ADVANCED MONITORING SYSTEM FOR BOLTED ...

ADVANCED MONITORING SYSTEM

FOR BOLTED CONNECTIONS IN

VEHICLE CONSTRUCTION

by

Marco Buchmann Dipl.-Ing.(FH)

A dissertation submitted in full satisfaction of the

requirements for the degree of Magister Technologiae

Mechanical Engineering in the Faculty of Engineering,

the Built Environment and Information Technology of the

Nelson Mandela Metropolitan University

Promoters: Prof. T.I. van Niekerk

Prof. Dr.-Ing. P. Wollschläger

December 2010

I

I Copyright Statement

Unless explicitly stated, all rights including those in copyright in the content of

this document is owned by or controlled by the author.

Except as otherwise expressly permitted under copyright law, the content of

this Document is not to be copied, reproduced, republished, downloaded,

posted, broadcast or transmitted in any way without first obtaining the

authors written permission.

II

II Author’s declaration

I, Mr. Marco Buchmann, hereby declare that:

• At no time, during the registration for the Magister Technologiae De-

gree, has the author been registered for any other University degree;

• The work done in this dissertation is my own;

• All sources used or referred to have been documented and recog-

nized.

Signature:

Date:

III

III Abstract

Bolted connections where used from the beginning of vehicle construction for

joining two or more parts. The reliability of bolted connections is still a major

problem. The objective of this research thesis is focused on an advanced

monitoring system for bolted connections in vehicle construction.

A mechanical “vibrating test bench”, which was developed by the aeronauti-

cal engineer Mr. Junkers, is being adapted, to suite the requirements of the

automotive industry. It is designed according to DIN 65151 standards. The

bolted connection is tightened to a specific torque to achieve the required

preload forces and then exposed to an oscillating elastic shear force. The

preload force and their loss are measured in relation to the number of load

cycles. The ideal locking mechanism would be, if no settling occurs. Realistic

in practice is the remaining of a sufficient preload force which doesn’t decry

with time. The aim of this thesis is, to gain knowledge that will assist in the

future control of the bolt locking procedure. The test bench can be used to

verify the clamping capability of a bolted connection. With the dynamic com-

puter-aided test system it will also be possible to test critical bolted joints and

their safety, which reduces the probability of costly product recalls, or even

severe cases of failure.

IV

IV Acknowledgments

The following acknowledgments have to be made to parties that contributed

to this thesis:

• The promoters, Prof. Theo van Niekerk and Prof. Dr.-Ing. Paul Woll-

schläger for their support, guidance and encouragement;

• The “Institut für Fahrzeugbau” in Wolfsburg, for creating research

opportunities at the „Ostfalia Hochschule für angewandte Wissen-

schaften“;

• My parents for their love and support throughout the duration of this

research project.

V

V Table of Contents I Copyright Statement I

II Author’s Declaration II

III Abstract III

IV Acknowledgements IV

V Table of Contents V

VI List of figures VIII

VII Equations XII

1 Introduction 1

1.1 Overall aim 3

1.2 Delimitation 4

1.3 The significance of the research 5

2 Current Technology 6

2.1 Definition of the current technology 6

2.1.1 Technical guideline 7

2.1.2 The classification of the three technical rules 8

2.1.2.1 Definition of generally accepted rule of engineering 8

2.1.2.2 Definition of science and engineering 9 2.1.2.3 The three categories of the technical rules 9 2.2 Loss of the preload forces 10

2.2.1 Process of preload forces 10

2.2.2 Phases of power loss 12

2.2.3 Numerical evaluation 13

2.3 DIN 65151 from Junkers 15

2.3.1 General 16

2.3.2 The procedure 17

2.3.3 Schematic of the test set up 17

2.3.4 Description of equipment according to DIN 65151 18

2.3.5 Test procedure 20

VI

2.3.6 Evaluation test 21

2.3.7 Other test benches according to DIN 65151 22

2.4 DIN 25201 for Rail transportation sector 26

2.4.1 Objective 27

2.4.2 Approach 30

2.4.3 Test bench for M8-M16 32

2.4.4 Test bench for M16-M36 33

2.5 The need for a bolt retention test bench for Automotive Industry 36

2.5.1 Air-bag systems 37

2.5.2 Suspension 38

2.5.3 Another example for the automotive industry 40

2.5.4 Conclusion 41

3 Mechanical Experimental Setup 44

3.1 Selection of fasteners 44

3.2 Design of mechanical components 47

3.2.1 Selection of electrical drive 48

3.2.2 Force, power and speed calculations 48

3.2.3 Advantages and disadvantages of the described motors 50

3.2.3.1 Electrical machinery 50

3.2.3.2 Hydraulic motors 51

3.2.3.3 Pneumatic motors 52

3.2.4 Selection of the drive unit 52

3.2.5 Analysis to select motor 55

3.2.6 Evaluation 58

3.3 Interpretations of the V-ribbed belt and pulleys 59

3.3.1 Calculation of the V-ribbed belt 59

3.3.2 Selection of pulleys 61

3.4 Connection between eccentric and test plates 62

3.4.1 Principle of operation 63

3.4.2 Requirements 64

3.5 Connecting rod 69

3.6 Pin connection 72

3.6.1 Interpretation of the bolt 72

VII

3.6.2 Design of the pined connection 72

3.6.3 Calculation of pin connection 75

3.6.4 Results 76

3.7 Securing of the pin 76

3.7.1 Requirements 77

3.7.2 Choice of bearing 77

3.7.3 Results 78

3.8 Linear bearings of the push rod 78

3.9 Construction of the eccentric shaft/ bearing bracket (mounting) 83

3.9.1 Preliminary 83

3.9.2 Dimensions 84

3.9.3 Calculations 86

3.9.4 Conclusion 92

3.9.5 Bearings of the eccentric shaft 92

3.9.5.1 Preliminary 92

3.9.5.2 Selection and design of the bearings 94

3.9.6 Calculation of the bearings 96

3.9.7 Calculation of the angular error 97

3.9.8 Conclusion 99

3.10 Construction / dimensioning of the test plates 100

3.10.1 Definition of the partial functions 100

3.10.2 Possible solutions 101

3.10.2.1 Variable through-bore hole 101

3.10.2.2 Measuring transducer 106

3.10.2.3 Lateral force sensor connection 107

3.10.2.4 Movement system between the test plates 108

3.10.3 MISUMI miniature profile rail guide system 111

4 Sensor System 113

4.1 Selection of the sensors 113

4.2 Position sensor Balluff BML 114

4.3 Speed sensor Balluff BML 116

VIII

4.4 Compressive force sensor Kistler 9061A 117

4.5 Tension and compression force sensor Lorenz K12 119

4.6 Temperature sensor Pt100 122

4.7 Terminal block national instruments SCC-68 125

4.8 Total overview 126

5 Electric Control Cabinet 129

5.1 Power electronics 129

5.1.1 Frequency converter 130

5.1.2 Wiring 131

5.1.3 Settings (application) 134

5.2 Measuring electronics 135

5.2.1 Lorenz metrology - K12 136

5.2.2 Kistler - 9061A 140

5.2.3 Balluff - BML S1C0/S1A1 143

5.2.4 NI - SCC68 146

5.2.5 Assistance 149

5.2.6 Control 150

5.3 Selected-Rittal 152

5.4 Individual manufacturing 152

5.5 Building 153

6 Statistical Analysis of Bolted Connections 156

6.1 Parameter measurement of identical bolted joints 156

6.2 Statistical analysis of the measurements 159

6.2.1 Selection of appropriate statistical analysis method 160

6.2.2 Application of the "One-Sample-Gaußtest" 163

6.2.3 Result of the Evaluation 165

7 Summary and Future Development Goals 167

8 Bibliography 170

IX

9 References for Figures 177

10 Contents Appendix 183

Chapter 1 Introduction

1

Introduction

Bolted connections have been utilized since the early days of vehicle

construction, and are an established method for connection elements

between two or more joined parts. Bolts are among the most frequently used

machine parts. With the progression in transportation technology (automotive

and aircraft), the demands on the mechanical properties of the bolts and

other fasteners are ever increasing. The reliability of bolted connections is

still a major problem. Below are some examples from recent incidents to

illustrate the failure of bolted joints: • The electric car manufacturer, Tesla, had some experience with this

problem. As reported in the media, the "Tesla Roadster" was affected

by a technical defect. More specifically a bolt, which is located on the

rear axle, could loosen during normal travel due to vibrations.

According to the company, this event could lead to severely

decreased manoeuvrability and therefore serious safety risks

• The Mazda 3 and Mazda 5 had to be checked in garages. In 2008, a

recall was ordered on the two models, due to a defective bolt-locking

device on the rear engine mounting. This meant that the bolts there

could loosen and break under strain.

• In 2009, various models of Fiat 500’s and 4000 Ford Ka’s had to be

inspected at garages. With these two very similar vehicles, certain

circumstances can cause a bolt on the rear brake carrier to loosen and

fall into the brake drum. This would lead to the brakes suddenly

locking, which could then result in an accident.


2

Modern lightweight construction techniques and the decrease of available

component installation space, requires bolted connections with very short

shear stress area. During dynamic loading, the risk of self-loosening in bolted

connections is increased in comparison to those with greater grip length.

Therefore, effective security measures needs to be taken. Under fatigue

loading, the loosening of bolts is usually preceded by a loss in the clamping

force. This loss in clamping force is usually prevented by the application of a

bolt-locking device. A significant number of commercially available types of

bolt locking devices do not fulfil this task. Given the increased use of special

bolts in vehicle construction, the behaviour of these bolts under fatigue

loading must be investigated, specifically with regard to the loss of the initial

clamping force. The number of product recalls has increased from 127 in

2002 to 144 product recalls in 2003 as shown in Figure 1. This is an increase

of 13 percent. These recalls were initiated by the automotive companies and

the „Federal Motor Transport Authority“

Figure 1.1: Recall Development (1)

It was found that defective construction causes increased under the recall by

3 to 21 percent and an error testing of 18 to 27 percent. Due to the shorter


3

designing period of vehicles. „According to the ADAC to completely eliminate

recalls, an excessively large testing effort would have to be made ", says the

ADAC clearly. This shows that 100 percent control in the production process

can only work if the interpretation developed could be implemented in the

construction of the bolt. A vibration test bench needs to be in accordance to

DIN 65151, which was developed by Aeronautical Engineer Junkers. The

bolted connection is tightened to the specified preload torque, and then

exposed to a variable elastic shear force near the bolt head. The preload

force and the loss in preload force are measured in relation to the number of

load cycles. In the ideal case, a bolt-locking device is considered effective if

no settling occurs at all. More realistically in practice, a bolt lock-locking

device is considered effective if an initial loss of preload force occurs, but

there remains a sufficient preload force that does decrease over a period.

There are currently testing methods, with which the retaining properties of a

bolt can be tested. There were initially designed for aerospace and rail

transportation sector. A description of the procedure is provided by the DIN

EN 65151 for aviation / aerospace engineering and DIN EN 25201 for rail

vehicles.

1.1 Overall Aim

The objective is to design and construct a test bench in accordance with the

aforementioned industry standards (DIN), for application in the automotive

industry. The test specifications which are used in the rail and aerospace

testing need to be adapted to be applied within the automotive industry.


4

1.2 Delimitation

In this project, the conceptual design and dimensioning of the power train,

the testing facility and the sensors to be implemented, the following will be

considered in more detail.

• Research and analyse the existing test system, as described by

DIN 65151

• Definition of the test bench specifications

• Conceptual design of the test bench

• Construction of the test bench

• Monitoring of extract data features

• Testing and evaluation statistical analysis of a type of bolted

connection

• Testing the influence of several surface coatings

The following subjects are not covered in this thesis:

• Development of Sensors

• Testing and analysis of different types of bolted connections

• Testing and analysis of different types of bolt locking devices

• Testing of chemical bolt locking mechanisms

• Detailed dimensioning of the test stand


5

1.3 The significance of the research

With the use of the mechanical test bench, it will be possible to verify the

security of a bolted connection. Accompanying the development, there will

also be the possibility to test critical bolted joints and their safety elements

quickly and cost effectively. With the application of such a dynamic computer-

aided test system, the likelihood of costly recalls, or even severe cases of

failure, can be drastically reduced.

In the following chapter are listed the test benches for bolted connections for

the use in the rail and aerospace application.

Chapter 2 Current Technology

6

Current Technology

The following chapter shows examples of a variaty of product recalls, which

are a result of inadequate bolted connections. The current technology is

defined and an abstract of the used information material is listed.

2.1 Definition of the current technology

The “current technology“is a legal term, it is found in regulations and

contracts. It is precisely defined in the way of layout and administration of

legal regulations. The current technology is a clause which defines the

technical abilities at a certain time. This clause is based on knowledge

gained by science and engineering. Today it is important to abide the

approved rules of engineering and science. To comply with the obligation of

executive care this clause is not adequate. Their for the prove of complying

with the clause of current technology is necessary [2].

The definition of “current technology” exceeds the commonly proved rules of

engineering and provides the knowledge of experts:

• Scientific founded

• Practically proved

• Sufficently proved

It has to be a well structured comprehensive body of regulations, application

and attainment of specified knowledge is essential [3].


7

The definition of the current technologies for specific products, processes

and services, is provided by expert opinions, method comparison and

analysis of literature. This is considered by court and included into the

decision. The comparison of products, the effectiveness and reliability

relating to a specific time and purpose are used to determine the current

technology [4].

2.1.1 Technical guideline

These guidelines are recommendations, instructions and suggestions which

provide a way to comply with the law, regulations or technical facts.

The technical guidelines include for example the DIN standards, VDE

requirements, VDI guidelines, technical rules for hazardous substances and

occupational health and safety rules. These guidelines serve the protection

of life, health and property, environmental protection, and to ensure the

quality of the products and services. Laws and regulations usually define

targets such as, safety, health protection, and air density. To achieve the

requirements for products, process or materials basic descriptions will be

used such as, “generally recognized rules of technology” or “current

technology and science”. It is possible that several of those formulations can

be used in a law. They are described in different sections and are divided into

the following:

• in § 3 para 9 Hazardous Substances (Hazardous Substances

Ordinance)


8

• In § 14 Section 1 Equipment and Product Safety Act (GPSG) [4].

generally recognized rules of technology:

• in § 6 § 6 Law on electromagnetic compatibility (EMC)

• § 4, paragraph 3 Construction Act (BauPG) 4 State of science and technology:

• in § 1 paragraph 2 Product Liability Act (ProdHaftG)

• in § § 6, 9 Radiation Protection Ordinance (Ordinance) 4

2.1.2 The classification of the three technical rules

This chapter defines and highlights different rules and the 3 different

classifications. This is supposed to be used to categorize the current

technology and the value of it in comparison to other rules.

2.1.2.1 Definition of generally accepted rule of engineering

The definition of this prescription comes from the construction and

installation sector. Due to the variety of technical rules in this sector, the

prescription was further defined by law. This definition can be applied to all

other areas. The prescription of “generally accepted engineering” is defined

for all recognized scientific, technical and craft experiences which are known

and have been proven to be correct and useful. Generally accepted rules of

technology are the prevailing views of technical practitioners in their specific

field. They are recognized in the theory and confirmed by the practice [5].


9

2.1.2.2 Definition of science and engeneering

Compared to the “current technology” the “state of science and technology”,

relates to the technical development, in the process, equipment or operating

methods and they are scientifically based. In experimental and pilot tests

they have proved to be technically feasible. The practical implementation and

suitability in commercial operations is still outstanding. It is used where very

high risk to life, health, environment and property as those in nuclear power

engineering, pharmacy, medical technology and genetic engineering occurs.

2.1.2.3 The three categories of the technical rules

Originating from the definition of the prescriptions, a categorization into 3

categories according to the quality of the technical knowledge is applied. The

order refers to a particular time, knowledge and experience.

Hierarchy:

• Stage 1 and highest is the current science and technology

• Stage 2 current technology

• Stage 3 common know rules of technology


10

The requirement of product liability and product safety according to the

different steps lead to different security levels.

• level 1 the highest: feasible security level

• level 2 the middle: educational security level

• level 3 the minimum: necessary security level

2.2 Loss of the preload forces

In this section of the document, the self – dissolution or the loss of the

preload forces of the bolted connections is explained. This process is the

cause for the failure of bolted connections. To prevent the bolts from loosing

modern bolt securing’s used. The different methods have different

advantages and disadvantages besides the costs. This is the basis for the

development of the test bench. To demonstrate the importance of this

chapter, every necessary aspects of the test bench is considered.

Furthermore the basic knowledge of bolted connections is discussed.

2.2.1 Process of preload forces

The main consideration in this topic is based on the assumption that after the

bolts are tightened there are no or only insignificant forces on the bolted

connections responsible for the loosening of the connection are the dynamic

axial forces. However there is no research on a cross-loaded bolt


11

connections. The loosening of the bolted connection is called loss of the

preload forces. In this process, there is a distinction between the relaxing and

loosening of the bolt. It starts with the relaxing of the connection and then

goes over into the loosening of the bolt.The loosening of the bolt can’t be

captured by a classical stress calculation of the bolts. The preload force loss

is only caused by the inner torque of the bolts. This happens even without

external influence factors. Due to the ratios of a torque-controlled tightening

of a connection, it is known that the useful torque for the preload forces is

10% to 20% from the point of elastic deformation in the bolt. The rest of the

total required torque is lost through friction. Due to the inner loosening torque

and the friction of the thread it is considered that bolt can’t loosen itself. It is

therefore a self locking connection.

Loosing is only produced by influences which reduce the friction of the

connection. This torque is the result of friction and the preload force. Under

dynamic load, it can happen that the inner loosening torque increases and a

loosening of the bolt is the result. The friction torque of the bolt can be

decreased by plastic elongation during operation. This means that the

preload force is also reduced. Furthermore, it is still a relative movement in

the threaded contact surfaces when the loosening process begins. This

movement mainly results due to lateral loads. If this does not occur the bolt

secures itself [6]. A reduction of the friction coefficient was also measured

under occurring axial loads. The conclusion is that the self locking

mechanisem is abolished in the thread.If at the same time a decrease of the

friction torque on the nut fitting occurs, the risk of loosening increases. The


12

complete loosening of the bolted connection never appeared in this context

[7].

2.2.2 Phases of power loss

The loosening oft he bolted conaction can be defided into 3 phases.

As shown in the Figure 2.2.

Figure 2.2: The process of loosening under dynamic shear loading (2).

In the first step the friction has to close the gap between the two to be

clamped parts. A slipping in the gap is now inevitable. The bolt deforms

initially until the deflection, resulting from the transverse shear forces in the

bolt are large enough that the friction in the head and nut is overcome. Due

to the relative large cross paths after exceeding the static friction in the

various contact surfaces can lead to micro-movements in the thread. These


13

movements infect the friction force of the bolt in such a way that it can get

loose by itself. Whether the three phases appear in a row, or especially in

Phase 2 and 3 with is a superimposition, is still not sufficiently explored.

However, this is an important fact for the evaluation of safeguards in the

thread [8].

2.2.3 Numerical evaluation

Due to chapter 1 it can be seen that the relative shift in the contact surface is

a decisive quantity for the self-loosening. For the mathematical evaluation of

loosening a definition of the so-called "boundary shift" for cross-loaded bolted

connections is used. The basic principal to loosen the bolted connection is to

overcome the friction forces in the interstice. Due to the shear deformation of

the bolt a dependency between the cross section bending stiffness and the

reset forces on contact surface.

If lateral displacements or a high elastic lateral deformation occur the bolt

deforms without slipping contact surface. The resetting forces in the bolt

increase with the increase of the lateral deformation. This will happen until

the contact area starts slipping. The theoretical boundary shift is occurring as

soon as the adhesive force is exactly equal to the resetting force of the bolt

head. The thread is not taken into closer consideration. The theoretical

boundary shift depends on the preload force, the clamping length, the cross-

section flexural stiffness and the friction coefficient in the head seat.

Equation 1 describes the facts:


14

EIlFs KVK

12maxµ

=

The loss of the clamping force. The equation 1 describes the tendency of a

connection to the self-loosening. This is done on the basis of a deformation

of size. The total force, which consists of friction force and the lateral force in

the bolt are not considered in equation1.Therefore, the formula for

dimensioning a certain lateral force for the connection cannot be used. The

calculated boundary shift is less than the value determined in experiments

[9].The formulary relation of the boundary shift to the bolt diameter and length

of the clamping length cannot be used to reproduce in the test phase. For a

detailed illustration of the bolt connection advanced mechanical models are

needed. However the extension of Formula 1 by a change in compliance

does not provide a sufficiently accurate description solving the procedure.

This cannot describe safety mechanisms in the thread and possible

loosening under axial and torsion loading. The torsion can be high enough to

shear locking pins of the nuts. These facts can be proved by the formula of

the boundary shift. The boundary shifts only describes the case in relation to

the loosening under shear loads, which excludes extreme conditions, and

self loosening. This leads to high stress in the bolt which can lead to fatigue

failure. Splitting constructive and safety mechanisms of the bolt cannot be

done by the equation.

Friction coefficient of head contact Prestressing force Clamping length

Cross-section flexural stiffness


15

Other analytical descriptions of the release behavior and the dynamics under

shear stress can be found in the sources [10, 11, 12, 13].

A detailed analysis about the states during the loosening in bending of the

connection is described in the mentioned book. Listed in subdivision are

partial loosening due to small rotations in the bolt shaft and complete

loosening with the complete loss of the bolt clamp load. Figure 4 shows the

mechanical equivalent model for this enhanced cross-loaded bolt

connections. It describes the locally occurring relative shifts as a function of

the force-deformation against loosening a connection. An assessment for the

loosening behavior, due to a lateral force (total lateral force for the

connection) can take place with this relation. This phrase is also only a

change in the equation 1 with the described limitations.

2.3 DIN 65151 from Junkers

The principle of self-loosening of bolted connections has been explored in the

60th of the last century. The development of suitable test methods also goes

back to that time. This standard was developed by interested experts of the

Department of "Mechanics" and of the Aerospace standards committee [14].

It was developed by Hugo Junkers in 1969 and it is still the current

technology in aerospace.In the sector of bolted connection and the security

methods, which is highly important for designing and constructing, there is

still a wide range of insecurity [15].The maintenance of the clamp load under

dynamic loading is done by using different elements and methods. By the


16

“Rüttelversuch DIN 65151”, the various elements and methods are tested for

their effectiveness [16].

2.3.1 General

Vibration test according to DIN 65151 is a best method to dynamically load

bolted connections under vibration test and compare various locking devices.

This standard describes how dynamic load testing affects the self loosening

of bolts and assess behavior of fasteners. It is used in the aerospace

industry. This quantitative effects included in the test result is not known due

to the variety of test parameters. Due to this fact, the standard allows for any

absolute statements about the backup behavior of bolted construction under

operational stress. The objective of this test is a comparative assessment of

security features under defined test conditions.

2.3.2 The procedure

The procedure according to DIN 65151 assumes that a lateral displacement

on the bolted connection initiated, is so that after the mechanics of the

reduced friction and a so-called interior control torque bolt connection is

solved. The inclined plane represents the thread and the horizontal plane bolt

head support.

A predetermined transverse displacement shall be initiated when assessing

the bolt connection. Depending on the flexural rigidity of the bolt, more or less


17

strong relative motion is required. Different displacements are set depending

on the test requirements.

2.3.3 Schematic of the test set-up

Figure 2.6 DIN 65151 shows the schematic structure of equipment. The

drive, the sensors and the signal processing electronics are here presented

in detail. The drive then provides the force required.

Figure 2.6: Schematic of the test setup (4).

The resulting measurement apparatus includes sensors and an amplifier.

These measured values are then a displayed on a light osiloscope and X-Y

1-Y 2 writers.


18

2.3.4 Description of equipment according to DIN 65151

The test set-up according to DIN 65151 consists of a vibration test bench, a

clamping force sensor, a lateral displacement encoder, a transducer and a

load cell. Figure 2.7 shows the structure of the test apparatus according to

DIN 65151.

Figure 2.7 : Test bench according to DIN 65151 (4).

The apparatus consists of a fixed part and a upper sled based on flat needle

roller bearings that braced with the bolts to be tested. The top includes a

pressed and secured plate to prevent turning against the disc. In the lower

part is a force measuring device. This measures the clamping force and is

installed between the upper and lower part. A test sample secured against

turning is installed in this force measuring device. A transducer in the

laboratory measures the relative motion between the upper and lower part


19

Following requirements are specified according to DIN 65151:

• Relative motion between upper and lower part (transverse shift) must be

adjustable. Relating to thread diameter 24 mm must fit to the apparatus

relative movements top and bottom to +/-1 mm be possible.

• 12.5 Hz test frequency must be possible

• Tolerances for measuring the clamping force: 0.6%

• Limits lateral displacement measurement: +/-3%

• At the halfway point of the upper sled (zero position of lateral shifting), the

two axes of through holes in the top and bottom aligned.

Test benches are usually an in-house construction of the operator and mostly

go back to the Junker system. Therefore it can be assumed that the test

results are subject to a machine operation.

2.3.5 Test procedure

First the idle transverse displacement is set so that the required effective

transverse displacement is accomplished. This is done in the loosening of

upper and lower part. Now put the upper sled in zero position of lateral

displacement. The fastener to be tested is used and to set preload force

required. It is important to ensure that no adhesive ties occur. After the first

load duty cycle, the effective transverse displacement is checked and


20

corrected if necessary. Now, the preload force is set and the vibration test

can commence. This is shown in Figure 2.8.

Figure 2.8 : Example of a FV N chart Q (4)

Figure 2.8 shows 4 trials. 4 Bolt connections were tested. The figure

illustrates when a loss in the clamping force occurred.

2.3.6 Evaluation test

The loosening behavior of the bolt connection is characterized by the history

of the clamping force depending on the number of load cycles.

The type of report assessing is set depending on the case.

Three ways of evaluation are applied in practice: [5]


21

• Determination of residual clamping force after a certain number of load

cycles.

• Determination until the fatigue limit of the bolt is reached.

• Determination of number of load cycles with full clamping force loss.

2.3.7 Other test benches according to DIN 65151

This sub-section describes other test benches designed according to DIN

65151.

Figure 2.9: Test bench of FH Zwickau (8).

Figure 2.9 shows the test of Zwickau. Shown here are the driving motor (1),

die coupling (2) and the test block (3).


22

Figure 2.10: Test bench from Böllhoff (9).

Figure 2.10 shows the test bench of Böllhoff. Shown are the driving motor

(1), test block (2), the data acquisition hardware (3) and graphical output data

display.

Table 1: Test specifications of Böllhoff (10).

Bolt diameter: (M6) M8 – M16x1,5

Normal Force: 0 – 200 KN (Primarily between 20 KN – 160 KN)

Stroke: max. ± 2mm (adjustable)

Test frequency: 12,5 – 59Hz


23

Figure 2.11: Test Bench from Test (11).

Figure 2.11 shows the test bench of TesT. Shown are the driving motor (1)

the test block (2), the data acquisition hardware (3) and graphical output data

display. The following test parameters are defined for this test according to

DIN 65 15.

Table 2: Test parameter of Test (12).

Bolt diameter : M6 - M16

Force sensor capacity: 200KN

Lateral force capacity: 25KN

Tolerance: 0,5

Stroke: max.1,5mm

Measurement angle: 360°

Test frequency: 30Hz


24

Figure 2.12: Test bench from Acument Europe (13).

Figure 2.12 shows the test bench of Acument Europe. The figure shows the

sensor and basic layout of the test bench schematically. The following test

parameters are defined for this test according Acument Europe in Table 3.

Table 3: Test parameters of Acument Europe (13).

Bolt diameter: M10

Clamping length: 17mm

Amplitude: 0,2

Operating force 27KN


25

Figure 2.13: Test bench of Schnorr (14).

Figure 2.13 shows the test bench of Schnorr. The major components are like

the test inserts, the force sensor and the test plug are shown here.

Table 4: Test parameter ofSchnorr (14).

Bolts – DIN 931-M10 X 45-8.8

Testfrequenz: 12,5Hz

Leerlaufamplitude: 0,8

The preloadforce is mesuared in percent.

2.4 DIN 25201 for Rail transportation sector

Over time, the use of bolted connections has proved itself in the railway

sector as a reliable joining mechanism. Nevertheless, the reliability of the

bolts is still a problem. In the summer of 2001 the entire fleet of electric inter-


26

city trains with tilt technology (ICN) of the Swiss Federal Railways was

grounded due to loose bolts in the chassis [17]. The reason for the loose

bolts were given to vibration through soft rubber mounts transfer [18]. This

problem also occurred in other railway vehicle, but was solved independently

[19]. These bolts are generally difficult to access as they are in the sub-floor

area of the train structure. Therefore, adequate visual checks for missing or

loose bolts can only be done at depots of the railway and municipal transport

companies.New light weight designs and even smaller installation space lead

to the use of shorter fastener lengths. With the increase of dynamic loading

and shorter bolt lengths the probability of self loosening is dramatically

increased. As a result of this, stricter precautionary measures need to be

taken to prevent bolted from loosening [20].

2.4.1 Objective

Many train manufacturers are confronted with the previously mentioned

problem. The companies; Alstom LHB Salzgitter, Bombardier Transportation

Hennigsdorf, Siemens Transportation Systems in Krefeld, the German

Railway systems engineering and some manufacturers of security elements

therefore agreed to initiate a joint research project that should allow in the

safty of bolted connections to be tested independent to interpret the

loosening and reliablity of bolted connections [21]. It must reflect securing

mechanisms for the specific demands of trains for self-loosening of a bolted

connection by using a bench tests that have been systematically investigated


27

by parameteric studies. It takes into account make special requirements of

production and maintenance of trains. Another important aspect is the test

bench must be accurate and consistent. For this research project the

following securing elements were selected.These securing mechanisms must

conform to DIN 25201-4, where exposed bolts under varying lateral loads,

acting on no hardened surfaces, are present. In this case, the hardness of

the surface will be lower than that of the bearing surface of the securing

mechanism. Therefore, only securing mechanisms have been selected that

the securing effect emanates solely from the area of head contact. Elements

with locking effect in the thread area are neglected. The experimental

parameters were established through the research. Table 5 shows all in

established test parameters.


28

Table 5: Established test parameters (15).

Nr. Parameter Größe / Ausführung / Versuchsbedingung

1 Design parameters Thread Size

M8, M10, M12, M16, M20, M24, M30 und M36

2 Strength class (grade)

for hexagon bolts with ribbed support (Ribbed bolt) 100; for stainless bolts A 2-70 and A 4-80; for all other bolts 8.8 and 10.9

3 Engagement length 1,7; 2,2 and 3,0

4 Bias 0,5 x σS; 0,75 x σS und 1,0 x σS (σS - Streckgrenze)

5 Lubrication Bolts as supplied or lubricated bolted joints with: Lubricant aluminum compound assembly paste, paste, grease on mineral oil with a combination of solid lubricants, synthetic oil base paste with solid lubricants / Mox-Active, MoS2 - (solid lubricant) Paste

6 Surface quality of the

bolt and nut

remuneration black, galvanized, A 2-70 and A 4-80 blank blank; Paints: Cr (VI) - containing Zinc coatings, Cr (VI)-free inorganic Zinc coatings, Cr (VI)-free zinc and aluminum Lamella; Cr (VI) - free zinc-flake coating with cathodic protection, Dünnschichtphosphatierung

7 Test stand parameters Displacement 1,4 x Δu; 1,2 x Δu und Δu. (Der Löseweg Δu

entspricht dem einer ungesicherten

Schraubenverbindung nach 300 Lastwechseln.)

8 Test frequency 12,5 Hz; ca. 0,4 x fE; ca. 0,6 x fE und 0,8 x fE, wobei

die Eigenfrequenz fE der Prüfstands < 100 Hz

The development of the test parameters and the evaluation of the work is the

responsibility for the project committee, which have discussed the

experimental results evaluated in terms of practical relevance. The FH

Cologne with the Chair in propulsion, materials handling, structural analysis

and materials research and applications, IMA GmbH Dresden have

conducted this research [22].


29

2.4.2 Approach

The experiments were performed on a vibrating test bench according to DIN

65151. Here are the criteria for the securing effects of the clamping force

drop as a function of the transverse displacement cycles and especially the

remaining clamping force after a defined number of cycles. It was determined

that the stiffness properties of both the bolted connection and the test bench

appear different despite the same displacement path. Since DIN 65 151

specifies no setting parameters for comparative tests, new ways and

parameters must be found. To determine this, sample tests and then a

comparison tests through parametric studies must be carried out. The

settings to determine the lateral displacement in which a complete loss of

clamping force occurs. In the comparison tests through parametric studies,

the respective locking devices are tested as well as the self loosening effect

of different securing features was examined with the lateral displacement

identified in the calibration tests. From the sample tests, it was determined

that the final clamping force was lower than the initial clamping force of the

experiment by 20% after 2000 cycles. If this condition is met, the bolt locking

mechanism is regarded as effective; otherwise, it is regarded as invalid. The

parametric test studies are shown in Figure10. There is always one

parameter in focus; its effect shall be investigated more. While other

parameters are changed within a parametric study accordingly to the

increase in knowledge. As an example, the parametric study "test frequency"

to various thread sizes. The University of Cologne studied M8-M16 bolt


30

diameters. Figure 2.14 shows the test bench according to DIN 65 151 used

at FH Köln.

Figure 2.14 Test bench of FH Köln (16).

The IMA Dresden developed an own test bench for testing sizes up to M36.

Figure 2.15 shows the test bench developed at IMA Dresden.

Figure 2.15: Test bench developed at IMA Dresden for M16-M36 (17).


31

Trials for M16 thread sizes on the two benches were done to make a

comparison of the tests on different test beds and determine possible design

influences.

2.4.3 Test bench for M8-M16 at FH Köln

The test shown in Figure 2.15, manufactured according to DIN 65151,

consists of a base frame with the test block and the drive installed on it. Test

bench shown in Figure 2.16 has an upper and a lower slide. The upper slides

using an LM Guide mounted between two sides that run along the

translational movement to the vertical axis of bolt set. Inside the test block

are inserts that can be exchanged to acept different bolt sizes. Bolted

connections are tested with given clamping force through a hole in the test

block. The drive shaft provides the required lateral movement. This is done

on an eccentric in the selectable frequency range of 10 Hz to 80 Hz.

However, according to DIN 65151 the frequency must be set to 12.5 Hz.

Washers must be replaced with every tests, the bearing surfaces of the

bolted connection components must be joined securely to the test bench.

The torque is redirected when tightening the nut and locked in the lower tray

without distorting the clamping force measuring equipment. Only washers

that conform to DIN EN ISO 7093-1are to be used. The hardness of the

washers is defined in DIN 25201-4 as 200 HV for the grade < 8.8 and 300

HV for > 8.8. The parallelnis, flatness and roughness of the disks, must be


32

guaranteed by grinding. The washers are installed so the grinded direction is

parallel with the cross movement of the upper slide.

Figure 2.16: Test block of FH Köln (19).

2.4.4 Test bench for M16-M36 at IMA Dresden

This test was also made to DIN 65151st however; this had to be adapted to

the required thread sizes. The test bench shown in Figure 2.15 consists of a

load frame manufactured out of steel profiles. This framework ensures the

required rigidity of the test bench. Also, this load frame houses the servo-

hydraulic cylinder, which acts as the drive. Test blocks for M16-M36 are also

mounted on to the frame. Test block for M16 consists of a solid

undercarriage that houses the needle roller bearings to support the upper

tray, load cell and the nut sleeve to prevent rotation. This test block design


33

was done by using finite element modeling for maximum stiffness to prevent

higher stress response symptoms. From the tests results gained from M16,

test blocks for M20 and M36 were developed and manufactured. This is

shown in Figure2.17. This test block contains replaceable bolt sets for the

different thread sizes. Different clamp lengths are adjusted with spacers

between the lower and load carriage by using various inserts on the top slide.

To assemble larger bolt accessories, an additional support section needs to

be located on the top of the upper carriage. A servo-hydraulic cylinder is

used to provide the required lateral force. The servo-hydraulic cylinder is able

to induce a load of up to 140 kN on the test sample.

Figure 2.17: Test block of IMA Dresden (20).


34

Recording of Measurement data

The following qualities are measured and recorded.

• Clamping force FV

• Lateral force on sample FQ

• Transverse displacement sQ

Figure 2.18: Force diagram (21).

Figure 2.18 represents the points at which the lateral force, clamping force

and displacement are recorded by various sensors. On the test bench of IMA

Dresden, the displacement of the servo-hydraulic cylinder can be controlled

for various bolt diameters.


35

2.5 The need for a bolt retention test bench for the

Automotive Industry

Current technology on the examination of bolt retaining mechanisms was

already extensively developed in aerospace and train industry. Until now,

there was no development and research done in the automotive industry

regarding retaining systems and there is now a need for such test facilities.

Accidents occuring due to bolts loosening are still common. As an example,

stress fractures on trucks might be caused by loose bolts [23]. A vehicle is a

complex system of vibration which is stimulated by uneven road surface,

travelling speed and engine revelutions [24]. These vibrations propagate

through the entire vehicle and connect at various locations on different levels.

These vibrations affect the vehicle with regard to comfort and safety. Bolted

connections are also affected by these vibrations. Through a dynamic lateral

loading of a bolted connection it can gradually start to loosen itself. This can

lead to serious accidents. Bolted connections are used extensively

throughout the automotive industry. They are easy to implement, cost-

effective and can be loosened for service reasons, for example a

consumable can be swapped quickly and inexpensively. Bolted connections

are often used in inaccessible places which cannot be acceded by other

joining methods, for example, with a welding device. This could cause

problems and will be discussed later.


36

2.5.1 Air-bag systems

Today modern air-bag systems are found in almost every new car. Such a

system consists of several airbag modules activated by crash sensors, a

control unit and other depend equipment. Figure 2.19 shows the structure of

a driver airbags.

Figure 2.19: Driver airbag on average (21).

The air bag (1), the gas generator (2) and ignition unit (3) is located within

this module. This driver airbag is integrated into the steering wheel. It

protects the driver head against impact on the steering wheel in case of an

accident. This deploys the air bag within a few milliseconds and slows down

the driver's head. This "braking" is required by law. In the design of the air

bag module, the deployment time must be observed in order to pass a type-

approval test. The occurring forces at the ignition of the airbags acts on the

sheet metal brackets. Thus, the brackets ensure the airbag remains in

position during the entire ignition. The air bag modules are bolted into the

steering wheel or dashboard. It must be interchangeable and are therefore

mounted with bolted connections. However, these connections in the


37

operation of the vehicle of a dynamic lateral load can become vulnerable. If

these mounting bolts loosen, it could cause the airbag not to be ploy into the

desired direction and would compromise its overall effectiveness. The forces

at the ignition are not optimally distributed by the loose air bag module. It

would mean that he can no longer stop the head with the necessary delay

and cannot prevent an impact on the steering wheel. The consequences of

such loose bolt connection in the air bag module during an accident can

inflict serious injuries to the head, because insufficient damping of the head

by the airbag. To prevent a loosening operation during the development of

the airbag, a system with a vibration test can be used to determine the

effective bolt security. Serious injury due to loose airbags can then no longer

occur. This would be a vital test for the manufacturer and would enable them

to produce a safer product for the consumer.

2.5.2 Suspension

The suspension is one of the fundamental areas of a vehicle and is a key

factor when determining a cars driving behavior and maneuverability.

These include:

• Wheels

• Shock absorbers (1)

• Springs (2)

• Suspension (3)


38

• Steering (4)

• Brake (5)

Figure 2.20: Suspension configuration (22).

The suspension includes all car parts that connect the wheels and the

chassis of the vehicle. It provides adequate force transition to the chassis

when the vehicle is under steering, braking and acceleration. The function of

the suspension is to absorb high forces - upload, braking and lateral force.

Because of this, the suspension experiences high wear. Therefore the most

important wear parts are the bolted connections. These joints are primarily

under shear force. Bolts under cyclic shear force are more prone to

loosening. That must be prevented, because the vehicle is then no longer

safe and serious accidents can occur.


39

2.5.3 Another example from the automotive industry

Another example of cross loaded bolt connections in a vehicle are the wheel

studs. The figure 2.21 shows the Micro section of a wheel bolt, with a fatigue

fracture as a result of cyclic loading. It can be seen that there is a bolted

connection, which is exposed to a dynamic lateral load; this can be seen in

the beach marks on the failed bolt.

Figure 2.21: Studs under lateral load (23).

In this case, the bolt loosening can be appropriate tested by using a test

bench to prevent this. Set test parameters shown in table 6.

Table 6: Test parameters for studs (24)

Bolt size M10

Pitch: 1, 5 mm

Nominal length: 45 mm

Strength class: 4.8; 8.8; 10.9


40

2.5.4 Conclusion

The three examples illustrate how important it is to have a secure bolted

connection at critical points. An examination of securing bolts with a vibration

test error and thus high cost of changes to the design can be avoided early in

the development process. Bolted connections pose a risk to the vehicle when

they become loaded under shear force. A test that can accurately assess the

bolt locking mechanism and avoid this later expensive recalls is essential.

However, this problem is gained little interest. This shows the small number

of research on vibration test bench for use in the automotive industry. There

are no DIN specifications such as in the aerospace and rail transport

industry. These parts of the work has identifed the current technologies

available and at the same time the need for such a test for vehicle

construction.


41

The following test parameters are summaries of other well-known test

benches.

1. Size: M6 - M36

2. Strength class: 4.8; 10.9

3. Transverse load: 1,2KN - 50KN

4. Test frequency: 12.3 - 59Hz

5. Clamping force: 20 KN - 160 KN

6. Lateral displacement: 0, 07 mm-± 3 mm

7. Clamping length: 1, 5 mm - 17 mm

From the findings of the various test parameters of different test according to

DIN 65151 and DIN 25201, lays down the test parameters for the vibration

test to be built in the next chapter.

Chapter 3 Mechanical Experimental Setup/Mechanical Components

44

Mechanical Experimental Setup

In the previous chapter, the test parameters and the standard test bench

components were introduced. This chapter defines the individual components

and the necessary parameters which influences the bolts in vehicle

construction. Furthermore the realization of the mechanical components is

established in this chapter.

3.1 Selection of fasteners

The test bench relates to the current test standards, to obtain comparable

measurements. The components of the test bench have to be adjusted

according to the standards as far as necessary. The technical parameters

display the criteria of a vehicle. Due to the mentioned high testing cost, of

bolted joints of an entire vehicle under real conditions, and the unexplored

connections behavior inside the vehicle, the parameter have to be adjusted

relating to the parameters of the vehicle parts and sub assembly. To test

security relevant bolts, a minimum bolts size of M5 will be applied.

Furthermore, is the largest typically used bolted joint in the car field an M12

bolt connection. In the vehicle manufacturing, a large variety of fastener

strength graded bolts are used. The Preload force and the resulting lateral

force are depending on the bolt size, as well as the shear condition of the

connection. To clarify the facts, the following calculation example is given:


45

The lateral force is a lubricated bolt (M5) with the property class 8.8 and one

for non-lubricated bolt (M12) is determined by the strength class 12.9.

According to Blume, D., the lateral force can be determined according to the

equation

:

= · ..

To determine the shear force , the preload force and the total friction

coefficient ( ) are determined from the chart book. For the

oiled (M5) bolt:

= ·

= 7600N lt. TB 8-14

= 0, 08 lt. TB 8-14

= 7600N · 0,08 = 608N

It follows for the bolt used a transverse load of 608N.

A non-lubricated (M12) Bolt:

= ·

= 80500N lt. TB 8-14

= 0, 14 lt. TB 8-12b

= 80500N · 0,14 = 11270N

The bolt has a shear force of 11270N

Table 6 shows the values obtained from the calculation examples

summarized.

.


46

Table 6 results of the example calculations Bolt size

Total friction coefficient

Lubrication Tension

in N Shear force in N

M5 0,08 oiled 7600 608 M12 0,14 dry 80500 11270

The greater the coefficient of friction, the higher the sheer force

.

The original norm DIN EN 65 151 uses a precise test frequency of 12.5 Hz. A

fixed interval of 6-16 Hz were defined. With some of the already identified

varieties of test benches, a bolt size of M36 were reviewed. A larger

displacement of the test plates (stroke) of about 3 mm is required. Normally

in vehicle construction a maximum bolt size of M12 bolts is used, due to this

we refer to the standard stroke of 1mm. With this stroke of the test plates,

smaller bolt variants can also be tested. Furthermore, the clamping length of

the bolt connection terminal is considered. The bolt size (M12) and the

resulting necessary preload, are responsible for the material thickness of the

test plate. As shown in the previous chapter, some influencing variables from

the "original testing standards' are used.

1.

The overall parameters for the

realization of a test bench for the vehicle construction are given below.

Bolt Size

2.

: M5 – M12

Strength class

3.

: 4.8 – 10.9

Shear force

4.

: 0,6 kN – 12 kN

Test frequency

5.

: 6 – 16Hz

Preload

6.

: 7,6 kN – 81 kN

Transverse displacement

7.

: 1mm

Clamping length: min. 20mm

Chapter 3 Mechanical Components

47

3.2 Design of mechanical components

In this subsector the developed hardware for the test bench is shown. This

contains the complete development of the test bench, starting with the

calculation, up to the assembling of the whole system.

The test bench must meet a variety of design requirements. In Figure 3.1, the

graphical presentation of the relevant topics can be seen. These are to be

considered for the realization of the construction. Key priorities for the test

bench to be constructed are: the reproducibility of results, the user-

friendliness, the interchange ability of the measurement devices and

repeated reliability.

Figure 3.1 General design requirements (22).


48

3.2.1 Selection of electrical drive

In this part of the document, the design of the drive unit is shown. There are

first some preliminary considerations to be made and then performed, a

calculation of the torque and interpretation of the power required of the

electric motor. Furthermore a selection of various drive units are listed and

explained. According to the concept description screws with thread sizes

from M5 to M12 will be tested. Here one needs to calculate the lateral force

for the largest thread for the test to be carried out. The testing procedure of

the screws results in a stroke (axial) of 1mm, for which a torque design must

be calculated. Furthermore, the required power for the drive motor from the

calculated torque and lateral force design are to be determined. The testing

of the bolts takes place at different frequencies (Hz), an example of the

speed calculation is given below.

3.2.2 Force, Power and Speed Calculations

The calculation of the lateral force design for thread size M12 is obtained

from the following equation:

Static: FQ = FR

FQ = µ* FN [34]. Given µ = 0,14 lt. TB 8-14

FN = 80,5 kN lt. TB 8-14

Hence:

FQ = 80,5 kN * 0,14 = 11,3 kN


49

The following calculation is used to determine the torque required as a result

of the 1mm axial stroke:

M = F * l [35]. Given l = Stroke length

M = Torque required to travel 1mm

F = Force

Hence:

M = 11,3 kN * 1 mm = 11,3 Nm

The calculation of the required power of the drive motor is obtained from the

equation:

P = M * ω [35]. P = Power [W]

ω = 2 * π * n

n = Revolutions per minute [min-1]

P = 11,3 Nm * 2π * 750 min-1 * 1/60s

P = 887,1 W => 0,9 KW @ 750 min-1

P = 1135,5 W => 1,1 KW @ 960 min-1

The calculation indicates a required drive motor power of 1.1 kW at a rated

speed of 960 rpm.


50

3.2.3 Advantages and disadvantages of the described motors

The following tables are a summary of the advantages and disadvantages of

the motors described previously.

3.2.3.1 Electrical machinery

Table 7 summary electrical machines [95].

Engine

Version

Advantages Disadvantages

DC Current-

Shunt-machine

- Simple controls

- Simple torque-

control

- Good dynamic

properties

- Complicated

structure

- Maintenance

intensive

- High wear

Asynchronous

-

machine

- Low maintenance

- Very robust

- Cost effective

- Good acceleration and

braking characteristics

- Complex and

expensive control

- Low efficiency

- High heat generation


51

3.2.3.2 Hydraulic Motors

Table 8 hydraulic motor [96].

Engine

version

Advantages Disadvantages

Vane-

motor

- Low weight

- Compact design

- High speed is available

- Poor starting

performance

- Low starting torque

Axial piston-

motor

- Starting torque constant

- Good starting behaviour

- Low noise emission

- Limited Rated torque

- Large radial installation

space

- Limited torque

capabilaty

Radial piston-

motor

- Long life

- Low noise emission

- Excellent stability at speed

- Low start-up dynamics

- Low overall efficiency


52

3.2.3.3 Pneumatic motors

Table 9 pneumatic motor [97].

Motor version Advantages Disadvantages

Piston motor - Balanced torque

- Low weighting

- High noise emission

- Limited performance

Vane Motor - Simple design

- Light weight

- Compact design


- Low power

Gear Motor - Constant torque

- High performance

- Low weight

- High air consumption


3.2.4 Selection of the drive unit

To find a viable drive solution, a study of the available drive options on the

market have to be done. The selection is limited to specific manufacturers to

find a suitable drive unit that satisfies the minimum requirements of the

project as identified in previous sections. The number of manufactures limited

to: Siemens AG, Linde Material Handling GmbH and Mannesmann Demag


53

Air GmbH & Co. KG. These are the selected manufacturers mainly, because

they have the largest current offering on the German market.

On the basis of research, the following three types of motors were selected

and compared by means of a cost-benefit analysis, as these motors are

eligible for realizing this project: A low voltage motor from Siemens, model

LE1001, a hydraulic piston motor from Linde, model HMF02-28,

as well as a Compressed air motor from the company Mannesmann, Model

MU 300-500, were selected. description of selected motor:

Model LE1001

• The chosen motor is a three-phase squirrel cage motor that can be

operated at different frequencies (50-60 Hz). At a frequency of 50 Hz it

has a rated power of 2.20 kW @ 965 Rpm and 21.8 Nm of torque. If

the motor is operated at 60 Hz it has a rated power of 2.20 kW @

1165 Rpm and 20.9 Nm of torque. The motor conforms to the IE2

efficiency class with an effective efficiency of 76 to 82.5% depending

on the frequency used. Furthermore, this engine has a very low noise

pollution level of 59-62 dB. Lubrication maintenance intervals for

should be performed every 20,000 hours. The recommended

operating temperature of the motor is between -20 ° C to + 40 ° C. In

terms of weight, size and design of this project, it requires a very

compact and light motor. This motor weighs +/-30 kg and is made of

aluminium [51].


54

Figure 3.2 Siemens LE1001 (23).

Model HMF02-28

• This chosen motor is a hydraulic piston motor for open or closed

circuit. This motor is operated with oil pressure and has a high

maximum continuous power of 54 kW at a maximum operating speed

of 4500 Rpm. This hydraulic powered system operates at a nominal

pressure of 420 bar and a momentary maximum pressure of 500 bar.

The above described continuous power motor can produce a constant

output torque of 114 Nm and a maximum output torque of 191 Nm.

The permanent operation of this motor is guaranteed up to a

maximum temperature of 90 ° C and has a weight of 16 kg [52].

Figure 3.3 Linde HMF-02 (23).

Model MU 300-500

This model, as shown in Figure 10, is powered by air pressure and has a

power rating of 2.20 kW at a load speed of 500 Rpm. The idle speed is 1000


55

min-1 with a starting torque of 43 Nm of sustained load torque of 64.35 Nm

and a maximum torque of 86 Nm. The direction of rotation can be altered in

this model. The motor needs oil for lubrication to ensure smooth operation.

This model has a weight of 16 kg despite its steel version [53].

Figure 3.4 Mannesmann Demag MU 300-500 (25).

3.2.5 Analysis to select motor

Before a final decision can be made, a detailed benefit analysis on the

different motors needs to be done. To do the analysis the criteria’s for

evaluating the available motors must be determined. The most important

criterion is the power rating of the motors. The output power should be

specified accordingly for continuous operation, taking care not to over specify

the motor power. The power should be adjustable. The weight and

dimensions of these motors continue to be a major factor. Smaller motors will

simplify the design and assembly of the test bench. Both the price and the

availability have to be taken into consideration. An important point is also

whether an additional control unit for the operation of the motor is required.

For example: If a pneumatic motor is to be used, a compressed air source is

required. For the hydraulic motor a hydraulic power pack is required and


56

frequency generator for the electric motor. Furthermore a switching/control

units or a rectifier is necessary. The maintenance and/or repair cost should

not be ignored, as this can be very high. The electric motor requires

significantly less maintenance than the other two models mentioned. Safety

and security of the test bench should also be taken into consideration.

As last criterion the environmental impact will be discussed. This section

includes: noise level of the motor as well as the necessary operating fluids

used in the test bench. A scoring system for the criterion will be used to

depict the importance of each criterion. In the following text an example

calculation will be shown to determine the technical quality and also depict

the importance of the different states in the benefit analysis score values.

In benefit analysis, the maximum score for each criterion is "10 points". The

scores of "0" to "10" are broken down as follow:

- „0-2 Points“ : „Bad“

- „3-5 Points“ : „Medium“

- „6-9 Points : „Good“

- „10 Points“ : „Very Good“

The total points awarded of each motor are determined by adding the

individual scores for each criterion. The technical quality is derived from the

sum of the respective totals, divided by the maximum score. Due to the

technical quality it is evident which of these motors is most suitable for the

project. The higher the technical quality, the more superior is the motor.


57

Sample calculation on the model: Siemens LE1001:

Determination of total points:

Σ Scores of criteria 1 to 7= 8+7+6+9+8+8+7 = 53 Points

Evaluation of Technical Qualities:

Technical Value in Percent :

0,75 * 100 = 75%

Table 10 Benefit analysis for motor-drive selection

Benefit analysis Model

LE1001

Model

HMF02-28

Model

MU300-

500

Maxi-

mum

Performance-motor 8 / 10 2 / 10 5/ 10 10,00

Price/Availability 7 / 10 5 / 10 4 / 10 10,00

Weight 6 / 10 8 / 10 8 / 10 10,00

Environmental-

Friendliness

9/ 10 4 / 10 7 / 10 10,00

Additional Controller 8 / 10 5 / 10 4 / 10 10,00

Security 8 / 10 8 / 10 8 / 10 10,00

Maintenance/Repair 7 / 10 4 / 10 4 / 10 10,00

Total 53,00 36,00 40,00 70,00

Techn. Quality 0,75 0,51 0,57 1,00

Techn. Quality in

Percent [%]

75 51 57 100


58

3.2.6 Evaluation

The most adequate drive design for the test bench is "Siemens LE1001". As

seen in the benefit analysis, this motor has a resultant technical quality rating

of 75% as seen in chart 4 and is therefore superior to the comparable

motors. This model is not superior in all aspects compared to the other

models, but is the best option. The only major drawback is the relatively high

weight of the motor. At 30 kg it weighs almost twice as much as its

competitors, but still fulfils the requirements of the project. With an output

power of 2.20 kW and its sufficient torquing is the engine is the best solution

for this project. Even in terms of environmental friendliness, the Siemens

model is superior to its competitors. Only one power source is needed for the

supply of the drive and this system does not need additional resources such

as a hydraulic power pack. In the case of reliability, the Siemens model

exceeds its competitors with 20,000hr service intervals. At 150 € the

Siemens model is reasonably priced compared and attained the highest

score in this group in comparison to its competitors. This model is also

standard stock item that is immediately available. The noise pollution of the

drive unit also an important factor in this project, since the testing of the bolts

will be taking place in a variety of places including classrooms and

warehouses. In this case, the Siemens model has attained the highest score

by having the lowest operating noise level. As a final point of this analysis the

safety of the three motors were compared. All of these models conform to the


59

present safety and security regulations and attained the same score in the

benefit analysis.

3.3 Interpretations of the V-ribbed belt and pulleys

In the following sub chapter calculations of the v-ribbed belt are revised.

3.3.1 Calculation of the V-ribbed belt

Listed are the requirements for the test bench stated in chapter 3 as well as

the technical data of the drive (electric motor) from Siemens, see data in

Appendix S.1

Test frequency: f = 6-16Hz

Test speed: n = 360 – 960 min-1

Driving power: P = 2,2KW

Pulley Diameter: d = 0,1m = 100mm (see explanation below)

To determine the optimal V-ribbed belt for the realization of a drive, the

following parameters need to be determined.

With the service factor of KA = 1,5 (shock factor)

= = 2,2 KW 1,5 = 3,3 KW


60

With the maximum input speed, n = 960 Rpm, shown in Table 16-11c for the

V-ribbed belt, selected profile: PJ.The reliable calculated transmission power

is determining by the belt profile, requires number of belts or the required

number of ribs by the formula:

z = [54].

To determine the required number of ribs, the following factors are

determined:

The nominal power transmitted, PN, per rib arises from TB 16-15c

PN = 0,45 KW

There is gear ratio, thus the transmission ratio i = 1 as stipulated in TB 16-

16c

= 0 (power translation factor)

The angle factor is c1 = 1 from TB 16-17a

Determining the length factor, c2:

e = 160 mm (shaft centre distance)

L = 2 · r + 2e = 0,63 m

Thus, a minimum belt length of 630mm is required.

c2 = 0,9 for L = 0,63 m from TB 16-17d

The required number of ribs:


61

z = 8,14 from Gl. (16-29)

Chosen: z = 9

To ensure for adequate adjustment of the belt tension, a multi-ribbed belt

with a length of 813mm (630mm + supplement to tension) is chosen. The

number of ribs is determined to be 9.

Figure 3.6 belt (26).

3.3.2 Selection of pulleys

The calculated number of ribs on the belt must correlate to the number of ribs

on the pulley belt. Thus two pulleys with 9 ribs where ordered. Standard

pulleys, with a diameter of 100mm, will be used to minimize cost.

To secure the pulleys on the shafts, Taperlock™, Figure 3.7, bushes are

used.


62

Figure 3.7 Taperlockbushing (27). Figure 3.8 Commercial belt pulley (28).

3.4 Connection between eccentric and test plates

To convert the rotation of the shaft into a linear guided movement, an

eccentric part is added onto the shaft and a connecting rod is used to transfer

this movement. This subchapter illustrate the design of the following

components:

• Connecting rod bearing (big end bearing)

• Connecting rods

• Bearing connecting rod to the plunger rod (Small end bearing)

• Push rod

• Crosshead guide bearing

• Thread on the plunger rod and force measuring unit


63

Figure 3.9 Schematic diagram of test facility (29).

3.4.1 Principle of operation

Due to size constraints, the most compact system to eliminate all unwanted

radial forces and allow a pure linear force to be translated is a crosshead

guide bearing. This device works similar to crosshead guides found in large

piston engines as shown in figure 3.10.A crank (2) results in rotation being

converted to a pivoting motion in a connecting rod (3). To convert this

rotating or pivoting motion using a pure translational motion a guide (5) the

output side of the connecting rod is necessary. On the pivot (7) an extension

or push rod (4) continues the translational motion to move the piston (1).

Compared with conventional crank assemblies without a pivot (5), the

advantage of this is that no multi-axial forces act on the piston (1).

Figure 3.10 Principle of a crosshead piston engine (30).


64

On big end side of the connecting rod (3), instead of a crank pin and bronze

bush, a roller bearing on an eccentric shaft is used. On the small end side of

the connecting rod, a push rod is fitted with two needle roller bearings.

Internal threads should be cut for the load cell on the other side of the push

rod. A linear bearing is necessary to convert the pivoting motion of the

connecting rod in a pure axial movement of the push rod. Instead of the

piston the upper test plate is moved.

3.4.2 Requirements From mechanical experimental setup, the following conditions must be met:

• Bilateral axial deflection of 0.5 mm is required to achieve a total stroke of 1

mm.

• To be able to test sizes up to M12 bolts, lateral forces of up to 12 kN is

required to achieve the specified deflection.

•The frequency of the test needs to be adjustable from 6 to 16 Hz.

• Due to size constraints, the test bench must not exceed a maximum side

length of 158 mm.

Therefore small geometries must be used. Limiting elements are the axial

centre of the drive shaft and the connecting threads of the load cell.


65

Connecting rod bearing

The connecting rod bearing must meet the following requirements:

• Radial forces of at least 12 kN

• Speeds from 360 rpm to 960 rpm

• Inner diameter of 50 mm (due to the drive shaft)

• High rigidity to have a minimum elastic deformation in the bearing under

operating conditions.

• The bearing requires fixed seats on the shaft and the connecting rod to

prevent any lateral movement. Additionally the use of a high tolerance

bearing increase the load carrying capacity and operating life of the bearing.

Bearing lubrication

To prevent wear and premature failure of the roller bearing, the contact

surfaces of rolling elements requires constant film of lubricating. Application

of an oil lubricant also aids in the removal of frictional heat, whereas the

application of a grease lubricant will aid in the sealing of the bearing from

foreign particles. Lubrication of the also reduces the noise level and protect

against corrosion.

Using grease as a lubricant has the following advantages:

• Easy application

• No special seals is necessary (high viscosity)

• It offers a long service life and low maintenance requirements

• It provides greater protection against contamination.

A major disadvantage is that there is no heat dissipation possible by the

grease lubrication due to higher viscosity that causes more friction.


66

Bearing selection

Suitable bearings can be determined by the appended Table 11, or by

selection on the bearing manufacturer website. A good selection program

from the Medias Schaeffler Group was used to find adequate bearings.

The requirements for the bearing can be selected from a list to match the

requirements of Section 3.4.2. Additionally, it is necessary to specify the

minimum load rating of the bearing. There is a distinction between the static

and dynamic load rating C0 and C. A system is generally considered to be

under static loading when it is either stationary or experiencing very small

oscillations, . This is not the case, so the required

dynamic load rating to be determined Cerf.

[55].

For the dynamic bearing load P, the largest force in the component can be

approximated. The force P is accepted to be:

•

The dynamic classification number can be seen in Table 11.

• (less prone to failure)

Table 11 Values for the dynamic fL (30).

The speed factor fn is calculated as follows:


67

• [56].

For the life exponent for roller bearings:

[57].

The speed is to be adapted to:

Substituting the values in the formula (14.1), yields:

•

After entering a minimum load rating of 65.8 kN (given by the drive shaft).

Bearing inner diameter of 50 mm, there are different bearings to choose

from. For a compact design, a FAG cylindrical roller bearing, NUP2210 e-

TVP2, with a width of 23 mm and an outer diameter of 90 mm was selected.

According to the data sheet, the dynamic load rating is specified as:

The resultant dynamic bearing load:

•

The subsequent calculation, using the available tools from the website,

provides a load of up to 12 kN and a proposed grease lubrication with the

Middle GA 01, INA, a nominal overall life of L10h = 5111 h. Assuming a test

period of maximum 20 min per bolt-locking mechanism (refer to Chapter 3

Concept description), the design life of the bearing is sufficient for about


68

15 300 tests. The standard ISO 281 defines a nominal life, L10h-life, which is

90% of the achieved under the same tested operating conditions with a 10%

probability of failure before the design life is reached.

Selection of fit The drive shaft rotates with the inner ring of the bearing, while the outer race

is fixed to the connecting rod with a maximum allowable rotation of α = 0,38 °

(see Section 3.4.2.1). The load moves with the inner race. As a result, is

necessary for the outer race to have a tight fit and is also advisory for the

inner diameter. For the axial fixing of the bearing races, a tight fit should be

sufficient as there are no axial forces acting on the bearing. With normal fits

(H7/k6) it is advised to have a shoulder on the one side of the bearing and

perhaps a retaining ring or locking collar. In this case it is not necessary to

apply one of the mentioned retaining methods. In the connecting rod, on the

big end side, an interference fit with N6 or N7 is to be used. The connecting

rod will also have a housing shoulder to locate the bearing. Although a loose

fit is acceptable for the inner race this would increase the radial clearance. In

addition, the relatively thin races along with the tight fits, give a good overall

peripheral support so that the carrying capacity and lifetime of the bearings

can be fully utilized.

Summary-Final selection bearing

For power transmission between the drive shaft and the connecting rod, a

FAG cylindrical roller bearing NUP2210 e-TVP2 is to be used, with an

interference fit on the m5 shaft and with an interference fit N6 installed in the


69

connecting rod. As a lubricant, a grease type GA01 from Schaeffler KG

should be used. A nominal total lifetime of L10h = 5111 h can be expected.

The bearing width of 23 mm and the outer diameters of 90 mm for the

construction of the connecting rod (see Section 3.2).

3.5 Connecting rod

The connecting rod is the link between the drive shaft and the push rod. The

geometry of the connecting rods must be able to withstand the tensile loads.

The critical cross-sections under a tensile load are located through the centre

of both bearing perpendicular to the length and centre line of the bearings.

These cross sections must withstand a tensile load equal to the maximum

axial force. It must also be noted that the elongation of the connecting rod

(compression is to be regarded as non-critical) is as small as possible in

order to prevent deformation of the hub. The use of 16MnCr5 steel cost 1.7

times more than average steel, an ultimate yield strength of 695 N/mm2 and

a good compromise between strength and economy. This material will be

used to manufacture the connecting rod.

Requirements

After taking into account superimposed loads, an service factor shall be

used. The application of a service factor kA is for "uniform reciprocating

movement" (eg piston compressor):

[58].

This will take the equivalent lateral force of 12 kN (see Section 2.1):


70

A maximum shear force of at least 14.4 kN is roughly a minimum diameter of:

The big end side of the connecting rod is finished with a N6 interference fit

with a diameter of 90 mm. As this is a press fit, the bearing can cause the rim

of the hole expand and deform due to internal stresses. Thus the outer

diameter of the connecting rod of should be re-enforced as follow:

Furthermore, a housing shoulder must be provided in the connecting rod to

locate the bearing. For disassembly, the housing shoulder diameter should

not be less than the inner diameter of the outer bearing race, so that an

extractor can be used to remove the bearing.

The bearing outer diameter is 90 mm and a inner diameter of the outer race

of 78.3 mm, this results in a bearing shoulder height of:

•

A housing shoulder of 2 mm is recommended; so that an extractor can be

used. The same steps should also to be taken to ensure that small end side

of the connecting rod retain its original dimensions when a bolt with a

diameter of 16 mm is pressed in. This also requires an interference fit in the

fork of the connecting rod that is made of hardened steel. To ensure a safe

eye diameter the following re-enforcement is to be done :


71

The fork width of the connecting rod is fixed at 32 mm A fork side thickness

15 mm should be used so that the allowable bending stress in the pin is not

exceeded. Summed results for the thickness of the connecting rod is 62 mm.

The fork should be 45 mm deep. This size is due to the eye diameter of the

plunger rod.

Summary

The connecting rod must be made of the material 16MnCr5.

Big end side of the connecting rod is finished with a bore diameter of 90 mm

and a N6 interference fit as well as an outer diameter of 150 mm.

Small end side consists of a fork with width of 32 mm, a depth of 45 mm and

a bore diameter of 16 mm with a P6 interference fit. The connecting rod

should be 62 mm wide.The dimensions of connecting rod decreases from the

shaft centre of the drive shaft to the pin centre, with centre distance of 75

mm. With a overall length of 158 mm for the complete mechanism, this

leaves a residual length of 83 mm for the push rod.

Figure 3.11 sketch of the connecting rod (32).


72

3.6 Pin Connection A pivot point is essential between the connecting rod and the push rod, a pin

must be used. Since the pin will under severe stress, high tensile steel is to

be used. The pin will continuously be pivoting. This would cause excessive

ware to the pin, fork and push rod due friction between the various surfaces.

This could cause the parts o seizure or excessively wear. Appropriate

solution to this is either bushes and / or sliding bearings.

3.6.1 Interpretation of the bolt The pins are subjected to bending, shear and surface pressure. The fit

between the pin and the rod or fork bore has a significant influence on the

occurring bending and shear stresses. The surface pressure is assumed to

be uniformly over the entire length of pin. Furthermore the pin should be fixed

and not be able to float from side to side. Thus the actual state of stress can

only be approximated.

3.6.2 Design of the pined connection

Three types of fits between the surfaces is to be considered:

• Fitting 1 provides is a clearance fit between the relevant components.

• Fitting 2 provides that the pin locates in the fork with an interference fit and

clearance fit on the push rod.


73

• Fitting 3 provides that the pin locates in the fork with a clearance fit and

interference fit on the push rod. To allow the most compact and simple

connection, it is advisable to use the lowest stress design possible. Thus

fitting 3, described above, would be the most appropriate option. In contrast

to fitting cases 1 and 2, the bending stress in fitting 3 would be the lowest (cf.

Figure 3.12). Although the shear is relatively high, the distribution of the

induced bending and shear stresses are favourable. As a result, smaller pin

diameter is possible. Fitting 3 is not practical. The pin is subject to continuous

pivoting motion and bearing is recommended in the push rod instead of the

interference fit. Therefore the calculation must be for fitting 2.

The bearing calculation is done entire length of the gap fork, ts = 32mm,

where the push rod is to be located.

Fitting case 2

By firmly pressing the pin in to the fork or the rod will reduce the bending

stress, but the layout remains the determining factor.

The bending moment is in the pin cross-sections AB and CD are identical

and also the largest. This is described by the following formula:

• [59].

F: maximum force to be transferred in the transverse direction (lateral force)

ts: distance between the inside walls of fork

Finalizing the component dimensions:

The following formula only takes bending stress into consideration:

[60].


74

The service factor kA "uniform reciprocating movement" is applied (eg piston

compressor):

[61].

For clamping factor k is obtained for fitting 2 (with interference fit between the

pin and the fork):

[62].

The selected pin material is 42CrMo4 with a tensile yield strength of:

• [63].

• [64].

The size factor, Kt, for heat-treated steel with d = 0.....18 mm:

• [65].

The allowable bending stress for varying loads:

• [62].

This calculation of bolt diameter:

A larger standard diameter pin is to be chosen. This is also subjected to the

available bearing sizes:

[67].

“The induced stress in the hole in the push rod and the small end of the crank

is dependent upon the clearance or interference fit with the pin. Experience

proved that diameter for the hole and hub should be as follows:

for steel and cast iron and for GJL (GG)“

[62].


75

The final design is a pin with a diameter of 16 mm, an interference fit in the

fork and a connecting rod made of hardened steel with a diameter of:

3.6.3 Calculation of pin connection Strength test calculation for the pin undergoing bending stress:

• [69].

For a selected diameter of = 16 mm:

•

This yields a safety factor of:

In a last calculation the maximum allowable shear force, Fnenn,max, is

calculated:

•

• [70].

•

The surface pressure on the pin:

• [71].

•

(The push rod head pressure area)


76

•

(The fork-pressure areas)

•

Since the same force acts on both components, the smaller surface area will have the

larger stress. As follows:

3.6.4 Results

The final result is a pin diameter of d = 16 mm manufactured out of 42CrMo4.

It offers a safety factor of S = 1.17, giving it a nominal capacity of up to 14kN.

The surface pressure is for a confidence level of S = 22 and thus be

regarded as negligible.

3.7 Securing of the pin

The pin is continuous subject to a pivoting motion in the fork, with a

interference fit. It must be used at the connection point for a push rod

bearing. A standard brass bush for this design is not commercially available.

Thus, a needle roller bearing must be used.


77

3.7.1 Requirements

Needle roller bearing requirements:

•Radial force of at least 12 kN must be transmitted

•Inner diameter of 16 mm (due to the pin diameter)

• High rigidity to have a minimum elastic deformation in the bearing under

operating conditions.

• The smallest possible outside diameter

3.7.2 Choice of bearing For the selection of a suitable bearing, the load rating and the inside diameter

are vital requirements. During operation, the device continuously pivots along

with the connecting rod as follows:

At the same time the bearing is subjected to a cyclic harmonic loading a

dynamic load analysis should be sufficient.

•

With an internal diameter of 16 mm and a minimum required dynamic load

rating , while the external diameter of 30 mm (maximum

allowable diameter to ensure a compact design) that can be supplied by

Schaeffler Group, as a non standard stock item. It is required that a dynamic

load of be carried, this could be achieve through the use of two

bearings. The INA needle roller bearing, no: NK16/16, with a nominal total


78

lifetime of L10h≈ 600 h. This life refers to the worst case load (needed to test

a M12 bolt with thread locking system). The lifetime of the bearings is

dramatically extended if smaller diameter bolts is to be tested.

As the needle bearing has no inner ring and rolls on the pin, the load ratings

according to the tables are only valid for a surface finish of, Ra0,3 and a shaft

hardness of at least 670 HV is used as a raceway.

In Chapter 3.2, 42CrMo4 was selected as the appropriate material for the

pins. This is to be hardened up to 61 HRC.

3.7.3 Results For the pin support are available only on swabs bearing life. The operating

life of the two INA needle roller bearings, NK16/16, considering the biggest

load case (M12 bolt) and a total lifetime of L10h ≈ 600 , with an assumed

maximum test period of 20 minutes per bolt locking. This would lead to test

capability of approximately 1,800 tests, with bearing operating at its

maximum load rating. Two bearings with a width of 32 mm must be used to

cover the full length of the push rod (see Section 3.4). A 24 mm hole should

consequently be introduced into the push rod end to accommodate outer

diameter of the bearing (see Section 3.6).

3.8 Linear bearings of the push rod

As the drive shaft rotates, the circumferential force at the angle α is FU, a

vector size, transferred to the push rod. The larger the angle α, the greater


79

the vertical, transferred to the push rod force. Because this force cannot be

placed centrally in the linear bearing, the load is not distributed equally

among all of the rolling bearing. Rather, a strong enhancement of the load on

the rolling elements, which is in the direction of the axial force. The maximum

load occurring in the bearing affects its design life is negatively, i.e.: If the

maximum occurring load increases the design life decrease and vice versa.

Determination of loads

When the vertical deflection is at a maximum and minimum angle, α, the

vertical force component is the greatest (See Figure 3.13 and Figure3.14).

Figure 3.13 Free-section of the connecting rod and the plunger rod (34).

Figure 3.14 Triangle of forces in the connecting rod force acting (35).

For F vertical:

•

•


80

•

The linear bearing is placed in little movement (1 mm transverse) variable

acted upon. A determination of the required dynamic load rating

is required:

• [72].

For the dynamic bearing load P, the largest approximate force in the

component can be accepted.

fL The dynamic stressing standards can be seen inTable 10

(„weniger gestörter Aussetzbetrieb“)

The speed factor fn is calculated as follows:

• [73].

For the life exponent for roller bearings:

• [74].

The speed is assumed.

•

Substituting the values in the formula (14.1), the following is obtained:

•

To prevent local overloading of the bearing by a unilateral load, a safety

factor of S = 6 is chosen.

This increases the dynamic load rating:

•


81

Score

The INA linear ball bearing unit KGHK30-B-PP-AS is specified with a

dynamic load rating and therefore of sufficient size. The choice of the next

smaller bearing KGHK25-B-PP-AS is not possible because the dynamic load

rating falls below the minimum required load rating. The standard length of l

= 50,2 mm and the inner diameter of d = 30 mm sizes are determined for the

construction of the push rod (see Section 3.6).3.4.6 Push rod

The push rod is attached with pined connection to the connecting rod. The

rod is guided linearly and the output side is bolted to a load cell. Since the

load cell comes standard with a threaded end, the calculation of a bolted joint

does not apply to the push rod. As with all previous components is also

subject to space constraints.


82

Requirements

As with the connecting rod, the push rod must also transmit the entire force.

This is done by the pin and needle roller bearing connection. The selected

linear bearing of the push rod (see Section 3.5) has an inner diameter of 30

mm and a standard length of 50.2 mm. For this reason, it makes sense to

use a circular profile for the push rod. The needle bearings have an outer

diameter of 24 mm and a width of 32 mm (see Section 3.4). Output side is,

for load cell mounting, is to be manufactured with a internal thread M20 x 1.5.

Since the linear bearing has no inner ring, the rolling elements run directly on

the shelf. However, to ensure the sustainability of the bearing, a hard

material for the plunger rod is necessary.

Score

The push rod can be manufactured from a 100 mm long circular 42CrMo4

bar with a diameter of 45 mm. On the connecting rod side, a hole with a

diameter of 24 mm is needed to insert the needle roller bearing. To ensure

sufficient stability to the hole, a diameter of at least 34 mm must be allowed.

The shaft is to be machined down, on both sides, over the hole to create two

flat areas with a distance of 32 mm between them over a distance of 40 mm,

so that this area can be inserted into the fork of the connecting rod. The

remaining 60 mm length of the shaft is to be machined to a diameter of 30

mm. On the output side, a threaded M20x1,5 hole with a depth of 25 mm is to

be drilled to connect the load cell.

Figure 3.15 Sketch of the push (37).


83

3.9 construction / dimensioning of the eccentric shaft/

bearing bracket (mounting)

In this sub section, the eccentric shaft is designed which drives the upper test

plate. This includes the calculation, determining the dimensions and the

material selection of the shaft.

3.9.1 Preliminary

From the calculations of the test rig from the other sections and specifications

from the key data DIN the following are known:

Num of Rev (speed) ca. 8 to 16 Hz

Torque ca. 20Nm

Stroke max. 1mm

Shear Force ca. 20kN


84

The base of the test table has a fixed width of 290mm. The driving motor may

be mounted below the shaft. The shaft is protruding by 50 mm over the side

of the base plate of the test table out, and is connected via a belt to the shaft.

Thus, the length of the shaft is determined to

lWG=290mm + 50mm = 340mm.

The shaft must have a locating collar/step on both sides to accurately

position the bearings on the sides of the eccentric region. The diameter

should provide the ability to use standard bearings.Thus, the collar/step

between the diameters of each side should be 5 mm respectively.

As a example, this would look like this:

With a shaft diameter of d=35mm the diameter of the eccentric region must

be dex=40mm. If a bearing must be in the middle of the shaft, it must be

dmit=45mm and concentric to the outer bearings.

Figure 3.16 first concept of the eccentric shaft (37).

3.9.2 Dimensions

To perform a proof of strength calculation, it is necessary to determine the

bending moments. For this purpose, it must determine set the where the

forces act on the shaft. The total length of the shaft covering the base plate of

the test table is lWT=290mm. It is assumed that a gap will be required on the


85

opposing side of 10 mm, thus lWL=280mm between the centres of the two

outer bearings. The force-transmitted by connecting rod should be

transferred through a bearing set in the centre of the eccentric shaft.

To determine the force, the area between the bearings is quartered:

.

This results in a symmetrical distribution, which provides sufficient space in

the middle of the shaft for any needed additional bearing.

It is known that the applied shear force is FQ=20kN. The connecting rod

should have a symmetrical shape, the result is the transverse forces acting

on the shaft to each other FQW=10kN.

3.17shows a schematic representation of the structure.

Figure 3.17 apportionment of the dimension (37).

It is assumed that the forces are point loads. While this is simplified, since

forces are transmitted via the bearing surfaces as a line load, according to

Roloff / Matek: "Machine Elements Standardization, Analysis, Design," 18

Edition, however, this assumption for the interpretation and calculation of the

shaft with sufficiently accurate [75].


86

3.9.3 Calculations

With the help of calculations the cross section is determined, which provides

the required security while keeping a minimum of material.

In this case, taking the approach that both for a 2-bearing as well as a 3-

bearing shaft, the minimum diameter is determined. This is done for any

diameter of the calculation process. If the result is not satisfactory, then the

calculation process is repeated with a correspondingly larger or smaller

diameter.The safety factor of the dynamically loaded parts should be at

S≥2,5.

The calculations are from Roloff / Matek: "Machine Elements

Standardization, Analysis, Design," 16 Edition carried out all the table values

refer to the related table book Roloff / Matek: "Machine Elements tables, 16

Edition. The calculation process takes into account both bending and torsion

loads and is shown in Figure 3.18.


87

Figure 3.18 calculation formula (38).

To simplify the calculation of the most highly stressed and vulnerable only

cross section is considered. If this offers sufficient safety so it can be

assumed that the other regions of the shaft, which have a structurally stable

section, and withstand induced forces and moments. The mentioned cross-


88

section is located directly on the outer bearing on the driven side of the shaft.

Here indeed has the same bending moment as in the non-driven side,

however, a torsional load added by the torque of the motor, which is

negligible in the non-driven side.

The calculation process for a 2-bearing shaft with a diameter at the bearings

of d = 45mm look as follows from:

Bending

As shown in Figure 1.2, results for the deflection of a lever arm of 70mm:

= 70mm

And an acting Shear force of 10kN

FQW = 10kN

Facilitated unit in Nmm, it results to an induced torque of 700Nmm.

M = 10 kN · 70mm = 700.000Nmm.

The resistance moment is given by the general strength formula:

= · d³ = · mm³ = 8.946,18mm³.

To determine the maximum bending stress, an equivalent bending moment

occurring, shocks loads are determined and taken into account.

For this, we determined the application factor from Table 3-5. This results

in equal drive (electric motor) and strong shocks:

= 1,75

This results in the maximum bending stress, which can be equated in this

case with the stress amplitude:

= = = = 136,93


89

Before the bending yield point is determined some design factors have to be

determined:

First, the yield strength of the material for standard dimensions: = 695

lt. TB 1-1

Second, the size factor: = 0,75

lt. TB 3-11a

This results in the bending yield point to:

= 1,2 · · = 1,2 · 695 · 0,75 = 625,5

And it is necessary to determine the bending fatigue strength some design

factors have to be derived or calculated:

- Dynamic structure factor for bending:

= ·

1,5 lt. TB 3-8. Here a range from 1.1 to 3.0 is proposed. A

field in the bottom half was chosen, as a section of 5mm is

proportional to a shaft diameter of 45mm.

0,88 lt. TB 3-11c

= 0,9 lt. TB 3-10a.

To determine this value, the following basic values are set:

= · = 1000 · 0,75 = 750

6,3 µm

= 1,2 lt. TB 3-12, as the material is to be surface hardened after turning.


90

This results in:

= · = 1,51.

- The standard dimensions for bending stress:

= 800 lt. TB 1-1.

Hence the bending fatigue strength design is:

= = = 397,35 .

At this point, all relevant factors are known and have been calculated.

Torsion

In this sub-chapter the previously mentioned highly influenced cross section

according to the torsion determined. Many factors have been already

detected in the calculation of bending stresses. Therefore they will not be

discussed again separately.

The moment of torsion is obtained directly from the drive torque of the motor

T = 20 Nm = 20 ·10³Nmm.

The modulus of the shaft torsion is derived from the formula:

= · d³ = · 45³ mm³ = 17.892,35mm³.

Again, the maximum torsion moment will be identified (equated) with the

The peak torsion moment:

= = = = 1,96 .

The torsion yield strength is given by:

= = = 361,13


91

To be able to calculate the torsion strength consistency, the dynamic design

factor has be determined. This requires additional influencing factors.

= 1,3 lt. TB 3-8.

= 0,575 · + 0,425 = 0,575 · 0,9 + 0,425 = 0,9425

= · = · = 2,12

Together with the torsion fatigue strength under fluctuating stress by normal

dimensions it is possible to calculate

= 480 lt. TB 1-1 thetorsion strength consistency:

= = 169,81

Since all factors are determined, the collateral for flow and braking failure can

be calculated:

= = = 4,57

= = = 2,9

The result is a security of SD=2,9 against fatigue fracture, and a safety

against yielding of SF=4,57. From further calculations by the same flow

diagram it can be seen that in a cross-section reduction, the 2 und 3 times

bedded shaft cannot reach the minimum security of S = 2.5.


92

3.9.4 Conclusion

For the design of the eccentric shaft a 2 or times 3 bedded bearing is

suggested. The calculations have shown that a 2 bearing bedding has a

supported shaft with a diameter of 45mm at the bearing points with sufficient

strength. The safety against yielding in this case is 4.57. The safety against

fatigue fracture is 2.9.

Figure 3.19, shows the result of the CAD design, the design drawing is given

in the appendix.

Figure 3.19 double pivoted eccentric shaft (37).

3.9.5 Bearings of the eccentric shaft

This sub-chapter discusses the design of the bearing for the eccentric shaft.

Emphasis is placed on the durability of the bearing and on the feasibility of

the housing stock.

3.9.5.1 Preliminary

From the previous requirements, the bearings must have a useful life span of

approximately 600 hours, the life span of a bearing is according to the forces

which have to be absorbed and the available speed. The required load

number has to be determined.


93

The calculations are based Roloff / Matek: "Machinenelemente Normung,

Brechnung und Gestaltung," 18 Edition. The bearings life span in hours is

calculated using the following equation:

= .[76].

This is determined by the factor in which the life span Revolutions

indicates the following:

= , were the roller bearings = 3.

P describes the acting axial and radial forces. Only perpendicular forces from

the connecting rod are acting onto the eccentric shaft, their are no axial

forces. Due to only radial forces acting on the bearing:

P = F = 10kN.

C is the number of selected load on the bearing, which is to be determined in

this case.

The valuation results out of life span equation:

The life span according to preset is 600h. The maximum speed is

assumed, because a continuous operation at the maximum speed would

result in the lowest life span of the bearing. By default is n = 16 . This

corresponds to n = 960 . It follows:

After changing the formula for we obtain for the required load capacity C:


94

3.9.5.2 Selection and design of the bearings

The dimensions of the eccentric shaft are designed for standard bearings.

This leads to a variety of potentially possible bearings.

To compress the variety of the selection of possible bearings a cost-benefit

analysis and review is used to consider the right bearings. The most common

bearings for shaft find their use in roller bearings. Here are the following

possibilities:

- For a standard bearing with a corresponding bearing housing is a

single piece and finish.

- For a standard bearing choosing the appropriate housing stock from a

catalogue.

- Selecting a manufacturer-assembled bearing cabinet combination

from a catalogue.

In the cost-benefit analysis the following notes where found:

Ease assembly: All assembly operations that infect the bearing are

considered, the bearing housing and the housing on the base of the

experimental test bench.Weighting:1

Compatibility: fit / interaction of bearing and bearing housing. Weighting: 2

Cost: only acquisition costs and manufacturing costs. Weighting: 3

Construction costs: The time required, which results from construction and

calculation. Weighting: 4

Durability: The durability of the bearing and the housing, as well as the safety

against fatigue failure or power failure. Weighting: 5


95

Each of these three types of bearings is allocated for each criterion a score

between 1 and 6, which is multiplied by the above weighting. The score is

multiplied by the weight. The multiplication is normal and shown in Table 5,

and the result is displayed in bold.

Table 12 cost-benefit analysis of different types of bearings

Weighting

faktor -

Standard

bearings,

housings for

single piece

Standard

bearings,

housing

Catalog

From the

factory pre-

assembled

storage

cabinet

combination

Assembly 4 x 1 = 4 x 1 = 4 x 1 =

1 4 4 4

Compatibility 3 x 2 = 5 x 2 = 6 x 2 =

2 6 10 12

Cost 2 x 3 = 3 x 3 = 5 x 3 =

3 6 9 15

Design Efforts 1 x 4 = 3 x 4 = 6 x 4 =

4 4 12 24

Durability 5 x 5 = 4 x 5 = 4 x 5 =

5 25 20 20

Total

45 55 75

According to previously mentioned criteria a pre-assembled bearing housing

combination has the best results in the cost-benefit analysis.


96

In selecting such a combination the key figures of the previous calculations

and designs must be considered:

- Load Number C ≈ 32.537,01N

- Bearing inner Diameter d = 45mm

A detailed market research provides a suitable combination, the product

PASE45 is produced by INA, shown in Figure 3.20.

Figure 3.20 bearing housing (39).

The bearing housing combination has a number of carrying forces of

32.500N, and an inner diameter of 45mm.

3.9.6 Calculation of the bearings

The specified number of caring forces is 32.500N, which is 37.01 N under the

calculated value. This means that the specified service life span of 600 hours

is not fully achieved.


97

To find the difference between the desired and possible life span, the

calculations carried out in advance will now be calculated backwards with the

given values again:

= = = 34,33

= = 596h

The difference between desired and achievable life span is 4 hours. This

deviation can be accepted without further correction, because the calculation

generally gives a smaller value than it is achieved in real terms.

Furthermore, the statement assumes that the test bench is operated

continuously at maximum speed. If one considers the minimum speed, the

result of a the life span is:

= = 1.192h.

The real amount of achievable bearing life span is depending on the load

between 596 hours and 1192 hours.

3.9.7 Calculation of the angular error

The mounted bearings are designed for a maximum angular error of 2°, it is

now necessary to determine the deflection of the shaft. If they have a large

deflection, the shaft shouldn’t run more or an additional bearing has to be

mounted.The calculation of the deflection is also carried by Roloff / Matek:

"Maschinenelemente Normung, Berechnung und Gestaltung," 18 Edition. In

this case, according to Equation 11.23, and 11.26a, where the geometric

variables are defined as in Figure 3.21.


98

Figure 3.21 geometrical dimension of the shaft deflection (40).

Angle of deflection at the ends of the shaft:

·

The wave and the force are balanced, the results for both ends of the angle

are same:

=

·

= ·

= 0,4147· °.

The deflection of the shaft is so low that the occurring angles can be easily

compensated at the ends of the camps.

The durability of the bearing blocks will not be further checked because it is

confirmed by the company in its INA Bearing catalogue that the strength of

the bearing blocks exceeds those of the bearing [77].


99

3.9.8 Conclusion

In the search for a bearing, which has a lifespan of 600 hours. The design

consideration options for using a cost-benefit analysis for the best results that

a manufacturer pre-bearing housing combination will provide. The product

"PASE45" of the INA has a lifespan in the range between 596 hours and

1192 hours in the resented use. Furthermore, the deflection of the eccentric

shaft can be easily compensated.


100

3.10 Construction / dimensioning of the test plates

This sub-chapter explains the conception and realization of the test panel for

the test bench. To point out the complexity of this task, the sub-functions

have to be defined.

3.10.1 Definition of the partial functions

The main task in this chapter is the design of the upper and lower test plates.

Between these two plates a “sliding” or “rolling system” is installed, which

later will be specified in detail. For the graphic design of the test plates, it is

necessary to determine the sub-functions of the test bench.

Possible solutions for the design and dimensions of the test plates are

explained in table 13.

Table 13 subfunctions

Functionnr. Requirement which have to be realized

Sub-function

1 Different bolt diameters Variable through-hole

2 Parallel movement of the plates

Realization of a linear guide

3 Light weight Material Selection 4 Measuring sensor

embedded in the test plate for pre load

Measuring transducer connection biasing force (axial force)

5 Transverse force sensor to the upper plate

Transverse force sensor connection

6 Use of High strength material for the production of test plates

High-strength material must be realizde

7 Closed bearing system Enclosed kinetic system between the plates

8 Adapter inserts of the test plates must be free of clearance

adapter inserts must be free of clearance


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9 Movement system between test plates must be as wear as possible

diminutive wear in the moving system of the test plates

10 as economically as possible

Cost

Based on this list, the different solutions can be found by means of the

morphological box which is described in detail in the next chapter.

3.10.2 Possible solutions

During the progress of this document, the solutions from table 1 are to be

considered and explained in more detail.

3.10.2.1 Variable through-bore hole

A variety of bolt diameters, from M5 to M12, have to be implemented through

the test plates, there for a through-bore hole of 20 mm is selected. This

ensures that the test bench is modular and can be modified at a later stage.

Figure 3.22 upper test plate (56).

Through-hole of 20mm


102

The upper test plate is depicted in Figure 3.22. It is used in this chapter to

illustrate the 20mm through- bore hole. The upper and the lower test plate

have identical dimensions and position of the holes. According to this

geometrical fact only one adapter for the position of the different bold

diameters is designed. This adapter is designed according to the upper test

plate. Due to the unique construction, production and labor costs can be

reduced. The construction of the upper adapter is based on the results of the

evaluation matrix.

The following solutions have been found:

• Design of various test plates

• Design of different metal inserts

• Use of different diameter adapter inserts

• Realizing a secondary adapter plate into the test plate by using a slot,

bag, clamp, bolted joint or similar.

Due to the various designs of the test plates, the cost of the high-strength

material and the weight of the test bench, with all additional parts, would

increase. In comparison to the construction of "small" adapter inserts are

ineffective. The adapter should be as simple as possible to interchange.

Being able to test various bolt sizes means that different metal inserts must

designed with an outer diameter of 19,9mm to avoid interference with the test

plates. The internal thread is the same as each bolt that’s being tested.

In Figure 3.23, shows a selection of the inner diameter of the metal inserts.


103

Figure 3.23 Clearance hole for bolds (57).

The holes of the inserts must be made to the tolerance class, H13.

The design of the adapter insert is illustrated with an M8 bolt as shown in

Figure 3.24.

Figure 3.24 construction bushing (58).

A detailed drawing of the adapter insert is attached in Appendix S.4. As

shown in Figure 2 the diameters of the holes vary. The adapter insert shown

in the appendix is used to illustrate a universal drawing of all adapter inserts.

The material selected for the adapter insert is identical to the test plates. An

adapter insert, which has a diameter of 19.9 mm, is fitted into the 20mm hole

in the test plate. This prevents the tight fitting or seizing of the insert.

By using a range of different plastics to manufacture adapter inserts saves

additional weight. The clamping forces of 85 kN are fairly high and could

effecting the inserts. Using plastic as a material to manufacture the inserts


104

would increase the chances of a breakdown as well as increase them

maintenance cost of the test bench. The next topic to be explained is a

variety of with different holes with a secondary adapter plate on the test plate.

This is mounted with a groove, pocket or bolted connection to the test plate.

Fast and easy component replacement is also considered in this design as

well as the weight and the safe retaining of the insert.

Figure 3.25 construction of the secondary adapter plate pocket (59).

Figure 3.25 shows the so-called "pocket" for fixing. Due to the pocket the

secondary adapter plate, which provides the through bore hole for the bolts,

is mounted to the test plate. The adapter plate is shown in Figure 3.26. The

groove on the side of the pocket ensures easy and safe installation and

removal of the secondary adapter plate. Five different adapter plates, with

different hole diameters are provided.


105

Figure 3.26 Secondary adapter plate {green} (60).

A groove instead of a pocket would be implemented as shown in figure 3.27.

The principle of the secondary plate would be identical, but the weight would

increase compared to the pocket. The weight increase of the 5 different

secondary adapter plate is a result of its bigger dimensions.

Figure 3.27 Secondary adapter plate {slot} (61).

The already mentioned weight increase is eliminated by disclaiming the

clamping and screwing of additional material on the upper test plate.

Therefore, a groove or pocket can be realized easily. The pocket or the

adapter insert concept is used in the following calculation.

To prevent deflection and still be able to test M5 bolts, the thickness of the

test plates must not exceed 15mm.


106

3.10.2.2 Measuring transducer

A measuring transducer connection is required for the exact definition and

measurement data of the preload force. The required sensor for the

measurement of the preloading force (as shown in figure 3.28), will be

explained in a following section of this chapter. At this stage it is only used to

determine the dimensions of the sensor.

Figure 3.28 Sensor for measuring the preload force (62).

The sensor has an internal diameter of 26.6 mm and an outer diameter of

52.49 mm.There are three concepts for the integration of the load cell into the

test bench. Fitting the sensor onto the upper test plate disables the use of the

adapter inserts. The variant of the first concept is to integrate the sensor

between the two plates interferes with the required bearing system between

them. The last alternative provides the sensor to be located below the bottom

test plate for measuring the preload force. To achieve this different sensor

brackets needs to be manufactured. The functionality of the sensor or

proposed inserts is not restricted and accordingly it is realized.


107

3.10.2.3 Lateral force sensor connection

For the connection of the K-12 lateral force sensor (shown in figure 3.29 ), a

M20 thread (connection parameters, see Chapter 5 lateral force sensor) is

provided in the upper test plate.

Figure 3.29 Force sensor K12 (63).

One side of the threaded sensor is mounted into the movable upper test

plate; the opposite side of the sensor is attached to the push rod.

There are three possible solutions for connecting of the sensor.

The first possibility is to adapt the entire upper test plate to connect the

thread of the sensor. This would mean that the wall thickness increases to

35mm. Due to the distribution of the forces; the sensor has to be mounted in

the center line of the upper plate. This leads to an increase of weight which is

contradictory to the requirements. The second design consists of two

separate parts. The actual upper test plate, with a wall thickness of 15mm,

and a bracket where the sensor is mounted with a M20 thread. These parts

are joined by welding, which increases the production cost. The last design

combines the best characteristics of the previously mentioned options. The

35mm thick plate is milled to a wall thickness of 15mm with only the bracket

remaining with a total height of 35 mm. This design allows for a low stress


108

concentration and eliminates welding and othe joining methods. The

dimensions of the mounting point results of the M20 thread which is used to

connect the sensor. (shown in figure 3.30)The design and production drawing

of the lateral force sensor connection is attached in Appendix S 5.

Figure 3.30 Construction for the shearing sensor adapter (64).

3.10.2.4 Movement system between the test plates

Roller bearings are chosen to enable the sliding motion between the test

plates. By implementing bearings the fiction between the two plates is also

reduced. Flat linear roller bearings are particularly suitable for this

application. The dimensions of those bearings are perfect for testing bolts

with a short thread. Furthermore, they are individually combinable and

inexpensive [77].

Connection of the lateral force sensor K12


109

Figure 3.32 flat cage bearing (67).

The above shown flat bearings fulfill the static load requirements for this

project. The dimensions of the flat cage linear bearing are given with a width

of 25mm a total length of 75mm and a roller diameter of 3.5 mm.[78].

Figure 3.33 shows the design of the integration of the flat linear bearings into

the lower test plate.

Figure 3.33 Bottom test plate with pockets for the bearings (68).

Figure 3.33 shows, that the linear bearings are positioned around the 20mm

hole and that 6 flat-cage bearings are to be integrated into the test plate. The

caption illustrates, in detail, the position of the bearings in such way that it

Flat cage careers


110

allows movement only in the axial direction. The pockets for the flat roller

cage bearings will have a depth of 2,8mm. Milling processes on the upper

test plate are not necessary for the location of the bearings. The hardness,

the surface finish and the accuracy of the contact surfaces are important.

This will dramatically influence the life of the bearings. Both plates are made

out of 42CrMo4.Due to the previously mentioned aspects and individual

dimensioning of parts the dimension of the test plates are as flowing:

Upper test plate: 150x200x15 mm

Lower test plate: 162x200x20 mm

Guides for upper test plate to ensure a precise axial movement of the upper

test plate against the lower test plate, a linear guide must be provided on the

sides of the top test plate. In the following figure, the resulting arrangements

of components are shown.

Figure 3.34 Realization of the layout of the guide (69).

The guide (4) is mounted between the support plate (5) and the upper test

plate (1). This is realized with a MISUMI miniature profile rail guide.


111

3.10.3 MISUMI miniature profile rail guide system

The MISUMI miniature profile rail guide system (shown in Figure 3.35) is also

a linear version with roller bearings. It has been developed for applications in

automation and proposes handling industry. It is suitable for a large range of

capabilities in various environments. The rails are made of stainless steel

with a hardened surface coating. The carriage is made out of the same

stainless steel as the guiding rails and it also possesses a hardening surface

coating. The bolts and springs used are also made of stainless steel. The

balls are enclosed and additionally secured with a wire which prevents them

from falling out of the casing. The ball guide itself is a cross roller guide and

has an angularly arranged offset. This ensures that the applied moment

forces are equally spread into all directions. The permissible movement

speed is within the optimum range of the test bench. The Temperature range

in which the system can be operated lies between -20 ° C to + 80 ° C.

Figure 3.35 Misumi layout of the line (70).

Chapter 4 Sensor System

113

Sensor System

In order to control the test bench and to gain test results, the use of sensors

is required. In the following chapter, the selection of the required sensors, the

integration of the sensors into LabView, and the testing of the test bench is

explained.

4.1 Selection of the sensors

This sub-chapter explains the data transfer from the sensors from the test

bench as well as the overview of the sensors. Furthermore the operating

mode and the application of the sensors are described.

Sensors

Sensors (from Latin sentire, meaning ‘‘sense’’ or ‘‘feeling’’) convert physical

or chemical quantities into usable electrical signals: [79]

Figure 4.1 schematic illustration of a sensor (42):

Sensors operate on various measurement principles and are able to measure

a wide range of parameters. This research document presents and describes

the measurement principles of the sensors which are used in the test bench.


114

Overview of the implemented sensors

Table 14: Sensors Overview (43).

Sensor Measurment

Balluff BML S1A1… Distance/Position

Balluff BML S1C0… Revolutions/minute

Kistler 9061A Force

Lorenz K12 Force

Pt100-Element Temperature

4.2 Position sensor Balluff BML

The measurement of the traverse path of the bolt adapter should take place

without physical contact. For the movement of a few millimeters a very

precise method of measurement is required. An optical measuring system

would be well suited for this task. The use of a laser would make the

operation unnecessarily complicated; due to the realization of specific safety

rules and additional shielding. It was therefore decided not to make use of

optical measuring systems. A magnetic linear measuring system from Balluff,

BML S1A1, is to be integrated. The magnetic linear measuring sensor is type

of encoder consisting of a sensor pickup head and a magnetic strip.

The sensor pickup head consist of two in 90° phase shifted Hall sensors [80].

The Hall Effect is not further discussed in detail; a more detailed overview

can be obtained with the attached literature [81]. As the magnetic strip moves

under the sensor, it gives a digital incremental signal to each changing pole.


115

Movement and speed can be measured, but still no direction. The sensor

(sensor A) cannot differentiate if the reference body (to be measured body)

moves from a north pole to the left or right south pole, thus a second sensor

is required. The second sensor (sensor B) provides the same incremental

signals, although the signal period is 90°, ¼ phase-shifted. Depending on

whether the signal a compared signal B is flagging, direction of movement

can be determine (with a phase shift of 180° it is not possible differentiate the

signals).

With two sensors and a magnetized, alternating polarity reference body, it is

able to determine the distance of travel, speed and direction of travel of the

bolt adapter. Through an optional advanced coding of the reference body, the

Balluff BML measuring system allows the absolute positioning by using

reference and limit switches. This functionality is not necessary in test bench.

The Balluff BML S1A1 sensor head is available with different resolutions up

to 1 micron. For the requirements of the IFBW test bench, a 10 micron

(= 0.01mm) resolution is sufficient enough. The Balluff BML S1A1 represents

a highly accurate measurement system, which can also tolerate fair

quantities of shock, vibration and foreign particles such as dust or liquids. It is

very robust and therefore well suited for the use directly on the bolt adapter.

Low wear and maintenance are other advantages of this system.


116

Figure 4.3: Mounting position of the position sensor (46).

The reference body is mounted onto the measurement path. The sensor

pickup head is mounted on the slide housing and must be targeted to precise

tolerances to the reference body to deliver a correct signal. There are two

vertical elongated holes recessed into the slide housing, which allows the

height positioning [82].

4.3 Speed sensor Balluff BML

To measure the actuator speed, the same principle as in the distance

measurement is applied, Balluff magnetic linear measuring system BML

S1C0.

Figure 4.4: Balluff BML S1C0 driving speed reading (47).

The distance of a point travelling on the perimeter of the shaft during rotation

is measured. By using the shaft diameter, the rotation angle can be

calculated. With the rotation angel and the time we can calculate the rotation


117

speed. Instead of a linear reference body, the S1C0 BML uses a magnetic

ring which is mounted directly onto the shaft. The available resolutions of the

sensor head BML S1A1lies in the range of (100 ... 2000 μm), but for the

purpose of speed detection it is entirely sufficient [83].

4.4 Compressive force sensor Kistler 9061A

To determine the preload force of the bolt, a ring shaped quartz measuring

washer from Kistler Instrumente GmbH (type 9061A) is used.

Figure 4.5: Kistler 9061A quartz measuring washer (47)

The Kistler 9061A is a compressive force sensor that is based on the

piezoelectric effect. Piezoelectricity (from Greek πιέζειν piezein „press“ and

ἤλεκτρον ēlektron „Amber“, also piezoelectric effect or in short: (piezo effect)

occurs in three forms: the longitudinal effect, thrust, and shear and the

transverse effect[85]. All these forms are based on the same physical effect.

Due to the mechanical force appearing on the measuring element the crystal

lattice deforms elastic. This will shift the positive and negative charge

balance and generates a dipole. There by an electrical charge is generated.

Piezoelectric sensors are active sensors. Under the influence of a force an


118

electric power is produced, which means that additional power is not

required. Passive sensors need a power supply to modify signals.

There is a numerous number of non-conductive materials for piezoelectric

sensors available, highly suitable are two main groups of materials:

piezoelectric ceramics and single crystal materials, especially quartz (SiO2)

which the Kistler 9061A is made up of.The Kistler 9061A senor has a

measuring range up to 200 kN. Sensitivity (-4.3 pC / N) and threshold (≤ 0.01

N) are very small and the resolution is independent of range. The operating

temperature is very wide, ranging from -196°C to +200°C. Other advantages

of this sensor are its high stiffness (~14kN/μm) and the resulting non-

deforming measurement. Whereby the dynamic behavior of the bolt is not

affected. Overload protection, fatigue-free and long-term stability are

ensured. The very compact design (compared to the very large measuring

range) is a benefit. The prestressing force in the bolt measured by the

sensor, runs through the middle of the circular sensor. This ensures that the

force runs exactly in the direction of measurement of the sensor (only Z-

direction).

Figure 4.6 Kistler 9061A fitting position (48).


119

To realize the linear range of the characteristic line, a pre load force must be

applied. This doesn’t cause a problem because it is exactly the force which

has to be measured. During the test operation this size is assumed to be

quasi-static. For measuring a piezoelectric sensor such as the Kistler 9061A

is ideally suited [86].

4.5 Tension and compression force sensor Lorenz K12

The vibration in the bolt parting surface is transmitted from the eccentric shaft

via a connecting rod to the bolt adapter. To measure the tension and

compressive forces at the connecting rod and the bolt adapter, a K12

Tension-/Compression force sensor from Lorenz Messtechnik GmbH is used.

The Lorenz K12 is available for ranges up to 1,000 kN, according to the test

bench on the IFBW a 50kN sensor is suitable.

Figure 4.8 Lorenz K12 shearing force sensor (49).


120

The Lorenz K12 Tension-/Compression Force Sensor is based on the

measurement using a strain gauges pressure transducer. The deforming of

(<0.1 mm at maximum load) is negligible.

The measurement with strain gauges pressure transducer is based on the

change of the resistance due to the deformation caused by force. The

deformation is the measured quantity.

The resistance R of an electrical conductor is described by: R = ρ * l / A

R: Resistance

ρ: Specific resistance

l: Length of the conductor

A: Cross-section of the conductor (= π / 4 * D2 with D: diameter of the

conductor)

The resistance of an electrical conductor is determined by three variables,

the resistivity, the length of the conductor and the cross-sectional area, which

is proportional to the square of the diameter line. The resistivity ρ is a

material-dependent constant. Length and cross section are depending on the

load-state. When a tensile force acts on the conductor, it is lengthened while

reducing its cross-section. Both increase the resistance. If the conductor is

compressed, it reduces its length and the diameter increases, in this case

both lead to a reduction of the resistance.


121

Figure 4.9 Lorenz K12 with DMS (50).

Figure 4.9 shows the structure of the sensor. It consists of a measuring

element with housing; in the core is a DMS. If the sensor is applied with a

force from the outside, mechanical stresses arise in the measuring body

which is measured by the DMS. Depending on the modulus of elasticity, the

measuring body is deformed to different levels, however these deformations

are very low, due to this the signal is very weak. Four strain gauges pressure

transducer are connected in a Wheatstone bridge. This bridge circuit also

causes an additional temperature compensation of the measurement signal.

The installation position of the sensor can be arbitrarily chosen. The force

must exactly be focused into the direction of the function line.

Figure 4.10 Alignment along the dotted function line (51).

According to Figure 4.10 is the sensor alignment isn’t a problem. The

movement of the connecting rod is transformed into a linear oscillating


122

motion before it acts on the sensor. The symmetry axis of the "linearization

jack", measurement axis of the sensor, the pushrod and the test plate all lie

in one plane; the active line of the force runs through the middle of the

sensors thread. An optimal power flow is ensured. The sensor is capable of

measuring static and dynamic forces. An overload is not expected, as the

test plate has no restriction of movement in the direction of the measurement

force. In addition, the frequency of vibration can be measured with the force

sensor; each zero crossing is corresponding to a load change of tension to

compression [87].

4.6 Temperature sensor Pt100

To monitor the operating temperature and to ensure that the allowable

temperature range is not exceeded, a temperature sensor of the type Pt100

is used. This is an electrical conductor, whose resistance varies under the

influence of temperature, which is why he is known as a thermocouple.

Temperature sensors based on the change of electrical resistance under

temperature changes can be divided into warm and cold conductors,

depending on whether their electrical resistance decreases with increasing

temperature (conductivity increases- Warm conductor) or increases

(conductivity decreases PTC) decreasing temperature. The PT100 is a high

temperature conductor or PTC (Positive Temperature Coefficient). The

higher the temperature, the higher is the resistance of the Pt100 sensor and

the lower is its conductivity. However at low temperatures, the resistance

decreases and the conductivity rise. This temperature property distinguishes


123

the PTC from other conductors. Behind the nomenclature "Pt100" hide two

essential features: The material that makes up the sensor namely: platinum

(Pt), with a nominal resistance R0 = 100Ω at temperature T 0 = 0°C, which

characterizes all the platinum temperature sensors. Resistance

thermometers can exist as metals such as Nickel, but also as ceramic or

semiconductor, with a very much higher temperature coefficient. These

achieve much higher resolution compared to other metals, but with lower

precision and considerable temperature dependence of the temperature

coefficient itself [88].

In the industry, the precious metal platinum is widely used. There are several

reasons:

• Chemical resistance

• Easy handling and good reproducibility of the electrical properties

• Good inter-changeability

• Low aging / long-term stability

• Large measuring range from -200 ° C to +1000 °C

• Low error over the entire range

• Approximately linear characteristic

The PT100 also has disadvantages. It is much more expensive than simple

PTCs for example Silicon (a factor of 10). Nominal is about property prices in

the order of 10 Euro vs. 1 Euro for a Si-PTC [89], as compared to the other

sensors used in the test bench its is price negligible. Further, the Pt100 in the

test bench is installed only once, so the cost factor is weighted minimal and

can be neglected. ThePT100 has a nominal resistance R0 = 100Ω. Pt


124

temperature sensors are usually of R0 = 100Ω (PT100) to R0 = 1000Ω

(Pt1000) and available from R0 = 10Ω (Pt10) to 10000Ω (PT10000). All Pt-

sensors have the same standard temperature coefficient a = 3850ppm / K,

i.e. its internal resistance varies with 0.385% per 1°C temperature change.

This temperature coefficient is much lower than for example that of a Si-PTC

(◊ flatter curve), but permits related to the higher linearity of the characteristic

use over a much wider temperature range

The characteristic is described by the following function in accordance with DIN: RPt = R0 * (1 + a * dT + b * dT2 + c * dT3) [90]

Here are: RPt: the resistance of the Pt-sensor R0: the nominal resistance of the Pt-sensor

a: the temperature coefficient

dT: the temperature differenceT0 = 0°C

b, c: other constants

The characteristics graph of this sensor, It has only a very small deviation

from the linearity. The constants b and c are very small, so that they can be

neglected, which simplifies the formula to [91]

RPt = R0 * (1 + a * dT)

Pt sensors are convincing via their accuracy over a wide measuring range.

They are divided into two levels of accuracy (since the update of IEC 60751

in July 2008 in four classes of accuracy) [92]:

• Class A: dT = +/- (0,15 + 0,002 * T)

valid for Temperatures from –200...+650 °C in 3-or 4-wire circuit


125

• Class B: dT = +/- (0,30 + 0,005 * T)

valid for Temperature ranges from –200...+850 °C

Here are: dT: Temperature variation

T: actual temperature

Errors may occur above this accuracy. A more detailed error analysis will not

be dealt with here. In the secondary literature, this issue will be extensively

dealt with.

4.7 Terminal source block national instruments SCC-68 and

charge amplifier Kistler ICAM type 5073A

All the sensors used with the exception of the Kistler 9061A make use of a D-

SUB 25 connector directly connected to a terminal on the NI SCC-68 block.

The Kistler 9061A provides as output a weak electrical signal. In order to

detect this signal, the use of highly insulating shielded coaxial cable with low

capacitance is required, which is designed to carry only a very small frictional

electricity. These cables are connected to a Kistler charge amplifier Type

5073A ICAM. It converts the charge signal into a input, proportional to the

output voltage of 0 to ± 10V (in the test of IFBW from 0 to +10 V, since only

compressive force is measured and a zero crossing that is not required),

which can be easily managed by conventional cable and processed

electronically. The Lorenz K12 provides a very weak strain gauge pressure

transducer signal. This signal is connected to a strain gauge pressure

transducer measuring amplifier type GM Lorenz amplifier 40 before it is

processed electronically [93].The Kistler 5073A ICAM and Lorenz GM 40


126

each have an operating temperature range of 0 to 60°C. However, they are

like the connection blocks NI SCC-68 and the entire evaluation and control

electronics in a separate ventilated enclosure housed, so that this

temperature range is always observed. This housing protects the analysis

and control electronics from external influences such as dust or moisture and

insulates them from the mechanical shocks and vibrations of the test

operation.

4.8 Total overview

Table 15: Summary of sensors

Sensor Metrology Measure Output Signal

Balluff BML S1A1… Magnetic tape / Hall

effect Distance/position Incremental signal

Balluff BML S1C0… Magnetic tape / Hall

effect Revolutions/Minute Incremental signal

Kistler 9061A Piezoelectric Thrust 0…10V *

Lorenz K12 DMS Tension-/Thrust (+

Frequency) 0…10V *

Pt100-Element PTC Temperature 0…10V

* from Charge - / Measuring Amplifier

Five different sensors are used in the IFBW vibration test bench. Two sensors for position measurement, two for power measurement and a

temperature monitoring sensor. The Balluff S1A1 uses a specially encoded


127

magnetic tape for measuring the vibration amplitude of the path caused by

the vibration of the bolt. The measurement is non contact but not optical.

The Balluff S1C0 works the same way, only it measures the path travelled by

the drive shaft surface, which indirectly is the speed. The Kistler 9061A

measures, by means ofpiezo-electric changes, the preload force of the bolt.

This is quasi-static and is always a compressive force. The Lorenz K12

measures with the help of the DMS the force that is generated by the

eccentric rotation and converted via a connecting rod in an axial oscillating

movement to the test plate. The force is constantly changing between tensile

forces and pressure. The duration between two sign changes and oscillation

frequency from the measured signal can also be determined. The Pt100

measures the temperature due to the temperature-dependent resistance

change of the body. The measurement is contact free.

Chapter 5 Electric Control Cabinet

129

Electric Control Cabinet

For the vibration test bench a cabinet for the power electronic systems has to

be planned and constructed. Here, special emphasis is placed upon the

mobility of the system, since tests are to be done in a laboratory as well as in

classrooms. Through the existing framework the type of drive control and

required must be adjustable. The test bench is equipped with an electrical

motor which should be controlled by a frequency converter. Furthermore the

mobile measuring electronics unit must be free of electromagnetic

interference.

5.1 Power electronics

A 2.20 kW, three-phase squirrel cage, motor to operate the test bench with

speed and torque control via a frequency converter. Test will be conducted in

both stationary laboratory facilities and lecture/course rooms, the system

must thus be operated of 230 V. To ensure safe operation safety

components such as emergency stop and main switch were selected and

installed into the unit. The unit also houses the frequency converter and the

above described components.


130

5.1.1 Frequency converter

Micro master 440 is a matching frequency converter for the three-phase

squirrel cage motor of Siemens. This was chosen because of ease to

installation, commissioning of a wide range of parameters to the individual

configuration and customization of the individual setting parameters. The

frequency converter makes use of a star delta connection to the motor. This

unit also requires a main connection of 230V that is readily available.

Figure 5.1: Installation of the electric motor and frequency inverter (37)

Technical data

Table 16: Technical data FU (42)

Rated power [kW] 2,2

Output power [kW] 4,6

Input Current (cT) [A] 20,2

Output Current(cT) [A] 10,4

Weight [kg] 3,4


131

The single-phase version of three-phase motor and frequency converter has

a line filter in the form of a built-in filter, to reduce the network error or prevent

power to flow back to the grid (immunity or filtering).

5.1.2 Wiring

Security components such as main and emergency stop switch must be

installed to allow safe and smooth operation of the test. To select a correct

wiring diagram, a hierarchical structure diagram must created first to clarify

the general button layout according to function and appearance.

Figure 5.2: Hierarchical structure diagram (37)

As security most important, an emergency stop switch is required to shut

down the entire system at once. This must be installed before the main

switch can distribute the main supply voltage throughout the unit. The

frequency converter is the third most and must be isolated from the rest of

the measuring electronics. So only the measuring electronics, fan and signal

amplifier, as well as the respective voltage converter/power supply units will

be powered when the main switch is on. The frequency converter can be

activated separately by a snap switch and will be active after a short power

up period. A manual switch (E-MOT) is also required to activate the electric


132

motor. This is ensure that the correct start-up sequence is followed and

minimise the risk of accidental starting of the motor.

Figure 5.3 Door installation of switches (37).

Door installation

As shown in Figure 5.3, the parts shown in the hierarchy are accordingly from

bottom to top in the front door of the Cabinet. The control cabinet geometry

as well as the basic operator panel (BOP), mounted on the right, will be

described in more detail at a later stage. To turn on and perform a test the

following sequence must be followed, gradually from the bottom upward, or

to terminate and shut down from the top down. Shown here is the

configuration of a completely shut downed control cabinet. Figure 5.5 shows

the different components when active as well as illustrates how important

optical components such as LEDs are in simple process assessment.


133

Figure 5.4: Active switches (37).

Wiring diagram

In Figure 5.4, the switches on the control cabinet door are shown in a wiring

diagram and connected accordingly to the frequency converter and

respective components.

Figure 5.5: Back panel of the control panel door (37).


134

5.1.3 Settings (application)

The first time running the test bench using the Basic Operator Panel (BOP),

top right in Figure 5.4, to set the parametric values of the frequency converter

for the current application and the three-phase squirrel cage motor used. The

default commissioning settings done at the factory must be gradually

processed and adapted as needed.

The motor specific data such as:

• Nominal motor voltage

• Motor current

• Motor power

This motor data can be found on the ID plate on the side of the motor. By

selecting the correct motor on the BOP the default setting parameters can

automatically be changed accordingly. So the start up parameters P1120 and

P1121 are changed from 10,0 sec to 0,1 sec to achieve the maximum torque

as fast as possible to ensure that the test bolt is directly experiencing

maximum load conditions.

Motion control

The motor speed is controlled by using the measurement electronics, in

particular a controlled 0-10V signal to the frequency converter. Included in

the parameter P1000, option "2" is selected to change to analogue voltage

input. A zero set point must also be done on the measurement data card for

control to the analogue input of the frequency converter.


135

Figure 5.6: control circuit wiring: a) Siemens preset b) implementation (37).

Figure 5.6 depicts the control circuit wiring layout of the frequency converter.

It shows that terminals 2 and 4 bridged and directly connected to the ground

analogue output Terminal 4. The live components with the control signal are

placed from Terminal 3 on the analogue output of the data card. A more

detailed description of the control circuit follows in subchapter 5.2 of the

electric control cabinet.

5.2 Measuring electronics

The data acquisition card for capturing data as well as controlling the three-

phase motor and sensors in the test bench (data acquisition card or DAQ)

used is manufactured by national instruments and has both analog and

digital, inputs and outputs. The card can be operated easily on different

computers via a USB port and provides the previously described functions to

and from the test bench of test bench. Four sensors are used, where two

sensors measure the respective clamping an lateral forces and two motion

and speed measurement, as shown in Figure 5.7, are installed in the test


136

bench. In the measuring setup amplifiers for the force sensors are located in

the control cabinet.

Figure 5.7: Sensors at the test bench

The following components of the measuring electronics are shown and

described.

5.2.1 Lorenz metrology - K12

Data flow display

Figure 5.8: data flow diagram K12 (37).


137

The K12 Lorenz Messtechnik force sensor converts the tensile and

compression force on the test bench into a analogue voltage signal

(2..16mV). As shown in Figure 5.8, this low voltage sensor works on the

basis of a Wheatstone Escher full Bridge arranged strain gauge and must be

amplified in a more usable and meaningful signal. For the strain gauge

amplifier a type GM 40 also from Lorenz Messtechnik, because it is designed

for industrial use, comes pre-calibrated from the factory and can be mounted

in the control cabinet mounting rail (top-hat rail EN 50022 - 35 mm x 15 mm).

The signal emitted by the GM40 matches the tensile and pressure force

range of the sensor (-50kN.. + 50kN) of - 10V.. + 10V. This signal is feed to

the DAQ where the change of sign of the measured voltage is distinguished

and evaluated.

Use case

The components listed in the flow diagram for lateral force measurement in

the test bench are shown in figure 5.9 and the respective datasheets can be

found in the attached appendix.

Figure 5.9: Lorenz measurement components (37).

(a) GM40 (b) K12


138

The actual implementation in the control cabinet or in the power train of test

bench is shown in Figure 5.10.

Figure 5.10: Lorenz measurement components (37).

(a) GM40 (b) K12

Wiring

The circuit on the sensor side is connected by a 5-wire shielded measuring

cable with color coding shown in table 18. A 4-wire cable was used to

connect to the DAQ, its wiring can be seen from table 17.

Figure 5.11: Wiring the GM40 (37).


139

Tabelle 17: Cable clouring SCC (42).

Color Function GM40

Yellow Signal (+) U out

White Signal (-) GND

Green Supply (-) GND

Red Care (+) + 24V

Table 18: cable allocation K12 (42).

Color Function GM40

Yellow Signal (+) SIG +.

White Signal (-) SIG-

Green Supply (-) Exit-

Brown Care (+) Exit +.

Network Screen Shield


140

5.2.2 Kistler - 9061A

Flow diagram display

Figure 5.12: Flow diagram of Kistler 9061A (37).

The clamping force sensor from Kistler Instrumente GmbH, used for the

clamping force measurement of the bolt is a type 9061A. It converts force to

an electrical charge change when a force acts upon it with the help of the

piezoelectric effect. The signal is transmitted to the DAQ and evaluated. This

is done by using a ICAM - type 5073A111 instrument from Kistler, this

enables the charge transfer between amplifier and sensor through a cable as

shown in Figure 5.13.

Figure 5.13: Measuring system Kistler (49).


141

The charge amplifier and its power cord in the control cabinet pass through

the Panel walls.

Use case

Establishing the Kistler measuring sequence represented in the flow diagram

can be seen in Figure 5.14 below.

Figure 5.14: Kistler instruments components (37).

(a) 9061A (b) ICAM

The ICAM is adjustable, in the range, through a serial connection via RS-232

c to the PC and a program created by Kistler for calibration, so that the

resolution for the respective test be can adjusted. Thus very small force

changes can be accurately measured and evaluated better than with a strain

gauge sensor with significantly greater size. Furthermore the ICAM

distinguishes two application modes, reset and measure. Measure on the fly,

passes the signal data to the ICAM when measure mode is used. To

calibrate the sensor the ICAM program must be set to reset mode. How

exactly this switching is done, is described below.


142

Wiring

To supply and transfer the signal to the ICAM a custom made-up D Sub15

plug and cable, which for this application only makes use of six of the

standard eleven pins layout. The circuit is shown in table 4 and Figure 5.15.

Table 19: pin assignments ICAM (42).

Figure 5.15: ICAM pin assignments (37).


143

To switch the application mode of the ICAM as previously described, a switch

to interrupt the change is installed between "Measure" and pin 8. The mode

is manually switched and "reboots" the measurement amplifier. This can also

be done through a overload safety shut down without having to establish a

RS-232 connection. Furthermore the sensor must be calibrated before the

mode is changed or the plug removed. Figure 5.16 shows the interrupter

switch. That can be operated for a quick configuration. This is both a time-

saving and constructively elegant solution to the above problem.

Figure 5.16: ICAM mode switch (37).

5.2.3 Balluff - BML S1C0/S1A1

Flow diagram

Figure 5.17: Flow diagram Balluff BML S1C0 (37).


144

For the measurement and test frequency monitoring a magnetic strip sensor

BML S1C0 from Balluff GmbH was selected. It is attached to the shaft of the

three-phase motor. This serves as the primary measurement sensor for the

test frequency applied to the test sample. The motor also have a build in

potentiometer that is redundant and is only used to reduce the error in the

reading.

Figure 5.18: data flow diagram Balluff BML S1A1 (37).

For the same reason, BML S1A1 was elected and installed at the test bench.

It is the measurement of transversdisplacement of the two test plates to each

other. These two sensors can be operated in contrast to the force sensor

without an amplifier and emit no analog voltage, but a digital counter signal.

They differ only in the supply voltage.


145

Use case

Figure 5.19: BML in installation state (37).

As shown in Figure 5.19 the sensors had strict installation requirements. It is

very important to pay attention to this, because wrong measurement results

and strong signal interference can occur on the shaft and housing tolerances.

Wiring

Table 20: BML S1C0/S1A1 (42).

Balluff BML sensors can be connected directly to the DAQ card inputs, as

described in chapter 3.4 along with the wiring diagram for the sensors.


146

5.2.4 NI - SCC68

Data flow display

As shown in Figure 21, the NI - DAQ signals of the sensors transmitted via

USB-6212 PC SCC-68, the MSerie and the signal converter box NI. The

signal processing is done with one in NI LabVIEW with a developed control

program will be describe later on.

Figure 5.20: data flow diagram DAQ (37).


147

Use case

Figure 5.21: Representation of the SCC-68 (51).

As can be seen in Figure 5.21, located on the SCC-68 measurement cards is

several digital and analog inputs and outputs, that each connect with a screw

terminal. This application uses an analog and a digital output for the

frequency converter and thus the three-phase motor control. For the two

force measurement sensors each analog input can measure 0...10V or -

10V...+10V. The speed and linear displacement sensors make use of two

digital inputs, in particular these require two counters. This is also used to

distribute the supply voltage of the "bus terminal" measurement card and

serves as distribution Terminal.


148

Wiring

Figure 5.22: Quick reference guide - SCC-68 (37).

Figure 5.22 displays the reserved resources for the pre-determined screw

terminals in the SCC-68 and the hardware are quite suitable for signal

reception or voltage output. Even more resources for the optimization and

extension of test bench in mechatronic ways are free.


149

Figure 5.23: Wiring the SCC-68 with sensors

5.2.5 Assistance

24V - Siemens LOGO! power

Shortages of sensors and switching between the application modes of ICAM

the test require a 24V power source in this case a power supply of Siemens.

The LOGO! power [24V/1.3A] provides for a mains voltage of 230V, 32W a

is sufficient low power consumption of the sensors.

Figure 5.24: power supply 5V/12V - transformer module FG (37).


150

Two dc to dc voltage converter modules of Conrad Electronic GmbH using a

potentiometer to alter the output providing the BML S1A1 with 5V DC and the

chassis fans with 12V.

Figure 5.25: voltage converter module FG (52).

5.2.6 Control

Frequency converter - speed control

The speed control for three-phase motor is done with analog outputs,

AO1/AO GND on the SCC-68 on a 0... 10V signal. The speed range is set in

the frequeny converter (parameter P1080/1082) to a minimum or maximum

frequency (motor frequency) in Hz. In this case the speed range extends

from 0 Hz to 50 Hz, which in turn corresponds to a maximum motorr speed of

1000min -1.

Optocouplers - motor release

To stop the frequency conveter for running and thus the motor, terminals 5

and 9 must be bridged as seen in Figure 2.3. Terminal 9 is + 24V and

Terminal 5 (DIN1) start or stop the motor. This separation circuit is using a


151

optocoupler from Phoenix, which contacts exhibited over a digital output p0.

0/D GND of the SCC-68. So that the digital channel turns on, there must be a

+ 5V signal that performs a separation of the circuit DIN 1/Terminal 5 + 9 in

the optocouplers.

Figure 5.26: Optocoupler with circuit diagram (52).

Control cabinet

The main selection criteria for a suitable control cabinet were:

• Enough space for controllers, switchgear and sensors

• Shipping size/weight

• Robustness

• Installation possibilities for fan/controls

A construction analysis evaluates the necessary size required:

Table 21: building space (42).


152

Furthermore the frequency converter manufacturer specifications and the

SCC-68 must be assembled upright or against the Backboard. This requires

a base plate made of at least 3 mm thick steel sheet that increases the

overall size. Cabinets made of sheet steel with the given geometry

commercially weigh in the range of 15 kg - 24 kg and this is good in

comparison to its size.

5.3 Selected – RITTAL

The company RITTAL GmbH & Co.KG offers a appropreate switch cabinet in

the RITTAL compact control cabinet AE model range, No. 1350.500, as

seen in Figure 5.27.

Figure 5.27: product table Rittal

5.4 Individual manufacturing

RITTAL further provides a service AE laser Express. This prefabricated CAD

data of the respective Cabinet model can be changed to your own needs,

slots and holes are already cut before painting. This saves manual


153

modification of the switching Cabinet after delivery and is much more

accurate. Figure 5.28 is a digital representation of the changes made.

Figure 5.28: 3D/2D - CAD of the switching Cabinet (37).

5.5 Building

As shown in Figure 5.29, the frequency converter was installed on the

mounting plate, the SCC-68 with the NI USB-6212 on the right side and the

power electronics components and GM40 on the bottom mounted DIN rail

mounted.

Figure 5.29: Control panel setup (37).


154

As previously mentioned, much more emphasis was made on shipping

maneuverability of control cabinet with the test bench. The structure was

further more reinforced with aluminum profile framework components by

company ITEM when the switching cabinet is realized.

Plug

In addition to the connection between control cabinet and test bench, suitable

wiring to the three-phase motor and the sensors must be separate, through

the use of plug-ins.

Figure 5.30: Plug connection to the control cabinet (37).

The power connector allows standard couplers. The connection to the three-

phase motor is made through an industrial snap power connector, Procon,

made by Walther. Measuring cable run along with the Kistler connecting

cable, on test bench side of the adjustable screw terminal plug from the

company Phoenix it connects in the D-Sub 25 (female) plug. In the control

cabinet, an appropriate counterpart is appropriate where the Cabinet wall (D-

Sub 25 (male)) where the sensor connector from outside plugged and

screwed to. The cables are then internally to the SCC-68, the power supplies

/ leads and measuring amplifiers.


155

Fan

For cooling in the control cabinet parts, such as e.g. frequency converter and

+ 24V power supply, two 120 mm - 12V axial fan are installed.

Chapter 6 Statistical Analysis of Results

156

Statistical Analysis of Bolted Connections

By testing bolted connections using a vibration test band, a statement about

their durability and reliability can be made. The measured values obtained by

testing many of the same bolts with the same bolt connection can be used for

statistical tests. To make the quantitative evaluation of the measurement

values of the vibration test band transparent, the most important concepts of

statistics will be briefly

explained in the following situations.

6.1 Parameter measurement of identical bolted joints

To make a statement if the bolt connections are always equally safe, first we

pose a hypothesis, which states that all identical vibrated loosened bolts with

the same screws secure after 190 load cycles, possess a quarter of the initial

clamping force of 120kN which is 30 KN. It will also set a departure area in

which the measurements are allowed. To test this hypothesis, 50 identical

screws with the same securing bolts can be tested by the vibration test

bench. These same conditions are always necessary. All bolts are then

tightened to clamp load of 120kN. The test duration is 190 times each load

change. Subsequently, the remaining clamping force of each bolt is

measured (see Table 22). The measured final pre-stressing forces can be

checked using an appropriate significance test, whether the hypothesis is

fulfilled or not and if any differences arise. Fifty test runs were conducted,

each with a spring washer a M8 bolt and a clamping length of 25mm as


157

shown in Table 22. The goal was to determine the remaining clamping force

after 190 cycles.

Table 22: Measurement result table load change – remaining clamping force after 190

cycles

Attempts Clamping Force [KN] after

(N)

Attempts Clamping Force [KN] after

1 32 26 32

2 31 27 30

3 33 28 31

4 32 29 28

5 34 30 29

6 28 31 29

7 28 32 30

8 30 33 31

9 33 34 32

10 31 35 30

11 30 36 27

12 33 37 29

13 32 38 30

14 31 39 31

15 27 40 29

16 29 41 27

17 28 42 29

18 30 43 31


158

19 33 44 34

20 31 45 30

21 28 46 29

22 26 47 32

23 29 48 30

24 31 49 30

25 30 50 31


159

6.2

Statistical analysis of the measurements

The procedure begins with the selection of this significance test. It uses the

classification table of the significance tests with a simple random sample

"(see Figure 6.1), because in each case it´s always the same test conditions:

same bolt, equal preload, same bolt connection-assurance and the same

number of cycles were given. From all the test cases, 50 samples were

taken, which are used with their residual clamping force in KN for evaluation.

Figure 6.1: Classification of significance tests [25]

• Random Sample – Parametric { Ho: µ=µo }

• Parametric – Distributed { Ho:δ²=δ²o } • Parametric – Unknown { δ } • Parametric – Known {δ} • Random sample – Non Parametric { Ho:F=Fo}

• Non Parametric – Any {F} • Non Parametric – Steadily {F} • Non Parametric – Sufficient Distributable Type {Ho:F}


160

6.2.1 Selection of appropriate statistical analysis method

Figure 6 shows the 4 stages of significance test,namely:

1. Step : Determine parameter behavior of the measured values

2.

3. Step : Determining the distribution of measured values

Step : Choosing hypothesis

4.

Step 1: Determine parameter behavior of the measured values

Step : Calculation of standard deviation

The simple random sample is a parametric test facility in the evaluation of the

vibration The measurement is selected for the statistical comparison of a

detectable size in KN as shown in Figure 6.1.

In this step, the established hypothesis H

Step 2: Choosing Hypothesis

0

is selected . This

means, all the loose vibrated screws have the same mean μ (= 30kN). It is therefore H0 : µ = µ0, where µ0

describes initial expectation and µ

describes the further expectation values.

Step 3: Determining the distribution of measured values Selected is now whether the universe G of normally distributed values N is

arbitrarily distributed. All these obtained values (see Table 23) are inserted in

a graph.As shown on Figure 6.2.


161

Table 23: Frequencies of the measurements

Measurements 25

in [KN]

26 27 28 29 30 31 32 33 34 35

0 Frequency 1 3 5 8 11 10 6 4 2 0

02468

1012

25 26 27 28 29 30 31 32 33 34 35

Freq

uen

cy

Residual Preload force [KN]

Distribution of Measured Values

Figure 6.2: Distribution of measured values

The measured values of the samples are normally distributed, so is: The

universe of G is N (μ, σ),as shown in Figure 6.2.

Step 4: Calculation of standard deviation

Based on the variance σ2 the standard deviation σ (sigma) for the test cases

can be calculated in the following: The standard deviation σ is the root of the

variance σ2:

[10]


162

σ2 =

σ =

Variance

n =

Standard Deviation

x

Number of test cases

i = Individual measurement results of residual preload

= Sample mean

To get the variance or standard deviation, first the mean must be calculated:

[26]

[27]

Calculation of the variance σ2:


163

The Standard Deviation σ is therefore:

The result of the classification table is that the evaluation of the established

hypothesis of the "One-Sample-Gaußtest" is used.

6.2.2

Application of the "One-Sample-Gaußtest"

The „One-Sample Gaußtest“ is divided into four sub-steps: [28]

1. Step α:

2. Step β:

Determining the significance level α

The Test Function value ϑ

3. Step γ:

is calculated

4. Step δ:

Determining the rejection area B

Hypothesis rejected if

Step α: Determining the

, ϑ ∈ B is

significance level

The significance level α (= error probability) can be chosen freely. It

describes the possible deviation of the established hypothesis.

α

For this

evaluation α = 95% is chosen

Step β:

. As a numerical value is then α=0,05.

The Test Function Value ϑ is calculated

The Test Function Value ϑ is calculated using the formula:

[29]


164

ϑ =

μ

Test Function Value

0 =

n =

Expected Value

σ =

Number of Test cases

Standard Deviation

= Sample Mean

The test function ϑ value is 0,776.

Step γ: Determining

The rejection area B is determined by the fractiles. This fractile is obtained

due to the established hypothesis H

the rejection area B

0 : µ = µ0 :

[30]

α´ =

α =

Fractile

Significance level

The value for the standard normal random variable Z is based on the fractile

α' and can be read in the following table:


165

Table 24: Normal Distribution for Random Variables [31]

α´ z

0,9000

α´

1,282

0,9500 1,645

0,9750 1,960

0,9900 2,326

0,9950 2,576

0,9990 3,090

0,9995 3,290

The value of the random variable Z is 1.960.

This is the rejection area B=(∞; -Z) ∪(Z; ∞); B=(∞;-1.960) ∪(1,960; ∞)

Step δ: Hypothesis rejected if

The hypothesis H

ϑ ∈ B is

0 is not rejected because the test function value θ is not in

the rejection region of B.

Acceptance range

Value of the test function ϑ is in the acceptable range!

: -1,960< ϑ<1,960 -1,960<0,776<1,960

6.2.3

Result of the evaluation

The "One-Sample-Gauß test" shows that, the variations of the results of the

50 tested bolts are in the chosen range. The hypothesis H0 could be

demonstrated by calculations. That is, the expected value μ is fulfilled in

respect of the allowed deviation. Continuing it´s possible to re-invoice with a

lower level of significance carried out until the hypothesis is rejected. We can


166

then recognize the maximum possible dispersion of the measured values

obtained. The result of the calculation states that, the bolts with no major

differences in a number of load cycles of 190 have one quarter of its original

preload. Now, the statement can be made that shows all of these bolts in

connection with the chosen bolt and nut, have the same properties with

respect to the remaining residual preload force after 190 load cycles. The

conclusion is, the test bench is reliable and the bolt holds loads evenly. The

result is applied as a statistical quality control and says that the bolt

connection is in the area of the selected significance level α. One would say,

depending on the area of application a precise and more reliable bolt

connection can be used.

Chapter 7 Summary and Future Development Goals

167

Summary and Future Development Goals

In this study the entire process of a vibration test bench is shown for bolted

connections. The selection of appropriate test parameters for the automotive

sector to be able to compare the results with those of the aerospace and rail

transportation sector are only a part of the overall study.

• Screw Size

•

: M5 – M12

Strength class

•

: 4.8 – 10.9

Shear force

•

: 0,6 kN – 12 kN

Test frequency

•

: 6 – 16Hz

Preload

•

: 7,6 kN – 81 kN

Transverse displacement

•

: 1mm

Clamping length

: min. 20mm

Furthermore, a description of all necessary components of the test bench

from the design phase to the manufacturing is shown in detail in the

document. The sensors (preload sensor, shearing force sensor, rotation

sensor and movement sensor) required and the commissioning in LabView,

building a control and measurement electronics is also included. The

measurement data gained from the test runs were statistically processed,

evaluated and inserted in the document. The "One-Sample-Gauß test" shows

that, the variations of the results of the 50 tested bolts are in the chosen

range. The hypothesis H0 could be demonstrated by calculations. The result

of the calculation states that, the bolts with no major differences in a number


168

of load cycles of 190 have one quarter of its original preload. The statement

shows, all of these bolts in connection with the chosen bolt and nut, have the

same properties with respect to the remaining residual preload force after

190 load cycles. The conclusion is, the test bench is reliable and the bolt

holds loads evenly. In conclusion, the advantages of this test bench and the

even more necessary / possible steps are listed.

Advantages

• Fast availability of the results on site

• Testing of different types of locking systems are possible

• Simple handling

• High mobility

• Before using in a vehicle, bolted connections can be tested

• Realistic statement about the reliably

• No cost intensive product recall necessary

Future developments and research The test bench is designed for a variety of bolt locking systems. To test the

reliability of bolted connections in use in the automotive industry is one of the

remaining necessary steps. Furthermore, different thread and head forms of

bolts have be tested. There is no automated test procedure review for bolted

connection, which is also a necessary fact that must be investigated. To

avoid possible recalls of defective bolted connections a vibration test bench

is recommended for vehicle manufacturers to ensure the safety of their

customers. The use of a vibration test bench in automotive applications is the

goal set of this research.


169

Steps for future work may include:

• Testing different types of threads (Whitworth-thread, left hand

thread, etc.) and different types of head forms ( secur bolts)

• Creating an user manual /

• Presenting to

automatic test (macro)

manufacturers

of bolts and mechanical workshops

Chapter 8 Bibliography

170

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(52)Available:http://www.drehmomentsensoren.com/phplogin/login_de/html/kraft.php

#K-12 [ Searched 20.11.10]

(53)Available:http://www.drehmomentsensoren.com/phplogin/login_de/html/kraft.php

#K-12 [ Searched 20.11.10]

(54)Available:http://www.google.de/imgres?imgurl=http://www.ephymess.de/deutsch/

daten/pt100k.gif&imgrefurl=http://www.ephymess.de/deutsch/daten/pt100k.htm&usg=

__Jhx01rrljx1lQbprKYpLmDIasuE=&h=610&w=1000&sz=18&hl=de&start=1&zoom=1

&um=1&itbs=1&tbnid=7PkV_MunLcseaM:&tbnh=91&tbnw=149&prev=/images%3Fq

%3DKennlinie%2BPt100%26um%3D1%26hl%3Dde%26tbs%3Disch:1[Searched

22.11.10]


181

(55) Available: http://www.fuehlersysteme.de/Lexikon/Pt100 [ Searched 22.11.10]

(56) Upper test plate drawing

(57) Fischer, U. Metal Table Book, 43. Edition 2005, p.211

(58) Construction bushing drawing

(59) Secondary adapter plate drawing

(60) Secondary adapter plate drawing

(61) Secondary adapter plate with slot

(62)Available:http://www.nskeurope.de/cps/rde/xchg/eu_de/hs.xsl/innovative-

sensorlager-fuer-die-maschinenbauindustrie.html [ Searched 23.11.10]

(63)Available: http://www.lorenz-messtechnik.de/pdfdatbl/F/080018l_K-12.pdf

(64) Shearing sensor adapter drawing

(65) Source: Key to Steel, 18 Edition S.38ff.

(66) Ina, technical Paperback, Scheffler KG, 2002, p.260

(67) Available: http://www.egis-sa.com/pdf/cat_egis_deutsch_7.pdf S.5

(68) Bottom test plate drawing

(69) Layout of the guide

(70) Misumi layout


182

Chapter 10 Contents Appendix

183

Contents Appendix 1. Electronic Components ................................................................................ 4

1.1 Measurement systems................................................................................ 4

1.1.1 Incremental length measuring system BML S1A1 von Balluff .................... 4

1.1.2 Incremental length measuring system BML S1C0 von Balluff .................... 6

1.1.3 Magnetic tape BML M02 von Balluff........................................................... 8

1.1.4 Magnetic ring BML M22 von Balluff............................................................ 8

1.1.5 Preload force sensor 9061A from Kistler .................................................... 9

1.1.6 Shearing force sensor K-12 from Lorenz Messtechnik GmbH ................. 10

1.1.7 Sensor-Interface Typ LMV from Lorenz Messtechnik GmbH ................... 11

1.1.8 DAQ NI USB-6212 ................................................................................... 12

1.1.9 SCC 68 from National Instruments........................................................... 12

1.2 Converter ................................................................................................... 13

1.2.1 Potential transformer-modul Art.-Nr 19 13 96 from Conrad ..................... 13

1.2.2 Micromaster 440 2,2kW (Siemens) .......................................................... 14

1.2.3 ICAM-charge amplifier Typ 5073A from Kistler ........................................ 15

1.2.4 Voltage regulator L78S00 from SGS-Thomson Microelectronics ............. 17

1.2.5 power supply Logo 24V/2,5A Typ 6EP1332-1SH42 ................................ 17

1.2.6 DMS-charge amplifier from Lorenz Messtechnik GmbH .......................... 18

1.3 Plug ............................................................................................................ 19

1.3.1 230V-electrical outlet (Bulgin) .................................................................. 19

1.3.2 DSUB25 wire Interface (Phoenix Contact) ............................................... 20

2. Mechanical components ............................................................................ 21

2.1 Electromechanical .................................................................................... 21

2.1.1 Squirrel cage motor 1LE1001-1AC62-2AA4 from Siemens ..................... 21

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http://dict.leo.org/ende?lp=ende&p=Ci4HO3kMAA&search=motor&trestr=0x801�

Chapter 10 Contents Appendix

184

2.2 Rolling ........................................................................................................ 23

2.2.1 Linear- bearing- KGHK30-B-PP-AS from INA .......................................... 23

2.2.2 Needle bearing NK16/16 from INA ........................................................... 25

2.2.3 Roller-bearing NUP2210-E-TVP2 from FAG ............................................ 26

2.3.4 Y-pillow block SY 45 FM from SKF .......................................................... 28

2.3 Fans and accessories ............................................................................... 29

2.3.1 Fan 120mm .............................................................................................. 29

2.3.2 Fan fence 120mm .................................................................................... 29

2.3.3 Fan filter 120mm ...................................................................................... 30

2.4 Housing ...................................................................................................... 30

2.4.1 Rittal electric control cabinet .................................................................... 30

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http://dict.leo.org/ende?lp=ende&p=Ci4HO3kMAA&search=fence&trestr=0x801�

Chapter 11 Appendix

A

1. Electronic components

1.1 Measurement Systems

1.1.1 Magnetic linear measuring system from Balluff BML S1A1

Typ: BML – S1A1 – Q61G – M300 – K0 – S184

Chapter 11 Appendix

B

Electrical Data

Typ BML-S1A1- Q61G – M300 – K0 – S184

Ausgang digital RS422 Ausgangssignal A-Signal, B-Signal, Referenz-Signal Referenzsignal keins Auflösung (Flankenabstand A / B)

10 µm

Ausgangsspannung Differenzsignal nach RS422 Ausgangsspannung Endschalter Umax = 28 V, Imax = 20 mA, Öffner,

GND schaltend (Kabelbruchüberw.) Systemauflösung je nach Maßkörpertyp ±10 µm, ±20 µm Hysterese abhängig vom Abstand

1 bis 5 µm

max. Linearitätsabweichung der Auswerteelektronik unidirektional

±2 µm

max. Linearitätsabweichung des Gesamtsystems (Sensorkopf + Maßkörper)

bis zu ±10 µm mit BML-M02-I34...

Temperaturkoeffizient des Gesamtsystems wie Stahl

10,5 x 10-6/K-1

Max. Verfahrgeschwindigkeit je nach Typ 1 m/s, 10 m/s Verpolschutz nein Überspannungsschutz nein Betriebsspannung 5 V ±5% Stromaufnahme bei 5 V Betriebsspannung

<50 mA + Stromaufn. der Steuerung (je nach Innenwiderstand)

Fehleranzeige LED Schockbelastung nach IEC 60068-2-27 1

100 g/6 ms

Dauerschock nach IEC 60068-2-29 1

100 g/2 ms

Vibrationsbelastung nach IEC 60068-2-6 1

12 g, 10...2000 Hz

Endschalter keiner

Environmental conditions Betriebstemperatur Kabelversion Steckerversion

–20 °C...80 °C –25 °C...70 °C

Lagertemperatur Kabelversion Steckerversion

–30 °C...85 °C –25 °C...70 °C

Schutzart nach IEC 60529 IP67 Mechanical data

Abstand Sensorkopf - Maßkörper 0,01...0,35 mm Gehäusewerkstoff Zinkdruckguss Anschlussart Stecker 8polig oder Kabel 12adrig Gewicht 25 g Anschlussart Steckverbinder min. Flankenabstand / max. Verfahrgeschwindigkeit

4µs / 10 m/s

Polbreite 3mm Befestigung Durchgangsbohrung 4,3mm

Chapter 11 Appendix

C

1.1.2 Magnetic linear measuring system from Balluff BML S1C0

Typ: S1C0 – Q53R – M400 – M0 – KA02

Chapter 11 Appendix

D

Electronic data Typ BML-S1C0-Q53... Ausgang Pegel der Versorgungsspannung (HTL) Ausgangssignal A-Signal, B-Signal (digitale Rechtecksignale) Auflösung 2000 µm Betriebsspannung 24V (10…30V) Ausgangsspannung wie Betriebsspannung 10...30 V ohne A/B (HTL) Systemgenauigkeit ±100 µm min. Flankenabstand 10µs Referenzsignal kein Signal Hysterese < 1 Inkrement max. Linearitätsabweichung (Lin 1) des Sensorkopfes unidirektional

±50 µm

max. Linearitätsabweichung (Lin 2) des magnetischen Maßkörpers unidirektional, Messlänge max. 24 m

±50 µm

max. Linearitätsabweichung des Gesamtsystems (Lin 1 + Lin 2)

±100 µm (Sensorkopf + Maßkörper)

Temperaturkoeffizient des Gesamtsystems wie Stahl

10,5 x 10-6

K-1

Max. Verfahrgeschwindigkeit 10 m/s Verpolschutz Ja Überspannungsschutz nein Betriebsspannung 10...30 V Stromaufnahme bei 10...30 V Betriebsspannung

< 40 mA + Stromaufnahme der Steuerung (abhängig vom Innenwiderstand)

zulässige Schockbelastung nach IEC 60068-2-27 1

100 g/6 ms

Dauerschock nach IEC 60068-2-29 1

100 g/2 ms

zulässige Vibrationsbelastung nach IEC 60068-2-6 1

12 g, 10...2000 Hz

Endschalter keiner

Environmental conditions Betriebstemperatur –20 °C...+80 °C Lagertemperatur –30 °C...+85 °C Schutzart nach IEC 60529

IP67

Mechanical data Abstand Sensorkopf - Maßkörper 0,01...2 mm Gehäusewerkstoff Kunststoff Anschlussart Kabel 4adrig, geschirmt (LIf12YFCF11Y 6×2×0,08 mm

2),

2m Gewicht 11 g ohne Kabel Polbreite 5mm

Chapter 11 Appendix

E

1.1.3 Magnetic tape from Balluff BML M02 Type: BML - M02 – I34 – A3 – M0010 – R0000 Bauform 10mm breit, 1,55mm dick für Längen bis 48m Typ Inkremental Polbreite 1mm Genauigkeitsklasse 8µm, Gesamtgenauigkeit ±10µm Abdeckband mit Abdeckband Länge 10cm Referenzpunkt-Typ kein Referenzpunkt Referenzposition keine

1.1.4 Magnetic ring for tape-M22 from Balluff BML

Typ: BML – M22 – I40 – A0 – M031/016 – R0

Bauform Ring Polbreite 5mm Anzahl Pole 20 Durchmesser 30,9mm Referenzmarke kein Referenzpunkt Referenzposition keine

Chapter 11 Appendix

F

1.1.5 Load washers 9061A from Kistler

Typ 1) 9061A Messbereich 0 … 200kN Kalibrierte Bereiche 100% 10%

0 … 200kN 0 … 20kN

Überlast 240 kN Max. Biegemoment Mx,y

2) 800Nm Steifheit ≈ 14 kN/µm Kapazität ≈ 148 pF Dimensionen Innendurchmesser [ d ] Aussendurchmesser [ D ] Höhe [ H ]

26,5mm 52,5mm 15 mm

Gewicht 157g General data Empfindlichkeit 3) ≈ -4,3pC / N Ansprechschwelle ≤ 0,01N Betriebstemperaturbereich -196 … 200°C Linearität typisch, vorgespannt 4) ± 0,3 %FSO Hysterese typisch, vorgespannt 4) 0,1 %FSO Isolationswiderstand ≥1·1014 Ω Temperaturkoeffizient -0,02 % / °C Eigenfrequenz 5) 48 kHz 1) w eit ere Typ en siehe Dat enb lat t Messun t er lagsscheib en (9081A_000-106) 2) Fv = Vorsp annung = 0,5 · Messb ereich ; Fz = 0 3) g ilt nur f ür Sensoren ohne Vorsp annschraub e (siehe Seit e 3, Einb au) 4) g ilt f ür Einb au m it Mont agesat z Typ 9422A... resp ekt ive Vorsp annset Typ 9420A... 5) im n ich t eingeb aut em Zust and (n ich t vo rgesp annt ), Eigen f req uenz w ird d urch d ie Einb auverhält n isse red uzier t

Chapter 11 Appendix

G

1.1.6 Train-Compression Sensor K-12 from Lorenz Messtechnik GmbH Type: K12

Messbereich 50 kN A M20x1,5 B 25mm C 90mm D 59mm E 25mm F 45mm

Genauigkeitsklasse Zugkraft oder Druckkraft 0,1% Genauigkeitsklasse Zugkraft und Druckkraft 0,25% Gebrauchslast Grenzlast Bruchlast Max. dynamische Belastung Unempfindlichkeit Nennmessweg

130 % 150 % >300 % 70 % 50 % <0,1 mm

Brückenwiderstand Isolationswiderstand Speisespannung Max. Speisespannung Nennkennwert (S) Kennwerttoleranz

350 Ω >2·109

2 … 12 V 15 V 1,00mV / V <±0,1 %

Temperatur koeffizient des Kennwertes Temperatur koeffizient des Nullsignals Referenztemperatur Nenntemperaturbereich Gebrauchstemperaturbereich Lagerungstemperaturbereich Veränderlichkeit Relatives Kriechen

0,07 % / 10K 0,25 % / 10K +23°C -10 … +70°C -30 … +80°C -50 … +95°C 0,08 % <±0,06 % / 30min

Werkstoff Schutzart Elektrischer Anschluss

Rostbeständiger Edelstahl IP67 3m, freien Lötenden

Chapter 11 Appendix

H

1.1.7 Sensor Interface type LMV of Lorenz Messtechnik GmbH Typ: LMV5±4

Art. Nr

103922

Evaluation side Lastrichtung Bipolar Versorgung Versorgungsspannung

Restwelligkeit Stromaufnahme

24V DC ±10 % <10 % < 30mA

Signalausgang Ausgangssignal Linearität Restwelligkeit Verstärkungsdrift Nullpunktdrift Ausgangswiderstand

5±4V, 1mA Last -100% 0,75…1,25V Last 0% 4,75…5,25V Last +100% 8,75…9,25V 0,1% <25 mV <0,15 % / 10K <0,3 % / 10K <1 Ω

Sensor side Versorgung Signaleingang

Sensor-Versorgung DMS-Widerstand des Sensors TK Versorgungsspannung Eingangsspannung

4 V 350 Ω 0,1mV / K 2 … 16 mV

Other Grenzfrequenz Nenntemperaturbereich Gebrauchstemperaturbereich Lagerungstemperaturbereich Platinenmaße (B x L x H)

>500 Hz -3dB +10 … +40 °C 0 … + 60°C -10 … +70°C 12 x 19 x 5 mm

Chapter 11 Appendix

I

1.1.8 DAQ NI USB-6212

• 16 Analogeingänge mit 16 bit und 400 kS/s • 2 Analogausgänge mit 16-bit-Auflösung und 250 kS/s, 32 Digital-I/O-

Kanäle, 2 Counter mit 32-bit-Auflösung • Stromversorgung über Bus für mehr Mobilität, integrierte

Signalanbindungsmöglichkeiten • NI-Streaming-Technologie für eine Dauerhochgeschwindigkeits-

Datenübertragung über USB, OEM-Version erhältlich • Kompatibel mit LabVIEW, ANSI C/C++, C#, Visual Basic .NET und

Visual Basic 6.0 • Enthält Treibersoftware NI-DAQmx und die interaktive

Datenprotokollierungssoftware NI LabVIEW SignalExpress LE

1.1.9 SCC 68 from National Instruments 68-pin connector block with SCC expansion slots

• I/O-Anschlussblock für Datenerfassungsmodule der X-, M- und E-Serie (nur NI-DAQmx)

• Stromversorgung in der Regel durch angeschlossenes Datenerfassungsgerät (siehe Handbuch)

• 68 Schraubklemmenanschlüsse für einfache I/O-Anbindung • 4 Erweiterungssteckplätze für SCC-Signalkonditionierungsmodule • Kostengünstige Thermoelementmessungen dank integriertem Sensor

zur Kaltstellenkompensation • Universelle Platinen für benutzerdefinierte Schaltungen

Chapter 11 Appendix

J

1.2 Spannungs-/Stromregler-/ Umwandler

1.2.1 Spannungswandler-Modul Art.-Nr 19 13 96 von Conrad

Bestell Nr: 19 13 96

Eingangsspannung Bis 24V = / ~

Ausgangsspannung Einstellbar von 1,2 – 20V Ausgangsstrom Max. 0,5 A Max. Verlustleistung 1,5 W Abmessungen ( B x T X H ) 68 x 45 x 23 mm

Chapter 11 Appendix

K

1.2.2 Umrichter Micromaster 440 2,2kW (Siemens) Typ: Bestell Nr. 6SE6440 – 2AB22 2BA1 Eingangsspannungsbereich 1 AC 200V – 240V ±10% Netzfrequenz 47…63Hz Ausgangsfrequenz 0…650Hz Leistungsfaktor 0,95 Nennleistung (CT) Kw PS

2,2 3,0

Ausgangsleistung (kVA) 4,6 CT-Eingangsstrom (A) 20,2 CT-Ausgangsstrom 10,4 Sicherung 32A Empfohlen (3NA) 3812 Eingangskabel, min. 4mm² Eingangskabel, max. 6mm² Ausgangskabel, min. 1mm² Ausgangskabel, max. 6mm² Gewicht 3,4kg UDC_max 410-420V IDC max 6,18A (68Ω) Bauform B Abmessungen (BxHxT)mm 146x202x172 Erforderlicher Kühlluft-Volumenstrom

24l/s

Anzugsmomente für Leistungsanschlüsse

1,5Nm

Festfrequenzen 15, parametrierbar Ausblendbare Frequenzbereiche 4, parametrierbar

Relaisausgang 3, parametrierbar DC 30 V/5 A

(ohmsche Last), AC 250 V/2 A (induktive Last)

Analogausgang 2, parametrierbar (0 mA bis 20 mA) Lagertemperatur 40 °C bis +70 °C Serielle Schnittstelle RS485, Option RS232 Schutzart IP 20 CE-Zeichen Gemäß Niederspannungs-Richtlinie

73/23/EWG und gefilterte Ausführungen auch EMV-Richtlinie 89/336/EWG

Chapter 11 Appendix

L

1.2.3 ICAM-Ladungsverstärker Typ 5073A von Kistler Ausführung ICAM Ladungseingänge 1 Parametersatz entspricht 2 Messbereichen pro Kanal Messbereich I Messbereich II

± 100 … 1 000 000 pC ± 100 … 1 000 000 pC

Hinweis: Über die Stufengrenze von ± 10 000 pC ist die Umschaltung ohne Messfehler nur im Mode Reset möglich

4 Eingänge, Ladung auf 1 Kanal summiert 1Parametersatz entspricht 2 Messbereichen pro Kanal Messbereich I (Summierte Ladung) Messbereich II (Summierte Ladung)

±100 … 1 000 000 pC ±100 … 1 000 000 pC

Hinweis: Über die Stufengrenze von ±10 000 pC ist die Umschaltung ohne Messfehler nur im Mode Reset möglich

Spitzenspeicher Konfigurierbar +Peak, -Peak, (Peak-Peak) / 2 Hinweis: löschen erfolgt mir Reset

Spannungsausgänge Ausgangsspannung 0 … ±10 V Max. Ausgangsstrom ±5 mA Ausgangsimpedanz 10 Ω Ausgangsspannungsbegrenzung >±11 V Zulässige Spannung Zwischen Sensor-GND Und Ausgangs-/Speise-GND

± 4V

Störsignalunterdrückung zwischen Sensor-GND und Ausgangs-/Speise-GND (0 … 500 Hz)

> 50dB

Messgenauigkeit Fehler (Übertragungsfaktor) <±0,5 % Wiederholbarkeit <±0,05 % FS Reset/Measure (Operate)-Sprung <±2pC Nullpunktabweichung <±30mV Ausgangsstörsignal (0,1 Hz … 1 MHz) Mit intern zuschaltbarem Filter (10,200,3 000Hz)

<30 mVPP

<10 mVPP

Drift, bei 25°C Typ 5073A111 <±0,05 pC/s Frequenzgang Bandbreite ±3dB <± 10 000pC <± 1 000 000pC

0 … 20 kHz 0 … 2 kHz

Tiefpassfilter Butterworth (5ter Ordnung) 10 Hz 200 Hz 3 000 Hz

50 Hz Unterdrückung bei Filter 10 Hz 60 dB Gruppenlaufzeit ohne Tief passf ilt er (Ausgang) < 15µs

b ei 3 kHz Tief p assf ilt er (Ausgang) < 300µs

b ei 200 Hz Tief p assf ilt er (Ausgang) <4ms

b ei 10 Hz Tief p assf ilt er (Ausgang) <80ms Offset

Chapter 11 Appendix

M

Of f set einst ellbar (v ia RS-232C) ±1V

Auf lösung 2mV

Zeitkonstante Long 100 000s

Temperaturbereich Bet r ieb st em p erat urb ereich 0…60°C

Min im um /Maxim um Tem p erat ur -40°C /+80°C

relat ive Feucht e (Maxim um ) 60%

Versorgung Sp eisesp annung 18…30VDC

St rom verb rauch 1 Kanal <125mA

St rom verb rauch je w eit eren Kanal <50mA

Steuersignale galvanisch getrennt Anst euersp annung 2,4…30VDC

St rom auf nahm e 0,3…6,2mA

Reset /Measure alle Kanäle gem einsam , st rom los Reset Reset zeit < ± 10 000 p C Reset zeit < ± 1 000 000 p C

<9ms <90ms

Messb ereich su m sch alt un g kan alselekt iv, st ro m lo s Messb ereich 1 Verzö gerun gszeit

<2ms

Steckeranschlüsse Signaleingang Sensor Schut zar t (EN60529)

BNC/TNC (neg.) IP60 (BNC) IP65 (TNC)

Versorgung, St euerein- und Signalausgänge Schut zar t (EN60529) m it angesch lossenem Kab el

D-Sub 15 m ale IP67

RS-232C Schut zar t (EN60529) m it Ab d eckung Ar t . Nr . 5.211.477 od er angesch lossenem Kabel

D-Sub 09 f em ale IP67

RS-232C EIA-St and ard RS-232C Dat enb it 8

St op p b it 1

Par it ät Keine

SW Hand shake Kein

Baud rat e 115200 bps

m ax. Kab ellänge 5m

m ax. Eingangssp annung, d auernd <±20V

Sp annung zw ischen Masse und Schut zerd e <20 VRMS

Allgemeine Daten Vib rat ionsf est igkeit (20 … 2 000 Hz, Dauer 16 Min ., Zyklus 2 Min .)

10g

St ossf est igkeit (1 m s) 200g

Gehäusem at er ial Alum in ium , Druckguss

Gew ich t ≈320g

Chapter 11 Appendix

N

LED Measure grün d auerhaf t Reset g rün b linkend Over load ro t b linkend ICAM d ef ekt ro t d auerhaf t Digitale Eingangssteuersignale Pin 8 Reset /Measure f ü r alle Kanäle

Messb ereichsum schalt ung (1/2/3/4) je Kanal Pin 15/14/13/12

Chapter 11 Appendix

O

1.2.4 Spannungsregler L78S00 von SGS-Thomson Microelectronics Symbol Parameter Test Kondiotionen Min. Typ. Max. Einheit Ausgangsspannung 11,5 12 12,5 V Ausgangsspannung I0 = 1A Vi = 14,5 V 11,4 12 12,6 V Leistungsregelung Vi = 14,5…30V

Vi = 16…22V 240

120 mV mV

Lastregelung I0 = 20…1,5 mA I0 = 2A

150

240 mV

Ruhestrom 8 mA Ruhestrom änderung I0 = 20mA…1A 0,5 mA Ruhestrom änderung I0 = 20mA Vi =14,5…30V 1 mA Output Voltage Drift I0 = 5mA Tj = 0…70°C -1 mV/°C Output Noise Voltage B = 10Hz…100KHz 75 µV Supply Voltage

Rejection F = 120Hz 47 dB

Operating Input Voltage

I0 ≤ 1,5A 15 V

Output Resistance f = 1KHz 18 mΩ Short Circuit Current Vi = 27V 500 mA Short Circuit Reack

Current 3 A

1.2.5 Netzteil Logo! 24V/2,5A Typ 6EP1332-1SH42 Typ: 24V / 2,5A Bestellnummer 6EP1332-1SH42

Eingangsdaten Eingangsnennspannung Ue AC 100…240V Arbeitsspannungsbereich AC 85…264V Netzfrequenzbereich 47…63Hz Netzausfallüberbrückung >40ms Eingangsstrom Ie 1,22…0,66A Absicherung in der Netzzuleitung Empfohlen: LS-Schalter (IEC 898) ab 16A

Charakteristik B bzw. ab 10A Charakteristik C Ausgangsdaten Ausgangsnennspannung Ue DC 24V Restwelligkeit/Spikes <200/300mV Einstellbereich DC 22,2…26,4V Ausgangsnennstrom Ia 2,5A Einsatzpunkt Strombegrenzung Typ. 3,4A Wirkungsgrad bei Volllast Typ. 87% Umgebungsbedingungen Lager-, Transporttemperatur -40°C…+70°C Umgebungstemperatur -20°C…+55°C Schutzart IP20 Verschmutzungsgrad 2 Feuchteklasse Klimaklasse 3K3 nach EN 60721, relative Luftfeuchte

5…95%, ohne Betauung EMV Störaussendung EN 50081-1, Klasse B nach EN 55022 EMV Störfestigkeit EN 61000-6-2, EN 61000-4-2/-3/-4/-5/-6/-11

Chapter 11 Appendix

P

Sicherheit Schutzklasse UL60950, Classe II (sichere elektrische Trennung,

ohne Schutzleiteranschluss) Potentialtrennung primär/sekundär Ausgangsspannung SELV nach EN 60950 und EN

50178

1.2.6 Hutprofilschinen DMS-Messverstärker von Lorenz Messtechnik GmbH

Typ GM 40 Art. Nr. 105702 Auswerterseite Versorgung Versprgungsspannung

Restwelligkeit Stromaufnahme

10…30V DC < 10% 10V 20mA 24V 120mA

Signalausgang Spannung

Ausgangssignal U-Out Restwelligkeit Verstärkungsdrift Nullpunktdrift Ausgangswiderstand Grenzfrequenz

0…±5V / ±10V ≤ 2mA <20mA <0,02% / 10K <0,02% / 10K 10Ω 10Hz…1kHz -3dB

Signalausgang Strom

Ausgangssignal I-Out Restwelligkeit bei 500 Ω Verstärkungsdrift Nullpunktdrift Grenzfrequenz

4…20mA an 0…500 Ω <20mV <0,04% / 10K <0,04% / 10K 10Hz…750Hz -3dB

Sensorseite Versorgung Sensorspeisung

TK Versorgungsspannung 10V 90mA (Option 5V 60mA) 25 ppm / K

Signaleingang Sensor Empfindlichkeit Eingangswiderstand

0,3…3,5mV / V 109 Ω

Sonstiges Nenntemperaturbereich Gebrauchstemperaturbereich Lagerungstemperaturbereich Maße (B x H x L) Schutzart Klemmbereich von Anschlußklemmen Hutprofilschiene

+10…+40°C 0…60°C -10…+70°C 23 x 111 x 76mm IP20 0,14…1,5mm² DIN EN 50022

Chapter 11 Appendix

Q

1.3 Stecker

1.3.1 230V-Dose (Bulgin) Typ: Bulgin OX 0580/28

Artikel Daten

Befestigung Flansch Anschlüsse 2.8mm Pin max. Belastbarkeit 10A, 250V Wechselstrom Anschlusswiderstand <10mΩ Isolationswiderstand >103MΩ A.C. Breakdown Pol-Pol 5kV, Pol-Panel 10kV Betriebstemperatur -40°C … + 70°C Max. Anschlusstemperatur +70°C Formteil Nylon, Entflammbarkeitsklasse UL.94V-O Kontakte Messing: Pins, Nickel beschichtet. Flachsteckeranschlüsse

Blech Beschichtet. Schrauben anschlüsse, Nickel beschichtet

Freigaben

Zubehörteile / Hinweise P.Nr 11328 KT0006 (nur PX587 & PZ0100) Zugehörige Anschlussstücke PX0587,PX0587/SE,PX0588, PZ0100, PZ0200

Chapter 11 Appendix

R

1.3.2 DSUB25 Kabel Interface (Phoenix Contact)

Artikel-Nummer 27 61 62 2 Anschlussart Stiftleiste Max. Spannung 60 V AC/DC Strombelastbarkeit ≤ 1 A Steckzyklen > 200 Kabeldurchmesser 4 – 10mm Befestigungsschraube/ max. Anzugsmoment

0,4 Nm

Schraubklemmen: Anschlussquerschnitt (starr / flexibel /AWG)

0,14 – 0,15 mm² / 0,14 – 1mm² / AWG 26-16

Empfohlenes Anzugsmoment

0,4 Nm

Abisolierlänge (empfohlen) Kabel 50mm / Einzelader 5mm Temperaturbereich -20 °C … + 75 °C Gehäusematerial ABS, metallisiert

Chapter 11 Appendix

S

2. Mechanische Bauteile

2.1 Elektromechanisch

2.1.1 Drehstrom-Käfigläufermotor 1LE1001-1AC62-2AA4 von Siemens Typ: 1LE1001-1AC62-2AA4 Elektrische Daten Bemessungsspannung 230VD / 400VY 50Hz, 460Vy 60Hz Frequenz 50Hz 60Hz Bemessungsleistung 2.20kW Bemessungsdrehzahl 965 1/min 1165 1/min Bemessungsmoment 21.8Nm 20.9Nm Bemessungsstrom (IE) VD

8.9 A VY 5.1 A

VY 63.3 A

Anzugs-/Bemessungsstrom 5.7 6.2 Kipp-/Bemessungsmoment 2.7 2.2 Anzugs-/Bemessungsmoment 1.9 1.9 Wirkungsklasse IE2 Wirkungsgrad

100% / 50 Hz 81.8 %

75 % / 50Hz 82.5 %

100 % / 60 Hz 76.0 %

Leistungsfaktor 0.76 0.68 0.77 Motorschutz (A) Ohne (Standard) Klemmenkastenlagen (4) Klemmkasten oben Mechanische Daten Schalldruckpegel (LpfA) 50 Hz / 60 Hz 59dB 62dB Trägheitsmoment 0.013700 kg m² Lager AS 6206 2ZC3 Lager BS 6206 2ZC3 Art der Lagerung Vorgespanntes Lager BS Kondenswasserlöcher Nein Nachschmiereinrichtung Nein Schmiermittel Esso Unirex N3 (Standardfett) Fettgebrauchsdauer /Nachschmierintervall 20000 h Äußere Erungsklemme Nein Anstrich Sonderanstrich RAL7030 steingrau Explosionsschutz Zündschutzart ohne (Standard) Umgebungsbedingungen Umgebungstemperatur -20.0 °C - +40.0 °C Höhe über Meeresspiegel 1000 m Normen und Vorschriften IEC, DIN, ISO, VDE, EN Allgemeine Daten Baugröße 100L Bauform (A) IM B3 Gewicht in kg, ohne optionale Anbauten 30.0 kg Gehäusematerial Aluminium Schutzart IP 55 Kühlart, TEFC IC 411 Vibrationsklasse A ( Standard)

Chapter 11 Appendix

T

Isolation 155(F) nach 130(B) Betriebsart S1 = Dauerbetrieb Drehrichtung bidirektional

Anschlusskasten Klemmenkastenmaterial Aluminium Typ TB1 F00 Gewinde Kontaktschraube M4 Max. Leiterquerschnitt 4.0 mm² Kabeldurchmesser von … bis … 11.0 mm - 21.0 mm Kabeleinführung 2xM32x1,5 Kabelverschraubung 2 Stopfen - Kunststoff

2.2 Wälzlager

2.2.1 Linear-Kugellager-Einheit KGHK30-B-PP-AS von INA Typ: KGHK30-B-PP-AS

Chapter 11 Appendix

U

FW 30 mm H 60 mm B 67 mm L 50,2 mm A3 18 mm A5 33,5 mm B1 49,5 mm G2 M8 H2 30 mm Toleranz: +0,010 / -0,014 H4 42,7 mm H5 8 mm H6 29 mm JB 53 mm Toleranz: + / -0,15 K5 M6 für Befestigungsschraube DIN 912-8.8

Schrauben sind zu sichern, besonders dann, wenn Vorspannungsverluste auftreten können

K8 NIPA2 Schmiernippel N1 6,6 mm Für Befestigungsschraube DIN 912-8.8

Schrauben sind zu sichern, besonders dann, wenn Vorspannungsverluste auftreten können

N3 15 mm T5 18 mm m 400g Masse C 3300 N Dynamische Tragzahl C0 2700 N Statische Tragzahl

2.2.2 Nadellager NK16/16 von INA Typ: Nadellager Nk16/16

Chapter 11 Appendix

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FW 16 mm D 24 mm C 16 mm rmin 0,3 mm m 22,4 g Gewicht Cr 12800 N dynamische Tragzahl, radial C0r 13900 N statische Tragzahl, radial Cur 2550 N Ermüdungsgrenzbelastung radial nG 23200 1/min Grenzdrehzahl nB 16200 1/min Bezugsdrehzahl

2.2.3 Zylindrisches Rollenlager NUP2210-E-TVP2 von FAG

Chapter 11 Appendix

W

d 50 mm D 90 mm B 23 mm B3 4 mm D1 78,3 mm d1 64 mm Da max 83 mm da max 58 mm da min 57 mm dc min 67 mm F 59,5 mm r1 min 1,1 mm ra1 max 1 mm ra max 1 mm rmin 1,1 mm s 0 mm Axialverschiebung von der Mittelposition m 0,597 g Masse Cr 92000 N dynamische Tragzahl, radial C0r 88000 N statische Tragzahl, radial nG 8000 1/min Grenzdrehzahl nB 5300 1/min Bezugsdrehzahl Cur 15300 N Ermüdungsgrenzbelastung radial

Chapter 11 Appendix

X

2.3.4 Y-Stehlagereinheit SY 45 FM von SKF Typ: SKF – Sy 45 FM

d 45 mm A 45 mm H 107,5 mm H1 54 mm L 187 mm C 33200 N dynamische Tragzahl C0 21600 N statische Tragzahl nG 4300 1/min Grenzdrehzahl bei Welle nach h6 m 2,25 kg Lagereinheit SY 45 FM Kurzzeichen Gehäuse SY 509 M Eingebautes Lager

YET 209

Gewindestift Empfohlenes Anzugsmoment

16,5 Nm

Innensechskant-Schlüsselweite

5 mm

Enddeckel ECY 209

2.3 Lüfter und Zubehör

2.3.1 Lüfter 120mm Typ: Slip Stream 120 PWM High-RPM Modell-Nr. SY1225SL12H-P Maße 120 x 120 x 25 mm Spezifikationen: 500 (+200) - 1.900 upm (±10%), 7,5 - 37,0 dBA / 24,50 - 110,1 CFM /

DC12 V / 0,51 A Gewicht: 121 g Anschluss: PWM 4-pin Lagertyp: Gleitlager MTBF: 30.000 Stunden

Chapter 11 Appendix

Y

2.3.2 Lüftergitter 120mm

Typ: Papst – LZ30K

2.3.3 Lüfterfilter 120mm

Artieklnummer PMFA80T Größe 80m m ² A 86,5mm C 11mm B 86,5mm D 71,5mm

Chapter 11 Appendix

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2.4 Gehäuse

2.4.1 Rittal Schaltschrank Typ: RITTAL Kompakt-Schaltschrank AE (Art.Nr. 1350.009)

Material Stahlblech Oberfläche Gehäuse und Tür:

tauchgrundiert, außen pulverbeschichtet in RAL 7035 Struktur Montageplatte: verzinkt

Schutzart IP 66 nach EN 60 529, NEMA 4 w ird er f ü llt .

Lieferumfang Gehäuse rundum gesch lossen, ein t ü r ig , 1 Flanschp lat t e im Gehäuseb od en, Türansch lag recht s, auf links w echselb ar , m it 2 Vor reib erversch lüssen, Türd ich t ung eingeschäum t , Mont agep lat t e verzinkt .

Breite (B1) 500mm Höhe (H1) 500mm Tiefe (T1) 300mm Montageplattenbreite (F1) 449mm Montageplattenhöhe (G1) 470mm Montageplattenstärke 2,5mm Gewicht 19,6kg Bestellnummer 1350.500

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