Design and Manufacture of an Energy Storage Mechanism

DESIGN AND MANUFACTURE OF AN

ENERGY STORAGE MECHANISM

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Contents

Introduction .................................................................................................................................................. 2

Belbin Team Roles ......................................................................................................................................... 3

Product Design Specification ........................................................................................................................ 8

Concept Design ........................................................................................................................................... 10

Detailed Design ........................................................................................................................................... 14

Calculation of Energy Required by Buggy ........................................................................................... 14

Measuring Chassis Frictional Losses ................................................................................................... 21

Minor System Energy Losses ............................................................................................................... 23

RPM Calculations ................................................................................................................................ 25

Material Selection ............................................................................................................................... 29

Parts and Assembly Drawings ............................................................................................................. 32

Materials Price .................................................................................................................................... 33

Manufacturing ............................................................................................................................................ 35

Testing ......................................................................................................................................................... 37

Evaluation ........................................................................................................................................... 38

Appendix 1 .................................................................................................................................................. 39

Appendix 2 .................................................................................................................................................. 42

Appendix 3 .................................................................................................................................................. 45

Bibliography ................................................................................................................................................ 59

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Introduction

The aim of the following report is to describe the total design activity for a system to

mechanically power a buggy. The system was supplied by an external power source in the form

of a rolling road. The primary objective of the work was to ensure the buggy traveled a specified

distance up a ramp. The secondary objective was to create a system with a least possible amount

of friction in order to ensure free rollback.

The design team consisted of nine people with each being allocated a role through the

form of a Belbin test. A product design specification was then created composed of all the key

parameters required by the system including cost, method of manufacture, and design for

performance. In the concept design phase a set of solutions were generated and matrix analysis

was performed with controlled convergence to find a final solution to the PDS. The detailed

design phase includes calculations of power, component specifications and material selection. A

3D CAD model of the system was also created using Solidworks. The next phase of the report

features the manufacturing section starting with a project plan in the form of a Gantt chart. The

methods of component manufacture and assembly together with the procedure are described.

Finally the results of the test day are presented with an evaluation, self-assessment and

conclusion.

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Belbin Team Roles

A popular and widely used framework for understanding roles within a group or a team

was developed by Meredith Belbin, termed as, ‘Belbin’s Team Roles’ (Huczynski & Buchanan,

2013) . He identified 9 team roles which each makes its own contribution to the performance of

the team. Researchers have grouped these roles into three categories, namely, action roles (shaper,

implementer, and completer-finisher); people roles (coordinator, team worker, and resource

investigator); and cerebral roles (plant, monitor-evaluator, and specialist) (BELBIN Associates,

2014). Belbin Team Roles are used to identify people's behavioral strengths and weaknesses in

the workplace. This information can be used to build productive working relationships, developing

high-performing teams, raising self-awareness and building mutual trust and understanding

(BELBIN Associates, 2014).

These 9 team roles were identified using a short questionnaire each member of the team

had to fill out. The questionnaire consisted of 5 questions and each question had 6 options

labelled from a-f. The results were displayed on a table as one can see from appendix one.

Appendix one depicts the results for each team member, as the team role was given according to

how well the team member scored.

Belbin argued that “in an ideal (‘dream’) team, all the necessary roles are represented,

and the preferred roles of members complement each other, thereby avoiding gaps (Huczynski &

Buchanan, 2013). Therefore, team members with same points were analyzed by the

corresponding team members and were identified with another role of preference. Hence, each

member of the team had a different role and therefore, not only, fulfilling Belbin’s 9 team roles

but also, ensuring we had a complete Engineering team. However, the questionnaire was based

on the team members self-reporting. Self-perceptions are a poor basis upon which to select team

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members. A more objective measure might be established through a personality assessment

questionnaire (Huczynski & Buchanan, 2013), and this was conducted through a psychometric

test.

Below are the roles described in further detail as well as a description on how well the

team member fulfilled the role or in which areas was the team member most effective in this

design task. For the results of the Belbin tests from the questionnaire provided for the course,

please refer to appendix 1.

Vlad was our team’s ‘coordinator’ as his highest row score was 3 which was his highest

score row score as well as the highest in comparison to the group. This can be seen in appendix

1. His primary goal was to bring the group together and clarify goals. As the tasks went on, we

could see that he was willing and able to allocate responsibilities and ensure every members

commitment towards the team. This was apparent through his confident and calm approach to

problems as well as good use of delegation. For example, during the design calculations phase

Vlad ensured each team member was allocated a part according to their best skillset. However, in

some cases he was considered manipulative and clashed with our team’s shaper (Paddy) due to

differences in their management styles.

The row score of 3 meant that the role of a team ‘shaper’ was allocated to Paddy.

Throughout the design and manufacturing process, he displayed the drive and courage to overcome

obstacles. He had a high need for achievement and constantly drove others to action. His dedication

towards achieving some pattern on group discussion further affirmed his suitability to the role. He

remained highly motivated and thrived under pressure, thus was well suited to make required

changes, even if the unpopular among the other members of the team. However, sometimes his

determination led to argumentative environment and he lacked interpersonal sensitivity.

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The role of a ‘specialist’ was given to Lloyd. As we can see, a score of 3 showed that he

was best suited from our group for this position in the team. His role incorporated providing the

team specific and technical input. His contribution of knowledge and skills was immense in tasks

where others contribution was minimalistic; thereby leading to him commanding respect. This was

highlighted through his dedication in every task, especially in the calculations task. However,

while he had in depth knowledge of certain subjects, he tended to lack interest in other people’s

knowledge of the same causing a negative working environment.

The creativity of Josephine led her to becoming the team’s ‘plant’. Her creative skills were

shown by the results of the questionnaire where her highest row score was 3 which was for the

position plant. Her input was essential especially in the concept design task as she acted as the

innovator of the team. She preferred working alone and responded intensely to criticism and praise.

She was capable to deliver new suggestions and was competent to overcome intricate

complications, especially during the initial process of the project and at times when it was failing

to progress. Nonetheless, her ideas were sometimes radical and lacked practical restraint.

Moreover, even though she was independent and original, her weakness was shown through her

difficulty to communicate with other team members that were on a different wave length to her.

From the questionnaire results we can see that Benny’s highest scores were for the row

score corresponding to the role of a coordinator and a team worker. Referring back to the 9 Belbin

team roles, Benny felt that he would be more beneficial and effective to the team as the third people

oriented role option which was of a research investigator instead of the other 2 has he only scored

2 points each. His primary responsibility was to keep others in touch and explore any possible

opportunities. . He possessed qualities of being an extrovert, enthusiastic member and

communicative emphasizing his appropriateness to the role. In addition, he was good at

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discovering and reporting back on ideas at the same time developing other people’s ideas further.

Nevertheless, his enthusiasm hugely stimulated by others else it would rapidly diminish.

Although Fred’s highest score was for plant, a row score of only 2 meant that Josephine

was more suited for that role. In addition, Fred wasn’t as keen on taking up that role and when

presented the nine Belbin roles, he felt that a role of a monitor evaluator was best suited for him.

As the ‘monitor evaluator’ of the team as he provided critical input and a careful and objective

approach to the tasks. He was best suited to examining difficulties and assessing propositions. He

continually checked group progress and was able to weigh out the advantages and disadvantages

of options, thereby aiding us in avoiding mistakes. However, due to overthinking at times, he was

relatively relaxed in taking decisions. Furthermore, his over-critical judgements delayed team

progress.

The ‘team worker’ of the group, Faraday’s main objective was to look after interpersonal

relationships between team members and to resolve any conflict. His row score of 4 meant that

this was the ideal role for him. In addition through providing support he ensured team cohesion,

thereby increasing team effectivity and morale. He had a higher for adaptability with different

people and situations. Nonetheless, he was slightly diplomatic and indecisive during the time of

taking crucial decisions.

It was found that the team ‘implementer’ was Nathan as he favored hard work and tackled

problems in a methodical manner. The questionnaire results supported this as he scored highest

for the row corresponding to the role of an implementer. He was the practical thinker who turned

theoretical ideas into workable solutions. It was essential to have him in the concept designs task

as well as the detailed design tasks because he was reliable and efficient. His quality of

transforming ideas to workable solutions also was very helpful in the manufacturing process where

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he lead this activity due to his skills. He displayed practical common sense, self-control and

discipline. Having said this, he tended to lack spontaneity and had a rigid personality, affecting the

group task in a negative manner.

Pranay’s highest row score was that for a shaper. This was the same as Paddy. However,

between them and an additional psychometric test it was assessed that Paddy was more suited for

the position of a shaper whilst Pranay was more suited for another action oriented role such as a

completer finisher. He actively searched out errors and omissions and paid close consideration to

detail. His drive to keeping his team is on track, ensuring they meet deadlines and guaranteeing

quality and timeliness further illustrated his importance in that role. For example, he corrected

any errors in the controlled convergence process for the concept design task. His role proved

invaluable where tasks demanded close deliberation and a high degree of accuracy. Thus,

through internal motivation, he was able to foster urgency within the team at the same time

producing quality work. However, his role was linked to certain disadvantages such as his

uncomfortableness on delegating tasks.

Schedule of meetings

Over the course of project the design team participated in a set of meetings for role

allocation, work delegation and management purposes. The minutes of these meetings are

outlined in appendix 2.

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Product Design Specification

Product: Buggy Energy Storage Mechanism

Date: 21/02/15 Issue: PDS Buggy Energy Storage Mechanism/01

Parameters The design Description

Performance To transfer power from

the rolling road to the

flywheel

To transfer the energy

from flywheel to the

wheels which lead to

movement of the buggy

The energy storage mechanism

should provide the buggy with

enough power to move along

the 5m distance and up the

ramp by a distance of 1m as

well as be able to roll back to

the start line from the 1m high

distance

Environment Should be manufactured

so that the parts can be

re-used within the

university

buggy mechanism could be

used for demonstration for the

followings doing the project

year

Maintenance Cheap

Trivial

The mechanism should be

easily detached from the buggy

in order to carry out any

maintenance required

Competition To reach a height of 1m

after a 5m long track

The competition will include a

total of 12 teams with the same

goals

Quantity One off production

Manufacturing facility All facilities are

provided in the Harrison

workshop

a few components such as the

bearings will be outsourced

from

Size According to the dimension of the buggy

Weight Not restricted

Materials Flywheelheavy

Supporting framerigid

AxlesStainless steel

Product life span the competition consist of trials and actual runs, so the

mechanism should be able to operate throughout the

competition

Standards/Specification Engineering drawings of

the mechanism should

adhere to the BS8888

standard

The mechanism should fit on

top of the buggy so that it can

be securely attached to the

buggy

Ergonomics Weight balance for not too heavy or too light

Flexible to examine in different positions

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Quality and reliability A quality assurance team will be allocated in order to check

the engineering drawings and the final product to ensure all

the criteria are met

Processes Manufacturing processes

Time scale The time scale of the

production of the

mechanism is expected

to take 6 hours. The

manufacturing process

should be completed by

Friday 27th March 2015

The Engineering drawings, bill

of materials and financial

analysis will take one week to

complete. This process will

commence on the week starting

from Monday 23rd February

Testing See if the buggy goes up

the ramp by a height of

1m

Test ability to go back

down and distance of

this

This can be carried in several

trials and take the best one out

of them

Safety No sharp edges

Safety goggles whilst

manufacturing

To prevent any injuries

especially in workshop

Installation Dimensions and

placement of the holes

must be in line with the

holes on the chassis in

order to ensure that the

mechanism is securely

attached to the chassis

Mechanism must be easily

detached from the chassis as

well

Cost A budget of £80 is given to us for the project

Aesthetics No sharp edges

Both sides have to be symmetric

Shelf life Relatively long as this project occurs

throughout the year, we can

assume that this product runs

once every year

Disposal Metals would have to be disposed

SGears can be recycled

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Concept Design

This section of the report consists of conceptual design ideas and the process of

improving these ideas in order to receive several strong concepts by the end of this process.

Firstly, a PDS was created as a group which is attached in the report as we can see

previously. The PDS gave a clear idea of what the final product should consist of in order for it

to be a successful product. This gave the members a clear idea of what was needed to be created

and this sense of direction allowed a brainstorm of ideas. Ideas included a large spring buggy, a

tensile drum powering mechanism and a flywheel design. All the ideas brainstormed were drawn

in detail by the respective members and is attached in appendix 3.

Moreover, after this stage, a matrix analysis was conducted. In order to construct this, a

criteria was produced of the essential needs the buggy must have. In addition, a datum was also

decided as a group after a presentation of each individuals design idea. This allowed the other

eight ideas to be compared against the criteria as well as the datum. This in return gave an

overall score for each concept design which told us how well the design met the criteria.

Furthermore, further group meetings were held in order to analyze the matrix in more

detail. During these meetings, the weak concepts were examined to see if they could be

improved in comparison to the datum. Also, any negatives that arose from the strong concepts as

seen by any low scores in certain criteria’s were also examined to see if they can be improved

upon.

Using this analysis, a second matrix was created consisting of the groups strongest

concepts.

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Matrix Analysis 1

This section shows a table of eight concept designs and their comparison to the datum

which was decided as a group to be concept design 9.

Criteria Concept

1

Concept

2

Concept

3

Concept

4

Concept

5

Concept

6

Concept

7

Concept

8

Fulfill its

functional

purpose

S - S + S - S -

Economical

in resources

for the

producer

+ - + + S + - -

Economical

in resources

for the user

S + - S + + - S

Good

mechanical

properties

- - + ? S + S S

Lasting

aesthetic

qualities

- + + - - - + -

Total

material

costs of £80

+ S S + S + - +

Propel a

buggy

specified in

the brief

S - S S S S S S

Key:

+ means better than the datum

- means worse than the datum

S means same as the datum or if

there is a doubt

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Accuracy of

The buggy

coming to an

instantaneous

rest when it

reaches a line

1 m high on

the slope and

how far the

buggy travels

after

returning

back down

the slope

S - - S S - - S

Σ+ 2 2 3 3 1 4 1 1

Σ- 2 5 2 1 1 3 4 3

Total 0 -3 1 2 0 1 -3 -2

Matrix Analysis 2

After discussions with the module leader and the co-lecturer, Keith Smith, using the

scores on matrix one, the best 3 concept designs indicated by the best 3 scores were re-evaluated

using the same criteria and were set against the same datum (concept design 9). The new scores

are displayed on the table below.

For concept design 3, the fact that there was no method of ensuring it would stop was the

primary reason for its lower score. Whilst, for concept design 4 the main reasons for the lower

score was that we found out that the University didn’t have the resources to manufacture, it was

too expensive and it would not generate enough power. Finally, for concept design 6, there were

a lot of external properties and therefore would affect meeting the mechanical properties criteria

as well as extra costs.

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In conclusion, based on the scores above we have decided to go with the flywheel

mechanism (concept design 9). However this concept will need to be developed further before

the manufacturing process. In addition, if over the weeks we overcome the issue of ensuring the

buggy will stop for concept design 3 we will favor that mechanism.

Criteria Concept

3

Concept

4 Concept 6

Fulfill its functional purpose - S S

Economical in resources for the producer - S -

Economical in resources for the user - S -

Good mechanical properties - S -

Lasting aesthetic qualities S + S

Total material costs of £80 - S S

Propel a buggy specified in the brief - - S

Accuracy of The buggy coming to an

instantaneous rest when it reaches a line 1 m

high on the slope and how far the buggy

travels after returning back down the slope

- - -

Σ+ 0 1 0

Σ- -7 -1 -4

Total -7 0 -4

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Detailed Design

Brief

The second stage of the design project focuses on the calculations regarding the energy

required to propel the buggy to the specified distance and height up the ramp. These calculations

are then used to inform the decisions about final dimensioning and material selection for the total

buggy design. The report can be divided into four sections:

1. Calculation of total energy required for task

2. Discussion of other minor system losses

3. Calculation of RPM for the flywheel

4. Material selection

Calculation of Energy Required by Buggy

This section is concerned with finding the total energy required by the buggy, from the

flywheel, to reach point C. This was achieved by comparing energy differences along the length

of the ramp. The required kinematic energy of the buggy at the start of the test is the required

energy from the flywheel after energy losses between the flywheel and the wheels.

Method:

Figure 1: Horizontal course and slope for buggy testing

The first step was to split the ramp up into three sections as shown in figure 1, based on

their geometry and the material they were made from. Then for each section the gravitational

Buggy project Introduction to Mechanical Engineering Design

MJ (originally AM & SJKR), 2013 2

A x

y

5 m

0.7 m

y=0.4x2

Start 1.5 m

Fig. 1 Definition of buggy start-stop points.

The task has been partly designed to illustrate that the engineering approach to design

involves the prediction of product performance. The concept of performance

prediction is essential if the expense of repeated and undirected prototyping is to be

avoided. As you will see from the assessment details, a relatively large proportion of

the marks will be given for correct performance prediction.

Material The material from which your mechanism is to be manufactured can be obtained from

the stores. You should try to reduce wastage as much as possible and points will

be deduced for extravagantly complex and wasteful devices. Material testing

facilities are available if required (see MJ). All your purchases must be recorded via

requisition sheets, to be included in your final reports.

Orders should be submitted to the stores via a requisition sheet.

Task Schedule Your approach to the task is expected to proceed in the following sequence:

1) Problem definition, identify possible solutions, selection of best solution.

2) Analysis and optimisation.

3) Production of detailed drawings for the finalised design. (At least one

drawing/group member).

4) Manufacture.

5) Competition.

Any alterations you make to your proposed design after stage 3 will be noted to ensure

that you follow the design process. Marks will be deducted in proportion to the

number of alterations. In other words, your performance analysis in stage 2 is critical

for a successful end product.

Manufacturing time Your finished design should not take more than 8 hours machining time per group.

Machining time is defined here as time that you are in contact with your technical

supervisor or occupy a lathe, mill or drill. Machining time therefore includes set-up

time. You will be given one time sheet per group. Your technical supervisor during

B

C

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potential energy was calculated at the start and end. Next, the work done to overcome friction was

calculated along the length of each section. From this it was possible to work back along the ramp

working out the change in kinetic energy for each section. This relied upon the fact that at C the

kinetic energy would have to be zero for the buggy to have come to rest as kinetic energy is equal

to a half time mass times velocity squared. From this it was possible to add together the change in

gravitational energy and the work done overcoming friction for the section to gain the value for

initial kinetic energy at B. This method of adding the change in potential energy and the work done

overcoming friction to the final kinetic energy for each section to give the initial kinetic energy

was then repeated along the length of the ramp. In this way the initial Kinetic energy at the start

was found and the results are displayed in tables 3 to 8.

Sections of ramp:

Start to A; this section is a horizontal 5-metre stretch of carpet.

A to B; this section is a curve, formula given in diagram. It is constructed from

finished plywood and at B it is 0.7m above A and (71/2)/2 horizontally from A.

B to C; this is a straight section of finished plywood and the end point of the

experiment. At C it is 1m vertically from A and has the formula y = ((2*(141/2))/5)x.

Section ‘Start to A’ calculations:

For this part there is no change in gravitational potential energy because there is no change

in height. This means the only change in the total energy between the two points - thus the only

change in kinetic energy - has to be caused by energy lost overcoming friction. The coefficient of

friction for the carpet was calculated experimentally (see Table 9) and so the formula in Equation

1.1 can be used:

W1 = L1mgμ

Equation 1.1: Work done overcoming friction

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Where W1 is work done overcoming friction for section AB, L1 is the distance over which friction

acts, m is the total mass, g is the gravitational constant equal to 9.81 N/m2 and μ is the frictional

constant. The results of the calculations are shown in table 1. As mentioned above, this value was

added to the value of kinetic energy at A to give kinetic energy at the start.

Section ‘A to B’ calculations:

For this part both gravitational potential energy and frictional losses must be considered as

there is a change in height. Gravitational potential energy is calculated using the formula:

Gpe=mgh

Equation 2: Gravitational potential energy

Where Gpe is gravitational potential energy, m is mass, g is gravity and h is the height above the

datum. From Figure 1, h=0.7m. The next calculation is the length of the curve from A to B. The

arc length formula below (equation 3) is derived by combining Pythagoras theorem with calculus

and integrating over infinitesimally small intervals to get an approximation for the shape of the

curve.

𝑨𝒓𝒄 𝑳𝒆𝒏𝒈𝒕𝒉 = ∫ √𝟏 + (𝒅𝒚

𝒅𝒙)

𝟐

𝒅𝒙𝒃

𝒂

Equation 3: Formula for the length of a curve

The lower limit (a) is zero because workings are from point A. to calculate the upper limit

for x; y is taken as 0.7 and is then inserted into the equation of the curve (given in Figure 1). Using

Equation 3, a length of L2=1.539m is achieved, which is the length the buggy will travel from A

to B.

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The next step is to formulate an equation for the friction along the length of the curve. This

is not as simple as the first section as the angle made between the tangent of the curve and the

normal is constantly changing. The formula used to obtain the ratio along the length of the curve,

between the weight of the buggy and the reaction force is

shown below in Figure 2.

Figure 2: Diagram for reference in the Weight/Normal ratio calculations

The gradient of the curve is given by 𝑑𝑦

𝑑𝑥. Using Pythagoras, equation 4 (sζζζhown below)

can be found, for the angle of the tangent to the slope at any point, which is also equal to the angle

between the directions of action of the weight, mg, and the normal force, R:

𝜃 = tan−1 (𝑑𝑦

𝑑𝑥)

Equation 4: Formula for the angle between the lines of action of the weight, mg, and normal force,

R

The general equation for finding the dynamic frictional force (since the buggy will be

moving) is: 𝐹𝑓 = 𝜇𝑅 , where Ff is the frictional force, μ is the coefficient of friction and R is the

normal force.

Using trigonometry, it is clear that 𝑅 = 𝑚𝑔 cos 𝜃, therefore the overall formula for the

frictional can be written as:

𝐹𝑓 = 𝜇𝑚𝑔 cos 𝜃

Equation 5: Formula for calculating dynamic friction

Equations 4 & 5 can therefore together be used to work out the frictional force as follows:

𝐹𝑓 = 𝜇𝑚𝑔 cos [tan−1 (𝑑𝑦

𝑑𝑥)] = 𝜇𝑚𝑔 cos[tan−1(0.8𝑥)]

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Since the curve has the equation 𝑦 = 0.4𝑥2, it is clear that: 𝑑𝑦

𝑑𝑥= 0.8𝑥. The total change in

height along the curve, y = 0.7m, therefore the horizontal distance, 𝑥 = √𝑦

0.4= √

0.7

0.4 =

√7

2

Therefore integrate to get the friction along the entire curve, using limits of x=0 and = √7

2

:

𝐹𝑓 = ∫ 𝜇𝑚𝑔 cos(tan−1(0.8𝑥)) 𝑑𝑥

√72

0

𝐹𝑓 = 𝜇𝑚𝑔 [5

4sinh−1(0.8𝑥)]

√720

Since sinh−1(0) = 0 , the work done (and thus energy needed) to overcome friction, W,

along the length of the curve, L2:

𝑊2 = 𝐿2 × 𝜇𝑚𝑔 [5

4sinh−1 (0.8 ×

√7

2)]

Equation 6: Formula for the Work Done to overcome friction along the length of the curve

Working out: [5

4sinh−1 (0.8 ×

√7

2)] = 1.1525, this ratio can then be added into the friction

equation above to give an equivalent to equation 1.1 from the last section:

𝑾𝟐 = 𝑳𝟐𝒎𝒈𝝁 × 𝒓𝒂𝒕𝒊𝒐 = 𝟏. 𝟏𝟓𝟐𝟓 × 𝑳𝟐𝒎𝒈𝝁

Equation 1.2: Equation for the work done to overcome friction from A to B

This then gives the energy lost due to friction along the length of the curve which, when added to

the change in gravitational energy and kinetic energy at B gives the kinetic energy at A, shown in

table 3.

Section ‘B to C’ calculations

For this section the first calculation necessary is the equation of the curve. This uses the

principle that the equation of any straight line is y=mx+c where m is the gradient of the line and c

is the y-axis intercept. The calculations are shown in Figure 3:

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Figure 3: Diagrams for reference in finding the equation of the line from B to C

Gradient of straight line, m = gradient of tangent at B:

𝑚 = 𝑑𝑦

𝑑𝑥= 0.8𝑥 , therefore: 𝑚 = 0.8 ×

√7

2=

2√7

5

The equation of a straight line is y=mx+c, so if we take B to be the origin, c=0 therefore:

𝑦 = 2√7

5𝑥

Equation 7: The equation of the straight line BC

This can be used to find the horizontal distance, x (see figure 3), travelled from B to C as:

0.3 =2√7

5𝑥 , therefore: 𝑥 =

3√7

28= 0.2835𝑚

Now Pythagoras can be used to find the distance travelled by the buggy in this section, L3:

𝐿3 = √0.32 + (3√7

28)

2

= 0.4127𝑚

Again both the change in gravitational energy and the work done to overcome friction

must be calculated. Gravitational potential energy at B is known from the last section and can be

worked out at C using the equation in figure 3 but changing the height from 0.7m to 1m.

The ratio of the weight to the reaction force for friction can be calculated using the

gradient of the slope shown in Figure 4.

Figure 4: Gradient and reaction force for slope B to C

tan 𝜃 = 𝑑𝑦

𝑑𝑥=

2√7

5

Therefore from Equation 5, it is clear that:

𝐹𝑓 = 𝜇𝑚𝑔 cos (tan−1 (2√7

5))

Equation 8: Frictional force for section BC

Now working out that the ratio, [cos (tan−1 (2√7

5))] = 0.6868, this can be used to find

the equation for the total work done to overcome friction for this section, W3:

𝑾𝟑 = 𝑳𝟑𝒎𝒈𝝁 × 𝒓𝒂𝒕𝒊𝒐 = 𝟎. 𝟔𝟖𝟔𝟖 × 𝑳𝟑𝒎𝒈𝝁

20 | P a g e

Equation 1.3: Formula for the work done to overcome friction from B to C

The change in GPE from B to C can be calculated using Equation 2, with the change in

height, h = 0.3m. The kinetic energy at B is then obtained using these values, assuming kinetic

energy at C is equal to zero.

These calculations were used to give the values in Tables 1-4, showing the energy that is

needed to move the buggy through each section and the different kinetic and Potential energies

that the buggy should have at each stage.

Part Mass (kg)

Buggy 1.32

Flywheel 1.598

Supports (w/ Bearings & Bolts) 0.434

Axle/Gears/Belt 0.213

Total 3.565

Table 1: Total buggy mass and mass of constituent parts

Table 2: Distance covered by

buggy, change in height and coefficient of dynamic friction

Section Change in

GPE (J)

Work Done to

Overcome Friction (J)

Total Energy Needed

(J)

Start to A, L1 0.00 6.16 6.16

A to B, L2 24.48 1.31 25.79

B to C, L3 10.49 0.21 10.70

Total 34.97 7.67 42.65

Table 3: Energy needed for the buggy to move through each section (given to 2.D.P)

Section Distance

(m)

Change in

Height (m)

Friction

Coefficient

Start to A, L1 5 0 0.0352

A to B, L2 1.5393 0.7 0.0211

B to C, L3 0.4127 0.3 0.0211

Total 6.952 1

21 | P a g e

Section Energy

Type

Energy at Start

(J)

Energy at Finish

(J)

Start to A, L1 Kinetic 42.65 36.49

GPE 0 0

A to B, L2 Kinetic 36.49 10.70

GPE 0 24.48

B to C, L3 Kinetic 10.70 0

GPE 24.48 34.97

Table 4: Energy changes as the buggy progresses (given to 2.D.P.)

The tables show that the required value for starting energy (where rough values for

chassis and flywheel mass are taken into account) is 42.65 Joules (see Table 3), and this energy

value is used to obtain a value for the required flywheel RPM.

Measuring Chassis Frictional Losses

As already mentioned, to take into consideration the losses of the system due to the

friction created in the chassis – both a result of the contact friction between the surface and tires

as well as any internal losses in the wheel bearings – a number of measurements were taken

using a newton meter, the chassis and two different surfaces (hardwood to simulate the ramp and

carpet for the flat trial section).

To begin with the chassis had a G-clamp affixed to it to increase the mass; this makes it

easier to take significant readings for frictional forces. Following this a newton meter was used

to suspend the chassis, thus providing a value of the weight (in Newtons) of the chassis and

clamp. A Newton meter was then attached to the front of the chassis and a steady force was

applied horizontally until the chassis started to move, this was repeated several times to give an

average value for the force required to overcome static friction. This was repeated on both the

carpet and wood; the values for force were then divided by the weight of the rig to provide static

friction coefficients. Equation 4 displays the relationship between frictional force and object

mass:

22 | P a g e

𝝁 =𝑭𝒇

𝒎𝒈

Equation 9: Coefficient of Friction

Where 𝜇 is the friction coefficient, Ff is the frictional force applied and mg is mass

multiplied by gravity to give the weight.

Following this the dynamic frictional coefficients were calculated be pulling the chassis

along at a constant speed and measuring the applied horizontal force. This value was then used in

Equation 9 to calculate the dynamic friction coefficient.

Figure 5: Applying horizontal force to chassis with

Newton Meter

The results for this experiment can be seen in Table 5 below, having initially used a

spring meter to measure the frictional force we repeated the experiment with a digital Newton

meter as shown below. The reason for this was to provide more accurate and consistent results –

the spring meter contained a lot of internal static friction, meaning results were often inaccurate.

Values using digital Newton meter

Material Rolling or

Static

Force reading on Newton

meter (N)

Average

(N)

Friction

coefficient, μ

Plywood Rolling 0.60 0.60 0.60 0.60 0.60 0.0211

Static 0.80 0.80 0.80 0.80 0.80 0.0282

Carpet Rolling 1.00 1.00 1.00 1.00 1.00 0.0352

Static 1.40 1.40 1.40 1.40 1.40 0.0493

Table 5: Friction coefficient experimental results table

23 | P a g e

Minor System Energy Losses

Further to the energy and frictional losses calculations, it is appropriate to consider other

system losses that may have an effect on the required start energy, for this reason air resistance

of the flywheels along with the frictional energy losses inside the flywheel axle bearings were

considered. The findings are as follows.

Air Resistance:

The energy losses related to air resistance on the flywheel are investigated because the

angular speed of the flywheel is so high. To calculate the energy losses of the flywheel due to air

resistance, it is modelled as a cylinder for simplicity. The energy loss is set out in Equation 10

and is dependent on air density ρa (1.184 kgm-3), dynamic viscosity of air βa (1.983x10-5 kgm-1s-

1), angular speed ω (186.7 rad s-1), radius of cylinder r (0.045m), and the geometric ratio α

(0.2667). Where the geometric ratio is shown in Equation 11.

P = 0.04 . ρa0.8 . βa

0.2 . (ω . r)2.8 . (2 . r)1.8 . (α + 0.33).

Equation 10: Energy losses due to air resistance

α = h/(2 . r)

Equation 11: Geometric Ratio

Where h denotes the width of the cylinder, these equations are taken from Xi Zhang, C. M.

(2011). Vehicle Power Management: Modelling, Control and Optimization. Springer.

This gives a result of 0.01591 J for one flywheel. As there are two flywheels on the

buggy this gives the sum of the losses to be 0.03183 J.

Due to the fact this energy loss is so small compared to the required calculated value; it

will be neglected in regard to the overall required rpm calculations.

Bearing Losses

Deep groove bearings can withstand large radial loads and small axial loads. The

flywheel axle of the buggy is shown in Figure 6.

24 | P a g e

The axial loads are minimal and

the radial loads are high, this

means that deep grooved bearings

are the ideal choice for this application. The life of the bearing will also be far greater than the

required life; hence these bearings are suitable.

Power loss in bearing = M x n

Equation 12: Power loss in bearing

Where M is the frictional moment of the bearing, and n is the revolutions per minute. The

flywheel is designed to spin at approximately 1780 rpm.

M=1/2(μPd)

Equation 13: Frictional moment of bearing

Where μ is the coefficient of friction, P is the load on the bearing, and d is the bore

diameter of the bearing. The coefficient of friction for the deep grooved bearing is 0.0015. Using

first Equation 18 for the power loss then putting that into Equation 19 the power loss for both

bearings is 0.189 J/s when running at 1780 RPM.

These calculations show that the energy loss in the bearings is, similar to the air

resistance; very small in comparison to the total energy calculated for the system, for this reason

this value is neglected when calculating the required rpm as it will be altered by a negligible

amount to which the system is not precise enough.

Figure 6: Flywheel axle setup

25 | P a g e

RPM Calculations

Having calculated the value for required kinetic energy of the buggy, the necessary rpm

for the flywheel can then calculated. This section describes the calculation process.

To begin with the moment of inertia for both flywheels and the drive shaft is calculated.

All three values are needed as the components act together as one big flywheel. The moments of

inertia for all three are summed and placed into Equation 22, along with kinetic energy

calculated from the previous section, to work out the rpm of the flywheel.

Step 1

The flywheel is split into three sections for the ease of the calculations; a ring, a disc and

a hub. The inertial moment of the ring is calculated using Equation 14, using the mass of the ring

(m) and the outer flywheel radius (ro) and recess radius (ri). The individual mass of the ring can

be found using Equation 15 with the results shown in Table 6.

MI1= 1/2 m ( ri2 + ro

2)

Equation 14: Moment of inertia of a ring

m= ρdπ(-ri2 + ro

2)

Equation 15: Separate mass of flywheel ring

The inertia of the disc is calculated using Equation 16 using the mass and the outer

flywheel radius. The answer is shown in Table 6. Again the separate mass needs to be worked

out first by using the density, depth of recess, width of flywheel (x) and the outer flywheel

radius, shown in Equation 17.

MI2 = 1/2 mro2

Equation 16: Moment of inertia of a disc

m= (x-d)ρπro2

Equation 17: Separate mass of the flywheel disc

The inertia of the hub is calculated using Equation 18, using the mass and the hub radius

(rh) and hole (rz) radius. The answer is shown in Table 6. Mass is obtained first, as with the

26 | P a g e

previous calculations using the density, depth of hub (y), and the hub and hole radius. This is

shown in Equation 19.

MI3 = 1/2 m ( rh2 + rz

2)

Equation 18: Moment of inertia of the hub

m= ρyπ( -rz2 + rh

2)

Equation 19: Separate mass of flywheel hub

Step 2

Dimensions are now taken from the axle including the density, length of shaft and radius.

Results can be seen in Table 6, with the radius of the hole also being the radius of the axle.

The inertia of the axle is calculated with Equation 20, using the mass and the hole radius

with the calculated value again in Table 6. Mass is calculated using the density, length of shaft

(l), and the hole radius, linked by Equation 21.

MI4 = 1/2 mrh2

Equation 20: Moment of inertia of axle

m= ρlπrh2

Equation 21: Axle mass

Step 3

The total moment of inertia (IT) can now be calculated by using Equation 22.

MIT=2(I1+I2+I3)+I4

Equation 22: Total moment of inertia

Step 4

27 | P a g e

With the total moment of inertia now known, the angular velocity can be calculated. This

is done by using Equation 23 and the kinetic energy value found in the energy calculations

section.

𝝎 = √𝟐𝑬𝒌

𝑰𝑻

Equation 23: Angular velocity

The answer given is in radians per second (radsec-1) and is to be converted into

revolutions per minute (rpm) to allow for calculation of the gearing and the desired rpm of the

rolling road. The answer is converted by using the Equation 24 giving a final value for the

angular velocity required by the flywheels of 1782 rpm.

Rev/Min = 2π𝝎/𝟔𝟎

Equation 24: Rpm in terms of angular velocity

The spreadsheet used is shown as Table 6. The reason excel was used to compute the

values was that with the equations entered it is very easy to change the variables and calculate

the new RPM or dimensions for example. Using the energy value previously calculated it

provides a value for the required rpm of the flywheel axle; with a chosen gear ratio that will

likely be between 2:1 and 2.5:1, the flywheel rpm can be easily converted into the rpm required

by the axle. As the rolling road is also a different diameter to that of the wheels, a simple ratio

calculation is required to determine the required rpm of the rolling road in terms of providing the

correct wheel axle rpm. Due to the fact the rolling road is currently locked away, no

measurements can be taken at this point in time and so no ratios can be calculated, however, this

is a simple task and can be done on the test day as it will take a minimal amount of time.

28 | P a g e

Required energy output (J) 42.65

Moment of inertia (kg m2) 6.22E-04

Rotational Speed needed (rad s-1) 300.0149

Rotational Speed needed (RPM) 1432.466

Radius of hole (m) 0.005

Radius of flywheel (m) 0.025

Width of flywheel (m) 0.05

Radius of recess (m) 0.03

Depth of recess (m) 0.01

Density of flywheel (kg m-3) 8480

Depth of hub (m) 0.025

Radius of hum (m) 0.015

Length of shaft (m) 0.15

Density of shaft (kg m-3) 7850

Moment of inertia of ring (kg m2) 0.000547

Moment of inertia of disc (kg m2) 6.07E-05

Moment of inertia of hub (kg m2) 1.33E-05

Moment of inertia of axle (kg m2) 1.16E-06

Volume of one flywheel (m3) 5.0372E-05

Mass of one flywheel (kg) 0.427154

Table 6: Flywheel calculations table

29 | P a g e

Material Selection

Finally in order to choose the optimum materials for use in the construction of the buggy,

materials selection was performed for the flywheel (assumed to be brass in the above

calculations), the axles and the framework. The selection process is as follows.

There are three components of the buggy that require manufacturing; the flywheel, the

supporting frame and the axles. Each component requires a material selection to be carried out in

order to ensure that a suitable material is used. The materials readily available in the student

workshop are Steel, Aluminium, and Brass and for this reason the selection accounts for only

these materials.

Flywheel Material Selection

The flywheel will be operating at a limited velocity; therefore the toughness of the

materials available should be adequate to avoid failure. Due to this, stress in the flywheel was not

taken into consideration when deriving the material index for the flywheel.

Design requirements for a limited velocity flywheel

Function Flywheel for energy storage

Objective Maximise kinetic energy per unit volume

Constraints Fixed outer radius

Table 7: Flywheel design requirements

The most suitable material for the flywheel will be the material that stores the highest

energy per unit volume. The energy per unit volume at a given angular velocity and radius is

given by Equation 25.

U/V = 0.25(ρr2ω2)

Equation 25: Energy per unit volume

30 | P a g e

Where the radius, r, and angular velocity, ω, are fixed by the design limitations. Due to ω

and r being fixed, the most suitable material is that with the greatest value of ρ, giving a material

index as Equation 26.

M = ρ

Equation 26: Material Index

Material Density, ρ (kg m-3) Material index, M

Steel 7900 7900

Brass 8480 8480

Aluminium 2700 2700

Table 8: Material Index Table

From Table 8 it is clear to see that from these three materials, brass is most suited to be

used for a flywheel. For this project, recycled brass flywheels were available to the team; these

will be used to help reduce the overall material cost, thus enabling the project to remain within

budget.

Supporting Frame Material Selection

The supporting frame has to stay strong enough to hold the weight of the flywheels while

keeping the weight of the frame to a minimum. This material must be easy to machine as there is

a time restriction on manufacture. The frame material must also be readily available in stores.

It is therefore concluded, when presented with the choice of the three aforementioned

materials, Aluminum is the most suitable.

Axles Material Selection

During operation the axles will be subjected to a shear force caused by the rotation of the

flywheel, they must therefore be able to resist the force as any deformation will result in the

buggy losing energy or failing. The axles must be easily machined as there is a time limit on

manufacture, and be readily available in the stores as per the other materials. Steel, which has a

31 | P a g e

high resistance to shearing, is therefore the obvious choice and will be used for the manufacture

of the axles.

Conclusion

To conclude, the calculations set out above give an energy value of 42.65J for the

flywheels to provide. This takes into account the significant losses due to friction of the wheels

on the floor, although as stated, it was felt that air resistance and bearing friction were negligible

as they represented 0.07% and 0.05% of the total energy required respectively. The main source

of error in these calculations will therefore come from experimental errors in the calculated

friction co-efficient. However, this was reduced significantly with the use of a digital newton

meter and repeated tests. A further source of error could be the rounding of the flywheel RPM,

meaning the buggy fails to quite reach the line specified. Again however, with the rounding error

only being 4.6% this shouldn’t be significant in our test.

The material selected for the construction of the flywheel is brass. This is due to brass

having the highest density of the materials that were both easily available and easy to

manufacture, two important factors. Steel was chosen for the axles as it had the highest shear

modulus of the materials that fitted the above criteria and aluminum as it has the greatest strength

to weight ratio.

.

32 | P a g e

Parts and Assembly Drawings

The aim of this section was to complete a set of drawings ready for manufacture. Using

our design calculations and materials selection from our previous section and the PDS, we were

able to list all the essential details of each of the parts required for manufacture. Furthermore,

using Solidworks, we modelled the mechanism using the chassis for accurate dimensions. Using

this Solidworks model, we produced a complete set of drawings to the BS 8888 standards so that

it is ready for manufacturing. In addition, a Gantt chart with the manufacturing method, a bill of

materials and a financial analysis is also provided.

Throughout the course of the task we conducted numerous consultations amongst our

team to finalize part dimensions based on the calculations of energy, RPM, and inertia of the

flywheel. We also discussed with Keith Smith the preferred diameter of our axel to support the

disc. Due to the fact that it is under shear from rotation and sagging from the mass of the wheel;

the shaft has to be a sufficient thickness for a balanced system.

Overall the following drawings combined with supporting documents are sufficient for

proceeding to the manufacturing process. The engineering drawings are located in appendix 4.

33 | P a g e

Materials Price

Our pulley used the drive the fly wheel had to have matching features to the one provided

on the buggy, it also needed to be half the size to fulfil the chosen two to one pulley ratio. The

given pulley had a pitch of 5mm and suited a belt with of 10mm, these were both to be matched

by the chosen pulley. With the given one having 30 teeth we required 15 teeth for the 2:1 ratio.

The pulley will be mounted on a 10mm axel so it needs to have a maximum boar diameter of

10mm which the chosen one does despite having a given diameter of only 6mm.

Once the pulley was chosen the belt needed to have the same pitch and a width of 10mm.

To calculate the length needed a solid work model was used giving a length of 442mm, the

closest available length to this was 455mm so this was chosen. The extra length was not a

problem because the design enabled the distance to change.

The metal ordered had to have enough excess to allow for the manufacturing of the parts

without having a lot of waste and expense. This was done by designing the stands to fit inside a

small sheet of metal using the solid works drawings.

It was felt that high quality bearing would have a large effect on the success of the buggy

so once all the other parts had been priced we were able to select the best affordable bearings.

The choice of bearing all with the same dimensions were priced at £2.47 and £7.58, in the end

the highest priced bearings were chosen due to the money available.

34 | P a g e

Part Material Details Price (£)

Support Aluminium 15x150x150mm 19.00

Flywheel Brass 80Øx50mm 22.32

Axel Silver steel 10Øx150mm 2.73

Bearing Deep Groove

Stainless Steel

Inside 10mm Ø

Outside 19mm Ø

Width 5mm

2x7.58

Pulley Teeth: 15

Inside: 6mm Ø

Outside: 23.05mm Ø

Pitch: 5mm

6.54

Belt Thickness: 10mm

Pitch: 5mm

Actual Length:

442mm

Belt length: 455mm

Number of teeth: 91

T 5/455

6.41

Bolt Diameter:6mm Ø

Length: 25mm

2x0.02

Nut Diameter:6mm Ø 2x0.02

Grub screw 2x0.01

Total 72.20

With all the parts chosen, the total project comes almost 8 pounds under budget of £80 showing

good fund management when designing the buggy. Manufacturing costs, however, were not

taken into account due to the fact that we have not been able to consider precise power usage of

the machines. Reasonably they should not have exceeded our surplus of £7.80.

35 | P a g e

Manufacturing

In this section the manufacturing of the final design will be discussed.

Planning

It was important to plan the manufacturing process due to the eight-hour time limit in the

workshop. It was essential to use the time as efficiently as possible. Below is a Gantt chart that

was produced to highlight how much time would be allocated to each aspect of the construction.

Hour

Task 0.5 1 1.5 2 2.5 3 3.5 4 4.5 5 5.5 6 6.5 7 7.5 8

1

Prep and latheing of the

flywheel

2 Cutting of side supports

3

Drilling of bearing holes

and bolt holes

4

Drilling of grub screw

holes in flywheel

5

Drill out gear axel and

grub screw holes

6

Making good of axel for

fit

7

Construction and extra

time for completion

Method of manufacture

1 Either lathe from cylinder or first rough cut to shape from cuboid then lathe to precision

2 Supports marked then cut using the band saw

3 Supports marked and clamed the recesses for bearings and holes for axel and bolts drilled with pillar drill

4 Flywheel clamped and holes for grub screws drilled with pillar drill

5

Gear inside diameter is too small so must be drilled out to fit axel using pillar drill. Then holes for connecting grub screws drilled

out.

6

Axel should be designated size but some sanding on the lathe will probably be required to provide the correct fit for bearings and

flywheel.

7 Extra time allocated for any unforeseen work and final construction.

36 | P a g e

Supports

In the workshop, due to limited availability of the lathe, the supports were prepped first.

Firstly the design for the supports was marked up on the aluminum sheet. Careful attention was

paid to ensuring an economic use of the material. The supports were then cut roughly to size

with a band saw, leaving a little extra material for corrections. Using the milling machine, the

two supports were squared off on one side to create a datum edge. The rest of the sides were

squared off with reference to the datum edge. The location of the holes for the axle bearings

were then measured, marked, centre punched and drilled. Finally, obround holes were drilled

into the support for attaching the final structure to the buggy, and allow for adjustment to fit belt

size.

Flywheel

To manufacture the flywheel a solid cylinder of brass was obtained. The cylinder was

then roughly turned on the lathe to square of the ends. A large lathe was first used to bring the

cylinder to the rough dimensions of the flywheel, it was important however to leave enough

material so when moved to the digital lathe it could be re-squared. Once moved to the digital

lathe this allowed for accurate turning to the flywheels final dimension. At this stage the hole for

the axle was drilled through the flywheel.

A hole was drilled through the flywheel to allow for a grub screw to attach the flywheel

to the axle. This hole was then taped. A large grub screw, 6mm, was used as a greater grip

would be necessary to hold the flywheel in place and resist a large turning force.

Axle and Belt Pulley

The hole for the axle in the belt pulley was enlarged by drilling through the original hole,

as the standard would not fit the necessary axle width that was required to support the flywheel.

Once all the parts had been manufactured, the design was ready for assembly and testing.

37 | P a g e

Testing

There were three stages involved in the testing, these include: assembly, running, and

disassembly.

The Assembly involved the mounting of the driving mechanism on the buggy. Our

assembly time was short compared to that of the other groups because of the attention we paid to

our manufacture for assembly.

The running consisted of two parts: using the powering mechanism to move the buggy up

the ramp, and the roll back. For the first part, the buggy was initially pushed forward on the

ground by hand to test the freedom of motion, after which, energy was supplied to the flywheel

via a rolling road machine and the buggy was placed on the carpet and left to move, this energy

was measured in terms of rpm. Four attempts were made in total, the first of which was the trial

run; during these runs the buggy was always skidding off to the left and hitting the wall apart

from one when it managed to go straight for about 2m before it started skidding off again.

Finally, it covered 5m before hitting the wall, during this trial it seemed to have had enough

power to reach the mark but just wasn’t able to go straight. For the roll back the buggy was

placed on the mark up on the ramp and allowed to roll back. The roll back went quite smoothly

except for the fact that the buggy once again went off the carpet when it got back to ground level

and was only able to go 6m.

The disassembly involved the removal of the driving mechanism from the buggy. Our

disassembly time was also short compared to that of the other groups.

38 | P a g e

Evaluation

From our observation on the test day and after thorough evaluation of our calculations,

we found that the failure of our buggy to reach the desired mark wasn’t due to an error in our

calculation but due to certain factors in the manufacture and running set-up. During the running

it was observed that the buggy kept skidding off the desired route, this was due to a number of

factors which include shaky/imbalanced tires, un-level carpet/ground, and improperly centralized

flywheel. There were also other factors like the faulty rolling road machine which could be

taken into account.

39 | P a g e

Appendix 1 Belbin Test

Pranay

Question Number

Option 1 2 3 4 5 Row

Total

Team Role

A 3 Shaper

B 1 Implementer

C 1 Coordinator

D 0 Team

Worker

E 0 Plant

F 0 Specialist

Vlad

Question Number

Option 1 2 3 4 5 Row

Total

Team Role

A 1 Shaper

B Implementer

C 3 Coordinator

D 1 Team

Worker

E 0 Plant

F 0 Specialist

Josephine

Question Number

Option 1 2 3 4 5 Row

Total

Team Role

A 0 Shaper

B 1 Implementer

C Coordinator

D 0 Team

Worker

E 3 Plant

F 1 Specialist

40 | P a g e

Lloyd

Question Number

Option 1 2 3 4 5 Row

Total

Team Role

A 1 Shaper

B 0 Implementer

C 0 Coordinator

D 0 Team

Worker

E 1 Plant

F 3 Specialist

Benny

Question Number

Option 1 2 3 4 5 Row

Total

Team Role

A 0 Shaper

B 1 Implementer

C 2 Coordinator

D 2 Team

Worker

E 0 Plant

F 0 Specialist

Paddy

Question Number

Option 1 2 3 4 5 Row

Total

Team Role

A 3 Shaper

B 1 Implementer

C 1 Coordinator

D 0 Team

Worker

E 0 Plant

F 0 Specialist

41 | P a g e

Fred

Question Number

Option 1 2 3 4 5 Row

Total

Team Role

A 1 Shaper

B 0 Implementer

C 0 Coordinator

D 1 Team

Worker

E 2 Plant

F 1 Specialist

Nathan

Question Number

Option 1 2 3 4 5 Row

Total

Team Role

A 1 Shaper

B 3 Implementer

C 1 Coordinator

D 1 Team

Worker

E 0 Plant

F 0 Specialist

Faraday

Question Number

Option 1 2 3 4 5 Row

Total

Team Role

A 0 Shaper

B 1 Implementer

C 0 Coordinator

D 4 Team

Worker

E 0 Plant

F 0 Specialist

42 | P a g e

Appendix 2

Schedule of meetings

1st Group Meeting was held 15:00-16:00 on 6th February 2015

Agenda:

Discuss total design procedure of task, view task specification and implement Belbin test for role

allocation.

A list of matters discussed:

Total design steps

Possible ideas for powering the buggy

Potential timeline of tasks to be completed

Design for performance established as key design system.

Actions Required

Each member has to perform a psychometric test along with a Belbin test handout.

2nd Group Meeting was held 16:00 – 20:00 on 10th February 2015

Agenda:

Allocate roles and brainstorm conceptual designs from the PDS.

A list of matters discussed:

Design team roles were allocated

PDS created

Concept designs

Matrix analysis

Brainstorm for solutions

Iterations

Each member received solutions to draw concepts of.

Actions Required

Draw concept designs and perform matrix analysis. Compile work and submit. Establish optimal solution

for detailed design.

3rd Group Meeting was held 1200-1600 on 17th February 2015

Agenda:

43 | P a g e

Detailed design phase. Calculate the total energy required in our final design flywheel system.

A list of matters discussed:

Friction coefficients

Energy required along the flat carpet

Energy required up the ramp

Parameters of flywheel system required by calculations

Material selection to fit parameters of performance, cost, aesthetics.

Methods of manufacture

Actions Required

Finalise calculations, create tables and describe aspects. Write materials selection section.

4th Group Meeting was held 1200-1400 on 26th February 2015

Agenda:

Present system parameters derived from calculations to Solid works specialist. Create brief for ordering

raw materials and components.

A list of matters discussed:

Layout of features on the buggy

Manufacturing Gantt chart

Actions Required

Produce Solid works engineering drawings of the flywheel system to BS8888 standards. Order required

materials and components from stores.

5th Group Meeting was held 1000-1600 on 30th of April & 1st of May 2015

Agenda:

Manufacture flywheel and discuss test day procedure.

A list of matters discussed:

Procedure of test day

Assembly and disassembly

Actions Required

None

Next Meeting

Next meeting will be at 1300 on the 21st of May in the Harrison court yard. The aim of the next meeting is

to test buggy.

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6th Group Meeting was held 1300-1600 21st of May 2015

Agenda:

Test buggy

A list of matters discussed:

What needed to be covered in report

Sections divided up

Actions Required

Write up sections.

Next Meeting

Next meeting will be at 1300 on the 24th of May in the Printworks. The aim of the next meeting is to

compile report.

7th Group Meeting was held 1200-1600 24th of May 2015

Agenda:

Compile report for submission.

Actions Required

Submit report.

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Appendix 3

Conceptual design solutions drawings.

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Bibliography BELBIN Associates. (2014). Belbin Team Roles. Retrieved May 24, 2015, from www.belbin.com:

http://www.belbin.com/rte.asp?id=8

Huczynski, A. A., & Buchanan, D. A. (2013). Belbin's team role theory. In A. A. Huczynski, & D. A.

Buchanan, Organisational Behaviour (pp. 370-372). London: Pearson Education.