3011 Report

Automatic Bicycle Parking System Bike Haven
MP 3011
Table of Contents
List of Figures
List of Tables
Chapter 1 Introduction
1.1 Background
1.1.1 Current situation in Singapore
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1.2 Objectives
1.3 Existing Systems
1.3.1 Existing System - Biceberg
1.3.2 Existing System Velow Space
1.3.3 Existing System ECO Cycle
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1.3.4 Existing System Easylift+
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1.4 Design Requirement
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1.4.1 Bicycle Design Parameters
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1.4.2 Design Requirement Table
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Chapter 2 Conceptual Design

2.1 Function Analysis
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2.1.1 Overall Function Analysis
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2.1.2 Function Analysis Chart
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2.2 Morphological Analysis
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2.2.1 Morphological Chart
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2.2.2 Solutions to functions
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2.2.3 Trial Design A
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2.2.4 Trial Design B
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2.2.5 Trial Design C
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2.3 Concept Design & Selection
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2.3.1 Evaluation Criteria
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2.3.2 Weigh Profile
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2.3.3 Concept Evaluation
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2.3.4 Final Design Selection
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Chapter 3 - Embodiment Design
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3.1 Rules of Embodiment Design
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3.1.1 Rule of Clarity
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3.1.2 Rule of Simplicity
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3.1.3 Rule of Safety

3.2 Principles of Embodiment Design
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3.2.1 Principles of Force Transmission
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3.2.2 Principles of Division of Task
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3.2.3 Principles of Self Help
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3.2.4 Principles of Stability
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Chapter 4 - Detailed Design
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4.1 Material Selection
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4.2 Retrieval Time Design
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4.3 Structural Design
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4.3.1 Factor of Safety
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4.3.2 I-Beam Design & Usage
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4.3.3 Structural Loading
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4.3.4 Force Analysis & Structure Design
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4.4 Top Conveyor System Design
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4.4.1 Overhead Motor & Speed Reduction Chain Selection
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4.4.2 Overhead Conveyor Chain Drive Selection
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4.4.3 Bearing Selection
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4.4.4 Hook Fixture Design
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4.5 Bottom Conveyor System Design
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4.5.1 Ramp Design
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4.5.2 Ramp Motor & Speed Reduction Chain Selection
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4.5.2 Ramp Reduction Gearbox
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4.5.3 Ramp Chain Drive Selection
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4.5.4 Ramp Bearing Calculations
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4.5.4 Ramp Chain to Clamp Connecting Plate
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4.5.5 Ramp Pin for Clamp
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4.5.6 Ramp Pin for Chain
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4.5.7 Pneumatic Driven Clamp Design
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4.6 Shaft Loading
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4.8 Coupling Design
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4.9 Track Design
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4.10 Bolt & Nut Selection
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4.11 Door Design
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4.12 Proximity Sensor
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4.13 Enclosure Design & Material Selection
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4.14 Plot Ratio Determination
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4.15 Bill of Materials
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4.16 Overview of System
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4.17 Automatic Bicycle Parking System in Action
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4.18 Detailed Assembly & Parts Drawing
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4.18.1 Assembly Drawing
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4.18.2 Individual Parts Drawing
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Chapter 5 Final Conclusion
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Chapter 6 - References
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Appendix
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Appendix I - Catalogue
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Appendix II Standard Parts Drawing
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List of Figures
Figure 1 - Illegal Parking Due to Lack of Space
Figure 2 - Inefficient Parking
Figure 3 - Biceberg Modular Design
Figure 4- Velow Space 24 Capacity
Figure 5- ECO Cycle
Figure 6 - Easylift+
Figure 7 - Bicycle Dimensions
Figure 8 - Overall Function Analysis
Figure 9 - Function Analysis Chart
Figure 10 - Smart Card
Figure 11 - Pin Combination Access
Figure 12 - Mobile System
Figure 13 - Wheel Track with Piston Driven Clamp
Figure 14 - Rubber Lined Grappling Arm
Figure 15 - Vertical Storage with Hook
Figure 16 - Conveyor Belt
Figure 17 - Track System
Figure 18 - Overhead "Wine Glass"
Figure 19 - Ferris Wheel
Figure 20 - Bicycle Elevator
Figure 21 - Lockers
Figure 22 - Vertical Staggered Tier System
Figure 23 - Radial Arrangement System
Figure 24 - Pin Lock
Figure 25 - Lock Via Frame
Figure 26 - Gated Metal Enclosure
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Figure 27 - Flip Switch
Figure 28 - Proximity Sensor
Figure 29 - Weight Scale
Figure 30 - Spring Weighted Via Hook
Figure 31 - Trial Design 1
Figure 32- Trial Design B
Figure 33 - Trial Design C
Figure 34 - Bearing Load
Figure 35 - I-Beam
Figure 36 - Enclosure
Figure 37 - Uniform and Shared loading
Figure 38 - Structural Support Force Path
Figure 39 - Guide for Rolling Bearings
Figure 40 - Individual Hook System
Figure 41 - Hook Self Help
Figure 42 - Engine Stability
Figure 43 - Timeline Breakdown
Figure 44- V/t graph of Top Motor Velocity
Figure 45 - V/t graph of Ramp Motor Velocity
Figure 46 - I-Beam Usage
Figure 47 - Support Structure
Figure 48- Shared Loading
Figure 49 - Proposed I-Beam Design
Figure 50 - Force loading on horizontal beam
Figure 51 - Structural Design Shear Force Diagram
Figure 52 - Bending Moment Diagram
Figure 53 - Proposed I-Beam with axis
Figure 54 - Loading on vertical support columns
Figure 55 - Top Conveyor System
Figure 56 - Overhead Motor Catalogue
Figure 57 - Motor bracket
Figure 58 - Chain Catalogue (35)
Figure 60 Bearings in position
Figure 61- Selected Bearing
Figure 62 - Hook Fixture Design
Figure 63 - Bottom Conveyor System Design
Figure 64 - Ramp 3D (Left)
Figure 65 - Ramp 2D (Right)
Figure 66 - Ramp Support
Figure 67 - Ramp Motor Catalogue
Figure 68 - Ramp Reduction Gearbox
Figure 69 - Gearbox in position
Figure 70 - Chain Drive Catalogue
Figure 71 - Bearing Catalogue
Figure 72 - Bearing in Position
Figure 73 - Chain to Clamp Connecting Plate dimensions
Figure 74 - Aluminium Alloy properties (Retrieved from [8])
Figure 75 - Selected Material catalogue(Retrieved from [9])
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Figure 76 - Pneumatic Driven Clamp
Figure 77 - Shaft Components and Dimensions
Figure 78 - Shaft Torque Diagram
Figure 79 - Shaft XZ FBD with reactions
Figure 80 Shaft XZ FBD (Completed)
Figure 81 - Shaft XZ Shear Force Diagram
Figure 82 - Shaft XZ BMD
Figure 83 - Shaft YZ Shear Force Diagram
Figure 84 - Shaft YZ FBD with reactions
Figure 86 - Shaft YZ BMD
Figure 87 - Step Shaft Sample
Figure 88 - Shaft Holders
Figure 89 - Coupling Design
Figure 90 - Simple Track System
Figure 91 - Selected Bolt
Figure 92 - Besam Swing Door-2 (Retrieved from Besam.com.sg)
Figure 93 - Dimensions of Door (Right)
Figure 94 - Integration of Door (Left)
Figure 95 - Proximity Sensor E2K-F (Retrieved from www.ia.omron.com)
Figure 96 - Sensor mounting
Figure 97 - Enclosure Design
Figure 98 - Base area for entry and ramp components
Figure 99 - Base area for each vertical support I beams.
Figure 100 - Overview of System
Figure 101 - Step 1
Figure 102 - Step 2
Figure 103 - Step 3
Figure 104 - Step 4
Figure 105 - Step 5
Figure 106 - Step 6
Figure 107 - Step 7
Figure 108 - Step 8
Figure 109 - Step 9
Figure 110 - Step 10
Figure 114 - Entire System Assembly
Figure 115 - Ramp Assembly
Figure 116 - Top Mechanism Assembly
Figure 117 - Top Track Assembly
Figure 118 - Base Plate Drawing
Figure 119 - Chain Holder for ANSI 40 Chain Drawing
Figure 120 - Clamp Drawing
Figure 121 - Clamp Connector Drawing
Figure 122 - Clamp Plate Drawing
Figure 123 - Coupling Motor Gearbox Drawing
Figure 124 - Coupling Shaft Gearbox Drawing
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Figure 125 - Door Assembly Drawing
Figure 126 - Enclosure Drawing
Figure 127 - Enclosure Plate Drawing
Figure 128 - Enclosure Ramp Drawing
Figure 129 - I-Beam Middle Drawing
Figure 130 - I-Beam Pillar Horizontal Drawing
Figure 131 - I-Beam Pillar Vertical Drawing
Figure 132 - I-Beam Side Drawing
Figure 133 - Motor Top Holder Drawing
Figure 134 - Motor Top Plate Drawing
Figure 135 - Overhead Hand Part (Right)
Figure 136 - Overhead Hang Part (Left) Drawing
Figure 137 - Overhead Hang Shaft Drawing
Figure 138 - Ramp Drawing
Figure 139 - Ramp Slope Drawing
Figure 140 - Ramp Support Drawing
Figure 141 - Roof Drawing
Figure 142 - Shaft for Sprocket ANSI 35 Drawing
Figure 144 - Shaft Holder Drawing
Figure 145 - Shaft Plate Holder Drawing
Figure 146 - Sprocket Fitting for Motor Shaft Drawing
Figure 147 - Sprocket Fitting No.35 & No.40 Drawing
Figure 148 - Step Shaft Drawing
Figure 149 - Step Shaft Extended Drawing
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List of Tables
Table 1 - Major Bicycle Types & Dimensions
Table 2 - Chosen Design Parameters
Table 3- Design Requirements Table
Table 4 - Morphological Chart
Table 5 - Trial Design A Morphological Chart Selection
Table 6 - Trial Design B Morphological Chart Selection
Table 7 - Trial Design C Morphological Chart Selection
Table 8 - Weight Profile
Table 9 - Weighted Score Evaluation Table
Table 10- Material AISI 302 Stainless Steel
Table 11 - Bill of Materials
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Chapter 1 Introduction
1.1 Background
The shift toward environmental-friendly transportation by various countries in the world is
turning bicycles into a prime means of transportation. This is extremely prominent in
European countries such as in heavily urbanized Netherlands and Denmark. Bicycles are
used being used in ever increasing numbers for recreation and leisure activities and also in
various sporting events. Statistics put the production of bicycles at 130 million units yearly in
2007 and characterized an upward trend average increase of 1.5% yearly. [1]
Due to the scarcity of land in urbanized cities, various types of bicycle parking systems have
been developed by different government led projects or private industries in order to cater
to the parking and storage of these bicycles. These range from the typical mechanicallyassisted bicycle rack to heavily-automated systems. Several prominent systems will be
looked at in a later section.
1.1.1 Current situation in Singapore

The most recent government led initiative to encourage the use of bicycles was allowing
foldable bicycles to be allowed onto public transport in 2009 as well as the increase in park
connectors which allow for cycling-friendly tracks. [2]
However, there is a lack of a cohesive strategy or official support from the Singapore
government to address the problem of bicycle parking in land-scare Singapore. A few
examples of in-efficient bicycle parking systems that are currently being used are shown
below. Most of these occur at Mass Rapid Transportation (MRT) terminal stations where
commuters park their bicycle for the entirety of the day.
Figure 1 - Illegal Parking Due to Lack of Space

Figure 2 - Inefficient Parking
The current system of simple parking racks used in Singapore is unregulated and essentially
self-maintained by the users who use their own locks in the process of parking their bicycles.
A host of problems such as exposure to external environments, wastage of precious land
space as well as bicycle theft needs to be urgently addressed. However, there is a lack of
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development from both the government and private section in the area of automatic bicycle
parking systems that are being used in other countries in Singapore.
Hence, the decision to design an automatic bicycle park in order to tackle the various issues
was mooted by our design group.
1.2 Objectives
The primary objective of this project is to solve the various problems of bicycle parking by
designing an automated bicycle parking system. The minimal requirements to be met are as
follows.
I.
II.
III.
IV.
V.
VI.
VII.
Meet the maximum capacity of a bicycle

Handle bicycles of maximum weight of 50kg each
All types of bicycles must be sufficiently accommodated for
Total waiting and retrieval time of less than 30 seconds
Plot Ratio of 3 or more
Modular design
System is safe to users as well as commuters in area
These requirements are expanded upon and looked at in detail in the Design Requirements
section.
1.3 Existing Systems

In order to gain a better understanding of the current market situation of automatic bicycle
parking systems as well as serving as an initial springboard for brainstorming, an extensive
background research was conducted on commercial systems that are currently being
deployed. Conceptual designs that have not been deployed practically were also looked at.
The systems along with the any available technical specifications are described in detail
below.
1.3.1 Existing System - Biceberg
Figure 3 - Biceberg Modular Design
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Produced in Spain by SISTEMAS MEDIOAMBIENTALES, the biceberg is an automatic bicycle parking

system that makes use of pre-fabricated, modular underground storage space to ensure a high plot
ratio. However, major construction work such as digging has to be carried out before the system can
be put in place.
Technical Details (Data from [3])
Type: Underground
Dimension of system: 7.5m (Internal Diameter), 1.5m to 5.25m (Height depending on chosen type)
Power Source: 5500 W Power Supply with 2200W operating power
Bike Capacity: 23/46/69/92 depending on the chosen size
Max bicycle dimensions: 1.05m (height), 0,6m (width), 0.7m (Wheel Diameter), 1.10m (Axle Distance)
Max allowed weight: 50kg with load rejection alarm
Maximum Parking Time: 30 seconds
Payment system: Smart Card
Miscellaneous Information: 1 year warranty, Uninterruptible Power Supply, Microwave radar for
prevention of non authorized loads, Telephone line for smart card operation
1.3.2 Existing System Velow Space

Velow Space is produced by Velominck BV in the Netherlands whom also produces a similar system
named Velominck. Velow Space was chosen as a research specimen as it incorporates a rental system.
Below Space comes in 2 types, one that works above ground and one that works underground. A rail
system retrieves the bicycle from the storage system. However, the door is manually opened.
Figure 4- Velow Space 24 Capacity

Type: Above ground and Underground available
Dimension of system: 5.5m (Diameter), 2.0m/3,5m (Height)
2
Required Space per Bicycle: 0.99m , 0.80m

Maximum Parking Time: 15 seconds
Bike Capacity: 24/48 depending on the chosen size

Payment system: Smart Card or Mobile payment system
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1.3.3 Existing System ECO Cycle

ECO Cycle is produced by Giken Seisakusho CO., Ltd in Japan. It makes use of an underground storage
cum lift system to achieve the greatest possible storage space underground. However, extensive
construction has to be carried out for this system to be put in place.
Figure 5- ECO Cycle

Type: Underground with elevator
Bike Capacity: 204
Max bicycle dimensions: 1.25m (height), 0.65m (width), 18-28 Inch(Wheel Diameter), 1.4-1.9m (Axle
Distance)
Max allowed weight: 30kg
Maximum Parking Time: 13 seconds (average)
Payment system: Smart Card
1.3.4 Existing System Easylift+

The Easylift+ is an entirely mechanically driven system that makes use of a two tier bicycle rake
storing system. The ramp is powered by a gas pressurized spring system that ensures the ease of
storing a bicycle on the higher levels. It is also staggered to allow for more bicycles to be stored. [6]
Figure 6 - Easylift+
Type: Vertical Bike Rack system

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1.4 Design Requirement

1.4.1 Bicycle Design Parameters
The bicycle dimensions for design parameters are defined in the figure below. The
measurements are either taken manually or are retrieved directly from data direct from
manufactures or suppliers.
Figure 7 - Bicycle Dimensions
The data as well as the different in design of frame and wheel of each major type of bicycle
are tabulated in the table below. The percentage of sales is also included for a general idea
of what types of bicycles should be considered as the more important ones. The important
parameters to note are the dimensions and weight of the various bicycles.
Table 1 - Major Bicycle Types & Dimensions
Major Bicycle Types & Dimensions

Type
% of
sales
*
Dimensions
Weigh
t
Frame Design
Wheel Design
(L x W x H )
mm
Kg
Road
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1741x440x10
40
9.2
11
23
1775x620x99
6
10.5
20
1844x635x95
8
11.8
Comfor
t
14
1794x560x10
00
12.5
Youth
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1036x610x70
4
11.5
Racing
N/A
1817x440x10
45
6.5
Electric
0.3
1880x730x12
00
42.0
Mountai
n
Hybrid/
Utility
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*% of sales do not add up to 100% as certain minor categories have been left out
(Statistics were retrieved from [7])
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Table 2 - Chosen Design Parameters
Chosen Design Parameters

Dimensions
Weight
(L x W x H ) mm
Kg
1900x750x1200
50
The above chosen dimensions were chosen in order to cater to the largest sized class
Electric Bicycle. Additional tolerances were added. In this way, our automatic bicycle parking
system will be able to accommodate every other class of bicycles. As for weight, the average
electrical bicycle weights about 40kg and with tolerances added, a maximum weight
parameter was designated to be 50kg.
As for the frame design, we must be able to cater for frames that are not of the cylindrical
shaped type (as evidenced by the different frames).
There are 3 major types of handlebars, standard flat, pursuit (which curve upward) and the
inwards type. As we have taken the max dimensions, all types of handlebars will be catered
for.
1.4.2 Design Requirement Table

The design requirements are tabulated are the parameters are defined for each of them.
The importance level ranges from 1 to 3 with 1 being the most important requirement and 3
being the least important requirement.
Table 3- Design Requirements Table
Design Requirements Table

Parameters
Importance
Level
Plot Ratio
Max Allowable
Loading
50kg
Max Allowable
Dimension
1900x750x1200 (See bicycle

selection)
Universality
Majority Types
Max Retrieval Time
30 Seconds
Protection from
External
Environment
Fully enclosed, minimal

exposure to weather elements
No.
1
Requirement
Major Technical
Features
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Modularity
Modular design with capability

for expansion
Payment System
(Private Use)
Smart Card (Ez-Link) with

charging system
Payment System
(Public Use)
Smart Card (Ez-Link)
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Storage Duration
and Applicable
Charges
Customer preference
customization available
Production Cost
Low cost materials such as steel

and aluminium
Maintenance
Minimal maintenance with

period of 2 years with high
reliability of components
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Minor Technical
Features
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Cost
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Security
Bicycle Security
Locking system
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Safety
Bicycle Safety (No

damage via
handling)
High structural design factors

(such as rubber linings) limits
the damage to bicycle
Operator Safety
Safe to operate
Attractiveness
Aesthetically pleasing to the

eye
Looks secure to use
Must look secure for use
User Friendliness
Intuitive, simple and minimum

human to machine interface
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Aesthetics
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Operational
Interface
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Chapter 2 Conceptual Design

2.1 Function Analysis
2.1.1 Overall Function Analysis
The overall functional analysis is shown below.
Figure 8 - Overall Function Analysis
2.1.2 Function Analysis Chart

There are several major functions as well as sub-functions that are required in order for the
automated bicycle park to operate. The major functions are highlighted in blue and the sub
functions are highlighted in light blue.
Figure 9 - Function Analysis Chart

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2.2 Morphological Analysis

2.2.1 Morphological Chart
The overall morphological chart is shown below. (Continued on next page)
Table 4 - Morphological Chart
Function Solutions
Sub-Functions
Recognise user
to activate
System
Smart Card
Pin Combination Access
Mobile System
Secure Bicycle
for
Transportation
Rubber Lined grappling arm
Vertical Storage with Hook
Wheel Track with Piston

Driven Clamp
Transport
Bicycle to
Storage
(Horizontal)
Conveyor Belt
Track System
Ferris Wheel System
Bicycle Elevator
Overhead Wine Glass
Transport
Bicycle to
Storage
(Vertical)
Store Bicycle
Vertical Staggered Tier System
Radial Arrangement System
Lockers (Enclosed individually)
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Lock Bicycle
Lock Via Frame with Grappling arm
Gated Metal Enclosure
Pin (Lock through wheel spoke)
Sense Bicycle
Flip Switch
Proximity Sensor
Weight Scale
Spring Weighted via Hook
Measure Bicycle
Weight
2.2.2 Solutions to functions

In this section, the various function solutions are shown and described briefly.
I.
Recognize user to Activate System

a. Smart Card
Figure 10 - Smart Card
The user taps a smart card on the reader which activates the system. The system
registers the bicycle, timing and storage location of the bicycle which is stored as
information into the smart card. The smart card can also be used for payments.
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b. Pin Combination Access
Figure 11 - Pin Combination Access
This is a simple pin combination access system that is used to recognize the user in
order to activate the system. It remembers the storage location and any related
rental information by associating it with a unique pin to each user.
c.
Mobile System
Figure 12 - Mobile System
Smart mobiles are very common and hence a system is introduced which integrates
a mobile system. The user needs to download a software to his mobile. With this
software, the user can check the information of the stored bicycle and also pay the
parking charges via the software.
II.
Secure bicycle for Transportation

a. Wheel Track with Piston Driven Clamp
Figure 13 - Wheel Track with Piston Driven Clamp
When the bicycle is pushed in between the clamps, a piston that is attached on the
clamps will be activated and hence compress the bicycle between the 2 walls. This
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will create enough friction force between the wheel and clamps that will secure the
bicycle for transportation.
b. Rubber Lined Grappling Arm
Figure 14 - Rubber Lined Grappling Arm
The rubber lined grappling arm is a universal securing system since it is able to
accommodate every size and type of bicycle by grappling the bars of a bicycle. The
arm is powered by a pneumatic driven rubber lined grip.
c.
Figure 15 - Vertical Storage with Hook
This system works by having a bicycle secured by a hook.

III.
Transport Bicycle to Storage (Horizontal)

a. Conveyor Belt
Figure 16 - Conveyor Belt
The conveyor belt provides a mean of moving the bicycle as the bicycle is attached
to the conveyor belt and is pulled along as the belt runs. There are two available
configurations of the system. Firstly, the bicycle can be sat directly on the belt or
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secondly, the bicycle can be sat in between two conveyor belts which will move the
bicycle by frictional forces.
b. Track System
Figure 17 - Track System
The track is used in this design to allow a path where the bicycle can be transported
on. The track system will guide the bicycle to the desired location.
c.
Overhead Wine Glass
Figure 18 - Overhead "Wine Glass"
The overhead wine glass system works by having bicycles being hung upside down
via the use of hooks.
IV.
Transport Bicycle to Storage (Vertical)

a. Ferris Wheel
Figure 19 - Ferris Wheel

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Bicycles are fitted onto enclosures which are attached to a Ferris wheel system
which is spun by a powerful motor. This system can make use of space both above
ground and underground.
b. Bicycle Elevator
Figure 20 - Bicycle Elevator
This function is a elevator which is powered by a conveyor type system that is driven
by either a belt-driven or chain driven system which is in turn powered by a motor.
This is used to transport the bicycle vertically into the system. A simple securing
method can be attached on this conveyor system to secure the bike for
transportation.
V.
Store Bicycle
a. Lockers (Enclosed individually)
Figure 21 - Lockers
The locker system stores the bicycle in an enclosed container. The can be fitted with
locks to prevent unauthorized access of the bicycles.
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b. Vertical Staggered Tier System
Figure 22 - Vertical Staggered Tier System
This function allows for the bicycle to be stored in a vertical staggered tier style. This
is in order to maximize the usage of space between the bicycles. Separating the
bicycles by staggering the handlebars of each bicycle is the key to this system
c.
Figure 23 - Radial Arrangement System
The radial arrangement system is a system in which the bicycles are stored in a
radial arrangement on sliders which can be rolled in and out.
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VI.
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Lock Bicycle
a. Pin (Lock through wheel spoke)
Figure 24 - Pin Lock
This design utilizes a pin that is extended through the wheel spoke of the wheel to
lock the bicycle into place. The pin is driven by a motor by the means of a worm
gear and rack. As the worm gear has an auto locking function thus the bicycle can
only be removed if the motor is activated.
b. Lock Via Frame with Grappling Arm
Figure 25 - Lock Via Frame
The bicycle is locked via a simple magnetic lock via the grappling arm. This function
can work in conjunction to a grappling arm or other securing systems such as hooks
c.
Figure 26 - Gated Metal Enclosure
A metal enclosure is fitted over the entire storage space.
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VII.
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Sense Bicycle
a. Flip Switch
Figure 27 - Flip Switch
The flip switch can be used in conjunction with the track system in which the switch
can be install onto the track and when the wheel of a bicycle depresses the flip
switch, the signal will be sent to the system controller and the bicycle will be
registered in the system.
b. Proximity Sensor
Figure 28 - Proximity Sensor
A proximity sensor can be placed at multiple locations in order to sense that a

bicycle is in the docking bay or in a location of the storage system.
VIII.
Measure Bicycle Weight

a. Weight Scale
Figure 29 - Weight Scale
The system utilizes weighting pads stored beneath the tracks. When the bicycle is
aligned onto the track, the weight of the bicycle will be measured and registered in
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the system controller. If the weight of the bicycle is more than the maximum
loading allowable, the system will reject the bicycle.
b. Spring Weighted Via Hook
Figure 30 - Spring Weighted Via Hook
This spring weighted system measures the bicycle weight in the form of a hook.
Since the bicycle is stored or transported by a hook system, this spring weight can
be integrated into a hooking system.
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2.2.3 Trial Design A

Table 5 - Trial Design A Morphological Chart Selection
Function Solutions
Sub-Functions
Recognise user
to activate
System
Smart Card
Mobile System
Secure Bicycle
for
Transportation

Driven Clamp
Transport
Bicycle to
Storage
(Horizontal)
Conveyor Belt
Track System
Overhead Wine Glass
Transport
Bicycle to
Storage
(Vertical)
Ferris Wheel System
Bicycle Elevator
Store Bicycle
Lock Bicycle
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Sense Bicycle
Flip Switch
Proximity Sensor
Weight Scale
Measure
Bicycle Weight
Figure 31 - Trial Design 1
Trial Design 1 mainly consists of a Ferris wheel storage system and a conveyor belt delivery
system. It works mainly by delivering the bicycle to individual compartments within the
Ferris wheel. The system can be mounted halfway into the ground and halfway above
ground, providing for a greater effective use of space.
However, a major concern here is the overloading of static and dynamic loadings applied to
the structural system of the Ferris wheel. The motors used to run the wheel must be very
heavy-duty as it must overcome the great inertia generated by the rotating masses of
bicycles.
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2.2.4 Trial Design B

Table 6 - Trial Design B Morphological Chart Selection
Sub-Functions
Function Solutions
Recognise user
to activate
System
Smart Card
Mobile System
Secure Bicycle
for
Transportation

Driven Clamp
Transport
Bicycle to
Storage
(Horizontal)
Conveyor Belt
Track System
Overhead Wine Glass
Transport
Bicycle to
Storage
(Vertical)
Ferris Wheel System
Bicycle Elevator
Store Bicycle
Lock Bicycle
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Sense Bicycle
Flip Switch
Proximity Sensor
Weight Scale
Measure Bicycle
Weight
Figure 32- Trial Design B
This system makes use of a modular locker system in which the bicycles are stored vertically
with the use of a wheel track with a piston clamp. This design makes allows for a user to
have an individual locker.
The system however, lacks the required plot ratio of 3 if a rectangular locker system is used.
The track has to be doubled in height in order to reach the next level in a 2-storey modular
system is used which is considered a waste of space. Another disadvantage is the use of
multiple motors for each individual locker.
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2.2.5 Trial Design C

Table 7 - Trial Design C Morphological Chart Selection
Function Solutions
Sub-Functions
Recognise user
to activate
System
Smart Card
Mobile System
Secure Bicycle
for
Transportation

Driven Clamp
Transport
Bicycle to
Storage
(Horizontal)
Conveyor Belt
Track System
Overhead Wine Glass
Transport
Bicycle to
Storage
(Vertical)
Bicycle Elevator
Ferris Wheel System
Store Bicycle
Lock Bicycle
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Sense Bicycle
Flip Switch
Proximity Sensor
Weight Scale
Measure
Bicycle Weight
Figure 33 - Trial Design C
Trial design C makes stores the bicycle in an overhead wineglass system. An elevator that
is driven by chains will allow the bicycle to be moved vertically to the storage systems. A
major advantage of the system is the minimal required in which to mount the structural
bases. Just like Trial Design A and B, it is also a fully enclosed system. This design is able to
accommodate all types of bicycles as it hooks the bicycle by the wheel (Carbon wheels are
ignored as these are extremely rare and only used in racing bicycles).
A major concern to this design is the various structural loadings that will be exerted onto the
main structural supports.
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2.3 Concept Design & Selection

2.3.1 Evaluation Criteria
A list of criteria was generated from design requirements and is shown below.
I.
II.
III.
IV.
V.
VI.
VII.
Plot Ratio
Max Loading
Safety
Universality
Retrieval Time
Modularity
Security
2.3.2 Weigh Profile

The selected list of criteria were weighted according to their importance toward our design
criteria and tabulated as shown below.
Table 8 - Weight Profile
Weight Profile
No.
Criteria
Weighting Factor (%)
Plot Ratio
25
Max Loading
20
Safety
15
Universality
15
Retrieval Time
10
Modularity
10
Security
The plot ratio was given the highest weighting factor as the main concern of this project was
to address the lack of land area to park bicycles. This is followed by loading and safety as this
are always two of the greatest concern in any engineering design project. Universality,
retrieval time, modularity and security round up the weight profile.
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2.3.3 Concept Evaluation

Each individual criterion was evaluated on a scale of 1 to 5 with 1 considered as
unsatisfactory and 5 as ideal. Each trial design is evaluated and tabulated in the figure below.
Total possible weight score for each design is 5.
Table 9 - Weighted Score Evaluation Table
Weighted Score Evaluation Table

Evaluation Criteria
Trial Design A
Trial Design B
Trial Design C
No.
Criteria
Weighting
Factor (%)
Score
Weighted
Score
Score
Weighted
Score
Score
Weighted
Score
Plot Ratio
25
0.5
0.75
1.25
Max
Loading
20
0.6
0.8
0.8
Safety
15
0.75
0.45
0.75
Universality
15
0.6
0.75
0.75
Retrieval
Time
10
0.2
0.4
0.3
Modularity
10
0.1
0.4
0.4
`7
Security
0.2
0.05
0.25
Total Weighted Score
2.95
3.6
4.5
2.3.4 Final Design Selection

From the weight score evaluation table, it was determined that trial design C is the design
that has features that has scored the best in each category. The various function solutions
combine to make it the supreme design. Hence, it was chosen to be our final design.
However, modifications to each function solution have to be made in order to make this
design better.
Chapter 3 - Embodiment Design

Through the use of the rules and principles of embodiment design, the project team aims to
save material weight, ensure high reliability of the components and reduce power
consumption.
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3.1 Rules of Embodiment Design

3.1.1 Rule of Clarity
The design team has sought to ensure that the function of each component on the system is
unambiguously specified. An example is the calculations of bearings, we made sure the
radial force is directed onto the bearings with no axial forces, that way the design team
knows that the force transmission of the radial forces.
Figure 34 - Bearing Load
3.1.2 Rule of Simplicity

The design team has sought to ensure that the design is simple to allow for ease of analysis
as well as to improve on safety.
The motors used for the top and ramp system are both identical (although they run
at different speed). This will allow for easier maintenance as both the motors are
similar.
Chain drives in the system are also identical. This ensures that there is only one type
of chain in the technical inventory and will allow for easy replacement of chain
should the system fail.
An I-Beam designed by the project team is used for both the support structure as
well as the track in which the horizontal transportation is running on. This allows for
ease of production and assembly.
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Figure 35 - I-Beam
3.1.3 Rule of Safety

In this section, we shall look at how the rule of safety is incorporated into our automated
bicycle parking system.
I.
Direct Safety
A universal safety factor of 3 has been imposed on all loadings. This will seek
to ensure that any static or dynamic loadings will be adequately addressed
by our support structure.
AISI 302 Steel has been used to design the various components in the
system, thus ensuring that the system is over-compensated in the safety
aspect.
The entire system is fully enclosed within an acrylic glass enclosure, thus
ensuring that all components are not exposed to external environmental
factors.
Figure 36 - Enclosure
II.
Most importantly, there is no user interaction with any of the automation or

machinery. The user only needs to use the console panel (i.e. card reader)
and push the bicycle into the door way. This ensures that there is absolutely
no danger posed to the user.
Indirect Safety
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III.
In case of any chain drive breakage due to high inertia loading, the system
will not fail catastrophically as the loading is not supported on the chain
drive themselves but rather on an I-Beam support structure.
Since we have designed the motors to run at a set rpm during usage, an
over-speed protection sensor is added to ensure that the power to the
electric motor is cut immediately if the rpm is higher than intended.
Warnings
The system will warn the user in the event of any component failure and
directly contact the technical crew.
3.2 Principles of Embodiment Design

3.2.1 Principles of Force Transmission
I.
Force Flow lines

The design team aims to reduce the stress concentration with study of force flow
lines that occur within the system components. A prominent component was the
addition of an additional structural support in the middle of the system to deal with
the extra load.
II.
Uniform Stress
The design team has applied the principle of uniform stress to the main structural
supports, ensuring that the loading is distributed uniformly and shared by 3 different
support columns and horizontal beams, and thus the same level of bending stress is
achieved through the same component.
Figure 37 - Uniform and Shared loading
III.
Direct and Shortest Transmission Force Path
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Figure 38 - Structural Support Force Path
A short and simple force path for the main loading of the structure is used in which
the loading is directed right into the ground via I-Beams.
IV.
Alignment of forces: Guiding & Jamming
Figure 39 - Guide for Rolling Bearings
As shown above, the roller bearings are guided by the I-Beam. The loadings from the bicycle
are applied directly to the I-Beam.
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3.2.2 Principles of Division of Task
Figure 40 - Individual Hook System
The principle of division of task is applied to the hook system in which each individual hook
carries an individual bicycle. They each take up a part of the major task of storing the 20
bicycles. In the hook system itself, the division of task is also applied in which four roller
bearings divide the load into smaller loads.
3.2.3 Principles of Self Help
Figure 41 - Hook Self Help
If there are any axial forces that might be exerted due to an imbalance in inertia forces, the
self help system of the I-Beam track and roller guides will prevent the hook system from
going out of alignment.
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3.2.4 Principles of Stability

Although the basic structure of the system is top heavy and basically unstable, care has been
taken to ensure that the structures are over designed to ensure the maximum stability.
The principle of stability is applied to the bottom ramp motor in which the motor is placed
on ground level.
Figure 42 - Engine Stability
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Chapter 4 - Detailed Design

Note: All catalogues in this section are presented in a cut-away view. For the full catalogue,
please refer to the appendix section.
4.1 Material Selection

The main material used in our various components is AISI 302 Stainless Steel, it is readily
available and commonly used in the industry. Other data for materials such as aluminium, if
needed are included in the respective sections.
Table 10- Material AISI 302 Stainless Steel
AISI 302 Stainless Steel

Density ()
7920 kg/m3
Ultimate Tensile Strength ()
1158MPa
Yield Strength (
1034MPa
Youngs Modulus (E)
200 GPa
4.2 Retrieval Time Design

The retrieval time was defined as less than or equal to 30 seconds. Hence a total time of 30
seconds as a goal to be fulfilled was used as a guideline to derive the various motor speeds
or inertia forces are calculated from this. Below is a breakdown of the time required for each
individual sections.
Figure 43 - Timeline Breakdown
A total of 3 seconds will be allocated to miscellaneous timings for the systems such as
reaction time and clamping time. This is a comfortable range as we have set the time for the
transportation sections to be more than what is required.
Top Motor Velocity
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Figure 44- V/t graph of Top Motor Velocity
The velocity graph of the motor for the overhead hook system is shown above. The total
time reserved for moving the total horizontal distance is 15 seconds. The total distance it has
to move is 7.5m. Acceleration to constant velocity for transportation and deceleration to
zero velocity both take up 4 seconds respectively. Hence, the motor runs at a constant
velocity for 7 seconds.
An important note here is that the distance during acceleration and deceleration is not taken
into account as the maximum distance needed to travel is accounted for in the velocity
phase. Hence, the velocity calculated is for the maximum velocity that is needed to move
the maximum distance and therefore, any components selected will be able to meet this
criterion. This applies to both the top motor velocity and the ramp motor velocity.
The calculations are shown as follows. The values will be used for calculations later on during
detailed designed.
Ramp Motor Velocity
Figure 45 - V/t graph of Ramp Motor Velocity
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The velocity graph of the motor for the ramp system is shown above. The total time
reserved for moving the total horizontal distance is 12 seconds. The total distance it has to
move is 4 m. Acceleration to constant velocity for transportation and deceleration to zero
velocity both take up 3 seconds respectively. Hence, the motor runs at a constant velocity
for 6 seconds.
The calculations are shown as follows. The values will be used for calculations later on during
detailed designed.
4.3 Structural Design

4.3.1 Factor of Safety
Since this system requires being able to support loads of up to 1 tonne and above, a
universal safety factor of 3 is imposed onto all structural designs.
4.3.2 I-Beam Design & Usage
Figure 46 - I-Beam Usage
An I-Beam was designed to be used in various sections of the system, namely the horizontal
support beams, the vertical support pillars and the track. The material used to manufacture
the I-Beams is AISI 302 Stainless steel. Using the same I-Beam for different purposes will
allow for easy manufacturing. The detailed dimensions of the I-Beam can be found in the
Detailed Assembly and Parts Drawing section.
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4.3.3 Structural Loading

In this section, the loading caused by the weight of the components will be calculated. Some
pre-defined constants are shown below.
Density of steel, = 7920 kg/m3 (From material selection), Factor of Safety = 3 ,Max no. of
Bicycles = 20
The components involved in structural loading and their various loads are shown below.
I.
I-Beam
II.
Overhead System
In this system, certain elements such as the weight of the ball bearings and the
motor bracket are neglected as these are insignificant as compared to the total
weight of 20 bicycles with a total weight of 3000kg (safety factor of 3)
III.
Motor
IV.
Chains
V.
20 Bicycles
Each bicycle is set at a weight of 20kg. Therefore 20 bicycles are 1000kg
Overall Loading
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4.3.4 Force Analysis & Structure Design
Figure 47 - Support Structure
The material used in the main structure is AISI 302 Stainless Steel. The force analysis is
conducted in this section. Preliminary calculations indicate that existing steel structural IBeams are over-designed for our purposes; hence a self-designed I-Beam that fits our
dimensional constraints is proposed and will be tested with force analysis. The proposed IBeam will be used for both the vertical support columns as well as the horizontal beams.
Horizontal Support Beams

From Section 4.1, Material: AISI 302 Stainless Steel, Density (): 7920
, Ultimate
Tensile Strength (): 1158MPa, Yield Strength(y): 1034MPa, Youngs Modulus (E): 200GPa
Total Loading = 1447.757 kg & Safety Factor = 3
Total Allowable Loading weight = 1447.757 x 3 = 4343.271kg
Total Allowable Loading = 4343.271 x 9.81 = 42607.49N
Figure 48- Shared Loading

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Total Loading per Horizontal support = 42607.49 6 = 7101.25N
Figure 49 - Proposed I-Beam Design
Second moment of inertia (I)
Figure 50 - Force loading on horizontal beam
Submission of forces in Y direction,
The horizontal support beams are welded onto the top of the track system. There is no
loading on these joints so welding is sufficient.
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Figure 51 - Structural Design Shear Force Diagram
Figure 52 - Bending Moment Diagram
From the shear force diagram, we know that the Maximum Bending Moment in the beam is
located at the midpoint of the beam (x =0.8m).
Bending Moment,
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Figure 53 - Proposed I-Beam with axis
The Maximum Tension and Compression Stresses due to the bending moment are much
lower than the Ultimate Tensile Strength and the Yield Strength of the material, thus the
proposed design I-beam is suitable for use in the horizontal support beams.
: 1034MPa
: 1158MPa
Vertical Support Columns
Figure 54 - Loading on vertical support columns
Submission of forces in Y direction,
The loading on each of the vertical I beam support will be 14898.65N
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: 1034MPa
: 1158MPa
The Axial Stress of the material are more than able to overcome the loadings exerted on
them, thus the proposed I-beam is also suitable for use in the vertical support columns.
4.4 Top Conveyor System Design
Figure 55 - Top Conveyor System
The top conveyor system is shown above with all 20 fixtures in position. These fixtures are
driven by a chain drive which is in turn driven by a motor. Each of these fixtures holds one
bike each with the weight of each bike resting on the ball bearing which in turn transfers the
load to the Overhead I-Beam.
4.4.1 Overhead Motor & Speed Reduction Chain Selection

The calculations for the overhead motor are shown below.
F = 855.456N
Assuming initial sprocket design
& Velocity of chain,
Angular Speed of sprocket,

Rotational speed,
Updated angular speed of sprocket,
Updated Velocity of chain,
Assuming Motor Rotational speed,
Gear Ratio,
Load Torque,
Reflected Torque,
Load inertia,
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Effective load inertia,

Angular Acceleration,
Accelerating Torque,
Max Torque,
Max Power,
Selected Motor:
Toshiba [Open Drip Proof Motor] CT series Y156DPSA21A-P

1.5hp 1.12kW, 1200rpm, 230/400 volts, 182T(frame),38.1kg(weight)
Dimensions = 298.196 X 271.526 X 318.262mm, Shaft = 63.5mm
Figure 56 - Overhead Motor Catalogue
Figure 57 - Motor bracket
A bracket was also designed to house the motor and is shown in the figure above mounted
onto the support beams.
No gear box is needed for the required speed reduction; instead it can be obtained via
chains instead.
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Power transmitted,
Service Factor,
Multiple Strand Factor = 1
Rotational Speed 1,
Rotational Speed 2,
Gear Reduction Ratio,
Design Power per Strand,
Selection 1:
, Max Power = 1.48kW

No. 25 chain, Pitch = 6.35mm
Selection 2:

No.35 chain, Pitch = 9.525mm
Diameter of Sprocket 1,
Diameter of Sprocket 2,
Assuming centre distance to be 381mm

Tentative centre distance,
Tentative chain length,
Centre Distance,
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Centre Distance,
Lubrication type, A
4.4.2 Overhead Conveyor Chain Drive Selection

Power transmitted,
Service Factor,
Rotational Speed Required,
Selection initial design

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4.4.3 Bearing Selection
Figure 60 Bearings in position
The bearings of the hook section are required to take the weight of a bicycle and the fixture
itself. Hence, it is important to ensure that the bearings will be able to take the loading as
well as designing for bearings that fight into our I-Beam dimensions.
For a radial load of (50+3.2) kg = 521.9 N for 4 bearing
For a radial load of
= 130.5 N for 1 bearing
Safety factor = 3
Design load for 1 bearing = SF X F = 130.5 x 3 =391.5 N
Velocity= 1.071 m/s
Diameter of shaft = 30 mm
By x= r
=
= 71.4 rad/s
RPM= 71.4 / ( ) = 681.8 rpm
Selected type of bearing -> Deep Groove ball bearing
Ld= 14 000 hrs (Refer to Appendix Table 14-4)

K
L10= ( ) x 10
Where
L10 = Rating life (rev)

C= Basic load rating
P= Equivalent radial load (Designed load)
K= 3 for ball bearing, K= 10/3 for roller bearing
Design Parameters: Fr= 391.5 N, dmin= 30 mm, Dmax=55 mm

P= X.V.Fr + Y.Fa
Where
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P=Equivalent radial or dynamic load

Fr= Applied radial load
Fa= Applied axial load(Thrust)
V= Roatation factor (1.0 for inner-ring rotation; 1.2 for outer-ring rotation)
X= Radial factor
Y= Thrust factor
Inner ring rotates -> V= 1.0

Assume Y= 1.5
Deep groove bearing, X=0.56
By Pd= V.X.Fr + Y.Fa
= (1)(0.56)(391.5) + (1.5)(0) = 219.2N
By L10(rev)= L10,(h) x N (rpm) x 60(min/h)
8
= (14 000)(681.8)(60) = 5.727 x 10 rev

By C= Pd
= (219.2)(
= 1.82 KN
Select bearing 16006 -> Co= 6.3 KN

(Bearing 16006 is suitable for the system since the static load
of bearing Is higher than the system it could experiences)
Figure 61- Selected Bearing
The calculation data are obtained from NTN bearings. Reference: NTN, Ball and Roller Bearings.
(CAT NO.2010 NTN TOYO BEARING CO, LTD (Japan)-1981)Refer to the appendix for an extended
list of the bearing life and basic load ratings.
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4.4.4 Hook Fixture Design
Figure 62 - Hook Fixture Design
The hook fixture is shown as on top. Some simple calculations were done to ensure the hook
was strong rough to support one bicycle. The main concern here is the shearing forces on
the pin of the hook. Hence, calculations to determine the shear forces was done.
Maximum load at tip point of the hook
Pbike= 50 x 9.81 = 490.5N
Reaction of forces:
Fy=0
Pbike- Fshear=0
Fshear= 490.5N
shear=
=2.8 Mn/
Given: UTS = 1158 Mpa

SHEAR = approx 0.75 * UTS =868.5 Mpa
Hence, the pin is sufficient enough to support the weight of each bicycle.
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4.5 Bottom Conveyor System Design
Figure 63 - Bottom Conveyor System Design
The ramp transports the bicycle vertically into position. It makes use of a pneumatic driven
clamp to secure the bicycle. The clamp is than driven by a chain system that moves tiny pins
on the lamp.
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4.5.1 Ramp Design
Figure 64 - Ramp 3D (Left)

Figure 65 - Ramp 2D (Right)
The ramp is basically a steel column in a U shape that is used to transport the bicycle
vertically upward. A connector that attaches itself to the support column provides additional
stability from any buckling loads.
Figure 66 - Ramp Support
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4.5.2 Ramp Motor & Speed Reduction Chain Selection

Weight of Clamp,
, Weight of Bicycle,
Total Force,
Assuming initial sprocket design
& Velocity of chain,
Angular Speed of sprocket,

Rotational speed,
Updated angular speed of sprocket,
Updated Velocity of chain,
Assuming Motor Rotational speed,
,Gear Ratio,
Load Torque,
Reflected Torque,
Load inertia,
Effective load inertia,
Total Inertia,
Angular Acceleration,
Accelerating Torque,
Max Torque,
Max Power,
Selected Motor:
Toshiba [Open Drip Proof Motor] CT series, Y156DPSA21A-P

1.5hp 1.12kW, 1200rpm, 230/400 volts, 182T(frame),38.1kg(weight)
Dimensions = 298.196 X 271.526 X 318.262mm, Shaft = 63.5mm
Figure 67 - Ramp Motor Catalogue
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4.5.2 Ramp Reduction Gearbox

A gearbox is used to reduce the output speed to the desired one.
Selected Gearbox:
Tsubaki EWJ40
Reduction ratio -- 1:10
Dimensions : 71 x 133 x 110mm
Shaft length (IN) = 32mm
Shaft length (OUT) = 44mm
Weight = 3.2kg
Figure 68 - Ramp Reduction Gearbox
Figure 69 - Gearbox in position
The gearbox is shown in position in the figure above.
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4.5.3 Ramp Chain Drive Selection

Power transmitted,
Service Factor,
Rotational Speed 1,
Rotational Speed 2,
Gear Reduction Ratio,
Selection 1:

Diameter of Sprocket 1,2,
Assuming centre distance to be 4000mm

Tentative centre distance,
Tentative chain length,
Centre Distance,
Centre Distance,
Figure 70 - Chain Drive Catalogue
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4.5.4 Ramp Bearing Calculations
Select:
Bearing No. 6304

Inner Diameter = 20mm
Outer Diameter =52mm
Thickness = 15mm
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Figure 71 - Bearing Catalogue
Figure 72 - Bearing in Position
4.5.4 Ramp Chain to Clamp Connecting Plate

Estimated Max loading per chain,
As the loading is supported by 8 connector plates thus distributed loading on each plate will
be
.
Distributed loading on plate,
Loading each pin,
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Figure 73 - Chain to Clamp Connecting Plate dimensions
Direct Shear Force on each pin,

Moment on one bolt,
Secondary Shear due to Moment,
Vector Sum of Shear Force,

Area of Pin,
4.5.5 Ramp Pin for Clamp

Material = Aluminum Alloy AA1050A (H16)
Tensile Strength =
Shear Strength =
Figure 74 - Aluminium Alloy properties (Retrieved from [8])
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4.5.6 Ramp Pin for Chain

Material = AISI 304 (SUS304) Stainless Steel
Tensile Strength =
Shear Stength =
Figure 75 - Selected Material catalogue(Retrieved from [9])
Average Tensile strength from Chain Catalog,

Tensile Strength of pin,
Approximated Shear Strength of pin,
*Note: Smaller value of Shear Strength for pin is taken.
4.5.7 Pneumatic Driven Clamp Design
Figure 76 - Pneumatic Driven Clamp
The pneumatic Driven Clamp is shown above. Both sides of the clamp are rubberised to
prevent any damage to the bicycle wheel.
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4.6 Shaft Loading

The different components that are going to be attached to the shaft are shown below along
with the location of the component along the shaft.
Figure 77 - Shaft Components and Dimensions
Torque is transmitted to the shaft via a chain drive at location C, sprocket 2.

Torque at C,
Torque at A & C ,
Figure 78 - Shaft Torque Diagram
XZ Direction
Force Transmitted,
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Figure 79 - Shaft XZ FBD with reactions
Figure 80 Shaft XZ FBD (Completed)
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Figure 81 - Shaft XZ Shear Force Diagram
Figure 82 - Shaft XZ BMD
Bending Moment at A,
Bending Moment at B,
Bending Moment at C,
Bending Moment at D,
Bending Moment at E,
YZ Direction
Force Required,
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Figure 84 - Shaft YZ FBD with reactions
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Figure 86 - Shaft YZ BMD
Bending Moment at A,
Bending Moment at B,
Bending Moment at C,
Bending Moment at D,
Bending Moment at E,
Total Bending Moment

Total Bending Moment at A,
Total Bending Moment at B,
Total Bending Moment at C,
Total Bending Moment at D,
Total Bending Moment at E,
Torque
Torque at A,
Torque at B,
Torque at C,
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Torque at D,
Torque at E,
Selection of Shaft Diameter
Material: AISI 1137 Cold Drawn
Taking
A (Sprocket)
Left of A, Retaining Ring
Center of A, Key Profile
Right of A, Well Round Fillet
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B (Bearing)
Left of B, Well Round Fillet
Center of B, Press Fit
Right of B, Well Round Fillet
C (Sprocket)
Left of C, Retaining Ring
Center of C, Profile Key
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Right of C, Retaining Ring
D (Bearing)
As loading and design is similar to Bearing at B, the minimum diameter will be the same as in
Bearing B.
Left of D, Well Round Fillet
Center of D, Press Fit
Right of D, Sharp Well Round Fillet
E (Sprocket)
As loading and design is similar to sprocket at C, the minimum diameter will be the same as
in Sprocket C.
Left of A, Well Round Fillet
Center of A, Key Profile
Right of A, Retaining Ring
Minimum required Diameter & Selected Diameter

A (Sprocket) = 8.42mm
Selected Diameter = 12.5mm
B (Bearing) = 11.86mm
Selected Diameter = 20mm
C (Sprocket) = 21.82mm
D (Bearing) = 11.86mm

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E (Sprocket) = 8.42mm
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Selected Diameter = 12.5mm
Figure 87 - Step Shaft Sample
A single step shaft was chosen and shown here for illustration purposes. Refer to the
detailed drawings section for full dimensions. Shown below is a holder for the top shaft.
These holders needed to be designed to suit our purposes
Figure 88 - Shaft Holders
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4.8 Coupling Design

Couplings were self designed so as to allow the motor shaft diameter to be stepped to the
diameter we required. Shown below is a drawing of the motor shaft to gearbox one. See the
detailed drawings for in-depth dimensions.
Figure 89 - Coupling Design
4.9 Track Design
Figure 90 - Simple Track System
A simple track system was designed to allow the user to guide the bicycle into the clamp
which will transport the bicycle upward. It is made of AISI 302 Stainless steel for ease of
manufacturing.
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4.10 Bolt & Nut Selection

Our design requires universal bolts of 20 diameter. Hence we have chosen the standard M20
Bolts from Eclispe.
Figure 91 - Selected Bolt
4.11 Door Design

Since the main objective of this project is to design an automatic bicycle parking system, the
individual design of a door for the entrance of the system will not be self-designed but
rather sourced from a readily available product. These manufacturers are able to cater to
the various dimensions required by a customer and hence there is not particular need to
design a door.
The chosen manufacturer for the door is Besam and the chosen product is the PowerSwing
which has a door which opens outwardly.
Figure 92 - Besam Swing Door-2 (Retrieved from Besam.com.sg)
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It is designed by a Singapore company and hence is readily avail as well as having the same
power supply (230V AC,50-60Hz) required. This will allow for the simple integration of it into
our system. The PowerSwing makes use of a pushing arm system driven by a motor.
The integration of the door is shown in the CAD drawing below.
Figure 93 - Dimensions of Door (Right)

Figure 94 - Integration of Door (Left)
4.12 Proximity Sensor

A proximity sensor is needed in order to detect that the bicycle has entered the system and
is ready for transportation to the storage system. The design team has chosen the E2K-F
sensor manufactured by OMRON Industrial Automation. The flat design of the system allows
it to be easily integrated into the initial track. When a bicycle is wheeled into the track by a
user, the bypasses this scanner and the system is alerted. The E2K-F has a sensing distance
of 10mm which is more than sufficient for our needs as the bicycle passes directly across the
sensor in our design. [11] See Appendix for more in-depth information.
Figure 95 - Proximity Sensor E2K-F (Retrieved from www.ia.omron.com)
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Figure 96 - Sensor mounting
4.13 Enclosure Design & Material Selection

The material used for the enclosure can be either made of acrylic. In this way, the system is
protected from the environment and the entire system is visible to a user to show them that
their bicycle is in a safe environment. The acrylic industry is able to custom-build different
dimension and is also readily available in Singapore. The enclosure design is shown below.
Figure 97 - Enclosure Design
The curved shaped of the roof ensures that no rain water will be collected at the top. The
extension of the roof pass the door dimensions provides the shelter from rain to the door
and a user.
Most importantly, the enclosure is bolted to the horizontal structural supports. This will
allow for easy maintenance in which the bolts can be removed to access the system.
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4.14 Plot Ratio Determination
Figure 98 - Base area for entry and ramp components
Figure 99 - Base area for each vertical support I beams.
Total Area occupied by Bicycle Park,

Ground Area occupied by a Bicycle,
No. of Bicycle able to be stored in Area occupied,
Total Bicycle able to store in Bicycle Park,
Plot Ratio,
The plot ratio is 5 times the required of 3.
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4.15 Bill of Materials

The exact dimensions for each part can be obtained from the Detailed Assembly & Parts
Drawing section. This bill of materials is the more accurate version than the one found in the
assembly drawings. The materials used to manufacture each component are shown
whenever possible.
Table 11 - Bill of Materials
Bill of Matrials
Item
No.
Part Number
Description
Quantity
Structural Section
1
Horizontal Support I-Beam
Motor Top Plate
Support Track
Vertical Support Column
Ramp Section
5
Ramp
No.40 Sprocket (N25)
ANSI No.40 N25
No.40 Chain
ANSI No.40
See
Length
No.40 Sprocket (N25) Second

Pair at opposite side
Step Shaft
10
Clamp
AISI 304 (SUS304) Stainless

Steel & Aluminum Alloy
AA1050A (H16)
11
Pneumatic Pump
12
Steel Plate
13
Chain Clamp Connecter
16
14
Bearing Case
15
Ball Bearing
Bearing No. 6304
16
Horizontal Ramp to Vertical

Connector (With Slope)
17
Base for Components
18
Reduction Gearbox
Tsubaki EWJ40
19
Motor
Toshiba CT Y156DPSA21A-P
Top Section
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20
Motor
Toshiba CT Y156DPSA21A-P
21
Overhead fixture (left)
20
22
Overhead fixture (right)
20
23
Chain Holder
24
Chain ANSI 40
No.40
See
Length
25
Bearing
Bearing 16006
26
Sprocket Fitting
27
No.35 Sprocket
ANSI No.35 N10
28
No.35 Sprocket
ANSI No.35 N60
29
Chain ANSI 35
ANSI No.35
30
Shaft for sprocket
31
No.40 Sprocket
ANSI No.40 N25
32
Sprocket fitting for N35 & N40
33
Shaft Holder Plate
34
Bearing
Bearing No. 6304
35
Bearing Holder
Enclosure
36
Enclosure Front
Acrylic
37
Enclosure Back
Acrylic
38
Roof
Acrylic
Door Section
39
Door Enclosure
40
Door
PowerSwing
Miscellaneous
41
Bolt
MS16
48
42
Nut
MS16
48
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4.16 Overview of System
Figure 100 - Overview of System
The entire system is shown above. This is only a singular level with the modular ability for it
to be two stories. Note the empty space below the enclosure. This empty space can be used
to park more bicycles or even used as shaded areas for rest. As envisioned by the design
team, this system can be placed at places that lack the ground area.
The project team has decided to name this product Bike Haven. This product can be used
in Singapore at locations such as Mass Rapid Transport (MRT) Stations, outside of schools
and factories and city centres. The system has met all the stringent design requirements
imposed by the project team.
4.17 Automatic Bicycle Parking System in Action
Figure 101 - Step 1
1. The bicycle is shown in a ready position with the door closed.

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Figure 102 - Step 2
2. The door is opened automatically and the bicycle is pushed into the system.
Figure 103 - Step 3
3. The bicycle is pushed in by the user via the track
Figure 104 - Step 4
4. The bicycle is pushed to the max and rests onto the clamp system.
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Figure 105 - Step 5
5. The clamp is activated and prepares the bicycle for vertical transportation
Figure 106 - Step 6
6. The bicycle is transported to the top, ready for the horizontal transportation system
to take over.
Figure 107 - Step 7
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7. An empty hooks is rotated to position.
Figure 108 - Step 8
8. The hook goes to the position in which it is ready to receive the bicycle.
Figure 109 - Step 9
9. The bicycle is lowered into place.
10. The clamp is moved away.
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11. The bicycle is now hooked and ready to be moved. The roller bearings are driven by
a chain drive (not shown here due to impossible rendering of chains in CAD)
12. The bicycle is moved away and the process is restarted.
13. The steps are repeated and the positioning shown above.
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4.18 Detailed Assembly & Parts Drawing

Contained within this section are the detailed assembly and parts drawing.
4.18.1 Assembly Drawing

3 main assembly drawings are shown, firstly the system is shown in its entirety, the ramp
and mechanisms are shown and finally the r top track mechanism is shown. To find the
individual part drawing, first refer to the first alphabet of each part than the drawing no.
Figure 114 - Entire System Assembly

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Figure 115 - Ramp Assembly
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Figure 116 - Top Mechanism Assembly
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Figure 117 - Top Track Assembly
4.18.2 Individual Parts Drawing

Note that due to the massive amount of parts drawing, they will be shown here in
alphabetical order. Each drawing is labelled with its corresponding drawing number.
Drawings that are standard parts or from catalogue are found in the Appendix section.
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Figure 118 - Base Plate Drawing
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Figure 119 - Chain Holder for ANSI 40 Chain Drawing
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Figure 120 - Clamp Drawing
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Figure 121 - Clamp Connector Drawing
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Figure 122 - Clamp Plate Drawing
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Figure 123 - Coupling Motor Gearbox Drawing
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Figure 124 - Coupling Shaft Gearbox Drawing
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Figure 125 - Door Assembly Drawing
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Figure 126 - Enclosure Drawing
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Figure 127 - Enclosure Plate Drawing
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Figure 128 - Enclosure Ramp Drawing
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Figure 129 - I-Beam Middle Drawing
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Figure 130 - I-Beam Pillar Horizontal Drawing
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Figure 131 - I-Beam Pillar Vertical Drawing
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Figure 132 - I-Beam Side Drawing
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Figure 133 - Motor Top Holder Drawing
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Figure 134 - Motor Top Plate Drawing
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Figure 135 - Overhead Hand Part (Right)
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Figure 136 - Overhead Hang Part (Left) Drawing
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Figure 137 - Overhead Hang Shaft Drawing
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Figure 138 - Ramp Drawing
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Figure 139 - Ramp Slope Drawing
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Figure 140 - Ramp Support Drawing
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Figure 141 - Roof Drawing
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Figure 144 - Shaft Holder Drawing
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Figure 145 - Shaft Plate Holder Drawing
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Figure 146 - Sprocket Fitting for Motor Shaft Drawing
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Figure 147 - Sprocket Fitting No.35 & No.40 Drawing
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Figure 148 - Step Shaft Drawing
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Figure 149 - Step Shaft Extended Drawing
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Chapter 5 Final Conclusion

In retrospective after the culmination of the project, the project team feels that through this
project, many valuable lessons were taught. Engineering design skills from other study
modules such as Engineering Drawing and Mechanics of Materials had to be used, allowing
the team to be able to put theory in practice on a practical project such as this one.
As with every group project, the problem of having various opinions from each individual
that had to be collated and refined. Many all-encompassing designs that took into account
each individual idea had to be scrapped and re-drafted as individual ideas might be
spectacular individually but when out together, might be hard to integrate into a system.
Despite this challenge, the project team was able to work together to create a design we
deemed was the best to tackle all the problems on hand.
An extensive literature survey was carried out with many ideas being brainstormed during
the initial design phase. The various theoretical aspects of the MP3011 Engineering Design
were applied in the design phase in chapters such as function analysis and embodiment
design. Without such knowledge, designing an engineering product would prove a challenge.
Knowledge of any available calculations as well as component selection was also put to use.
Agreed among the project team, the most time-consuming phase of the project was the CAD
drafting phase. Over 100 individual parts such as individual chain and bearings had to be
dimensioned and drawn accurately. The conversion of CAD to parts drawing was also a
major time investment. But only with these CAD drawings were we able to put our design in
perspective to a viewer.
A point the design team would like to bring up to the module coordinator is that having to
render or mate assemblies in CAD requires a very powerful personal computer. The lack of
such computers both individually as well as in school result in a lot of time loss waiting for
the CAD to be rendered.
At the end of the project, we were able to achieve all the objectives and design
requirements set out at the start. This along with the vast knowledge gained along the way
proved to be an invaluable and fun lesson to the project team.
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Chapter 6 - References
[1] Bicycles produced in the world - Worldometers
http://www.worldometers.info/bicycles/ (Retrieved:Saturday, 3 November, 2012)
[2] On the Right Track http://lifestoreys.hdb.gov.sg/bicycle-friendly-neighbourhood.html
(Retrieved:Saturday, 3 November, 2012)
[3] BICEBERG http://www.biceberg.es/ (Retrieved:1 September, 2012)
[4] Velominck BV http://www.velominck.nl/ (Retrieved:1 September, 2012)
[5] Giken Seisakusho Co., Ltd. http://www.giken.com/en/ (Retrieved:1 September, 2012)
[6] Cyclepods Ltd Home http://cyclepods.co.uk (Retrieved:1 September, 2012)
[7] National Bicycle Dealers Association http://nbda.com/ (Retrieved:1 September, 2012)
[8] Alumnium - Specifications http://www.azom.com/article.aspx?ArticleID=2863
(Retrieved:1 September, 2012)
[9] Mechanical properties of metal
http://www.ami.ac.uk/courses/topics/0123_mpm/index.html#3 (Retrieved:1 September,
2012)
[10] Besam http://www.besam.com.sg/en/besam/comsg/Products1/?groupId=788802&productId=788803 (Retrieved:1 September, 2012)
[11] OMRON Industrial Automation
http://www.ia.omron.com/products/family/472/specification.html (Retrieved:1 September,
2012)
Appendixication.html (Retrieved:1 September, 2012)
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Appendix
Contained within the first Appendix section are the various catalogue pages in no particular
order since cut-away sections are included in each individual section.
The second section contains the drawing for standard parts.
Appendix I - Catalogue
Motor
Bearing
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Chains
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Proximity Sensor
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Ball Bearings
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Bolts
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Appendix II Standard Parts Drawing
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Automatic Bicycle Parking System Bike Haven

1.3 Existing Systems

1.3.1 Existing System - Biceberg

1.3.2 Existing System Velow Space

1.3.3 Existing System ECO Cycle

1.3.4 Existing System Easylift+

1.4 Design Requirement

1.4.1 Bicycle Design Parameters

1.4.2 Design Requirement Table

Chapter 2 Conceptual Design

2.1.1 Overall Function Analysis

2.1.2 Function Analysis Chart

2.2 Morphological Analysis

2.2.1 Morphological Chart

2.2.2 Solutions to functions

2.2.3 Trial Design A

2.2.4 Trial Design B

2.2.5 Trial Design C

2.3 Concept Design & Selection

2.3.1 Evaluation Criteria

2.3.2 Weigh Profile

2.3.3 Concept Evaluation

2.3.4 Final Design Selection

Chapter 3 - Embodiment Design

3.1 Rules of Embodiment Design

3.1.1 Rule of Clarity

3.1.2 Rule of Simplicity

Automatic Bicycle Parking System Bike Haven

3.1.3 Rule of Safety

3.2.1 Principles of Force Transmission

3.2.2 Principles of Division of Task

3.2.3 Principles of Self Help

3.2.4 Principles of Stability

Chapter 4 - Detailed Design

4.1 Material Selection

4.2 Retrieval Time Design

4.3 Structural Design

4.3.1 Factor of Safety

4.3.2 I-Beam Design & Usage

4.3.3 Structural Loading

4.3.4 Force Analysis & Structure Design

4.4 Top Conveyor System Design

4.4.1 Overhead Motor & Speed Reduction Chain Selection

4.4.2 Overhead Conveyor Chain Drive Selection

4.4.3 Bearing Selection

4.4.4 Hook Fixture Design

4.5 Bottom Conveyor System Design

4.5.1 Ramp Design

4.5.2 Ramp Motor & Speed Reduction Chain Selection

4.5.2 Ramp Reduction Gearbox

4.5.3 Ramp Chain Drive Selection

4.5.4 Ramp Bearing Calculations

4.5.4 Ramp Chain to Clamp Connecting Plate

4.5.5 Ramp Pin for Clamp

4.5.6 Ramp Pin for Chain

4.5.7 Pneumatic Driven Clamp Design

4.6 Shaft Loading

4.8 Coupling Design

4.9 Track Design

4.10 Bolt & Nut Selection

4.11 Door Design

Automatic Bicycle Parking System Bike Haven

4.12 Proximity Sensor

4.13 Enclosure Design & Material Selection