design engineering may/june 2015
DESCRIPTION
Design Engineering is a magazine for mechanical engineers, machine builders, product developers, industrial designers and related professionals practicing in Canada. Canada’s leading engineering design publication, Design Engineering has been in continuous publication since 1955. This national magazine fosters innovation by providing cutting-edge coverage on a broad range of engineering topics including MCAD, PLM, fluid power, motion control, rapid prototyping, materials, electronics and all products relevant to the machine builders and product developers.TRANSCRIPT
$10.00 | May/June 2015
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Designing Canada’s SUPERCAR
14 Practicality still trumps hyped technology in MCAD Industry
24 Local training, experience critical in engineering job market
37 University of Manitoba’s hockey-playing robot learns to ski
Quebec’s Magnum MK5 draws on decades of race car engineering to deliver a street-legal beast.
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© Allied Electronics, Inc. 2015. ‘Allied Electronics’ and the Allied Electronics logo are trademarks of Allied Electronics, Inc. An Electrocomponents Company.
1.800.433.5700
© Allied Electronics, Inc 2015. ‘Allied Electronics’ and the Allied Electronics logo are trademarks of Allied Electronics, Inc. An Electrocomponents Company.
1.800.433.5700
Your 1ST Choice forAutomation & Control
Authorized Distributor
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© Allied Electronics, Inc. 2015. ‘Allied Electronics’ and the Allied Electronics logo are trademarks of Allied Electronics, Inc. An Electrocomponents Company.
1.800.433.5700
© Allied Electronics, Inc 2015. ‘Allied Electronics’ and the Allied Electronics logo are trademarks of Allied Electronics, Inc. An Electrocomponents Company.
1.800.433.5700
Your 1ST Choice forAutomation & Control
Authorized Distributor
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Superior-quality products.Comprehensive reliable solutions.
X-life products from Schaeffler feature optimized roller geometries and raceway finishes that are so precise, their service life far exceeds the conventional standard — as much as 70% in the case of our cylindrical and spherical roller bearings.
Need more details? Please contact us at 803-396-3644 or [email protected]©2015
Bottom line: Maximum efficiency for your gearboxes.
Only X-life. Only from Schaeffler.
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5
Annual Subscription Rate In Canada: $53.95 (1 year) $72.95 (2 year) Outside Canada: $101.95 (1 year)Single CopyIn Canada: $10.00Outside Canada: $22.00Directory RatesIn Canada: $28.00Outside Canada: $46.00Reader Service Contact [email protected]: 416 442 5600 X 3538 Elsewhere: 1-866-543-7888Mail:Annex Publishing & Printing Inc.Design Engineering Circulation Dept80 Valleybrook DriveNorth York, ONM3B 2S9
Printed in Canada
IN THE NEWS
READER SERVICES
Contents | Volume 61, No. 03
Columns
Features
18
24
26
3728
20
www.design-engineering.com May/June | 2015
Superior-quality products.Comprehensive reliable solutions.
X-life products from Schaeffler feature optimized roller geometries and raceway finishes that are so precise, their service life far exceeds the conventional standard — as much as 70% in the case of our cylindrical and spherical roller bearings.
Need more details? Please contact us at 803-396-3644 or [email protected]©2015
Bottom line: Maximum efficiency for your gearboxes.
Only X-life. Only from Schaeffler.
8 PEO selects mechanical engineer as new president
8 Schneider Electric announces new Canadian president
8 Magna recognized as most innovative in drivetrains
8 Canadian auto parts innovation program to open in June
8 Canadian device enables multi-color, multi-material output on cheap 3D printers
10 Drone becomes Canada’s highest grossing crowdfunding campaign
10 Spectrum Middle School wins 2015 CFPA Fluid Power Challenge
14 CAD ReportThe State of the CAD Industry: Hyped technology takes a back seat to the fundamentals for serious CAD users
18 CAD BeatMathematical Expression: Renault uses Maple software to develop new motor for full-electric vehicle
26 Motion ControlChassis Control: University racing team streamlines CCM design for Formula race car using NI myRio controller and LabView platform
28 Fasteners & AdhesivesHolding It All Together: Poorly specified fasteners can have devastating effects on the bottom line
30 Idea GeneratorThe latest in industrial products including automation, motion control and power transmission
20 Designing Canada’s SupercarQuebec’s Magnum MK5 draws on decades of race car engineering to deliver a street-legal beast
24 Engineers in WaitingIn the job market, Canadian training, experience and English-sounding names trump international engineering skills and education
37 Ski-BotJennifer, University of Manitoba’s skiing and hockey-playing robot, is one of the world’s most advanced autonomous humanoids
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6 EditorialViewpoint
I enjoy hearing from you so please contact me at [email protected] and your letter could be published in an upcoming issue.
@
www.design-engineering.com
EditorMichael McLeod (416) 442-5600 ext. [email protected]
PublisherAlan Macpherson (416) [email protected]
7Technical Field EditorPat Jones, P. Eng.
Art DirectorKathy Smith (416) 442-5600 ext. [email protected]
Market Production ManagerCheryl Fisher (416) [email protected]
Circulation Manager Mary Garufi (416) 442-5600 ext. [email protected]
Annex Publishing & Printing Inc.President & CEO Mike [email protected]
Vice President Annex Business Media East Tim Dimopoulos (416) [email protected]
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Design Engineering, established in 1955, is published by Annex Publishing & Printing Inc., 6 times per year except for occasional combined, expanded or premium issues, which count as two subscription issues. Tel: 416-442-5600, Fax: 416-510-514080 Valleybrook Dr., Toronto, ON M3B 2S9.
Contents of this publication are protected by copyright and must not be reprinted in whole or in part without permission of the publisher. DE receives unsolicited features and materials (including letters to the editor) from time to time. DE, its affiliates and assignees may use, reproduce, publish, re-publish, distribute, store and archive such submissions in whole or in part in any form or medium whatsoever, without compensation of any sort. DE accepts no responsibility or liability for claims made for any product or service reported or advertised in this issue. DE is indexed in the Canadian Business Index by Micromedia Ltd., Toronto, and is available on-line in the Canadian Business & Current Affairs Database.
We acknowledge the financial support of the Government of Canada through the Canada Periodical Fund of the Department of Canadian Heritage.
May/June | 2015 www.design-engineering.com
Canadian Car Rally
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Fast free standard shipping* is available for most orders over $49 U.S., and that includes the brokerage fees (when using an AutomationDirect nom-inated broker). Using our choice of carrier, we can reach most Canadian destinations within 2 to 3 days. Order by 6pm ET and in-stock orders ship the same day!
*2-day free shipping does not apply to drop-ships, or orders requiring LTL transport, but those shipments can take advantage of our negotiated super-low � at rates (based on weight) that include brokerage fees.
See Web site for details and restrictions at: www.automationdirect.com/canada
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It’s time you get more thanyou paid for in a PLC.
Introducing the NEW It’s not just the low price, but the incredible built-in featuresthat make our new Productivity2000 a must-have controller. Why pay thousands elsewhere for features that are standardfor our newest PLC, including FREE programming software?
And with 50MB of user memory, USB plug-and-playprogramming functionality and a super low costof ownership, the new Productivity2000 is theone you need!
CPU and I/OComparison
AutomationDirectProductivity2000
Allen-BradleyCompactLogix
All prices are U.S. published prices. AutomationDirect prices are from April 2015 Price List. Allen-Bradley retial prices taken from www.plccenter.com 4/16/2015.
Power Supply
Base (if required)
CPU
8 Relay Outputs
ASCII Comm Module
Modbus RTUComm Module
Total System Price with USB, Ethernet and Serial
8 Analog InputChannels (mA)
16 24VDC Inputs
16 AC Inputs
$69.00P2-04B
$69.00P2-01AC
$255.00P2-550
$105.00P2-16NA
$69.00P2-16NE3
$51.00P2-0TRS
$0.00Built in to CPU
$0.00Built in to CPU
$817.00
$199.00P2-08AD-1
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$3,160.001769-L33ER
$297.001769-IA16
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$6,748.00
$818.001769-IF8
Get more than you paid for . . . www.Productivity2000.com
• 5 built-in communications ports right on the CPU – All the communication you need is built right in! Modbus TCP/IP, Ethernet/IP, and serial devices are supported with no additional modules required!
• OLED real-time data displays – View accurate process variable data(current, voltage and temperature) as well as system diagnostics on the Productivity2000 hardware OLED displays. No meter required!
Plus –• Effortless PID loops • Flexible tag name
programming• Auto-discovered I/O• Hot-swappable modules• Simple VFD confi guration• Built-in data logging• Multiple wiring options• Web server functionality• Small footprint: 7-slot rack
only 10-1/2” wide
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* See our Web site for details and restrictions. © Copyright 2015 AutomationDirect, Cumming, GA USA. All rights reserved. 1-800-633-0405
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As 2015 (and the decade) nears the half way mark, Canada’s auto industry has become a source of both gloom and optimism. In one sense, auto sales have
boomed in recent years, spurring Canadian car and truck production to rebound nearly to pre-2008 levels (2.4 million annually). According a report published last year by Foreign Affairs, Trade and Development Canada, the value of the nation’s largest manufacturing sector rose to almost $85 billion in annual revenue in 2013 and employed approximately 117,000 people.
Those production numbers, however, are down significantly from the 1999 high point, when Canada’s production reached more than three million units. Since then, assembly plants, and the manufacturing jobs they contain, have steadily moved south of the border, as Mexico in particular has emerged as the new Mecca of automotive manufacturing.
According to industry statistics, production in Mexico has doubled since 2005 — as automakers rush to take advantage of the country’s drastically lower labor costs. By 2022, industry analysts anticipate production there will increase by another 50 percent. In the last two years alone, eight automakers have either opened plants in Mexico or announced plans for new facilities or expansions.
In March, for example, Toyota revealed it would shift production of the Corolla from its Cambridge, ON plant to a new $1-billion Mexico plant in 2019. At the same time, GM announced this year that it would close one of its Oshawa plants while the fate of the second remains uncertain since no new model has been announced to replace the Camaro, which is scheduled to transfer to a GM plant in the U.S.
While ominous for assembly workers, the rise of Mexico’s auto industry is seen elsewhere as a potential boon for Canadian auto parts manufacturers. Among other industry watchers, Carlos Gomes, senior economist and auto industry specialist at Scotiabank, reported that growing North American demand combined with a weakened Looney helped Canadian auto parts companies outperform their global peers in 2014. In fact, Canada’s auto parts sector posted, “one of the strongest gains among the world’s top suppliers,” Gomes reported in the April 2015 edition of Scotiabank’s Global Auto Reports.
Similarly, Canada’s automotive engineering community received a small boost on news that GM Canada plans to hire more than 100 software and controls engineers at its engineering centre in Oshawa and its cold-weather testing facility in Kapuskas-ing, ON. The move comes in support of the company’s plans to expand R&D into the Internet-enabled “connected car” of the future.
In the short term, given the sharp decline in oil prices (along with Alberta’s most favored status), coupled with a looming election year, the federal government will have to seriously turn its attentions back to Ontario. In addition to ending a year long (some might say decade long) cold shoulder toward Ontario, the Harper govern-ment implemented the Automotive Supplier Innovation Program (ASIP) in June, a $100 million fund designed to help auto parts-makers pursue early stage R&D.
In the long term, given the present trends, the coming automotive market boom/bust cycle may see Canada begin to compete gobally with its head more than its hands as automotive R&D and innovation take the lead.
Mike McLeod
6-7-DES.indd 6 15-05-21 3:01 PM
Orders over $49 getFAST FREE SHIPPING Our shipping policies make it easier than ever
to order direct from the U.S.!
Fast free standard shipping* is available for most orders over $49 U.S., and that includes the brokerage fees (when using an AutomationDirect nom-inated broker). Using our choice of carrier, we can reach most Canadian destinations within 2 to 3 days. Order by 6pm ET and in-stock orders ship the same day!
*2-day free shipping does not apply to drop-ships, or orders requiring LTL transport, but those shipments can take advantage of our negotiated super-low � at rates (based on weight) that include brokerage fees.
See Web site for details and restrictions at: www.automationdirect.com/canada
To see all products and prices, visit www.automationdirect.com
It’s time you get more thanyou paid for in a PLC.
Introducing the NEW It’s not just the low price, but the incredible built-in featuresthat make our new Productivity2000 a must-have controller. Why pay thousands elsewhere for features that are standardfor our newest PLC, including FREE programming software?
And with 50MB of user memory, USB plug-and-playprogramming functionality and a super low costof ownership, the new Productivity2000 is theone you need!
CPU and I/OComparison
AutomationDirectProductivity2000
Allen-BradleyCompactLogix
All prices are U.S. published prices. AutomationDirect prices are from April 2015 Price List. Allen-Bradley retial prices taken from www.plccenter.com 4/16/2015.
Power Supply
Base (if required)
CPU
8 Relay Outputs
ASCII Comm Module
Modbus RTUComm Module
Total System Price with USB, Ethernet and Serial
8 Analog InputChannels (mA)
16 24VDC Inputs
16 AC Inputs
$69.00P2-04B
$69.00P2-01AC
$255.00P2-550
$105.00P2-16NA
$69.00P2-16NE3
$51.00P2-0TRS
$0.00Built in to CPU
$0.00Built in to CPU
$817.00
$199.00P2-08AD-1
N/AN/A
$475.001769-PA4
$3,160.001769-L33ER
$297.001769-IA16
$253.001769-IQ16
$307.001769-IF8
$737.001769-ASCII
$701.001769-SM2
$6,748.00
$818.001769-IF8
Get more than you paid for . . . www.Productivity2000.com
• 5 built-in communications ports right on the CPU – All the communication you need is built right in! Modbus TCP/IP, Ethernet/IP, and serial devices are supported with no additional modules required!
• OLED real-time data displays – View accurate process variable data(current, voltage and temperature) as well as system diagnostics on the Productivity2000 hardware OLED displays. No meter required!
Plus –• Effortless PID loops • Flexible tag name
programming• Auto-discovered I/O• Hot-swappable modules• Simple VFD confi guration• Built-in data logging• Multiple wiring options• Web server functionality• Small footprint: 7-slot rack
only 10-1/2” wide
Affordable Innovation
the #1 value in automationOrder Today, Ships Today!
* See our Web site for details and restrictions. © Copyright 2015 AutomationDirect, Cumming, GA USA. All rights reserved. 1-800-633-0405
social-badge.indd 1 4/29/15 3:50 PM
1506-DesignEngineering(Canada)-P2000-MAG_LrgFont.indd 1 5/11/15 1:08 PM6-7-DES.indd 7 15-05-21 3:01 PM
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PEO selects mechanical engineer as presidentProfessional Engineers Ontario (PEO) installed Thomas Chong, M.Sc., P.Eng., PMP, FEC, as its 96th president during its annual general meeting in April. Chong earned his mas-ter’s degree in mechanical engineering from the University of Strathclyde, joined the PEO in 1976 and became a fellow of Engineers Canada in 2011.
At its annual general meeting, PEO also intro-duced its council for the 2015-2016 term. The four women and 22 men on the new council will govern PEO’s 83,000 licence and certificate holders and regulate professional engineering in Ontario.www.peo.on.ca
Schneider Electric announces new Canadian presidentSchneider Electric announced that Juan Macias has been named Canada Country President, reporting to Laurent Vernerey, president & CEO, North Amer-ica. Daniel Péloquin, whom Macias replaces, has moved to an advisory role with Schneider and will continue to represent the company at conferences.
Juan holds a B.S. Degree in industrial engineer-ing from New Mexico State University and an MBA from Rollins College in Florida. Prior to Schneider Electric, he spent the last decade in Electrical Construction Products and Digital Energy Manage-ment at General Electric.www.schneider-electric.ca
Magna recognized as most innovativeMagna International received the Automotive Innovations Award 2015 for its strength in the development of drivetrain technologies from the Center of Automotive Management (CAM) and PricewaterhouseCoopers (PwC).
CAM and PwC hon-ored two technologies in particular. The first, Magna’s FLEX4 technol-ogy, is the first all-wheel drive (AWD) disconnect system that automati-cally shifts between true two- and four-wheel drive. The second is the natural-gas powered MILA Blue concept car Magna unveiled at the 2014 Geneva Motor Show. www.magna.com
UP FRONT Canadian auto parts innovation program to open in JuneIndustry Canada announced
that it will begin taking applications for the Automo-tive Supplier Innovation Program (ASIP) as soon as June 2015. Outlined in the Economic Action Plan 2015, the fund is expected to pro-vide $100 million over five years and is designed to help auto parts-makers pursue early stage R&D activities such as prototype develop-ment, process engineering and product testing. Each company is eligible to receive up to $10 million over the term of the program and will require a minimum of 20 percent from an SME partner.
ASIP complements the existing Automotive Innovation Fund (AIF). Introduced in 2008 and renewed in 2013 (both for $250 million over five years), the program supports Canadian automotive com-panies for strategic, large-scale projects. In Budget 2014, the Govern-ment announced another $500 million over two years for the AIF. According to ministry, Canada’s auto parts sector represents close to $24 billion in sales annually, contributes $8 billion to Canada’s GDP and employs over 65,000 people.www.ic.gc.ca
Canadian device enables multi-color, multi-material output on cheap 3D printersMontreal-based start-up, Mosaic Manufac-turing, made waves in March with the debut of the Palette – an addi-tive manufacturing accessory that allows most cheap, filament-based FDM 3D printers to output up to four different colors, build materials or a combination of the two. With an initial Kickstarter funding goal of CAD$75,000, the project reached more than $180,000 during its 30-day campaign.
Enthusiasm for the device was driven by the fact that, currently, only industrial-grade 3D printers that cost $60,000 or more can output color or multiple materials. Mosaic’s co-founders—Queens University grads Mitch Deborah, Heather Evans and Chris Labelle—boast the Palette will bring the same capabilities to even the lowest-end consumer printers for less than $1000.
Rather than modifying existing 3D printing hardware, the Palette is a separate device that accepts up to four spools of PLA-based filament. Strands from the spools are cut and spliced in sequence within the
DesignNews
May/June | 2015 www.design-engineering.com
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513-521-4261Cincinnati, OH
888-WAINBEEWainbee Limited
Mississauga, Ontario
For the past 50 years, Clippard has beenproviding quality cylinders for thousands of applications around the world. Cylinders that are responsible for millions of production cycles. Cylinders that provide outstanding performance and payback.
On-line configurator makes ordering simple!
air cylinders40”
35”
30”
25”
20”
15”
10”
5”
0“
ble for millions of s. Cylinders that
ding performance
n-line configurmakes orderingsimple!
Onm
More Sizes • More Styles • More AccessoriesPerformance that Engineers have Learned to Trust
ve Learne
the finest. fast!
1000's of Items
Ready to Ship
TODAY!
New Interchange
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8-13-DES.indd 9 15-05-21 7:17 AM
10 DesignNews
May/June | 2015 www.design-engineering.com
Palette to correspond to a separate layer or build region of the part. The resulting single strand then feeds into any FDM printer with an accessible input feed for standard 1.75mm filament.
In addition to multi-color output, the Palette can also handle multi-material builds. New PLA-based materials — including desolvable, conductive, rubbery or even carbon or stainless steel infused filaments for example – expand the design possibilities of inexpensive DIY 3D printers. As an example, the Mosaic team printed a working flashlight with integrated leads to connect a battery and LED.
Mosaic Manufacturing estimates the first production units will ship to early adopters by January 2016. In preparation for full production, Mosaic says it built and tested several pre-production units prior to the Kickstarter launch and has secured deals with multiple suppliers.www.mosaicmanufacturing.com
Drone becomes Canada’s highest grossing crowdfunding campaignDreamQii, a robotics company based out of the DMZ at Ryer-son University, has led the highest grossing Canadian campaign in Indiegogo’s history, raising more than $2 million USD (over CAD$2.5 million). The Toronto-based company’s portable, snap-together PlexiDrone has captured the attention of aerial
photographers due to its modular design, GPS “follow me” mode, obstacle avoidance, retractable landing gear and multi-vantage-point swarm filming capabilities.
DreamQii was started by Ryerson University aerospace engi-neering graduate, Klever Freire, and has grown to ten full-time staff within Ryerson University’s Digital Media Zone (DMZ) business incubator facility. The company says it plans on manufacturing PlexiDrone in Ontario and projects more hires as it ramps up for the UAV’s Fall 2015 release date.www.plexidrone.com
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DreamQii founder and CEO Klever Freire and the PlexiDrone team
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at the company’s Ryerson University DMZ offices in Toronto. (PHOTO
CREDIT: BRIAN B. BETTENCOURT)
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12 DesignNews
May/June | 2015 www.design-engineering.com
Our wide range of products gives you maximum design freedom.As the leader in linear motion, THK is dedicated to developing not justthe best choices, but also the most choices in linear motion solutions.Our virtually limitless range of products includes linear motion guides,
ball screws, actuators, specialty products and more - many featuring ourpatented Caged Technology.
To learn more, give us a call at 905-820-7800or visit www.thk.com.
Spectrum MS wins 2015 Fluid Power ChallengeThe Canadian Fluid Power Association (CFPA) announced that a record number of middle school student teams took part in the Toronto edition of the industry association’s Fluid Power Challenge this year. In total, 19 West Toronto middle schools fielded four-student gender-balanced teams to the annual com-petition, which tasked students to design and build fluid-power mechanisms for placing a cylindrical object on a stepped plat-form. The number of pick-and-place cycles a school’s machine
completed in the demonstration time along with a grade for the quality of its design portfolio determined the winners of the competition.
A partnership of the CFPA and the Toronto District School Board, the Challenge is intended to provide Grade 8 students with hands-on experience building a mechanism with real world applicability and to open their eyes to the world of technology careers and, in particular, careers in fluid power.
At this year’s May event, held at Scarlett Heights Entrepre-neurial Academy in Etobicoke, 12 of the 19 schools successfully demonstrated their devices by completing at least one “hands-off” cycle while the remaining six teams were able to achieve combinations of rotating or elevating their devices or gripping the cylinder. In the end, however, there were two winners. Spectrum Alternative Senior School took the overall award based on how well their device performed and the quality of their portfolio. The students from Beaumonde Heights Junior Middle School won for best portfolio, which was awarded for the first time this year.
The Toronto edition of the Canadian Fluid Power Challenge began in 2001 as the Hilltop Challenge. This year marked its return after a two-year hiatus due to issues beyond the control of the organizers.www.cfpa.ca
Bring Your Machine To Life With an Automation ControllerAerotech’s standard controllers are fl exible enough to handle almost any application. From the simple motion of this mechanical wasp’s head, to coordinating multiple axes in your machine, Aerotech automation controllers are the answer. Users can program in G code, PLC, .NET (C#, VB.NET), C, MATLAB®, or LabVIEW®. Aerotech will also customize the controller for your needs.Contact an Aerotech Application Engineer today to learn how our automation controllers can benefi t your application.
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The 2015 Canadian Fluid Power Challenge winning team from Spectrum
Alternative Senior School: (from left) Ben Page, Russell Fenton, Ms.
JoAnne Murray, Rayne Fisher-Quann, Yoon-Ji Kweon.
8-13-DES.indd 12 15-05-21 7:17 AM
Our wide range of products gives you maximum design freedom.As the leader in linear motion, THK is dedicated to developing not justthe best choices, but also the most choices in linear motion solutions.Our virtually limitless range of products includes linear motion guides,
ball screws, actuators, specialty products and more - many featuring ourpatented Caged Technology.
To learn more, give us a call at 905-820-7800or visit www.thk.com.
8-13-DES.indd 13 15-05-21 7:17 AM
May/June | 2015 www.design-engineering.com
Hyped technology takes a back seat to the fundamentals for serious CAD users.
by Ralph Grabowski
In its annual Worldwide CAD Trends Sur-vey, British-based consulting firm, Busi-
ness Advantage, surveyed 635 CAD mangers and users in several countries. The survey reports on 15 areas of interest that are — and are not — important to users, such as 3D modeling, cloud and real-time rendering. There are several firms that survey the atti-tudes and aspirations of CAD users; this happens to be the most recent one.
To conduct its survey, Business Advan-tage asks nearly the same set of questions every year. This allows them to spot trends: Which CAD topics are gaining interest, and which are declining? For each topic, the survey asks respondents (1) if they are aware of the technology and (2) if they actually use it. Based on the multi-year survey results, the company places these CAD-related technology trends into one
of four trend quadrants (See figure 1).The results are shocking. Hyped tech-
nologies — like cloud-based CAD, virtual reality and pay-as-you-go monthly sub-scriptions — suffer from low use and low importance. According to the survey, few design firms care about them, let alone use them. The media darling, 3D printing, fares better by making in into the Emerging category. Newer technology, like mobile CAD, just gets its nose into the all-impor-tant Leading category, while 3D modeling blows away everything else.
Clearly there is a disconnect between the shiny toys CAD vendors desire to sell you (and the media loves to talk about), and what we actually use in the office to get our work done. The disconnect is even clearer at CAD conferences, when users cheer for better 2D drafting and not better cloud-based CAD. To be sure, the survey has its drawbacks. It does not ask about
The State of theMCAD Industry
14 CADReport
Figure 1: CAD technologies assigned to usage and importance quadrants
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2D drafting, CAM and other aspects important to users.
For the remainder of this article, let me take you into a deeper look at current trends CAD technology. I’ll describe some of the pros and cons for each one and indicate which CAD vendors are active in that area.
3D ModelingThree-dimensional modeling was given a boost last decade with the launch of Space-Claim and its easy-to-use direct editing. Although direct 3D editing is not new and the software only ever sold 30,000 licenses, SpaceClaim remarkably spurred the heavy-weights to action. Siemens PLM invented Synchronous Technology direct editing for NX and Solid Edge; Autodesk developed its Fusion direct editor; and PTC merged its history-based Pro/E and direct editor CoCreate to create Creo.
Fast forward to 2013, and new Web technologies make 3D modeling effective in browsers — and cheap to program. New companies with just a couple of employees lurched to life, pocketed millions in financ-ing and then dropped like flies. Names like sunglass.io, TinkerCAD and To3D either went quickly under or mercifully were bought out.
As the companies found, it’s easy to write a basic 3D modeler that’s fun for school children, but it is tough to make a serious one for which professionals would actually pay.
In 2015, serious Web-based CAD has became the new goal. Enter a group of ex-SolidWorks employees who, after landing $64 million in funding, released the Onshape modeler earlier this year, the first Web-only, seriously-3D CAD program. Meanwhile, over in Germany, Graebert self-funded a Web-based 2D CAD program code-named Xenon.
In just one decade, we’ve gained easy direct editing, mesh modeling, “anywhere” access through Web browsers; even 2D/3D constraints and parametrics are available in sub-$1000 CAD programs.
3D PrintingThe only aspect of 3D modeling familiar to the general public is 3D printing. It’s been overhyped by reporters who don’t understand this “new” technology that’s
already 25 years old. As the employee of one 3D printer firm told me, the media has created problems for his industry by dis-cussing the topic in unrealistic terms, like “fast,” “one in every home” and “print replacement parts easily.”
The reality is that for consumers it’s expensive, slow, size-limited and typically uses a generic material (like melted ABS plastic) that’s unsuitable for replacement parts that need to be made of tough mate-rials, like Bakelite (seen on pot handles), Delrin (a slippery plastic), or stainless steel. Even cheap 3D printers (under $500) become expensive as we buy additional spools of material.
3D printing is best used by big organi-zations who can afford fast printers and the staff to tend them, and by hobbyists who have the time to dabble.
Any CAD package that can output 3D models in STL format can be used for 3D printing, and most can. But Autodesk is the only CAD vendor to put big funding into 3D printing, no surprise given that it has a CEO who likes tinkering. Today, the company is attempting to set standards for the industry and is acquiring 3D printing companies.
CloudCloud-based CAD is hyped by software companies hoping to profit from this pivot in how data is stored and accessed. However, as the BA survey shows, CAD managers and users are not that interested in it.
The three primary concerns are security, security and security. Proponents like to claim that our desktop computers are a greater risk, or that since we do banking on the cloud, why not CAD on the cloud? While banks cover every cent lost, CAD vendors offer us T&Cs (terms and condi-tions) that disavow all responsibility for our data. That’s not reassuring.
Other drawbacks include the lack of a permanent license for running cloud-based software: Your design firm’s ability to service customers could be cut off should a recession make ongoing payments dif-ficult. And there are many styles of cloud-based CAD: Remote-hosted, in-house, hybrid, Web-browser (true cloud), and mobile (also hybrid) to consider.
Some cloud functions are free (like hav-ing a few gigabytes of data storage), but
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everything else is charged, either on a monthly basis, such as gaining more storage space, or uses tokens on a per-job basis, like FEA and rendering runs. Payments can become confusing as you buy tokens for jobs, but then have little idea how many tokens a FEA job will consume.
Autodesk, Dassault Systems, Onshape, and Graphisoft are leading the charge into CAD on the cloud, while PTC, Siemens PLM, Bentley and Bricsys would rather wait it out, preferring for now to put only data manage-ment in a cloud.
The CAD leaders in browser-based CAD are Autodesk, with its extensive 360 line of software, and Onshape, with its one and only software. (See figure 2)
Mobile AppsMobile CAD runs as small apps on tablets and smartphones, but CAD vendors hit their peak enthusiasm back in 2013. Ven-dors became discouraged as downloads numbered in the tens or the hundreds. Actual usage is far lower: The industry rule-of-thumb is one app is used (defined as used at least once a month) for every six downloads.
Nevertheless, CAD on mobile devices provides convenient access to drawings at job sites, especially through file services like Dropobx or even email. But the operation of the software suffers from the restrictions in mobile hardware.
Most mobile devices have just 1GB or 2GB RAM (a very few have 3GB or 4GB), into which the entire Android (or iOS) operating system and all of the CAD app and its data must fit, plus any apps running concurrently in the background, like monitoring the phone. Because mobile operating systems do
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Figure 2: Onshape running purely in a Web browser and on a remote server
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not page memory to other storage (like in Windows), the size of drawings is limited.
Desktop CAD relies on GPUs to handle the rendering tasks, which is why CAD vendors recommend specific models of nVidia or AMD graphics boards. The GPUs in smartphones and tablets are far more limited — and slower — at rendering.
The good news is that the ARM-style CPUs used in mobile
devices are now as fast or faster than today’s laptops. For example, my new phone runs at 1.7GHz, Apple’s newest MacBook 2015 runs at 1.3GHz in the most expensive model.
Again, Autodesk is the leader in the mobile app arena, with more than ten million down-loads for the Android version of AutoCAD 360. (Apple does not report download numbers.) Graphisoft is working hard at updating its BIMx software for viewing 2D and 3D models made by ArchiCAD. IMSI/Design has a strong suite of iOS-only apps for recording data at job sites (see figure 3), and Orthograph’s Architect 3D for iPads is mature software for capturing floor plan surveys.
We live in exciting times—well, maybe puz-zling times—as CAD vendors blast many kinds of new technology at us, hoping that one (or
more) will stick. Fortunately, nearly any software using new technology can
be tried out for free, and I urge you to try out several products in any class. Not everything that is new is useful, but I find that these things work themselves out over time as users determine what is truly effective. DEhttp://worldcadaccess.typepad.com
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Figure 3: TurboSite recording geo-located photographs on a site plan, running on an iPad
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Renault uses Maple software to develop new motor for full-electric vehicle.
To bring its first full-electric car, the ZOE, to market successfully, French automobile manufacturer Renault wanted to create a
new motor design. Rather than restrict themselves to existing designs and processes that are often inadequate in handling both driving pleasure and mass production requirements, teams were given the opportunity to start with blank canvases, while respect-ing standard constraints of deadlines, budgets and quality.
In particular, a group led Patrick Orval was in charge of struc-tural analysis for the wound rotor of the motor. In the earlier phases, they turned to Maple and started quickly with first-order approximations of the rotor (figure 1). Using the mathematical modeling software, they got a sense of how the components would behave with different parameters and operating conditions, allow-ing accurate choices to be made for the main dimensions.
After analyzing this first set of results, they also understood which topics would demand higher fidelity. From there, they
further developed the corresponding mathematical models in Maple based on the physical equations.
“As a beginner, I found Maple to be very user friendly and intuitive,” said Orval, who works as a computational modeling and simulation methods engineer at Renault. “We began by building mathematically-simple models, and were able to get results in line with project goals. Using the wealth of in-product and online support and resources, we were able to gain confidence and develop more sophisticated models in a short amount of time.”
One particular issue of growing complexity solved with Maple was the slot wedge, which holds the rotor wire in place to ensure reliability over both maximum loads and long-term operation. By modeling wedge deviation under centrifugal and thermal loads, they determined a first simple rule based on flexural stiffness. By taking into account competitors’ data, they selected the appropriate thickness and material for the wedge.
Thanks to this simple model, an opportunity to reduce the mass of the rotor was detected (the lighter the better, as the car can go further on the same battery charge). They imagined a
CADBeat
Figure 1: Modeling the
slot wedge at 1st order
approximation
Figure 2: 5% reduction in mass of the rotor
(a) Cross-section of the ‘new-shape’ for the slot wedge
(b) Dynamic optimization in Maple for two parameters (e0, L0)
Mathematical EXPRESSION
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solution depicted as two thicknesses that were ‘mathematically connected’ in Maple to create a first-order approximation of a new slot wedge. This was done in a parameterized analytical manner, so that they could easily determine a viable set of dimensions for this ‘new shape’ of the wedge. They then investigated the concentration factors library to limit stresses at the point where the wedge thickness changes, and performed finite element analysis (FEA) to validate the complete design. This work not only enabled the team to reduce the rotor mass, but it also led to the successful filing of a design patent.
“Maple was instrumental in helping to define the third-generation e-powertrain rotor,” Orval said describing the achievement. “Its breadth enabled us to create models that are perfectly suited to our needs and achieve outstanding results early on in the design process. Additionally, the work carried out with Maple significantly contributed to reducing our engineering costs, by enabling us to incorporate third-party technology such as FEA.”
Having developed the slot wedge, the team then went on to examine the resulting internal stresses on the wires in the system. Among other factors, internal stresses are determined by wire stiffness and the friction between the slot wedge and the stack of metal sheets – both of which were completely unknown and difficult to determine. Previously, they would have used a finite element model. However, that approach would have required a tedious amount of trial and error, and the team would have encountered difficulties with numerical convergence.
Using Maple instead, the team was able to model non-linear features such as friction between the wedge and the stack, and local loss of contact between wires and the wedge at high revolution speeds. They expect it to yield good physical results, because the set of ODEs and the conditions governing the wedge deviation were fully coupled.
ODEs for wedge deviation v(x) are:
With boundary conditions:
While hyperstatism { Ry , u(0) } and Coulomb’s friction law can be solved by:
The two unknowns (wire stiffness and friction coefficient) were determined by comparison with strain measurements, and finally used as first realistic data in an FEA of the rotor.
“Maple greatly reduced the need for experimental learning,” Orval said, sum-ming up this phase of the project. “Both the development timescales and rotor reli-ability are in line with project expectations – a combination that would not have been achieved without the use of Maple.”
As Orval and his colleagues work on subsequent phases of the project, they plan to continue using Maple to analyze and validate their design options. DEwww.renault.com
This story was contributed by Maplesoft.
19CADBeat
Figure 3 – Realistic deviation v(x) obtained with
Maple
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Quebec’s Magnum MK5 draws on decades of race car engineering to deliver a street-legal beast.
By Costa Mouzouris
You can count the number of Canadian carmakers, past and present, on one hand. In fact, many of you would probably be
surprised that there were any cars designed and built in Canada at all. Although there are cars currently being manufactured in Canada by American, Japanese and Korean automakers, there have been only a handful of true Canadian cars, the more recognized being the ill-fated Bricklin and the Manic GT in the 1970s, and more recently the Lamborghini-esque HTT Pléthore LC-750.
The latest car to enter this very exclusive club is the Magnum MK5, a street-legal supercar designed primarily for racetrack driving, and built by Magnum Cars of Boucherville, Quebec. Founded in 1968 by machinist and auto racer Jean-Pierre St-Jacques, Magnum Cars might be unknown to the general public but in auto-racing circles it has built a reputation on reliability and race-winning performance. As the MK5’s name suggests, there were four previous cars built, all of them focused strictly on racing, including the MK3, in which famed Formula One driver Gilles Villeneuve began his career.
The mid-engine MK5 is the brainchild of Jean-Pierre’s son, Bruno St-Jacques, a former auto racer who has competed in Formula Atlantic, FIA Formula 3000 and Rolex Sports Car Series champi-onships. Since hanging up his racing suit, he has tapped his knowl-edge of race cars to build the MK5.
The MK5 is built on a tubular-steel, open-wheel type frame, using suspension components machined from 6061-T6 billet alu-minium and can produce up to 250 horsepower (a 210-horsepower engine is standard). On the surface, the power numbers alone are not so spectacular—until you factor in the car’s dry weight. With
bodywork made entirely from carbon fibre, it weighs in at a svelte 545 kg, giving it a power-to-weight ratio of 460 hp per tonne. That’s enough to propel it from zero to 100 km/h in a scant 3.2 seconds, just two tenths shy of the 600-hp Ferrari 458 Speciale.
Starting from ScratchTo design his first high-performance street-legal vehicle, St-Jacques started with the basics: The placement of the four wheels (wheelbase and track width), the seating position, and the type of engine and its location within the chassis. The engine, a 1.3-litre inline four-cylinder with integrated six-speed transmission, as well as the ECU, were sourced from a Suzuki motorcycle. It’s an engine that has been used by other makers of track-oriented cars, like the Radical, and has proven powerful, reliable and easy to maintain.
With these parameters set, he assembled a small team and designed a 3D model of the rolling chassis. The virtual prototype was then run through a series of computer simulations, testing various suspension geometry setups before building a test mule to experience what the computer reported about its performance.
Designing Canada’s SUPERCAR
CoverStory
(Top) Street legal but designed for track racing, the MK5 supercar, built by
Quebec-based Magnum Cars, accelerates from 0-100 kph in 3.2 seconds,
has a top speed of 240 km/h and handles up to 2Gs of lateral force.
(Inset) The MK5’s interior features carbon fiber seats with six-point
harnesses, racing controls for the 6-speed sequential gearbox and backlit
digital gauges mounted onto a removable, suede-wrapped steering wheel.
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According to St-Jacques, there were very few adjustments made to that test mule, which resembled a tubular-steel Formula racecar chassis, and was about 80 percent on target in performance right from the start.
“We decided on a tubular chassis to maintain an aspect that links the car to our Formula racing history,” says St-Jacques. “We’ve built [open-wheel] Formula cars, we’ve raced Formula cars, and we wanted to marry that with the look of a prototype car you’d see at Le Mans, or at Daytona in the Rolex endurance races.”
With a working chassis built, St-Jacques contacted Brio Innova-tion, a Sainte-Thérèse, Quebec-based industrial design firm special-izing in transportation. The firm typically takes on much larger projects, like designing Bombardier’s Flexity Outlook streetcars for Metrolinx, as part of Toronto’s $11.5 billion public transit restructuring project. Other clients include BRP, Nova Bus, Prevost and Via Rail. Brio has, however, tackled smaller projects, like the Campagna Motors V13R three-wheeled roadster, which is what drew St-Jacques’ attention to the Quebec-based firm. Brio handled the design of the MK5’s bodywork and cockpit, as well as 3D sur-face modeling.
Luc Bourgeois, Brio’s director of innovation, made preliminary drawings based on conversations with St-Jacques, initially express-ing with doodles on paper what the thirty-four-year-old former racer had visualized in his mind.
“We began with cues Bruno gave us,” says Bourgeois. “He liked taut lines; nothing too organic or sculptural—nothing soft.”
Bourgeois also used St-Jacques’ baseline markers, or “hard points” like wheel location and seating position, to design the body. The design process included a tremendous amount of collaboration between the two firms, and included hand-drawn sketches, clay models, drawing onto photos of existing cars, and Photoshop mock-ups using screenshots of early CAD images. It also helped that St-Jacques had a rolling test mule, onto which makeshift body panels were applied to further advance the design.
Computer modeling—and further conversations—refined the design to a point where a scaled-down clay model could be built. To reduce costs and complexity, the 1/5-scale model was actually built along a mirror, the reflection filling in the gaps for a complete visual. According to Bourgeois, small-scale models are necessary for providing an initial visual impression, but can’t be relied upon for finalizing a design. A former designer at Bom-bardier Recreational Products, Bourgeois expressed the risks of using scale models.
“When we were at BRP, we would build almost no small-scale models because we’d often get a ‘full-size surprise,’” he says, alluding to how small-scale models often mask proportional discrepancies that may only be exposed after visualizing a vehicle in full scale.
Once the basic design was settled upon, it was handed to Brio’s development director, François Couillard, who used 3D surface modeling to simulate different surface textures, digitally reproduc-ing how a light source reflected off the various surfaces from dif-ferent points of view, and how the car’s various lines and curves blended with one another.
From Screen to StreetDevelopment of the MK5 was a very dynamic process, involving countless meetings and phone calls between St-Jacques and the design team at Brio, with the learning curve arcing both ways.
Brio’s designers brought ample knowledge of aerodynamic design to the table, having worked on projects like the Prevost H3-45 bus, which relies heavily on aerodynamics to reduce drag and subsequently fuel costs.
Brio also advised St-Jacques about the design limitations dictated by a track vehicle that’s also street legal. Head and taillight place-ment, reflector and rear-view mirror location, and other safety factors are within Brio’s expertise. An example of this can be seen in the slots in the front and rear fascias, which conceal the lights required for street driving, but also act as air ducts that provide aerodynamic downforce and brake-cooling functions for hard racetrack use.
St-Jacques, on the other hand, taught Brio about racecar-specific aerodynamic design, explaining why the undercarriage had to be
CoverStory
This CAD model of the MK5’s 18-inch alloy wheels reveals the double,
unequal length a-arms of the supercar’s adjustable, pushrod-activated
suspension and 4-piston-calliper disk brakes.
Seen here as a scale clay model, the MK5’s exterior
was designed by Quebec-based industrial design firm,
Brio Innovations. Fashioned from carbon fibre, the
modular body’s internal front wing, front splitter, flat
underbody and rear diffuser accentuate brake cooling
and downforce given the car’s 545kg dry weight.
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flat, and how a front splitter and rear diffuser combined with the flat bottom to create downforce at speed. These devices were unknown to the Brio team, and St-Jacques brought them up to speed on their design and function.
Once the final design was achieved, after about three years of work, CAD data was used to produce the moulds for the carbon-fibre body panels. To validate the aerodynamics of the design, the car was shipped to Mooresville, North Carolina, where it was tested at the A2 Wind Tunnel facility. Again, no changes were needed post wind-tunnel testing.
As a former auto racer, St-Jacques under-stands that the costs associated with hard track driving can be exorbitant, so the MK5’s light weight not only benefits handling, but also contributes to low tire and brake wear. Con-struction is also modular in design, to make disassembly and maintenance easier. Unlike, say, a Toyota Corolla, the MK5’s entire body can be disassembled in minutes to gain access to the various mechanical systems, which can also be disassembled as units.
Curvaceous Silhouette The CAD process and continuous feedback from both companies proved effective enough that no further tweaking was needed once the prototype was constructed (it’s the only Mag-num MK5 currently in existence). The form-fitting body hugs the chassis beneath, giving the car an hourglass silhouette from above. Despite its almost full bodywork (there’s no roof or windshield, and you must climb into it from above like a true racecar), body openings reveal some of the mechanical components beneath giving it an almost skeletal appearance.
“It’s almost like we shrink-wrapped the body over the cockpit,” says Bourgeois. “The openings in the body give you a peek at the suspension components and the cooling system, providing a good marriage between form and function.”
Although designing the MK5 was a relatively small-scale project for Brio, it was nonetheless a challenging departure for the firm, requiring a lot of manpower, and even, according to development director Couillard, some rethink-ing of manufacturing techniques.
“The complexity and precision of some of the components we designed caused some of our suppliers to rethink the way they approach certain operations,” says Couillard. “They learned a few things that they are now applying to other projects.”
To date, the MK5 has accumulated several thousand kilometers of track testing, which according to its maker has so far revealed no
major issues. Plans are currently in the works to construct a manufacturing facility to produce an initial production run of 20 cars scheduled to commence later this year. DEwww.magnummk5.com
Costa Mouzouris is a Montreal-based automotive freelancer and former motorcycle racer whose work regularly appears in Toronto Star Wheels section and CanadaMotoGuide.com.
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By Terra Lariviere and Aarthi Vig
An engineering licence, the coveted P.Eng. designation, is a must-have for many professional engineering jobs in
Ontario. It’s especially desirable for anyone wanting a career path that involves upward mobility and progression in most engineering organizations and companies, big and small.
The process to become a P.Eng. can be long and arduous under the best of circumstances. So imagine being new to the country, not fully understanding the system or the work culture, not sure how to start the ball rolling or where to find help, and trying to communicate in your second or third language. It can be downright daunting.
“OSPE offers an exam skills preparation course for internation-ally trained engineers with funding help from the Government of Ontario,” says Aarthi Vig, who manages the program. “To be licensed in Ontario, everyone must write and pass the Professional Practice Exam (PPE) administered by Professional Engineers Ontario (PEO). Internationally trained engineers (ITEs) some-times don’t realize that while there are other exams in the PEO process that test engineering technical knowledge, the PPE tests
only an understanding of ethics and law.”Finding a job as a professional engineer in Canada
and being successful at it requires a lot more than credentials. It’s these other less-understood and less clearly articulated skills and criteria that many ITEs are not prepared for when they arrive here.
“There’s a mismatch between what our immigra-tion information tells engineers who are considering coming to Canada and what really happens on the ground,” Vig explains. “The evaluation process they undergo when applying to come here is not the same as the one the licensing body uses. We meet many ITEs at OSPE job fairs who are confused and discour-aged. We try to offer some education about what the licensing process really involves.”
There’s another piece to the puzzle. Three years ago, Engineers Canada released a labour market study projecting a demand for about 5,000 engineer-ing positions per year in Canada for the rest of this decade. It also predicted that over 1,300 engineering positions would remain unfilled in Ontario annually.
Clearly, there’s a discrepancy between how many trained engineers we think we need and how many are actually being absorbed into the workforce each year.
“Twenty-five per cent of key engineering person-nel are due to retire soon, and only 25 per cent of new engineering graduates are actually being hired into engineering positions,” says Vig. “If it’s true that there won’t be sufficient numbers of domestically trained engineers to replace the retirees, the question becomes how to adapt our policies to look at and effectively access other groups who can fill the need.”
In the face of apparently conflicting information, OSPE conducted its own research, surveying engi-
neering employers and engineers directly.“What employers told us was that ITEs put too much empha-
sis on technical knowledge and experience and not enough on ‘soft skills’, like communications and teambuilding,” says Vig. “They said it’s hard to access academic qualifications and work experience from outside the country. A full 76 per cent said the P.Eng. designation was an important or very important quali-fication. But the Catch 22 is that engineers need to have at least one year of Canadian experience to obtain their P.Eng.”
The perspective is different for those ITEs who are looking for a spot in the Canadian job market. Most emphasize their technical skills, thinking employers would see this as a positive. Many believe, too, that they have the soft skills companies say they want, but employers just aren’t recognizing them.
Another recent OSPE study, Crisis in Ontario’s Engineering Labour Market: Underemployment Among Ontario’s Engineering-Degree Holders, examined data from Statistics Canada about the types of jobs Canadians held as a function of the field of study in which they obtained their degree. It found that among immigrants, almost 24,000 worked as engineers or engineering managers versus more than 43,000 of those with a Canadian
In the Canadian engineering job market, local training, experience and English-sounding names trump international skills and education.
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degree. Translation: Only about 21 per cent of ITEs were work-ing in their field of study, compared to over 38 per cent of those who trained in Canada.
If the projections are true and we’re going to need more engineers, how can we find those with the right skills to satisfy the anticipated shortfall or get those we have retrained in the right areas? Perhaps more to the point, how can we address the challenges so many new-Canadian engineers face, those who have the knowledge, training and skills we say we need, but can’t get employers to recognize them?
“OSPE can do a lot to help turn the tide,” says Vig. “Network-ing with other engineers is a very effective way to make those all-important contacts that can help individuals get a foot in the door. An overwhelming number of opportunities are not adver-tised. ITEs need to learn how to access that hidden job market.”
Vig says we need to examine how we talk about organizational structures in North America. We tend to perceive ourselves as operating team environments in business, but most of our orga-nizations are still really hierarchies. When employers are evalu-ating credentials, they often view them through a team-oriented lens, whether their company truly operates that way or not.
“At OSPE, our job-searching and professional development workshops can help ITEs dissect what this language and manage-ment philosophy means and how to reflect it in covering letters
and resumes,” she suggests. “Show them how to describe their experience in ways that are more reflective of Canadian culture.”
Flexibility and repackaging must go both ways. Vig says all the responsibility can’t rest with just the ITEs. Employers must be willing to change job postings to draw in people who have skills that are honestly transferable.
“We’re also educating employers about the way they determine the qualifications for postings, like using the P.Eng. designation as a proxy for real requirements. Someone who’s going through the licensing process may be just as capable of meeting their needs,” she says.
Recently, a Northern Ontario employer who attended an OSPE presentation adjusted their posting in the way Vig suggests, and an ITE who had been using OSPE for job-hunting help got the job. All it took was a little time, patience and willingness to reframe the problem so that new solutions could evolve. Sounds like the approach a competent, well-trained engineer would take. DEwww.ospe.on.ca
This article appeared in the Winter 2015 issue of the Ontario Society of Professional Engineers’ magazine, The Voice. Terra Lariviere is a Toronto-based writer, editor and communications consultant. Aarthi Vig is the Project Development Manager for OSPE’s Professional Development And Career Services department.
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May/June | 2015 www.design-engineering.com
26
By Dennis Honkanen
When students at Sweden’s Lund University were building their team’s sixth formula student
vehicle to compete at Silverstone and Hockenheim in the summer of 2014, they needed to develop a chassis control module (CCM) that could complement the engine control unit (ECU) and offer data logging and rugged control capabilities.
By easing and minimizing driver interaction with the vehicle, the CCM lets the driver focus on the track and improve lap times. As such, driver input and control must work flawlessly during operation. After all, if shifting or clutch actuation fails, the vehicle might have to forfeit the race.
For their CCM, the design team followed three design cri-teria: Extensive data logging, simplified driver interaction and extreme reliability. Due to the amount of vehicle testing planned, data logging and data management were important to simplify-ing and optimizing test procedures.
The system consists of two parts. The first part, real-time control, focuses on response time and stability since it is respon-sible for clutch control, gear engagement with spark cut, brake light triggering and driver interfacing. Alongside that is a high-rate data acquisition system that logs and, to some extent, processes data from 27 sensors for wheel speed, damper movement, accelerometers and driver behavior, among others. The main focus is to handle all incom-ing data in an effective way.
Hardware ConsiderationsEmbedded systems with different requirements are often separated in hardware to make sure the timing requirements for the real-time control are met regardless of variations in data rate from the sensors. For instance, the
team had considered using a simple ~20 MHz microprocessor to run the real-time control, due to its deterministic properties, while running the data acquisition on a National Instrument’s CompactRIO controller.
However, because of its real-time properties, the team real-ized they could use LabVIEW’s reconfigurable I/O (RIO) archi-tecture to run both subsystems without timing problems or deadlocks. Since weight is a major concern in race cars, the student team decided not to use CompactRIO and, instead, chose the lighter myRIO embedded device and LabVIEW soft-ware for the final deployment.
The systems use 33 of the ports on the myRIO, excluding power and ground connections, meaning that the hardware connector types had to be reliable and easy to connect. The standard connectors on the myRIO allowed the PCB containing
all sensor pre-scaling and filtering to be wired using a flat cable, which simpli-
fied installation and alterations.An automotive system must
withstand quite a bit of physical abuse, including vibrations, impacts and a wide temperature range. In particular, the team was concerned about vibration; the racecar’s 450cc, one-cylinder engine produced substantial vibra-
tions in the chassis, which trans-ferred to every component on the control system. However, extensive road testing (more than 500 km) demonstrated that the myRIO with-stood the strain.
MotionControl
The Lund racing team’s steering wheel CCM inputs
include shift paddles, clutch actuation lever (not visible),
various multipurpose buttons and a feedback display.
University racing team streamlines CCM design for Formula race car using NI myRio controller and LabView platform.
Lund University’s formula student car performing the skidpad event at
Hockenheim in Germany. (Pictures courtesy of formula student Germany)
Chassis CONTROL
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27
Versatility and CompatibilityBeyond the controller’s ruggedness, the versatility and compatibility of the myRIO unit allowed the team to integrate it alongside the ECU using CAN. This opened up the possibility of interfacing with engine parameters in a much more coherent and efficient way.
In addition, LabVIEW’s environment allowed for fast software development and easy reconfigu-ration between software iterations. This turned out to be crucial during testing as the race team often needed to make small software changes in between testing runs.
In addition, the WiFi capability of the myRIO allowed the team to transfer code iterations to the unit in the field without having to open up enclosures and physically connect the myRIO with the development laptop.
Overall, the Lund University team said the NI platform met the requirements for their system in terms of physical robust-ness, computational power and embedded functions (A/D converters, selectable pull-up resistors, and more).
One minor hardware issue was the myRIO’s relatively long startup time (10-15 seconds). This meant the team needed to implement power backup systems to handle eventual shorter voltage drops, as occur if the engine misfired during startup.
From the software side, LabVIEW offered a fast development process with easy debugging and many built-in real-time programming considerations that, according to the develop-ment team, lowered the bug count substantially.
In the end, the Lund engineering team was able to suc-cessfully design and implement a CCM for the steering wheel-mounted driver inputs that reduced driver fatigue while also providing rugged and reliable shift and clutch control. DEwww.ni.com
Dennis Honkanen is the electronics manager for the Lund Formula Student Engineering team.
MotionControl
A simple schematic of the myRIO CCM system shows some of the inputs and outputs.
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May/June | 2015 www.design-engineering.com
28
Poorly specified fasteners can have devastating effects on the bottom line.
By Jim Miller
From concept and design to manufacture and distribution, a single product can cost thousands of hours to develop and
millions of dollars to bring to market. Often times, the success or failure of its purchase are related to differing factors that include pricing, critical reviews, quality, reliability and brand reputation.
However, nothing can derail a promising introduction or tarnish a company’s image faster than a product recall or reports of injury damage or worse caused by a malfunctioning or faulty component. The cost to replace the product can be the least of worries. How can trust be rebuilt if someone, especially a child, is injured? Don’t even mention litigation or settlements. Some companies never recover from such tragedies.
Design engineering is essential to getting it right the first
time. Unfortunately, what looks good on paper doesn’t always work in the field, home or roadway. This is particularly true for the specification of fasteners. All too often, the proper selection and insertion of bolts, nuts and screws into the process is an undervalued ingredient to the process. Pricing and relationships many times take precedent over good sense.
Never forget that fasteners hold the whole thing together, no matter what it is, and should always outlast the product’s life cycle or warranty. What damage or inconveniences can be cre-ated by a coffee pot with a broken handle or a snow blower that stops working on a cold, wintry day because the fastening pin broke in the engine shaft? Consumers seldom see the lighter side of such situations.
Furthermore, problems like these happen all the time across varying industries. According to a recent report in Global Fas-
tener News, one of the world’s largest luxury-vehicle makers recently recalled approximately 400,000 cars and SUVs worldwide because of a defective bolt design.
In 2009, a leading manufacturer recalled nearly 750,000 high chairs due to hundreds of complaints surrounding the loosening or falling out fasteners and screws, which resulted in the seat backs detaching or declining unexpectedly. Several years ago, a leading home fitness com-pany also recalled nearly 70,000 home gyms due to fasteners that failed to secure the rod box to the frame on at least 10 occasions.
It doesn’t take much to cause a panic. A few structurally-unsound or poorly specified fasteners can have devastating effects on the bottom line, while creating anything from a minor inconvenience for a few people to catastrophes for entire families.
As a result, fasteners should never be con-sidered mere commodities in the design and build process. They are and must be recognized as an integral part of the product’s long-term viability. This starts by asking the right ques-tions. What is the product’s life span? What is the potential for risk and injury? Is the fastener inserted to simply hold a part in place or will it be load bearing? What will be the weight of the load? What are the environmental and climactic conditions in which the product will be used? What is the temperature range? What
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29
is the composition of the other products? How much stress or vibration will the fastener have to absorb?
Without fully factoring each of these questions into the equation, fasteners can fail in two ways. Most common failures are related to either faults in the manufacturing process or errors in design and assembly. For instance, on the manufacturer end, problems can commonly be related to the improper construction of the fastener itself, flaws in the metallurgy, poor thread angling or the unintentional introduction of hydrogen in the finishing process resulting in fractures or hydrogen embrittlement.
On the design side, numerous challenges can arise if the joint design is unable to bear the load when tightened. This can result in self-loosening, fatigue, wear or even gasket leakage.
First of all, the proper choice of alloys is imperative for smooth, long-lasting operation. This is especially true in applications where corrosion is a major concern. Whether due to the interaction with other chemicals or the environmental consequence of use in highly-acidic areas such as ocean-front homes or businesses, it is impera-tive to specify fastener materials that appropriately resist common corrosion problems as well as stress corrosion cracking.
As an example, 305 stainless steel fasteners are ideal for use with chemically treated materials, plywood applications and all wood applications which are exposed to weather, high mois-ture and other caustic conditions. The high nickel content of the 18-8 stainless steels are also known for delivering superior
corrosion resistance, eliminating discoloration and staining around screw heads when inserted into various types of stained or unstained woods such as cedar or redwood.
In addition, eliminating play in the thread is essential for ensur-ing screws will not loosen under dynamic loads or as a result of vibration or other static forces. Normally designed with low car-bon steel, light alloys or even some plastics, thread forming screws can provide a viable option for eliminating thread play when confronted with applications involving intense vibration.
Another important consideration is lubrication, which can help convert torque energy into actual clamping force and maintain consistent torque-tension relationships. Coatings can also enhance the corrosion resistance of all forms of screws used with hard or soft woods, chipboard and other tough or treated materials in both ACQ and salt spray conditions.
Furthermore, don’t forget the benefits of partnering with reliable and knowledgeable fastener manufacturers. True industry partners provide far more than product. This then allows companies to focus on their core industries and areas of expertise without wor-rying about the consequences of inadequately specifying the products that should be design to keep everything in place and running smoothly beyond the length of the warranty. DEwww.screw-products.com
Jim Miller is president & CEO of Screw Products, Inc.
Fasteners&Adhesives
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May/June | 2015 www.design-engineering.com
Automation
Display ConnectionBeckhoff Automation released its CP-Link 4 solution, a display con-nection technology that transmits DVI signal, USB 2.0 signal and 24V power in a single cable. On the PC side, the CP-Link 4 connection can be made either via the PCIe module slot in the Industrial PC (IPC) or via the CU880x transmitter boxes. The CU8803 transmitter box provides the power supply for the Control Panel via the CAT.6A cable, which can be up to 100m long. The CU8803 box can be connected to any PC via a DVI and USB cable and requires a 24V supply. CP-Link 4 technology is directly integrated into the passive versions of panels in the multi-touch series from Beckhoff, so displays with an integrated processor are not required. www.beckhoffautomation.com
Machine ControllerYaskawa America released its MP3300iec machine controller, Motion-Works IEC version 3 and its remote I/O system, VIPA SLIO. The
company says the benefits of the three products are enhanced when combined with one another. A capa-bility built into the latest version of MotionWorks, for example, automatically configures VIPA SLIO modules that are added to the network. In addition, the processing speed of the MP3300iec is increased to nearly double the rate of the previous generation of processors, an improvement used to full advantage when paired with the latest version of MotionWorks. In addition to MECHATROLINK-III, MP3300 and SLIO were created to work with full efficiency on EtherNet/IP and Modbus TCP networks.www.yaskawa.com
4k GigE CameraTeledyne DALSA has expanded its Linea family of line scan cameras with new 2k and 4k GigE Vision models. The units offer cycling mode, extended dynamic range imaging and the company’s Turbo-Drive technology, which allows the 2k and 4k models to utilize the full speed of the sensor (up to 80 kHz line rate) with no loss of image quality. The cameras also take advantage of the company’s Sapera LT Software Development Kit (SDK) and include Trigger-to-Image-Reliability diagnostic and monitoring tools. The camera’s Cycling Mode allows users to cycle through preset camera parameters, gain, exposure time, I/O outputs and FFC coefficients for each line. Burst Mode maximizes system data throughput, allowing users to acquire images at full speed and transfer during idle times.www.teledynedalsa.com
Servo DriveWith SafeMOTION Release 1.9, B&R updated the safety functions for its ACOPOSmulti family: Rema-nent Safe Position (RSP) and Safely Limited Acceleration (SLA). The Remanent Safe Position (RSP) func-tion allows SafeROBOTICS SLS, SLP and SLO functions to be used without homing after every power-on cycle. The Safely Limited Acceleration (SLA) function monitors the acceleration or decelera-tion of an axis. If the limit being monitored is exceeded, the SafeMO-TION module goes into an acknowledgeable error state. Using the SLA safety function for coupled axes, for example, makes it pos-sible to reduce the maximum remaining distance an axis will move in the event of an error. The speed limit set in the SLS SafeROBOT-ICS function can thus be configured closer to the point where there is real danger.www.br-automation.com
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32
Motion Control
Linear Actuators Bell-Everman is now offering a new compact model of their SLS sealed linear stage that keeps contamination, such as manufactur-ing debris, particulate or liquid contaminants, outside of the stage housing. Measuring 80 x 120mm, the SLS Light model handles maximum dynamic payloads of 15kg for the direct drive linear motor version and 30kg for the ball screw version. Both sizes deliver
a proprietary linear lip seal design that integrates with the stage’s anodized aluminum housing. The seal is made from a ruggedized polyurethane elastomer that resists chemicals, temperature extremes and mechanical wear. The seal can be quickly replaced without disas-sembling the stage or removing payload. www.bell-everman.com
Mechatronic GripperSCHUNK has expanded its EGP series with the addition of the smaller size 25. The gripper weighs 110g and has a stroke of 3mm per finger. The gripping force can be adjusted on two stages and its maximum gripping force is 40N. The gripper can handle workpieces up to 200g and its closing time amounts to 0.09s. Its brushless servomotors are equipped with cross roller guidance. The mechatronic gripper is based on the company’s pneumatic MPG-plus small part gripper. In most cases, users can transfer the sensor system of the MPG-plus onto the EGP and existing systems can be changed from pneumatic to electronic. The EGP can be mounted from the side or the bottom and complies with protection class IP30.www.schunk.com
Electric Actuators
Electromate has added Dyadic Systems’ SCN6 series 24V integrated electric actuators that feature a motor, encoder, drive and actuator in one package. The series is available in stroke lengths from 50mm to 300mm and 500N (51kgf) maximum thrust. They are constructed using an extruded aluminum body with 303 stainless for the shaft and rod tip. Actuators can be operated via 24VDC signals from PLCs or relays and can be connected in networks of up to 16 axes. Other features include +-0.1mm repeatability, 0.3mm backlash, up to 200mm/sec max. and IP40 sealed, with optional IP54 sealing.www.electromate.com
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May/June | 2015 www.design-engineering.com
34
Motors
Piston MotorDanfoss has expanded its Reverse Displacement Motor (RDM) line, an open circuit piston motor designed for Tier 4 agriculture, forestry and construction equipment applications. RDM options now include 38cc, 45cc, speed sensor and 24V valve. The increased displacements are designed for larger machines, while the speed sensor option provides more precise system effi-ciency control. The 24V valve accommodates additional machine electric architectures. The Danfoss RDM features a 12V or 24V integrated proportional shifting valve and eliminates the external valves and pressure supply required in typical reversing solutions.www.danfoss.com
Three-Phase AC MotorOriental Motor USA introduced its KIIS AC Motor Series, a three-phase standard AC motor line available in 60W (1/12hp) and 100W (1/8hp) output power with a maximum efficiency of 73%. When used with an inverter (VFD), the AC motor maintains a speed range from 3Hz up to 120Hz (90~3,600 r/min). The series also features
a slim terminal box with a cable outlet that can be rotated in 90° increments. Gear head options include the company’s Hypoid right angle hollow shaft or solid shaft type. The GVH high torque parallel shaft is standard on all KII and KIIS Series AC motors and offers up to 350lb-in of permissible torque. http://orientalmotor.com
Vertical Gear Motor Baldor Electric Company has added its Baldor-Dodge Vertical GearMotor to its gear reducer product offering. The Vertical GearMotor is built on a standard low pole count induction motor platform utilizing Dodge planetary gearing and is available in six sizes for vertical pump speeds from approximately 100 rpm to 500 rpm. The motor has torque ratings from 550,000in-lbs. through 7,000,000in-lbs. and approx-imate power ratings from 750hp to more 25,000hp, depending on output RPM.www.baldor.com
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35
Power Transmission
Ring Drive Indexer Nexen Group debuted its Preci-sion Ring Drive Indexer (PRD) – an alternative to direct drive motors capable of 2x faster indexing than competitive indexing options, the company says. The PRD combines roller pinion system technology with a precision-grade bearing and gearhead. The PRD table is supported by a cross-roller bearing rated for loads up to 1575kN. It is capable of speeds up to 94 rpm and can handle peak torque inputs. Unlike most cam drive systems, the PRD can start and stop at any incremental position. www.nexengroup.com
Planetary GearboxPittman Motors has expanded its gearbox offerings with the intro-duction of PLG24, PLG42K, PLG42S, PLG52 and PLG63 plan-etary gearboxes. The gearboxes come in diameters from 24 to 63mm and output torques to 100
Nm (74lb ft). Reduction ratios range from 4:1 to 710:1 with more than ten standard ratios available in each size. Construction features vary, but typical versions include gears and ball bearings made of steel or engineered polymer. OEMs can specify custom output-shaft features, lubrication and reinforced output-shaft assemblies for differentiated solutions tailored to specific application requirements.www.pittman-motors.com
Linear DriveUhing announced that the linear pitch on rolling ring linear drives can now be manually adjusted using a lever control option on the drive unit, independent of the drive motor speed or other controls. For example, the model RG3-15 drive unit has a maximum linear pitch of 11.4mm (0.45 in.) at a 1:1 gear ratio. Gearing of 2:1 makes the maximum pitch 22.8mm (0.90in.). There are 100 notched settings on the pitch control scale. Moving the pitch control lever one notch up or down increases or decreases the linear pitch by a value of 0.01. In addition to the 10:1 adjustable pitch range, the drives offer axial thrust from 30 Newtons (7 lbs.) to 3600 Newtons (800 lbs.). Pitch, thrust and travel direction are all controlled mechanically – without clutches, cams or gears. www.amacoil.com
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Sensors
Capacitive SensorsCARLO GAVAZZI launched its 4th Generation TRIPLESHIELD CA18CA capacitive proximity sensors. In addi-tion to improved compensation for dust and humidity, an optional Dust Alarm Output gives an early warn-ing of accumulation on the face of the sensor. The CA18CA Series is designed for harsh environments, providing IP67 and IP69K protection, and ECOLAB approval for chemical resistance. The sensing face can withstand up to 248ºF (120°C). An optional Tem-perature Alarm Output warns the user if the sensing face surface exceeds 140ºF (60°C). The CA18CA sensors are available in a range of configurations and are cULus and ECOLAB approved.www.GavazziOnline.com
Linear Position SensorsNovotechnik U.S. introduced its TE1 series of absolute linear position sensors, which feature an integrated micro-processor and associated circuitry to provide signal conditioning and long cable runs without substantial signal loss. The series includes versions with and without return spring. Ball coupling is included for backlash- and shear force-free operation. Housing profile of the TE1 Series is 0.70in. (18mm). Key specifications for the TE1 Series include 25 to 150mm measurement range for both rod and rod with return spring versions. Resolution is unlimited and repeatability is 0.002mm. Linearity is to ± 0.075% of full scale. Four output options are available: 0 to 10V, 10 to 0V, 4 to 20mA and 20 to 4mA. Sensor life is >100 million movements.www.novotechnik.com
Magnetic EncodersPOSITAL-FRABA has unveiled two communications interfaces (PROFI-NET and EtherCAT) for its IXARC magnetic rotary encoders. PROFINET, a development of the widely-used PROFIBUS fieldbus system, includes special Ethernet communications protocols to provide real-time signal-ing between devices. EtherCAT, a special form of industrial Ether-net, ensures rapid communications where real-time control is essential. The encoders provide 12-bit accuracy and dynamic response and are engineered to operate reliably in wet and dirty conditions with shock loadings of up to 300g. Multi-turn models have a range of up to 65,536 revolutions. IXARC encoders are available with multiple options for housing size and materials, flange configuration, shaft type and diameter, connection/wiring type and level of environmental protection. www.posital.com
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CLIPPARD 10 MM & 15 MM MINIATURE SOLENOID VALVESClippard’s compact valves offer many features for design flexibility especially in applications with limited space. Available in 2-way or 3-way configurations, as Normally-Open or Normally-Closed, flow rates from 0.5 to 3.0 scfm are available dependent on the orifice size. Other features include highly-visible LED indicator light and manual override, quick response time, and
multiple mounting and voltage options. For easy installation and versatility, select from five connector styles.Clippard Instrument Laboratory, Inc.www.clippard.comTel: 1.877.245.6247 • Email: [email protected]
ADHESIVE FOR HIGH TECH APPLICATIONS Master Bond EP79FL adhesive is widely used in the electronic, electrical, computer, semiconductor, microwave, appliance and automotive industries. It offers high flexibility and outstanding bonding and sealing properties while maintaining low volume resistivity and
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37
By Treena Hein
While most robots are designed to perform dreary and dangerous tasks, some live the Canadian good life. Among
these leisure-loving entities is Jennifer, a 48-inch tall hockey-playing and downhill skiing humanoid robot developed at the University of Manitoba.
Officially introduced in 2012 as the world’s first hockey-playing humanoid robot, Jennifer can skate a little on ice, handle a puck to some extent with her tiny hockey stick and shoot both forehand and backhand (all with a helmet on for safety, of course). Aptly named after Canadian Olympic hockey triple gold medalist, Jennifer Botterill, the sporty robot won the prestigious International Conference on Robotics and Automa-tion’s ‘DARwIn-OP Humanoid Application Challenge.’
Since then, her creators — Professors John Anderson and Jacky Baltes, co-directors Autonomous Agents Laboratory at the University of Manitoba and the combined effort of many graduate students — have taught Jennifer to ski. In preparation
for the 2015 DARwIn-OP Humanoid Application Challenge in Seattle, the robot was programmed to both cross-country and downhill ski, albeit on the bunny slope.
“Developing a responsive robot is a fundamental part of understanding the human brain,” Baltes explains. “To me, it’s one of the greatest intellectual challenges at this time.”
Baltes was led to this type of robotic work because he came to realize early in his career that his artificial intelligence research (and that of many others) was based on elaborate simulations and it was literally time to get real.
“It’s also an example of the paradox in AI, that things that we think require a lot of intelligence, and not everyone can do, such as playing Grandmaster chess or medical diagnosis, turn out to be relatively simple for a computer. However, simple things that we take for granted, such as tying our shoe laces, are years beyond the state of the art,” he says. “So, I felt that to make sure that my work is not based on castles in the cloud and to make sure that we solve the really interesting tough problems, we have to be in the physical world.”
SKI-BOTJennifer, University of Manitoba’s skiing and hockey-playing robot, is one of the world’s most advanced autonomous humanoids.
CanadianInnovator
University of Manitoba’s skiing robot, Jennifer, with her main
developer, engineering grad student, Chris Iverach-Brereton.
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Anderson, Baltes and their students spent ten years develop-ing the control algorithms for their suite of robots. Based on this framework, it only took less than four months in 2011/2012 to create a robot that could skate and play hockey.
“At first we thought that we could just adapt a walking gate, but it turns out that skating is very different,” Baltes explains. “With walking, the ground reaction forces are the same in all directions, but with skating they are very strong to the side and almost zero front and back.”
After this became clear, the team created new parameterized motions for skating, but a new limitation presented itself.
“Although we had the motions down, the knee joints in the robot do not have enough torque to generate a long glide phase, so we can only do simple skating,” Baltes explains. “Our ser-vos are much, much weaker than comparably-sized human muscles.”
At that point, the skates also presented another hardware challenge, and it took several iterations before they created a pair that worked well on the ice, given the weight of the robot.
By February 2015, the group introduced Jennifer’s new cross-country and downhill skiing abilities. Her cross-country gait is not that much different than walking and ice-skating gaits, and is again limited by the torque of the knee joints. On a decline, however, it’s a whole new ballgame. Although energy for move-ment is provided by gravity on the downhill slopes, the robot
must control that energy by braking with the ski edges. It can also switch from cross-country to alpine skiing when a change in decline is detected.
The development of Jennifer’s movements and responsiveness to the environment are just the beginning in terms of what lies ahead in robotics. By building more and more complex robots, evaluating them in international competitions, and iteratively creating new designs, Jennifer and robots like it will keep improv-ing human understanding of the underlying problems in robot-ics as well as possible solutions.
“In terms of the future, the skills that we work on now like balancing, complex motion planning and human-robot interac-tion are fundamental to the design of intelligent, multi-purpose helper robots,” Baltes notes. “There is also the potential to have similar software connected to an exoskeleton so that paraplegics might be able to walk, but some high-level commands and some of the sensor processing will be done by the human.”
As for Jennifer, Baltes says the robot will evolve beyond winter sports and be among its creators’ entries in the HuroCup, the most challenging autonomous humanoid competition on the planet. Each robot entered must compete in nine events: A sprint, marathon, navigating uneven terrain, soccer, basketball, wall climbing, obstacle run, weight lifting and, new for this year, the high jump. DEhttp://aalab.cs.umanitoba.ca
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