Welcome to Scribd, the world's digital library. Read, publish, and share books and documents. See more
Download
Standard view
Full view
of .
Look up keyword
Like this
0Activity
0 of .
Results for:
No results containing your search query
P. 1
Minn Kota Parts

Minn Kota Parts

Ratings: (0)|Views: 0|Likes:
Published by disagreeablecuf97
Minn Kota Parts

ENGINEERING Plastic materials AND BOATenginesalready go together like water
Minn Kota Parts

ENGINEERING Plastic materials AND BOATenginesalready go together like water

More info:

Published by: disagreeablecuf97 on May 02, 2014
Copyright:Traditional Copyright: All rights reserved

Availability:

Read on Scribd mobile: iPhone, iPad and Android.
download as PDF, TXT or read online from Scribd
See more
See less

05/02/2014

pdf

text

original

 
Minn Kota Parts
Minn Kota PartsENGINEERING Plastic materials AND BOATenginesalready go together like water and ducks. Withtheir corrosion resistance and ever-improving structural capabilities, plastic materials took the spotof metal in components both inside and outside the powerplant compartment. Just consider thenewest minn kota from Mercury Maritime for a lesson in every that plastics is capable of doing. Thecompany's 225 to 275 horsepower, six-cylinder Verado motors, the initial supercharged four-strokemodels with their class, take advantage of polymers for his or her air-intake manifolds, cam covers,engine control unit housings, resonators, plenums which help reduce powerplant noises during idle,and a lot with their fuel modules.Three is Better than OneMaritime powerplant covers long ago went into plastics, mostly single-piece designs made out of sheet shaping compound (SMC) or thermoformed sheet. Verado's new motor enclosure, by contrast,consists of three injection-molded plastic cowls. The topmost cowl stands out due to its sheer size.Made from a 33-percent glass-filled nylon 66, this part measures 33.5 X 22.9 X 16.4 inches andweighs 11.3 lbs. Mercury plastic materials engineer Mitesh Sheth calls it the "largest injection-molded cosmetic nylon part on the planet," a claim that DuPont Engineering Polymers, theinformation supplier, confirms. A structural rear cowl made out of exactly the same nylon matestogether with the top cowl along a diagonal split line and attaches for an aluminum structuralmember that joins the engine on the boat. A reduced front cowl molded from two components of glass- and mineral-filled DuPont Minlon nylon completes the top motor housing. A couple of other molded plastic parts go into the cowl assembly. A PC/PBT air dam cap, whichchannels air in to the motor, attaches to the peak cowl. And the rear cowl features a separatelymolded nylon 66 structural rib that Mercury attaches by using a urethane adhesive. Finally, the Verado sports a reduced cowl to cover the drive shaft housing. Though it's mostly conventional inthe model, Mercury engineers decided to mold this lower cowl away from a DuPont Sorlyn ionomer,a form of thermoplastic noted for its ability to support high-gloss, molded-in color.The complete assembly might appear a lttle bit complex at first glance. In fact, marine engine topcowlings have up to now had simple, single-piece shapes. John Zebley, Mercury's director of design,goes thus far regarding describe these earlier models as "inverted trash cans having a seal." Yetusing injection molded splitting and plastic materials the cowl into pieces worked to Mercury'sadvantage in a number of ways.Reducing cost is a big one. Sheth explains how the nylon components can reach a category A finishwith less paint in comparison to the SMC parts. "They also have fewer defects, like orange peel,which increases our yields," he said. As well as the lower cowls, with their molded-in color, don'tneed any paint by any means. Sheth estimates that these particular paint line savings bring about aroughly 46-percent reduction in piece-part costs in comparison to SMC.Weight-loss is another advantage. Tom Walczak, cowling project engineer, reports that traditionalSMC cowling represents around 20 percent of your entire motor weight. At 35 lbs, Verado's cowlingweighs 30 percent lower than SMC. And this savings makes a major difference within an industrythat equates performance with power density.
 
Some of that weight-loss emanates from the thermoplastic's specific gravity advantage versus SMC.But the design freedom from molded plastics contributed on this score as well. Sheth notes thatplastic parts have relatively thin nominal wall thicknesses whilst the SMC parts would have required"bulked up" regions to mold properly. As well as the injection-molded parts allowed molded-infeatures impossible inside a compression-molded part. For example, Walczak cites the Veradocowling's patented integrated latching system--where formerly separate hinge mounting points,cable guides, and brackets happen to be molded directly into the top cowl. This model, integrationsaves a few pounds by eliminating bolted-on latches. Additionally, it contributes to a decrease inassembly costs along with the 46 percent savings around the paint line.The multi-piece nature of the cowl like-wise furthered some important design goals--ones related topackaging the engine and sprucing up its visual appearance. The Verado's straight-six superchargerand configuration together resulted in a tall motor. Zebley says the diagonal split line and overallstyling of your cowling combine to "help mask that height." In balancing this industrialmodelobjective against engineering needs, Mercury's engineers and manufacturers worked togetherfrom the beginning of the project and frequently were required to earn some compromises. Forexample, the engineers desired to leave some clearance in the powerplant compartment for air-flow.In addition they desired to leave some wiggle room allowing relative movement involving the engineblock, on its mounts, and a cowling that rigidly attaches on the Verado's aluminum mountingstructure. Walczak says that industrial model wound up "tweaking their styling lines somewhat" togive engineering so much-needed clearance.Breaking apart the cowling also solved a timeless draft angle problem. Obtaining athin and tall,bucket-shaped cowl out from a mold would have been extremely difficult without adequate draft.Make the particular water your own permanent address. A Person recognize that that you want froma trolling motor. Minn Kota is a workhorse in which dives into the thick associated with it andfunctions following ...Even a tiny bit of draft might have flared out the foot of the cowl. And thatwidth will have interfered with all  visit this page the 26-inch spacing required to put multiple motorover a boat. "Splitting the cowl made the draft angle of the individual parts less of a concern,"Walczak says.Finally, the split cowling added an important ease-of-use feature. As opposed to struggling to lift off a large, single-piece cowl from outside the vessel, boaters are now able to reach across the top cowl,unlatch it, and take it out of inside http://www.fws.gov/fishing/ the boat.Strong Material Aside from its role in dressing up the Verado visually, the cowling also provides to perform astructural role to be able to protect the engine. MercuryMaritimemodels the cowlings to face up todeflection under static loads corresponding into a 200-lb person with size 10 shoes standing inaddition to the powerplant cover. They do," Walczak says, although "People shouldn't enter themotorboat that way. Along with the cowling must hold up to impact loads on all sides of youroutboard--both below and above the waterline. Among Mercury's tests involves smashing a rapid-moving fake log into the leading side of the submerged gearbox, which forces the motor to pivot violently from the water. This test could lead to 300G impact loads, which ultimately transfer withthe cowling components, in accordance with Walczak. So, rigorous is this test that this makes a fewof the company's other impact tests almost a formality. "If the cowling survives the log test, itsurvives everything we throw at it," says Walczak. Making certain the cowling did survive called forsome model intervention because the cowling matured. For Sheth, Walczak and instance added astructural rib on the inside the rear cowl to help you tie it for the engine structure. Mercury gluesinside the rib by using a structural urethane adhesive that offers them a joint having a lap shear
 
strength of over 500 psi. Shaping within the rib would not have worked in cases like this as the rib'sstiffness could have interfered with the unique ejection system employed to get this horseshoeshaped part out from its mold--a proprietary "floating island" model from CDM Tool &Manufacturing Company. "The cowl should flex in the tool to permit ejection from the mold," Shethsays.The Proper Material An effective understanding of material properties also helped the various components satisfy thestructural requirements inside the face of environmental and thermal factors that usually reduceplastics' working mechanical properties. Sheth needed to account for several these factors inselecting the correct material for the job: The cowling parts experience temperatures up to 230F aswell as contact with UV light, ,rain and snow, and chemicals starting from fuel to suntan lotion. Thenecessity for a Class A surface further complicated the choice. "Glass-filled nylon 66 was the veryleast costly material that had been both structural enough and aesthetic enough." Sheth says.But even picking the right nylon wasn't straightforward because of the conditions wherein the cowlsoperate. Before selecting a material, Mercury engineers performed extensive finite-element-analysisfocus on the cowl using ANSYS software. And that work told Sheth which he needed a material byusing a flexural modulus of at least 700 kpsi. That figure does fall well throughout the capabilities of reinforced nylon 66. Actually, the grade that Mercury uses has flexural modulus of roughly 1,300kpsi. Yet Sheth's knowledge about plastic materials told him that this material wouldn't performanywhere near that well inside the field. "We needed something with 700 kpsi after making up theimpact ofheat and moisture, and chemicals," he states. "And that's not a thing that FEA will tell you."It took extensive material testing to know him what he did must know--that the 1,300-kpsi gradeunder consideration would have a flex mod nearer to 800 kpsi in the engine's actual operatingconditions. "Which was still adequate for your application," according to him.Sheth also put significant amounts of effort into predicting and controlling glass fiber orientationinside the cowl parts. Orientation obviously matters for structural reasons, but it additionallyinfluences shrinkage and warpage that may have hurt the fit from the cowl components. "The shrink on top and bottom would have to be precisely the same," Sheth says. In the event the fibers read theresin surface, What's more, the positioning of the fibers in accordance with the top of the part canhamper the capability to get Class A surface--.Through the design stage, DuPont performed a mold-filling analysis to see how the fibers arrangedinside the part under different gating scenarios and shaping conditions. Later on, he worked withexperts from Mercury's molder, Bemis Manufacturing Inc., and from DuPont to fine-tune the shapingconditions and techniques influencing fiber orientation. They decided, as an illustration, to mold themost notable cowl in a sequentially valve-gated tool, which will help manage fiber orientation bycontrolling filling patterns.

You're Reading a Free Preview

Download
scribd
/*********** DO NOT ALTER ANYTHING BELOW THIS LINE ! ************/ var s_code=s.t();if(s_code)document.write(s_code)//-->