Mechanical and Civil Engineering

Project Summary

Beach Cleanup is a Senior Design project at Florida Institute of Technology with the goal to robotically remove small (1/8 ") trash from the beach and store it for later disposal. This electric machine collects trash by digging one of eight buckets into the sand, scooping it up, filtering out the debris from the sand, and sending the remaining material to be further separated at the rear of the machine. The machine aims to collect 85% of the trash in the specified cleaning area, weigh no more than 120 lbs. without the battery, and clean at a rate of 1000 yd^2 per hour.

Project Objective

OBJ-01: The team shall design, build, and test a Semi-Autonomous Beach trash collecting rover prototype. OBJ-02: The collector shall be 100% electric and eco-friendly. OBJ-03: The team shall deliver a trash collection system that will be able to separate and filter sand from the debris.

Manufacturing Design Methods

The vehicle (SeAshore Navigator for Debris Excavation and Extraction (SANDEE)) is made up of four individual subsystems, which include: Controls, Drivetrain, Front-End Collection, and Rear-End Collection. This method of division allowed the team to design effectively and worked to minimize errors in the All-Up Round (AUR). The Controls subsystem includes all motors in each subsystem, the battery, electrical equipment, and power regulators. The Drivetrain subsystem is made up of the frame as well as the power transmission for the vehicle, which includes wheels, axles, and bearings. Front-End Collection (FEC) includes eight buckets connected to a chain and center structure to drive the rotating motion. Rear-End Collection (FEC) includes a rotating collection drum, mounted at 45º and a ramp to transport remaining material from the FEC to the REC collection drum. Aluminum was the main material selected for the project due to its workability and minimal weight. Both square tubing and sheets were used to produce the components needed that make up each subsystem. Custom aluminum brackets were cut out using a water jet and attached using rivets to square tubing joints. The motors selected for the Drivetrain and Rear-End Collection subsystems, came from a power wheels children’s riding car. The motor speed can be varied based upon the input from the remote control. Linear actuators help to support and adjust the height of the Front-End Collection subsystem, to properly target different types of debris.

Specification

Size: 5’ x 3’ 8” x 3’ 3” Weight: 120 lbs. Max Speed: 3.21 mph Operational Speed: 0.5 mph

Future Works

In the future the team would like to make changes to improve the operability of the vehicle. In order to make the machine easier to assemble, the team will add holes to the brackets that were cut out using the water jet. Too much time was spent marking and drilling holes in both the brackets and the aluminum tubing which led to avoidable mistakes. Another improvement which could be made to SANDEE would be to use a keyed shaft for the Front-End Collection axles. Set screws are currently used to hold the bevel gears in place. A keyed shaft would allow for improved power transmission to the shaft without the concern of components slipping on the axle. The team would also make improvements to the gear ratio used in the Front-End Collection. The motor paired with the current 2:1 gear ratio pulls approximately 5 Amps when digging into the sand. If the gear ratio was closer to 4:1, the Amperage the motor needs would be reduced and the torque increased, to better dig into the sand. For the controls , an improved drivetrain steering system would be another function to improve. Currently the machine can only spin its wheels forward, which makes the turning radius larger than desired. This was due to the motor driver selection, which fit the power consumption needs of the project. Increasing maneuverability by having the ability to spin one or both sets of tires backwards would be a priority for the team to improve upon.

Other Information

To view reports and team member resumes, please click the below link. https://bit.ly/3PWYKNW

Manufacturing Design Methods

The vehicle (SeAshore Navigator for Debris Excavation and Extraction (SANDEE)) is made up of four individual subsystems, which include: Controls, Drivetrain, Front-End Collection, and Rear-End Collection. This method of division allowed the team to design effectively and worked to minimize errors in the All-Up Round (AUR). The Controls subsystem includes all motors in each subsystem, the battery, electrical equipment, and power regulators. The Drivetrain subsystem is made up of the frame as well as the power transmission for the vehicle, which includes wheels, axles, and bearings. Front-End Collection (FEC) includes eight buckets connected to a chain and center structure to drive the rotating motion. Rear-End Collection (FEC) includes a rotating collection drum, mounted at 45º and a ramp to transport remaining material from the FEC to the REC collection drum. Aluminum was the main material selected for the project due to its workability and minimal weight. Both square tubing and sheets were used to produce the components needed that make up each subsystem. Custom aluminum brackets were cut out using a water jet and attached using rivets to square tubing joints. The motors selected for the Drivetrain and Rear-End Collection subsystems, came from a power wheels children’s riding car. The motor speed can be varied based upon the input from the remote control. Linear actuators help to support and adjust the height of the Front-End Collection subsystem, to properly target different types of debris.

Project Summary

The Navy Cone Positioning System is a Florida Tech Project that was petitioned by the US Navy in combination with Lockheed Martin. The purpose of the project is to design, analyze, and build a system that can balance an off-centered load whilst hanging from a crane-hook and to be adjustable within ±5 degrees. To accomplish these demands, we came up with a system that would have a box with a pipe extruded from one end to load 8-45lb. plates that will be held in place with a collar, and on the inside an I-beam trolley with 6-45lbs. plates attached to it. This counterweight will be attached to an I-beam to hold it in place and have a flat under surface that would make the rolling of the trolley easy. A ball screw is attached to the trolley and is positioned slightly off centered of the I-beam to drive the linear motion of this counterweight. To achieve the necessary tilt, the counterweight moves along the I-beam, creating a moment that shifts the balance of the box relative to the crane-hook.

Project Objective

The team shall create a machine to lift and balance a load; the system will be attached to an overhead crane that shall remain balanced whether loaded or unloaded and able to support weights of up to 360 lbs. to achieve the required final machinery. The system must be able to interact with a standard swivel hook that would support the weights required while maintaining balance. Also, the lifting device shall be able to maneuver and be capable of adjusting the angle of the load up to ±5° with respect to the horizontal. Furthermore, the operator must always require positive control of the device. The system shall not require personnel to reach over the device while operating to avoid and minimize risk to the personnel or the machinery. The system shall achieve a margin of safety that is greater than or equal to 0, whilst respecting the yield factor of safety of 3.0 and ultimate factor of safety of 4.0. The materials used in the system for building the lifting device shall be rated for use in most common environments and can tolerate temperatures between -10 - 100°F and 20 – 100% relative humidity as specified by the customer. The team shall test the lifting system and its components to make sure it is fully operational without any failures and include testing procedures and manuals of operation to deliver to the customer.

Manufacturing Design Methods

The steel frame is primarily composed of steel angle bars and flats that are welded together. The steel angle bar was cut using a bandsaw to cut them to the proper length, then to cut the corners to 45-degree angles for ease of welding them together. The steel flats were also cut using the bandsaw to obtain the desired length. Then, any holes were either cut using a milling machine or the CNC. The welding technique used for the entire system were butt-welds.

Specification

System Size: 6’ x 2’ x 2’, Weight ~ 750lb Cone Size: 18” D x 12” L, Weight ~370lb

Analysis

Static structural analysis was conducted through both hand calculations and then within ANSYS workbench in order to ensure that the design abided by its various margins of safety. Additionally, MATLAB was utilized to optimize the size of the overall box and the placement of the counterweights for the desired tilt. This code has inputs of the weight of all components along with the x, y, and z position of the main components (counterweights, load, and crane hook interface).

Future Works

In the future, this design can be implemented, but with different materials. In an ideal scenario, based on the weather conditions provided within the requirements, the entirety of the box would be comprised of stainless steel or another corrosion resistant metal that would still endure the robust loads of the system. This would negate the use of the flex-seal coating on the exterior of the design.

Manufacturing Design Methods

The steel frame is primarily composed of steel angle bars and flats that are welded together. The steel angle bar was cut using a bandsaw to cut them to the proper length, then to cut the corners to 45-degree angles for ease of welding them together. The steel flats were also cut using the bandsaw to obtain the desired length. Then, any holes were either cut using a milling machine or the CNC. The welding technique used for the entire system were butt-welds.

Project Summary

The Lacrosse Robot senior design project created a training device to assist faceoff specialists in Men's Lacrosse. The Lacrosse Robot uses two pneumatic pistons to generate the required speed and force to drive a custom lacrosse stick in the clamping motion of a faceoff. ​ The project was divided into three subsystems, mechanical, electrical, and structural. The electrical subsystem was responsible for controlling the sequence of the reps by using pressure regulators, flow valves, solenoids, and an Arduino. The mechanical subsystem was responsible for converting the linear motion from the pistons to the repeatable rotational motion of the men's lacrosse face-off. This was completed through the use of two pneumatic pistons. The structural subsystem oversaw the structure, mobility, and traction of the Lacrosse Robot. The structure of the robot was made from aluminum extrusions and polycarbonate. The mobility system was designed such that the robot would remain stationary while in use but could be moved by a single person. A traction spike layout was designed and integrated to resist displacement while the robot is in use.

Project Objective

1. Build, and test a lacrosse robot that will perform the same role as a face-off specialist 2. Build and test a speed/reaction time control into the action of the Lacrosse Robot. 3. Build and test a speaker system that mimics the cadence of a referee in a game setting. 4. Build and test a Lacrosse Robot to be portable, when not in use.

Manufacturing Design Methods

To manufacture the Lacrosse Robot, multiple machining methods were used. A circular saw and drill press was used for the construction of the polycarbonate and structure. A manual mill and lathe, tig welder, and water jet were used for the construction of the piston mounts and electrical equipment.

Specification

The dimensions of this robot are 33" x 33"x 23". The weight of the robot is less than 100 lbs. The robot can be moved by a single person. The pressure for this robot is 4500 psi in the tank and 150 psi operating. The clamp time is 0.17 seconds The force that the robot is aiming for is 150 lbs.

Analysis

The Lacrosse Robot has been through extensive testing that included, motion tracking, force plate, speed, moisture, and traction testing. These tests were done for baseline data as well as with the robot for comparison. The motion tracking was conducted using motion-capturing software found at the Center for Advanced Manufacturing and Innovative Design (CAMID). The speed and force plate testing was done at the Varsity Training Center. The traction and moisture testing was conducted on the turf field found at Florida Institute of Technology.

Future Works

For future iterations of the Robot, the footprint can be redesigned to be smaller than the existing 33”x33” to make the robot more compact. A larger 12 Volt battery could also be added to the design in the future as the compressor is designed to work with a car battery and this will reduce the user's reliance on a wall outlet to charge fill the tank before use. Also, the speed and force control parameters could be expanded to allow a wider range of players to effectively use and train with the robot.

Manufacturing Design Methods

To manufacture the Lacrosse Robot, multiple machining methods were used. A circular saw and drill press was used for the construction of the polycarbonate and structure. A manual mill and lathe, tig welder, and water jet were used for the construction of the piston mounts and electrical equipment.

Project Summary

The Eco-Marathon Senior Design Project is one that takes on the innovative challenges set forth by Shell through the Eco-Marathon competition in order to drive automotive engineering toward goals of efficiency, innovation, affordability, and safety. The project's aim is to conceptualize, design, fabricate, test, and run the optimal prototype-class vehicle that attends to all of the goals and regulations set by the competition. The first key aspect of this project is the full system breakdown into five main Subsystems (Powertrain, Drivetrain, Structures, Aerodynamics, and Electrical) which allowed for independent creative freedom in design and manufacturing across all components of the vehicle. Subsequent key aspects involved full design and integration of the chassis, aerodynamic body, drivetrain (front and rear wheelbases, transmission, braking systems, etc.), and wiring harness; and the fully independent and exclusive (first in the country) conversion of the Honda GX50 engine to an EFI platform compatible and paired with a Haltech ECU. The 2023-2024 Eco-Marathon team's initiative is to create the first iteration of a vehicle eligible to represent Florida Tech at the Shell Eco-Marathon competition, setting precedence for future teams to expand and optimize the vehicle and achieve better results with the knowledge we acquire and future teams are able to develop on. The team was able to develop a platform that will allow for students to represent Florida Tech at competition for several generations.

Manufacturing Design Methods

All subsystems conducted independent in-house design and manufacturing, all collaborating within a master CAD assembly where all components could be test-fit and tailored exactly as needed prior to manufacturing. STRUCTURES: The main structure of the vehicle is made of Aluminum tubing and was assembled with the help of a custom-made wooden jig to ensure best quality results during the welding process. POWERTRAIN: The team acquired a Honda GX50 Engine and modified it independently in order to fit within competition rules. DRIVETRAIN: The drivetrain subsystem was responsible for designing the steering assembly, three wheel assemblies (suspensions, sprockets, brakes, etc.), all of which was custom-made in-house according to our proprietary design. AERODYNAMICS: The body of the car went through different iterations in CAD, aiming for ideal coefficient of drag and ease of manufacturing, and was manufactured by creating a full-size foam mold used for glassing. ELECTRICAL: The electrical subsystem created a custom wiring harness to provide power and collect data from all engine sensors and components, as well as adding shut-off switches, a horn, and status lights, as required by competition rules.

Analysis

Several tests and simulations were conducted throughout the design and testing periods of this project, including FEM analysis conducted on all structural components, from the full chassis to individual mounts and brackets; CFD analysis conducted on the body design iterations until the final model; real-life testing of the engine to ensure its functioning with each step of the EFI conversion; monitoring of engine performance parameters utilizing the Haltech ECU interface, and other real-life testing conducted as components were assembled intermittently.

Future Works

The 2023-2024 Eco-Marathon team intends for the car to be used at competition in the 22024-2025 season. For this, the 2024-2025 team will need to ensure that the vehicle remains compliant with the regulation, which may be altered between seasons, and the future team will also have the chance to utilize the knowledge and results we have achieved and thus further develop the engine and improve on its performance and efficiency.

Manufacturing Design Methods

All subsystems conducted independent in-house design and manufacturing, all collaborating within a master CAD assembly where all components could be test-fit and tailored exactly as needed prior to manufacturing. STRUCTURES: The main structure of the vehicle is made of Aluminum tubing and was assembled with the help of a custom-made wooden jig to ensure best quality results during the welding process. POWERTRAIN: The team acquired a Honda GX50 Engine and modified it independently in order to fit within competition rules. DRIVETRAIN: The drivetrain subsystem was responsible for designing the steering assembly, three wheel assemblies (suspensions, sprockets, brakes, etc.), all of which was custom-made in-house according to our proprietary design. AERODYNAMICS: The body of the car went through different iterations in CAD, aiming for ideal coefficient of drag and ease of manufacturing, and was manufactured by creating a full-size foam mold used for glassing. ELECTRICAL: The electrical subsystem created a custom wiring harness to provide power and collect data from all engine sensors and components, as well as adding shut-off switches, a horn, and status lights, as required by competition rules.

Project Summary

Robotic Mining Capstone (RMC) is a university project in which students must engineer a lunar robot capable of driving, excavating, and constructing a berm designed to shield from radiation, blasts, ejecta, and the harsh space environment. The development of autonomous regolith-handling robots is fundamental for a long-term sustainable human presence on the lunar surface in conjunction with NASA’s Artemis Program. Additionally, the robot’s ability to build berms will protect structures such as astronaut habitats, cryogenic propellant tank farms, and in-situ supplemental food crop centers like NASA’s Veggie Project. RMC’s robot is designed to maximize berm volume relative to size while employing an efficient regolith storage mechanism. Fly ash was used in analog excavation testing to represent the mechanical behavior of lunar maria regolith. To ensure the completion of the robot, engineering design was divided into three subsystems: excavation, structures, and controls.

Project Objective

The principal objective of RMC is to design and manufacture a lunar robot capable of excavating, storing, transporting, and depositing surface-level regolith to build a berm that shall shield critical structures from the harsh space environment. Protecting astronaut infrastructure is essential in developing a sustained off-planet human presence.

Manufacturing Design Methods

After conducting a thorough literature review of robotic excavation mechanisms, the team opted for a bucket drum design due to its proven success and relative simplicity. The fidelity of this design was validated through Becker 3D® simulations, a software demonstrating regolith particle loading, which yielded the prototype’s fill capacity. The selected bucket drum design was coined “double-double” for its double-scoop double-storage geometry. For mobility, hollow rigid wheels with grousers were selected to improve traction while minimizing dust buildup. The robot’s wheels were 3D-printed in-house from PLA. Through Ansys® simulations, it was proven that PLA can handle expected torques during digging and driving with a factor of safety of 1.23. The chassis is built from Al 6063, selected for its lightweight and machinability. Passive dust control measures were taken to protect sensitive components during driving and excavating. These include implementing 3D-printed dust covers and plugging exposed holes with putty. For the controls suite, a Raspberry Pi is utilized for the onboard computer with Python scripting that executes manual and autonomous waypoint navigation sequences. Brushless motors were implemented for their efficiency and longer lifespan. Additional electrical hardware includes a 12V 9Ah lead acid battery, motor controllers, through bore encoders with hall sensors, an IMU, and a COTS kill switch. All electronics are housed within a sealed box to mitigate dust erosion of wiring and sensitive components.

Analysis

A suite of programs was used to perform a comprehensive analysis of the robot. Torque profiling and stress analysis were conducted using Ansys® for the wheels. The anticipated bending stress on the chassis was determined using a MATLAB® shear-moment script. Webots® was used to create a simulated mission arena with rocks, craters, and mining zones. A mock robot was piloted through this virtual arena to refine the capabilities of the physical prototype. To refine the excavation design, Becker 3D® simulated the regolith particle loading into and out of each bucket drum. This yielded a percent fill capacity (~80% per drum). In addition to the aforementioned programs, first-order calculations were performed by hand and in Python to confirm expected magnitudes.

Future Works

Future work includes refining the robot’s autonomous navigation code and implementing an image path planning algorithm. While the robot is capable of manual control, full autonomy will require additional testing for turn precision, waypoint accuracy, and calibration of the IMU to mitigate sensor drift and system noise. For lunar-based applications, the team envisions the installation of onboard image processing by which the robot can navigate through a local region without dropping waypoints beforehand.

Manufacturing Design Methods

After conducting a thorough literature review of robotic excavation mechanisms, the team opted for a bucket drum design due to its proven success and relative simplicity. The fidelity of this design was validated through Becker 3D® simulations, a software demonstrating regolith particle loading, which yielded the prototype’s fill capacity. The selected bucket drum design was coined “double-double” for its double-scoop double-storage geometry. For mobility, hollow rigid wheels with grousers were selected to improve traction while minimizing dust buildup. The robot’s wheels were 3D-printed in-house from PLA. Through Ansys® simulations, it was proven that PLA can handle expected torques during digging and driving with a factor of safety of 1.23. The chassis is built from Al 6063, selected for its lightweight and machinability. Passive dust control measures were taken to protect sensitive components during driving and excavating. These include implementing 3D-printed dust covers and plugging exposed holes with putty. For the controls suite, a Raspberry Pi is utilized for the onboard computer with Python scripting that executes manual and autonomous waypoint navigation sequences. Brushless motors were implemented for their efficiency and longer lifespan. Additional electrical hardware includes a 12V 9Ah lead acid battery, motor controllers, through bore encoders with hall sensors, an IMU, and a COTS kill switch. All electronics are housed within a sealed box to mitigate dust erosion of wiring and sensitive components.

Project Summary

Project Garbage Float aims to reduce plastic pollution in oceans, lakes, and riverways by creating a commercially available cleaning robot that collects floating garbage by skimming the water surface. The aim was to reduce the final cost to a fraction to its current privatized competitors, and to create an autonomous vessel which is capable of operating without human intervention for an extended period of time. The current design is made of 6061 aluminum extrusions and off the shelf reinforcement brackets to provide quick and straight forward maintenance or replacements. The vessel can be modified or extended further using other parts that are compatible with the 1010 Series T-slot system. The flotation of the vehicle is achieved by two foam core fiberglass pontoons which are both adjustable on the forwards and upwards axes. This allows precise fine tuning for every water salinity. The collection system of the vehicle is made from aluminum framing and zinc plated hardware cloth. A high torque motor is driving the conveyor belt which scoops up the garbage using perforated aluminum fins. The acrylic glass siding keeps the collected debris on the belt during its travel to the collection bin, which can hold up to 30 cubic feet, or 200 lbs of garbage. The watercraft is autonomous. It can follow a set of pre-defined waypoints and locate itself in the world using GPS and a compass. Whenever encountering a hazard, it can return to its original launch position. The peripherals of the Garbage Float are also connected to autonomy. Based on the ambient lighting the navigation lights turn on or off, and the belt drive motor can be turned off for traversal. The electronic system can operate for over 40 hours without interruption. An emergency stop button is clearly positioned on the frame of the vehicle to turn off all operations if necessary. All batteries are in watertight containers and have fuses. Propulsion is achieved by two independently controlled underwater thrusters capable of turning the vehicle around in one spot. By running this vehicle and filling up the collection bin once a day, a single Garbage Float can scoop out 30 metric tons of floating garbage per year.

Project Objective

The objective of this project is to develop an autonomous marine vehicle which can collect floating debris from the top 6 inches of the water, while keeping its size small enough to fit a standard pickup truck. As a secondary objective, the vessel should be autonomous, and require no human input for collecting the flotsam.

Manufacturing Design Methods

The vehicle was built using 6061 aluminum T-slot framing and brackets made from the same material. Initially, CAD software was used to design the frame and run simulations using the expected forces on the most critical joints. The frame has additional zinc anodes attached to them to reduce the galvanic corrosion between the extrusions and the stainless-steel bolts. Four attachment points are available on the frame for lifting the vehicle. Only two types of bolts are used throughout the framing to reduce tool requirements as much as possible. The entire vehicle can be maintained with a wrench, and Allen key and a screwdriver. The pontoons were designed first as they are the most critical part of the vehicle. Fiber glassing experience was gathered by creating test samples of small pontoons, and fixing mistakes in the procedure that were identified on earlier samples. Foam was cut to size and shape using a CNC foam cutter, and two layers of fiberglass was applied over it using marine epoxy. The top of the pontoons are two layers of fiber glassed plywood with threaded inserts sandwiched between them for attachment points. The sides are painted using white gelcoat. The conveyor belt is a zinc coated mesh that was cut to size and bolted into a continuous loop. Four sprockets attached to aluminum hollow shafts drive the belt. These shafts are driven by a high torque brushed DC motor using a timing belt. To avoid injury, the sides of the conveyor belt are taped over with rubber tape. To avoid losing collected garbage, a polycarbonate siding was laser cut and bolted to the conveyor belt extrusions. For transportation purposes the entire conveyor belt pivots and can be locked into different angles. The collection bin is made from aluminum press-fit framing parts with plastic connectors. The bottom frame of the bin is filled with expanding foam to keep it on the water surface if dropped. Zinc coated hardware cloth was used to line the insides of the bin, attaching it to the flanges of the frame with washers and rivets. Powder coated steel latches are added to the back of the bin that hold it in place. The control system was designed with cost effectiveness and expandability in mind. The vehicle is controlled by a mid-range MatekSys flight controller that communicates with an Arduino Nano. Both boards still have several ports open for additional connections. The control box has watertight bulkheads, including a spare one for additional peripherals. The motors run independently from a separate power source that is isolated by a relay. By engaging the emergency stop, all the relays turn off and interrupt power to all parts of the vehicle. The thrusters can be adjusted up and down one foot if needed for transportation or different water salinities.

Specification

• Weight (including batteries): 220lbs • Size with pontoons: 75” W x 94” L x 42” H • Size without pontoons: 50” W x 94” L x 32” H • Bin capacity: 30 cubic feet / 200lbs • Top speed: 4 m/s • Power consumption (Idle): 10W • Power consumption (Operation): 70W • Power consumption (Theoretical maximum): 510W • Conveyor motor torque: 70kgf-cm • Conveyor speed: 0.5ft / sec • ESC max current: 40A • Controls battery voltage: 12V • Controls battery capacity: 36Ah • Thruster battery voltage: 24V • Thruster battery capacity: 50Ah • Maximum operating time on one charge: 40hrs

Analysis

The highest loading point on the vehicle is where the pontoons attach to the frame. Simulations were run to determine the maximum load capabilities of these joints. Brackets were added to strengthen these points so they can endure the loading requirement of 500lbs. To estimate the maximum operating time, the vehicle was fixed in the water and the thrusters were powered up to normal operating speed. A power monitor was attached to the battery to monitor the load. To determine the maximum power consumption, the thrusters were powered to maximum throttle and the power monitors values were recorded.

Future Works

The vehicle can be further expanded if additional work and resources are provided. The autonomous nature of the vehicle could be refined into a more sophisticated method, and additional peripherals could be introduced. A GPRS system that can send alerts could be a useful addition, as well as solar power for sustainability. Accessories can be developed such as charging stations or different fins and frame configurations. The connection to the waypoint manager system could be set up so the vehicle(s) operate as a swarm.

Manufacturing Design Methods

The vehicle was built using 6061 aluminum T-slot framing and brackets made from the same material. Initially, CAD software was used to design the frame and run simulations using the expected forces on the most critical joints. The frame has additional zinc anodes attached to them to reduce the galvanic corrosion between the extrusions and the stainless-steel bolts. Four attachment points are available on the frame for lifting the vehicle. Only two types of bolts are used throughout the framing to reduce tool requirements as much as possible. The entire vehicle can be maintained with a wrench, and Allen key and a screwdriver. The pontoons were designed first as they are the most critical part of the vehicle. Fiber glassing experience was gathered by creating test samples of small pontoons, and fixing mistakes in the procedure that were identified on earlier samples. Foam was cut to size and shape using a CNC foam cutter, and two layers of fiberglass was applied over it using marine epoxy. The top of the pontoons are two layers of fiber glassed plywood with threaded inserts sandwiched between them for attachment points. The sides are painted using white gelcoat. The conveyor belt is a zinc coated mesh that was cut to size and bolted into a continuous loop. Four sprockets attached to aluminum hollow shafts drive the belt. These shafts are driven by a high torque brushed DC motor using a timing belt. To avoid injury, the sides of the conveyor belt are taped over with rubber tape. To avoid losing collected garbage, a polycarbonate siding was laser cut and bolted to the conveyor belt extrusions. For transportation purposes the entire conveyor belt pivots and can be locked into different angles. The collection bin is made from aluminum press-fit framing parts with plastic connectors. The bottom frame of the bin is filled with expanding foam to keep it on the water surface if dropped. Zinc coated hardware cloth was used to line the insides of the bin, attaching it to the flanges of the frame with washers and rivets. Powder coated steel latches are added to the back of the bin that hold it in place. The control system was designed with cost effectiveness and expandability in mind. The vehicle is controlled by a mid-range MatekSys flight controller that communicates with an Arduino Nano. Both boards still have several ports open for additional connections. The control box has watertight bulkheads, including a spare one for additional peripherals. The motors run independently from a separate power source that is isolated by a relay. By engaging the emergency stop, all the relays turn off and interrupt power to all parts of the vehicle. The thrusters can be adjusted up and down one foot if needed for transportation or different water salinities.

Project Summary

Laika has developed an educational apparatus to be used in Florida Tech’s Heat Transfer Laboratory. The main objective of this device is to educate students on thermal management systems used in space. The two space technologies featured are an Active Thermal Protection System (ATPS) and a set of Radiator Panels. In traditional applications, a passive heat shield made of multi-layer insulation (MLI) protects the spacecraft from aerothermal heating from space reentry. This is a costly process as these tiles must be replaced every use, so the team has investigated an active thermal protection system (ATPS) which runs the reserve fuel between the layers of insulation to preserve them and is a reusable system. During a single orbit a space station is subject to extreme temperatures, and it is necessary to regulate that heat for astronaut safety. For this reason, Radiator Panels are designed to reject excess heat from the station to the environment. During the early stages of this project, the team discovered an industry need to optimize lighter, more compact and more efficient ATPSs and Radiator Panels. Specifically, optimizing internal geometries by incorporating Triply Periodic Minimal Surfaces (TPMS) and manufacturing the devices. To combat this need, Laika’s thermal management systems consist of TPMS structure capable of being 3D printed with stainless steel. There will be two experiments derived from one apparatus. One will be for the ATPS, designated as (1), and the other for the Radiator Panels, designated as (2). The objectives of these lab demonstrations are to have students calculate constant surface heat flux across the ATPS (1), evaluate and compare view factor at two panel orientations (2), evaluate emissivity (2), assess thermal management systems with and without gyroids (1 & 2), observe how flow rate impacts temperature variation (1 & 2), and become familiar with thermal system technologies for space applications (1 & 2). Parameters which can be manipulated to conduct these experiments include flow rate and the panel rotation angle. The various temperature nodes and flow rates are the data collected for students to perform the post-lab assessment. To complement the labs, two manuals providing background information, procedures to conduct the experiments, and assessment material are available for use. The apparatus configures both the ATPS and radiator panels in a single thermal loop. At the beginning of the thermal circuit, water with an ethylene-glycol additive is heated by a probe in a pre-heater tank. Once the optimal water temperature is reached, the fixed-displacement pump is powered on, and the fluid is pushed through the system through flex tubing. In the fluid line, prior to each thermal management device, is a gate control valve and a flow meter. The gate control valve manipulates the flow rate, and the flow meter measures the velocity. There are five thermocouples: submersed in the fluid line prior to the fluid entering the ATPS, submersed in the fluid line as the fluid exits the ATPS, submersed in the fluid line as the fluid exits the radiator panels, adhered on top of the ATPS, and adhered on the bottom of the ATPS. The ATPS is heated by a heating pad. After the fluid passes through the radiative panels, it is cycled back through the system. Adhesives and emissivity coatings are applied to the radiative panels. External to the fluid loop includes a scissor mechanism and gimbaling configuration. Both devices are mechanisms used on space station(s) to support panel rotation. The scissor mechanism extends and retracts the panels to enhance heat dissipation via view factor. In a real-world application, gimbaling prevents any additional heat sources from overheating the panels by keeping them edge-on-to-the-sun by rotating the scissor mechanism in pitch and yaw orientations. Laika’s apparatus has the scissor mechanism in a vertical orientation and uses light-tracking technology to mimic gimbaling behavior. To further validate the performance of the system, a MATLAB simulation has been prepared demonstrating the ideal trendline temperature behavior across the ATPS and radiator panels.

Project Objective

The project’s objective is to design, develop, and manufacture an apparatus for the Heat Transfer Lab focusing on the application of heat transfer and thermal systems in space. The apparatus is planned to be used in the Heat Transfer lab for teaching and research purposes.

Manufacturing Design Methods

All components in this system were procured or manufactured via laser jetting or 3D printing. Extensive research and analysis were completed for all components within the system. Laser Cutting & Water Jetting: Support Arms & Brackets for the Scissor Mechanism Additive Manufacturing: Radiative Panels, ATPS, & Fluid Line Converters (Future Work)

Analysis

The overall system simulation demonstrates the trendline behavior of the thermal performance for the ATPS and radiative panels. Thermal: Pressure Drop, Radiator Panel Performance and ATPS Performance Mechanisms: Planetary Gears

Future Works

Post showcase, the team will complete the manufacturing and integration of the radiative panels and ATPS. The apparatus will be stationed in the Heat Transfer Laboratory to be utilized by the next several generations of Florida Tech mechanical engineering students.

Manufacturing Design Methods

All components in this system were procured or manufactured via laser jetting or 3D printing. Extensive research and analysis were completed for all components within the system. Laser Cutting & Water Jetting: Support Arms & Brackets for the Scissor Mechanism Additive Manufacturing: Radiative Panels, ATPS, & Fluid Line Converters (Future Work)

Project Summary

Florida Tech is currently planning a comprehensive renovation of the existing Frueauff Laboratory Building. Originally donated by NASA and transported to its current location many years ago, the structure no longer adequately serves the evolving needs of the campus. The proposed renovation project aims to execute a complete demolition of the current Frueauff Building and redevelop an entirely new edifice on the existing footprint. This endeavor, evaluated as a brownfield construction project due to the previous land being entirely developed, seeks to expand the building significantly. Enlarging the current 14,352 square foot structure to approximately 43,000 square feet, the new building is anticipated to ascend vertically, spanning a minimum of three floors. The fundamental objective of this redevelopment is to greatly enhance the academic environment at Florida Tech. This will be achieved by introducing new laboratories dedicated to Civil Engineering, Ocean Engineering, and Geology. The renovated structure will also integrate new office spaces, classrooms, and research laboratories, thereby substantially diversifying the building's utility and functional capacity.

Project Objective

Tech Renovations, comprising of engineers and construction managers, dedicates itself to rejuvenating and expanding the Frueauff Laboratory Building to satisfy stakeholders. We champion excellence, innovation, and sustainability. We aim to create a lasting legacy of excellence through the Freauff demolition and redesign, establishing new offices and enhanced lab spaces.

Manufacturing Design Methods

The Frueauff Building Engineering and Construction Plan sets were designed using AutoCAD. The 3D building model was created using Revit Design Software. The VR Oculus software used to simulate a live building walkthrough was through Iris VR.

Specification

Building remodeling is to stay within the current Florida Tech Frueauff Building Footprint. Parking geometric changes must stay within Florida Tech property lines while not affecting existing retention ponds to keep pervious and impervious surface areas within the retention pond's design criteria.

Future Works

This project was designed in hopes of potential momentum to complete the reconstruction of the existing Frueauff Building. The building was supposed to be rebuilt several years ago but was given up late into the design.

Manufacturing Design Methods

The Frueauff Building Engineering and Construction Plan sets were designed using AutoCAD. The 3D building model was created using Revit Design Software. The VR Oculus software used to simulate a live building walkthrough was through Iris VR.

Project Summary

Our Housing for Heroes project originates from the vision of Mr. John Newton, a longstanding advocate for creating affordable housing for military veterans. The commitment to this idea has spanned several years and this is why he approached Dr. Troy Nguyen at Florida Tech seeking to bring this vision to fruition through the Senior Design Showcase and Dr. Nguyen's tutelage. Florida Tech’s curriculum and quality of education are held in high regard, so the upcoming generation of Construction Management and Civil Engineering was chosen to bring this vision to the next phase of becoming a reality. The sixty-eight-unit development, situated on Wickham Road, just northwest of the Pineda Causeway intersection, will consist of seventeen two-story quadplexes with one-bedroom/one-bathroom 750 square-foot units.

Project Objective

CPEG is dedicated to providing provide affordable, quality housing for military veterans through our Housing for Heroes project. Our mission is to create a residential community for military veterans in Melbourne, FL, with units priced affordably below $120,000, serving as a national model of support and excellence.

Manufacturing Design Methods

Monolithic slab and SIP to ensure the construction time and cost is reduced. The earthwork moved to excavate the ponds will be tested, and if usable, will be used for filling material.

Specification

Muck must be removed, and fill material that meets specific properties will be able to achieve 90% modified proctor testing. SIP connections to foundations and other joints and joists. Hurricane straps and nailing patterns must be met to ensure proper design strength. ADA parking and housing were also a focus point; making half of our development ADA compliant housing was a great achievement. Water detention and retention ponds are found on the north and south of the property to handle the newly developed impervious areas.

Analysis

Soil testing, SIP automation, cost of construction, and value to housing for veterans.

Future Works

Any changes or repairs to the utilities under the slab will be costly. The need to construct connections is critical. SIP construction will make the building durable and reliable for natural disasters, most future work would consist of maintenance. Additionally, adding units to continuing support for struggling veterans.

Manufacturing Design Methods

Monolithic slab and SIP to ensure the construction time and cost is reduced. The earthwork moved to excavate the ponds will be tested, and if usable, will be used for filling material.