A PROJECT REPORT ON

“CAR OPERATING ON AIR MOTOR”

BY

ABHIJITCHATEKSHITIJKUMAR ZODEABHILASH DOIJODE

UNDER THE GUIDANCE OF

Prof. P. T. MIRCHANDANI

SUBMITTED AS A PRACTICAL FULFILLMENT OF

B.E. (SEMESTER VIII) MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERINGRIZVI COLLEGE OF ENGINEERING

BANDRA (W), MUMBAI – 400 050UNIVERSITY OF MUMBAI

FOR THE ACADEMIC YEAR 2011 -2012

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CERTIFICATE

This is to certify that the project report entitled“CAR OPERATING ON AIR MOTOR”

Submitted by

ABHIJITCHATEKSHITIJKUMAR ZODEABHILASH DOIJODE

Of Rizvi College of Engineering, Mechanical Branch has been approved in practical fulfillment of requirement for the degree of Bachelor of Engineering.

Prof.P.T. MirchandaniProject Guide

Prof. K.S. Raman Dr. Varsha ShahHead of Department Principal

Internal Examiner External Examiner

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ACKNOWLEDGEMENT

It is indeed a matter of great pleasure and proud privilege to be able to

present the project and report on “CAR OPERATING ON AIR MOTOR”.

The completion of a project is a milestone in student’s life and its execution

is inevitable in the hands of the guide. Many people have contributed in

successfully making of this project.

We are highly indebted to our project guide Prof. P. T. Mirchandani for his

invaluable guidance, enduring efforts, patience and enthusiasm which has given a

sense of direction, purposefulness to this project and ultimately made it a success.

His valuable suggestions have not only contributed for systematically completion

of our project work but have also given form and substance to this report.

We are very thankful to Head of Mechanical Department, Prof. K. S.

Raman for the co-operation.

We would like to express our deep regards and gratitude to the Principal Dr.

Varsha Shah for her co-operation and making all the facilities available to us.

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PREFACE

We take an opportunity to present this project report on “CAR

OPERATING ON AIR MOTOR” and put before readers some useful

information regarding our project.

We have made sincere attempts and taken every care to present this matter in

precise and compact form, the language being as simple as possible.

We are sure that the information contained in this volume would certainly

prove useful for better insight in the scope and dimension of this project in its true

perspective.

The task of completion of the project though being difficult was made quite

simple, interesting and successful due to deep involvement and complete

dedication of our group members.

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CHAPTER DESCRIPTION PAGE NO.

1. Introduction 6

2. The Air Motor 8

3. Principle of Working 12

4. Material 16

5. Design 21

6. Cost Estimation 34

7. Fabrication 40

8. Maintenance 45

9. Future Scope 53

10. References 54

INDEX

CHAPTER 1:INTRODUCTION

The Air car is a car currently being developed and, eventually, manufactured by

MoteurDeveloppement International (MDI), founded by the French inventor Guy Nègre. It will

be sold by this company too, as well as by ZevCat, a US company, based in California.

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The air car is powered by an air motor, specifically tailored for the car. The used air motor is

being manufactured by CQFD Air solution, a company closely linked to MDI.

The motor is powered by compressed air, stored in a carbon-fiber tank at 4500 psi. The motor

has injection similar to normal motors, but uses special crankshafts and pistons, which remain at

top dead center for about 70% of the motor's cycle; this allows more power to be developed in

the motor.

Though some consider the car to be pollution-free, it must be taken into acount that the tanks are

recharged using electric (or gasoline) compressors, resulting in some pollution, if the electricity

used to operate the compressors comes from polluting power plants (such as gas-, or coal-power

plants). Solarpower could possibly be used to power the compressors at fuel station.

The cars MDI will produce are not being sold (May 2006), and have been said to be coming into

production "soon" since at least 1998. It was, for example, announced to make its public debut in

South Africa in 2002[1], or "within six months" in January 2004 [2] Since there thus seems to be a

delay, potential buyers can also buy their cars from ZevCat (for the time being).

Besides MDI, there is also another company that delivers fully assembled cars running on

compressed air (+electric), it is called Energine Corporation and their cars are more precisely

named pneumatic-pneumatic electric vehicles (PHEV)s.

The application of pneumatic actuators has been extending widely in many fields since 1960s,

because of cleanness, low-cost, little maintenance, etc. However, when the world neared the end

of the 20th century, energy efficiencies of all kinds of driving systems were discussed and

compared at the background of facing the problem of energy and environment in the world. As a

result, it was reported that the energy efficiency of pneumatic systems is very poor compared

with electrical systems and hydraulic systems, and it is even lower than 20%[1].

Today, most of users are making efforts in cutting down the air consumption in their plants such

as avoiding air leakages, adjusting operating pattern of devices and so on. At the same time,

pneumatic equipment’s manufacturers are accelerating the development of products that can save

energy. However, with regard to the research of pneumatic technology, there is not any clear

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method to calculate the available energy of compressed air, and it is not clarified how much

energy are lost in supply pipes or at actuators.

Because of air compressibility, heat transfer, etc., it is difficult to establish a method to have an

energy assessment for pneumatic systems. Among pneumatic equipment’s, it is considered that

actuator and air compressor result in the low energy transformation efficiency of pneumatic

systems.

Although there are many projects with the purpose to discuss the characteristics of cylinders, the

study of energy on cylinders is little. As the main actuator of pneumatic systems, large quantities

of cylinders are used in automatic production lines. It is an important project to establish an

energy assessment method for pneumatic systems and to clarify the energy consumption of air

cylinders.

In this project, firstly, the concept “energy” is introduced to assess the available energy of

compressed air instead of enthalpy. Its calculation and characteristics are also introduced. Then,

the distribution of supplied energy at one actuation cycle of cylinder is discussed based on

simulation with proved mathematic model of cylinder actuation. Lastly, in order to compare the

energy distribution pattern between meter-out and meter-in circuit, horizontally and vertically

actuating cylinder with those two circuits are also investigated.

Chapter 2: The Air Motor

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Air motor

The air motor is an emission-free piston motor using compressed air. The motors are similar to

steam engine as they use the expansion of externally supplied pressurized gas to perform work

against a piston.

For practical application to transportation, several technical problems must be first addressed:

As the pressurized air expands, it is cooled, which limits the efficiency (combined gas law). This

cooling reduces the amount of energy that can be recovered by expansion, so practical motors apply

ambient heat to increase the expansion available.

Conversely, the compression of the air by pumps (to pressurize the tanks) will heat the air. If this heat

is not recovered it represents a further loss of energy and so reduces efficiency.

Storage of air at high pressure requires strong containers, which if not made of exotic materials will

be heavy, reducing vehicle efficiency, while exotic materials (such as carbon fiber composites) tend

to be expensive.

Energy recovery in a vehicle during braking by compressing air also generates heat, which must be

conserved for efficiency.

It should be noted that the air motor is not truly emission-free, since the power to compress the air

initially usually involves emissions at the point of generation.

The principle advantages for an air powered vehicle are:

Fast recharge time

Long storage lifetime (electric vehicle batteries have a limited useful number of cycles, and

sometimes a limited calendar lifetime, irrespective of use).

Potentially lower initial cost than battery electric vehicles when mass produced.

The most recent development uses pressurized air as fuel in an motor invented by Guy Nègre, a

Frenchmotorer. A similar concept is currently being developed by the

UruguayanmotorerArmando Regusci and an Australian Angelo Di Pietro . Despite interest in the

technology, no company has yet put a vehicle using this technology into mass production. A

successful vehicle would offer many of the advantages of a battery air operated car with the

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additional ability to quickly restore the stored energy - in a few minutes rather than the hours

required to recharge batteries.

History

The air motor and its concept to use air as an energy carrier is not new. It was used in old times

(19th century) to power mine locomotives . After this, it was used (and is still being used) in car

racing to give the first power to the car's main power plant, the internal combustion motor (ICE).

In 1991 the inventor Guy Nègre started up MDI and invented a dual-energy motor running on

both compressed air as on regular fuel. From this moment on he managed to create a compressed

air only-motor, and improved his design to make it more powerful. In the 15 years he's been

working on this motor, considerable progress has been made: the motor is now claimed to be

competitive with modern ICEs. It is probably still not as powerful as an ICE (although depending

on which model of air motor vs model ICE). Proponents claim that this is of little importance

since the car can simply be made lighter, or the tanks be put on a higher pressure (psi-level),

pushing the motor to above a comparable ICE-motor.

Other people that have been working on the idea, among them Armando Regusci and Angelo Di

Pietro. They too have companies, Rugusci started up RegusciAir and Di Pietro started up

MotorAir. They are selling their motors.

Air motors are powered by compressed air. They operate at relatively high speeds in industrial and

spark-prohibited applications. They can be regulated easily for speed and torque, and can stop and reverse

very quickly. They are commonly used in many industrial applications and are noted for their economic

power delivery, straightforward maintenance and safety in spark prohibited applications.

The most important performance specifications to consider when searching for air motors include

required torque, maximum air pressure, air consumption, rated free speed (output), and operating noise

level.  Torque is the turning force delivered by a motor or gear motor shaft, usually expressed in lbs. ft

derived by completing H.P. x 5250/RPM = full load torque.  The maximum air pressure is usually

specified in pounds per square inch.  Minimum, maximum, or both can specify the air consumption of the

motor.  The rated free speed is the speed with no load at rated pressure. Note that this is the speed of the

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output shaft for a gear motor.  The operating noise level is the noise level in decibels (dB) produced by

the motor.

Output styles for air motors can be output shaft of hollow shaft or collet.  With a shaft the output is solid

shaft, typically cylindrical.  A hollow shaft or collet is an output shaft with a center hole for tool

mounting, or a collet style for adjustable tool clamping.  The diameter of the shaft or collet is also

important to consider.

Gear motor specifications that are important to consider when searching for air motors include whether or

not the air motor is a gear motor, the gear reduction ratio, and gear motor output style.  A gear motor has

an integrally attached gear head, usually for the purpose of reducing speed and increasing output torque.  

A 10:1 reduction ratio would be represented by 10, a 3:2 ratio represented by 1.5, etc.  Gear motor output

styles include concentric or in-line output, parallel or offset output, and right-angle output.

Mounting options for air motors include face mount, flange mount, nose mount, and foot mount.  

Common materials of construction include aluminum, cast iron, steel, stainless steel, and plastic. 

Features commonly found on air motors are non-lubricated construction, reversible, and speed feedback

or control.  Dimensions of length, side or diameter, and weight are also important to consider.

Uses of air motor

The Nègre motor is used to power an urban car with room for five passengers and a projected

range of about 100 to 200 miles (160 to 320 km), depending on traffic conditions. The main

advantages are: no roadside emissions, low cost technology, motor uses food oil for lubrication

(just about 1 liter, changes only every 30,000 miles (50,000 km)) and integrated air conditioning.

Range could be quickly tripled, since there are already carbon fiber tanks which have passed

safety standards holding gas at 10,000 lbf/in² (70 MPa).

Different Types of Air Motors:-

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1. Rotary Vane-type Air Motor

2. Piston Type Air Motor

Chapter 3: Principle of Working

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Principle of operation: - It actually works on the principle of Pascal’s Law. Here the pressure energy of the air passing through the vanes of air motor is converted into kinetic energy across the vanes of the air motor and the rotation of the air motor shaft starts as the vanes and impeller is installed on the shaft.

Working of a typical Vane-type Air Motor: - A typical vane-type air motor is shown in figure. This particular motor provides rotation in only one direction. The rotating element is a slotted rotor which is mounted on a drive shaft. Each slot of the rotor is fitted with a freely sliding rectangular vane. The rotor and vanes are enclosed in the housing, the inner surface of which is offset from the drive shaft axis. When the rotor is in motion, the vanes tend to slide outward due to centrifugal force. The distance the vanes slide is limited by the shape of the rotor housing. This motor operates on the principle of differential areas. When compressed air is directed nto the inlet port, its pressure is exerted equally in all directions. Since area A is greater than area B, the rotor will turn counterclockwise. Each vane, in turn, assumes the No. 1 and No.2 positions and the rotor turns continuously. The potential energy of the compressed air is thus converted into kinetic energy in the form of rotary motion and force. The air at reduced pressure is exhausted to the atmosphere. The shaft of the motor is connected to the unit to be actuated. Many vane-type motors are capable of providing rotation in either direction. A motor of this design is shown in figure. This motor operates on the same principle as the vane motors shown in figure . The two ports may be alternately used as inlet and outlet, thus providing rotation in either direction. Note the springs in the slots of the rotor. Their purpose is to hold the vanes against the housing during the initial starting of the motor, since centrifugal force does not exist until the rotor begins to rotate.

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Vane-type Air Motor

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A: Air is drawn in through the intake valve.

 B: Air is contained between the rotor and stator wall.

 C: Air is compressed by decreasing volume. Oil is continually injected to cool, seal and lubricate.

 D: High pressure air passes into the primary oil separator.

 E: Remaining traces of oil are removed in a final separator element, providing high quality air.

 F: System air passes through the aftercooler, removing most of the condensate.

 G: Oil is circulated by internal air pressure. It passes through an air-blast oil cooler and filter before being returned to the compressor.

 H: Air flow is regulated by an inbuilt modulation system.

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General Working of the Air Car: - The car is taken at the compressor site. The compressor is made ON till the pressure in the storage tank reaches 12 bar pressure. Here the minimum operating pressure required to propel the vehicle is 7 bar. The flexible hose is coupled with the compressor tank and the air storage tank installed on the air car. Keeping the compressor ON, The air storage tank on the frame of the vehicle is inflated up to 12 bar pressure. Then the compressor coupling pipe is removed. The utility valve which supplies the air from the air tank to the direction control valve is gradually opened. The 5/2 direction control valve is operated such that the air motor starts operating.

The air motor shaft is installed with the sprocket wheel and chain arrangement such that it will drive the other sprocket wheel which is installed on the wheel shaft. The wheel starts rolling and the vehicle is propelled towards forward direction.

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Chapter 4: Material selection and requirements.

To prepare any machine part, the type of material should be properly selected, considering design, safety and following points:-

The selection of material for motorering application is given by the following factors:-

1) Availability of materials.

2) Suitability of the material for the required components.

3) Suitability of the material for the desired working conditions.

4) Cost of the materials.

5) In addition to the above factors the other properties to be considered while selecting the material are as follows :-

Physical properties:-

These properties are co lour, shape, density, thermal conductivity, electrical conductivity, melting point etc.

Mechanical properties:-

The properties are associated with the ability of the material to resist the mechanical forces and load. The various properties are:-

i) Strength:- It is the property of material due to which it can resist the external forces without breaking or yielding.

ii) Stiffness: - It is the ability of material to withstand the deformation under stress.

iii) Ductility:- It is the property of material due to which it can be drawn into wires under a tensile load.

iv) Malleability:- It is the property of material which enables it to be rolled in to sheets.

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v) Brittleness: - It is the property of material due to which it breaks into pieces with little deformation.

vi) Hardness: - It is the property of material to resist wear, deformation

And the ability to cut another material.

vii) Resilience: - It is the ability of the material to store energy and resist

the shock and impact loads.

viii) Creep: - It is the slow and permanent deformation induced in a

part subjected to a constant stress at high temperature.

We have selected the material considering the above factors and

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Also as per the availability of the material, the materials which cover most of the above properties are :-

1) MILD STEEL:-

Composition :- Carbon→ 0.20 % - 0.30%

Manganese→ 0.30% - o.60%

Properties :- Tensile strength 44.54 kgf/mm²

Yield stress 28 kgf/mm²

Hardness 170 BHN

Uses :- General purpose steels for low stressed components.

2) BEARING METALS :-

They may be classified into:

I) Copper base bearing metals.

II) Tin base bearing metals

III) Lead base bearing metals.

IV) Cadmium base bearing metals.

Copper has metals are used for application of heavier Pressures.

Tin base, lead base and cadmium base metal are also known as white metal

alloys. Tin base metals are used for application of high pressure and loan. Lead base metals are used for light loads and pressure.

Cadmium base metals have more compressive strength as compared to the base metals used for elevated temperature.

The application of cast iron & steel may be specified as follows:

1. Steel should be preferred for simple heavily loaded structure, which are to be manufactured in small numbers; this is due to the factor that in lightly loaded structures the higher mechanical properties of steel cannot be fully exploited.

2. Cast iron should be preferred for complex structures subjected to normal loading. When these structures are to be made in large numbers.

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3. Lately, combined welded and cast structures are becoming popular. They are generally used where a steel structure is economically suitable but is difficult to manufacture wing to the complexity of some portions; these complex portions are separately cast & welded to the main structures.

The following is a table consisting the various materials and their quantities used along with an estimate cost.

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SR NO

PART NAME MATERIAL QTY COST

1 TANK MS 50 KG 3400

2 PNE MOTOR STD 1 nos 3500

3 WHEEL MS 3nos 1800

4 SPROCKET MS 2 nos 450

5 CHAIN CI 1 nos 160

6 PRESSURE GAUGE STD 1nos 650

7 FRAME RU 1 nos 800

8 STEERING STD 1nos 360

9 SWITCH MS 1 nos 450

10 PIPE STD 3 m 100

11 CONNECTOR MS 3 nos 120

12 WELDING ROD - 1 50 nos 350

13 COLOUR - 2 lit 200

14 MISCELLANEOUS 1000

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Chapter 5: DESIGN

DESIGN OF AIR CAR

Assumption

Design load for one person = 100 kg = 980 N

Weight of machine = 56 kg = 56 x 9.81 =549 N

Frictional loss = 5 % of total weight

Total load = 980 + 549 + 76 =1605 N

Capacity of air motor = 0.5 hp and speed 2500 rpm

Now for thickness of cylinder wall of cylinder,

We have, t = pd/2ft1 where p = internal pressure= 25 kg/cm2 = 2.45N/mm2,

& d = diameter of cylinder=215 mm selected, ft1 = permissible stress.

We have ultimate stress for cylinder material ft1 = 380 N/mm2psg 1.12 c07

structural steel

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Id = 215 mm

od = 219 mm mm

960 mm mm

Considering factor of safety as 2.

We get permissible stress = ultimate stress/factor of safety

ft1 =380/2

ft1 = 190 N/mm2

Inputting these value in the thickness formula,

We get, t = 2.45 x 215/2 x 190

= 1.6 mm.

t = 1.6mm. ≈ 2 mm.

Outer dia of cylinder = 215 + (2 x 2) = 219mm

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DESIGN OF C-SECTION

Material: - M.S.

The vertical column channel is subjected to bending stress

Stress given by => M/I = fb / y

In above equation first we will find the moment of inertia about x and y

Axis and take the minimum moment of inertia considering the channel of

ISLC 75 x 40 sizes.

B = 40

t = 5b = 35

H = 75 h = 65

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We know the channel is subject to axial compressive load

In column section the maximum bending moment occurs at channel of section

M = W x L/4

M = 1605 x 915/4

M = 367143.75 N-mm

We know

fb = M/Z

Z = (BH3 – bh3)/6H

Z = (40 X 753 – 35 X 653)/6 X 75

Z = (16875000 -9611875) / 450

Z = 16140 mm3

Now check bending stress induced in C section

fb induced = M/Z

fb induced = 367143 /16140 = 22.74 N / mm2

As induced stress value is less than allowable stress value design is safe.

fb = Permissible bending stress = 320 N / mm²

fb induced <fb allowable

Hence our design is safe.

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W 1605

915 mm

DESIGN OF WELDED JOINT OF CHANNEL:

The welded joint is subjected to pure bending moment. So it should be design for bending stress.

We know minimum area of weld or throat area

A = 0.707 x s x l

Where s = size of weld

l = length of weld

A = 0.707 x 3 x ( 75 X 2 )

A = 346.5 mm2

Bending strength of parallel fillet weld

P = A x fb fb = 70N / mm2

As load applied at the center of c section 1605 N .

We know ,ft = F /A

Calculating induce stress developed in welded joint

ftinduced = 1605 / 346.5

= 4.6 N /mm

As induce stress is less then allowable stress the design is safe.

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Circular welding

DESIGN FOR CIRCULAR FILLET WELD WELDED JOINTS: -

Diameter of pipe = D = 219 mm.

Size of weld = s =3 mm

INTERNAL FORCE

P = F/A

2.45 = F / (3.14 X2192/4)

F = 12214 N

12214

. fs = -----------------

. Shear area

12214

= ----------------

π .D x t

12214

= ----------------

π x 219 x t

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now, t = s.cos45 = 0.707 s = 0.707 x 3 = 2.121 mm

12214

= ----------------

π x 219 x 2.121

.fs = 8.3 N/mm2

Fsindused = 8.3 N/mm2

As induced stress value is less than allowable value, which is 70 N/mm2

So design is safe.

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DESIGN OF CHAIN & SPROCKET

We know,

TRANSMISSION RATIO = Z2 / Z1 = 40/12 = 3.33

For this transmission ratio number of teeth on pinion sprocket is in the range of 21

to 10, so we select number of teeth on pinion sprocket as 12 teeth.

So, Z1 = 12 teeth

SELECTION OF PITCH OF SPROCKET

The pitch is decided on the basis of RPM of sprocket.

RPM of pinion sprocket is variable in normal condition it is = 2000 rpm

For this rpm value we select pitch of sprocket as 6.35mm from table.

P = 6.35mm

CALCULATION OF MINIMUM CENTER DISTANCE BETWEEN SPROCKETS

THE TRANSMISSION RATIO = Z2 / Z1 = 40/12 = 3.33 which is less than 5

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So from table,

MINIMUM CENTER DISTANCE = C’ + (80 to 150 mm)

Where C’ = Dc1 + Dc2

2

C’ = 80 + 25

2

C’ = 52.5 mm

MINIMUM CENTER DISTANCE = 52.5 + (30 to 150 mm)

MINIMUM CENTER DISTANCE = 150 mm

CALCULATION OF VALUES OF CONSTANTSK1 K2 K3 K4 K5 K6

Load factor K1 = 1.25 ( Load with mild shock )

Factor for distance regulation K2 = 1.25 ( Fixed center distance)

Factor for center distance of sprocket K3 =0.8

Factor for position of sprocket K4 = 1

Lubrication factor K5 = 1.5 (periodic)

Rating factor K6 = 1.0 (single shift)

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CALCULATION OF VALUE OF FACTOR OF SAFETY

For pitch = 6.35 & speed of rotation of small sprocket = 2000 rpm

FACTOR OF SAFETY = 8.55

CALCULATION OF VALUE OF ALLOWABLE BEARING STRESS

For pitch = 6.35 & speed of rotation of small sprocket = 2000 rpm

ALLOWABLE BEARING STRESS = 2.87 kg / cm2

= 2.87 * 981 / 100 =28 N /mm2

CALCULATION OF COEFFICENT OF SAG K

For horizontal position coefficient of sag K = 6

CALCULATION OF MAXIMUM TENSION ON CHAIN

As we know maximum torque on shaft = Tmax =T2 = 278720 N-mm

Where ,

T1 = Tension in tight side

T2 = Tension in slack side

O1,O2 = center distance between two shaft

From fig.

Sin = R1 - R2

O1O2

Sin = 40 - 12.5

150

30

Sin = 0.18

= 10.36

TO FIND = (180 –2 ) X 3.14/180

= (180 –2*10.36 ) X 3.14/180

= 2.7 rad

we know that,

T1/T2 = e

T1/T2 = e0.35 x 2.7

T1 = 2.57T2

We have,

T = ( T1 – T2 ) X R

278720 = ( 2.57 T2 – T2 ) X 40

T2 = 4438 N

T1 = 2.57 X 4438

T1 = 11406 N

So tension in tight side = 11406 N

We know ,

Stress = force / area

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Stress induced =11406/ ( 3.14 * 82 / 4 )

Stress induced = 227 N /mm2

As induced stress is less than allowable stress = 320N /mm2design of sprocket is safe

.

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Dia 20 mm

Dia 400 mm

Design of steering shaft

Dia of steering = 400 mm

Manual force applied on steering = 30 kg = 300 N

Torque = F x R = 300 x 400 = 120000N mm

We know

T = 3.14 /16 x fs x d3

120000 = 3.14 / 16 x 340 x d3

D = 12.16 mm

Taking factor of safety = 1.5

D actual = 12.16 x 1.5

D = 18.9 = 20 mm

For 20 mm dia shaft we select P204 bearing from design data book.

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Chapter 6: Fabrication

The process of conversion of raw material in to finished products using the three resources as

Man, machine and finished sub-components.

Manufacturing is the term by which we transform resource inputs to create Useful goods and

services as outputs. Manufacturing can also be said as an intentional act of producing

something useful. The transformation process is shown below-

Input conventional process out put

Element Transformation Useful product Material Machines Products Data Interpretation Knowledge Energy Skill Services Variable cost Fixed cost Revenue

It’s the phase after the design. Hence referring to the those values we will plan The various

processes using the following machines:-

i) Universal lathe

ii) Milling machine

iii) Grinding machine

iv) Power saw

v) Drill machine

vi) Electric arc welding machine

Machining Operations

Machining operations involve various metal cutting processes that include:

Turning

Drilling

Milling

Reaming

Threading

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Broaching

Grinding

Polishing

Planning

Cutting and shaping

Machining processes use cutting tools of some sort that travel along the surface of the work

piece, shearing away the metal ahead of it. Most of the power consumed in cutting is transformed

into heat, the major portion of which is carried away by the metal chips, while the remainder is

divided between the tool and work piece. Interface temperatures of up to 200°F have been

measured

Turning processes and some drilling are done on lathes, which hold and rapidly spin the work piece

against the edge of the cutting tool. Drilling machines are intended not only for making holes, but also for

reaming (enlarging or finishing) existing holes. Reaming machines using multiple cutting edge tools also

carry out this process.

Milling machines also use multiple edge cutters, in contrast with the single point tools of a lathe. While

drilling cuts a circular hole, milling can cut unusual or irregular shapes into the work piece.

Broaching is a process whereby internal surfaces such as holes of circular, square or irregular shapes, or

external surfaces like keyways are finished. A many-toothed cutting tool called a broach is used in this

process. The broaches teeth are graded in size in such a way that each one cuts a small chip from the work

piece as the tool is pushed or pulled either past the work piece surface, or through a leader hole

(Baumeister 1967). Broaching of round holes often gives greater accuracy and better finishes than

reaming.

Metal Surface Treatment And Plating

Operations

Metal surface treatment and plating are practiced by most industries engaged in forming and

finishing metal products, and involve the alteration of the metal work piece’s surface properties,

in order to increase corrosion or abrasion resistance, alter appearance, or in some other way

enhance the utility of the product. Plating and surface treatment operations are typically batch

operations, in which metal objects are dipped into and then removed from baths containing

various reagents for achieving the required surface condition. The processes involve moving the

35

object to be coated (the work piece) through a series of baths designed to produce the desired end

product.

36

Operation Sheet No. 1

COMPONENT: FRAME

MATERIAL:- M.S. ANGLE

QUANTITY : - 1

SR. NO

DESCRIPTION OF OPERATION

MACHINE USED

CUTTING

MEASUREMENT TIME

1 Cutting the angle in to length as per dwg

Gas cutting machine

Gas cutter

Steel rule 15min.

2 Cutting the angle in to number of piece as per dwg

Gas cutting machine

Gas cutter

Steel rule 15min.

3 Filing operation can be performed on cutting side and bring it in perpendicular C.S.

Bench vice File Try square 15 min.

4 Weld the angles to the required size as per the drawing

Electric arc welding machine

------- Try square 20 min

5 Drilling the frame at required points as per the drawing.

Radial drill machine

Twist drill

Verniercalliper 10 min.

37

Operation Sheet No. 2COMPONENT: AIR TANK CYLINDER

MATERIAL:- Bright steel

MATERIAL SPECIFICATION:- 170 mm Ф x 5mm x 400mm length

S.N OPERATION M/C USED TOOL/GAUGE TIME

1 Cut the bright steel. cylinder of

170mmdiameter 400mm length

Of 5 mm thickness

Hydraulic

power saw

cutting

machine.

H.S. blade and steel

rule

20 min

2 Bore it , turn it for 200 length Universal

lathe

3- jaw chuck,

Steel rule

50 min

3 Make the circular hole and drill it and

tap it enough to hold the fitting

Radial drill

machine and

vernier caliper

steel rule, vernier

caliper

30min

4 Cut the two plates for 170

& drill the two plates to hold using nut

and bolts, along with the packing.

Gas cutter,

Radial drill

machine, tap

set

5 mm and 3mm ф

diameter twist drill,

25mm dia twist drill

10 min

5 Hold the bottom and side plates

together by welding

Electric arc

welding

machine

M.S. welding rods and

chipping hammer.

30 min

6 Install the cylinder concentrically with

the first cylinder by drilling and tapping

with the two 100 mm plates

Electric arc

welding

machine

M.S. welding rods and

chipping hammer.

30 min

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PART NAME – FRAME

SIZE – AS PER DRAWIING

SR. NO.

DISCRIPTION OF ACTIVITY

1 Inspection of raw material

2 Raw material purchasing

3 Marking and cutting of material

4 Change of operation

5 Chamfering the edges

6 Inspection of finished angles

7 Storage

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Chapter 7: Cost Estimation

Cost estimation may be defined as the process of forecasting the expenses that must be

incurred to manufacture a product. These expenses take into a consideration all

expenditure involved in a design and manufacturing with all related services facilities such

as pattern making, tool, making as well as a portion of the general administrative and

selling costs.

PURPOSE OF COST ESTIMATING:

1. To determine the selling price of a product for a quotation or contract so as to ensure a

reasonable profit to the company.

2. Check the quotation supplied by vendors.

3. Determine most economical process / material to manufacture the product.

4. To determine standards of production performance that may be used to control the cost.

BASICALLY THE BUDGET ESTIMATION IS OF TWO TYRES:

1. Material cost

2. Machining cost

MATERIAL COST ESTIMATION:

Material cost estimation gives the total amount required to collect the raw material, which

has to be processed or fabricated to desired size and functioning of the components. These

materials are divided into two categories.

1. Material for fabrication:

In this the material in obtained in raw condition and is manufactured or processed to

finished size for proper functioning of the component.

1. Standard purchased parts:

This includes the parts, which was readily available in the market like allen screws etc. A

list is forecast by the estimation stating the quality, size and standard parts, the weigh of

raw material and cost per kg.

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MACHINING COST ESTIMATION:

This cost estimation is an attempt to forecast the total expenses that may include

manufacturing apart from material cost. Cost estimation of manufactured parts can be

considered as judgment on and after careful consideration, which includes labour, material

and factory services required to produce the required part.

PROCEDURE FOR CALCULATION OF MATERIAL COST:

The general procedure for calculation of material cost estimation is after designing a

project a bill of material is prepared which is divided into two categories.

a. Fabricated components

b. Standard purchased components

2. The rates of all standard items are taken and added up.

3. Cost of raw material purchased taken and added up.

LABOUR COST:

It is the cost of remuneration (wages, salaries, commission, bonus etc.) of the employees of a

concern or enterprise. Labour cost is classifies as:

1 Direct labour cost

2 Indirect labour cost

Direct labour cost:

The direct labour cost is the cost of labour that can be identified directly with the

manufacture of the product and allocated to cost centers or cost units. The direct labour is

one who counters the direct material into saleable product; the wages etc. of such

employees constitute direct labour cost. Direct labour cost may be apportioned to the unit

cost of job or either on the basis of time spend by a worker on the job or as a price for some

physical measurement of product.

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Indirect labour cost:

It is that labour cost which cannot be allocated but which can be apportioned to or

absorbed by cost centers or cost units. This is the cost of labour that doesn’t alters the

construction, confirmation, composition or condition of direct material but is necessary for

the progressive movement and handling of product to the point of dispatch e.g.

maintenance, men, helpers, machine setters, supervisors and foremen etc. The total labour

cost is calculated on the basis of wages paid to

thelabour for 8 hours per day. Cost estimation is done as under

Cost of project = (A) material cost + (B) Machining cost + (C) lab our cost(A) Material cost is calculated as under: -

i) Raw material cost

ii) Finished product cost

i) Raw material cost:-

It includes the material in the form of the Material supplied by the “ Steel authority of

India limited” and ‘Indian Pneumatic co.,’ as the pressure fittings, square rods, and plates

along with the strip material form.

The cost of the raw material is as follows: -

Angles – 600/-

Shaft --- 400/-

Handle pipe --- 300/-

m.s. sheet for tank – 2000/-

strips – 200/-

Total of above = 3500/- Rs.

ii) Finished product cost:-

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Following the components which we have directly purchased from the Market, being easily

available and cheaply availably available as compared to their manufacturing cost

1) AIR MOTOR, 10 KG-M TORQUE, 200 RPM = 4000/-

2) Servo-system 30-no oil—1 liter = 120/-

3) Hose pipe = 250/-

4) Galvanized pipe ½” dia = 100/-

5) Bush (gun metal) = 90/-

6) Air seals at motor inlet—2nos = 90/-

7) Cir-clips –10 nos = 100/-

8) color green ,blue, black= 200/-

9) nut bolt and washers (24)= 150/-

10) 6204 bearings –2 nos = 200/-

11) 4 nos springs10Ø &20Ø = 200/-

12) bright pins 8mmØ = 050/-

13) WHEELS = 1200/-

14) pressure fittings and direction control valve =2600/-

Total cost of the finished components = Rs.12,850/-

B ) DIRECT LABOUR COST

Sr.no.Operation Hours

Rate per

hourAmount

1.Turning 10 150 1500

2.Milling 2 150 300

3.Drilling 7 100 700

4. Welding 16 175 2800

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5.Grinding 3 60 180

6.Tapping 3 40 120

7.Cutting 8 40 320

8. Gas cutting

8 50 400

9.Assembly 2 100 200

10.Painting 2 100 200

TOTAL 6720/-

Total Cost: Rs. 19570 /-

Chapter 8: Maintainence

44

No machine in the universe is 100% maintenance free machine. Due to its continuous use it is

undergoing wear and tear of the mating and sliding components. Also due to the chemical

reaction takes place when the material comes in the contact with water, makes its corrosion.

Hence it is required to replaced or repaired. This process of repairing and replacing is called as

maintenance work.

AUTONOMOUS MAINTAINENCE ACTIVITY:-

1) Conducting initial cleaning & inspection.

2) Eliminate sources of dirt, debris, excess lubricants etc.

3) Improve cleaning maintainability.

4) Understand equipment functioning.

5) Develop inspection skills.

6) Develop standard checklists.

7) Institute autonomous inspection.

8) Organize and manage the work environment.

9) Manage equipment reliability.

CLAIRCLEANING,LUBRICATING, ADJUSTMENT, INSPECTION

CLEANING

Why cleaning ?

Prevent or eliminate contamination.

Find ways to simplify the cleaning process.

Facilitates through inspection when done by knowledgeable operators and \ or maintainers.

CLEANING IS INSPECTION….

45

Clean equipmentthoroughly

Identify difficulties to clean areas

Detect deterioration and defective parts in equipment

Look at and touch every area on the equipment

Free equipment fromcontamination

Expose hiddendefects

Remarkable sources of contamination

Normal Orabnormal

What to look for when cleaning.

Missing part

Wear

Rust and corrosion

Noise

Cracks

Proper alignment

Leaks

Play or sloppiness

VISUAL AIDS TO MAINTAIN CORRECT EQUIPMENT CONDITION

46

CLEANING PROCESS

CHRONIC LOSSES

Remedial action unsuccessful

LOSS ISRECOGNISED

LOSS ISUNRECOGNISED

Remedial action Can not be taken

Remedial action is not taken

Match marks on nut and bolts

Color marking of permissible operating ranges on dials and gauges

Marking of fluid type and flow direction of pipes

Marking at open / closed position on valves

Labeling at lubrication inlets and tube type

Marking minimum / maximum fluid levels

Label inspection sequences

ADJUST & MINOR REPAIR

Minor repairs if

Trained

Experienced

Performs safety

Simple tool required

Not longer than 20/30 minutes

CHRONIC DEFECTS

47

CRONIC DEFECTS

EQUIPMENT IMPROVEMENT

Restore obvious deterioration throughout.

Establish plan select pilot area , determine bottleneck.

Study and understand the production process.

Establish goals for improvement.

Clarify the problem, collect the reference manuals contact resources.

Conduct evaluation through such techniques as RCM analysis, FMECA, FTA (Root

cause failure analysis).

Determine improvement priorities, costs and benefits.

Execute improvement in pilot area standardize technique and document what you

have done.

Monitor results and optimize based on those results.

Implement plant wide

EQUIPMENT RESPONSIBILITIES OF OPERATOR

Operation with the proper standard procedure.

Failure prevention.

Failure resolution.

Inspection.

Equipment up keep.

Cleaning.

Lubricating.

Lightning fasteners.

Minor repairs.

Troubleshooting.

48

Wear of Working Parts

No equipment in the universe is 100% maintenance free equipment, either it may be human or

machine. In Basics Section 2.2.3.2, we discussed the effects of pin wear. When a chain is

operating, the outer surface of the pin and inner surface of the bushing rub against one another,

wearing little by little.

When a chain is operating, obviously other parts are also moving and wearing. For

example, the outer surface of the bushing and inner surface of the roller move against one

another. In the case of transmission chain, the roller and bushing wear is less than that of

the pin and the inner surface of the bushing because the chance of rubbing is generally

smaller. Also, it is easier to apply lubrication between the bushing and roller. The progress

49

of pin-bushing wear is shown in Figure 2.20, in which the horizontal axis is the working

hours and the vertical axis is the wear elongation (percent of chain length).

Figure 2.20 Pin-Bushing Wear During Operation

In Figure 2.20, O-A is called "initial wear." At first the wear progresses rapidly, but its ratio is

less than 0.1 percent and usually it will cease within 20 hours of continuous operation. A-B is

"normal wear." Its progress is slow. B-C is "extreme wear." The limit of ³allowable wear² (the

end of its useful life) will be reached during this stage (1.5 to 2.0 percent).

The solid line reflects a case of using chain with working parts that were lubricated in the

factory, but were not lubricated again. If you lubricate regularly, the pin and the bushing

continue to exhibit normal wear (reflected by the dotted line), and eventually run out their useful

life.

If you remove all the lubricants with solvents, the wear progresses along a nearly straight line,

and the life of the chain is shortened. The dashed line shows this.

The factors that affect chain wear are very complicated. There are many considerations, such as

lubrication, assembly accuracy, condition of produced parts, and the method of producing parts;

therefore, wear value can¹t be greatly improved by merely changing one factor. In transmission

chain, JIS B 1801-1990 regulates the surface hardness of the pin, the bushing, and the roller (as

shown in Table 2.2) to meet the multiple requirements for wear resistance and shock resistance.

TESTING PROCEDURE

50

Following procedure is adopted for testing the air operated car:-

o Connect the compressor to the tank reservoir of the air operated car using hose

pipe and coupling.

o Start the compressor till the air pressure reaches up to 7.5 bar pressure.

o Let the pressure in the reservoir may increase up to 10 bar.

o Disconnect the compressor.

o Ensure not leaking of the air from the tank.

o Operate the air flow direction control valve to operate the air motor.

o Increase the supply of air from the tank to the motor slowly till desired speed is

achieved.

o Connect externally the tachometer to the wheel shaft of the air operated car.

o Check the rpm for different valve opening and the pressure value.

TROUBLE SHOOTING

Following troubles may be found and those may be rectified as follows:-

Sr.no. Trouble found Rectification and remedies

1 The air tank pressure is not increasing Check the compressor,if not working

replace or repair it

Check the pressure gauge if working

properly

51

Check and rectify the chocked air

supply lines

2 Wheels not rotating Check the operation of the air motor,

if faulty repair the rotor.

Check the air supply lines if chocked.

Repair and lubricate the chain and

sprocket drive

3 Vehicle not taking the load Check the air pressure

Lubricate the drive system.

Check the air pressure in wheel tyres

also

Overhaul the air motor.

4 Air supply being improper Check the compressor

Check the functioning of direction

control valve.

5 Air pressure not lasting Rectify the leakages from the tank,

pipe lines and coupler

Seal the fittings properly with sir tight

sealings

Chapter 9: Future Scope

Being manufactured the innovative creation still every creation always have little bit scope

fro the future modification. Hence following different modifications can be done to have

future advancement in our creation:-

1. it itself can be installed with battery operated high pressure rating type air compressor

such that there is no periodical need of inflating the air tank frequently.

2. Its body can be made sporty to increase it’s asthetic look and the shape can be made

aerodynamic and presentable.

3. It can be installed with the IC engine to charge the Battery to drive the air motor.

4. It can be installed with the front wheel pair and the steering mechanism to make it four

wheeled car.

52

Comparision between Internal Combustion Engine & Air Operated Engine

Sr No Internal Combustion Engine

Air Operated Engine

1 Runs Hot Runs Cold

2 Heavy Lubrication Light Lubrication

3 Heavy Cooling Needed Self Cooling

4 Exhaust Pipe System No exhaust No Fumes

5 Gas Tank Air Tank

6 Radiator Compressor

7 Heavy Pollution Zero Pollution

53

8 $ 60 Fuel weekly range per fueling

$10 Annually

9 Fuel Cost $ 10,000 Zero Cost

REFERENCES

1. ^ Kevin Bonsor (2005-10-25). How Air-Powered Cars Will Work. HowStuffWorks.

Retrieved on 2006-05-25.

2. ̂ Robyn Curnow (2004-01-11). Gone with the wind. The Sunday Times (UK).

Retrieved on 2006-05-25.

OTHER References

WORKSHOP TECHNOLOGY– HAZARA CHOUDHARY

ELECTRICAL MACHINE DESIGN – A.K.SAWHNEY

MACHINE DESIGN – R.S. KHURMI

PRODUCTION TECHNOLOGY– BANGA AND SHARMA

PRODUCTION PLANNING AND CONTROL – BANGA AND SHARMA

METROLOGY & QUALITY CONTROL – R.K.JAIN

ists www.google.com

www.altavista.com

54

http://www.corrosionsource.com/handbook/mat_hard.htm

http://www.engineersedge.com/hardness_conversion.htm

http://www.admiralsteel.com/reference/hardness.html

http://www.gordonengland.co.uk/hardness/hardness_conversion_1m.htm

Tipler, Paul (1998). Physics for Scient and Engineers: Vol. 1 (4th ed.). W. H. Freeman.

ISBN 1572594926.

ADDRESSES OF SUPPLIER

ESBEE ENGINEERING.

Authorized Dealer & Distributor; chain & sprockets

2, Amrapli, 90 Feet Road, Mulund (E) Mumbai – 400081.

VENUS NUT BOLT MFG . CO

Manufacturer of All Types of Nut & Bolts

30, Trimbak Parshuram Street, Kasam Building, 6th Kumbharwada

55

Mumbai – 400004.

PRABATH METAL CORPORATION.

Suppliers Of: - S.S.Steel Rod, Aluminum, Brass, Copper, M.S Angle, M.S

Channels, Ms Sheet

Patrawalla Chawl, 169, Trimbak Parshuram Street, Kasam Building, 6th

Kumbharwada Mumbai – 400004.

RELIANCE TOOLS & BEARING.

Dealers in All Kind Of: - Ball Roller & Tapered Bearing

163 Mutton Street, Mumbai 400003.

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