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| report [2015/06/25 00:00] – [4.2 Market Analysis] team5 | report [2015/06/25 14:12] (current) – team5 | ||
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| We see our main potential customers in a " | We see our main potential customers in a " | ||
| - | Figure {{ref>flabel79}} displays the main characteristics of business markets. | + | Figure {{ref>flabel81}} displays the main characteristics of business markets. |
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| ==== 6.7 Conclusion ==== | ==== 6.7 Conclusion ==== | ||
| Summing up this chapter we see that there are various ethical dimensions that we need to take into consideration. On the engineering code of conduct aspect, we have implemented safe enviroments for our knowledgable associates, working in intensively researched areas while holding these employees to there actions in the work place. Secondly, the sales and marketing platform will perform honestly towards connections with the company, from suppliers to customers, holding our actions acccountable and operating to our statement in all advertisments. The academic ethical principles relies on our gathering of information which will always come from reliable sources which will be accounted for accordingly in the biliography. This also includes open-ware softwere and any other platforms which will be used in the development of the project. As the basis of our company we have implemented values for the interaction in the organisation itself and towards our environment. Adopting fully recycleable methods and astute intropective material choices to ensure a lower ecological footprint. Finally, the liability factor will adhere to standards developed internationally, | Summing up this chapter we see that there are various ethical dimensions that we need to take into consideration. On the engineering code of conduct aspect, we have implemented safe enviroments for our knowledgable associates, working in intensively researched areas while holding these employees to there actions in the work place. Secondly, the sales and marketing platform will perform honestly towards connections with the company, from suppliers to customers, holding our actions acccountable and operating to our statement in all advertisments. The academic ethical principles relies on our gathering of information which will always come from reliable sources which will be accounted for accordingly in the biliography. This also includes open-ware softwere and any other platforms which will be used in the development of the project. As the basis of our company we have implemented values for the interaction in the organisation itself and towards our environment. Adopting fully recycleable methods and astute intropective material choices to ensure a lower ecological footprint. Finally, the liability factor will adhere to standards developed internationally, | ||
| + | |||
| ===== 7 Project Development ===== | ===== 7 Project Development ===== | ||
| ==== 7.1 Introduction ==== | ==== 7.1 Introduction ==== | ||
| - | In this chapter we are going to document our progress in the project of the autonomous sailboat. The autonomous sailboat is required to mainly be a data collector that can autonomously navigate and fulfil its mission in a prior defined region. We take the requirements and objectives defined by our client LSA into account when designing our boat. All our solutions for these approaches, we will sum up regarding the best ways to build the hull, sail, rudder, mast , etc. Additionally, | + | In this chapter we are going to document our progress in the project of the autonomous sailboat. The autonomous sailboat is required to mainly be a data collector that can autonomously navigate and fulfil its mission in a prior defined region. We take the requirements and objectives defined by our client LSA into account when designing our boat. All our solutions for these approaches, we will sum up regarding the best ways to build the hull, sail, rudder, mast, etc. Additionally, |
| ==== 7.2 Architecture ==== | ==== 7.2 Architecture ==== | ||
| === 7.2.1 Initial Concept === | === 7.2.1 Initial Concept === | ||
| - | Our first idea was to focus on the Paralympics 2.4 model, which is stable and almost unsinkable, we produced a 3D model to see how we could modify it for our goals. However we quickly realised that it was so far from what we needed. It did not incorporate the required rigid wing-sail, thus using a standard soft sail and rigging which is to cumbersome for our design. This model is designed for racing in a determined | + | Our first idea was to focus on the Paralympics 2.4 model, which is stable and almost unsinkable, we produced a 3D model to see how we could modify it for our goals. However we quickly realised that it was so far from what we needed. It did not incorporate the required rigid wing-sail, thus using a standard soft sail and rigging which is too cumbersome for our design. This model is designed for racing in predetermined |
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| <figure flabel110> | <figure flabel110> | ||
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| === 7.2.2 Secondary Concept === | === 7.2.2 Secondary Concept === | ||
| - | The second concept on which the team considered all parameters of the design requirements. It was decided to focus on stability and precision when designing the hull, keel and rudder and experimentation when designing the rigid wing-sail. Our hull concept can be seen below, it has several features which compliment the requirements of our boat. | + | The second concept on which the team considered all parameters of the design requirements. It was decided to focus on stability and precision when designing the hull, keel and rudder and experimentation when designing the rigid wing-sail. Our hull concept can be seen below, it has several features, which compliment the requirements of our boat. |
| Figure {{ref> | Figure {{ref> | ||
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| == 7.2.2.1 Hull and Keel == | == 7.2.2.1 Hull and Keel == | ||
| - | The hull design was adopted from the variety of concepts | + | The hull design was adopted from the variety of concepts |
| Figure {{ref> | Figure {{ref> | ||
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| </ | </ | ||
| - | The hull has design has been made to accommodate the stability requirements of the boat when in operation in unstable waters, the V hull design adds to this stability and control. Additionally the keel design is also there for the stability of the boat this is more advanced | + | The hull has design has been made to accommodate the stability requirements of the boat when in operation in unstable waters, the V hull design adds to this stability and control. Additionally the keel design is also there for the stability of the boat this is more advanced |
| Figure {{ref> | Figure {{ref> | ||
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| == 7.2.2.2 Rigid Wing-Sail == | == 7.2.2.2 Rigid Wing-Sail == | ||
| - | After relying on our hull design to be taken from a lazer our concentration is now to develop a rigid wing sail which can be accommodated by a boat of this size. The lazer dimensions can be seen in the table below. The rigid wing has a structurally stable design with limited but not zero flexibility, | + | After relying on our hull design to be taken from a lazer our concentration is now to develop a rigid wing sail, which can be accommodated by a boat of this size. The lazer dimensions can be seen in the table below. The rigid wing has a structurally stable design with limited but not zero flexibility, |
| Figure {{ref> | Figure {{ref> | ||
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| </ | </ | ||
| - | The form of the wing has been defined in order to concentrate the maximum forces of the wind at the first 1/3 area from the base inline with the mast. Therefore we can guarantee that it will support all the forces applied by the environment | + | The form of the wing has been defined in order to concentrate the maximum forces of the wind at the first 1/3 area from the base inline with the mast. Therefore we can guarantee that it will support all the forces applied by the environment axial, torsional and bending moments. The increased inclination from the back of the wing has also reduced surface area and the top is shaped in this format to allow air contact of the wing while optimising the wind speed. |
| Figure {{ref> | Figure {{ref> | ||
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| == 7.2.2.3 Ribs == | == 7.2.2.3 Ribs == | ||
| - | The ribs are the structural | + | The ribs are the structural |
| Figure {{ref> | Figure {{ref> | ||
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| </ | </ | ||
| - | Once the coordinates had been validated they were transferred on to solidworks | + | Once the coordinates had been validated they were transferred on to Solidworks |
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| * Battery => Position: Base Rib | * Battery => Position: Base Rib | ||
| * Navigating Lights => Position: Peak of Rigid-wing sail | * Navigating Lights => Position: Peak of Rigid-wing sail | ||
| - | * Actuator => Position: Central Beam of the Flap, offers most control. | + | * Actuator => Position: Central Beam of the Flap offers most control. |
| * Wind Sensor => Position: Front Facing Beam | * Wind Sensor => Position: Front Facing Beam | ||
| * Servo Motor => Position: Central Rib of the Stabiliser | * Servo Motor => Position: Central Rib of the Stabiliser | ||
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| </ | </ | ||
| - | This electrical design will let us test the system under certain conditions and ensure our design can accommodate these electronic appliances in terms of positioning and connections. The black box stated in the schematic diagram above is delivered by the autonomous experts at LSA, this will be connected to the hull and deliver commands by acting as the control unit of our sailboat. The connection via these appliances will be WiFi or Bluetooth, which ever the client prefers. | + | This electrical design will let us test the system under certain conditions and ensure our design can accommodate these electronic appliances in terms of positioning and connections. The black box stated in the schematic diagram above is delivered by the autonomous experts at LSA, this will be connected to the hull and deliver commands by acting as the control unit of our sailboat. The connection via these appliances will be Wi-Fi or Bluetooth, which ever the client prefers. |
| ==== 7.3 Calculations ==== | ==== 7.3 Calculations ==== | ||
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| </ | </ | ||
| - | We assumed the hull as a rectangle to semplify | + | We assumed the hull as a rectangle to simplify |
| ===7.4.2 Dynamic Stability=== | ===7.4.2 Dynamic Stability=== | ||
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| </ | </ | ||
| - | The calculation sheet above ensures stability of the boat where we have assumed a Centre of Gravity at at 0.4 metres from the base of the hull. We calculated the lift of the wing necessary to reach a resulting moment in the Centre of Gravity equal to zero. The value of lift is found to be 790N. | + | The calculation sheet above ensures stability of the boat where we have assumed a Centre of Gravity at at 0.4 metres from the base of the hull. We calculated the lift of the wing necessary to reach a resulting moment in the Centre of Gravity equal to zero. The value of lift is found to be 790 N. |
| === 7.4.3 Velocity of the Wind === | === 7.4.3 Velocity of the Wind === | ||
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| </ | </ | ||
| - | Now that the lift of the wing has been found we can use this to achieve the maximum wind speed the boat may operate under. This was be found using the Lift Coefficient Equation. | + | Now that the lift of the wing has been found we can use this to achieve the maximum wind speed the boat may operate under. This was found using the Lift Coefficient Equation. |
| === 7.4.4 Fixing Centre of Gravity === | === 7.4.4 Fixing Centre of Gravity === | ||
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| </ | </ | ||
| - | To reach a stable boat it is fundamental to have a low centre of gravity, fixed as said above at 0.4 metres from the bottom of the hull. We used this value to calculate the weight of the wing. It can be seen to be 3 kilograms | + | To reach a stable boat it is fundamental to have a low centre of gravity, fixed as said above at 0.4 metres from the bottom of the hull. We used this value to calculate the weight of the wing. It can be seen to be 3 kilograms |
| === 7.4.5 Modifications and Conclusion === | === 7.4.5 Modifications and Conclusion === | ||
| - | We modified some datas from the initial model to reach a better results; we took height, | + | We modified some data from the initial model to reach a better results; we took height, beam, length and volume of Real Lazers to reach a more real result. |
| - | * Assuming a hull length of $4.208 m$ a hull heigth | + | * Assuming a hull length of $4.208 m$ a hull height |
| * Assuming a Sail weight of $16 kg$, hull weight of $59 kg$, keel and rudder of $100 kg $, and equipment weight of $50 kg$ we reach a total weight of $225 kg$. | * Assuming a Sail weight of $16 kg$, hull weight of $59 kg$, keel and rudder of $100 kg $, and equipment weight of $50 kg$ we reach a total weight of $225 kg$. | ||
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| \begin{equation} | \begin{equation} | ||
| - | Total Weight = Sail + Hull + Keel + Rudder + Equipment= 59 kg + 100 kg + 50 kg = 225 kg. | + | Total Weight = Sail + Hull + Keel + Rudder + Equipment= 59 kg + 100 kg + 50 kg = 225 kg. |
| | | ||
| \end{equation} | \end{equation} | ||
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| <WRAP centeralign> | <WRAP centeralign> | ||
| \begin{equation} | \begin{equation} | ||
| - | Impulse \times cos{(Angle\hspace{0.1cm} of\hspace{0.1cm} Attack)} \times Distance\hspace{0.1cm} | + | Impulse \times cos{(Angle\hspace{0.1cm} of\hspace{0.1cm} Attack)} \times Distance\hspace{0.1cm} |
| | | ||
| \end{equation} | \end{equation} | ||
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| <WRAP centeralign> | <WRAP centeralign> | ||
| \begin{equation} | \begin{equation} | ||
| - | Impulse \times sin{(Angle\hspace{0.1cm} of\hspace{0.1cm} Attack)} \times Distance\hspace{0.1cm} | + | Impulse \times sin{(Angle\hspace{0.1cm} of\hspace{0.1cm} Attack)} \times Distance\hspace{0.1cm} |
| | | ||
| \end{equation} | \end{equation} | ||
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| </ | </ | ||
| - | * Assuming an height of the center | + | * Assuming an height of the centre |
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| \begin{equation} | \begin{equation} | ||
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| </ | </ | ||
| - | * Utilizing a Hull Height of $0.37 m$, a Hull weight of $59 kg$, a Bulb weight of $100 kg$, a Sail Height of $2.4 m$, a distance | + | * Utilizing a Hull Height of $0.37 m$, a Hull weight of $59 kg$, a Bulb weight of $100 kg$, a Sail Height of $2.4 m$, a distance |
| Figure {{ref> | Figure {{ref> | ||
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| ===7.4.1 Manual Lamination=== | ===7.4.1 Manual Lamination=== | ||
| - | The first idea was to build a wing sail in composites materials with the process of manual lamination. The manual lamination is the older and easier process for composites materials. The dry fibers, which may be of different types from glass to carbon, in the form of unidirectional, | + | The first idea was to build a wing sail in composites materials with the process of manual lamination. The manual lamination is the older and easier process for composites materials. The dry fibres, which may be of different types from glass to carbon, in the form of unidirectional, |
| - | The last layer is generally laminated with a layer of peel-ply, that is, a film that has releasing properties and has the function of absorbing part of the excess resin, ensuring a better surface finish and protect the surface from contamination in the event that the product both left catalyze | + | The last layer is generally laminated with a layer of peel-ply, that is, a film that has releasing properties and has the function of absorbing part of the excess resin, ensuring a better surface finish and protect the surface from contamination in the event that the product both left catalyse |
| - | The mold is said female if the fibers | + | The mould is said female if the fibres |
| ==7.4.1.1 Fiberglass== | ==7.4.1.1 Fiberglass== | ||
| - | Fibreglass is small glass filaments, they consist mostly of silicon oxides which are layered together to produce a high strength to weight ratio. The spectrum of its characteristics can be modified by mixed with other oxides such as aluminum | + | Fibreglass is a small glass filament, they consist mostly of silicon oxides, which are layered together to produce a high strength to weight ratio. The spectrum of its characteristics can be modified by mixed with other oxides such as aluminium |
| The advantages of this material are extensive, from high strength to weight ratio with a increased life and is structurally and dimensionally stable under substantial loads. These advantages does come at a cost, the price is increasingly greater than other prospected materials and the fibreglass might be wasted somewhat due to our inexperience in working with such a material. | The advantages of this material are extensive, from high strength to weight ratio with a increased life and is structurally and dimensionally stable under substantial loads. These advantages does come at a cost, the price is increasingly greater than other prospected materials and the fibreglass might be wasted somewhat due to our inexperience in working with such a material. | ||
| - | ==7.4.1.2 | + | ==7.4.1.2 |
| Resins are plastic materials consisting of polymers of a high molecular weight. The polymer can be used without additives, these are added in order to improve properties mechanical, thixotropic or modify any other characteristic. Some of the characteristics that these polymers are their low weight, electrical insulation, corrosion resistant and adhesive properties. The main function of the resin or matrix, is to support the applied load and transmit the reinforcement through the interface, for this matrix must be deformable. It must also protect fibres and keep the external environment and tightly bound. The resins may be thermoplastic or thermoset, depending on whether or not crosslinking present. | Resins are plastic materials consisting of polymers of a high molecular weight. The polymer can be used without additives, these are added in order to improve properties mechanical, thixotropic or modify any other characteristic. Some of the characteristics that these polymers are their low weight, electrical insulation, corrosion resistant and adhesive properties. The main function of the resin or matrix, is to support the applied load and transmit the reinforcement through the interface, for this matrix must be deformable. It must also protect fibres and keep the external environment and tightly bound. The resins may be thermoplastic or thermoset, depending on whether or not crosslinking present. | ||
| - | We will focus on thermosetting resins, can be classified according to their properties | + | We will focus on thermosetting resins; can be classified according to their properties into three groups: |
| - | into three groups : | + | * Epoxy is known in the marine |
| - | * Epoxy is known in the marine | + | * Vinyl ester is stronger than polyester resins and cheaper than epoxy resins. Vinyl ester resins use a polyester resin type of cross-linking molecules in the bonding process. |
| - | * Vinyl ester are stronger than polyester resins and cheaper than epoxy resins. Vinyl ester resins use a polyester resin type of cross-linking molecules in the bonding process. | + | * Polyester is the cheapest resin available in the marine industry and offers the poorest adhesion, has the highest water absorption, highest shrinkage, and high VOC' |
| - | * Polyester | + | |
| Although all of these thermosetting resins may be suitable corresponding to our weight it lacks the ability to perform adequate structural support to the wing. Its flexural tendencies is to great for the wing-sail and may easily damage in operating conditions, also the plastics may deteriorate overtime due to its inability to withstand UV rays. | Although all of these thermosetting resins may be suitable corresponding to our weight it lacks the ability to perform adequate structural support to the wing. Its flexural tendencies is to great for the wing-sail and may easily damage in operating conditions, also the plastics may deteriorate overtime due to its inability to withstand UV rays. | ||
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| The Mylar A has an average tensile strength of about 190 MPa, and excellent moisture resistance to most chemicals and withstands temperatures from -70°C to + 150°C. Because it contains no plasticisers, | The Mylar A has an average tensile strength of about 190 MPa, and excellent moisture resistance to most chemicals and withstands temperatures from -70°C to + 150°C. Because it contains no plasticisers, | ||
| - | This is the material that could be used to cover and giving continuity to the sail over the composite structure. It also has its flaws as Mylar can easily rip, if this was to happen in operation the boat may lack the ability to manoeuvre and must be retrieved in open ocean or other surroundings. It is also a problem to apply the Mylar to the wing due to the wings size and the lack of equipment such as a heat gun. | + | This is the material that could be used to cover and giving continuity to the sail over the composite structure. It also has its flaws as Mylar can easily rip, if this was to happen in operation the boat may lack the ability to manoeuvre and must be retrieved in Open Ocean or other surroundings. It is also a problem to apply the Mylar to the wing due to the wings size and the lack of equipment such as a heat gun. |
| ===7.4.2 Cutting and Bonding Wood=== | ===7.4.2 Cutting and Bonding Wood=== | ||
| - | The second idea is to use wood, in particular maritime plywood for the main structure, or rather for the ribs and the first skin. Marine plywood is a particular type of plywood that is commonly used in marine applications. It is composed from select grades of wood. Using this type of plywood can provide you with a number of benefits. A good quality marine plywood sail, well constructed and protected will be immensely strong and last a lifetime. Plywood is particularly pliable, | + | The second idea is to use wood, in particular maritime plywood for the main structure, or rather for the ribs and the first skin. Marine plywood is a particular type of plywood that is commonly used in marine applications. It is composed from select grades of wood. Using this type of plywood can provide you with a number of benefits. A good quality marine plywood sail, well constructed and protected will be immensely strong and last a lifetime. Plywood is particularly pliable, this type of wood can be bent and still maintain its structural integrity. Marine plywood also provides good impact resistance. The outside layer of the plywood is highly hard and dense. This means that if something hit it, it will not necessarily dent or break. Wood is pretty easy to work with, on the condition that you have the proper tools for the different |
| Adhesives will be a primary fastener for the wooden structure, there is a wide selection of glue on the market therefore our selection must be rigorous and very selective to ensure it meets all the specifications to withstand the environments it will be subjected too. The adhesive must be very strong, waterproof, and suitable for exterior use and, to some extent, solvent tolerant. | Adhesives will be a primary fastener for the wooden structure, there is a wide selection of glue on the market therefore our selection must be rigorous and very selective to ensure it meets all the specifications to withstand the environments it will be subjected too. The adhesive must be very strong, waterproof, and suitable for exterior use and, to some extent, solvent tolerant. | ||
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| <WRAP box 800px center> | <WRAP box 800px center> | ||
| ^ Product ^ Type ^ Specification ^ Cost ^ | ^ Product ^ Type ^ Specification ^ Cost ^ | ||
| - | | [[http://www.titebond.com/ | + | | [[http:// |
| - | | [[http:// | + | | [[http:// |
| - | |[[http://www.loctiteproducts.com/ | + | |[[http:// |
| </ | </ | ||
| < | < | ||
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| </ | </ | ||
| - | The [[http:// | + | The [[http:// |
| **Features and Benefits** | **Features and Benefits** | ||
| * Elastic | * Elastic | ||
| - | * High mechanical load capacity | + | * High mechanical load capacity |
| - | * Can be used in spatula application | + | * Can be used in spatula application |
| - | * Tolerance gapping | + | * Tolerance gapping |
| - | * Vibration dampening | + | * Vibration dampening |
| - | * Hydrolysis resistant | + | * Hydrolysis resistant |
| * Solvent free | * Solvent free | ||
| - | * Wide adhesion range | + | * Wide adhesion range |
| <WRAP centeralign> | <WRAP centeralign> | ||
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| |Service temperature (continuous) short term (up to 4 hours)| -40°C to +90°C +120 °C | | |Service temperature (continuous) short term (up to 4 hours)| -40°C to +90°C +120 °C | | ||
| |Shelf life (stored below 25°C) Method of application|12 months Hand- or air- gun| | |Shelf life (stored below 25°C) Method of application|12 months Hand- or air- gun| | ||
| - | (* = at 23°C and 50% relative humidity) | + | (* = at 23°C and 50% relative humidity) |
| </ | </ | ||
| < | < | ||
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| === 7.4.3.1 Aluminium === | === 7.4.3.1 Aluminium === | ||
| - | Metallic | + | Metallic |
| * **Marking** | * **Marking** | ||
| - | * A scribe is a tool with a sharp edge that can be used to make straight markings on a metal surface, the use of this for our scale will be time consuming and lack a degree of accuracy. To mark hole positioning a center | + | * A scribe is a tool with a sharp edge that can be used to make straight markings on a metal surface, the use of this for our scale will be time consuming and lack a degree of accuracy. To mark hole positioning a centre |
| * **Cutting** | * **Cutting** | ||
| - | * Hand-held saws can be used for wood or hacksaws used for iron are quite adaptable to work on aluminum | + | * Hand-held saws can be used for wood or hacksaws used for iron are quite adaptable to work on aluminium |
| * **Drilling** | * **Drilling** | ||
| - | * Since aluminum | + | * Since aluminium |
| * **Bonding** | * **Bonding** | ||
| - | * Aluminum | + | * Aluminium |
| === 7.4.4 Conclusion=== | === 7.4.4 Conclusion=== | ||
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| The analysis of different materials for the skin coverage of the wing has been highly debated among the team and advisors to deliver the best possible quality product to the client which fits in our skill sets and ability. We opted for wood, in particular maritime plywood, mainly for the following reasons: | The analysis of different materials for the skin coverage of the wing has been highly debated among the team and advisors to deliver the best possible quality product to the client which fits in our skill sets and ability. We opted for wood, in particular maritime plywood, mainly for the following reasons: | ||
| - | * Maritime Plywood is inexpensive, With a limited budget the price of the raw materials is an important factor. Our Sail will be of considerable dimensions, and the quantity of material is remarkable and must be optimised to allow the client to fully benefit from their investment in our development of the wing product. | + | * Maritime Plywood is inexpensive; with a limited budget the price of the raw materials is an important factor. Our Sail will be of considerable dimensions, and the quantity of material is remarkable and must be optimised to allow the client to fully benefit from their investment in our development of the wing product. |
| * Wood is malleable in terms of workability, | * Wood is malleable in terms of workability, | ||
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| * Wood is easily purchased not he market, there is a vast array of wood and all the related tools are present in all DIY shops like Leroy Merlin and Aki. At these local establishments the customer has the possibility to cut custom sizes of material reducing the workload and increasing the speed of the manufacturing process. | * Wood is easily purchased not he market, there is a vast array of wood and all the related tools are present in all DIY shops like Leroy Merlin and Aki. At these local establishments the customer has the possibility to cut custom sizes of material reducing the workload and increasing the speed of the manufacturing process. | ||
| ==== 7.5 Components ==== | ==== 7.5 Components ==== | ||
| - | After reviewing possible manufacturing processes | + | After reviewing possible manufacturing processes and materials for the skin coverage considering the price and ease of manufacture for our teams variety of skill sets we will come to final material decision for each component. The final materials will be completed in the following section; this section will be filled with the possible and most suitable of each for our product. |
| === 7.5.1 Masts === | === 7.5.1 Masts === | ||
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| ^ Property ^ Stainless Steel 316L vs. Aluminium | ^ Property ^ Stainless Steel 316L vs. Aluminium | ||
| - | | Strength & Malleability | + | | Strength & Malleability |
| - | | Cost | The price of steel and aluminum | + | | Cost | The price of steel and aluminium |
| - | | Corrosion Resistance | + | | Corrosion Resistance |
| - | | Weight | + | | Weight |
| </ | </ | ||
| </ | </ | ||
| </ | </ | ||
| - | It is a clear decision to use stainless steel 316L due to these points stated above, the strength of the material opposed to aluminium is a better fit for our design purpose. Now deciding a diameter and thickness of a stainless steel mast is our task, the material sourced has a Yield Strength of ${290}$ | + | It is a clear decision to use stainless steel 316L due to these points stated above, the strength of the material opposed to aluminium is a better fit for our design purpose. Now deciding a diameter and thickness of a stainless steel mast is our task, the material sourced has a Yield Strength of ${290}$ |
| The dimensions of the stainless steel mast are obtained with the following equations: | The dimensions of the stainless steel mast are obtained with the following equations: | ||
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| </ | </ | ||
| - | * This value does not exceed the yield stress value stated above although it can offer us vital information for the Factor of Safety, FoS of our deformation value. This can be seen int he following equation | + | * This value does not exceed the yield stress value stated above although it can offer us vital information for the Factor of Safety, FoS of our deformation value. This can be seen in the following equation |
| <WRAP centeralign> | <WRAP centeralign> | ||
| \begin{equation} | \begin{equation} | ||
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| - | This factor of safety value of 1.22 indicates the probability of failure due to bending. It is vital for failure | + | This factor of safety value of 1.22 indicates the probability of failure due to bending. It is vital for failure |
| The mast will also require an adequate connection to the main hull body, to accomplish this flange bearings must be purchased to accommodate the 70 diameter shaft to the modified hull. The decision to connect these components in this manner will allow for mast rotation and improve the practically of installation and assembly for the user. The flange bearings are suitable for aquatic conditions thus suitable for the ocean conditions of the boat. The Figure {{ref> | The mast will also require an adequate connection to the main hull body, to accomplish this flange bearings must be purchased to accommodate the 70 diameter shaft to the modified hull. The decision to connect these components in this manner will allow for mast rotation and improve the practically of installation and assembly for the user. The flange bearings are suitable for aquatic conditions thus suitable for the ocean conditions of the boat. The Figure {{ref> | ||
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| * Maximum allowable wind pressure of $500 \frac{N}{{m}^{2}}$ . | * Maximum allowable wind pressure of $500 \frac{N}{{m}^{2}}$ . | ||
| - | * Tensile strength of wood to be ${60}$ | + | * Tensile strength of wood to be ${60}$ |
| * Area of the sail (starting from the 3rd rib to the last) of $ 1.33 m^2 $ and an height of the centre of pressure of $0.7$ m | * Area of the sail (starting from the 3rd rib to the last) of $ 1.33 m^2 $ and an height of the centre of pressure of $0.7$ m | ||
| - | These assumed values can be used to calculate | + | These assumed values can be used to calculate the moment at which it occurs on the wing at a certain position and therefore, the modulus of resistance. |
| * The moment at this point on the sail is found in the equation \ref{eq: | * The moment at this point on the sail is found in the equation \ref{eq: | ||
| Line 3478: | Line 3478: | ||
| </ | </ | ||
| - | === 7.5.2 Skin Coverage === | + | === 7.5.2 Skin Coverage === |
| == 7.5.2.1 Maritime Plywood == | == 7.5.2.1 Maritime Plywood == | ||
| - | The previous | + | The previous |
| <WRAP centeralign> | <WRAP centeralign> | ||
| Line 3486: | Line 3486: | ||
| < | < | ||
| <WRAP box 500px center> | <WRAP box 500px center> | ||
| - | ^ Property ^ Maritime Plywood | + | ^ Property ^ Maritime Plywood |
| - | | Weight | The sourced plywood has a | + | | Weight | The sourced plywood has a density |
| - | |Waterproof| Plywood used in boats and sails must be made with waterproof, although considered ‘maritime’ it can still be damaged by the environment. Also the bonding adhesive | + | |Waterproof| Plywood used in boats and sails must be made with waterproof, although considered ‘maritime’ it can still be damaged by the environment. Also the bonding adhesive |
| - | | Applying | Plywood applications | + | | Applying | Plywood applications |
| - | |Structural strength| | + | |Structural strength| |
| </ | </ | ||
| </ | </ | ||
| Line 3511: | Line 3511: | ||
| The ribs are the structural integrity of the wingsail, without stability here the product will fail once manufactured. Great care has been taken researching materials and both maritime plywood and fiberglass. The structural bonding for both materials varies indefinitely, | The ribs are the structural integrity of the wingsail, without stability here the product will fail once manufactured. Great care has been taken researching materials and both maritime plywood and fiberglass. The structural bonding for both materials varies indefinitely, | ||
| - | For the ribs we choose Maritime Plywood. It has good resistance, and the weight of the ribs is not so influencing in the entire structure. Plywood is cheaper and easier to work than Aluminum | + | For the ribs we choose Maritime Plywood. It has good resistance, and the weight of the ribs is not so influencing in the entire structure. Plywood is cheaper and easier to work than aluminium |
| === 7.5.4 Stabiliser === | === 7.5.4 Stabiliser === | ||
| == 7.5.4.1 Stabiliser Material == | == 7.5.4.1 Stabiliser Material == | ||
| - | The stabilisers material will be made from a combination of plywood and balsa much like the main sail, and it will be cut and from primarily the same approach. It is estimated that the weight of the stabiliser will not branch over 2.5 kg. This value is suitable to be held by the stabiliser beam which is discussed in the following section. | + | The stabilisers material will be made from a combination of plywood and balsa much like the main sail, and it will be cut and from primarily the same approach. It is estimated that the weight of the stabiliser will not branch over 2.5 kg. This value is suitable to be held by the stabiliser beam that is discussed in the following section. |
| == 7.5.4.2 Stabiliser Beam == | == 7.5.4.2 Stabiliser Beam == | ||
| - | The stabiliser beam are valid from same considerations we did above for the mast. We opted for three stainless steel bar (316L), to have the same provider of the mast. We decided to have three pieces instead of one to have the possibility to regulate the length, with the purpose of balancing the weight of the stabilizer. We opted for a central part with a diameter of 33 millimeters, with the two adjustable bars smallers | + | The stabiliser beam is valid from same considerations we did above for the mast. We opted for a stainless steel bar (316L), to have the same provider of the mast. We decided to have three pieces instead of one to have the possibility to regulate the length, with the purpose of balancing the weight of the stabilizer. We opted for a central part with a diameter of 33 millimetres, with the two adjustable bars smaller |
| == 7.5.4.2 Stabiliser Movement Device == | == 7.5.4.2 Stabiliser Movement Device == | ||
| Line 3534: | Line 3534: | ||
| == 7.5.5.1 Battery == | == 7.5.5.1 Battery == | ||
| - | We are using a battery to supply the actuator, | + | We are using a battery to supply the actuator, |
| Figure {{ref> | Figure {{ref> | ||
| Line 3553: | Line 3553: | ||
| | Rule 3a | Defines ' | | Rule 3a | Defines ' | ||
| | Rule 20 | States that all vessels must display the proper lights from sunset to sunrise and in situations where there is limited visibility. | | | Rule 20 | States that all vessels must display the proper lights from sunset to sunrise and in situations where there is limited visibility. | | ||
| - | | Rule 21a | Masthead Light: The ' | + | | Rule 21a | Masthead Light: The ' |
| | Rule 21b | Sidelights: Sidelights are red (port side) and green (starboard side) lights than shine in an arc of 112.5 degrees from straight ahead to a point 22.5 degrees abaft the beam. | | | Rule 21b | Sidelights: Sidelights are red (port side) and green (starboard side) lights than shine in an arc of 112.5 degrees from straight ahead to a point 22.5 degrees abaft the beam. | | ||
| | Rule 21c | Stern Light: The stern light is a white light placed as near as is practicable at the stern. The light shines in an arc of 135 degrees. | | | Rule 21c | Stern Light: The stern light is a white light placed as near as is practicable at the stern. The light shines in an arc of 135 degrees. | | ||
| Line 3595: | Line 3595: | ||
| == 7.5.5.3 Wind Sensor == | == 7.5.5.3 Wind Sensor == | ||
| - | For the wind sensor we are looking for a compact sensor for wind direction and also the wind velocity. The reason is as for all our electrical components that we only have limited space and are trying to reduce the weight to a minimum. | + | For the wind sensor we are looking for a compact sensor for wind direction and also the wind velocity. The reason is as for all our electrical components that we only have limited space and are trying to reduce the weight to a minimum. |
| Figure {{ref> | Figure {{ref> | ||
| Line 3608: | Line 3608: | ||
| The website of the company that is located in Braga to purchase this sensor is: priac.com.pt | The website of the company that is located in Braga to purchase this sensor is: priac.com.pt | ||
| - | However, we see a problem with this wind sensor. As we already explained in chapter 2.4 Optimal Sail Position, we have the true wind approaching the boat and also due to our forward movement the apparent wind. This sensor will have problems with the differentiation of the apparent- and true wind as it will get distracted by the arising apparent wind. One solution for this is a sensor that can understand the different wind types and on this basis calculate the optimal sail position. Taking this into account, we looked at some solutions that other autonomous sailboats use. In our opinion the best but very expensive solution we found is the "Airmar PB200“ used by ASVRoboat. We could not find it in an online store in Portugal but it can be for example purchased on: www.lojatopbarcos.com. For a detailed information about this product you can see: http:// | + | However, we see a problem with this wind sensor. As we already explained in chapter 2.4 Optimal Sail Position, we have the true wind approaching the boat and also due to our forward movement the apparent wind. This sensor will have problems with the differentiation of the apparent- and true wind as it will get distracted by the arising apparent wind. One solution for this is a sensor that can understand the different wind types and on this basis calculate the optimal sail position. Taking this into account, we looked at some solutions that other autonomous sailboats use. In our opinion the best but very expensive solution we found, ASVRoboat use the “Airmar PB200”. We could not find it in an online store in Portugal but it can be for example purchased on: www.lojatopbarcos.com. For a detailed information about this product you can see: http:// |
| == 7.5.5.4 Actuator == | == 7.5.5.4 Actuator == | ||
| - | The actuator is the dispositive | + | The actuator is the dispositive |
| Figure {{ref> | Figure {{ref> | ||
| Line 3623: | Line 3623: | ||
| The parameters of choices for our actuator were: | The parameters of choices for our actuator were: | ||
| - | * Dimension => We need a small actuator that can be installated | + | * Dimension => We need a small actuator that can be installed |
| * Weight => In order to save weight it's fundamental to not have an over weighty actuator. | * Weight => In order to save weight it's fundamental to not have an over weighty actuator. | ||
| - | * Presence of the encoder => We need an actuator that can enable our jib to rotate around an angle of 40° (from -20° to 20°). The encoder is the dispositive that provide the actuator the informations | + | * Presence of the encoder => We need an actuator that can enable our jib to rotate around an angle of 40° (from -20° to 20°). The encoder is the dispositive that provide the actuator the information |
| Our choice fell on an actuator provided by Festo. It is a mechanical linear drive with piston rod and permanently attached motor. The driving component consists of an electrically actuated spindle that converts the rotary motion of the motor into linear motion of the piston rod. In the table {{ref> | Our choice fell on an actuator provided by Festo. It is a mechanical linear drive with piston rod and permanently attached motor. The driving component consists of an electrically actuated spindle that converts the rotary motion of the motor into linear motion of the piston rod. In the table {{ref> | ||
| Line 3633: | Line 3633: | ||
| < | < | ||
| <WRAP box 500px center> | <WRAP box 500px center> | ||
| - | ^ Property ^ Value ^ | + | ^ Property ^ Value ^ |
| - | | Size | 40 | | + | | Size | 40 | |
| - | | Male thread | M10*1.25 | | + | | Male thread | M10*1.25 | |
| - | | Female thread | M8 | | + | | Female thread | M8 | |
| | Working Stroke [mm] | 50 ... 400 | | | Working Stroke [mm] | 50 ... 400 | | ||
| | Stroke reserve [mm] | 0 | | | Stroke reserve [mm] | 0 | | ||
| Line 3699: | Line 3699: | ||
| ==== 7.6 Materials List ==== | ==== 7.6 Materials List ==== | ||
| - | The production of a materials list to quantify costs, quantity and weight of each material required is a necessity for our project management agenda and to conform | + | The production of a materials list to quantify costs, quantity and weight of each material required is a necessity for our project management agenda and to conform |
| <WRAP centeralign> | <WRAP centeralign> | ||
| Line 3809: | Line 3809: | ||
| === 7.7.1 Preparation === | === 7.7.1 Preparation === | ||
| - | == 7.7.1.1 MDF Mold == | + | == 7.7.1.1 MDF Mould == |
| - | The preparation before fixing the material together is a vital point in the manufacture stage. Due to the type of bonding we will use errors cannot be made at this stage, in removing these errors we took several precautions. Initially we will build two stands for the wing with a minimal degree of error as this will act as our mold. The stands will be made out of 19 mm thick MDF board and designed as shown below in Figure {{ref> | + | The preparation before fixing the material together is a vital point in the manufacture stage. Due to the type of bonding we will use errors cannot be made at this stage, in removing these errors we took several precautions. Initially we will build two stands for the wing with a minimal degree of error as this will act as our mould. The stands will be made out of 19 mm thick MDF board and designed as shown below in Figure {{ref> |
| <WRAP centeralign> | <WRAP centeralign> | ||
| <figure flabel148> | <figure flabel148> | ||
| {{ :: | {{ :: | ||
| - | < | + | < |
| </ | </ | ||
| </ | </ | ||
| - | This MDF mold is positioned 1.5 metres apart and in perfect alignment, these cannot move during the course of the manufacturing process to achieve perfect alignment in the sail. | + | This MDF mould is positioned 1.5 metres apart and in perfect alignment, these cannot move during the course of the manufacturing process to achieve perfect alignment in the sail. |
| == 7.7.1.2 Material Marking == | == 7.7.1.2 Material Marking == | ||
| - | Once arrived the maritime plywood sheets will be optimized fully by stenciling | + | Once arrived the maritime plywood sheets will be optimized fully by stencilling |
| == 7.7.1.3 Balsa Flexibility and Rigidity Improvement == | == 7.7.1.3 Balsa Flexibility and Rigidity Improvement == | ||
| During this time some of the balsa sheets will be placed in water overnight to allow the panels to soften and become flexible until the material dry’s. In this time the material will be positioned over a PVC pipe that has been cut in half, a weight is added to allow the balsa panel to follow the curvature of the pipe. This will allow the balsa to dry in this position and when applied to the leading edge of the rigid-wing sail reduce the brittleness of the material. The other balsa panels will be coated in an epoxy paint to increase the rigidity while maintaining the flexural properties required in the rigid-wing. These panels will dry for a period of 24 hours and be stored until required in the manufacturing section. | During this time some of the balsa sheets will be placed in water overnight to allow the panels to soften and become flexible until the material dry’s. In this time the material will be positioned over a PVC pipe that has been cut in half, a weight is added to allow the balsa panel to follow the curvature of the pipe. This will allow the balsa to dry in this position and when applied to the leading edge of the rigid-wing sail reduce the brittleness of the material. The other balsa panels will be coated in an epoxy paint to increase the rigidity while maintaining the flexural properties required in the rigid-wing. These panels will dry for a period of 24 hours and be stored until required in the manufacturing section. | ||
| - | In doing almost the opposite, balsa panels will receive multiple coatings of epoxy resin and perhaps wood glue to increase the rigidity of the panel. These will be left over night and then receive a bend test to confirm the coatings are sufficient in taking the force of the wind. These epoxy/glue coated panels will be used in replacing plywood throughout the wing in a solution to reduce the entire weight so that greater lift may be achieved. This solution will not take all the flexural properties away from balsa and allow it to form perfectly while maintaining great rigidity. | + | In doing almost the opposite, balsa panels will receive multiple coatings of epoxy resin and perhaps wood glue to increase the rigidity of the panel. These will be left over night and then receive a bend test to confirm the coatings are sufficient in taking the force of the wind. These epoxy/glue-coated panels will be used in replacing plywood throughout the wing in a solution to reduce the entire weight so that greater lift may be achieved. This solution will not take all the flexural properties away from balsa and allow it to form perfectly while maintaining great rigidity. |
| == 7.7.1.4 Equipment Checklist == | == 7.7.1.4 Equipment Checklist == | ||
| Line 3861: | Line 3861: | ||
| These blueprints will be used as the stencils that can ensure the degree of accuracy required during the manufacturing stage. Once the outside perimeter of each rib is removed great care and attention must be taken when cutting the central proximity of the certain ribs. | These blueprints will be used as the stencils that can ensure the degree of accuracy required during the manufacturing stage. Once the outside perimeter of each rib is removed great care and attention must be taken when cutting the central proximity of the certain ribs. | ||
| - | |||
| - | *STENCIL IMAGE HERE* | ||
| == 7.7.2.2 I Beam Masts == | == 7.7.2.2 I Beam Masts == | ||
| Line 3894: | Line 3892: | ||
| == 7.7.2.4 Stainless Steel Stabiliser Beams == | == 7.7.2.4 Stainless Steel Stabiliser Beams == | ||
| - | The stabiliser beams must be cut and drilled in process alignment using both a hacksaw and for better accuracy a pillar drill. The stainless steel pipes have 2 different diameters but identical thicknesses, | + | The stabiliser beams must be cut and drilled in process alignment using both a hacksaw and for better accuracy a pillar drill. The stainless steel pipes have 2 different diameters but identical thicknesses, |
| <WRAP centeralign> | <WRAP centeralign> | ||
| <figure flabel150> | <figure flabel150> | ||
| - | {{ :: | ||
| - | < | ||
| - | </ | ||
| - | </ | ||
| - | |||
| - | <WRAP centeralign> | ||
| - | <figure flabel151> | ||
| {{ : | {{ : | ||
| < | < | ||
| Line 3917: | Line 3908: | ||
| A dry assembly of the bonding process must be done before the real process to guarantee the correct positioning of all material before the final application of the adhesive. Once this is done, alterations cannot be made, making it the most vital part of the rigid-wing sail manufacturing process. | A dry assembly of the bonding process must be done before the real process to guarantee the correct positioning of all material before the final application of the adhesive. Once this is done, alterations cannot be made, making it the most vital part of the rigid-wing sail manufacturing process. | ||
| - | Like the real bonding process all precautions must be made to certify flawless alignment of the sail. The wing coverage will be positioned in the MDF mold connecting at the bottom of the V shape, from here the ribs will be distributed 350 mm for the duration of the 2400 mm skin. The I beam mast will be put into position and the airfoil heads will be placed on top creating the skeleton structure. Once this has been assembled and checked for imperfections it will be disabled and the bonding preparation must begin. | + | Like the real bonding process all precautions must be made to certify flawless alignment of the sail. The wing coverage will be positioned in the MDF mould connecting at the bottom of the V shape, from here the ribs will be distributed 350 mm for the duration of the 2400 mm skin. The I beam mast will be put into position and the airfoil heads will be placed on top creating the skeleton structure. Once this has been assembled and checked for imperfections it will be disabled and the bonding preparation must begin. |
| == 7.7.3.2 Bonding == | == 7.7.3.2 Bonding == | ||
| - | Before the bonding stage begins preparation must be made in the surrounding area and MDF mold, the rolo filme protector must be positioned on the floor and around the MDF to prevent the Sikaflex 292 adhesive bonding with the plywood coverage. If this was not done and the adhesive joined the mold to the wing it would prove extremely difficult to disconnect the materials. | + | Before the bonding stage begins preparation must be made in the surrounding area and MDF mould, the rolo filme protector must be positioned on the floor and around the MDF to prevent the Sikaflex 292 adhesive bonding with the plywood coverage. If this was not done and the adhesive joined the mould to the wing it would prove extremely difficult to disconnect the materials. |
| The Sikaflex 292 also has the following requirements before glue is applied. The surfaces must be of sound quality, clean, dry and free from all traces of grease, oil and dust. As a rule the surfaces must be prepared in accordance with the instructions given in the current edition of the Sika Primer Chart for Marine applications. [(SikaPrimerChartforMarineApplications)]. | The Sikaflex 292 also has the following requirements before glue is applied. The surfaces must be of sound quality, clean, dry and free from all traces of grease, oil and dust. As a rule the surfaces must be prepared in accordance with the instructions given in the current edition of the Sika Primer Chart for Marine applications. [(SikaPrimerChartforMarineApplications)]. | ||
| Sikaflex 292 cartridges come in a unipac tube that this is easily positioned in a caulking gun for the application purposes, the tip of the nozzle must be cut before application can begin. The pneumatic tool dispenser allows for the user to distribute the adhesive in all positions of the rigid-wing sail skeleton and skin. To ensure uniform thickness of adhesive when compressed, it is recommended to apply the adhesive in the form of a triangular bead. The optimum temperature for substrate and adhesive is between 15°C and 25°C, at these temperatures the adhesive will dry in approximately 40 minutes. Although to guarantee the success of this, it will be left for triple the time stated. Therefore the adhesive will be left for a period of 2 hours. [(Sikaflex292TechnicalDataSheet)] | Sikaflex 292 cartridges come in a unipac tube that this is easily positioned in a caulking gun for the application purposes, the tip of the nozzle must be cut before application can begin. The pneumatic tool dispenser allows for the user to distribute the adhesive in all positions of the rigid-wing sail skeleton and skin. To ensure uniform thickness of adhesive when compressed, it is recommended to apply the adhesive in the form of a triangular bead. The optimum temperature for substrate and adhesive is between 15°C and 25°C, at these temperatures the adhesive will dry in approximately 40 minutes. Although to guarantee the success of this, it will be left for triple the time stated. Therefore the adhesive will be left for a period of 2 hours. [(Sikaflex292TechnicalDataSheet)] | ||
| - | Figure {{ref>flabel152}} indicates the inside perspective once the skin is bonded to the ribs using the manufacturing form of application. | + | Figure {{ref>flabel151}} indicates the inside perspective once the skin is bonded to the ribs using the manufacturing form of application. |
| <WRAP centeralign> | <WRAP centeralign> | ||
| - | < | + | < |
| {{ : | {{ : | ||
| < | < | ||
| Line 3941: | Line 3932: | ||
| The purpose in applying a coating is to provide a film which will give protection and resistance to the surface both externally and internally of the wing sail. The success of any paint application will be governed by a number of parameters. An adequate film thickness is essential for the success of any painting system. Under-application will generally result in premature failure. However, even the opposite can be equally dangerous, in other words it's not right that more paint means a better result. The gross over-application of coatings can lead either to solvent entrapment and subsequent loss of adhesion, cracking or to splitting of primer coats. | The purpose in applying a coating is to provide a film which will give protection and resistance to the surface both externally and internally of the wing sail. The success of any paint application will be governed by a number of parameters. An adequate film thickness is essential for the success of any painting system. Under-application will generally result in premature failure. However, even the opposite can be equally dangerous, in other words it's not right that more paint means a better result. The gross over-application of coatings can lead either to solvent entrapment and subsequent loss of adhesion, cracking or to splitting of primer coats. | ||
| - | The most common methods of applying the coatings are by brush, roller, conventional (air) spray, conventional (pressure pot) spray and airless spray. Not having the suitable equipment to spray, we will apply the coating or by brush or by roller. Brush application should always be undertaken using good quality natural fibre or synthetic brushes of the appropriate size compatible with the product being applied. However, this application technique is relatively slow, but is generally used for coating small areas with decorative paints and for surface tolerant primers, where good penetration of rusty steel substrates is required. Roller application is faster than brush on large, even surfaces. However, control of film thickness is not easily achieved. As with brush application, | + | The most common methods of applying the coatings are by brush, roller, conventional (air) spray, conventional (pressure pot) spray and airless spray. Not having the suitable equipment to spray, we will apply the coating or by brush or by roller. Brush application should always be undertaken using good quality natural fibre or synthetic brushes of the appropriate size compatible with the product being applied. However, this application technique is relatively slow, but is generally used for coating small areas with decorative paints and for surface tolerant primers, where good penetration of rusty steel substrates is required. Roller application is faster than brush on large, even surfaces. However, control of film thickness is not easily achieved. As with brush application, |
| === 7.7.5 Electronic Connections Process === | === 7.7.5 Electronic Connections Process === | ||
| - | Prior to the bonding process this is a a high priority for us to understand the positioning and pathways of the connections to the following electrical components, battery, navigation lights, wind sensor, actuator and servomotor. These must be connected before | + | Prior to the bonding process this is a high priority for us to understand the positioning and pathways of the connections to the following electrical components, battery, navigation lights, wind sensor, actuator and servomotor. These must be connected before |
| == 7.7.5.1 Supply Lines == | == 7.7.5.1 Supply Lines == | ||
| - | Once the electrical devices are positioned fixed to the wing's internal and external structure, | + | Once the electrical devices are positioned fixed to the wing's internal and external structure, |
| The supply lines vary depending on the component, although a estimated length and width of cable has been shown here, | The supply lines vary depending on the component, although a estimated length and width of cable has been shown here, | ||
| Line 3957: | Line 3948: | ||
| * This accumulates to a estimated required length of wire $ 8 m $, which will fit in the $ 30 mm $ PVC ducts of the wing. | * This accumulates to a estimated required length of wire $ 8 m $, which will fit in the $ 30 mm $ PVC ducts of the wing. | ||
| - | These pathways can be seen below in Figure {{ref>flabel153}}, the battery acts as a the central hub in this set-up. | + | These pathways can be seen below in Figure {{ref>flabel152}}, the battery acts as the central hub in this set-up. |
| <WRAP centeralign> | <WRAP centeralign> | ||
| - | < | + | < |
| {{ :: | {{ :: | ||
| < | < | ||
| Line 3971: | Line 3962: | ||
| === 7.8.1 Alteration Reasoning | === 7.8.1 Alteration Reasoning | ||
| - | There are various reasons for building a prototype in the scale of 1:2,4. Firstly, we are running short of time to actually finish the fully functioning wing sail. As we have to hand in the whole sail on the 26th of June, we will not be able to receive all components from our different suppliers on time. Apart from our suppliers in Portugal, we also have some suppliers abroad, which means longer and unpredictable shipping times. Secondly, it wil be cheaper to build a prototype and see if all components are correctly chosen in their sizes, but also if the weight distribution is working for the sail. As we have lack of experience in maritime engineering a prototype will help to verify the corectness | + | There are various reasons for building a prototype in the scale of 1:2,4. Firstly, we are running short of time to actually finish the fully functioning wing sail. As we have to hand in the whole sail on the 26th of June, we will not be able to receive all components from our different suppliers on time. Apart from our suppliers in Portugal, we also have some suppliers abroad, which means longer and unpredictable shipping times. Secondly, it will be cheaper to build a prototype and see if all components are correctly chosen in their sizes, but also if the weight distribution is working for the sail. As we have lack of experience in maritime engineering a prototype will help to verify the correctness |
| === 7.8.2 Manufacturing process | === 7.8.2 Manufacturing process | ||
| - | The manufacturing process will be based on the manufaturing | + | The manufacturing process will be based on the manufacturing |
| - | The idea to build a smaller prototype is based on utilising an easy-purchasing balsa structure. Balsa is a light wood that is available for us in a short period of time. The only restriction we have when deciding to use Balsa is the availability in measures that do not exceed one meter in length. This is the reason why our prototype has a one meter length skin, with a total length of 1.15 meters considering the mast. The scale used is 1:2.4, according to the length of the original model skin that is 2.4 meters. The materials provided are aluminium for the mast and balsa panels of 1000 mm by 100 mm by 4 mm, according to the difficulty of the supervisors to get materials from many different providers. For the movement of the flap and jib, we received two servomotors and all the electronic supports from the autonomous system laboratory (LSA). A servomotor is replacing the actuator because of the small scale and therefore the restriction in the possible dimensions. | + | The idea to build a smaller prototype is based on utilising an easy-purchasing balsa structure. Balsa is a lightwood |
| In Table | In Table | ||
| Line 4004: | Line 3995: | ||
| ==== 7.9 Functionalities ==== | ==== 7.9 Functionalities ==== | ||
| - | === 7.9.1 Mast Rotation === | + | === 7.9.1 Mast Rotation === |
| The connection between sail and hull body has to be accurately designed, considering all parameters of movement. The mast must be able to rotate freely around an angle of 360 degrees, although this must be controlled and limited to prevent destabilisation of the rigid-wing sail within the hull. The proposed solution previously stated is to install flange bearings of adequate dimensions to accommodate the 70mm diameter mast, this will stabilise the mast in the body of the hull. These bearings will be lubricated to reduce wear on both the mast and bearing housings. | The connection between sail and hull body has to be accurately designed, considering all parameters of movement. The mast must be able to rotate freely around an angle of 360 degrees, although this must be controlled and limited to prevent destabilisation of the rigid-wing sail within the hull. The proposed solution previously stated is to install flange bearings of adequate dimensions to accommodate the 70mm diameter mast, this will stabilise the mast in the body of the hull. These bearings will be lubricated to reduce wear on both the mast and bearing housings. | ||
| - | Figure {{ref>flabel154}} shows the connection configuration. | + | Figure {{ref>flabel153}} shows the connection configuration. |
| <WRAP centeralign> | <WRAP centeralign> | ||
| - | < | + | < |
| {{ :: | {{ :: | ||
| < | < | ||
| Line 4019: | Line 4010: | ||
| === 7.9.2 Wing and Stabiliser Control === | === 7.9.2 Wing and Stabiliser Control === | ||
| - | The control of both the wing jib and stabiliser is required in defining our sail as a controllable modulus of the finished autonomous sailboat. The control actions of both the wings actuator and the stabiliser servomotor must be synchronised to optimise the sail in operation. These electrical devices will be controlled by a micro controller from the main body of the hull, which transmits instructions to both devices via a Wi-Fi or bluetooth | + | The control of both the wing jib and stabiliser is required in defining our sail as a controllable modulus of the finished autonomous sailboat. The control actions of both the wings actuator and the stabiliser servomotor must be synchronised to optimise the sail in operation. These electrical devices will be controlled by a micro controller from the main body of the hull, which transmits instructions to both devices via a Wi-Fi or Bluetooth |
| - | The control unit will be established by the client | + | The client |
| === 7.9.3 Human Handling and Assembly === | === 7.9.3 Human Handling and Assembly === | ||
| - | It was stated in a client meeting that the entire end product must be easily assembled and maintained by four individuals, | + | It was stated in a client meeting that the entire end product must be easily assembled and maintained by four individuals, |
| ==== 7.10 Tests and Results ==== | ==== 7.10 Tests and Results ==== | ||
| === 7.10.1 Waterproof Test === | === 7.10.1 Waterproof Test === | ||
| After the finishing touches have been made to the rigid-wing sail the final product will be sprayed with water for small durations of time and left to dry after each dousing. The test will take be done 3 times each time the wetting and drying duration will be increased by 30 seconds after each occasion, this will find the limitations. At first, the wing will be positioned in a upright position and the water will be delivered from a platform above. This will ensure maximum coverage of the wing, but also to prevent water entering and damaging the internal structure of the wing all holes and doors must be fixed and shut to prevent water accessing the inside. | After the finishing touches have been made to the rigid-wing sail the final product will be sprayed with water for small durations of time and left to dry after each dousing. The test will take be done 3 times each time the wetting and drying duration will be increased by 30 seconds after each occasion, this will find the limitations. At first, the wing will be positioned in a upright position and the water will be delivered from a platform above. This will ensure maximum coverage of the wing, but also to prevent water entering and damaging the internal structure of the wing all holes and doors must be fixed and shut to prevent water accessing the inside. | ||
| - | After operation of about 30 seconds the is removed from the water. No observations can be made from then plywood cover of water absorption, all the water runs off the side and onto the ground. All of the electronic components are located safe off the ground in the internal structure of the wing another test can be performed increasing the time of water exposure. After the second dousing of 1 minute the amount of water has doubled. The results are the same as the first, and the third test of 1 minute seconds is conducted. This time water has entered the internal part of the wing through a electronic access port on the side profile of the airfoil. The water has collected at the base of the airfoil as the wing is positioned vertically. | + | After operation of about 30 seconds the wing is removed from the water. No observations can be made from then plywood cover of water absorption, all the water runs off the side and onto the ground. All of the electronic components are located safe off the ground in the internal structure of the wing another test can be performed increasing the time of water exposure. After the second dousing of 1 minute the amount of water has doubled. The results are the same as the first, and the third test of 1-minute seconds is conducted. This time water has entered the internal part of the wing through a electronic access port on the side profile of the airfoil. The water has collected at the base of the airfoil as the wing is positioned vertically. |
| The applied waterproofing design and finish is sufficient to conduct first and second functionality tests with the product. The longer exposure times also only had a small effect on the product, better solutions should be developed for the electronic access doors as it is evident water is entering through these points. In addition, the process of drying the wing internally requires great detail but it is extremely cumbersome to do as the adhesive bond is now fixed and can not be taken apart to repair. This way, waterproof tests cannot be performed in a quick sequence. Nevertheless, | The applied waterproofing design and finish is sufficient to conduct first and second functionality tests with the product. The longer exposure times also only had a small effect on the product, better solutions should be developed for the electronic access doors as it is evident water is entering through these points. In addition, the process of drying the wing internally requires great detail but it is extremely cumbersome to do as the adhesive bond is now fixed and can not be taken apart to repair. This way, waterproof tests cannot be performed in a quick sequence. Nevertheless, | ||
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| The test set up will be done before the entire coverage is bonded together and after to assure the extra material added does not prevent the wing and stabilizer from rotating to a value of ± 20° from 0°. The actuator will position the jib, which is located in the main wing. The actuator is positioned and fixed on a central rib to increase the area of movement this is connected to the motor and control unit this is activated by turning on the remote control. | The test set up will be done before the entire coverage is bonded together and after to assure the extra material added does not prevent the wing and stabilizer from rotating to a value of ± 20° from 0°. The actuator will position the jib, which is located in the main wing. The actuator is positioned and fixed on a central rib to increase the area of movement this is connected to the motor and control unit this is activated by turning on the remote control. | ||
| - | The stabiliser also needs to complete this motion in almost the same time as the actuator thus a degree of synchronisation must be completed. This is not a vital aspect but a tolerance of 10 seconds is required to ensure the jib and stabiliser | + | The stabiliser also needs to complete this motion in almost the same time as the actuator thus a degree of synchronisation must be completed. This is not a vital aspect but a tolerance of 10 seconds is required to ensure the jib and stabiliser |
| - | The results indicate that both jib and stabiliser move as expected in dry condition. To improve the undulating movement of the jib, the actuator has been extented | + | The results indicate that both jib and stabiliser move as expected in dry condition. To improve the undulating movement of the jib, the actuator has been extended |
| - | The servomotor in the stabiliser struggled to move due to the reduce torque in the smaller servomotor, this can be reduced by increasing the value of torque of the servomotor to rotate the shaft on the stabiliser. | + | The servomotor in the stabiliser struggled to move due to the reduce torque in the smaller servomotor, this can be reduced by increasing the value of torque of the servomotor to rotate the shaft on the stabiliser. |
| === 7.10.3 Lift Test === | === 7.10.3 Lift Test === | ||
| - | The lift test can only be performed either in a wind tunnel or the outdoor environment in the best conditions, for both conditions the testing plan changes drastically. Since we do not have access to a sufficient wind tunnel the outdoors must suffice, the wing will be positioned on a fabricated steel bracket | + | The lift test can only be performed either in a wind tunnel or the outdoor environment in the best conditions, for both conditions the testing plan changes drastically. Since we do not have access to a sufficient wind tunnel the outdoors must suffice, the wing will be positioned on a fabricated steel bracket |
| - | There will be a extent of inaccuracy of this test as it is near impossible to generate wind from the environment and the probability of error is high as well as damage to the wing in these test conditions. Although without a wind tunnel or even a hull to test on the open ocean it is a stepping stone in testing our approach as a product. | + | There will be an extent of inaccuracy of this test as it is near impossible to generate wind from the environment and the probability of error is high as well as damage to the wing in these test conditions. Although without a wind tunnel or even a hull to test on the open ocean it is a stepping-stone in testing our approach as a product. |
| ==== 7.11 Conclusion ==== | ==== 7.11 Conclusion ==== | ||
| The project development chapter as a while illustrates the process of designing and of possible manufacturing and testing scenarios of a autonomous sailboat. After delicately designing a sailboat concept around the physics principles the end goal was modified to rigid-wing sail. The newly structured task was extremely overwhelming in time and work for each member in the design stage, hence our project was never fully developed into the practical stages of manufacture and testing. | The project development chapter as a while illustrates the process of designing and of possible manufacturing and testing scenarios of a autonomous sailboat. After delicately designing a sailboat concept around the physics principles the end goal was modified to rigid-wing sail. The newly structured task was extremely overwhelming in time and work for each member in the design stage, hence our project was never fully developed into the practical stages of manufacture and testing. | ||
| - | Although we sought out to define these aspects specifically to compliment our dedication to the project, this began with in-depth manufacturing processes. This process acquired the entire teams full attention to fulfill | + | Although we sought out to define these aspects specifically to compliment our dedication to the project, this began with in-depth manufacturing processes. This process acquired the entire teams full attention to fulfil |
| - | Finally, the last chapter will fulfill | + | Finally, the last chapter will fulfil |
| ===== 8. Conclusions ===== | ===== 8. Conclusions ===== | ||
| - | The initial purpose of this report was to developing and construct | + | The initial purpose of this report was to developing and construct |
| - | This final section presents and discusses the achievements attained during the project timescale. Finally, a prespective | + | This final section presents and discusses the achievements attained during the project timescale. Finally, a perspective |
| ==== 8.1 Discussion ==== | ==== 8.1 Discussion ==== | ||
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| Before the design and development of our project could begin as a team we were asked to successfully ornamented project management agenda. These tools were used to produce healthy, effective and logical working structure for the team over the course of the project. The marketing plan was planned and implemented for the ideation of our final product on an international market. It was disclosed to enter a market for clients in the research and development profession but concentrate in later years to manufacture custom platforms for users. In addition, the eco-efficiency measure for our forecasted company to become sustainably stable has been researched. Relevant topics to build a profitable and manageable organization for the environment were researched intensely to produce a policy plan for the foreseeable future. The final preparation required was the ethical concerns that must be addressed for the project and the individuals concerned. | Before the design and development of our project could begin as a team we were asked to successfully ornamented project management agenda. These tools were used to produce healthy, effective and logical working structure for the team over the course of the project. The marketing plan was planned and implemented for the ideation of our final product on an international market. It was disclosed to enter a market for clients in the research and development profession but concentrate in later years to manufacture custom platforms for users. In addition, the eco-efficiency measure for our forecasted company to become sustainably stable has been researched. Relevant topics to build a profitable and manageable organization for the environment were researched intensely to produce a policy plan for the foreseeable future. The final preparation required was the ethical concerns that must be addressed for the project and the individuals concerned. | ||
| - | Based on the state of the art, a rigid-wing sail prototype was developed using principles | + | Based on the state of the art, a rigid-wing sail prototype was developed using principles |
| ==== 8.2 Future Development ==== | ==== 8.2 Future Development ==== | ||
| Following this project, we have categorized both short-term and long-term goals that will see provide a fully furnished product to the client. The initial short-term goal will be to establish a wing-sail with quality components and completion of all functional tests with satisfactory results. At this time no initially proposed requirements where practically fulfilled, only the theoretical concepts have been produced for the project. The final short-term goal will be to reduce the amount of toxic and harmful materials, holding paramount the enhancement of safety for the user and environment. | Following this project, we have categorized both short-term and long-term goals that will see provide a fully furnished product to the client. The initial short-term goal will be to establish a wing-sail with quality components and completion of all functional tests with satisfactory results. At this time no initially proposed requirements where practically fulfilled, only the theoretical concepts have been produced for the project. The final short-term goal will be to reduce the amount of toxic and harmful materials, holding paramount the enhancement of safety for the user and environment. | ||
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| - | Lastly, we suggest | + | Lastly, we suggest |
| - | Figure {{ref>flabel155}} displays a drawing of an improvement for the functioning of the stabiliser. | + | Figure {{ref>flabel154}} displays a drawing of an improvement for the functioning of the stabiliser. |
| <WRAP centeralign> | <WRAP centeralign> | ||
| <figure flabel155> | <figure flabel155> | ||
