## 3 Results and Discussion
### Static Analysis
Figure 21: Location of the lowest safety coefficient: (**a**) blockage situation and (**b**) braking situation. Figure 22: Location of the second lowest safety coefficient: (**a**) blockage situation and (**b**) braking situation. Also, in the blockage situation, it must be mentioned that the union between the inertia flywheel and the axle is another delicate place. The flywheel, which is the element for which movement had been restricted, suffers an important torque in its axle. However, the safety factor of the highest stress point is 4.05, and therefore it is well dimensioned, but it is by far the point of the transmission shaft that works with the lowest safety coefficients (Figure 22a). Finally, and also for the blockage situation, the distal support of the AA axle is shown. In this place, there is the element with the third lowest safety coefficient with a value of 4.13 (Figure 23), but already forming part of the set of oversized elements, as happens with the rest of the pieces of the mechanism. Another aspect that static analysis studies is that of the deformations suffered by the various elements, as these play an important role in the proper functioning of the mechanism. Thus, an excessively deformed element can generate problems for the correct performance of its function, affecting the proximate elements. For example, those elements inserted in guides, crossed by bolts or those that need to keep their contacts well defined in order to gear without gaps are very sensitive to deformations. In the blockage situation, the maximum equivalent deformation, located at the junction of the inertia flywheel with the DD axle has a value of 0.13% with respect to the size of the element, and, therefore, is negligible (Figure 24a). Figure 23: Third lowest safety coefficient in the blockage situation. Figure 24: Location of the highest deformation: (**a**) blockage situation and (**b**) braking situation. However, in the braking situation (Figure 24b), the maximum equivalent deformation, located at the insertion of the braking bar with the support of the first link of the brake and according to the point of maximum stress, is somewhat greater, with a value 0.74%, although very far from representing a danger for the operation of the mechanism. Finally, the displacements are analyzed. For reasons similar to those mentioned in the previous section, the elements subjected to a stress point can present important displacements with respect to their usual working position. However, and in general, it can be seen that most of the elements hardly suffer any displacement when subjected to normal loads. In the blockage situation, the piece subjected to the greatest displacement, with a value of 22.98 mm, is the inertia flywheel (Figure 25a). Although this is an acceptable displacement, this data indicates again that this piece is affected by the stopping of the transmission shaft and suffers like no other the consequences of this effort. The second point where the displacement is greatest is located at a point in the structure (Figure 26a) with a value of 6.27 mm, which indicates that the displacements in the rest of the elements of the transmission shaft are negligible, and that the structure works correctly. In the braking situation, the end of the actuated lever is the point registering the greatest displacement with a value of 247.1 mm (Figure 25b). It is a solid bar of cast iron 2 m in length, so although such a displacement is not acceptable, it is understandable given the characteristics of the force that causes it (close to 22 kN). The second maximum displacement is located at the inertia flywheel, as also happens in the blockage situation, with a value of 10.28 mm (Figure 26b). The rest of the elements present negligible displacements. Figure 26: Location of the second highest displacement: (**a**) blockage situation and (**b**) braking situation. Figure 25: Location of the highest displacement: (**a**) blockage situation and (**b**) braking situation.