Blog 8

 This post will outline the team's current progress with the project. From March 11th to March 23rd, the team encountered a problem with the project. The team initially had a meeting with the VP of engineering at Sulzer to finalize the proposed design documents. After review, it was expressed to the team that the document was sufficient and necessary parts needed to be machined or purchased. However, an engineer at Sulzer reached out to the team and expressed an issue with the initial problem statement given to the team on March 18th. It was stated that the initial expressed RPM range given to the team was incorrect and the new RPM range was higher by 10 percent. The team then had to recalculate the initial data to the new specifications. After finalizing the team's calculations, the team resubmitted an updated design proposal to the VP of engineering. However, the team did not receive feedback or meeting times. The team continuously reached out to Sulzer to set up various meetings with the VP of engineering and the engineering team but could not establish communication with Sulzer. On the week of April 4th, the team was able to meet with the engineering team at Sulzer, but additional concerns and information were given to the team. Even though the team communicated the timeline of the capstone class to Sulzer, it was stated that a revision to the document needed to be done based on formatting. With the given situation, the team reached out to Dr. Agrawal for advice on how to approach the current situation. The professor encouraged the team to construct a scaled-down prototype model of how the initial system will behave. On April 8th, the team purchased 2-inch deep groove ball bearings and a split pillow block bearing housing as sss is if the spring/mass can extrude out of the section on the shaft and trip the overall model as shown in Figure 5. Overall, the team is not satisfied with the initial project given by Sulzer due to the lack of communication and professionalism displayed by the company. Given the short amount of time, the team is satisfied with the effort displayed to pivot to a new design concept. The team will continue to construct the final prototype model for the final presentation. 



Figure 1: Split pillow block bearing housing

 



Figure 2: Deep groove ball bearing

 



Figure 3: DC motor

 









Figure 4: Design Concept

 



Figure 5: Spring/mass system

 

Draft of technical poster 

 

Comments

Post a Comment

Popular posts from this blog

Blog 6

Image
For the week of February 4th-February 17th, the tasks allocated for that period can be found below.  Task 1: Re-do engineering drawings to add machining tolerances and datum  Task 2: Provide a Purchase document to Sulzer for review and approval for bearings and seals Task 3: Provide a calculation document to the Sulzer engineer to verify our research and findings  Task 4: Start machining the shaft diameter down to fit the deep grove ball bearing bore diameter concerning the tolerances  In Task 1, the team made unexpected changes to the engineering drawing initially submitted to Sulzer engineers. Following feedback on the bearing housing and shaft engineering drawing, it was noted that machining tolerances needed inclusion. The edited drawings, as illustrated in Figure 1-3, were subsequently submitted for Sulzer engineers' approval. Additionally, modifications were made to the bearing housing geometry to simplify the machining process. Once the revised drawings were submitted for ap
Read more

Blog 3

Image
  The team's Gantt chart has Milestone 1 and Milestone 2 listed for October 28 – November 11.  Currently, the team has completed a vibration analysis on the shaft, weight, and balance of the shaft, and compared the vibration data with the experimental data collected through the modal hammer. Diversity Hires has accomplished the initial stage of the Overspeed trip test system, focusing on vibration analysis and calculations. This specific phase was prioritized to show whether the rotor shaft exhibited characteristics of a rigid or flexible rotor. Understanding this distinction is critical: rigid rotor shafts possess a natural frequency higher than the rotor's operating speed, ensuring minimal vibration, while flexible rotor shafts with a natural frequency below the operating speed experience excessive vibration when reaching that critical rpm. To establish the nature of the rotor shaft, the team referenced the 'International Journal of Advance Research in Science and Enginee
Read more