minor project report unified wheel opener

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UNIFIED WHEEL OPENNER A MINOR PROJECT SUBMITTED IN THE PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE AWARD OF THE DEGREE OF BACHELOR OF TECHNOLOGY IN MECHANICAL ENGINEERING OF KURUKSHETRA UNIVERSITY, KURUKSHETRA BY PARVEEN KUMAR ROLL NO. 1504267 AJIT KHATTER ROLL NO. 1504268 NEERAJ KUMAR ROLL NO. 1505476 UNDER THE GUIDANCE OF MR. DEEPAK MITTAL 1

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Page 1: minor project report unified wheel opener

UNIFIED WHEEL OPENNER

A MINOR PROJECTSUBMITTED IN THE PARTIAL FULFILLMENT OF THE REQUIREMENT

FOR THE AWARD OF THE DEGREE OF

BACHELOR OF TECHNOLOGY

IN

MECHANICAL ENGINEERING

OF

KURUKSHETRA UNIVERSITY, KURUKSHETRA

BY

PARVEEN KUMARROLL NO. 1504267

AJIT KHATTERROLL NO. 1504268NEERAJ KUMAR

ROLL NO. 1505476

UNDER THE GUIDANCE OF

MR. DEEPAK MITTAL

DEPARTMENTAL OF MECHANICAL ENGINEERINGN.C. COLLEGE OF ENGINEERING

ISRANA (PANIPAT)

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ACKNOWLEDGEMENT

To excel and develop in a field one has to have a sense of security and

authority with the essence of responsibility. There are always people

associated who help and guide for the successful achievement of the

desired objective. Therefore these must be obliged too.

While expressing our gratitude and indebt ness to our elite guide Mr.

Deepak Mittal the words loose their worth for his valuable guidance,

continuous encouragement and cooperation in every respect. His extreme

inspiration and generous affection bring the work towards completion. Our

special thanks to library department, N. C. college of Engg. for giving us

valuable books and journals.

At last but not least we are very thankful to our parents who inspired us and helped us.

1. Ajit Khatter 2. Parveen Kumar 3. Neeraj Kumar

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CERTIFICATE

It is to be certified that Ajit Khatter, Parveen Kumar and Neeraj Kumar,

students of final year Mechanical Engineering has partially completed for 7th

Sem. The project entitled “Unified Wheel Opener” under my guidance

and direction as a requisite for the fulfillment of the degree of B. Tech. in

Mechanical Engineering from Kurukshetra University Kurukshetra.

Mr. Deepak Mittal Mr. Vinit SinglaLecturer Head of DepartmentMechanical Engg. Dept. Mechanical Engg. Dept.N. C. College of Engg. N. C. College of Engg.

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ABSTRACT

Today the life of man is simple and comfortable as various resources are

available for each and process that a person has to perform in his day to

day life, and these resources and equipments helps the person to perform

his work in efficient and less time consuming manner. Today, the four

wheeler means a car available for more than 70% peoples in the urban

areas. There are many equipments are designed so that any operation

required to be done on a car can be done easily and in a shorter period of

time as possible. There is a problem that can be considered as time

consuming and requires more effort which is the opening of wheel of a car

for its replacement or any other operation. Today the unit of a wheel are

opened by one of which requires more efforts and consume a lot of time .for

this problem the unified wheel opener is an solution.

Unified wheel opener is a special purpose tool made to open/close all the

nuts of a wheel in one time less effort. Although various methods of

opening nuts are used, but they require a lot of effort to open a single nut

one by one. With the help of Unified Wheel opener we made arrangement

to open/close all the nuts by amplifying the torque. Different types of gears

& sprockets are arranged in such a way that if we apply 1Nm torque with

our hand, then we get 20Nm torque as output for combined operation. In

the work, we concentrate only one application domain i.e. Wheels of car-

Maruti 800. The main objective of work is to develop a mechanism in one

assembly, which can be made in automobiles. It can be successfully used as

a standard tool provided with a new vehicle. Also it can be used in assembly

line of automobiles, workshops and service stations. Designs is simple,

easily workable, and economical and try to satisfy all the aspects of design

consideration.

CONTENTS

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ACKNOWEDGEMENT i

CERTIFICATE ii

ABSTRACT iii

CHAPTER 1 INTRODUCTION 1

1.1 Introduction 21.2 List of parts 31.3 Applications 41.4 Objective 41.5 Organization of work 4

CHAPTER 2 LITERATURE REVIEW 6

2.1 Introduction 72.2 Conclusion 16

CHAPTER 3 MATERIAL SELECTION 18

3.1 Introduction to engineering material 193.2 Engineering materials for product design 193.3 Selection criteria 203.4 Selection of material 22

CHAPTER 4 DESIGN PROCEDURE 25 4.1 Design and product cycle 264.2 Challenges of design engineering 264.3 Quality of good design 274.4 Introduction to design 274.5 Designing 304.6 Design procedure for gear and pinion 304.7 Design procedure for pinion shaft 314.8 Design procedure for compound shaft 324.9 Design procedure for output shaft 32

CHAPTER 5 MANUFACTURING PROCESS 355.1 Gear 365.2 Axle 385.3 Assembly 405.4 Material purchase 41

CHAPTER 6 FUTURE WORKS 42

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6.1 Future work 43

REFERANCES 44

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CHAPTER-1

INTRODUCTION

1.1 Introduction

Engineering in general, and Mechanical engineering in particular, deals with

a wide spectrum of products, ranging from large and complex systems

comprising of numerous elements down to a single component. Apart from

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being a physical object, a product can also be a service that requires the

application of engineering knowledge, skills and devices to be useful to

society. A service falls under the category of a system in that it is carried

out with the help of personnel, facilities and procedures. The service offered

by an automobile maintenance and repair garage would be a typical

example from mechanical engineering. Even computer software could be

treated as an engineering product. It is also created using engineering

knowledge and skills. In the following, the term product when used alone

denotes the object to be designed and made with the help of engineering

knowledge and skills, irrespective of whether it is a large system, a simple

machine, a component or a service. Specific reference to design of

computer software is not attempted in the following although many of the

generalities apply to it also.

A general understanding of the nature of product is a prerequisite for

designing it. A complex product can be sub divided into sub assemblies or

sub system, component etc. Frequently the planning, layout and design of a

complex multi element product is an interdisciplinary effort, requiring the

expertise and skills not only of several engineering specialization but even

non engineering ones.

It is always preferable that our work should be easy and fast. But easy and

fast working requires some technical skills to work efficiency and properly.

In our daily life we face many problems where we need a lot of effort and

time to do that specific work. A little but important work we do often is

opening a tyre of a vehicle. It is a fact that a huge effort is required to open

a single nut of a car wheel and it will become a tedious task to open the

wheel in extreme atmospheric conditions. It also cerates problem when we

are in hurry.

Here we get the solution of the problem mentioned above Unified Wheel

Opener is a special tool designed by us which will open a tyre easily. It is so

designed that it can open all the four nuts of a car wheel in one time. And

the most desired achievement we get is that total effort and time needed in

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the process is very less. It can open and also refit the tyre with the same

tool easily. Tool is simple in design, easy to use and easily portable along

with the vehicle. Overall of instrument is in the reach of average citizen.

Great efforts are made to satisfy each and every technical aspects of the

design.

1.2 List of Parts

SR. NO. PART NAME NUMBER

1 MAIN GEARS(spur) 2

2 PINIONS(spur) 2

3 SPROCKETS 4

4 ROLLER CHAIN 1

5 SOCKET SPANNER 5

6 AXLES 3

7 SHAFTS 3

8 BUSHES AND BEARING 9

9 STUD 8

10 PLATES 2

11 KEY 1

12 RATCHET HANDLE 1

1.3 Application

Application domain of unified Wheel Opener is in automobile industries.

According to our preplanned project we describe the following places where

it can be used successfully:

It can be used as standard equipment provided with a new vehicle for

the purpose of opening and refit a punctured wheel in the midway.

It can be used in workshops to open a wheel in place of using pneumatic

guns which are restricted to the availability of light and compressed air;

it can be easily operated with hands.

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It can be used in assembly line of automobiles where more time is

consumed in tightening all the four nuts one by one. As it takes less

time to fit a new tyre, it will lead to increase productivity.

1.4 Objective

A simple mechanism if used properly can lead to a great success. U.W.O. is

a tool which is made for automobile field. Aim of our project is to save time

and human effort. We have tried our best to adopt the design having

minimum input torque and required output torque which is not possible

without using U.W.O.

1.5 Organization at Work

Completion of any work requires proper planning and management from

the initial stage. From case study to fabrication different steps are involved.

First of all we decide the aim of our project. Application of our design,

benefits and other aspects are discussed in the first chapter.

In the second lap of our work we finalize about the material required for the

fabrication of different parts. A lot of engineering materials are studied

before the selection of material.

After the selection of material the big work is to design each and every part

of the project. Design of gears, shafts, axles, sprockets, pinion and other

parts are described in third chapter.

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CHAPTER-2

LITERATURE REVIEW

2.1 Introduction

A lot of research activities has been carried out on gears mechanisms since

very first gear was manufactured. A gear transmits the power from one

shaft to another in various relative position. Many engineers and designers

put there efforts in this field and succeeded also. They put all of their

knowledge and the studies about gears on papers, with the use of these

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papers anyone can know about advancement of the research carried out by

them.

With these research papers, we come to know various aspects about gear.

These papers explore how a mechanism can be driven at uniform speed

and non–uniform speed. Also these papers tells about selection of material

for a gear depending upon requirement. There are a number of different

gears which have different application areas. The research papers helps in

choosing the appropriate type of gear.

Wen-Hsiang Hsie in his paper “An experimental study on cam-

controlled planetary gear trains” describes that a mechanism is driven

by a motor at uniform speed. However, more and more researches indicate

that there are many advantages if a mechanism can be driven at non-

uniform speed, and this kind of mechanism is called a variable input

mechanism. The purpose of this work is to propose a novel approach for

driving a variable speed mechanism by using a cam-controlled planetary

gear train, and to investigate its feasibility by conducting prototype

experiments. First, the geometrical design is performed. Then, the

kinematic equations and the cam profile equations are derived based on

the geometry of the mechanism.

Cam-controlled planetary gear trains (CCPGT) are planetary gear trains with

cam pairs. Chironis illustrated a CCPGT in his book From the exploded

view .it is composed of a cam groove (the frame), a sun gear (the output), a

planetary gear, and an arm (the input). In general, the planetary arm

rotates at constant speed, and drives the planetary gear to revolve around

the sun gear and to spin around itself simultaneously. At the same time, the

planetary gear produces an oscillatory motion through the contact of the

attached roller and the cam groove. Therefore, the sun gear can produce a

non-uniform motion by engaging with the planetary gear. The main

advantage is that it can produce a wide range of non-uniform output

motion.

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Kuen-BaoSheu in his paper “Analysis and evaluation of hybrid

scooter transmission systems” describes a new design concept of

transmissions for the hybrid scooters. These transmissions consist of a one-

degree-of-freedom planetary gear train and a two-degree-of-freedom

planetary gear train to from a split power system and to combine the power

of two power sources, a gasoline engine and an electric motor. In order to

maximize the performance and reduce emissions, the transmissions can

provide a hybrid scooter to run five operating modes: electric motor mode;

engine mode; engine/charging mode; power mode, and regenerative

braking mode. The main advantages of the transmissions proposed in this

paper include the use of only one electric motor/generator, need not use

clutch/brake for the shift of the operating modes, and high efficiency.

Motorcycles/scooters are providing the basic and personal transport

services in many of Taiwan’s urban areas. This cause air pollution in

Taiwan’s urban areas is rapidly increasing to dangerous levels since a major

source of emission comes from the exhausts of gasoline scooters. Existing

and proposed battery-powered scooters have low performance and

therefore been sold only in small quantities and are not widely used. Hybrid

vehicles are widely investigated recently. This is because, that from

economical and technical points of view the hybrid concepts offer the

possibility of achieving to fill the gap of zero emission powered and gasoline

engine powered vehicles.

Ligang Yao Jian S. Dai Guowu Wei and Yingjie Cai in their paper states

that investigates meshing characteristics of the toroidal drive with different

roller shapes, examines the effect on the characteristics from roller shapes

and produces a comprehensive comparative study. Based on the coordinate

transformation, the paper introduces the generic models of meshing

characteristics and characterizes the meshing to introduce both

undercutting and meshing limit curves. The paper further develops meshing

functions and their derivatives with respect to each drive type with a

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different roller shape. This leads to a comprehensive examination of each

meshing characteristics against each drive type of a roller shape. The

comparative study focuses on the effect of contact curves, tooth profile,

undercutting, meshing limit curves and the induced normal curvature.

The toroidal drive offers the advantages such as a high horsepower-to-

weight ratio, coaxial configurations, compactness, and high operating

efficiencies. It combines most of the positive attributes of a circular worm-

gear drive and an epicyclic gear drive without their negative aspects due to

the introduction of rollers in meshing contact with rolling movement

between a sun-worm and planet worm-gears, and between a stationary

internal gear and planet worm-gears.

Using rollers as meshing media is popular in mechanical transmissions such

as ball screws, roller gear cams, roller enveloping worm drives, cycloid

drives, and the toroidal drives. Meshing via rollers which leads to rolling

contact has the advantages of lower noise and higher transmission

efficiency. It has a substantial effect on meshing characteristics.

Comparative analysis of meshing characteristics with respect to different

meshing rollers of the toroidal drive.

Gordon R. Pennock and Jeremiah J. Alwerdt in their paper “Duality

between the kinematics of gear trains and the statics of beam

systems” describes about the geometric insight into the duality between

the first-order kinematics of gear trains and the statics of beam systems.

The two devices have inherent geometrical relationships that will allow the

angular velocities of the gears in a gear train to be investigated from a

knowledge of the forces acting on the beams of the dual beam system, and

vice versa. The primary contribution of the paper is the application of this

duality to obtain the dual beam system for a given compound planetary

gear train, and vice versa. The paper develops a systematic procedure to

transform between the first-order kinematics of a gear train and the statics

of the dual beam system. This procedure provides a simple and intuitive

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approach to study the speed ratios of a planetary gear train and the force

ratios of the dual beam system.

It is interesting to note that planetary gear trains (commonly referred to as

epicyclic gear trains) were known, and in use, at least 2000 years ago.

Despite the antiquity and widespread applications in machinery, however,

the principles of operation of planetary gear trains are not generally

understood. Also, the literature devoted to planetary gear trains is scarce at

best although a comprehensive treatise on the theory of epicyclic gears and

epicyclic change-speed gears was written by Levai. Planetary gear trains

offer advantages over ordinary gear trains, for example, for the same speed

ratio they can be smaller in size and have less weight. There are several

techniques that are commonly applied to the kinematic analysis of

planetary gear trains; for example, the instant center method, the principle

of superposition using a tabular method, and identifying the fundamental

circuits of the train. Also, an analogy between planetary gear trains and

beam systems using one-dimensional vectors was presented by Kerr. The

available methods, however, do not provide geometrical insight into the

gear train in a direct manner that is suitable for a specific application.

Stefan Staicu in his paper, “Inverse dynamics of a planetary gear

train for robotics” states that recursive matrix relations concerning the

geometric analysis, kinematics and dynamics of a Bendix wrist planetary

bevel-gear train for robotics are established in the paper. The prototype of

this mechanism is a 3-DOF system with seven links and four bevel gear

pairs controlled by electric motors. Supposing that the rotational motion of

the platform is known, an inverse dynamic problem is developed using the

principle of virtual powers. Some relations and graphs for torques and

powers of three actuators are determined.

A robot manipulator needs at least six degrees of freedom to manipulate an

object freely in space. The first three moving links are used primarily for

manipulating the position, while the second mechanism is used for

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controlling the orientation of the end-effectors. The subassembly associated

with the last moving links is called the wrist, and their joint axes are often

designed to intersect at a common point called the wrist centre.

Planetary bevel-gear trains with three degrees of freedom are adopted as

the design concept for robotic wrist. Bevel-gear wrist mechanisms are

generally incorporated in the structure of the robots.

Amemiya, T. (1984), in his paper says that the question of the location of

exporters of manufactured goods within a country is investigated. Based on

insights from new trade theory, the new economic geography (NEG) and

gravity-equation modeling, an empirical model is specified with

agglomeration and increasing returns (the home market effect) and

transport costs (proxied by distance) as major determinants of the location

decision of exporters. Data from 354 magisterial districts in South Africa are

used with a variety of estimators (OLS, Tobit, RE-Tobit) and allowances for

data shortcomings (bootstrapped standard errors and analytical weights) to

identify the determinants of regional manufactured exports. It is found that

the home-market effect (measured by the size of local GDP) and distance

(measured as the distance in km to the nearest port) are significant

determinants of regional manufactured exports. This paper contributes to

the literature.

Theoretical and empirical work in international trade has, with a few

exceptions, predominantly focused on trade between countries, as opposed

to focusing on where exports originate within a country. International trade

theory until fairly recently assumed away all elements that might make

consideration of the geography of exports possible. For instance, transport

costs, distance, market size, scale economies and agglomeration were only

recently incorporated into trade models. Moreover, where transport costs in

international trade are concerned, empirical work has so far tended to focus

on international shipping costs.

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Tadashi TAKEUCHI and Kazuhide TOGAI describes in their paper

about Meshing transmission error (TE) is well known as a contributing factor

of gear whine, but system- level prediction of transmission error and

quantitative analysis of dynamic meshing vibromotive force have not been

analyzed adequately until now. This paper describes the use of a computer-

aided-engineering (CAE) model for the analysis of the dynamic gear

meshing behavior and for the prediction of dynamic transmission error from

the input torque of the system. This paper also describes the analysis of a

dynamic vibromotive force at a bearing location where vibration is

transmitted to the vehicle body. The gear whine critical frequency can be

predicted with the proposed method at an early stage of passenger-car

development when no prototype is available.

Gear whine is an automotive quality problem that can be perceived by any

driver regardless of his/her level of driving experience, but it tends to

manifest itself in the final stages of vehicle development when, in most

cases, effective design measures that can be taken against it are extremely

limited. Consequently, power train designers have a great need for CAE

technologies that enable them to predict gear whine using a virtual power

train before the power train is physically constructed.

Inputs to the transmission and other power-train elements in the vehicle

include the engine torque and accompanying fluctuations, which are

regarded as combustion- originated dynamic-excitation factors. These

inputs, however, initiate only vibration within the growling-sound frequency

range, not vibration at whine frequencies, which are much higher. If gear-

tooth shapes were optimum and tooth meshing were perfect, the gears

would transmit the input torque in a manner precluding the generation of

frequency components other than those related to engine-torque

fluctuations. In actual gear-tooth meshing, however, forced displacements

resulting from meshing error causes meshing vibromotive forces to be

generated during torque transmission. These vibromotive forces then

constitute a source of vibration. Further, the complete power-train system

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includes shafts and cases whose stiffness has an influence on gear-tooth

meshing in such a way that the meshing vibromotive forces have peaks at

certain frequencies.

Hiroyuki Kato, Ken Iwanami, Hiroshi Arai, Koji Asanotells describes

in their paper, in addition to performance (running safety and stability, and

riding comfort) compatible with great increases in driving speed, ensuring

of reliability when running at high speeds, and use for service operation

based on long term durability and ease of maintenance must all be

considered. Therefore, configurations including use of new structural

elements were reviewed for the main structural parts of the bogie. In

addition to significant investigation of the strength and performance

through numerical analysis at the investigation stage, a first prototype was

built and performance tests and long term endurance tests through bench

testing were performed for confirmation. Bogies for which development

proceeded in this manner have been installed on a Shinkansen high speed

test train and performance confirmation is being performed through actual

running tests. Here, with regard to the development details and

development process for the high speed Shinkansen bogie, the bogie and

the main parts such as driving device, axle bearings, and brake

components are mainly introduced.

As described previously, the stiffness of the primary suspension for the

bogie that has been developed has been reduced to improved vertical

direction riding comfort; therefore, the displacement between the traction

motor axle and the pinion axle has gotten large. Therefore, 2 types of axle

couplings (gear type axle coupling and TD coupling) that have reduced

rotation noise and that are compatible with this amount of displacement

have been developed.

Keith Hart in his paper describes that fluctuations in the balance of the

relationship between impersonal and personal principles of social

organization. This draws heavily on Max Weber’s interpretation of western

history. The second part reviews the concept of an ‘informal

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economy/sector’ from its origin in discussions of the Third World urban poor

to its present status as a universal feature of economy. The third part asks

how we might conceive of combining the formal/informal pair with a view to

promoting development. In conclusion I suggest how partnerships between

bureaucracy and the people might be made more equal.

We are asked to consider how the informal/formal pair might be linked

more effectively for the purpose of development. They are of course linked

already since the idea of an ‘informal economy’ is entailed by the

institutional effort to organize society along formal lines. ‘Form’ is the rule,

an idea of what ought to be universal in social life; and for most of the

twentieth century the dominant forms have been those of bureaucracy,

particularly of national bureaucracy, since society has become identified to

a large extent with the nation-state. This identity may now be weakening as

a result of the digital revolution in communications and neo-liberal

economic policies (Hart 2001a). If there are to be new initiatives combining

public bureaucracy with informal popular practices in complementary ways,

we need to be aware of this historical context.

The formal and informal appear to be separate entities because of the use

of the term ‘sector’. This gives the impression that the two are located in

different places, like agriculture and manufacturing, whereas both the

bureaucracy and its antithesis contain the formal/informal dialectic within

themselves as well as between them. The need to link the sectors arises

from a widespread perception that their relationship consists at present of a

class war between the bureaucracy and the people. It was not supposed to

be like this. Modern bureaucracy was invented as part of a democratic

political project to give citizens equal access to what was theirs as a right. It

still has the ability to coordinate public services on a scale that is beyond

the reach of individuals and most groups. So it is disheartening that

bureaucracy (‘the power of public office’) should normally be seen now as

the negation of democracy (‘the power of the people’) rather than as its

natural ally.

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Forms are necessarily abstract and a lot of social life is left out as a result.

This can lead to an attempt to reduce the gap by creating new abstractions

that incorporate the informal practices of people into the formal model.

Naming these practices as an ‘informal sector’ is one such devise. It

appears to be informal because its forms are largely invisible to the

bureaucratic gaze. Mobilizing the informal economy will require a pluralistic

approach based on at least acknowledgement of those forms. Equally, the

formal sphere of society is not just abstract, but consists also of the people

who staff bureaucracies and their informal practices. Somehow the human

potential of both has to be unlocked together.

CONCLUSION

Taking the idea from all research paper which are included in the literature

review. We came to a point that by using gear-train mechanism we can

make a system which is used to open the nut of a wheel with minimum

torque so, as to eliminate the hard-work of person with minimum time. In all

research paper idea is given that how gear train works, and how the power

transmission take place.

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Literature collection

Information collection

Selection of material

Designing of various components

Selection of manufacturing process

Future works

Selection of material

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Fig. 1

Literature is deeply studied and the useful information is collected, then we

have to select the various material that are to be used for the various

components of the unified wheel opener. Then the designing of the various

components is done so that each and every component will serve its proper

function and it will not fail after words. Then how to manufacture the

different components or the various manufacturing processes that are to be

used to manufacture the components are then studied. The fig. below

shows the various steps included in the project work.

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CHAPTER-3

MATERIAL SELECTION

3.1 Introduction To Engineering Materials

The selection of a material for a particular application is governed by the

working condition to which it will be subjected, ease of Manufacturing and

the cost considerations, pure metals find few applications in pure condition

and secondly they generally have poor strength in pure form. Various

desired and special properties can be achieved by addition of different

material to form alloys. Alloy comprises of a base metal and one or more

alloying elements. The typical properties associated with working condition

are tenacity elasticity toughness and hardness, toughness and typical

properties associated with manufacturing process is ductility, malleability

and plasticity. The various properties can be determined by testing

techniques e.g. tensile test resistance to abrasion by hardness test

toughness by impact test and other special properties like fatigue and

creep test.

3.2 Engineering Material For Product Design

All physical objects are made out of some material substance or other.

Mother Nature has her own set of building material for the objects of her

creation, living or non-living. Over the millennia, man has observed and

adapted many of these for making objects of his invention and design. For

engineering purposes, we now use a very wide spectrum of materials.

These generally fall under the following categories:-

Materials as found in nature used after only very minor preparation such

as cutting to size, sun-drying, mixing with water. Some examples are

coal, wood and stones.

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Natural materials that are modified/ refined before use through some

physical, chemical or thermal processes that improve their utilization.

Synthesized materials that are rarely found freely in nature. These are

derived from one or more natural raw materials through major

transformation processes. Most of the materials used in modern

mechanical engineering belong to this category.

3.3 Selection Criteria

The designer selects the materials of construction for his product based on

several criteria such as its cost, the desirable properties that it should

possess, its availability, the preferred manufacturing processes that are to

be employed, etc. The overall economy is influenced by all these factors. In

special cases, essentiality and /or urgency of the need for the product can

supersede the economic considerations. The main criteria for material

selection are discussed below:

3.3.1 Cost Of The Material

The amount of raw materials, their composition, quality, any special heat-

treatment that is required, etc. influence the unit cost of materials. The unit

cost generally depends also on the quantity of raw material that is

purchased in a single lot. Special steel materials, for example, cost much

more in the market when purchased in small quantities from a retailer than

in bulk directly from the steel mill/stockyard.

3.3.2 Availability

The material should be readily available in adequate quantities. Material

availability is closely linked with the variety and level of technology

obtained in a given geographic location. Procuring materials from far and

wide can be expensive, due to the additional cost for transport, for

transporter taxes and duties etc.

3.3.3 Manufacturing Process

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Facilities for shaping and treating the selected material into the finished

product or component must be available for economic production.

Otherwise, the production cost goes up. For example, the selection of

forged alloy steel for a connecting rod design necessarily assumes that a

suitable forging facility is available along with the necessary dies and other

accessories. If the alloy is of a rare quality, then facilities for its heat

treatment might not be available.

3.3.4 Properties Of The Material

The desired function and performance of any product depends to a great

extent on the use of materials with the right physical and chemical

properties. In general mechanical engineering these properties can be

classified into different categories depending on how a particular property

affects the function and life of a component. The main property groups are:-

Chemical Composition, specifying the contents of all the different

elements contained.

Properties of state, such as solid, liquid or gas, density, porosity,

temperature.

Strength related properties, such as ultimate strengths in tension,

compression and shear, yield strength/ 0.2% strength, fatigue

strength, notch sensitive, hardness, impact strength, effect of

high/low temperatures on strength, etc.

Strain related properties, such as elongation at fracture, elastic

moduli, ductility, malleability etc. these help to ensure the desired

rigidity/ elasticity, formability etc.

Wear related properties, that determine the erosion, abrasion,

friction etc. between components in contact/ relative motion.

3.4 Selection Of Material

Carbon steel is an alloy of iron and carbon with varying quantities of

phosphorus and sulphur. To this alloy is added a deoxidizer to remove or

minimize the last traces of oxygen. Manganese is added to such an alloy to

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neutralize sulphur, either alone are in combination with silicone or other

deoxidizers.

In carbon steel the maximum content of the following elements does not

exceeding the limits given against each:

Manganese ….. 1.65%Silicone ….. 0.60%Copper ….. 0.60%

The elements which are specified and are added into the carbon steel are

carbon, manganese, phosphorus, sulphur and silicon. The effect of these

elements in carbon steel is given below:

CARBON contents are very important in determining the properties of

steel. The tensile strength of steel increases with increase in carbon

contents up to 0.83% and beyond this it drops quickly. Hardness

increases as the carbon contents increases. Ductility and weld ability

decreases with increase in carbon contents.

Manganese: Tensile strength and hardness increases with increase in

manganese content weld ability decreases by increase in manganese.

Manganese content in steel varies from 0.2 to 0.8%.

Phosphorus: Tensile strength and hardness increases with increase in

phosphorus content. The phosphorus content in steel varies from 0.005

to 0.12% and maximum content permitted is 0.4%. In low phosphorus

steel, phosphorus steel, phosphorus is dissolved in matrix and in others

it appears as phosphate precipitate.

Sulphur: Sulphur in steel lowers the toughness and transverse ductility,

Sulphur imparts brittleness to chips removed in machining operations.

The maximum permitted contents of sulphur in steel is 0.055%.

Silicon: It is the principal deoxidizer used in the carbon steel Presence

of silicon in steel promotes increase of grain size and deep hardening

properties. Its addition is very useful in making steel adaptable for case

carburizing. Presence of the silicon varies from 0.1 to 0.35%.

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Copper: Though it is not an essential constituent of carbon steel yet it is

added up to 0.25% to increase the resistance to atmospheric corrosion.

The most important composition for carbon used as engineering material

having carbon % 0.02 to 0.30. Their merchantability is quite good. Such

steel are used in making small forging, crank pin, Gear, Valve, Crank shaft,

railway axles, cross head, connecting rods, rims for turbine gears, armature

shafts and fish plates.

3.4.1 Stainless Steels

Stainless steel is iron base alloy that has a great resistance to corrosion. It

is observed that a thin, transparent and very tough film forms on the

surface of stainless steel which is inert or passive and does not react with

many corrosive material within a temp range of 2350C to 9800C, it exhibits

strength, toughness and corrosion resistance superior to other metals. It is

just ideally suited for handling and storage of liquid helium, hydrogen,

nitrogen and oxygen that exist at cryogenic temp. The property of corrosion

resistance is obtained by adding chromium only or by adding chromium and

nickel together. Stainless steel is manufactured in electric furnaces.

3.4.2 Cast Iron

Cast iron is a general term applied to wide range of iron carbon alloys. Their

carbon contents are such as to cause some liquid of eutectic composition

(called ledeburite) to solidify. The minimum carbon contents are therefore

about 2% while the maximum is about 4.3%.

Cast iron should not be thought of as a metal having single element. It, at

least, possesses six elements. These are iron, carbon, silicon, manganese,

phosphorus and sulphur. Alloy cast iron has still other elements, which have

important effect on its physical properties.

3.4.3 Mild Steel

Plain carbon steel in which carbon contents ranges from 0.08 to below 0.3

are known as mild steel. Those mild steel in carbon contents is less than

0.15% are known as dead mild steel. Mild steel are not such effected by

heat treatment processes, especially hardening process. A decrease in

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carbon content improves the ductility of mild steel. These steels possess

good machinability and weldability. The are mainly used for making wires,

rivets, nut, bolt, screw, sheets, plates, tube, roads, shafts, structural steel

section and for general workshop purposes etc.

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CHAPTER-4

DESIGN PROCEDURE

4.1 Design And Product Cycle

All engineering activities necessarily begin with some ideas with high or low

innovative content, translated into definite plans for their realization in the

form of products. This is the essence of design engineering. The ultimate

success depends on a thorough consideration of how the product will be

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made and used as well as on the attention to detail paid by the design

engineering. This is applicable equally for a minor redesign of a existing

product or for a most innovative one. A good understanding of how the

various phases of the product cycle can influence the design is therefore

essential.The Product Cycle can be better understood by fig. 1.

4.2 The Challenges Of Design Engineering

The present day industry bases economy is founded on the consumption of

as many different products as possible by as much number of users as

possible. It serves as an engine driving technology. The numbers put

manufacturing under pressure; the numbers as well as the variety put

greater pressure on design engineering. This is manifested by

Short time available for design, development and testing of the product

before it reaches the user.

Demands from the users for affordable cost combined with high quality

of performance and appearance.

Increasing number of competition who can supply a product of

equivalent value. On one side, the scientific cooperation and exchange

of information have become international. On the other side, industrial

activities and communications network have become globalized. Given

the present day ease of access to technology, major break through in

product innovation and design are not really essential for industries to

produce and prosper.

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Market/NeedsTasks

Potential & Aims of Organization

Product-Planning/Definition of Task

Development/Design

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Life Cycle of a Product

Fig. 1

4.3 Qualities Of A Good Design

A good product design should satisfy the expectations of the customer/user.

These can be summarized in the following conditions. The product must

Carry out the desired functions reliably.

Appeal both technologically and psychologically.

Be economical to acquire and to use.

Be easy and safe to use.

Be easy to maintain in working order.

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Manufacture/Assembly/Testing

Marketing/Application

Engineering, Sales

Use/Consumption/ Maintenance

Waste Products/Obsolete Products

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In order to ensure the conditions, not only must the design concept be

novel and sound but the design must be well engineered. This engineering

part of design consists of

Drawing up the main parameters for function and performance.

Deciding the material, shape and dimensions of the components.

Ensuring that the component dimensions satisfy the functional and

strength requirement.

Ensuring the feasibility to manufacture or otherwise procure all the

necessary components, assemble them together and test them.

Preparing the component and assembly drawing for guiding manufacture

and inspection.

4.4 Introduction To Design

Spanners are used to open the wheel. Spanners in the use are of various

types. The different kinds of spanners in use are shown in figure One thing is

very common for all these spanners: only a single nut is opened in a single

time. This causes wastage of precious time and since to open all the nuts

spanner is to engaged and disengaged again and again till the last nut is

unscrewed or screwed. Thus in this work a large amount of power is

required to perform the requisite operation.

below. Fig. 2

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Four way wheel Spanner Telescopic spanner

Angular Spanner Box Spanner

Fig.2 Types of Spanner

These disadvantages are removed in unified wheel opener. The idea is to

reduce time when release the wheel or put it on. By using this device,

wheel nuts can be opened simultaneously at one time. The supposed

design of the unified wheel

opener is shown below. On

pictures, we can se handle,

casing/gears housing, and wheel

nut connectors. Wheel nut

connectors are connected to

wheel nut, and the number of

connector depends on the

number of studs. So it will be

different according to wheel type

and size. Inside the Casing, there are simple gears mechanisms, causing

one rotation of The Handle to make two rotations of the wheel nuts.

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4.5 Designing

Abbreviations Used:

m Module

M bending moment

DP Pitch circle diameter of pinion

DG Pitch circle diameter of gear

Dg Diameter of gear shaft

WT Tangential load

WR Resultant load

YP Lewis form factor

σ Allowable stress

T Twisting moment

Te Equivalent twisting moment

Tp Number of teeth on pinion

Tg Number of teeth on gear

4.6 Design Procedure For Gear & Pinion:

Torque required for one nut = 70N-m

Total torque required = 4×70N-m

= 280N-m

Let input torque =30N-m

Maximum Tangential force on pinion (WT) =2×Ti/DP

=2×30×1000/25

=2400N

For 200 stub teeth system,

Lewis Factor for pinion,

Yp = 0.175-(0.841×m/25) = 0.175-(0.03×m)

Also, maximum tangential force on pinion (Wt) = σ×b×n×m×Yp

For Cast Steel σ = 325MPa (Assume: b= 5×m)

... WT = 2400 = 325 × (5 × m) × × m (0.175 - 0.03 × m)

Solving By Hit & Trial Method, We Get

Module, (m) =2mm

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Now, as we know

Number of teeth on pinion (Tp) = Dp/m

Also, Number of teeth on gear (Tg) =Dg/m

Therefore,

Tp = 25/2 =12.5 or 13 (say)

Tg = 114/2 = 57

Other dimensions for pinion &gear are as:

Addendum =0.943×m=1.886

Dedendum =1.257×m=2.514

Minimum total depth = 2.200×m = 4.400

Minimum clearance = 0.314×m = 0.628

Backlash = 0.157×m = 0.314

Thickness of tooth = 1.493×m =2.986

Outside diameter of pinion = (Tp+2 )×m =30

Outside diameter of gear = (Tg+2) ×m = 118

4.7 Design For Pinion Shaft

Normal load acting on pinion’s tooth, (Wn ) = WT/ CosØ = 2400/cos200

=2555N

Weight of pinion (Wp) = 0.00118Tp×b×m2 = 0.6N

Therefore, resultant load on pinion (WR) =

= (Wn2+Wp

2+2×Wn×WpCosØ)0.5

= 2555.3N

Assuming pinion is overhung on shaft at 600 mm

Bending moment on shaft due to WR is M

M = WR×60 = 2555.3×60

= 153318N-mm

And twisting moment on shaft due to WT is T

T = WT×Dp/2 =30000N-mm

Equivalent twisting moment is Te = (M2+T2)0.5 = 156225N-mm

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Let Dp be the diameter of pinion shaft

Dp = ×ζ×dp3 =14.7or 15mm (say)

4.8 Design For Compound Shaft

Normal load acting on pinion tooth, (Wn) = WT/CosØ =2400/Cos200

=2555N

Weight of pinion WP=0.00118×Tg×b×m2 = 2.7N

Therefore, resultant load on pinion,

WR = (Wn2+Wp

2+2×Wn×Wp×CosØ)0.5

WR = 2560N

Assuming pinion is overhung on shaft at 30mm

Therefore bending moment on shaft due to WR is

(M)=Wr×30=2560×30

= 768000N-mm

And twisting moment on shaft due to Wt is T

T = WT×Dg/2 = 2400×114/2

=136800N-mm

Equivalent twisting moment is Te

Te = (M2+T2)0.5

= 156885N-mm

Let dg = Diameter of gear shaft.

As, Te = ×ζ×dg3/16

156885 = ×110×dg3/16

So, dg =15.7mm or 16mm (say)

4.9 Design For Output Shaft

Max. Tangential force on output gear,

WT’ = (WT×Dg/Dp)

= 10945N

Normal load acting on tooth,

Wn = WT’/CosØ

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=10945/Cos200

=11645N

Weight of gear,

WP =0.00118×Tg×b×m2

=0.00118×57×10×22

=2.7N

Therefore resultant load on gear,

Wr = (Wn2+Wp

2+2×Wn×Wp×Cos Ø)0.5

= 11648N

Assuming gear is overhung on shaft at 5mm

Therefore bending moment on shaft due to WR is M

M = WR×5 = 11648×5

= 58238N-mm

And twisting moment on shaft due to WT is T

T = WT×DG/2 = 10945×114/2

= 623865N-mm

And equivalent twisting moment is Te,

Te = (M2+T2)1/2

= 626577N-mm

Let dG = Diameter of gear shaft,

Let Te = (/16)×ζ×dG3

626577 = (/16)×230×dG3

So, dG = 23.7 mm or 24 mm(say)

All the component are designed to serve their functions properly and taking

into account the various consideration such as material, labour, availability

of technology, economic, safety, usage, reliability, maintainability,

functionality etc. These components will be manufactured according to their

design specifications.

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.

CHAPTER-5 MANUFACTURING PROCESS

5.1 Gears

The commonly used generating processes used for the generation of gear

teeth are:-

1. Gear Shaper Process

2. Rack Planning Process

3. Hobbing Process.

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5.1.1 Gear Shaper Process

In this process a pinion shaped cutter is used which carries clearance on the

tooth face and sides. It carries a hole in the center for mounting on the stub

arbor or spindle of the machine. The cutter is mounted with the axis vertical

and is reciprocated up and down by sliding the spindle head along the

vertical ways on the machine. In addition to the reciprocating motion, the

cutter and the gear blank both are rotated slowly their own axis. The

relative speed of rotation of the two is the same as the gear to be cut will

have with a pinion of the same number of teeth as the cutter. It is

accomplished by providing a gear train between the cutter spindle and the

work spindle. The cutter in its rotation generates the tooth profile on the

gear blank. All gears cut by the same cutter will mesh correctly. This is a

specific advantage of this process over the forming process using rotary

cutters. Also it is a much faster process than rotary cutting.

5.1.2 Gear Planning

In this process rack type cutters for generating of spur. Involutes rack has

straight edges and sharp corners and hence can be manufactured easily

and accurately. The cutters generate as they are cut and as the name

implies, the machine cuts the teeth by reciprocating planning action of the

cutter. This is a true generating process since it utilizes the principle that an

involute curve can be formed by a straight generator when a gear blank is

made to roll without slip relative to the generator.

5.1.3 Gear Hobbing

In this process, the gear blank is rolled with a rotating cutter called the

HOB. A majority of the involue gears are produced by this method. A gear

hob looks like a worm, but carries a number of straight flutes (gashes), cut

all around, parallel to its axis. This results in the production of separate

cutting teeth and cutting edges. In operation, the hob is rotated at as

suitable speed and fed into the gear blank. The blank also rotates

simultaneously. The speeds of the two are so synchronizes that the blank

rotates through one pitch distance for each complete revolution of the hob.

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There is no intermittent motion of the two and the generating continues

steadily. The hob teeth are just like screw threads, i.e. having a definite

helix angle. The hob is, therefore tilted to its own helix angle while cutting

the gear so that its teeth are square with the blank and produces a true

involute shape.

5.1.4 Gear Milling

Milling is one of the metal removal process best known for making gear.

Here a firm cutter is passed through the gear blank to affect the tooth gap,

helical gear, worm & worm wheel and bevel gear can be manufactured by

milling.

Gear milling is less costly and less accurate process and it is employed for

the following:-

Coarse pitch gear

Racks of all pitches

Worms

Toothed parts as sprockets and ratchets.

The production capacity in this method is low since each space is machined

separately and the time is lost in retuning the job to its initial position and

in indexing for each tooth. In actual practice a series of cutters are selected

for a number of teeth to be milled.

Out of all above processes we select the Gear Shaping for the

manufacturing of all the gears. The various reasons for selection of this

process are as following:-

1. This process of making gears is cheaper than hob cutter.

2. Gear shaping machines are easily available.

3. All gears can be made of same pitch by same cutter.

5.2 Axles

In the manufacturing of the axles following operations are used:-

Turning

Facing

Grinding

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Grooving

Drilling

Parting Off

Assembly

5.2.1 Turning

It may be defined as the machining the operation for generating external

surfaces of the revolution by the action of the cutting tool on a rotating

work piece. When the same action is applied to internal surfaces of the

revolution, the process is termed as boring.

5.2.2 Facing

Facing operation machines the ends of the work piece. It provides a surface

which is square with the axis of the work piece from which to start the job.

Facing is done by feeding the cross slide or compound in or out. In facing

the cutting tool moves from the center of the job towards its periphery and

vice – versa. Facing is primarily used to smooth off a saw- cut end of a piece

of bar stock or to smooth the face of rough casting.

5.2.3 Grinding

It is carried out while the work is rotating on the lathe. Filling is often

restored to when

Only a very small amount of stock is to be removed from a diameter.

For removing sharp corner on the work piece.

Filling is a hand operation. A clean, sharp, single cut mill file of 200 or 250

mm length is held in the hand and the file flat is placed on the work near

the left end of the part to be filled. The file is held at a slight angle and not

at right angles to the work piece. For carrying out of the filling operation,

the file is pressed lightly on to the work piece and moved forward so that

the work piece rotates by 2 or 3 revolutions during the forward or cutting

stroke of the file. Pressure on the file is relieved during its return strokes

but its movement overlaps the cut made by the file during the cutting

stroke. Generally long strokes are taken and the file is cleaned frequently

with the file card.

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5.2.4 Grooving

Work pieces on which threads are to be cut close to a shoulder are usually

undercut or grooved to make threads cutting somewhat easier. Diameters

which are to be ground up to a shoulder are usually undercut so that the

grinding wheel will not leave a small radius in the corner. Grooving

operation reduces the diameter of the work piece at a narrow surface near

the shoulder etc. The grooving tool is fed into the revolving work piece at

right angle to it using cross-slide hand wheel.

5.2.5 Drilling

Drilling is the process of making holes in a work piece. Either the work piece

rotate or drill is stationary or vice-versa. When drilling on the lathe is being

done, generally the work piece rotates in the chuck and the drill held in the

tail stock is fed into the work piece by means of the hand wheel on the

outer end of the tail-stock assembly. It is possible to do drill by holding and

rotating the drill in the lathe spindle while keeping the work stationary,

supported by a special pad mounted in tail-stock quill. Since drill feed is by

hand, care must be taken, particularly in drilling small holes. Coolant should

be withdrawn occasionally to clear chips from the hole and to aid in getting

coolant to cutting edges of the drill.

5.2.6 Parting Off

Parting off operation separates the finished work piece from the bar from

which the work piece was machines. Partings off tools are ground to cut on

the end only as they are fed into the work piece. Since the tool is

comparatively thin and delicate and care must be taken when feeding it

into the work otherwise it may break. The finished work piece should be

such that it is parted as close to the head stock as possible.

5.3 ASSEMBLY

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Bearing seats are assembled on base plates with the help of nuts. Bearings

are fitted in their respective seats. Bushes are also fitted at their respective

positions. Studs are tightened at their positions on lower base plate. Now

output shaft is fitted in bearing on lower base plate. Compound shaft is

fitted in such a way so that pinion of compound shaft correctly meshes with

output shaft’s gear. Adjustments are made with the help of shim and

packing. Now input shaft is fitted on upper base plate. Pinion is fitted on

input by lock pin. Sprockets are welded on their shafts. Now these shafts

are assembled on lower base plate with the help of circlips. Clearance is

adjusted by the help of shim. Upper base plate containing input shaft is

fitted on the lower base plate. Center distance between the two base plates

is adjusted with the help of lock nuts at all the corners.

Sprocket is assembled on output shaft with the help of key. Roller chain is

mounted on all the four sprockets and chain is locked by chain lock.

5.4 MATERIAL PURCHASE

Rest of the part of unified wheel opener are purchased from market. Which

constitutes the different material of different parts according to our

requirement. All these parts are purchased by suggesting with mechanic.

Material purchased are bearing, plate, key, ratchet handle, roller chain.

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CHAPTER-6

FUTURE WORK

6.1 Future Work

As the time period in a semester is limited therefore we have only studied

all the facts about the Unified Wheel Opener such as material required,

designing of each component, selection of manufacturing process, cost

consideration, reliability etc. And in the next semester based on this critical

data. The fabrication of the unified wheel opener will be carried out. The

different component of unified wheel opener will be manufactured and

checked for suitability, and then this component will be assembled to make

the tool unified wheel opener. Then it will be installed and its working will

be checked.

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REFERANCES

http://science.howstuffworks.com/gear-ratio.htm

http://Gears.Machines-Direct_com.htm\

www.iop.org/EJ/article/0022-3735/7/12/009/jev7i12p976.pdf

www.knowledgestormcrm.com/kscrm/search/browse/55096/55096.jsp

www.sciencedirect.com/gearmaterials/1925.jsp

www.engineeredge.com/search/gearterminology/1215.html

Introduction to Design Engineering – M.A. Parmeshwarn

Machine Design – S.S. Ratan

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