HES4350 Group-6 Design Project Part 2 v1.2

8/10/2019 HES4350 Group-6 Design Project Part 2 v1.2

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Design project Part 2

Khalil Hussaini (4241606)

Huzaifa Mubarak (7436572)

Mohd Salim (4204174)

Niruna Fernando (4228790)

November 28, 2014

Contents

1 Introduction 8

2 Literature review 10

2.1 Design theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

2.2 Propeller theory . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

2.3 The electrical circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

2.3.1 Series resistance circuits . . . . . . . . . . . . . . . . . . . . . 19

2.3.2 Parallel resistance circuit . . . . . . . . . . . . . . . . . . . . . 20

2.3.3 Combination resistance circuit . . . . . . . . . . . . . . . . . . 222.4 Hull design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

2.4.1 Displacement hull . . . . . . . . . . . . . . . . . . . . . . . . . 23

2.4.2 Planning hull . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

2.4.3 Semi-Displacement hull . . . . . . . . . . . . . . . . . . . . . . 25


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3 Design strategy 30

4 Concept generation 32

4.1 Concept A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.2 Concept B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

4.3 Concept C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.4 Concept D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

5 Concept selection 38

6 Boat design details 42

6.1 Reynolds number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

6.2 Average shear stress coefficient . . . . . . . . . . . . . . . . . . . . . 43

6.3 Skin friction drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

6.4 Power for skin friction drag . . . . . . . . . . . . . . . . . . . . . . . 44

6.5 Power for constant speed . . . . . . . . . . . . . . . . . . . . . . . . . 45

6.6 Terminal velocity of the boat . . . . . . . . . . . . . . . . . . . . . . 46

6.7 Expected time to reach the finish line . . . . . . . . . . . . . . . . . . 46

6.8 Testing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

6.8.1 Prototype 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

6.8.2 Prototype 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51

7 Documentation 53

7.1 CAD drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53

7.2 Electronic circuit diagram . . . . . . . . . . . . . . . . . . . . . . . . 58

8 Summary and recommendations 59

8.1 Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59

8.2 Recommendations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60


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A DFM Excessive 64

B Safe design 66

B.1 Exercise 1: Statutory case 1 & 2 . . . . . . . . . . . . . . . . . . . . . 66

B.2 Exercise 5: Ford Pinto case study . . . . . . . . . . . . . . . . . . . . 67

C Gantt chart 69

D Allocation of work 70


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List of Figures1 The engineering design process. Credit: NCSU -The Engineering

Place (http://www.engr.ncsu.edu/theengineeringplace/media/graphics/

design-process.pngAccessed: 11th September 2014) . . . . . . . . 10

2 Propeller motion. (b) View A-A. (c) View B-B. (d) Relative to blade

element. Credit: Crowe, C. T., Elger et al., 2008 . . . . . . . . . . . . 173 Dimensionless performance curves for a typical propeller; D= 2.90 m,

n = 1400 rpm. Credit: Crowe, C. T., Elger et al., 2008 . . . . . . . . 18

4 Series configuration analogy. Credit: National Renewable Energy

Laboratory (http://www.nrel.gov/education/pdfs/educational_

resources/high_school/solar_circuitry_hs.pdf Accessed: 11th

September 2014) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Parallel circuit configuration. Credit: National Renewable Energy

Laboratory (http://www.nrel.gov/education/pdfs/educational_

resources/high_school/solar_circuitry_hs.pdf Accessed: 11th

September 2014) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

6 Series Current Flow A simple two cell parallel circuit. Credit: National

Renewable Energy Laboratory (http://www.nrel.gov/education/

pdfs/educational_resources/high_school/solar_circuitry_hs.

pdfAccessed: 11th September 2014) . . . . . . . . . . . . . . . . . . 22

7 Displacement hull. Credit: John Deere (http://www.deere.com/

wps/dcom/en_US/products/engines_and_drivetrain/marine/marine_

diesel_engines.page Accessed: 11th September 2014) . . . . . . . . 23

8 Planning hull. Credit: John Deere (http://www.deere.com/wps/

dcom/en_US/products/engines_and_drivetrain/marine/marine_diesel_

engines.page Accessed: 11th September 2014) . . . . . . . . . . . . 24

9 Semi-Displacement hull. Credit: John Deere (http://www.deere.


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24 Picture of Ibrahim holding prototype 2 on competition day. . . . . . . 52


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List of Tables1 Initial evaluation chart for three alternative concepts for a model solar

powered boat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

2 Comparison of eleven-point and five-point evaluation scales. . . . . . 40

3 Final evaluation chart for selected and combined concepts of the model

solar powered boat. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

4 Varameters validation. . . . . . . . . . . . . . . . . . . . . . . . . . . 47

5 Summary of allocation of work. . . . . . . . . . . . . . . . . . . . . . 70


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1 Introduction(Cochrane and Tolson 2002, p. 67) defines a boat to be a vessel of any size with

the primary purpose of floating, planning across water with the aid of propellers,

oars, sails, or an engine. Man created and built boats so we could get across water

from one point to another. It is basically getting something from point a to point

b. In fact, up until world war two, ships were seen as the only form of international

transport. Ships operate in two mediums which are air and water with submarines

predominantly operating in water mediums.

The history of boats began in 1491 when Christopher Columbus was looking at

the water and said, I want to float on water so he built a boat. It was so great

that he went to the queen of Portugal and said I think I can float this thing to the

new world and the queen was like but the earth is flat, and Columbus said Itsa big and round circle and the queen was like Ill give you money to build three

more for you to sail over there and see what happens. Christopher Columbus did

it and found the new world. Everyone else then built boats because they thought it

was a very good idea (Pastor 2005).

The objective of this project is to design and build a solar powered boat. Solar

boat racing started in 1994 and is billed by organizers as the world championship of

intercollegiate solar, electric boating (College 2014). A systematic way of thinking

was integrated into the design process by looking at factors such as weight, hull

shape and reliability of the materials being used. Moreover, an ST-403 T1 motor,

2 blade propeller, 3 blade propeller, 2.5mm steel shaft, 3mm steel shaft, 2.5 mm

carbon fiber shaft, 6 solar panels, 2 driveline bearings, guide tube, 3 flexible coupling

were provided by the unit convenor (Heng 2014). The brightness of the sun had a

big influence on the power coming from the cells. As a result, the circuit had to be

design to meet the requirements of the motor. Lastly, a capacitor was integrated to

the circuit to enable the motor to run smoother and faster (Gardner 2014).


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fair for everyone. The size of the boat was constrained to 300 by 500 mm. In addition,a functioning on and off switch must be installed between the solar panel and the

motor. Lastly, a guide rod had to be fitted to the boat to ensure the boat steers in

a straight line that is one at each end of the boat.

Success was measured against how well the boat competes against other groups.

Boats will compete in sets of two a separate round robin each. The boat to reach

the finish line first (i.e winner) will receive 9 points; 4 points for a tie and 1 pointfor a loss. Absenteeism would be regarded as a loss and the competing team will be

deemed as the winner unless both teams fail to appear of then which a loss will the

given to the competitors. Furthermore, if boats of both teams fail to work, a loss

will be given to both teams (Gardner 2014).

Areas of interaction were addressed in this project such as human ingenuity,

man the maker. We are required to produce a product that is unique, innovative

and has many advantages such as unlimited energy, free and clean. Secondly is

the products impact on the environment deriving its energy from renewable energy

sources as opposed to fossil fuels. Such harmful gases are in short contributing to

global warming. Building a solar powered boat would excite people and open their

minds to the advantages of renewable energy sources. From the stage of research to

building our team had a general knowledge and skill improvement also by interaction

with respect to approaches to learning (Freire 2009).


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2 Literature review

2.1 Design theory

The engineering design process is a series of steps that engineers use to create tools

or products to a need that we might have. Technology refers to the products that are

designed to serve our needs; engineering refers to the process to create new technology

and a prototype is a test model that works (Birmingham 1997).

Figure 1: The engineering design process. Credit: NCSU -The Engineer-

ing Place (http://www.engr.ncsu.edu/theengineeringplace/media/graphics/

design-process.pngAccessed: 11th September 2014)

Figure 1 illustrates the engineering design process. Normally, there are steps to

follow in sequential order in that the arrows flow just in one direction. In this case

however, the arrows go in both directions. This is very important and will be further

explained (Birmingham 1997).

The first step is ask, meaning identifying and researching a need. We dont need

to build a new technology unless we need it. The first thing to do is identify a need

that we have that we need to build something for. This is followed by doing some


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2014).Imagining means developing possible solutions. This is the brainstorming or the

creativity phase. This is where anything goes; there is no wrong answer; theres

nothing that is impossible to do. We can never create new technology if we dont

think of the impossible and try to figure it out. This is where we think about to

achieve our need and what the technology can do. Then we go to the third stage

which is the planning stage (Canario 2014).The planning stage involves making a prototype. The developed possible solutions

are considered and converted into performance specifications and requirements with

the manufactured prototype from these. The prototype is not a dummy of the real

thing, it actually is the real thing because ideally it is going to work. The next step

is creating testing and evaluating as the prototype needs to be tested and evaluated

based on performance (Canario 2014).

During the creating, testing and evaluating stage, the prototype is examined

and tested to check weather it works. Questions that need to be asked are: does

it actually fulfill our need, did the solutions that we came up with by asking and

imagining help or work. Usually they dont work. When that happens, we need to go

all the way back to the possible solutions stage. The solutions are then looked over

and new solutions are generated. The point is to rethink the problem and return to

the planning stage to rebuild it and make another prototype and then later test it

again (Canario 2014).

Usually, with a good product that actually goes out in the market and sold, they

go through the process between imaging and creating hundreds of times and take

years before that process is complete and then ready to move on to the next step.After the testing, creating and evaluating phase is done, and we have a working

product, the product is usually manufactured and sold (Canario 2014).

The process is not finished from there because technology can always be im-

proved and a good example of this is like cell phones of galaxy and iPhone These


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have been upto ten models of the iPhone and they worked just fine. But then for

continued improvements the engineering design process needs to be started all over

again (Canario 2014).


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2.2 Propeller theory

A propeller is essentially a rotating wing where it turns the turning moment of the

engine into two forces. These are know as (i) lift; with reference to the propeller

thrust and (ii) drag; or torque with reference to the propeller (Elger et al. 2012).

It is keen to realize that the propeller torque is going to be a different torque than

engine torque. They are actually going to be opposing forces. The blade of the prop

should always be orientated to the best lift to drag ratio and this is done by reference

to a term called pitch. The pitch of the propeller is measured from the lateral plane

with or in this case, the rotational plane; and the angle of incidence which is just a

straight line from the leading edge to the trailing edge (Elger et al. 2012).

In essence a propeller would rotate with a constant angular velocity (). The

speed of the vehicle is denoted as V0 and so the component of the tangential velocity

can be expressed asVt = r as seen in Figure 2c. Therefore, the forces acting on the

blade is given in Figure 2d assuming the blade is stationary. In addition, we denote

and as the pitch angle and angle of attack respectively (Elger et al. 2012).

= , (1)

Equation (1) describes the relationship between the pitch angle, angle of attack

and and the blade twist (Elger et al. 2012).

= arctanV0r

, (2)

A conventional propeller would have a twist as a feature which in essence

increases as the radius decreases (Elger et al. 2012).

Dimensional analysis is a practical technique for dealing with complex problems

and a dimensionless group would be any arrangement of variables in which the pri-

mary dimensions cancel. The factors that would have an effect on the thrust produced

by a propeller are listed in Equation (3) (Elger et al. 2012).


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Performing dimensional analysis on Equation (3) where D is the propeller diam-

eter, n is rotational speed (rev/s), V0 is the forward speed, is the fluid density, and

= fluid viscosity, one would obtain the following dimensional groups (Elger et al.

2012).

T

n2D4 =f

V0nD

,D2n

, (4)

Resulting in V0/nD which is a dimensionless parameter called the advance ratio

and D2n/ is the more commonly known Reynolds number dimensionless group

(Elger et al. 2012).

Following the discretization, we can define a new parameter relating to the thrust

produced by a propeller described in Equation (5) (Elger et al. 2012).

CT = Tn2D4

, (5)

It has been shown experimentally that reynolds number does not have a significant

effect on the thrust produced by a propeller. So, the discretization of the propeller

thrust can further be simplified to only be a function of the advance ratio described

in Equation (6) (Elger et al. 2012).

CT =f

V0nD

, (6)

We can further rewrite the angle of twist as

= arctan

V0r

= arctan

1

V0nD

, (7)

Scrutinizing Equation (7), as advance ratio increases, the angle of twist increases

while the angle of attack, propeller thrustT, and coefficient of thrust CTdecrease

(Elger et al. 2012).

Performing a similar dimensional analysis on the power P, one can obtain the


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Pn3D5

=f

V0nD

,D2n

, (8)

The power coefficient from Equation (8) can then be defined as

CP = P

n3D5, (9)

Again, the effect of the Reynolds number on the coefficient of power at highspeeds is insignificant; So the descritization of the power produced by a propeller

can be further simplified to be a function of the advance ratio only (Elger et al.

2012).

CP =f

V0nD

, (10)

The ratio of the output to input power of a propeller simply called the efficiency

can be expressed as

=FTV0

P =

CTD4n2V0

CPD5n3 =

CTCP

V0nD

, (11)

From Equation (11), we observe the efficiency to increase with advance ratio.

Furthermore, at a certain advance ratio, the maximum efficiency of the propeller is

reached which is illustrated in Figure 3 (Elger et al. 2012).

There are two things that vary the actual pitch of the propeller in order to

maintain the given angle of attack; that is to maintain the best lift to drag ratio.

For a given angle of incidence, the pitch going to be very reliant on one of two

things, first and foremost, the forward airspeed of the aircraft which will actually

cause a resultant relative airflow. The angle of attack is measured from the angle of

incidence to the relative airflow and in this case would be the resultant airflow. For

the propeller to be orientated to the best lift to drag ratio, there should be an angle

of attack that allows for that.


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is by changing the pitch of the blades. If we start increasing the forward airspeed, of

the aircraft, there is a higher angle of incidence that would be from the cord of the

wing to this rotational plane in order to maintain in order to maintain a given angle

of attack and vice versa. With a smaller forward movement, a finer pitch or lower

pitch would be needed to compensate that.


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Figure 3: Dimensionless performance curves for a typical propeller; D= 2.90 m, n =1400 rpm. Credit: Crowe, C. T., Elger et al., 2008


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2.3 The electrical circuit

The idea of using current flow to do work and harnessing the energy is what is

of interest to us. Ohms law states that the potential difference across an electronic

circuit is directly proportional to the current. In a circuit, the components are joined

together by a a wire. If there are no branches in a circuit, it is called a series circuit.

However, if there are branches in the circuit it is called a parallel of combination

circuit depending on the configuration (Hambley 2013).

A consuming device, conductor, and a source energy are the basic needs of an

electrical circuit. Heat or work is produced by the consuming device which in essence

is the user of the electricity. In addition, there is usually a control device, more

specifically a switch that opens or closes the circuit (Miller and Culpepper 1991).

2.3.1 Series resistance circuits

More specifically, in a series circuit, there are several components that are connected

one after the other. If you follow the circuit diagram from one side of the batter

to the other side, you should pass through all the different components, one after

the other without any branches. As a rule of thumb, if you put more lamps into a

series circuit, the lamps should get dimmer. In a series circuit, if a lamp breaks orif a component is disconnected, the circuit is broken and all the components stop

working. In a series circuit, the voltage level can decrease depending on how many

components are added to the circuit but the current will always stay the same (Miller

and Culpepper 1991).

In a series circuit, the voltage of all power sources combine (such as flashlight

batteries) to increase the voltage. In a series circuit, the current is the average of all

voltage sources or the current of the lowest current carrying part of the circuit. The

total voltage is the combined voltage of all power sources in the series circuit.


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Figure 4: Series configuration analogy. Credit: National Renewable Energy Lab-

oratory (http://www.nrel.gov/education/pdfs/educational_resources/high_

school/solar_circuitry_hs.pdf Accessed: 11th September 2014)

The total current is the current of the lowest current carrying device. If they are

all the same, current equals the current of any one device.

IT =I1= I2= I3...= In, (13)

Because only one wire is needed, series circuits are quite economical. Further-

more, current is uniform at all points in the circuit. In addition, voltage distribution

would be the greatest use of series circuits (Miller and Culpepper 1991).

2.3.2 Parallel resistance circuit

In parallel circuits, different components are connected on different branches of the

wire. If you follow the circuit diagram from one side of the battery to the other, you


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one parallel wire, the components on the different branches keep working. Unlike

a series circuit, the lamps stay bright if you add more lamps in parallel. Parallel

circuits are useful if you want everything to work even if certain components have

failed. Unlike in series circuits, the voltage levels stay the same throughout, however

the current drops through each of the branches.

Figure 5: Parallel circuit configuration. Credit: National Renewable Energy Lab-

oratory (http://www.nrel.gov/education/pdfs/educational_resources/high_

school/solar_circuitry_hs.pdf Accessed: 11th September 2014)

In a parallel circuit, the current of all power sources combine to increase the

milliamps. The voltage is the average of all voltage sources in a parallel circuit. The

total voltage is the average voltage of all power sources in the parallel circuit. The

total current is combined current of all power sources in the parallel circuit.

The benefits of parallel circuits is that the circuit can continue operating if one

component fails. Furthermore, through the addition and removal of resistors, the

total resistance of the circuit can be varried (Miller and Culpepper 1991).

VT =V1+V2+V3...+Vn

n , (14)

I I + I + I + I (15)


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2.3.3 Combination resistance circuit

A combination circuit has resistors in series and parallel in the circuit. A third type

of circuit involves the dual use of series and parallel connections in a circuit; such

circuits are referred to as compound circuits or combination circuits. Combinations-

To increase voltage, but keep at least 200 mA of current, we arrange the simple

parallel circuit above into a series circuit of four, 2-cell parallel circuits.

Figure 6: Series Current Flow A simple two cell parallel circuit. Credit: Na-tional Renewable Energy Laboratory (http://www.nrel.gov/education/pdfs/

educational_resources/high_school/solar_circuitry_hs.pdf Accessed: 11th

September 2014)

VT =V1+V2+V3+V4

= 2.0V


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2.4 Hull design

There are three basic hull types which are: (i) Displacement hull, (ii) Planning hull

and Semi-Displacement hull (Foundation 2014).

2.4.1 Displacement hull

Displacement is the weight of the water displaced by a vessel at rest and is equal to

the weight of that vessel. A displacement hull is a hull that continues to displace her

own weight in the water while moving forward at speeds (Foundation 2014).

Figure 7: Displacement hull. Credit: John Deere (http://www.deere.com/

wps/dcom/en_US/products/engines_and_drivetrain/marine/marine_diesel_

engines.page Accessed: 11th September 2014)

The advantages of the displacement hull are the boat moves through the water

with a relatively small amount of horsepower. So it doesnt take a big engine to

move a displacement vessel through the water. Its a very efficient way to move

lots of weight. So its good for long range voyages because you can carry lots of

fuel and it will be used sparingly. And this is why cargo ships are displacement

hulls. A round-bottomed hull shape acts as a displacement hull. Most large cruisershave displacement hulls, allowing them to travel more smoothly through the water

(Foundation 2014).

The disadvantage of the displacement hull is that the speed through the water is


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of the hull drops exponentially. This because the deeper the vessel sinks into the

wave it creates more turbulence and friction and it just gets to a point where it really

cannot push past that threshold (Foundation 2014).

2.4.2 Planning hull

The planning hull has enough speed and power to overcome its own wave and there-

fore is not limited by its hull speed. It rather than sinking down into the troughof the wave being created actually rides up on top of the water. It rides on water

on hydrodynamic lift rather than buoyancy once its operating a speeds Boats with

planing hulls are designed to rise up and glide on top of the water when enough

power is supplied. In theory, a planning hull doesnt need to be able to displace its

weight in water. So if you took a piece of ply wood and attached an outboard motor

to it you drove it as a planning hull, you would probably be able to stay on top of

the water. The only problem is that if you stopped because you couldnt displace

any water while stopping you would end up sinking (Foundation 2014).

Figure 8: Planning hull. Credit: John Deere (http://www.deere.com/wps/dcom/

en_US/products/engines_and_drivetrain/marine/marine_diesel_engines.

page Accessed: 11th September 2014)

Some of the advantages of the planning hull is that the smaller boat with relatively

smaller water line length can go pretty fast. This is generally why ski boats and jet

skis are planning hulls. Flat-bottomed and vee-bottomed hull shapes act as planing


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Some of the disadvantages is that you need alot of horse power to get up on plane

or to get out of that hole of the wave(Foundation 2014).

2.4.3 Semi-Displacement hull

The semi-displacement hull is sort of a compromise between the planning and the

displacement. While typically most semi-displacement vessels do not cross oceans,

many are capable and have the range and capability to do so. So it operates intransition between displacement and planning. The displacement is minimized by

some hydrodynamic lift (Foundation 2014).

Figure 9: Semi-Displacement hull. Credit: John Deere (http://www.deere.com/

wps/dcom/en_US/products/engines_and_drivetrain/marine/marine_diesel_

engines.page Accessed: 11th September 2014)

Some of the advantages of the semi-displacement hull are that it can cruise faster

than its theoretical hull speed. A semi-displacement hull can achieve about 35% more

speed with the same engine load requirement as compared to a full displacement

hull form, or conversely at the same speed use significantly less fuel and energy. It

has better sea keeping abilities meaning that it can handle big waves better than aplanning hull and that it can carry more weight than a planning hull. The hard chine

hull of a semi-displacement vessel is inherently more stable than a rounded bottom

full displacement hull. For most vessels the majority of their time is spent either in


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Some of the disadvantages is that it requires greater horse power than displace-

ment hull and that therefore it has a shorter range than a displacement hull. Therein

lies the fact that this is a compromise between the two. ue to the lesser draft as

compared to full displacement vessels, semi-displacement vessels have less wetted

surface, requiring less horsepower to propel the hull through the water (Foundation

2014).

It is a fairly good design for vessels that need to move fairly quick but also needto be able to handle big seas for example pilot boats (Foundation 2014).


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2.5 Froude number

William Froude was the first in formulating reliable equations to relate the resistance

that water offers to ships. Froude number is one that is dimensionless. It is defined

as the ratio of a characteristic velocity to a gravitational wave velocity. The greater

the Froude number, the greater the resistance force.

Fr= Vc (16)

For a ship in a shallow stream, the froude number is defined as

Fr= V

(Lg)1/2 (17)

Where V represents the ships velocity, g is the gravitational constant, and L isthe length of the ship at the water line level. A hydraulic jump occurs when a part

of a shallow river with higher velocity collides with a region of the river with higher

velocity collides with a region of the river with lower velocity. At this collision, an

abrupt rise in the river can be observed. The froude number for a hydraulic jump is

described as

Fr= VgA

B

(18)

Where V is the average flow velocity of the two zones, g is the gravitational constant,

A/B is the ratio of the cross sectional area and the free surface width respectively.

Froudes number is used to compare the wave making resistance between bodies of

various sizes and shapes.

Open-channel flow results from gravity moving water from higher to lower ele-

vations, and is impeded by friction forces caused by the roughness of the channel.

Thus the functional equation Q = f(,,g,V,L) and dimensional analysis lead to

two important independent p-groups to characterize open-channel flow: the Froude


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The Froude number is important if the gravitational force influences the direction

of flow, such as in flow over a spillway, or the formation of surface waves. However,

it is unimportant when gravity causes only a hydrostatic pressure distribution, such

as in a closed conduit.

2.5.1 Resistance of ships

The aim of the ship model testing is to determine the resistance that the propulsionsystem of the ship must overcome. This resistance is the sum of the wave resistance

and the surface resistance of the hull. The wave resistance is a free-surface, or Froude

number, phenomenon, and the hull resistance is a viscous, or Reynolds- number,

phenomenon. Because both wave and viscous effects contribute significantly to the

overall resistance, it would appear that both the Froude and Reynolds criteria should

be used.

Figure 10: Wave-making resistance of a ship. Credit: Douglas, J. F., Gasiorek, J.

M. & Swaffield, J. A. (2000). Fluid Mechanics, 4th edn, Prentice Hall.


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locity for the model than for the prototype [equal toV p(Lp/Lm)], whereas the Froude

number similitude dictates a lower velocity for the model [equal to V p(

Lp/Lm)].

To circumvent such a dilemma, the procedure is to model for the phenomenon that

is the most difficult to predict analytically and to account for the other resistance by

analytical means. Since the wave resistance is the most difficult problem, the model

is operated according to the Froude number similitude, and the hull resistance is

accounted for analytically.

Figure 11: Ships resistance. Credit: Douglas, J. F., Gasiorek, J. M. & Swaffield, J.A. (2000). Fluid Mechanics, 4th edn, Prentice Hall.

Rm = mvm2lm

2 (Fr)m (19)

Rp = Rm(p/m) (vp/vm)2 (lp/lm)2 (20)

Dp= Rp+Dfp (21)


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3 Design strategy

It is challenging to design a solar boat for a given application. we are asked to

design the fastest solar boat in principle, with dimensions of 300 by 500 millimeters.

This has been discussed before in the introduction. The guidelines coupled with

component specifications the motor specs give the basic information required to

construct the solar boat but still countless models and designs can be made to match

these requirements. Furthermore, these models and designs are modeled to meet the

above system specifications only.

Firstly, the most important aspect to consider when making a solar boat is weight.

The boat has to be as light as possible. This point cannot be over emphasized.

Available power to propel the boat is limited so it is not possible to compensate for

a heavy boat by giving it more power. The acceleration of a boat from the start line

directly relates to the weight of the boat, that is, lighter boats accelerate faster. The

top speed of the boat regardless of the hull shape will be higher if it is lighter because

the boat will draw less water and have less drag. All these points combine to make

this the most important factor determining a fast boat. However, other boat design

factors must also be correct to have a fast boat (Veale 2007).

The next most important factor is hull shape. The shape of the hull determinesthat drag created as the boat moves through the water and of course low drag is good.

A design problem arises in selection of the best hull shape as model solar boats may

be raced in overcast of bright sun conditions. This is very important because a hull

designed for lowest drag in bright sun conditions will be a classic planing hull like

a typical speed boat (KumaFamily1231 2012). A boat hull designed for lowest drag

in overcast conditions will be a classic displacement hull like a large ship. The art

of good design is to create a hull that will operate well in both conditions. Another

very important consideration when determining the hull shape is static and dynamic

stability. This means the boat must sit in the water without rolling over and when


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Solar boat

Motor

Maximum

input

voltageMaximum

motor

current

Optimum

efficiency

Weight

Shaft

diameter

Care

Mount Solar panel

Optimum

powerl

Custom

Mount

Circuit

switch

Color

filter

Hull

designs

Displacement

hull

Planning

hull

Semi-

Displacement

hull

Basic

hull

forms

Miscellaneous

Capacito

inte-

gration

Geogebra

Flow

Charts

Circuit

Diagrams

Mind

Maps

Figure 13: Concept map.


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4.1 Concept A

Figure 14: Concept A. Credit: Ian Gardner (https://mrwallisscience.wikispaces.com/file/view/MODEL+SOLAR+BOAT+WORKSHOPS+MASTER+DOC+Rev+7.

pdfAccessed: 11th September 2014)

The purpose of this design is to give us an overview to the build of a model

solar powered boat. This is the standard model included in the design requirement

handout. The model is such that the boat components float on two rectangular blocksof polystyrene. The solar panels are distributed on these blocks. The centre section

comprises of the driveline transmission which is angle to horizontal. The driveline

transmissions rotational frequency is undamped as it is free to move around. This

is two ensure that the motor coupling turns undisrupted as well as to account for

inefficiencies due to misalignment.

The drawback to this design is that it is the standard prototype model provided.

Using this as our design would not show the effort undergone to produce a unique

product. Furthermore, as we anticipate other groups to be using this design, we

would expect to draw against competitors due to matched specifications.


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4.2 Concept B

Figure 15: Concept B. Credit: Tasmanian Model Solar Challenge (http:

//www.tassolarchallenge.org/photos/AIMSBC2011scrutineering/IMG_5168_

1600x1067.jpg Accessed: 11th September 2014)

Figure 15 shows a mono-hull design with the motor encapsulated in the wooden

frame. The design uses a custom solar panel board to compensate for additionalweight from the wooden frame most likely. It is possible that the custom solar panel

board be more efficient than the standard panels provided in the kit.

The drawback of this design is that it would not be able to compete against

lighter boats due to the density difference between plywood and the more commonly

used and efficient material polystyrene. Furthermore, as the design uses two guide

rods, we would anticipate further velocity reduction from fiction with the guide line

string.


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4.4 Concept D

Figure 17: Concept D. Credit: KumaFamily1231 (https://www.youtube.com/watch?v=N8wE2VtZo60 Accessed: 11th September 2014)

Concept D is basically a catamaran design. It has a center section where the mo-

tor including the drive line transmission is encapsulated. In addition, two outboard

fins make sure the boat is stable enough in the water. The solar panels are dis-

tributed on both the center section and outboard fins. The guideline rod is installedto the solar panel foundation.

The only possible drawback of this design is the increase skin friction contact

area in which there would be a power loss and thus velocity decrease. A possible

solution would be to design the and outboard fins to the critical material strength

with respect to size to combat this.


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Selection criteria Concepts

No. Customer attributes A B C D

1 User friendly + - 0 +

2 Hull shape design for speed 0 + + +

3 Weight + - + +

4 Ability to balance in water + 0 + +

5 Reliability 0 0 0 +

6 Durability + + + +

7 Maintenance - - 0 +

8 Appearance - + + +

Sum +s 4 3 5 8

Sum 0s 2 2 3 0

Sum s 2 3 0 0Net Score 2 0 5 8

Rank 0 0 2 4

Continue? Combine Combine Yes Yes

Table 1: Initial evaluation chart for three alternative concepts for a model solar

powered boat.


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Eleven-point scale Meaning Five-point

scaleMeaning

0 totally useless solution0 inadequate

1 inadequate solution

2 very poor solution

1 weak3 poor solution

4 tolerable solution

5 adequate solution2 satisfactory

6 satisfactory solution

7 good solution4 good

8 very good solution9 excellent solution

5 excellent10 perfect or ideal solution

Table 2: Comparison of eleven-point and five-point evaluation scales.


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Selection criteriaWeight [%]

Concepts

AB C D

No. Customer attributes Rating Weighted

scoreRating

Weighted

scoreRating

Weighted

score

1 User friendly 10 3 0.30 3 0.30 4 0.40

2 Hull shape design for speed 25 3 0.75 3 0.75 4 1.00

3 Weight 20 3 0.60 4 0.80 5 1.00

4 Ability to balance in water 20 3 0.60 4 0.80 5 1.00

5 Reliability 20 3 0.60 3 0.60 5 1.00

6 Durability 10 3 0.30 4 0.40 5 0.50

7 Maintenance 5 3 0.15 4 0.20 5 0.25

8 Appearance 5 3 0.15 5 0.25 5 0.25

Total score 3.45 4.10 5.40Rank 3 2 1

Continue? No No Develop

Table 3: Final evaluation chart for selected and combined concepts of the model solar powered boat.

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6 Boat design details

Figure 18: Free body diagram of the boat traveling through water at a constant

velocity.

Fx= Fr =Ft Fs= ma, (22)

Fr =Ft Fs= 0, (23)

Ft = Fs, (24)

6.1 Reynolds number

Reynolds number is a non dimensionless number that characterizes the ratio of in-


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flat plate with length L width W. Furthermore, assume the boat planes in water at

a temperature of 60 F. As the motor rotates with 7790 RPM at maximum efficiency

which translates linearly to 0.2597 meters per second, the reynolds number calculated

from Equation (25) and is thus laminar.

Rel =V l

, (25)

6.2 Average shear stress coefficient

The variation of Cf with Reynolds number is shown by the solid line in Figure 19.

This curve corresponds to a boundary layer that begins as a laminar boundary layer

and then changes to a turbulent boundary layer after the transition Reynolds number.

This is the normal condition for a flat-plate boundary layer. Figure 20 summarizes

the equations for boundary-layer-thickness, and for local shear-stress and average

shear-stress coefficients for the boundary layer on a flat plate (Elger et al. 2012).

Cf= 1.33

Re(1/2)l

, (26)

= 1.33V l

(1/2) , (27)

6.3 Skin friction drag

For streamlined bodies the form drag is reduced, and skin friction drag plays a more

important role. Friction Drag, also known as Skin Friction Drag, is drag caused bythe friction of a fluid against the surface of an object that is moving through it. It is

directly proportional to the area of the surface in contact with the fluid and increases

with the square of the velocity. Equation (28) defines the the total skin friction of


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Figure 19: Average shear-stress coefficients. Credit: Crowe, C. T., Elger et al., 2008

Fs=

CfAU02

2 , (28)

Substituting Equation 27 into Equation 28 we have,

Fs=

1.33

V l

(1/2)

AU02

2 , (29)

6.4 Power for skin friction drag


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Figure 20: Summary of equations for boundary layer of a flat plate. Credit: Crowe,

C. T., Elger et al., 2008

must be used. Recall the following chain of reasoning that starts from the definitionof power as the rate at which work is done.

Ps=W

t =

Fs

t =Fs Vs, (30)

Substituting Equation 29 into Equation 30 we have,

Ps=

1.33V l

(1/2)AU02

2 Vs, (31)

6.5 Power for constant speedThe law of conservation of energy states that the total energy of an isolated system

cannot change;it is said to be conserved over time. Energy can be neither created

nor destroyed, but can change form, for instance chemical energy can be converted


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Pm=

1.33

V l

(1/2)AU02

2 Vs, (32)

6.6 Terminal velocity of the boat

There is an initial acceleration, therefore there is an increase in speed. With an

increase in speed comes an increase in drag and a decrease in net force. This decrease

in net force reduces acceleration. Speed is still increasing, just not quite as fast as it

was initially.

Pm =

1.33V l

(1/2)

AV2

2 V

=0.665V3A

V l

0.5 , (33)

6.7 Expected time to reach the finish line

The linear velocity is the rate of change of displacement with time.

V =d

t (34)


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Pm=0.665

dt

3A

d

t

l

0.5 , (35)

Pm = 0.665d3

A

t3 exp

0.5 ln

dl

vt

, (36)

Symbol Parameter Value

Pm Motor power 6.6 W

Density 999 kg m3

d Tack length 4 m

A Overall hull contact area 2.5 m2

l Hull length 0.3 m

Kinematic viscosity 1.14 106 m2 s1

Table 4: Varameters validation.

Solving the above equation, the expected time for the boat to reach the finish

line would be 3 seconds.


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Thirdly, an observation of the drive line transmission indicated some errors. The

guide tube exiting the rear center section of the catamaran was too long. Watching

these components working in favorable weather conditions indicated high vibration

characteristics. As polystyrene has a very low density, the material is not able to

dampen the vibrations even though more than 80% of the guide tube was clued into

the center section of the catamaran. A decision was then made to shorten the drive

line transmission as short as possible. In theory, this would result in a reduction

of energy losses due to friction as well as make the boat lighter even though the

weight of the carbon fiber rod was negligible. The rubber shaft coupling would the

be slightly glued on to ensure a no slip condition (KumaFamily1231 2012). Lastly,

the testing of prototype 1 revealed the minimum time to reach the finish line of 5

seconds which is not too far from the theoretical model.

Figure 21: Prototype 1 swimming pool test view A-A.


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Figure 22: Prototype 1 swimming pool test view B-B.

Figure 23: Prototype 1 swimming pool test view C-C.


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6.8.2 Prototype 2

Testing prototype two, we observed the streamline edges of the center section and

outboard fins to have reduced drag compared to prototype 1. Further testing of

prototype 2 in bright weather conditions revealed the boat to the vertical component

of the propeller boat to push the bow out of the water due to the inclination of

the driveline transmission. A decision was made to v cut the center section of the

catamran and retest. The boat balance relatively flat on the water together with thepropeller. Thus the vertical component of the propeller force was eliminated to our

advantage. However, taking a close look at the section where the motor and propeller

shaft are coupled, water was observed to be leaking through the thin membrane of

that section of the boat. To fix this, hot glue was used to permeate the polystyrene

pores and then sellotaped. It worked perfectly. The depth of the water line at he

front of the boat was the same at the rear section. Furthermore, then panels wereflat to the horizontal in which more power was produced. Further testing at this

stage revealed the boat to travel in a straight line even without a guide rod in bright

weather conditions. We used this characteristic to our advantage by positioning a

loop to the guide rod as opposed to two sticks constantly rubbing against the string.

Whenever our boat would go off course, the loop section of the guide rod would

correct the error. After the modifications were made, prototype 2 raced to the finish

line in approximately 4 seconds.


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Figure 24: Picture of Ibrahim holding prototype 2 on competition day.


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1

2

5

3

4


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8 Summary and recommendations

8.1 Conclusion

To research, design, build and test a model solar powered boat was the overall objec-

tive and has been thoroughly achieved. We as a group discovered how solar panels

worked more or less like a sandwich i which the top section is for protection, the

bottom acts as a foundation, and middle layer is a silicon medium where photons

collide with silicon atoms easily breaking the weak bonds between the silicons nucleus

and its outer orbit of electrons. From there, the electrons make their way to the top

of the silicon layer where current is conducted along metal strips. The design and

build of a model solar powered boat is not something new and so through extensive

literature research, we were able to come up with a design that was simple, fast and

reliable. Moreover, our design was unique to the standard boat guideline model.The design and build of the boat was continuously retest throughout by modifying

the hull shape to reduce drag and balance the boat horizontally on water as well as

capacitors to store some the energy to ensure the motor runs smoothly.

The first hull we made was a planning hull which sailed at moderate speeds

but generated drag due to its sharp corners and didnt balance perfectly flat in the

water due to the uneven weight distribution. The second hull designed was a semi-displacement hull which balanced perfectly in water. The propeller was almost level

with the horizontal axis which gave our design more thrust and thus speed. With

respect to the third design, the center section was wrapped with sellotape. This

allowed for a more refined semi-displacement boat hull form. The sellotape also

made the transmission section more sturdy as well as preventing water leaks through

the very critical thin polystyrene membrane. The motor, shaft and propeller worked

seamlessly propelling the boat through the water at a constant speed of roughly 1

metre per second.

O d i il d h h h hl i b i h li h h h i ld


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solar panel output. Our panels would output close to 6.5 volts though our motor

was rated at a maximum of 6 volts in favorable conditions. In conclusion, our modelworked as expected; the solar panel configuration catered to he motor specifications.

In essence, on a bright sunny day we would expect a reliability of one and on a not

so sunny day, we would expect a reliability of less than one. In addition, our design

was unique and attractive. Finally, after extensive testing, and our performance in

the competition, we can conclude that the boat worked and was a success.

Through this project, the areas of interaction being renewable energy alternatives,

health and social education, design and build were integrated to produce a suitable

product. Furthermore lies the possibility of scaling the design to an actual solar boat.

The manner in which we as a group approached learning was extremely important.

The knowledge we acquired from this project was not limited to renewable energy

alternatives, but also ourselves. Time management, teamwork, leadership skills all

were principles that were worked around consciously or not.

Technical insight into the working principle behind solar panels, panel configura-

tions to obtain particular voltage and current outputs was gained. Equally impor-

tant, the hull needed to fit the design requirements in that it was light weight, sturdy

and could encapsulate the motor and the drive shaft precisely to run smooth.

We also gain insight in developing solutions to problems, evaluating solutions,making a prototype and testing. Furthermore time management was incorporated

as tasks were needed to be completed piece wise and fully for the team to stay

on track. The design and build of model solar powered boat was definitely and

enjoyable experience and as such, coming up with recommendations was relatively

easy. Writing and documenting the report was challenging, in spite of that designing,

building, and engineering is fascinating area to further our studies.

8.2 Recommendations


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sized boat will apply to the following recommendations (Freire 2009).

Firstly, Hull shape is the greatest factor when designing the boat to move throughthe water efficiently. It is therefore important to choose the hull shape to suit the

system requirements. A catamaran design as we have chosen is probably the best.

Secondly, the solar cell configuration needs to fit motor specifications. This is ex-

tremely important as you might end up burning your motor or having an unbalanced

weight to power ratio. Furthermore, custom panels are the way to go as these will

give an unbalanced advantage when competing with opponents of standard solar

panels which in all honesty are not the lightest. Thirdly, connecting solar panels

in series increases the overall voltage. Another option is to connect in parallel to

increase the overall current. However, a combination configuration which has been

implemented in our design is probably the best (Freire 2009).


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References

Birmingham, R. (1997). Understanding Engineering Design: Context, Theory and

Practice. Prentice Hall. isbn: 9780135256503. url: http://books.google.com.

my/books?id=K41RAAAAMAAJ.

Canario, Brown (2014). Engineering Design Process. url: https://www.youtube.

com/watch?v=wOBJHeV7ezI (visited on 09/11/2014).

Cochrane, T. and H. Tolson (2002). A Good Boat Speaks for Itself: Isle Royale Fish-ermen and Their Boats. University of Minnesota Press. isbn: 9780816631193.

url: http://books.google.com.my/books?id=HYdgETzeKCAC.

College, Footscray City (2014). Victorian Model Solar Challenge Overview 2002.

url: https://www.youtube.com/watch?v=f1do85AUzOo&list=UU-TraCknxg-

k994LNsvaW1A (visited on 09/11/2014).

Elger, D.F. et al. (2012).Engineering Fluid Mechanics. Wiley. isbn: 9781118164297.

url: http://books.google.com.my/books?id=A9-EuAAACAAJ.

Foundation, Recreational Boating Fishing (2014). TYPES OF HULLS. url: http:

/ / takemefishing . org / boating / the - boat- for - you / types - of- hulls/

(visited on 09/11/2014).

Freire, Samuel (2009). Designing and Building a Solar Powered Model Boat. url:

http://www.dentonisd.org/cms/lib/tx21000245/centricity/Domain/297/

Personal_Project-_Sample_8.pdf (visited on 09/11/2014).

Gardner, Ian (2014).SOLAR BOAT DESIGN GUIDELINES. url:https://blackboard.

swinburne . edu . my / bbcswebdav / pid - 52146 - dt - content - rid - 101600 _

1 / courses / 201409- HES4350/ Solar% 20Boat% 20Guidelines. pdf (visited on

09/11/2014).Hambley, A.R. (2013). Electrical Engineering: Principles and Applications. Pearson

Education, Limited. isbn: 9780133116649. url: http://books.google.com.my/

books?id=00p-MAEACAAJ.


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courses/201409-HES4350/Week%203%20-Design%20Methods_part%202.pdf

(visited on 09/11/2014).KumaFamily1231 (2012). Designing and building a (Primary) solar powered model

boat. url: https://www.youtube.com/watch?v=lQgBlNBHruk (visited on

09/11/2014).

Miller, Rex and F.W. Culpepper (1991). Electricity and electronics. Delmar Pub-

lishers. isbn: 9780827344198. url: http://books.google.com.my/books?id=

TeRSAAAAMAAJ.

Pastor, X. (2005).The Ships of Christopher Columbus. Anatomy of the ship. Conway

Maritime. isbn: 9781844860142. url: http://books.google.com.my/books?

id=SxsiAQAAIAAJ.

Quirke, Gareth (2013). D.T-Solar Boat. url: http://dt-solar-boat-gquirke.

weebly.com/idea-generation.html (visited on 09/11/2014).

Veale, Geoff (2007). Tips to make a fast model solar boat. url: http://www.

members . iinet . net . au / ~gveale / solar / fastboattips . htm (visited on

09/11/2014).


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B Safe design


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B Safe design

B.1 Exercise 1: Statutory case 1 & 2

Question: Who would hold the legal responsibility for the failure of a machine/mechanism

to ensure a safe workplace? The designers? Employers? Distributors? End users?

Trainer? Maintenance team?

Answer: In my opinion, the designers are responsible for ensuring their designs are

safe and user friendly in order to prevent high risk of injury as they are the ones that

fully understand the design and what it is capable of and in what magnitude it may

affect the operator if at all an injury were to happen. But this responsibility will not

result in a safe environment if suppliers/distributors are kept out of the equation as

they are they are the ones who will market the design to the relevant firms/industries

etc. Ensuring that suppliers are held as equally responsible as designers will make

sure that suppliers not approve or supply machinery/mechanisms that are deemed

unfit for operation. This will also allow suppliers to know the potential risks of the

machines which can be communicated to the employers. Finally, it is the employers

duty to make sure that he/she purchases machinery that are safe and to commu-

nicate the instructions of safety to the worker or the end user. In conclusion, theresponsibility of who takes the blame should befall on the entire chain with unequal

weightage to be applied, for example, the designers should be penalized more than

the suppliers and so on depending on the uniqueness of each case.

Question: What safety features and precautions would you consider in the design

of the particular product/mechanism for your project?

Answer: Our product or the solar boat project is a simple product. However the

propeller is a fast moving component of our design that may cause injury during

B 2 Exercise 5: Ford Pinto case study


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B.2 Exercise 5: Ford Pinto case study

Question: Is cost/benefit analysis an appropriate approach for deciding public

safety?

Answer: The basis of cost/benefit analysis is an ethical dilemma when considering

that this analysis puts a dollar value of human life. Looking into the analysis Ford

conducted, they determined the cost of fixing the problem over the cost of human

life. This is completely unethical and should not be an appropriate approach not

only for deciding public safety but where ever human life is in the equation.

Question: Should the engineering professions Code of Ethics impose a higher stan-

dard than that required by regulatory requirements?

Answer: Yes, even though the above problem was caused due to negligence by the

higher officials at Ford, a better revised Code of Ethics for engineers will enable the

engineers unions to take relevant action if their rules are being ignored or neglected

by a company.

Question: What would you consider when making a judgment about what was

reasonably practicable for Ford to meet its duty of care responsibilities?

Answer: In my opinion, due to the fact that Ford had identified the problem before

mass production began, they should have allowed the necessary time to be given for

re-tooling the mechanisms in order to eliminate the problem. The problem that

caused this mass loss for Ford was more to do with the companys ethics becauseif the company were ethical, it would have corrected the issue at first and in the

process, save millions.

Answer: I would work on cost effective ways to fix the problem in the hope that


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Answer: I would work on cost effective ways to fix the problem in the hope that

the company would accept the offer to fix the issue.

C Gantt chart


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C Gantt chart

Weeks

1 2 3 4 5 6 7 8 9 10 11 12 13

Group formation & brain storming

Introduction

Literature review

Design strategy

Concept generation

Concept selection

Circuit design

Computer aided design (SolidWorks)

Generating alternatives

Evaluating alternatives

Purchase work tools & equipment

Prototype 1

Testing

Boat design details

Prototype 2

T i

D Allocation of work


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Section Responsibility

Introduction Khalil HUSSAINI (4241606) & Huzaifa MUBARAK (7436572)

Design theory Khalil HUSSAINI (4241606)

Propeller theory Huzaifa MUBARAK (7436572)

The electrical circuit Niruna FERNANDO (4228790)

Hull design Khalil HUSSAINI (4241606)

Froude number Mohd Salim (4204174)

Design strategy Group

Concept generation Mohd Salim (4204174), Niruna FERNANDO (4228790) & Group

Concept selection Huzaifa MUBARAK (7436572) & Group

Boat design details Khalil HUSSAINI (4241606) & Group

Documentation Khalil HUSSAINI (4241606)

Summary & recommendations Niruna FERNANDO (4228790) & Mohd Salim (4204174)

Appendix Mohd Salim (4204174) & Group

Table 5: Summary of allocation of work.

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HES4350 Group-6 Design Project Part 2 v1.2

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