the fit, the less internal leakage. Gerotor mo-
tors have two principal areas prone to leaks. One is
the clearance between the spindle and motor body, the
other is from gaps between the gerotor rotor and lobes
of the outer ring. Some motors even come with a case
drain, permitting leakage to be measured. So ensuring a
motor has high efficiency and minimal leakage is a ma-
jor objective for the designer.
Most gerotor motors have a number of options for
mounting flanges, shafts, and seals. In applications where
space is tight, some motors can even mount just using the
ports. Motor manufacturers offer many common shaft
options as well. Usually, a short or long keyway works for
most tasks. Other times, flats are machined on the shaft
and setscrews lock a device to the motor. When transmit-
ting sizable torques, shafts with splines on the ends are
often recommended.
System considerations
The motor is just one part of a hydraulic system. Other
components, such as pumps, hoses, and filters all influ-
ence overall performance. For example, if the motor is far
from the pump, pressure loss becomes a consideration.
Two ways to combat pressure loss are by using larger-
diameter hose and tubing, or simply increasing pressure
at the pump. In addition, it is best to limit, where possible,
bends and orifices in fluid connectors and conductors, as
they add to pressure losses. Filtration often gets neglected,
too. That neglect leads to contaminated fluid and causes
excessive wear and tear on all system components, includ-
ing the motor.
Gerotor motors commonly run on ISO 32 grade or
similar hydraulic oil. Some applications call for alternative
fluids but, in many cases, this doesnt significantly impact
motor operation. For example, in food-processing applica-
tions, synthetic oil or even vegetable oil must be used to
power hydraulic motors. Any leaks when using this fluid
cause minimal product damage. Similar fluids are used in
hydraulic yard equipment and tractors operating in envi-
ronmentally sensitive areas.
Not all fluids act the same, however. In locations that
demand fire-resistant or explosionproof equipment, water
glycol is sometimes used. Be aware that water glycol causes
motors to generate a bit more heat because lubricity is
lower than with other fluids. Other situations may call for
a motor to run on a lightweight transmission fluid. Here,
engineers must account for the fluids lower viscosity as
leakage can easily get out of control.
Hydraulic gerotor-motor manufacturers offer many
material options. Most common is steel, widely used
thanks to low cost and high durability. When the overall
weight of a design is important (for example, in hydraulic
hand tools) aluminum is the best option.
When corrosion resistance is critical in rugged en-
vironments, a coating is usually applied to the hydrau-
lic motor. Depending upon the application, common
coatings include nickel or chrome plating, or even just a
simple coat of paint. MD
temperature applications, like in a heated mold where
temperatures can reach 300F. But such applications re-
quire special seals, and hydraulic oil must be cooled to
control viscosity and prevent rapid degradation.
Sizing motors
Some systems already have a hydraulic pump. In these
cases, the designer needs to find a gerotor motor that
matches pump outputs and generates the torque and speed
an application demands. In other cases, engineers are
working from scratch and have not yet chosen an electric
motor or pump. This leaves more options for choosing the
gerotor motor that can generate the needed outputs.
Motor manufacturers produce sizing charts like the
Gerotor-motor performance chart shown nearby, and they
are essential when selecting hydraulic motors. Shaded cells
show regions where a specific motor performs best. Green
areas show where the motor is most efficient; yellow areas
indicate marginal efficiency. Avoid orange and red areas if
possible. (One possible alternative is to consider the same
motor with a different-size gerotor.)
For example, consider a case where the pump provides
8gpm and 1,000psi. From the chart, the motor will spin
at 540rpm and generate 336lb-in. of torque. Start-up
torque for most gerotor motors is about half of the run-
ning torque, or 178lb-in. in this case. Calculate horse-
power using:
HP = (rpm torque)/63,025
= (540 336)/63,025 = 2.88.
So, for this application, the motor would generate
2.88hp.
One major concern with all hydraulic motors (and
pumps, for that matter) is the unavoidable issue of internal
leakage. It is the primary cause of efficiency losses. Losses
from heat are the second largest concern. Often, more-
expensive motors are well worth the higher initial invest-
ment when one considers energy costs involved with using
lower-priced but less-efficient motors.
Internal leakage is present in clearances between
moving motor parts. The tighter the clearance and the
Comparing hydraulic motors
C
o
m
p
a
c
t
R
e
v
e
r
s
i
b
l
e
C
o
s
t
E
f
f
i
c
i
e
n
c
y
H
i
g
h

s
p
e
e
d
H
i
g
h

t
o
r
q
u
e
Axial
piston
No Yes High High No Yes
Gear
motor
Yes Yes Low Low Yes No
Gerotor
motor
Yes Yes Medium Medium Yes Yes
Radial
piston
No Yes High High No Yes
Vane
motor
No Yes Medium Medium Yes Yes
A general summary shows typical features for
different hydraulic motors.
A new controller and updated sensors offer greater
precision and advanced capabilities such as pressure
control, improving product quality.
Supplementing a new controller with a state-of-the-art
human-machine interface (HMI) can reduce the time
required to set up a machine when production pro-
cesses change. Using stored programs, complete motion
sequences can be quickly downloaded to reconfigure
operations.
Smoother motion means less shock and vibration,
which can reduce repair costs.
Finally, a subtle factor affecting the new-versus-retrofit
decision is the time needed to get a machine up and
running. It may be quicker to retrofit using off-the-
shelf parts compared to typical lead times with new
machines.
When to retrofit
When a machines productivity falls and support costs
begin to rise, consider retrofitting the motion system.
Signs of trouble include increased downtime: A machine
frequently needs calibration or repairs, and repairs are get-
In tough economic times, tight capital budgets often
force companies to delay purchases of new equipment.
Yet they face the ongoing need to increase productivity.
Fortunately, upgrading the motion systems on existing
machines can bring many of the benefits of new equip-
ment at a fraction of the cost.
Much of the savings depends on the application. For
example, if the controls represents 10 to 20% of the ma-
chine value, and replacing just them can give new-ma-
chine performance, the machine owner saves 80% com-
pared to the cost of a new purchase. And if new controls
push productivity beyond previous levels, the upgrade lets
users avoid purchasing a more-capable machine.
Benefits from upgrading a machines motion system
include:
Replacing obsolete or hard-to-maintain proprietary
control systems reduces downtime and maintenance
and servicing costs.
More-powerful and flexible controllers reduce the time
an axis needs to move and stabilize at a new position;
and they support synchronization and gearing of mul-
tiple axes. This can increase throughput.
Machine retrofits with advanced
motion controllers increase
productivity and cut costs.
Pumping
NEW LIFE
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RAPID DELIVERY
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Visit www.rollonnews.com
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Dont let misalignment slow
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self-aligns in three axes.
ting more complex and time consuming. Possibly, the original machine is no
longer being made and repair parts are scarce.
The mechanical elements may still be in workable condition, however.
And even if the machines structure is worn, a new controller with closed-
loop controls can often compensate for wear.
What to retrofit
A machines age and the companys budget usually determine what to
replace. Typically, the motion controller and/or PLC lie at the heart of a ret-
rofit. Supporting the controls are transducers that track actuator position,
pressure, and force; valves that operate motion actuators; and pumps and ac-
cumulators that ensure adequate flow capacity.
Experts recommend replacing rotary encoders and position transduc-
ers if they dont support the new controllers resolution requirements, or if
their outputs have become noisy or unreliable. Replace position transducers
that incorporate resistive contacts with noncontacting ones such as mag-
Authored by:
Bruce Coons
Delta Computer Systems Inc.
Battle Ground, Wash.
Key points:
Consider retrofitting the motion system when
machine productivity declines.
When retrofitting, mechanical components may still
be in workable condition.
Install proportional valves to improve precision, but
older hydraulic cylinders may be adequate.
Resources:
Delta Computer Systems, http://deltacompsys.com
Kenrie Inc., www.kenrie.com
The original
controllers
on the
Micromatic
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honing
machines
used a
number
of circuits
boards.
Honing machines retrofitted by
Kenrie Inc. were updated with
RMC 75E motion controllers
from Delta Computer Systems.
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netostrictive transducers.
For maximum precision
and noise immunity, also
consider installing sen-
sors with digital outputs,
such as probes with SSI
(synchronous-serial-in-
terface) connections. A
motion system that only
handled position con-
trol or pressure limiting
in the past might benefit
from additional trans-
ducers that precisely con-
trol pressure or force.
In place of old two-
position bang-bang
valves, install propor-
tional valves that improve
actuator precision. Ad-
ditional accumulator ca-
pacity may be necessary
to smooth out pressure
transients and improve
system response while
lightening the load on
A system integrators view of retrofits
One successful system integrator with years of experience is Karl Wind, the chief controls
engineer with Kenrie Inc., based in Holland, Mich. He ofers some tips on best practices re-
garding retrofts.
Retroftting a control system versus buying new. Always consider a controls upgrade to
existing machinery before proposing a new machine. If the customer needs to increase pro-
ductivity beyond what a retroft can accomplish, a new machine may be necessary. Along with
a new machine, upgrading controls on other equipment may yield the best overall results.
Whats involved in a retroft? After we have the required components, we test and tune
them on our own in-house R&D machines. When the system matches the customers needs,
we schedule a time to install and troubleshoot the new components. For the customer, its a
painless process and usually involves minimal downtime.
How much to retroft? When weighing which components to upgrade and which to leave
alone, always consider cost versus performance and time trade-ofs. We always recommend
worst-case scenario options, but the customer ultimately decides what to retroft. We work
together to fnd the most cost-efective plan that works.
Other dos and donts. Know the application requirements. If a retroft wont help pro-
ductivity, it may be a waste of time and money.
Give the customer realistic expectations and time frames. If they expect a retroft will in-
crease productivity tenfold and be completed in a week, nobody is going to be happy in the
end. Its critical to work together and communicate.
And dont sell the customer something they dont need. Retroftting can increase the life of
equipment, but for a machine scheduled to be replaced in six months, less-costly short-term
fxes may keep it productive until then.
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the pump. If the overall
speed of the system is ad-
equate, then existing cyl-
inders may not need to be
replaced.
If the system uses a
PLC for supervisory con-
trol, it may be retained if
support and performance
arent problems. But users
often choose to upgrade
to a new version along
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And if the new motion
controller has the per-
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The upgraded honing
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on the right.
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Old honing machines work like new
Honing machines must be precise and repeat-
able. Theyre used, for example, to machine angled
grooves on the surfaces of critical engine com-
ponents such as cylinder walls, diesel liners, and
pinion-gear bores to retain oil during engine op-
eration. The linear stroke of the cutting tool must be
controlled within microns to generate the required
crosshatch angles.
In one class of honing machines manufactured
by Micromatic Textron, Berne, Ind., the cutting
head rides on rails and is driven by a hydraulic cyl-
inder. To generate crosshatch grooves, the cutting
head traverses, then reverses at a precise point. That
requires closed-loop hydraulic motion control.
The original honing machines relied on a custom-
designed motion controller for the task. But after
more than two decades of use, the machines were
showing their age. And service information on the
original, proprietary controllers was hard to obtain.
Controllers that needed service had to be sent back
to Micromatic for repairs. Ultimately, obsolescence
made the original controllers too costly to maintain.
To overcome this problem, Kenrie is extending the
productive life of these old, but still-valuable, ma-
chines by retroftting them with new control systems.
Motion controllers
To direct the hydraulic motion, Kenrie needed an
of-the-shelf controller thats fexible, precise, and
easy to program. They chose the RMC75 from Delta
Computer Systems. Unlike general-purpose motion
controllers, the RMC75 uses special algorithms for
hydraulic motion control that permit precise closed-
loop control of cylinder position and speed. The
Delta controller also executes sequences of register-
based commands for position and velocity.
Our main goal with the Delta controllers is to
make the retroft process plug and play, says Karl
Wind, Kenries chief controls engineer. With Deltas
RMCTools software and the controllers built-in sim-
ulator, we can program motion sequences, do initial
loop tuning, and verify controller operation. Then,
when the machine is ready, we do the wiring and
were good to go.
For precise position feedback in the hydraulic
cylinder that moves the honing head, Kenries en-
gineers replaced outdated position transducers
with Balluf, Florence, Ky., linear magnetostrictive-
displacement transducers. The noncontacting, ab-
solute position sensor uses a moving magnet that
gives high resolution along with long operating life,
and it doesnt require a homing step to provide ac-
curate measurements.
Most Micromatic honing machines already use
proportional valves to drive the hydraulics, so its
usually not necessary to replace them during a ret-
roft, notes Wind. Proportional valves enable precise
control and smooth operation compared to older
two-position on/of valves. The Delta RMC75 has
built-in analog control capabilities, letting it send
analog signals to directly control the proportional
valves.
The Delta controller lets programmers change
the PID (proportional, integral, diferential) control
loop on-the-fy and graph motion change with Del-
tas Plot Manager software. Beyond the P, I, and D val-
ues, the control loops can also contain feed-forward
gains for acceleration, velocity, or other parameters
that help the system more quickly reach its target
position.
Tuning the motion
The upgraded Micromatic machines need to be
tuned individually. Each uses diferent transducers
and valves, and feedback parameters must be scaled
for processing by the motion controller. The setup
wizards and parameter settings in Deltas RMCTools
software make this easy, explains Wind. For example,
some valves have dead bands that delay response
when a cylinder decelerates and changes direction.
RMCTools software lets users tune the system in real
time to eliminate these efects, notes Wind.
The family of Micromatic machines relies on a
variety of PLCs to perform system-level control and
monitoring, and theyre typically outdated and have
complex wiring. The upgrade replaces old PLCs with
new Rockwell Automation, Milwaukee, Allen-Brad-
ley MicroLogix 1400s, SLC 500s, or CompactLogix
PLCs, depending on cost/performance require-
ments. The small PLC and motion controller com-
municate over a reliable, high-performance Ethernet
link. Kenrie also adds Pro-face, Ann Arbor, Mich.,
HMI screens. The 10-in. touchscreen displays provide
basic operator controls for most systems, but the
HMIs have full PC capabilities on larger Micromatic
machines that hone connecting rods. Typically, the
operator enters stroke and velocity for the honing
head. Then the HMI downloads the parameters via
register mapping methods into the Delta motion
controller or saves them to fash memory for later
recall. After the system is programmed, changes re-
quired to hone diferent parts means simply recall-
ing the processing recipe from fash memory with
the touch of a few on-screen buttons. The motion
controller also detects faults and errors that occur
during operation for display on the HMI
FABCO-AIR solves problems. Let us help!
w w w. f a b c o - a i r . c o m
Multi-Power
Air Cylinders
Multi-Power
Air Cylinders
How these cylinders work
1) Fabco-Air attaches multiple
pistons to a common shaft.
2) An internal air passage through
the shaft energizes all pistons
simultaneously when the extend
port is pressurized.
Extend port
Piston (1 of 3)
2 Bafe plates
isolate 3 pistons
Cut-away view of 3-piston, square head style Multi-Power

Pancake
style is offered in 2 body

designs. 8 Bores 1/2 to 4; strokes to 4
(Pancake II
4-piston model shown right).

Square1
style has bores

3/4" to 2"; strokes to 2-1/2"
(Square1
2-piston, lug
mount model shown left).
Square head original design is available in bores 1-1/8" to 12";
strokes to 12". Output force to 26,562 pounds with only 60 psi !
Get them in several body styles
Linear Slides Model SE1000, 4-piston,
2-1/2" bore linear slide is capable of
producing 1,830 pounds extend force
with 100 psi air supply. (Shown left.)
Global Series metric,
2-piston models are also
available in extruded-body
cylinder style (shown right).
forces to over 22 tons with compressed air!
forces to over 22 tons with compressed air!
terface with pressure transducers.
Complementary operation. Controllers that run time-
critical motion sequences allow fast, consistent, and pre-
cise movements even with slow supervisory PLCs.
Advanced programming options. Improving machine
productivity may require complex motion sequences, so
the controller software should be easy to program. The
companies can upgrade mechanical
components all at once or in steps.
Often, a retrofit is a natural time to
replace these parts due to wear, any-
way, so this may be a maintenance
cost, not a capital expense. That be-
ing said, if any necessary components
are obsolete, a key part is no longer
available, or if the machine is sched-
uled to be replaced in a few years, the
economic value of retrofitting ver-
sus replacing it is put into question.
Therefore, a systems-oriented ap-
proach is required to weigh risk ver-
sus reward.
The bottom line is that if too
many changes are needed to get the
requisite performance, then retro-
fitting becomes less attractive com-
pared to buying a new machine. But
assuming a retrofit is the economical
choice, heres a look at some key com-
ponent considerations.
Motion controller
The goal of a motion-system ret-
rofit is to select a controller suited
to the application while replacing
only those components required to
hit performance and productivity
targets. Specific factors to consider
include:
Communications support. The
ideal motion controller for retrofit
applications supports a wide range
of communications interfaces and
protocols for connecting to the host
system. If upgrading the bus as well,
the controller must be compatible
with modern buses such as ProfiBus,
ProfiNet, or EtherNet I/P. Alterna-
tively, the new controller may need
to plug into legacy systems with an
older industrial bus.
Transducer connectivity. For effi-
cient retrofits, the motion controller
must directly connect to position-
feedback devices. For controlling
pressure or force, as well as position,
the motion controller must also in-
time-critical tasks, it might actually permit replacing the
PLC with a more basic, less-expensive model.
The developer may consider keeping networked inter-
connections between modules. More often than not, how-
ever, it makes sense to update machine wiring to the latest
network standards, such as an Ethernet-based protocol.
Besides retrofitting the control system and electronics,
RS# 141
Go ahead.
Soak it.
When the mess is intense, so is the cleanup. From foodservice
and medical applications to fast-paced industrial environments,
our customers are constantly testing the limits of our innovative
switches, cylinders and transducers. So when its time to keep
machinery clean and up to spec, they trust Nasons wide range
of corrosion-resistant components to work hard even in the most
demanding conditions. From heavy-duty dirt to heavy-duty clean,
nobody keeps things running like Nason.
Request a free sample at www.nasonptc.com. See products - and people - get soaked at youtube.com/nasonptc.
RS# 144
TEL. 914.968.8400 FAX. 914-968-8468 WWW.GRAPHALLOY.COM
HOT, COLD, WET OR DRY,
GRAPHALLOY
BEARINGS
WORK WHEN OTHERS FAIL.
GRAPHALLOY
bushings,
bearings and components:
Survive when others fail
Run hot, cold, wet or dry
Excel at -450F to 1000F
Corrosion resistant
Self-lubricating
Non-galling
Low maintenance
Ovens, dryers, pumps, valves,
turbines, mixers, conveyors
GRAPHITE METALLIZING
CORPORATION
Yonkers, NY 10703 U.S.A.
ISO 9001:2008
Now handle harsh environments, corrosive
liquids and temperature extremes with ease.
EC06
RS# 142
RS# 143
These valves, featuring the Flexible Seal
Seat, combine superior leak-tight control and
longer service life with easy, low cost installation
and maintenance. Ideal for integrated fluid cir-
cuits. Simply insert into drilled hole and retain
with mating parts. Kepner Holding Device Kits
available. Flows to 200 GPM. Pressure rated to
6,000 PSI: relief settings to 150 PSI.
For details visit: www.kepner.com
Kepsel
Cartridge Insert
Check Valves
THE COUPLING. RW-AMERICA.COM
THE PERFECTIONIST
FOR DYNAMIC PRECISION APPLICATIONS:
OUR METAL BELLOWS COUPLING.
product specs. Make sure the motion-system supplier
has expertise with your type of application. Mating new
technology with existing systems can be a bit like com-
pleting a puzzle, and the controls manufacturer can help
by providing detailed on-line help, classroom and web-
based training, and experienced 24/7 telephone techni-
cal support. MD
chine commands. This reduces costs
and time to market.
Axis synchronization. Advanced
motion controllers can synchronize
multiaxis motion systems. Rather
than hardwiring a machine to run
at a certain speed, letting slave axes
follow the motion of master axes
means engineers can vary or increase
the overall throughput of a machine
without risking jams or malfunc-
tions. Faster motion usually equates
to higher productivity.
And in addition to enabling sim-
ple linear relationships between mo-
tion axes, some motion controllers
also support sophisticated relation-
ships, such as camming.
Other considerations
In addition to the controller itself,
other factors can help speed a ret-
rofit. For example, using a motion-
control software simulator from the
controller manufacturer lets engi-
neers test and validate the motion
system before assembling any hard-
ware. (For instance, Delta Com-
puter Systems simulator is built
into the controller.)The advantage
is that correct programming algo-
rithms can be selected and tried out
more quickly. This minimizes costs
and delays when actual hardware be-
ing upgraded must be pulled offline.
Software should also support tun-
ing and diagnostics. Tuning a mo-
tion system for best performance is
critical for obtaining the full benefits
of a control-system upgrade. So the
motion controller should include a
suite of automated tuning tools that
graphically compare actual and tar-
get performance. Tools such as Delta
Computer Systems Set Up and Tun-
ing Wizards speed up and simplify
the process of refining and optimiz-
ing closed-loop control parameters.
Finally, when upgrading a mo-
tion controller, look beyond the
controller should support powerful operations such as si-
multaneously running multiple PID loops, full parameter
sets including feed-forwards, and sophisticated instruc-
tions such as higher-order equation interpolation. A mo-
tion controller that can be programmed with high-level
commands often means a motion project can be com-
pleted significantly faster than one using more-basic ma-
RS# 145
FE UPDATE
Red River researchers
investigate designs for
private-industry partners
using myriad tools including
FE software. In one recent
project, a stand of 2 2
-in. steel tubing was
modeled in low-cost and
commercial FEA.
This Grape
beam-based
model shows
nodes, elements, and
deflections. The latter
are amplified by a factor
of 1,600 to clearly show maximum displacement.
Batch and auto-analysis reruns let engineers plug
different materials, cross sections, and loading
scenarios into one frame model to compare results
and choose the best iteration.
FEA software has converged on three types of
elements. Truss-and-beam FEA quantifies general-
ized stresses in frame and weldments. Shell FEA
predicts generalized and localized stresses in skins,
plates, and sheet metal, and solid-element FEA ac-
curately profiles stresses in all solid parts.
Simplified FEA based on truss-and-beam mod-
eling dominates shareware options. It uses two-
noded linear elements formulated by cubic-dis-
placement numerics for accurate results with the
fewest elements possible. One caveat: Elements
are straight-line approximations, so accurately
modeling curved frames requires more elements.
Such software arose to give tinkerers think ama-
teur astronomers designing their own telescope
frames a low-cost way to verify mechanical
structures. Companies also use such software
chiefly to model long and thin frames.
In contrast, unabridged commercial FE software
uses all mesh types to best model a given design.
Here, higher-order node elements based on iso-
parametric formulations model complex, curved
frames and solids, plus beam elements are gener-
ated from solid models in which cross-sectional
properties are determined. Most test for fatigue,
linear and nonlinear static, vibration, thermal, and
dynamic phenomena.
Two programs, one result
On simple designs, the two software types
often arrive at similar results. Thats what research-
Two FEs, one result
Authored by:
Greg Moneta
Researcher
Red River College
Winnipeg, Canada
Erik Luczak
Director
Grape Software Inc.
Beausejour, Canada
Edited by Elisabeth Eitel
eeitel@penton.com
Resources:
Grape Software Inc., www.
grapesoftware.mb.ca
RS# 426
For this stand,
calculated deflections
in SolidWorks FE give
results similar to those
from Grape.
ers at Red River College in Winnipeg, Canada,
recently confirmed while designing a generator
power-takeoff test stand. A model of the stand
was analyzed in Simulation from SolidWorks,
Waltham, Mass., and GBW32 V5.0 from Grape
Software Inc., Beausejour, Canada. SolidWorks
solid-model results were compared to Grapes
beam-element-based results. In both models, uni-
form beam loads simulated plate-to-frame load
transfers. Maximum stresses differed by only 2.4%,
and both FE packages confirmed that the stands
deflections adhered to design criteria.
Like most free or low-cost options, Grape re-
quires more input than commercial programs, so
users must fully understand what and how they
are modeling when manually defining nodes, ele-
ments, and properties. The benefit here is that
students and even nonengineers can use it for
both learning and design analysis. Grape also sup-
ports release nodes to model frames with hinged
or pinned joints, or members that slide or rotate
and let frame-structure modifications better
represent structures.
Red River College continues to use both Grape
and SolidWorks, as the former effectively analyzes
generalized stress on trusses and frames, while the
latter models with solid elements to calculate lo-
calized stresses. Solidworks also excels in analyzing
intricate frames with tight radii or varied cross sec-
tions possible in Grape but requiring far more
user input. MD
RS# 146
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in
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.com
/rsc
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uest free inform
ation via
ou
r R
ead
er Service W
eb
site at
SPOTLIGHT BEARINGS & MECHANICAL
Washdown shaft
collars
A new shaft collar for high-pressure washdown
applications consists of a 303 stainless-steel
shaft collar, male and female shrouds made from
FDA-compliant materials, and three O-rings with
FDA-compliant lubrication.
The shroud protects the shaft collar from the outside en-
vironment, eliminating trapped foreign particles that promote
the growth of harmful bacteria. The shroud is the only element that requires
washdown, and its design is pending an IP69K rating against the water ingress
during high-temperature power washing applications of up to 1,000 psi.
The collars maintain performance standards similar to clamp-style shaft
collars including not marring the shaft, easy adjustments, and high holding
power, while being safe and regulatory compliant.
Washdown shaft collars come with a zinc-coated forged alloy screw for maxi-
mum holding power and are available for shaft sizes from to 1 in. or 6 to 25
mm.
Ruland Manufacturing Co. Inc., 6 Hayes Memorial Dr., Marlborough, MA
01752, (508) 485-1000, www.ruland.com RS# 447
Linear-drive
nut
The Model RS rolling-ring lin-
ear-drive family now includes
the RS8 drive nut. The new
nut drive runs on an 8-mm-
diameter, case-hardened and
ground, smooth shaft with
no threads to trap debris and
cause clogs or jams, providing
built-in overload protection.
Drive-system components are
protected from possible dam-
age from the churning and
grinding that sometimes oc-
curs with linear-drive devices,
resulting in less downtime for
cleaning threads and making
repairs.
Featuring an extruded
aluminum-profile housing,
the drive has a standard 4-mm
linear pitch. Four other pitch
settings are available: 3.2, 2.4,
1.6, and 0.8 mm. An optional
free-movement lever allows
manual sliding of the drive
on the shaft. If an application
calls for frequent use of the
free-movement lever, there is
an option to pneumatically ac-
tuate the function to prevent
excessive wear and extend the
life of the drive.
The RS8 features zero back-
lash linear motion and the
inner race of each rolling-ring
bearing is in constant point-
contact with the shaft. Ten RS
drive-nut models are available,
each with a specific axial thrust
capacity.
Amacoil, 2100 Bridgewater
Rd., Aston, PA 19014, (800)
252-2645, www.amacoil.com
RS# 446
Antibackbend chains
Antibackbend chains, flexible in only one direction, are used for pushing
loads and can bridge larger gaps without a guidance system. Applica-
tions include adjustable operation chairs, hospital beds, or mixing units
for dental impressions.
The chains transmit tensile and com-
pressive forces over longer distances
without the need for a guidance system.
Similar to linear drives, the units elimi-
nate the need for an endless, circulating
chain drive. The side and backbend ca-
pability is individually adjustable within
certain limits. The chains can be made in
various sizes, configured for application-
specific drive concepts, and are available
in various materials with a range of surface finishes and lubricants.
iwis drive systems LLC, 8266 Zionsville Rd., Bldg. 100, Indianapolis, IN
46268, (317) 821-3539, www.iwisusa.com RS# 448
Couplings
An extensive range of standard and cus-
tomized couplings are available for use
in power-transmission applications. The
couplings, combined with a wide range
of sizes and bores, allow the mechani-
cal connection of two rotating shafts so
COMPONENTS
Split-roller
bearings
Fully interchangeable with the
companys 01 and 02 Series bear-
ings, the new 01E (medium-duty)
and 02E (heavy-duty) split-roller
bearings provide up to 29% more
radial capacity and 16 to 90% more
axial-load capacity.
The bearings are completely
split to the shaft, eliminating the need
to disassemble all components on a
shaft for service or replacement, and significantly reducing
downtime. The bearings are available with bore sizes from
6.5 to 12in. Typical applications include mining equipment,
industrial fans and conveyors, and power generation.
Cooper Split Roller Bearing Corp., 5365 Robin Hood Rd.,
Suite B, Norfolk, VA 23513, (757) 460-0925,
www.cooperbearings.com RS# 450
Overload safety couplings
Torq-Tender overload safety couplings, for washdown applications,
clean up easily, wont corrode, and operate in a wide temperature
range. The couplings provide torque limiting and coupling func-
tions and serve both as a safety device and coupling in power-
transmission systems by protecting motor and drive systems from
jam-ups and excessive overloading.
A special seal and modified housing resists water intrusion and
outside contamination. A food-grade lubricant makes them suit-
able for food-processing and packaging systems.
Operation of these Torq-Tenders, like all models, is simple and
automatic. When a load exceeds the preset precision-tempered
torque-spring rating, the couplings drive mechanism pivots out of an engagement slot, disengaging the prime
mover from the load, providing overload protection. Once the overload is removed and speed is reduced, the
coupling resets itself automatically. The single position reengagement point maintains equipment timing and
positioning.
Available in torque ranges from 2 to 3,000 lb-in., Torq-Tenders provide tamperproof preset torque settings that
do not require costly and potentially risky calibration procedures. As a coupling, it handles up to 1.5 of angular
misalignment and maximum parallel misalignment of 0.005 to 0.015 in.
Zero-Max, 13200 Sixth Ave. N, Plymouth, MN 55441, (800) 533-1731, www.zero-max.com
RS# 449
Plastic
bearings
The 2013 Bearings catalog
covers iglide plastic bush-
ings, igubal self-aligning
bearings, and DryLin lin-
ear bearings and guides.
A number of innovative
new-product lines, such
as knife-edge rollers of-
fering oil-free deflection for conveyor belts,
and zero-backlash leadscrew nuts are also
covered.
The catalog offers 17 new plastic bearing
materials suitable for applications from agri-
cultural machinery and construction equip-
ment to bicycles, luxury yachts, and medical
devices.
The DryLin ZAW, a new linear slide table,
is for applications requiring the rail to move
but the carriage to remain stationary, and the
DryLin Mono-Slide guide has a one-piece car-
riage which prevents misalignment issues.
End caps for the low-profile DryLin N lin-
ear-slide range are also now available, as well
as a new additions to the companys growing
plastic ball-bearing range, all of which run
without the need for lubrication.
igus Inc., Box 14349, East Providence, RI
02914, (800) 521-2747, www.igus.com
RS# 452
power can be transmitted from one shaft to the other.
They also compensate for shaft misalignment that could
adversely affect velocity and acceleration of the driven
shaft. Standard couplings include jaw, grid, gear, flex,
FRC, rigid, and universal joints.
SKF USA Inc., 890 Forty Foot Rd., Lansdale, PA 19446,
(267) 436-6693, www.skfusa.com
RS# 451
Request free information via our
Reader Service Web site at
67
THE LEE COMPANY
BRECOFLEX CO., L.L.C.
66
MAY 2013
HERCULES SEALING PRODUCTS
66
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SMALLEY STEEL RING CO
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ACE CONTROLS INC.
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ALL METRIC SMALL PARTS

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FLOYD BELL INC. FLOYD BELL INC.
ACE Controls Inc.
Farmington Hills, MI
(800) 521-3320 (248) 476-0213
Email: shocks@acecontrols.com
Web: www.acecontrols.com
FOR A FREE COPY, CIRCLE NUMBER
ACE Controls Main Catalog now includes its largest range of industrial and safety shock
absorbers, as well as models for the PET & GLASS industries. Additional catalog products
include: Gas Springs, Hydraulic Dampers, Velocity and Feed Controllers. ACE shock
absorbers provide superior motion control and deceleration to prevent impact damage,
dampen noise, increase cycle speeds and improve product performance. Typical
applications include aerospace, automotive, amusement, automation, defense, glass,
machine tool, material handling, medical, packaging,
and more. Made in USA
ACE CATALOG EXPANDS OFFERING
aMsp-All Metric Small Parts
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Phone: (516) 302-0152
Fax: (516) 302-0153
Email: amspsupport@amsp.biz
Web: www.allmetricsmallparts.com
All Metric Small Parts (aMsp) has just released the latest industrial hardware and
enclosure components catalog, M110.This new catalog details over 11,000
items including KIPP handles, Tochigiya locks,
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feet, Martin foot mounts and various other com-
ponents. All components are RoHS compliant.
Request your fee copy today!
FREE INDUSTRIAL HARDWARE CATALOG
One Component
Epoxy System
Supreme 3
+1.201.33.883
main@masterbond.com
www.masterbond.com
Hackensack,NJ0701U5A
Designed to Meet Specific
Application Requirements
- Highshearandpeelstrength
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Floyd Bell Inc
(614) 294-4000
Fax: (614) 291-0823
Email: sales@oydbell.com
Web: www.oydbell.com
TURBO LIGHT WATERPROOF LED PANEL INDICATORS
Tiny (approx.1x1) LED Panel Indicators provide BRIGHT output with super-
sleek design. Available in variety of voltages and output up to 14,500 cd/m2! Rug-
ged, tamper-proof, lo-profile panel mount de-
sign is IP68 and NEMA 4X. Available in 5 colors
and 3 brightness levels. ISO 9001:2000 regis-
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Floyd Bell Inc
(614) 294-4000
Fax: (614) 291-0823
TURBO MINIATURE PIEZOELECTRIC ALARMS
Tiny (approx.1x1) piezoelectric alarms provide LOUD output with a super-
sleek design. Available in variety of voltages and output up to 103dB! Rug-
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desi gn i s I P68 and NEMA 4X. Opti onal
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tenuation. ISO 9001:2000 registered com-
pany al l product s made i n t he USA.
Floyd Bell Inc
(614) 294-4000
Fax: (614) 291-0823
ULTRA LOUD PIEZOELECTRIC ALARMS
Ultra Loud selection of piezoelectric whoops, warbles, sirens, beeps and
more offers 100Hz lower frequency than industry counterparts. Available
i n vari ety of vol tages and output up to
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Floyd Bell Inc
(614) 294-4000
Fax: (614) 291-0823
AUDIOLARM II PIEZOELECTRIC ALARMS
The industrys largest selection of piezoelectric whoops, warbles, si-
rens, beeps and more. Available in variety of voltages and output up to
103dB! Rugged panel mount products are
IP68 and NEMA 4X when used with op-
tional gasket. ISO 9001:2000 registered
company all products made in the USA.
Deublin Company
2050 Norman Drive West
Waukegan, IL 60085
Phone: (847) 689-8600
E-mail: info@deublin.com
Web: www.deublin.com
Deublin, the leading manufacturer of rotating unions,has a new, updated 56-page catalog that
includes complete information for selecting unions for a variety of applications, from water and
steam, to air and hydraulic, oil and coolant. Both operating data and dimensional specifica-
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DEUBLIN ROTATING UNION CATALOG AVAILABLE
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For free catalogs, samples, and/or
technical support call (732) 460-9500
or visit our website,
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CONVERTIBLE PROFILE TIMING BELT DESIGN

BRECOflex CO., L.L.C., the world leader in the polyurethane timing belt industry, has
developed a patented timing belt concept that allows
the customer to rapidly and easily attach, interchange,
or reconfigure timing belts in house or in the field with a
multitude of profiles using simple hand tools.
BRECOflex also offers a full range of accessories
including pulleys, clamps, tensioners and slider beds.
CONVERTIBLE PROFILE TIMING BELT (ATN) B209 CATALOG
Smalleys new catalog combines existing Spirolox Retaining Ring and Smalley Wave
Spring selections with series recently released from Smalley. Now a single catalog
i ncl udes new: Hoopster Ri ngs, Metri c Wave
Springs, Constant Section Rings and more. Over
10,000 standard parts in carbon and stainless
steel; free samples available. Specials manufac-
tured with No-Tooling-Costs from .200-120.
Smalley Steel Ring Company
(847) 719-5900
Email: info@smalley.com
Web: www.smalley.com/getcatalog
NEW SMALLEY ENGINEERING & PARTS CATALOG
Hercules Sealing Products
Clearwater, Fl
Phone: (888) 525-0094
Fax: (800) 759-6391
Online Ordering Available Now:
www.HerculesUS.com
The 2013 Seal Catalog contains over 750 pages of Inch and Metric seals in the most popular styles. Each part listing
includes seal material, temperature, speed, pressure specifications and a cross-sectional drawing. A color index is
available with enlarged profiles for ease of identification. The easy to use format enables you to quickly locate your spe-
cific part. New products for 2013 include: Rod U-Seals, Piston Seal
Assemblies, Wear Rings, Oil Seals, O-rings, Wipers and a wide variety
of repair accessories. A complete list of custom manufactured seal
products (Seals on Demand) can be found in the front of the new 2013
Seal Catalog. Custom seal orders placed by 3 pm EST are shipped
the same day guaranteed (some restrictions apply). To order this free
catalog or to place your order online, visit www.HerculesUS.com.
SEAL CATALOG
BEIs Industrial Encoders

for Dummies
Visit www.beisensors.com/dummies
for your free copy today

Astro Met, Inc.
Cincinnati, OH
(513) 772-1242
Fax: (513) 772-9080
Email: fgorman@astromet.com
Web: www.astromet.com
Astro Mets unique advanced ceramics provide cost effective solutions to material
performance problems in a wide range of demanding applications. Amalox 68 a
99.8% alumina ceramic and Amzirox 86 an yttria
stabilized zirconia provide superior wear resistance,
corrosion resistance, high temperature stability,
low thermal expansion, high stiffness to weight ra-
tio, biocompatibility and high dielectric strength.
ADVANCED CERAMIC SOLUTIONS
CPV Manufacturing
Philadelphia, PA
(888) 278-8339, FAX: (215) 387-9043
Email: sales@cpvmfg.com
Web: www.cpvmfg.com
O-Seal System valves and fittings are rated for heavy-duty liquid or gas services and provide
years of reliable leakproof operation. The unique O-Seal System design allows operators to
change out valves and other ocmponents for maintenance with the simple turn of a union
nut. The flat-faced fittings are joined with a resilient O-ring in a close tolerance groove -- so
the higher the pressure, the tighter the seal. These fit-
tings are rated for 6,000 psi, at temperatures from -20
to 225 F.
VALVES & FITTINGS PROVIDE LEAKPROOF
PROTECTION TO 6,000 PSI
RACO International L.P.
Bethel Park, PA
(888) 289-7226, (412) 835-5744
Fax: (412) 835-0338
Email: raco@racointernational.com
Web: www.racointernational.com
RACO Electric Linear Cylinders with ballscrews or acme screws are an environmentally safe
and low maintenance replacement for hydraulic or pneumatic cylinders. Thrusts to 200,000
lbs., speeds to 30/second, and strokes to 20 ft. Mod-
ular system allows custom built units using the spe-
ci al hi gh torque RACO actuator motor or servo and
stepper motors. Cylinders are built for heavy duty indus-
trial applications. Other types of cylinders are available
for high speed, high positioning accuracy applications.
ELECTRIC CYLINDERS
9
10
11
12
13
14
15
16
While every effort has been made to ensure the accuracy of this index,
the publisher cannot be held responsible for any errors or omissions.
The Lee Company
2 Pettipaug Road
P.O. Box 424
Westbrook, CT 06498-0424
Web: www.theleeco.com
The Lee Company is pleased to announce that the 8th Edition of the Electro-Fluidic Systems Handbook is
now available. This new handbook contains a number of new products that can help solve your complex fluid
control problems and enhance the performance of your current system. Detailed information can be found on
Lees high quality 2 and 3-way miniature solenoid valves, latching solenoid valves, high speed micro-dispense
valves, nozzles, fixed and variable volume pumps, custom manifold systems
and other inert fluid handling components. These products are used for
automated liquid handling in medical and scientific instrumentation, analyti-
cal/clinical chemistry and in-vitro diagnostic applications. The 328-page
handbook includes product specifications, configuration drawings, design
considerations and helpful engineering reference material.
NEW 8
TH
EDITION ELECTRO-FLUIDIC SYSTEMS HANDBOOK
Enertrols
T: 734-595-4500
Email: customerservice@enertrols.com
www.enertrols.com
Enertrols new line of EGS Gas Springs provide lifting and lowering counterbal-
ance motion control for hoods, panels, hatches, lids and more. Offered in a
wide range of body sizes, stroke lengths and forces. Fixed force and adjustable
models with push and pull type designs. Variety of end fittings and mounting
brackets.
Priced right with QUICK DELIVERY.
Made in Farmington Hills, MI.
EGS GAS SPRINGS
17 18
19
1-2 Axis Multi-axis
RMC75 and RMC150
Motion Controllers

1, 2, or up to 8 axes

User programs control
position and pressure/
force

Wizards for quick, easy
setup and tuning

EtherNet/IP, PROFINET
and PROFIBUS
connectivity

Make RETROFITS easy as 1,2,3.
1. Connect efficiently to transducers and fieldbuses.
Simulate to speed setup and testing.
2. Control electric, hydraulic and pneumatic closed-loop
motion smoothly and precisely.
3. Optimize swiftly with motion wizards and graphs for
more throughput and machine life.
Squeeze more
from existing machines.
Call 1-360-254-8688 or
choose your controller
at deltamotion.com
BUSINESS INDEX
This index includes all significant references
to parent companies mentioned in feature
editorial material within this issue of MACHINE
DESIGN. It doesnt cite companies listed solely
in the Products and Lit Section. Page numbers
listed refer to the pages where the articles
begin.
ASTM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Aerospace Industries Association. . . . . . . . 26
Agilent Technologies . . . . . . . . . . . . . . . . . . . . 6
Air Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Amacoil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
American Museum of Natural History. . . . 33
Bags & Boxes 2 . . . . . . . . . . . . . . . . . . . . . . . . . 71
Balluff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Boeing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Borg Warner . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
Bosch Rexroth Americas . . . . . . . . . . . . . . . . 36
Bosch Rexroth China. . . . . . . . . . . . . . . . . . . . 36
CNH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Cadillac . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Caterpillar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Centre Technique des Industries de la
Foundrie. . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
ChassisSim Technologies. . . . . . . . . . . . . . . . 40
Cherry Corp.. . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Chevrolet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Cooper Split Roller Bearing Corp. . . . . . . . . 63
DoE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Dallara Automobili . . . . . . . . . . . . . . . . . . . . . 38
Delta Computer Systems Inc. . . . . . . . . . . . . 53
Dept. of Labor . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Design, Research, & Education for Additive
Manufacturing Systems Laboratory. . 44
Drayson Racing Technologies . . . . . . . . . . . 20
EOS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
E. Keeler Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Ellsworth Adhesives . . . . . . . . . . . . . . . . . . . . 25
Fabricating.com. . . . . . . . . . . . . . . . . . . . . . . . . 37
FEV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Netfabb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Norplex-Micarta . . . . . . . . . . . . . . . . . . . . . . . . . 6
OSHA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Omega. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Ondrives US Corp. . . . . . . . . . . . . . . . . . . . . . . 18
Pacific Northwest National Laboratory. . . 23
Panther Racing . . . . . . . . . . . . . . . . . . . . . . . . . 41
Parker Hannifin, Tube Fitting Div. . . . . . . . . . 6
Pro-face. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
Qualcomm Europe Inc.. . . . . . . . . . . . . . . . . . 21
Qualcomm Inc. . . . . . . . . . . . . . . . . . . . . . . . . . 21
Red River College. . . . . . . . . . . . . . . . . . . . . . . 60
Rockwell Automation. . . . . . . . . . . . . . . . . . . 56
Ruland Manufacturing Co. Inc. . . . . . . . . . . 62
SKF USA Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
St. Joseph Paper Box. . . . . . . . . . . . . . . . . . . . 71
Sandia National Laboratory . . . . . . . . . . . . . 23
SolidWorks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Spark Racing Technology . . . . . . . . . . . . . . . 21
Stanford University . . . . . . . . . . . . . . . . . . . . . 22
Tandy Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
U. S. Dept. of Labors Bureau of
Labor Statistics. . . . . . . . . . . . . . . . . . . . . . 26
University of Sydney . . . . . . . . . . . . . . . . . . . . 40
Virginia Polytechnic Institute and
State University . . . . . . . . . . . . . . . . . . . . . 44
Virginia Tech Foundry Institute for Research
and Education . . . . . . . . . . . . . . . . . . . . . . 44
Z Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Zero-Max. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Fdration Internationale de
LAutomobile . . . . . . . . . . . . . . . . . . . . . . . 20
Festo. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
Firestone. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Gibbs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Goodfellow Corp. . . . . . . . . . . . . . . . . . . . . . . . 45
Google. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Google. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Grape Software Inc. . . . . . . . . . . . . . . . . . . . . . 60
Greenville Technical College . . . . . . . . . . . . 36
Haydon Kerk Motion Solutions . . . . . . . . . . . 6
Henkel Corp. . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
IDI Composites . . . . . . . . . . . . . . . . . . . . . . . . . . 6
igus Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
IndyCar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
Ingersoll Rand. . . . . . . . . . . . . . . . . . . . . . . . . . 71
iwis drive systems LLC . . . . . . . . . . . . . . . . . . 62
John Deere. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Kenrie Inc. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Kodak. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
Lamina Hydraulics,
Anchor Lamina America Inc. . . . . . . . . . 49
MBE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Mack Truck Inc. . . . . . . . . . . . . . . . . . . . . . . . . . 26
Martin Co. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
McLaren Electronic Systems Ltd. . . . . . . . . 21
Micromatic Textron . . . . . . . . . . . . . . . . . . . . . 56
NASA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
National Guard . . . . . . . . . . . . . . . . . . . . . . . . . 41
National Institute for Occupational
Safety and Health . . . . . . . . . . . . . . . . . . . 35
National Institute of Standards and
Technology . . . . . . . . . . . . . . . . . . . . . . . . . 22
RS# 148 RS# 147
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5)&RQQHFWRUV
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,IRQO\5)FRXOG
EHVRHDV\
While every effort has been made to ensure the
accuracy of this index, the publisher cannot be
held responsible for any errors or omissions.
ADVERTISER INDEX
LIT EXPRESS
RS# . . . . .COMPANY . . . . . . . . . . . . . . . PAGE
129 . . . . . .Airfloat. . . . . . . . . . . . . . . . . . . . . . . . . .34
101 . . . . . .Altech Corp. . . . . . . . . . . . . . . . . . . . IFC
148 . . . . . .Aluma Cast Inc. . . . . . . . . . . . . . . . . .68
123 . . . . . .Amacoil, Inc. . . . . . . . . . . . . . . . . . . . .30
133 . . . . . .ASM Sensors. . . . . . . . . . . . . . . . . . . .35
103 . . . . . .Automationdirect.com . . . . . . . . . . 3
154 . . . . . .Baldor Electric Co . . . . . . . . . . . . . . IBC
124 . . . . . .Banner Engineering Co . . . . . . . . .31
152 . . . . . .Bellowstech, LLC. . . . . . . . . . . . . . . .71
131 . . . . . .Beswick Engineering
Company, Inc.. . . . . . . . . . . . . . . . . . .34
155 . . . . . .Bimba Manufacturing
Company . . . . . . . . . . . . . . . . . . . . . . BC
135 . . . . . .Bird Precision . . . . . . . . . . . . . . . . . . .47
125 . . . . . .Bokers Inc. . . . . . . . . . . . . . . . . . . . . . .32
114 . . . . . .Bosch Rexroth Corp. . . . . . . . . . . . .15
132 . . . . . .Centricity Corporation. . . . . . . . . .34
111 . . . . . .Continental Hydraulics . . . . . . . . .11
147 . . . . . .Delta Computer Systems, Inc.. . .68
140 . . . . . .Dura-Belt . . . . . . . . . . . . . . . . . . . . . . .55
106 . . . . . .EBM-Papst . . . . . . . . . . . . . . . . . . . . . . . 7
104 . . . . . .Exair Corporation . . . . . . . . . . . . . . . . 5
141 . . . . . .Fabco Air, Inc. . . . . . . . . . . . . . . . . . . .57
143 . . . . . .Graphite Metallizing Corp . . . . . .58
128 . . . . . .HBD Industries Inc . . . . . . . . . . . . . .33
110 . . . . . .Hernon Manufacturing. . . . . . . . .10
105 . . . . . .Igus, Inc. . . . . . . . . . . . . . . . . . . . . . . . . . 6
150 . . . . . .Intech Corporation . . . . . . . . . . . . .70
136 . . . . . .Kepner Products. . . . . . . . . . . . . . . .47
108 . . . . . .Lee Company. . . . . . . . . . . . . . . . . . . . 9
149 . . . . . .Linx Technologies. . . . . . . . . . . . . . .69
151 . . . . . .Master Bond, Inc. . . . . . . . . . . . . . . .71
120 . . . . . .Minnesota Rubber. . . . . . . . . . . . . .27
116 . . . . . .Motion Industries. . . . . . . . . . . . . . .19
102 . . . . . .Mouser Electronics . . . . . . . . . . . . . . 1
144 . . . . . .Nason Co . . . . . . . . . . . . . . . . . . . . . . .58
112 . . . . . .National Instruments
Corporation. . . . . . . . . . . . . . . . . . . . .13
115 . . . . . .Newark . . . . . . . . . . . . . . . . . . . . . . . . .17
139 . . . . . .Nexen Group Inc. . . . . . . . . . . . . . . .54
. . . . . . . . . .Ondrives Us Corp . . . . . . . . . . . . . . .26
122 . . . . . .Parker Hannifin . . . . . . . . . . . . . . . . .29
146 . . . . . .Peter Paul Electronics Co. Inc. . . .61
130 . . . . . .Precision Paper Tube Company 34
134 . . . . . .PTC . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
137 . . . . . .Pyramid Inc . . . . . . . . . . . . . . . . . . . . .47
142 . . . . . .Quality Bearings
& Components . . . . . . . . . . . . . . . . .58
145 . . . . . .R + W Couplings . . . . . . . . . . . . . . . .59
113 . . . . . .RJS Corporation. . . . . . . . . . . . . . . . .14
138 . . . . . .Rollon. . . . . . . . . . . . . . . . . . . . . . . . . . .53
119 . . . . . .Rotor Clip Company . . . . . . . . . . . .25
118 . . . . . .Rotor Clip Company . . . . . . . . . . . .23
126 . . . . . .Seal Master Corporation. . . . . . . .32
121 . . . . . .Smalley Steel Ring Company . . .28
107 . . . . . .Spirol International Corporation. 8
109 . . . . . .Stock Drive Products. . . . . . . . . . . .10
127 . . . . . .Trim-Lok Company . . . . . . . . . . . . .32
117 . . . . . .Turck Incorporated . . . . . . . . . . . . .22
153 . . . . . .U.S. Tsubaki Incorporated. . . . . . .72
1 . . . . . . . .Ace Controls . . . . . . . . . . . . . . . . . . . .65
2 . . . . . . . .All Metric Small Parts. . . . . . . . . . . .65
19 . . . . . . .Altech Corp. . . . . . . . . . . . . . . . . . . . .67
10 . . . . . . .Astro Met Associates Inc . . . . . . . .66
12 . . . . . . .BEI Sensors. . . . . . . . . . . . . . . . . . . . . .66
14 . . . . . . .Brecoflex Co LLC . . . . . . . . . . . . . . . .66
11 . . . . . . .CPV Mfg Inc. . . . . . . . . . . . . . . . . . . . .66
3 . . . . . . . .Deublin Company . . . . . . . . . . . . . .65
18 . . . . . . .Enterols. . . . . . . . . . . . . . . . . . . . . . . . .67
5 . . . . . . . .Floyd Bell Incorporated. . . . . . . . .65
15 . . . . . . .Hercules Sealing Products . . . . . .66
17 . . . . . . .Lee Company. . . . . . . . . . . . . . . . . . .67
4 . . . . . . . .Master Bond, Inc. . . . . . . . . . . . . . . .65
9 . . . . . . . .Raco International, L.P. . . . . . . . . . .66
13 . . . . . . .Smalley Steel Ring Company . . .66
16 . . . . . . .Trim-Lok Company . . . . . . . . . . . . .66
RS# 149
BUSINESS STAFF
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ART DIRECTOR: RANDALL L. RUBENKING (216) 931-9857, randall.rubenking@penton.com
A R T DE PA R T ME NT
CREATIVE DIRECTOR: DIMITRIOS BASTAS dimitrios.bastas@penton.com
GROUP DESIGN DIRECTOR: ANTHONY VITOLO tony.vitolo@penton.com
P R ODUC T I ON
GROUP PRODUCTION DIRECTOR: CAREY SWEETEN (913) 967-1823, carey.sweeten@penton.com
PRODUCTION COORDINATOR: COURTNEY DENISON (913) 967-1738, courtney.denison@penton.com

AUDI E NC E MA R K E T I NG
AUDIENCE DEVELOPEMENT MANAGER: DEBBIE BRADY (216) 931-9882, debbie.brady@penton.com
ONL I NE
ONLINE SALES & MARKETING MANAGER: VIRGINIA GOULDING (216) 931-9893, virginia.goulding@penton.com
CLIENT SERVICES COORDINATOR: JOANN MARTIN (216) 931-9624, joann.martin@penton.com
RS# 150
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BACKTALK
80-year-old products
Two wi nners have been an-
nounced in the 2012 Oldest Tool
and Compressor Photo Contest
sponsored by Ingersoll Rand,
Davi dson, N. C. To enter the
contest, which ran from Sept.
17 through Dec. 30, 2012, par-
ticipants filled out an entry form
on the Ingersoll Rand Facebook
page and uploaded their old-
est-working compressor or tool
image. Ingersoll Rand then up-
loaded the photos to the online
family scrapbook.
Huston Wyeth, president of
Bags & Boxes 2, St. Joseph, Mo.,
submitted his companys 1936
reciprocating air compressor for
the title of oldest compressor.
Wyeth, the great-grandfather of
current building owner, Chuck
Hamilton, originally purchased
the compressor to power the
manuf act ur i ng equi pment
i n the Hami l ton f am-
ily business, St. Joseph
Paper Box. Now home
to Bags & Boxes 2, the
compressor operates the
buildings dry sprinkler
system.
I t s i mpor t ant t o
have a reliable compres-
sor that just runs and
runs, Hami l ton says.
We ve never had any
issues with it over the
past 80 years. A sales-
man offered to buy the
old compressor to put on
display. We decided not
to sell it because it had
not hiccupped in almost
100years. The winning
entry earned Wyeth a
new Garage Mate Single-
Stage Air Compressor.
The oldest tool win-
1930s air hammer
1936 reciprocating
air compressor
RS# 152 RS# 151
2012 U.S. Tsubaki Power Transmission, LLC. All Rights Reserved.
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BACKTALK
READER SERVICES
Letters to the editor: Please
include your name, address,
and daytime phone number.
Letters may be edited for brevity
and to focus on essential points.
Mail: Letters, MACHINE DESIGN,
1300 E. 9th St., Cleveland, OH
44114-1503, Fax: 216-621-8469
E-mail, Editorial:
mdeditor@penton.com
Online forums: To comment
on articles, editorials, and other
engineering topics, go to http://
community.machinedesign.com/
forums/157/ShowForum.aspx and
log in.
Questions about articles:
Denise Greco, 216-931-9402,
denise.greco@penton.com,
Fax questions about releases
& literature to 913-514-6694
Subscriptions: For a subscription
qualification form, see our Web
page at submag.com/sub/mn.
Subscription problems or
questions: Contact a customer
service representative at
866-505-7173 or e-mail:
machinedesign@halldata.com.
Order a paid subscription:
847-763-9670
Circulation:
machinedesign@halldata.com.
Editorial reprints: Contact
Penton Reprints, 1-888-858-8851,
e-mail at reprints@pentonreprints.
com or visit pentonreprints.com.
List rentals: Marie Briganti,
877-796-6947,
mbriganti@meritdirect.com
son said. I didnt think I would
have the oldest tool, but I sent in a
photo anyway.
To see other fan-submitted pho-
tos in the family scrapbook, visit
blog.ingersollrandproducts.com/
blog/uncategorized/ingersoll-rand-
family-scrapbook/. MD
the iron industry. Its believed that
Keyte received the tool while work-
ing at E. Keeler Co. in Pennsylvania
during the 1930s.
I was searching the Internet try-
ing to find more information about
the air hammer, when I stumbled
across the Facebook contest, Hud-
ner, Floyd Hudson of Montours-
ville, Pa., entered his great-grand-
fathers 1930s air hammer and won
a new cordless drill.
Hudson found the air hammer
while cleaning out a garage cabi-
net. His great-grandfather, Harry
P. Keyte, Jr., was a boilermaker in
RS# 153
2013 8a|dor E|ec|r|c Corpar]
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Superior Reliability
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^merican Made Since 1880
Nothing is more frustrating than shutting down a
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the best quality and reliability industry has to offer.
From punishing mining applications to corrosive
washdown environments, and everything in between,
there's a Baldor0odge bearing perfectly suited for
the task at hand.
Keep your machinery healthy, strong and efficiently
rolling along with the widest choice of industrial
bearings in the world.only from Baldor0odge.
ba|dcr.ccm 479-646-4711
Keeping Industry
Up and Rolling
RS# 154
A SOLUTION FOR EVERY SITUATION
Whether you need a standard or custom solution, Pneumadynes got you covered. Pneumadyne has
been an innovator in the design and manufacture of pneumatic and hydraulic manifolds for the past 35
years. With a wide selection of styles, materials and sizes, youre sure to nd a solution thats right for you.
Meet all your plumbing and installation needs today at pneumadyne.com/manifolds
MORE MANIFOLDS
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B|MB^ B|^N|3 | Mc^| | M|| | |NcUM^|YNc | 1||
Copyright 2013 Bimba Manufacturing Company. All Rights Reserved.
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RS# 155

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More than 7,000 sizes available.

plastic bearings can replace

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