MECH3110 Final Design Report Group22

University of New South Wales
SCHOOL OF MECHANICAL AND MANUFACTURING ENGINEERING
MECH 3110
Mechanical Design I
Major Assignment:
Recovery Systems Inc. Final Design Proposal
Group 22
Jason Sengmany z5061603

Courtney Morris z5112867
Hamal Shah z5075306
Kevin Huynh z5061996
Hosea Liem z5061439
Submitted 26th October 2018

Executive Summary
The School of Mechanical and Manufacturing Engineering at UNSW has assigned Recovery Systems
Inc the task of designing an artefact recovery system. The system would be installed aboard a Nimitz
class aircraft carrier and tasked with the retrieval of artefacts at a max depth of 1000m below sea level.
This report details the preliminary design of the artefact recovery system, starting with three
conceptual designs, followed by concept selection and validation of the chosen concept. The aim is to
create a system which maximise the recovery area, while working within suitable time and cost
margins. The final chosen concept incorporates a travelling crane stationed above a fixed gantry. The
gantry parked perpendicular to the length of the aircraft carrier allows crane accessibility to two drop
sites located on either side of the ship. The crane consists of a fixed length boom and a recovery
device attached at the end of its winching system. The viability of the final concept is ensured through
preliminary calculations and comparison with Australian Standards AS1418.1-2002.
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Table of Contents
Executive Summary ................................................................................................................................ ii
Figures and Tables ................................................................................................................................. vi
1 Introduction ..................................................................................................................................... 4
2 Problem Analysis ............................................................................................................................ 4
2.1 Problem Statement .................................................................................................................. 4
2.2 Client Requirements and Constraints ...................................................................................... 5
2.3 System Requirements............................................................................................................. 6
2.3.1 Artefact Recovery Device ............................................................................................... 6
2.3.2 Winching System ............................................................................................................ 6
2.3.3 Power Train and Power Supply ...................................................................................... 6
2.3.4 Support Structure ............................................................................................................ 6
3 Preliminary Report Summary ......................................................................................................... 7
4 System Design ................................................................................................................................ 8
4.1 Winching System. ................................................................................................................... 9
4.1.1 Overview of Sub-System ................................................................................................ 9
4.1.2 Integration with other components.................................................................................. 9
4.1.3 Design justification and validation ............................................................................... 10
4.2 Power Train........................................................................................................................... 14
4.2.1 Overview of Sub-System .............................................................................................. 14
4.2.2 Integration with other components................................................................................ 14
4.3 Supporting Structure ............................................................................................................. 17
4.3. Overview of Sub-System ................................................................................................. 17
4.4 Artefact Recovery Device ..................................................................................................... 36
4.4.1 Overview of Sub-System .............................................................................................. 37
5 Costing .......................................................................................................................................... 45
5.1 Materials ............................................................................................................................... 45
5.2 Labour ................................................................................................................................... 46
6 Conclusion .................................................................................................................................... 47
References ............................................................................................................................................. 48
Appendix A: Detailed Calculations ...................................................................................................... 49
Appendix A.1: Winch Component Calculation ................................................................................ 49
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Appendix A.2: Bearing Stress in Sheave .......................................................................................... 51
Appendix A.3: Winch Drum Flange Analysis .................................................................................. 52
Appendix A.4: Winch Drum Stand Analysis .................................................................................... 54
Appendix A.5: Counter Weight Analysis ......................................................................................... 57
Appendix A.6: Counter Moment Analysis ....................................................................................... 58
Appendix A.7: Gantry Joint Analysis ............................................................................................... 60
Appendix A.8: Rail Powertrain Analysis .......................................................................................... 62
Appendix A.9: Upper Carriage Analysis .......................................................................................... 63
Appendix A.10. Actuator Force Analysis ......................................................................................... 67
Appendix A.11: Oil Reservoir Volume Analysis ............................................................................. 69
Appendix A.12: Stroke Time Analysis ............................................................................................. 70
Appendix A.13: Deflection in Recovery Device .............................................................................. 71
Appendix A.14: Housing Lid Analysis ............................................................................................. 75
Appendix A.16: Velocity of Under Carriage .................................................................................... 77
Appendix A.17: Shaft Force Analysis .............................................................................................. 78
Appendix A.18: Shaft Material Properties and Correction Factors .................................................. 79
Appendix A.19: Gantt Chart ............................................................................................................. 80
Appendix B: Engineering Drawings ..................................................................................................... 81
Appendix B.1: ARD.......................................................................................................................... 81
Appendix B.1.1: Left Web ............................................................................................................ 81
Appendix B.1.2: Right Web .......................................................................................................... 82
Appendix B.1.3: Scoop ................................................................................................................. 83
Appendix B.1.4: Scoop Shafts ...................................................................................................... 84
Appendix B.1.5: Holding Jig ........................................................................................................ 85
Appendix B.1.6: Housing.............................................................................................................. 86
Appendix B.1.7: Outer Arms ........................................................................................................ 87
Appendix B.1.8: Arm Shafts ......................................................................................................... 88
Appendix B 1.9: Housing Lid ....................................................................................................... 89
Appendix B.2: Support Structure ...................................................................................................... 90
Appendix B.2.1: Crane Wheel ...................................................................................................... 90
Appendix B.2.2: Hydraulic Brake................................................................................................. 91
Appendix B.2.3: Undertray Shaft ................................................................................................. 92
Appendix B.2.4: Overcarriage ...................................................................................................... 93
Appendix B.3: Winching System...................................................................................................... 94
Appendix B.3.1: Winch Drum ...................................................................................................... 94
Appendix B.3.2: Sheave................................................................................................................ 95
Appendix B.3.3: Drum Stand ........................................................................................................ 96
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Appendix B.3.4: Jib Stand ............................................................................................................ 97
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Figures and Tables
Figure 1 – Final Design........................................................................................................................... 8
Figure 2 - Winch Drum and Stand .......................................................................................................... 9
Figure 3 - 34mm Sheave ....................................................................................................................... 10
Figure 4 - DIEPA B75 Cross Section ................................................................................................... 10
Figure 5 - Finite Element Analysis of Drum......................................................................................... 12
Figure 6 - Finite Element Analysis of Drum Stand............................................................................... 12
Figure 7 - Finite Element Analysis of Drum Stand Deformation ......................................................... 13
Figure 8. Free body diagram of winch drum ........................................................................................ 14
Figure 9 - Exploded View of Upper Carriage ....................................................................................... 18
Figure 10 - View of Under Carriage Slew ............................................................................................ 19
Figure 11 - Gantry Rail ......................................................................................................................... 19
Figure 12 - Boom .................................................................................................................................. 20
Figure 13 - Cross Section of Boom....................................................................................................... 20
Figure 15 - Schematic of Sheaves ......................................................................................................... 21
Figure 14 - Sheave Connector............................................................................................................... 21
Figure 16 - Jib Connector ..................................................................................................................... 22
Figure 17 - Boom Mounts ..................................................................................................................... 22
Figure 18 - Counter Weight .................................................................................................................. 23
Figure 19 - Guy Wire ............................................................................................................................ 23
Figure 20 - Slewing Bearing ................................................................................................................. 24
Figure 21 - Slew Bearing Mount........................................................................................................... 24
Figure 22: SKF NCF Bearing interface with gantry wheel................................................................... 25
Figure 23: Gantry wheel on I beam ...................................................................................................... 26
Figure 24: Interfacing for motor ........................................................................................................... 26
Figure 25 - FEA of Boom ..................................................................................................................... 27
Figure 26 - FEA of Upper Carriage ...................................................................................................... 28
Figure 27 - Safety Factor of Carriage ................................................................................................... 28
Figure 28. Space frame design of upper carriage .................................................................................. 29
Figure 29 - Bearing Location FBD ....................................................................................................... 31
Figure 30: Equivalent stress on the wheel ............................................................................................ 32
Figure 31: Total deformation on the wheel ........................................................................................... 32
Figure 32 - FEA Deflection of Gantry .................................................................................................. 34
Figure 33 - FEA Stress of Gantry ......................................................................................................... 34
Figure 34 - Joint Plate ........................................................................................................................... 34
Figure 35 - FEA of Axial Force Gantry ................................................................................................ 35
Figure 36: Recovery device when open ................................................................................................ 36
Figure 37: Recovery device when closed ............................................................................................. 36
Figure 38 - Waterproof Housing ........................................................................................................... 38
Figure 40 - Winch for Electrical Cable ................................................................................................. 39
Figure 39 - Camera on Holding Jig....................................................................................................... 39
Figure 41 Depiction of partial nylon tubing around electrical cable..................................................... 43
Table 1. Functional requirements of overall artefact recovery system ................................................... 5

Table 2. Constrains of overall artefact recovery system ......................................................................... 5
Table 3. Chosen rope type for the winching system ............................................................................. 10
Table 4: Winch technical data............................................................................................................... 11
Table 5. Drum material ......................................................................................................................... 11
Table 6. Selected gearbox component .................................................................................................. 15
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Table 7: Motor technical data [5] .......................................................................................................... 15
Table 8: Pump technical data [6] .......................................................................................................... 16
Table 9: Pump technical data ................................................................................................................ 16
Table 10. Assumed supporting structure dimensions ........................................................................... 17
Table 11. Material properties of Amstrong Ultra 960QL ..................................................................... 17
Table 12 - Loads of Upper Carriage ..................................................................................................... 18
Table 13- Properties of Bearing KUDO01900-030VA15-900-000 ...................................................... 24
Table 14. Counter weight at different lengths....................................................................................... 29
Table 15:Initial Correction Factors ....................................................................................................... 30
Table 16. Section Properties of Custom I-Beam................................................................................... 32
Table 17. Section Properties of 200x200x16 SHS AS1163/C350LO(Orrcon) ..................................... 33
Table 18. Properties of Grade 350 XLERATE Steel Plate (BlueScope) .............................................. 33
Table 19. Required Material Length ..................................................................................................... 33
Table 20: RR10018 Technical Specifications [9] ................................................................................. 40
Table 21: ZE6410SW Technical Specifications [10]............................................................................ 40
Table 22- Deflection in ARD ................................................................................................................ 41
Table 23 - Laser Sensor ........................................................................................................................ 42
Table 24 - GPS ...................................................................................................................................... 42
Table 25 - Optic Fibre ........................................................................................................................... 43
Table 26 - Electrical Cable ................................................................................................................... 43
Table 27 - Nylon Tubing....................................................................................................................... 44
Table 28 - Winch Device ...................................................................................................................... 44
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1 Introduction
The UNSW School of Mechanical and Manufacturing Engineering had recently obtained a
decommissioned Nimitz class aircraft carrier and wishes to employ it in order to perform treasury
recovery operations off the coast of Thessia, Oceania in order to support its limited budget constraints.
The following report presents the preliminary design of an artefact recovery system to be placed on a
Nimitz class aircraft carrier. An analysis of the problem from the client’s needs and the system
requirements was first carried out in seeking to design a feasible and competitive solution. A recovery
system was to be designed such that it can obtain artefacts deep below the ocean and will be mounted
and operated from the deck of the provided retired Nimitz class aircraft carrier. In the designing of an
appropriate solution, in which the system must be able to operate according to the clients
requirements, this report details the process and the optimisation of creating a feasible solution.
Initially in the previous preliminary report, conceptual designs were drawn and broken down, where a
final concept design was then selected according to its advantages. Following this an analysis of the
chosen concept is carried out with calculations validating structural integrity and compliance with
AS1418.1-2002 standards. This report details the finished final design of a suitable and competitive
recovery system that will meet the requirements of the UNSW School of MME.
2 Problem Analysis
The following section details the analysis of the given design request from the perspective of the
client, as well as, the needs of the system.
2.1 Problem Statement

Recovery Systems Inc. has been tasked with the design of a feasible deep sea artefact recovery system
by the School of Mechanical and Manufacturing Engineering UNSW in order to support its budget
constraints. The system proposed to suitably meet the needs of the client will be developed and
negotiated with the client in order to meet their requirements. The proposed system will consist of an
artefact recovery device, supporting structure, winching system, power train, and power supply. It will
be commissioned aboard a Nimitz class aircraft carrier and retrieve artefacts from a maximum depth
of 1000m below sea level. The artefacts will have a maximum weight of 25 tonnes and be within an
envelope of 12m x 5m x 5m. The whole operation will have a cycle time of at most 3hrs.
The final design should:
1. Maximise recovery area around the perimeter of the ship
2. Minimise cycle time, which includes; deployment of the system at the recovery zone, retrieval
of the artefact, and transport to drop site.
4
2.2 Client Requirements and Constraints
The following requirements and constraints, found in Table 1 and Table 2 respectively, were derived
from client negotiations and a thorough understanding of the design brief.
Table 1. Functional requirements of overall artefact recovery system
Functional Requirements
1.1 The system must lift 25 tonnes
1.2 The system must be operational at 1km below sea level
1.3 The cycle time of the system shall be a maximum of 3 hours
1.4 The system shall operate between recovery zones a and b
1.5 The system shall be able to place the artefact at the designated drop site
1.6 The system shall recover all items fitting within a 12x5x5m envelope
1.7 The system is expected to last for full system life
1.8 The system shall retrieve artefacts of both fragile and robust nature
Table 2. Constrains of overall artefact recovery system
Constraints
2.1 The system must comply with AS1418.1-2002 (Section 1-7)
2.2 The system will have a maximum deflection limit of 3mm
2.3 The recovery device shall fit within an envelope of 9x9x9m
2.4 The system cable shall not exceed a velocity of 5m/s
2.5 The system shall allow space for a designated drop site of minimum
dimension 12x5x5m
2.5 The system shall not interfere with the 3rd party rail system and Operations
head quarters
5
2.3 System Requirements
The technical requirements of each subsystem are presented below.
2.3.1 Artefact Recovery Device

1.1 The device must provide enough force to maintain contact with a 25t mass
1.2 The device must be operable at a depth of 1000m below sea level
1.3 The device must have an overall deflection of less than 3mm
2.3.2 Winching System

2.1 The system must generate enough torque to raise both the artefact recovery device and
artefact
2.2 The rope must be able to support a weight of weight of the artefact recovery device +
25t
2.3 The winch drum must have a capacity of 1200m, which includes additional length for
safety wrapped layers and reeving
2.3.3 Power Train and Power Supply

3.1 The power train must have a maximum output torque capable of raising a 30t mass on
the winch drum’s outer layer
3.2 The scaled output torque of the motor must not exceed the maximum rated output torque
of the power train
3.3 The power supplied by the motor must allow for a line speed of at most 5 m/s
2.3.4 Support Structure

4.1 The support structure must house all components of the power train and winching system
4.2 The support structure must maintain stability in both static and dynamic conditions
4.3 The support structure must be deployable at one or more drop zones along the perimeter
of the aircraft carrier
4.4 The support structure must have an overall deflection of less than 3mm
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3 Preliminary Report Summary
After negotiations with the client in light of the requirements of the proposed solution, three concepts
were designed, where they were then evaluated and compared with each other in order to determine
the most feasible solution that best meets the client’s needs. Through the use of a Pugh’s matrix, an
optimised design was derived from the drawn concepts and was developed. Recovery Systems Inc.
had presented a preliminary and validated artefact recovery system in line with AS1418.1-2002
standards for implementation to The School of Mechanical and Manufacturing Engineering at UNSW.
The system presented featured a double gantry support structure with a crane housing and
counterweight mounted upon a slewing drive. The slewing unit is mounted upon an under carriage
which traverses the central I-beams with custom made wheels to ensure versatility of placement of the
recovery device. A fixed length boom is also mounted onto the crane housing, through which a
DIEPA B75 cable acts as a winch with a custom-made steel drum for storage. The winch is powered
by a Bosh Rexroth gearbox, a fixed plug-in hydraulic motor, A4VSO 500 hydraulic pump and a
TECO Cast iron TEFC 3-phase squirrel cage induction motor. The winch lowers the recovery device
to a maximum depth of 1000 metres at 1.33 m/s. The recovery device – made from high tensile steel –
is actuated by a single, double action hydraulic return cylinder mounted to a control box, which
houses the power for the actuator - an electric hydraulic pump. The control box sits meters above the
‘grab’ mechanism with an umbilical winch connecting the control box to the surface to allow for
actuation and control of the grab.
Further optimisation and validation of the final overall system and each of its respective subsystems
will be described in the following section.
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4 System Design
A preliminary analysis is carried out on the selected concept with calculations validating the
suitability of the design.
Figure 1 – Final Design
8
4.1 Winching System.
Figure 2 - Winch Drum and Stand
4.1.1 Overview of Sub-System

The winching system, seen in figure 2, is designed with a load capacity of 27 tonnes, which includes
the possible weight of the artefact recovery device in addition to the payload. The following
components have been chosen in the preliminary design and further justified for their viability.
A custom designed stand is used to anchor the drum to the upper carriage of the crane. To secure the
stand to the crane, 4 x Grade 12.9 M24-3.220mm socket head cap screws are used at its base. Refer to
the calculations in Appendix A.4 for justification of bolt and separation analysis. A set of 36xM30
tapped holes have been used to secure the winching gearbox and supporting bearing.
4.1.2 Integration with other components

The drum is attached to the stand, where the stand is then anchored upon the upper carriage of the
crane. The rope is attached upon the drum for storage, and is connected to the sheave which is
mounted on the crane, and then consequently connected to the recovery device.
To comply with AS1418.1-2002 Section 7.18, the minimum ratio for sheaves used in cranes with an
M6 classification is 22.4. For the 34mm winching cable, the minimum required pitch diameter of the
sheave is 761.5mm. Following the guide from Appendix J of the standards, a custom sheave has been
designed for the given rope, as seen in figure 3. Dimensions of the sheave can be found in Appendix
A.2. For a maximum load of 27-tonnes, the bearing stress exerted on the sheave was found to be
54MPa. Therefore, a Grade 250 steel plate is suitable for the wire rope sheave. Refer to Appendix A.2
for detailed calculations of the bearing stresses in the sheave.
9
Figure 3 - 34mm Sheave
4.1.3 Design justification and validation

Rope Selection
Figure 4 - DIEPA B75 Cross Section
The rope chosen for the design, seen in Figure 4, is summarised below:
Table 3. Chosen rope type for the winching system
Model DIEPA B75

Grade 2160
Diameter 34
Minimum breaking force 1245
Weight 5.88
Fill factor 0.7550
Loss factor 0.8450
The classification of mechanisms was found to be M6 for a crane used approximately 8 hours a day
with medium to heavy loads. From the AS1418.1-2002 Section 7.16.2.3-5, the minimum breaking
force can be determined. The breaking force is:
As such the DIEPA B75 rope is appropriate for the use in the system. For full calculations refer to
Appendix A.
Drum Design
Technical data of the custom-made drum from the preliminary design phase is summarised in Table 7
below.
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Table 4: Winch technical data
Drum outer diameter 1200 mm

Drum thickness 52 mm
Drum width 1000 mm
Flange diameter 1960 mm
Max number of Layers 9
Approx. Drum Capacity 1200 m
Rope Diameter 34 mm
Working Load Limit (Outer Layer) 27 000 kg
As per the AS1418.1-2002 Standards, for a diameter rope and an M6 classed crane [2], the
minimum drum diameter was required to be:
4
The flange diameter of the drum is required to be larger than the outer working diameter by 2
diameters of the chosen rope [2]. This will prevent possibilities of the rope unravelling from the sides
of the winch drum. Therefore:
To attach the flange to the spooling section of the drum, a 4.5mm fillet weld is formed along the outer
edge of the cylinder. Refer to Appendix A.3 for detailed calculation of weld size.
The minimum drum thickness is found by considering the maximum bending and compressive
stresses occurring in the drum. A thickness of approximately 52mm is required for a drum
manufactured from the material summarised in Table 6. Refer to Appendix A.1 for supporting
formula and calculation of drum thickness.
Table 5. Drum material
Material AS3678 Steel Plate

Grade 400
Yield Stress 400 MPa
Permissible compressive stress 240 MPa
A finite element analysis was carried out on the winching drum to determine the maximum equivalent
stress. A fixed support boundary condition was applied to the bolt holes of the drum and the opposite
bearing support. A load was applied to a line along the length of the drum simulating a 27-tonne
pulling load. The von-Mises equivalent stress in the drum can be seen in figure 5. The maximum
equivalent stress of 23MPa is well below the yield stress of the Grade 400 steel plate used for the
drum.
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Figure 5 - Finite Element Analysis of Drum
Drum Stand
A finite element analysis was carried out on the drum stand to determine the maximum equivalent
stress and deflection when maximally loaded. A fixed support was applied to the 4 bolted connections
at the base, while the force of a 27-tonne line-pull at to the horizontal was applied to all tapped
holes on either side of the stand. A free body diagram of the loading conditions can be found in
Appendix A.4, It was found that a maximum stress of 133.79MPa occurs about the bolted connection
at the base, as seen in figure 5. Using the Grade 400 steel plate with a yield stress of , the
factor of safety on the drum stand is:
A maximum deflection of 0.1906mm occurs on the two sides of the drum stand, as seen in figure _,
which is well within operational conditions.
Figure 6 - Finite Element Analysis of Drum Stand
12
Figure 7 - Finite Element Analysis of Drum Stand Deformation
13
4.2 Power Train
The power train is broken down into two subassemblies, the winching gearbox which connects the
motor to the drum and the hydraulic power supply which powers the winch. The hydraulic power train
was chosen over an electric power train due to its high torque output and suitability in a wet and
corrosive environment.

In the power train, the induction motor is connected with and powers the hydraulic pump, which in
turn powers the hydraulic motor as detailed below. The motor is then connected with the gearbox
which is located within the winch drum, thus effectively powering the winching system.

Winching Gearbox
A suitable gear train is required to scale the output torque of the motor to the drum. This is found by
calculating the maximum torque needed to operate the drum at its full capacity. From the outer layer
working diameter, and the maximum operational load of the system, the maximum output torque
required can be calculated. Considering the FBD below [3]:
Figure 8. Free body diagram of winch drum
For a load of :
For an M6 rated crane, a safety factor of is applied to the required output torque. Therefore,
the corrected output torque is:
The selected gearbox is chosen to have a maximum output torque .
14
The following gearbox from Bosch Rexroth was thus chosen [4]:
Table 6. Selected gearbox component
Model GFT 450 W4 6000

Maximum output torque 325 000 Nm
Transmission ratio 293.4, 421.7
Hydraulic Power Supply

A hydraulic drive system was selected due to its high power to weight ratio. With additional
components, the hydraulic drive can deliver variable amounts of torque to the winching system. The
lower inertia from reduced gearing mechanisms allows for faster response times and more accurate
control. In comparison to electric drives, the hydraulic drive is capable of withstanding harsher
conditions, which include corrosive environments. Since the artefact recovery system will be
deployed out in the ocean, the hydraulic drive appears to be the more suitable option.
The selected motor dictates the line speed of the winching system. It is chosen such that the input
torque can reach the maximum output torque of the gearbox. The motor seen in Table 7 was therefore
selected.
To validate the motor and gearbox interface, the following equation is used:
Assuming the gearbox is outputting a maximum torque , using the smallest

transmission ratio :
The maximum torque output of the chosen motor at is which is enough to reach
maximum output torque of the gearbox.
The maximum power delivered by the motor is calculated using:
At maximum working pressure, maximum input flow, and assuming a total efficiency of 0.9, the
output power is:
Table 7: Motor technical data [5]
Model Fixed plug-in motor A2FE 250

Nominal Pressure 350 bar
Minimum Pressure 25 bar
15
Displacement 250
Speed (max) 2700 rpm
Input flow (at max speed) 675 L/min
Torque @ 350 bar (at max input flow) 1393 Nm
Max angular acceleration 10000
Case volume 2.5 L
Mass 82 kg
To provide hydraulic power to the system, a hydraulic pump is used to transform mechanical energy
to fluid flow. The chosen pump is required to have a pressure rating greater than or equal to that of the
system, and supply power larger than the input required by the motor. Table 8 below summarises the
relevant pump properties:
Table 8: Pump technical data [6]
Model A4VSO 500

Displacement (max) 500
Speed (max) 1320 rpm
Output flow (max) 660 L/min
Power 385 kW
Torque @ 350 bar 2783 Nm
Mass 320 kg
The maximum drive power required by the pump is 405kW, which can be supplied by the AC
induction motor selected.
Table 9: Pump technical data
Model TECO Cast iron TEFC 3-phase squirrel cage

induction motor
Power 450 kW
Max RPM 1485
Torque 2894 Nm
Mass 2500 kg
A gear ratio of is needed to ensure the output torque remains within operating range of the
pump.
Line Speed Analysis
The average line speed of the winching system can be found using [3]:
Assuming a draw length of 1200m, the average time taken to raise a 27t load is:
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4.3 Supporting Structure
The supporting structure of the system is split into 6 components. These components are the upper
frame, under frame, boom, slewing unit, gantry, and rail Wheels.
The final support structure concept, utilizes a housing structure reminiscent of a crawler crane,
mounted on an overhead gantry. For the verification of the support structure components the
assumptions in Table 10 were made.
Table 10. Assumed supporting structure dimensions
Assumption Value Unit

Length of the Frame 12 m
Width of the frame 3.5 m
Minimum vertical boom length 6 m
Approximated System weight (No 200 T
gantry)
The length and width of the upper and under frames are based on calculations associated with the
equivalent bearing load and counter weight load.
For the support structure the material of choice used is ultra-high tensile steel. Due to the large
loading forces, as well as the high induced stresses in members a sufficiently strong material with a
high yield limit is required for the construction of the supporting structure.
All structural components are designed to the load limit of Amstrong Ultra 960QL, specialized Ultra
high tensile steel used in mobile and crawler crane units. The properties of 960Ql can be seen in the
table below:
Table 11. Material properties of Amstrong Ultra 960QL
Property Value Unit

Yield Strength 900 Mpa
Ultimate Tensile Strength 1100 Mpa
Tensile Yield Strength 940 Mpa
4.3. Overview of Sub-System

4.3.1.1 Upper Carriage
The upper frame of the supporting structure encompasses the interface with the boom as well as
housing the crane counterweight, winch and control system. A space frame design, with the counter
weight located at the rear is used. The counter weight is held in place with a suitable cage structure.
The current concept allows the counterweight to be bolted to the frame’s base, securing it to the frame.
The cage design stops the counter weight from dislodging, particularly as the structure is rotating due
to the slewing unit.
The upper carriage houses the on-board components related to the winching system, the
counterweight and boom structure. The carriage structure is a total of 12m long, and 3.5m wide and is
constructed to withstand the factored forces as per the AS1418.1-2002 standards. An exploded view
of the Upper Carriage structure can be seen below.
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Guy Wire
Sheave
Guy wire mount

Boom
Counter
Weight
Jib mount
Upper carriage structure
Figure 9 - Exploded View of Upper Carriage

Assuming a total mass of 270 T for the crane structure and 27T for the hoisted load and Artefact
recovery device the following factored hoisted and dead loads were calculated.
Table 12 - Loads of Upper Carriage
Load Value Unit

Factored hoisted load 545.632 Kn
Factored dead load 2.92E+03 Kn
These factored loads were used as the basis for the design verification, and analyse. The upper
carriage is split between two major assemblies, the Boom assembly and the carriage assembly. These
assemblies are discussed in detail below.
4.3.1.2 Lower Carriage
The lower carriage consists of an undertray which sits upon six shafts, with the two most extreme
shafts powered by individual TT Electric LAK 4250 B DC motors with the torque transmitted by a
60:1 gear train reduction. Rotational movement of each shaft is achieved through the use of SKF NCF
3020 CV cylindrical roller bearings – sealed with the HDS7 seal and lubricated with LGEM 2 grease.
The motor is secured atop the tray using custom bracketing made from steel and M24 bolts directly
into the undertray itself. Custom single flanged, cylindrical taper wheels have also been designed in
accordance with AS1418.1-2002 standards, allowing the tray to traverse the gantry across the ship.
Braking is achieved using two hydraulic buffers situated at either end of the tray, again secured with
M24 bolts and thread locking adhesive.
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Figure 10 - View of Under Carriage Slew
4.3.1.3 Gantry
Figure 11 - Gantry Rail

The gantry which allows the movement of the crane across the aircraft carrier deck and has a length of
105m. The entire gantry is separated into three sections which each span 35mm. Concrete blocks
bolted below the gantry assist in anchoring the structure to the aircraft carrier. Joints between truss
members are to be bolted together using Grade 12.9 M36 hex head bolts and a 60mm steel plate.

Boom Assembly
The crane boom consists of the lattice boom, sheave connector, lower job connector and the sheave
itself. The boom was designed to withstand the hoisted load of the artefact recovery device and the
winching load supplied by the winch. The boom is designed as a fixed lattice boom. A fixed length
boom was utilised as there was no need for a telescopic function due to the boom being mounted on
an aircraft carrier.
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The boom itself is constructed from circular hollow section welded together to form a truss lattice.
The truce lattice is designed as a warren truss with each truss member joined together at 60 . A
warren truss provides good force distribution between truss members allowing for a better
deformation spread. The side view with the truss profile can be seen in the image below
Figure 12 - Boom
The boom was designed as a square structure, with a 1m2 cross sectional area. The square profile can
be seen in the image below.
Figure 13 - Cross Section of Boom
A circular hollow cross-section of 89mm outer diameter and a 5mm wall thickness was selected for
the boom to minimise deflection to allowable limits as dictated by AS1418.1 standards. This has been
reviewed in more detail in the next section.
20
At the top of the boom a sheave connector is welded to the sides of the lattice structure. This
connector mounts the sheave and sheave shaft, allowing the winching system to work effectively.
Sheave connector
Figure 14 - Sheave Connector
The sheave connector has a constant thickness of 50mm, and is designed to house the sheave pulley
for the winching cable. The holes are 100mm, and are designed to fit a custom cold drawn shaft. The
cold drawn shaft will be threaded on either end to allow a locking nut to be mounted. The locking nut
will be utilised to keep the shaft in place and reduce effective displacement of the shaft member.
Figure 15 - Schematic of Sheaves
As seen in the image above, there is a diameter difference between the shaft and the pulley sheaves.
This is to account for the mounting of a spherical roller bearing which has been discussed in the
section above.
21
Similar to the sheave connector. The jib connector is welded to the side of the boom, allowing for a
shaft to be mounted between the Boom to a vertical support. The jib connector can be seen in the
image below.
Figure 16 - Jib Connector
The pin is 100mm in diameter and like the sheave shaft is threaded on both ends to allow a locking
nut to hold the shaft in place. The shaft with the thread can be seen below.
The Boom mounts to the upper carriage as well as the winch drum, counterweight and guy wire
mount. The boom mounts to the carriage structure through the jib mount. The jib mount bolts to the
floor of the carriage structure and is held in place by 4 M24 bolts. The bolt holes on the connector and
connector geometry can be seen in the image below.
Figure 17 - Boom Mounts
The bolts are 250mm long and go through the floor of the upper carriage to secure the jib mount down.
an analyse on the bolt stress has been done and is verified in the next section.
An 84 tonne counter weight has been used to stabilise the lifting force of the crawler crane. This
counter weight is of dimensions 2800mm x 1450mm and is made of solid cast iron giving it a close
approximated mass to 84 Tonne.
22
The counter weight is mounted to the rear of the upper carriage structure and is placed between two
slots and tightly held in place by the outer cage structure.
Counter weight
Figure 18 - Counter Weight

Through an analyse of the guy wire force, it was determined that the same cable used on the winch
can be used for the guy wire and as such is the same as the winch cable which has been discussed
above. The guy cables are mounted to a plate mount as shown below.
Guy wire
Figure 19 - Guy Wire

The guy wires are held within a shaft with a 100mm diameter similar to the jib shaft. The plate is
mounted by M24 bolts spaced 100mm apart. This was done to provide an adequate connection of the
plate to the upper carriage as well as create a sturdy cage for the counter weight.
The slewing unit, as seen in Figure 19, utilizes a slewing gear mounted on a centralized bearing shaft.
The slewing gear is effective in allowing for precise turning of the crane structure whilst being able to
23
withstand large radial, axial and tilting loads. The slewing unit was chosen as it allows the crane to
rotate and cover an arc, rather than a single point. This was the most effective method in maximizing
the area of recovery.
Figure 20 - Slewing Bearing
From the Liebherr catalogue [7], a suitable bearing has been selected. The selected bearing is a 4-
point ball bearing unit with the following properties:
Table 13- Properties of Bearing KUDO01900-030VA15-900-000
Property Unit Value

External diameter 2061.6 Mm
Rolling element diameter 30 Mm
Gear module 12 Mm
Weight 383 Kg
Inner diameter 1792 Mm
Number of teeth 169 -
Bearing height 84 Mm
The slewing bearing connects to the upper carriage by 60 M24 bolts as specified by the Liebherr
catalogue. The slewing bearing mounts on a bearing shaft on the lower carriage as shown below.
Figure 21 - Slew Bearing Mount
The slewing bearing mounts to the bearing shaft with a specified H6 interference fit. The bearing is
driven by a DAT 400 slewing drive supplied by Liebheer. The DAT 400 is designed to provide
44Knm of torque and has a total of 13 teeth. Using the above slewing bearing this provides the crane
with a corresponding slewing torque of:
24
The slewing drive is mounted to the lower carriage with 24 M22 bolts, and is connected to the aircraft
carriers internal power supply.
At the wheel/bearing and undertray/bearing interface, the shaft is machined with a P6/h7 tolerance to
allow for an interference fit of the NCF 3020 CV bearing to the shaft. These bearings sit flush against
the larger diameters of the shaft to prevent longitudinal movement. Furthermore, there is a radial slot
machined at either end of the shaft to prevent longitudinal movement of the bearing at the wheel
interface.
For transmission of torque at the gear train interface, a key slot has been employed rather than a spline
due to minimisation of machining complexity and therefore cost. The key is inserted into the slot
when the gear is placed on the shaft, secured into place using a P6/h7 tolerance for standardisation
purposes.
As mentioned previously, all 24 bearing will be press-fit into their respective locations. A tolerancing
class of H7/p6 (wheel to bearing, undertray to bearing) and P6/h7 (bearing to shaft) is utilised to
ensure maximum contact with the outer race under loading, and hence prolonged bearing lifespan.
With reference to the bearing/wheel interface, shown in Figure 221, the bearing will be secured on the
inner-most side by sitting flush to a shoulder on the shaft and appropriate fillet. On the outermost side,
a circlip is attached to the shaft to prevent lateral movement of the bearing.
Figure 22: SKF NCF Bearing interface with gantry wheel.
The bearing at the undertray interface is held in place with a shoulder on either side of the bearing,
preventing lateral movement and removing the need for a circlip.
Maintenance
Due to the seawater, and hence corrosive environment, bearings will be sealed with an SKF HDS7
‘Flex’ seal. The seal prevents ingress of water and solid contaminants through an “optimised non-
spring-loaded lip profile” (SKF,2018) that is designed to retain grease for lubrication and withstand
heavy-duty operations. Furthermore, SKF customers “reported that the HDS7 seal is easier to install
and provides longer service life than similar seal designs” (SKF, 2018) which is particularly important
in the unlikely event that a seal fails, as a crewman on the ship would be able to replace it.
Due to the high load and slow rotational nature of operation, the SKF LGEM 2 grease lubricant was
selected. The lubricant itself is mineral oil based and of high viscosity, rated for corrosion protection
(standard: ISO11007) operating in temperatures from to - ample constraints for
recovery operations in a high-salt environment.
25
Whilst oil based lubricants are typically used at sea, the combination of the HDS7 seal - which
prevents ingress of all liquids and solids - and the LGEM 2 grease lubrication provides appropriate
protection of the bearing for operation at sea. Relubrication should occur after 6000 hours of
operation by crewmen on the ship (Grease service life and relubrication intervals – SKF, 2018).
Shown in Figure 2322, the wheel will directly sit on the flange of the I beam due to its geometry and
is mounted upon a shaft via an SKF NCF 3020 CV bearing at the wheel centre bore, reflected about
the central longitudinal axis of the shaft. The shaft itself is located through mounting points built into
the lower carriage.
Figure 23: Gantry wheel on I beam
The motors themselves are located on top of the undertray, attached via simple steel brackets that are
bolted into the undercarriage surface itself, as can be seen in Figure 24 with a simplified CAD for the
motor. Note the slot in the undercarriage to account for the location of the gear train.
The brackets are bolted to the undertray with M24 bolts to maintain standardisation across the design,
with the strapping fitting snugly across the main frame of the motor to ensure no slippage or
movement at maximum acceleration.
Figure 24: Interfacing for motor
26
Intermediate shafts are secured to the undertray using standard ASIS1050 CD steel with 100mm
diameter. Shafts are then bolted to the undertray using M24 bolts and standard steel clamped sections
to be welded to the shaft itself. All shafts have a standard 50mm centre distance keyway to allow for
torque transmission, and radial grooves for circlips to prevent any transverse movement along the
shaft.

Verification of design
For both the crane and upper carriage assembly the design was verified via a mixture of calculations
and the use of finite element analysis.
Boom analysis
The boom was analysed using a line body to represent the lattice structure. For the boom FEA the
factored hoisted load was applied to the tip of the boom, with the boom supported at its base and by
the guy wires.
Figure 25 - FEA of Boom
The total deformation of the boom was found to be under 60mm, which complied with AS1418
standards in relation to cantilever beams.
Upper Carriage Analysis
Like the boom the upper carriage was analysed using finite element methods. For the upper carriage
analysis a factored hoisted load was applied as well as the weight of the counterweight at the rear. The
following results were produced from the FEA analysis of the upper carriage.
27
Figure 26 - FEA of Upper Carriage
The total deflection was found to be ~40mm, which is around 1/300 of the span of the upper carriage.
This corresponds to the upper limit of allowable deflection as per 1418.1 standards, however due to
the conservative nature of the force this was deemed to be viable.
Figure 27 - Safety Factor of Carriage
The safety factor was found to be over 2, and as such verified the validity of the design.
Jib Mount Analysis
The jib mount was analysed to determine the validity of the resulting geometry. From a free body
analysis at the pin it was found that the pin was required to be a minimum diameter of 59mm.
However as the analysis was made with assumptions on loads and due to no need to maximise weight
savings the shaft pin diameter was increased to 100mm. This can be seen in appendix A.
From the pin analysis the bearing stress extorted on the stand was determined which yielded a safety
factor of:
A bolt calculation on the jib stand determined that the use of 4 M24 bolts was sufficient to adequately
hold the jib stand in place.
28
These calculations can be seen in detail in appendix A.
Figure 28. Space frame design of upper carriage
The counterweight mass is:
The counterweight has an applied 1.4 safety margin as per AS1418.1-2002 standards with detailed
calculations in found in Appendix A.5. During the calculation of the counter weight, three different
frame lengths were considered. These lengths were 8 m, 10 m and 12 m respectively. It was shown
that as the length increased the counterweight decreased correspondingly. As a general assumption a
100 t upper limit was imposed on the counter weight. To avoid the complexities of securing a high
counterweight, it was attempted to reduce the counterweight as much as possible.
From the calculations it was shown that the counterweight first reduced to under 100 t above an 8 m
length. A length of 12 m was selected for the final concept design to minimize the counterweight as
much as possible without increasing the frame length excessively.
Table 14. Counter weight at different lengths
Length of Frame Counter Weight

8m 105 t
10m 92.4 t
12m 84 t

Shaft
Assuming a generous fillet radius for the bearing housing, the first estimate of the stress concentration
factors can be determined.
29
The shaft material has been selected as ASIS1050 CD steel. ASIS1050 is a common cold drawn steel,
readily accessible and easy to source. In the interest to keep design costs low but maintain system
suitability and efficiency ASIS1050 was determined to be the most suitable option as it has a high
ultimate tensile limit but is readily available and inexpensive. The ultimate tensile strength of
ASIS1050 CD is:
From [4] the typical endurance limit for most high tensile steels is between 0.35 and 0.6 of the
ultimate tensile strength. Taking into consideration these two limits, the endurance limit of 1050 CD
was assumed to be 0.5, such that
However as mentioned in [5] and in [4] the endurance limit is highly sensitive to the surface condition,
residual stress state and the presence of other inclusions that induce stress concentrations. As such
correction factors have to be considered to determine a more reasonable fatigue endurance limit.
The factor ‘a’ for a machined or cold drawn part is given as 4.51 with the exponent, ‘b’ as -0.265.
This gives a surface factor Ka of:
As the current diameter is unknown the size correction factor K b has been assumed. The temperature
and loading correction factor has been assumed negligible and the reliability loading factor has been
determined and assuming a 90% reliable design. These correction factors have been listed in Table 15
below.
Table 15:Initial Correction Factors
Correction factor Value

Kb 0.9
Kc 1
Kd 1
Ke 0.897
Kf 1
As the miscellaneous correction factor is difficult to determine and tends to mask the effects of out
designed geometrical discontinuities such as keyways, the correction factor K f has also been assumed
negligible and taken as 1. This can be seen in Table 155 again.
From the correction factors a more accurate fatigue endurance limit can be calculated. As such S e
becomes:
Considering the layout of the shaft shown in Error! Reference source not found.8 below where
signifies a bearing location:
30
y
B1 B2 B3 B4
z x
C
B 340.73 kN.m D E
A Nm
100mm 1100mm 1000mm 100mm
185.5725 kN 185.5725 kN 185.5725 kN 185.5725 kN
Figure 29 - Bearing Location FBD

Wheel
Calculating the permissible wheel load and verifying within allowable stress for the material using
section 7.20.3.2 of AS1418.2-2002:
Where due to M6 crane rating

noting a rotational frequency of
from forged steel (std. AS1448)

Hence,
Since and , the wheel loading is permissible.

Further verifying that the stress on the wheel is less than 500 MPa at the contact patch:
Where is estimated to be
Hence,
It follows that the stress at the contact patch is:
Since the stress does not exceed the ultimate tensile strength of the material used.
31
FEA was further conducted on the wheel to verify assumptions, with result displayed in Figure 30 and
Figure 31. The stress at the contact patch was negligible, with the majority of stress concentrated
about the tapered flange with a maximum stress of approximately 29 MPa. In light of the ultimate
tensile strength of the steel used (500 MPa), this can be considered negligible. Similarly, total
deformation is considered negligible, totalling 0.03 mm at maximum loading.
Figure 30: Equivalent stress on the wheel
Figure 31: Total deformation on the wheel
4.3.3.3 Gantry
Section Properties
The gantry consists of custom sectioned I-beams welded onto grade 350 steel plates. A truss design is
made using square hollow sections that are supported at the joints by bolt connections. A summary of
the parts used is found below:
Table 16. Section Properties of Custom I-Beam
Property Value
Depth 0.40 m
Width 0.34 m
Flange Thickness 0.05 m
Web Thickness 0.03 m
Area 0.043 m²
Ixx 0.0011158 m4
32
Table 17. Section Properties of 200x200x16 SHS AS1163/C350LO(Orrcon)
Property Value
Size 200mm x 200mm
Thickness 16mm
Area 2553.9 mm2
Ixx 8029900 mm4
http://www.orrconsteel.com.au/products/tube-pipe/structural/square-hollow-section
Table 18. Properties of Grade 350 XLERATE Steel Plate (BlueScope)
Property Value
Size 3840mm x 4200mm
Thickness 20mm
Yield Stress 350 MPa
http://www.steel.com.au/products/uncoated-steel/xlerplate-steel/structural-grades-xs
Table 19. Required Material Length
Part Length
Custom I-beam 4x105m
Grade 350 XLERATE Steel Plate 2x105m
200x200x16 SHS AS1163/C350LO 290m
Finite Element Analysis of Gantry
A finite element analysis was carried out on the gantry using a factored load of -2703832.2N, which
includes the factored dead load and hoisting load of the crane. A fixed support was applied at 35m
intervals to represent the concrete blocks supporting the structure. A maximum deflection of 59mm
occurs when a 35m span is centrally loaded as seen in figure 31. The maximum magnitude direct
stress found in the truss structure is -215.78MPa as seen in figure _. Using the Grade 350 steel SHS,
the factor of safety is therefore:
33
Figure 32 - FEA Deflection of Gantry
Figure 33 - FEA Stress of Gantry
Joint Analysis
A 60mm bolted plate is used to secure the truss members to the upper and lower deck of the structure.
Each plate consists of 6x Grade 12.9 M36 bolts that are inserted through the square hollow sections
and secured at the opposing side. The lower edge of the plate has an 18mm weld leg joining the plate
to the steel plates. Refer to Appendix A for detailed calculations of the bolt selection and weld
analysis.
Figure 34 - Joint Plate
34
Figure 35 - FEA of Axial Force Gantry
35
4.4 Artefact Recovery Device
Figure 36: Recovery device when open
Figure 37: Recovery device when closed
Due to the unavailability of commercial solutions for underwater recovery devices, a custom design is
provided to be integrated into the supporting structure and manoeuvred vertically via the winching
system. However, certain subcomponents will utilise readily available products within the market to
reduce the complexity and costs of obtaining a custom made part.
The recovery device is a compromise between recovering the 12*5*5 artefact and standard ISO 1C
shipment container to ensure the recovery process does not damage the recovered asset.
36
The recovery device is powered by a single double action hydraulic return cylinder mounted to the
waterproof housing, with the waterproof housing being connected to the winch cable. The piston of
the hydraulic cylinder is connected to the holding jig, and thus moves the jig up and down while being
fixed to the housing. The effect of lengthening and shortening of the hydraulic cylinder controls the
opening and closing of the claws as the claws are directly connected with the holding jig.
The hydraulic cylinder is powered by an electric hydraulic pump, controlling the valve with a
solenoid. This hydraulic system is a closed loop system with an oil reservoir attached within close
proximity of the recovery device. This enables a reduction in pressure and head losses when powering
the hydraulic cylinder. The electric control will be supplied via a fibre optic cable attached to the
cable to the ship control which can then be controlled by the operator, seen similarly in Figure 7 in
section 4.2.5.
The hydraulic pump will be enclosed within a watertight box mounted on top of the upper block of
the recovery device. This is in order to keep components of the hydraulic pump, particularly the
electronic components dry, with only the hydraulic cylinder exposed to the surrounding water.
In terms of the claws, it will be custom made, with detachable webs and ‘L’ bended teeth at the end.
With limits to the dimensions in terms of width and height, the length is adjusted to a specified length
in order to minimise large bending moment forces caused by the weight of the contents to cause the
supporting structure to deform. The scoops are designed in such a way that there are detachable webs
as seen in the exploded view in Figure 35. When picking up loose artefacts, the webs are bolted on,
thus when the scoop is closed, it creates a closed container within the scoops, however when picking
up ISO 1C containers, the webs are detached and can thus clamp the container from either side with
the ‘L’ bend teeth lifting the container from the bottom. Furthermore, the scoops will be lined with
polystyrene sheets, due to their increased friction between the steel container and the scoops
underwater as compared with steel.
The double-acting hydraulic piston operated by its integrated pressurised oil system will provide the
necessary extension and retraction to provide the high clamping force and ultimately provide the
secure gripping force. Due to its constant usage under sea water, the clamp is expected to last the
equivalent life cycle of whole recovery system as outlined in the general requirements in AS1418.1-
2002. The long life cycle is possible through the use of marine grade galvanic coating as means of
protection from the sea elements which consists of a zinc based alloy composition [7]. It will be made
with the greatest coating layer of 15 as supplied by Massac EN. Similar to the support structure, it
will be made of Armstrong Ultra 960QL high tensile steel due to its employment in similar systems
such as cranes and crawlers.
A waterproof housing was designed to contain the hydraulics and the electronic components during
operation under the sea. A lid was designed such that the components within the housing can be easily
accessed for maintenance and servicing, where the lid will be bolted onto the housing. An analysis of
the bolts stress was undertaken and the detail can be seen in Appendix A. The waterproof housing will
be attached to the winch as explained before from the top through the eye bolt, and will have 4 steel
bars linking the housing with the claws. The claws will pivot around the attachment of these outer
arms and the claw, and the centre of the claw will be attached to the hydraulic cylinder which is
connected with the housing.
The camera system used in the artefact recovery device has four main components including a laser
sensor, under water GPS, cabling, and power source. The navigational system will allow for
appropriate positioning for recovery during operation, as well as allowing the client to see the
artefacts that can potentially be recovered. This helps the client to only select the artefacts that they
wish to collect, and thus do not waste time recovering worthless artefacts.
37
Figure 38 - Waterproof Housing
The claws are connected with the detachable webs through the use of CL 12.9 M42 hex head bolts,
with 4 bolts attaching each web on either side of the claw. The claw is attached at two locations, with
the centre of the claws being attached to the holding jig via a steel shaft, where the holding jig is then
attached to the hydraulic cylinder. As explained before, this attachment is to allow the hydraulic
cylinder to control the opening and closing of the claws via the lengthening and shortening of the
cylinder. The camera for the navigation system is mounted upon the side of the holding jig as shown
in Figure 38, where its electronic components will be housed in the waterproof housing. The second
location in which the claws are connected are at the outer edges, where a steel bar connects the
outside of the claws to the waterproof housing. This is such that the claw can pivot around the
attachment with the steel arm as it is opened and closed. The hydraulic cylinder is mounted within the
waterproof housing where it is fixed. Within the waterproof housing, along with the cylinder, the
electric hydraulic pump powering the cylinder is located inside the housing. The housing has a lid
upon the top with which it is attached by 4 CL12.9 M42 hex head bolts. The lid allows for access to
within the housing for maintenance of hydraulic and electrical components. The lid has an eyebolt
where it connects with the winching system in order for the device to be able to be lowered and lifted
during operation. An additional winching system will be used for the electrical cabling required to
power the system as shown below.
38
Camera
Module
Figure 39 - Camera on Holding Jig
Figure 40 - Winch for Electrical Cable

The following calculations are for when the recovery device is under maximum load conditions,
which is when the device is holding the ISO 1C container in the air, due to the lack of a buoyancy
force supporting the weight during lifting underwater. To simplify the equation, the reaction force due
to the clamping of the container is a point load located halfway up the height of the container. As the
scoop section is an added component onto the main supporting member, the analysis done will
consider only the main supporting member due to it carrying the bulk of the forces.
Gripping Force
It was calculated that the total gripping force required by the actuator in order to clamp the ISO
container is,
Each bracket lifting the ISO container will undergo a load of
39
For more detail of the calculations refer to Appendix A.10.
A double-acting hydraulic return Enerpac RR10018 hydraulic cylinder was selected to provide the
necessary force, with its following specifications tabulated below,
Table 20: RR10018 Technical Specifications [9]
Model Enerpac RR10018

Max Operating Pressure (Bar) 700
Maximum Cylinder Capacity Advance (kN) 933
Maximum Cylinder Capacity Retract (kN) 435
Stroke (mm) 460
Oil Capacity Advance (L) 6.132
Weight (kg) 117
Cylinder Piston Diameter (mm) 130.3
To produce a force of 308.7 kN, the pressure required to operate the cylinder can be calculated as
follows,
Thus it can be seen that the required operating pressure is only about 70.9% of the maximum
capable operating pressure of the selected cylinder resulting in a safety factor of about 1.41.
In order to power this hydraulic cylinder, an appropriate electric hydraulic pump was selected with the
following specifications,
Table 21: ZE6410SW Technical Specifications [10]
Model Enerpac ZE6410SW

Max Operating Pressure (bar) 700
Reservoir Capacity (L) 10
Max Flow rate at 700 bar (L/min) 2.73
Output flow rate at 350 bar (L/min) 2.86
Motor Size (kW) 5.6
Valve Operation Solenoid
Valve Type 4-way, 3-position, tandem centre
Valve model VE43
Weight (kg) 85
It is important that the reservoir capacity can sufficiently provide enough fluid to power the selected
hydraulic cylinder, and since the fluid is hydraulic oil that will be compressed, the volume will also be
compressed, thus the pump must have a reservoir capacity to sufficiently account for the reduction in
volume due to compression. The total volume required can be calculated using,
Referring to Appendix A.10, it was found that,
Thus the total volume required can be seen to be less than the selected pump reservoir
capacity, confirming the feasibility of the pump selection.
40
Furthermore, the opening and closing of the recovery device can be calculated according to the stroke
time of the hydraulic cylinder [11]. The calculated times are as follows where Appendix A.12 details
the calculations,
Thus total time for a full cycle of opening and closing of the cylinder,
Deflection
In considering the deflection that the recovery device will undergo, it was determined that the points
of maximum deflection occurring will be the section of the recovery device at the point of contact
with the container and the point of the hydraulic cylinder attachment to the recovery device as
highlighted below. Again, treating the container to have a point load reaction force,
Fp
Fbracket
A
Refer to Appendix 9 for detailed finite element analyses of the deflection results tabulated below,
Table 22- Deflection in ARD
Deflection due to container 1.1325 mm

Deflection due to cylinder 0.7254 mm
Deflection in shaft connecting jig and scoop 1.4955 mm
Deflection in lid connecting with winch 2.3046 mm
Thus it can be seen that all deflections are less than the maximum allowable deflection given of 3 mm.
Camera Navigation System
The artefact recovery device is guided by the combination of a water proof SL3 Subsea LiDAR Laser
Sensor and RTK GPS tracker which will work in tandem to promote accurate underwater actuations
via the winching device, slewing gear from the crane and actuator to obtain artefacts.
Considering the vast majority of commercially available laser sensors, the SL3 provides the most
effective means of sensory during underwater operations. By utilizing in house patent software for the
device to work, this will reduce the complexity of developing programming language to operate the
Laser which can be commercially bought and integrated with the underwater GPS tracker through
Labiko. Hence, the SL3 will be implemented within the artefact recovery device since it has been
shown great reliability within the underwater surveying market sector.
41
The main specifications of the laser sensor is summarised;
Table 23 - Laser Sensor
Model SL3 Subsea LiDAR (Produced by Labiko)

Measuring method Laser Pulse
Power Required 24V DC
Power Supplied (provided by Labiko) 110V Primary Current Injection Source
Range of measurement 0m – 45m
Accuracy
Max. depth for operation 3000 m
Price $7100
Benefits
With a maximum operational depth of 3000m, this ensures the sensor will be able to withstand the
lifetime during underwater artefact recollection.
Drawbacks
The laser requires a physical connection to create real-time data for the patent software to process and
relay towards the moving components and guide the ARD. Labiko suggests the use of Ethernet cables,
however such cables are only designed to be optimal within 100m before information is affected by
noise. Additionally, the longest commercial cable is only 305m which also does not consider the
quality of the conductor and the winching system when fully submerged at the maximum depth of
1000m. Hence, fibre optics has been implemented into the design but would further drive up the total
cost due to the relatively higher costs per metre.
GPS
Is required to help determine the environment of the underwater sea bed and help determine a larger
field of view for the ARD to avoid obstacles or possible crevices during operation. The GPS is
embedded and will utilise a shared voltage provided by the Labiko current injection source within the
waterproof housing.
Table 24 - GPS
Model Underwater GPS explorer kit

Acoustic range 100m
Supply voltage DC 10-18 V
Dimensions mm
Price (1 module) $6761 (24/10/18 - $4800 USD)
Cabling
42
Electrical
cable
Clear Nylon tubing
Figure 41 Depiction of partial nylon tubing around electrical cable
To relay information, long optic fibres will be utilised and the power source is connected via power
cables which are commercially available. It is of great importance for the cables and fibres to
withstand the constant bending caused by the winching system. Hence, the bending radius has been
analysed to develop a minimum winch radius before breakage of the optic fibre. Refer to appendix (A)
and winching section____
Initial wound should begin at a minimum winch drum diameter of 0.26m

Optic Fibre
Table 25 - Optic Fibre
Armour Layer Corrugated Steel tape

Bending radius 10D mm
Diameter 13mm
Price $3.905/m
Tensile strength 500N
Crush Load 1000N
Since the ARD is protected from corrosive environment, the same considerations are also to be
applied to the electrical wiring harness. This is done by encasing the wiring away from the saline
environment via the use of clear tubing. To prevent moisture from destroying and penetrating the
outer plastic coating of the electrical cables, flexible fibre reinforced nylon tubing is used to seal
electrical splices from these environments. Additionally, the use of Nylon accommodates the constant
bending when the wiring is constantly wounded and unwounded which provides an effective seal.
Electrical cable
Table 26 - Electrical Cable
Diameter 2.5mm
Grade Outdoor use (coated with PVC)
43
Weight 71kg
Price $42.90 per 100m
Nylon Tubing
Will provide the necessary protection solely for the electrical cable
Table 27 - Nylon Tubing
Sleeve diameter 12.7 mm

Working pressure 20 bar (20 000 kPa)
Weight 117.65 kg
Price (AUD/m) $0.99/m
Winch and Drum
In order for the wiring to keep up with the operation, a winch coupled with a drum is used to drive the
device, is utilised to efficiently wound and unravel the important connections for the camera system.
Additionally, the scarcity for on board space is prevalent within the platform of the crane. A winch
section of 3.5m in terms of width has been negotiated and was taken into account during the selection.
Since the majority of the weight being pulled is mostly the wiring harness, there is no need to develop
a custom made winch but rather a commercially bought winch will suffice. The Domin8r will utilise a
shared torque with the on board power source as provided by the
Due to the simplistic subsystem, simplifications and considerations can be made which include:
- No need for the use of a rope/cable
- Weight of GPS and Sensor are negligible
However, consideration is taken into account to prevent damage of the optic fibre cables. By
analysing the bending radius, it is determined the minimum drum diameter for the first layer is to be
0.26m.
Winch Device
Table 28 - Winch Device
Model Domin8r X
Total weight to haul 310.56 kg
Single layer Pull (weight/speed) 5540kg @ 0.115m/s
Fourth layer pull (weight/speed) 3125 kg @ 0.03m/s
Gear reduction ratio 218:1
Dimensions 525*160*195 mm
Inner drum diameter 0.3m
Price $349
44
5 Costing
5.1 Materials
ARD
Item Price
Enerpac RR10018 $8000
Enerpac ZE6410SW $15000
SL3 Laser Sensor including patent software $7100
GPS kit $6761
Wiring (1020m)
- Electrical cable $437.58
- Nylon tubing (water proofing) $1009.80
- Fibre optics (for relaying information) $3983.10
Winch $349
Polystyrene Sheet $120
Armstrong 960QL $3.30/kg $19305
20L Hydraulic Oil $150
12 x CL12.9 M42 x 4.5 x 200 Hex Head Bolts $820.20
ARD Total $63035.68
Support Structure
296m Hollow Square Section $152.95/m $45273.20
10.8 m2 Steel Sheets $112000
Custom I Beam $600/m $252000
Support Structure Total $409273.20
Winch System
1200m DIEPA B75 $10666.50
4 x CL12.9 M24 x 100 Cap Screw Bolts $20
Winch System Total $10686.50
Power Train
GFT 450 W4 6000 $10000
A2FE 250 Pump $2500
A4VSO 500 Motor $1000
TECO Cast iron TEFC 3-phase squirrel cage $3000
induction motor
Power Train Total $16500
Total $499495.38
45
5.2 Labour
ARD
Labour Price
Casting Cost $16688.99
- 2 x Scoops = $6186.16/pc
- 1 x Housing = $2337.31
- 1 x Housing Jig = $365.41
- 4 x Outer Arms = $344.56/pc
- 1 x Housing Lid = $235.71
Machining Cost $6609.21
- 2 x Scoop = $1710.14/pc
- 1 x Housing = $653.76
- 4 x Webs = $497.54/pc
Galvanic Painting $2685.96
- 2 x Scoops =$ 684.05/pc
- 1 x Housing = $261.89
- 4 x Webs = $178.54
- 10 x Shafts = $12.40/pc
Extrusion $687.06
- 70mm Round Bar 5.6m Length
ARD Total $26671.22
Winch System
Casting Cost $20834.50
- 1 x Drum = $9609.68
- 1 x Drum Stand = $11084.51
- 1 x Sheave = $140.31
Machining Cost $4851.27
- 1 x Drum = $2657.06
- 1 x Drum Stand = $2155.79
- 1 x Sheave = $38.42
Winch Total $25685.77
Total $52356.99
46
6 Conclusion
The UNSW School of Mechanical and Manufacturing Engineering seeks to venture into deep sea
artefact recovery and thus requires a suitable system to be designed to be used on the recently
acquired decommissioned aircraft carrier. In this proposal, Recovery Systems Inc. has presented a
finalised and validated artefact recovery system in line with AS1418.1-2002 standards for
implementation. Preliminary requirements were negotiated with the client and have been met with the
proposed solution. The recovery system features a double gantry support structure with a crane
housing and counterweight mounted upon a slewing drive. The slewing unit is mounted upon an
under carriage which traverses the central I-beams with custom made wheels to ensure versatility of
placement of the recovery device. A fixed length boom is also mounted onto the crane housing,
through which a DIEPA B75 cable acts as a winch with a custom-made steel drum for storage. The
winch is powered by a Bosh Rexroth gearbox, a fixed plug-in hydraulic motor, A4VSO 500 hydraulic
pump and a TECO Cast iron TEFC 3-phase squirrel cage induction motor. The winch lowers the
recovery device to a maximum depth of 1000 metres at 1.33 m/s. The recovery device – made from
high tensile steel – is actuated by a single, double action hydraulic return cylinder mounted to a
waterproof control box, which houses the power for the actuator - an electric hydraulic pump. The
control box sits meters above the ‘grab’ mechanism with an umbilical winch connecting the control
box to the surface to allow for actuation and control of the grab. The system has been optimised to
recover varying objects, with detachable webs in recovering ISO 1C containers, or can be configured
into an enclosed container for recovering loose artefacts, along with a camera navigation system in
order to suitable view and collect the artefacts the client wishes to recover.
The cost of the system has also been researched and broken down to display the material costs as well
as the labour involved in creating the proposed design.
The design has been validated against stress and deflection analysis, as well as using finite element
analysis to further display the feasibility of the design. Thus this design is shown to be not only
feasible but competitive, in satisfying both functional and customer requirements and thus is shown to
be the most appropriate solution available for UNSW to employ.
47
References
[1] Hendrik Veder Group, “Steel wire rope,” [Online]. Available:

https://www.hendrikvedergroup.com/products-services/products. [Accessed 20 August 2018].
[2] Standards Australia, “AS1418.1-2002 Cranes, hoists and winches Part 1: General
Requirements,” 2002.
[3] ECME Winches, “Winch Calculations,” [Online]. Available: https://emce.com/about-

winches/winch%20calculation. [Accessed 15 August 2018].
[4] Bosch Rexroth, “Winch drives MOBILEX GFT-W for mobile applications,” 2016.
[5] Bosch Rexroth, “Fixed Plug-In Motor A2FE,” 2012.
[6] Bosch Rexroth, “Axial piston variable pump A4VSO,” 2009.
[7] LIEBHERR, “KUD01900-030VA15-900-000 Slew bearing,” [Online]. Available:

https://www.liebherr.com/en/aus/products/components/large-diameter-bearing/product-
portfolio-large-diameter-bearing/details/kud01900030va15900000.html. [Accessed 21 08
2018].
[8] PSL, “PSL Publications,” 2001. [Online]. Available:

http://www.psl.sk/en/publikacie/publikacie.php. [Accessed 21 08 2018].
[9] I. Z. Čermák, “Massag EN,” Massag, joint-stock company, [Online]. Available:

http://www.massag.com/products/surface-treatment/galvanic-zinc-coating/. [Accessed 24 08
2018].
[10] Enerpac, “RR10018 | Enerpac,” 2018. [Online]. Available: https://www.enerpac.com/en-

au/general-purpose-cylinders/general-purpose-cylinder/RR10018. [Accessed 2018].
[11] Enerpac, “ZE6410SW | Enerpac,” 2018. [Online]. Available: https://www.enerpac.com/en-

au/electric-pumps/electric-pump-high-flow/ZE6410SW. [Accessed 2018].
[12] R. Group, “Things Worth Knowing about Hydraulic Cylinders,” February 2012. [Online].
Available: https://www.roemheld-
gruppe.de/fileadmin/user_upload/downloads/technische_informationen/Wissenswertes_Hydrau
likzylinder_en_0212.pdf. [Accessed 2018].
[13] R. G. Budynas and J. Nisbett, Shigley's Mechanical Engineering Design, McGrawhill, 2011.
[14] E. Toolbox, “Friction and Friction Coefficients,” 2004. [Online]. Available:

https://www.engineeringtoolbox.com/friction-coefficients-d_778.html. [Accessed 2018].
[15] ArcelorMittal, “Amstrong Ultra 960,” [Online]. Available:

https://industeel.arcelormittal.com/products/high-strength-steels/ultra-high-strength-
960mpa/armstrong-960/. [Accessed 22 08 2018].
48
Appendix A: Detailed Calculations
Appendix A.1: Winch Component Calculation
Rope design:
Drum dimensioning calculations:
rope
To determine the capacity of a layer, the following simplification was used:
Given , and :
Layers Length Per Layer Cumulative Length

1 114.0213 114.0213
2 120.3045 234.3259
3 126.5877 360.9136
4 132.8709 493.7844
5 139.1541 632.9385
6 145.4373 778.3758
49
7 151.7204 930.0962
8 158.0036 1088.1
9 164.2868 1252.387
Table A 1. Capacity of rope drum at different layers
Drum thickness calculations:

From AS1418.1-2002 Section 7.19.5 [2]:
The thickness of the drum is chosen to comply with AS1418.1-2002. Considering the FBD below:
Figure A 1. Free body diagram of drum
Table A 2. Drum thickness parameters
Bending moment due to rope load 264870 Nm

Permissible bending stress 268 MPa
if
Rope layer factor 1.8 for more than 3 layers
Maximum unfactored rope load 264.870 kN
Pitch of rope coils 34 mm
Permissible Compressive Stress 240 MPa
50
Appendix A.2: Bearing Stress in Sheave
51
Appendix A.3: Winch Drum Flange Analysis
Considering the force on the drum by a 27-tonne line pull at the centre:
Resolving the forces at the weld plane:
Consider the weld as a line for simplification.

Primary shear stress:
52
Secondary shear stress:
Maximum stress occurs at A, therefore summing the stresses:
For 250 Grade XLERATE Plate steel:

Since there exists parallel loading on the weld, using a factor of safety of 2:
53
Appendix A.4: Winch Drum Stand Analysis
To determine , take moments about point A
To determine
Assuming ,
The critically stressed bolt is therefore at position B. Since there are 2 bolts per side, each bolt will
support half the load.
54
Considering separation analysis at joint B with an applied external load:
For a Grade 12.9 M24 socket head cap screw.
90mm
100mm
Using .
Bolt stiffness:
Member stiffness:
Joint constant:
Force resisted by bolt:
55
Total stress on the bolt:
Using distortion energy, the equivalent stress:
Checking for member separation:
Summary
https://www.bolt.com.au/m24-260mm-socket-head-cap-screws-zinc-plated-p-26864.html
The winch drum stand will be secured using 4x Grade 12.9 M24-3.220mm socket head cap screws
which is pretensioned using a standard 21.5mm hexagonal nut below the upper carriage. The threaded
section will have a length of:
56
Appendix A.5: Counter Weight Analysis
A B
C D
Figure B 1. Free body diagram of upper carriage
Assuming the entire system mass (including boom, jib and winch) has a center of mass at point C.
Giving the maximum weight of the Artefact will not exceed 25t, and allowing for a 5t leeway, due to
the mass of the artefact recovery device and the acceleration pull force. Force A is given by:
Assuming the boom only extends a maximum horizontal distance of AB = 6m (minimum length of
the artefact with leeway), and if the length of the frame (BD) is 12m. The counter weight force is:
From Section 6.2 in AS 1418.1-2002
Assuming that the minimum stabilizing moment is the moment generated by the counter weight, and
the maximum overturning moment is the moment generated by the hoisted load (Fa), then
However, as Fs is required to be no less than 1.4, the final counter weight mass is
57
Appendix A.6: Counter Moment Analysis
With no load being hoisted, the slewing drive bearing shaft must withstand the moment generated by
the counter weight.
Figure C 1. Free body diagram of lower carriage
From Appendix B, the counter weight moment is:
As such the shaft is required to withstand 4944.24 kNm of bending.

With no load being hoisted, the bearing shaft must withstand the moment generated by the
counterweight.
From AS1418.1-2002, if the yield to strength ratio is greater than 0.7, the effective yield strength of a
material is given by:
Where:
Using the properties of Ultra 960QL, this is:
As such the effective yield is:
From above the overturning safety margin is required to be 1.4 thus the maximum allowable bending
stress is:
Y can be calculated as half of the bearing height:
58
For a hollow cylinder the second moment of inertia is:
As :
Thus:
Shaft thickness is:
59
Appendix A.7: Gantry Joint Analysis
The joints between truss members are held together as seen by the bolt holes in figure _, using Grade
12.9 M36 bolts.
Using the maximum magnitude axial force of , the shear force and stress exerted on
each bolt is equivalent to:
For Grade 12.9 bolts, :
The bearing stress exerted on the 60mm steel plate is:
Using 350 XLERATE steel plates with :
Considering the bolted plate to be fixed by a weld fillet on the sheet metal, the following forces act on
the weld line at point A:
The forces acting on the weld in the vertical and horizontal directions respectively are:
Determining the minimum leg length on the weld:
60
The total shear stress on the weld:
As there exist parallel loading on the weld, the weld leg size can be found using:
61
Appendix A.8: Rail Powertrain Analysis
The forces acting a powered wheel can be seen in the FBD below:
Figure E 1. Free body diagram of wheel
With the weight of the crane spread over 12 wheels, the reaction is:
Taking the sum of the forces in the x-direction over the whole undercarriage:
The rolling resistance is between a steel railway [7]. A maximum acceleration of 0.245
was chosen at it provides a compromise between a higher acceleration and lighter motor units,
thus the torque needed is:
The power required to move the trolley at a speed of 1.5m/s:
The following motor from NORD Drivesystems was selected to satisfy the power requirements [8]:
Table E 1. Selected wheel drive system
Model SK 5282-180LH/4
Motor Power 22kW
Output torque 2191Nm
Transmission ration 15.38
62
Appendix A.9: Upper Carriage Analysis
Force analysis located at the upper boom
From equation 1:
Substitution equation 3 into equation 1:
The tension in the winching cable using the factored hoisted load is 545632.2 N, the force in the guy
wire is:
As there are 2 guy wires supporting the boom, each wire will support a load of 216754.537N.
The force acting on the boom is therefore
For the jib stand mounted to the upper carriage, the boom exerts a force at a central pin:
63
Considering the shear force at the pin:
Using AISI1050 Steel with a yield stress of 580MPa,
For added safety, the pin is increased to 100mm.

The stand holding the pin has a thickness of 100mm. The bearing stress exerted on the stand is:
64
Assuming the shear force is equally distributed:
Considering the tensile forces exerted on the preloaded bolt A:
Using a Grade 12.9 M24 bolt, the pretension on the bolt is:
The bolt stiffness:
The member stiffness:
Total joint constant:
The total force in the bolt:
The normal stress in the bolt is:
The shear stress in the bolt is:
The total equivalent stress is:
The factor of safety on the bolt is therefore:
Slewing drive bolt calculations:
65
The slewing drive uses 60xM20 bolts. The bolts experience a shear force in total,
therefore each bolt experiences .
Assuming each bolt takes an equal moment, then , where is per bolt and is the diameter of
the gear. Therefore:
The pretension in each bolt is equal to:
The bolt stiffness:
The member stiffness:
Total joint constant:
The force per bolt is:
The stress per bolt is therefore:
The total equivalent stress per bolt is:
The factor of safety is therefore:
The force on the member is:
Therefore no separation occurs between the members.
66
Appendix A.10. Actuator Force Analysis
Fp
10
° B
L2
O
Recovery Device
Container Fr L1
Fn
Fbracket
L3
A
mg
In the case of the total amount of gripping force required purely from friction:
Assuming a load of 27000 kg,
Where m = 27000 kg, g = 9.81 m/s2, μ = 0.35 (assuming wet steel on polystyrene liner) [8]
Thus giving,
However it should be noted that as there are two sides to the claw, each claw will only need to
produce a force half of it, i.e.
However, the container will be held in combination by gripping and lifting from the brackets as seen
above, thus by applying Fn,applied = 115 kN, we can calculate the remaining frictional force,
Thus the frictional force that must be overcome to stop the container from slipping can be
calculated,
As each claw side of the ARD will have five brackets each, the load on each bracket can be
calculated,
67
To calculate the required force from the hydraulic cylinder, the moment is calculated around the hinge
O,
Assuming Fn occurs at the middle of the ISO 1C container with a height of 2.44m, we get
Thus we can calculate Fp,
It should noted that this force is the amount required to supply sufficient force for one side of
the claw, thus the total force required from the cylinder will be double, i.e.
68
Appendix A.11: Oil Reservoir Volume Analysis
Assuming hydraulic oil is used, as it is pressurised, its volume decreases, thus the pump must provide
additional volume of oil in order to adequately account for this. This can be calculated in the
following,
Where the compressibility factor β = 70*10-6 1/bar for oil [12], and assuming a maximum ∆P
of 700 bar, thus
Thus total volume required to adequately power the selected cylinder,
69
Appendix A.12: Stroke Time Analysis
The opening and closing of the recovery device can be calculated according to the stroke time of the
hydraulic cylinder [12]. The calculations are as follows,
Where dpiston = 13.03 cm, drod = 9.52 cm, stroke = 46 cm, Q = 2.73 L/min = 45.5 cm3/s,
Thus total time for a full cycle of opening and closing of the cylinder,
70
Appendix A.13: Deflection in Recovery Device
The following boundary conditions were placed in analysing the deflections for the scoop. Cylindrical
supports were placed at the hinge at which the scoop pivots upon, and was fixed in all directions
except the radial rotation. Forces were placed upon the bends due to the container sitting upon it as
well as at the connection of the scoop with the actuation jig. Deformation and stresses were seen to be
less than the allowable respective limits of 3mm deflection and 940 MPa yield stress.
71
72
For the determined shaft that would experience the greatest stresses being the shaft connecting the
scoop with the holding jig, boundary conditions selected were a force placed along the length of the
connection with the holding jig. Either end was fixed to act as reaction forces. Thus it can be seen
from the results that the deformation is less than the allowable 3mm, aswell as the maximum stress
experienced being less than the yield stress of the material 960QL steel.
73
For the lid where it is connected with the winch, it was determined that this also would be a place for
concern in light of the stresses and deflections experienced. The bolt locations at which the lid
connects with the house were considered as fixed supports, with the force due to the weight of the
payload and ARD being applied at the connection with the winch. As seen once again the deflection
and stresses are less than the allowable limit.
74
Appendix A.14: Housing Lid Analysis
322.258 kN
1100mm 1100mm
Fb Fb
Taking moments around the bolt locations Fb, it can be calculated,
Since there are 2 bolts on either end, each bolt will support half of the load.
Considering separation analysis at the bolt locations with an applied external load:
For a Grade 12.9 M42 socket head cap screw.
50mm
65mm
Using .
75
Bolt stiffness:
Member stiffness:
Joint constant:
Force resisted by bolt:
Total stress on the bolt:
Using distortion energy, the equivalent stress:
Checking for member separation:
76
Appendix A.16: Velocity of Under Carriage
Required velocity of the under carriage was defined to be the speed at which the crane travels an
entire long gantry (from one side of the ship to the other) within 30 minutes.
Hence:
Hence the required rotational velocity for a wheel of radius is:
77
Appendix A.17: Shaft Force Analysis
+V (kN)
185.57
-185.57
+ M (kN.m)
18.55 18.55
+ T (kN.m)
78
Appendix A.18: Shaft Material Properties and Correction Factors
Figure H - 1 First iteration estimates for stress concentration factor (Shigley's Mechanical Engineering Design Table 7-1)
Table H - 1 Material properties of AISI1050 CD Steel
Property Value Unit

Density 7.85 g/cc
Tensile strength ultimate 690 – 725 Mpa
Tensile yield strength 655 Mpa
Modulus of Elasticity 205 Gpa
Poisson’s Ratio 0.29 -
Figure H- 1. Parameters for Marin Surface Modification Factor (Shigley's Mechanical Engineering Design Table 6-2)
Figure H- 2. Reliability Factor Ke (Shigley's Mechanical Engineering Design Table 6-5)
79
Appendix A.19: Gantt Chart
80
Appendix B: Engineering Drawings
Appendix B.1: ARD
Appendix B.1.1: Left Web
81
Appendix B.1.2: Right Web
82
Appendix B.1.3: Scoop
83
Appendix B.1.4: Scoop Shafts
84
Appendix B.1.5: Holding Jig
85
Appendix B.1.6: Housing
86
Appendix B.1.7: Outer Arms
87
Appendix B.1.8: Arm Shafts
88
Appendix B 1.9: Housing Lid
89
Appendix B.2: Support Structure
Appendix B.2.1: Crane Wheel
90
Appendix B.2.2: Hydraulic Brake
91
Appendix B.2.3: Undertray Shaft
92
Appendix B.2.4: Overcarriage
93
Appendix B.3: Winching System
Appendix B.3.1: Winch Drum
94
Appendix B.3.2: Sheave
95
Appendix B.3.3: Drum Stand
96
Appendix B.3.4: Jib Stand
97

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University of New South Wales

SCHOOL OF MECHANICAL AND MANUFACTURING ENGINEERING

Jason Sengmany z5061603

Submitted 26th October 2018

Table 1. Functional requirements of overall artefact recovery system ................................................... 5

2.1 Problem Statement

Table 2. Constrains of overall artefact recovery system

2.2 The system will have a maximum deflection limit of 3mm

2.3 The recovery device shall fit within an envelope of 9x9x9m

2.4 The system cable shall not exceed a velocity of 5m/s

2.3.1 Artefact Recovery Device

2.3.2 Winching System

2.3.3 Power Train and Power Supply

2.3.4 Support Structure

Figure 1 – Final Design

Figure 2 - Winch Drum and Stand

4.1.1 Overview of Sub-System

4.1.2 Integration with other components

4.1.3 Design justification and validation

Figure 4 - DIEPA B75 Cross Section

Model DIEPA B75

Drum outer diameter 1200 mm

Material AS3678 Steel Plate

Figure 6 - Finite Element Analysis of Drum Stand

4.2.2 Integration with other components

4.2.3 Design justification and validation

Figure 8. Free body diagram of winch drum

The selected gearbox is chosen to have a maximum output torque .

Model GFT 450 W4 6000

Hydraulic Power Supply

Assuming the gearbox is outputting a maximum torque , using the smallest

Table 7: Motor technical data [5]

Model Fixed plug-in motor A2FE 250

Model A4VSO 500

Model TECO Cast iron TEFC 3-phase squirrel cage

Assumption Value Unit

Property Value Unit

4.3. Overview of Sub-System

Guy wire mount

Upper carriage structure

Figure 9 - Exploded View of Upper Carriage

Load Value Unit

Factored dead load 2.92E+03 Kn

Figure 11 - Gantry Rail

4.3.2 Integration with other components

Figure 13 - Cross Section of Boom

Figure 14 - Sheave Connector

Figure 15 - Schematic of Sheaves

Figure 16 - Jib Connector

Figure 17 - Boom Mounts

Figure 18 - Counter Weight

Figure 19 - Guy Wire

Figure 20 - Slewing Bearing

Property Unit Value

Figure 21 - Slew Bearing Mount

Figure 22: SKF NCF Bearing interface with gantry wheel.

Figure 23: Gantry wheel on I beam

Figure 24: Interfacing for motor

4.3.3 Design justification and validation