1.

ABSTRACT

In the present scenario power becomes major need for human life. Due to day-to-day increase

in population and lack of the conventional sources, it becomes necessary that we must depend

on non-conventional sources for power generation. With the advancement of Technology, use

of motored vehicles has increased. The vehicles possess kinetic energy and there are frictional

losses and energy loss with the moving vehicles. This energy is being wasted. This kinetic

energy can be utilized to produce power by using a special mechanism.

In the present work the kinetic energy of moving vehicles is converted into mechanical energy

of the shaft through rack and pinion mechanism. This shaft is connected to the electric dynamo

which produces electrical energy proportional to traffic density. This mechanism can be

housed under the dome like speed breaker.

The generated power may be used for general purpose like streetlights, traffic signals. The

electrical output can be improved by arranging such mechanism setups in series. This

generated power can be amplified and stored by using different electric devices. By adopting

this arrangement, we can fulfill the future demands of electricity may be satisfied to large

extent.

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 2. INTRODUCTION

2.1 PROBLEM OF POWER SHORTAGE

Power shortage is a very common problem in our country and most of our work gets
interrupted due to sudden power cut and voltage fluctuation. It is being assumed that India
might face over 10% of power shortage this year due to environmental issues. But due to
the development there is a huge requirement of power. But the availability of electricity is
low and this cause serious problem in some of the critical sectors that highly depends on
the electricity.

World over the economic growth is driven by energy, either in the form of finite resources
such as coal, oil and gas or in renewable forms such as hydropower, wind, solar and
biomass, or its converted form, electricity. This energy generation and consumption
powers a nation's industries, vehicles, homes and offices. It also has significant impact on
the quality of the country's air, water, and land and forest resources.

For growth to be sustainable, it must be both resources efficient and environmentally-safe.

In India, the demand for electricity has always been more than the supply. The importance
of electricity as a prime driver of growth is very well acknowledged and in order to boost
the development of power system, the Indian government has participated in a big way
through creation of various corporations such as, State Electricity Boards (SEB), NTPC
Limited, NHPC Limited and Power Grid Corporation Limited (PGCL), etc.
However, even after this the country is facing power shortage.

There are many problems faced by the power sector and these need to be addressed. One
of the issues plaguing the power sector in a big way is shortage of equipment. This has
been a significant reason for India missing its capacity addition targets. While the shortage
has been primarily in the core components of Boilers, Turbines and Generators, there has
been lack of adequate supply of Balance of Plant (BOP) equipment as well

The current power infrastructure in India is not capable of providing sufficient and reliable
power supply. Some 400 million people have zero access to electricity since the grid does
not reach their areas. Another problem is unstable power supply. While the frequency
should ideally be close to the rated frequency all the time, it has been a serious problem in
India. Poor power quality control has knock-on effects on equipment operation, including
large-scale generation capacity.

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2.2 ALTERNATE POWER SOURCES

Alternative energy is often referenced as any energy source that is an alternative to fossil fuel.
These alternatives are intended to address concerns about such fossil fuels. For example, they
typically pollute less among other supposed benefits.

a) CARBON-NEUTRAL AND NEGATIVE FUELS

Carbon-neutral fuels are synthetic fuels (including methane, gasoline, diesel fuel, jet fuel or
ammonia produced by hydrogenating waste carbon dioxide recycled from power plant flue-gas
emissions, recovered from automotive exhaust gas, or derived from carbonic acid in seawater.
Commercial fuel synthesis companies suggest they can produce synthetic fuels for less than
petroleum fuels when oil costs more than $55 per barrel. Renewable methanol (RM) is a fuel
produced from hydrogen and carbon dioxide by catalytic hydrogenation where the hydrogen
has been obtained from water electrolysis. It can be blended into transportation fuel or
processed as a chemical feedstock.

b) ALGAE FUEL

Algae fuel is a biofuel which is derived from algae. During photosynthesis, algae and other
photosynthetic organisms capture carbon dioxide and sunlight and convert it into oxygen and
biomass. This is usually done by placing the algae between two panes of glass. The algae
creates three forms of energy fuel: heat (from its growth cycle), biofuel (the natural "oil"
derived from the algae), and biomass (from the algae itself, as it is harvested upon maturity).

c) BIOMASS BRIQUETTES

Biomass briquettes are being developed in the developing world as an alternative to charcoal.
The technique involves the conversion of almost any plant matter into compressed briquettes
that typically have about 70% the calorific value of charcoal. There are relatively few
examples of large scale briquette production.

d) HYDROELECTRICITY

Hydroelectricity provided 75% of the worlds renewable electricity in 2013. Much of the
electricity we use today is a result of the heyday of conventional hydroelectric development
between 1960 and 1980. According to a report published in 2000 the 1990s dam construction
has virtually ceased in Europe and North America due to environmental concerns. Globally
there is a trend towards more hydroelectricity. From 2004 to 2014 the installed capacity rose
from 715 to 1,055 GW.

3
2.3 CHALLENGES FACED BY ALTERNATIVE ENERGY

However, both economic theory and experience point to significant market barriers and
market failures that will limit the development of renewable unless special policy
measures are enacted to encourage that development. These hurdles can be grouped into
four categories:

Commercialization barriers faced by new technologies competing with mature

technologies
Price distortions from existing subsidies and unequal tax burdens between renewable
and other energy sources
Failure of the market to value the public benefits of renewable
Market barriers such as inadequate information, lack of access to capital, "split
incentives" between building owners and tenants, and high transaction costs for
making small purchases

a) COMMERCIALIZATION BARRIERS

To compete against mature fossil fuel and nuclear technologies renewable must overcome two
major barriers to commercialization: undeveloped infrastructure and lack of economies of
scale.

b) INFRASTRUCTURE

Developing new renewable resources will require large initial investments to build
infrastructure. These investments increase the cost of providing renewable electricity,
especially during early years.

c) ECONOMIES OF SCALE

Most renewable energy technologies are manufactured on assembly lines, where mass
production can greatly reduce costs. As of the late 1990s, manufacturing costs for
photovoltaics had declined 20 to 25 percent for each doubling of production volume, as
illustrated in the figure. Economies of scale are also likely to lead to cost reductions for wind,
fuel cell, and biomass technologies. Unfortunately, as long as relatively few units are
produced, prices will remain high. This leads to low demand and therefore low production
volumes. This chicken-and-egg problem is especially difficult with technologies that have
long lives. However, scaling up manufacturing of new technologies too quickly can create its
own problems, such as shortages of skilled labor and bottlenecks in parts supplies.

4
d) UNEQUAL GOVERNMENT SUBSIDIES AND TAXES

Compared with renewable, nuclear and fossil fuel technologies enjoy a considerable advantage
in government subsidies for research and development

In addition to receiving subsidies for research and development, conventional generating

technologies have a lower tax burden. Fuel expenditures can be deducted from taxable
income, but few renewables benefit from this deduction, since most do not use market-
supplied fuels. Income and property taxes are higher for renewables, which require large
capital investments but have low fuel and operating expenses. A 1996 study by Resources for
the Future found that the total tax burden of natural gas facilities is only 0.507/kWh (in 1993
dollars), compared with 1.521/kWh for biomass generators. Even if the renewable energy
production tax credit were counted (no biomass plants had qualified as of 1998), the tax
burden would be over 50 percent higher than for a natural gas plant The tax burden for wind
energy is approximately as high as for biomass.

e) MARKET FAILURE TO VALUE PUBLIC BENEFITS OF RENEWABLES

Many of the benefits of renewables described earlier in this primer are public benefits that
accrue to everyone -- what economists call "public goods." For example, those who choose
renewables reduce pollution for everyone and provide an environmental benefit to the public
at large. A customer who is willing to pay more for electricity from renewables still has to
breathe the same air as the neighbor who might choose not to pay more. Public goods do not
motivate everyone who benefits to pay for them, if they can choose to be "free riders" who
benefit from the contributions of others..

Research and development that produces societal benefits, but has little effect on a company's
bottom line, will be especially undervalued in restructured markets. Although R&D is likely to
continue in a competitive electricity industry, and the desire to provide customer choice is
likely to accelerate some innovations, research will probably shift to those areas with the
fastest payback and those that allow companies to beat out competitors in the short term.
Private funding is likely to dwindle for research with benefits that are primarily public or that
do not result in a relatively quick payback, primarily to the funder.

For these reasons, renewables will be unable to compete on a level playing field with
conventional generation until new policies are adopted to internalize the public costs of these
fossil fuel sources. Emission fees or caps on total pollution, with tradable emission permits,
are examples of ways to internalize the costs of pollution, creating a more level arena for
renewables.

f) MARKET-BARRIERS
Renewable energy technologies face considerable barriers in market transactions.

5
g) LACK OF INFORMATION

Customers may have insufficient information to make informed choices. Most utilities provide
little or no information about their emissions or the fuels they use. Because renewable
technologies are relatively new, most customers know little about them. Many customers, for
example, may think that solar and wind technologies are unreliable because they are available
only when the sun is shining or the wind is blowing. They are unlikely to be aware that these
intermittent technologies can be highly reliable when combined with other options.

h) INSTITUTIONAL BARRIERS

Commercial and industrial customers are also generally unfamiliar with renewables and have
institutional barriers to purchasing renewables. Industrial energy managers are trained only to
find low-cost solutions. Industrial environmental managers look for ways to reduce in-house
pollution and are unlikely to consider pollution associated with their electricity purchases.

Even local electricity companies may be unfamiliar with renewables. Most utilities have not
studied how renewable resources could fit into their systems or what local resources are
available. For example, few have investigated how the output of solar and wind technologies
matches their system peak load.

i) SMALL SIZE

Renewables projects and companies are generally small. Thus they have fewer resources than
large generation companies or integrated utilities. These small companies are less able to
communicate directly with large numbers of customers. They will have less clout negotiating
favorable terms with larger market players. And they are less able to participate in regulatory
or legislative proceedings, or in industry forums defining new electricity market rules.

j) HIGH TRANSACTION COSTS

Small projects have high transaction costs at many stages of the development cycle. For
example, it costs more for financial institutions to evaluate the credit-worthiness of many
small projects than of one large project. It costs marketers more to negotiate contracts with
many small projects, and to market to and sign up residential customers, who are the most
likely segment to pay more for renewables.

k) HIGH FINANCING COSTS

Renewables developers and customers may have difficulty obtaining financing at rates as low
as may be available for conventional energy facilities.

6
2.4 A NEW ALTERNATE: POWER GENERATION BY SPEED BREAKERS

This age is a live witness of increasing traffic density and traffic congestion. The number
of motored vehicles on the road is increasing day by day incessantly. This situation asks
for better road amenities and if the kinetic energy of these vehicles is harnessed then it
would help reach the objective of road power generation and productivity from traffic.

We plan to generate power(electricity) from speed breakers and speed bumps by installing
a device which would convert the load reaction from these heavy vehicles into electrical
energy which would stored there itself and then use to power traffic lights, street lights or
charging pumps for electric cars, etc..

2.5 TYPES OF MECHANISMS POSSIBLE

2.5.1 ROLLER MECHANISM

In roller mechanism, a roller rotates when vehicles pass over it. This mechanism
allows the dynamo which is connected to a rotor shaft to rotate and generate power.

Figure 2.5.1 Roller mechanism

2.5.2 CRANK SHAFT MECHANISM

This mechanism changes the vertical translational motion of the speed breaker to a
rotational motion through speed-breaker and crank-shaft connection. Therefore, the
dynamo which is connected to a spur gear through a shaft is receiving the rotation,
consequently, power is generated.

7
 2.5.3 RACK AND PINION MECHANISM

It is constructed such that the rack is connected to the speed breaker. The speed breaker
receives a vertical displacement upon vehicles fleeting over it. Clearly the pinion will
rotate and the kinetic energy generated due to vertical displacement of the rack motion
is transferred to a dynamo that is connected to the pinion shaft.

Figure 2.5.2 Rack and Pinion Mechanism

We select the last mechanism as

It is the latest improvisation

It is most efficient with minimum frictional losses.
It is easy to design in a compact frame.
Each component selected is standard available and the device can be fabricated and
assembled easily anywhere.

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 3. LITERATURE REVIEW
Electricity generation was first developed in the 1800's using Faradays dynamo generator.
Almost 200 years later we are still using the same basic principles to generate electricity, only
on a much larger scale. India's installed capacity is nearly 20 per cent of China's capacity
though both countries have billion plus people. There is roughly 12 per cent power deficit in
the peak hours. Tariffs are set by the state governments so power firms are not allowed to pass
on rising fuel costs to consumers India has nearly 10 per cent of the world's coal reserves but
lack of environmental clearances and other disputes have hindered production. Shortage of
domestic supply has resulted in costlier imports.

Producing electricity from a speed breaker is a new concept that is undergoing research and is
being seen as a promising field of research for providing electricity solutions.

3.1. Mohsen Partodezfoli, Abbas Rezaey, Zahra Baniasad, HoriehRezaey (2012)

In their work A Novel Speed Breaker for Electrical Energy Generation Suitable for
Elimination of Remote Parts of Power Systems where is Near to Roads, they gave the
following conclusion:

This device converts the kinetic energy of the vehicles into electric energy. This is done by
moving plate installed on the road, this plate take the stroke motion of the vehicles and convert
it to the rotary motion by crank mechanism and it generates the electricity

3.2. AmanpreetKaur, ShivanshKumar Singh, Rajneesh, Parwez, Shashank (2013)

In their Work Power Generation Using Speed Breaker With Auto Street Light they gave the
following conclusion:

The energy crisis is any great bottleneck in the supply of energy resources to an economy. The
studies to sort out the energy crisis led to the idea of generating power using speed breaker.
Firstly, South African electrical crisis has made them implemented this method to light up
small villages of the highway. The idea is basic physics, to convert the kinetic energy into
electrical energy that gone wasted when the vehicle runs over speed-breaker. Since then, a lot
has been done in this field.

3.3. Aniket Mishra, Pratik Kale, Atul Kamble, Department of Mechanical Engineering,
Bharati Vidyapeeth (2013)

In their work on Electricity Generation From Speed Breakers they gave the following
conclusion:

9
Electricity plays a very important role in our life. Due to population explosion, the current
power generation has become insufficient to fulfill our requirements. In this project we
discover technology to generate electricity from speed breakers in which the system used is
reliable and this technique will help conserve our natural Resources. In coming days, this will
prove a great boon to the world, since it will save a lot of electricity of power plants that gets
wasted in illuminating the street lights. As the conventional sources are depleting very fast, its
high time to think of alternative resources. We got to save the power gained from the
conventional sources for efficient use. So this idea not only provides alternative but also adds
to the economy of the country.

3.4. D.Venkata Rao, K.Prasada Rao, S.Chiranjeeva Rao and R.Umamaheswara Rao
(2014)

In their work on Design And Fabrication Of Power Generation System Using Speed Breaker
they gave the following conclusion:

This project utilizes the best source of energy that we get in day to day life. It is a non-
conventional type of producing the energy. The existing source of energy such as coal, oil etc
may not be adequate to meet the ever increasing energy demands. These conventional sources
of energy are also depleting and may be exhausted at the end of the century or beginning of
the next century. Consequently sincere and untiring efforts shall have to be made by engineers
in exploring the possibilities of harnessing energy from several non-conventional energy
sources. This project is a one step to path of that way.

3.5. Abhishek Gupta , Nikita Mittal , Pushpendra Pal Singh , Ram Arora , Ramkishan
Dhakar , Purab Chand , Piyush Mangal (2013)

In their work on Electricity Generation From Speed Breakers they gave the following
conclusion:

It is a non conventional type of producing the energy. The existing source of energy such as
coal, oil etc may not be adequate to meet the ever increasing energy demands.This project is a
one step to path of that way. The overall goal was to design the speed breaker System while
keeping the engineering, producer and customer models in check. The reason why this feature
was used more than all of the other features are because the other features would not have as
much effect on the complete system. By changing the size and desirable price, weight and
capacity can be realized.

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 4. METHODOLOGY

4.1. WORKING PRINCIPLE

Power generation from speed breaker (PGFSB) mechanism is a system design to capture
waste and kinetic energy from all vehicles. This device converts the kinetic energy of the
vehicles into electric energy. This is done by moving the plate under a dummy speed breaker
installed on the road, this plate captures very small movement from the road surfaces and it
transferred to rack and pinion arrangements.
Here the reciprocating motion of the speed-breaker is converted into rotary motion using the
rack and pinion arrangement. The axis of the pinion is coupled to a compound gear train with
a chain and sprocket and freewheel arrangement in between. The sprocket with the larger
dimension is coupled to the axis of the pinion. Hence the speed that has been multiplied at the
pinion is passed on to this sprocket of larger dimension.

The larger sprocket is connect to a small sprocket (freewheel) on the 2nd shaft. This multiplies
the speed further and reducing the accompanying torque with it. The freewheel gives torque in
forward direction. If torque is provided in reverse direction, it simply rotates freely. Hence it
inhibits reverse running of the whole system.

The smaller sprocket (freewheel) is coupled to the larger gear. So as the larger gear rotates at
the multiplied speed of the pinion, the smaller sprocket following the larger sprocket still
multiplies the speed to more intensity.

Another gear of larger diameter is coupled with the freewheel on the 2 nd shaft which is meshed
with a smaller gear on the 3rd shaft. This further increases the revolutions per minute.

A flywheel is coupled with the gear on the 3rd shaft further connected to shaft of dynamo of
small diameter with a belt drive. Continuous multiplication of speed gives a very high speed
on the final dynamo shaft

Hence, although the speed due to the rotary motion achieved at the pinion is less, as the power
is transmitted to gears, finally the speed is multiplied to a higher speed. This speed which is
sufficient to rotate the rotor of a dynamo is fed into to the rotor of a dynamo.

The rotor which rotates within a static magnetic stator cuts the magnetic flux surrounding it,
thus producing the electric motive force (emf). This generated emf is then sent to an inverter,
where the generated emf is regulated. This regulated emf is now sent to the storage battery
where it is stored during the day time. This current is then utilized in the night time for
lighting purposes on the either sides of the road to a considerable distance.

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4.2. SELECTION OF GEARS AND SPROCKETS

4.2.1. INTRODUCTION
The gears in a transmission are analogous to the wheels in a crossed belt pulley system. An
advantage of gears is that the teeth of a gear prevent slippage.

When two gears mesh, and one gear is bigger than the other (even though the size of the teeth
must match), a mechanical advantage is produced, with the rotational speeds and the torques
of the two gears differing in an inverse relationship

4.2.1.1. TERMS USED IN GEARS

Figure 4.2.1. Basic Diagram Of A Gear

1. Pitch circle: It is an imaginary circle which by pure rolling action, would give the
same motion as the actual gear.

2. Pitch circle diameter: It is the diameter of the pitch circle. The size of the gear is usually
specified by the pitch circle diameter. It is also known as pitch diameter.

3. Pitch point: It is a common point of contact between two pitch circles.

4. Pitch surface: It is the surface of the rolling discs which the meshing gears have replaced at
the pitch circle.

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5. Pressure angle or angle of obliquity: It is the angle between the common normal to two
gear teeth at the point of contact and the common tangent at the pitch point. It is usually
denoted by .

6. Addendum: It is the radial distance of a tooth from the pitch circle to the top of the tooth.

7. Dedendum: It is the radial distance of a tooth from the pitch circle to the bottom of the
tooth.

8. Addendum circle: It is the circle drawn through the top of the teeth and is concentric with
the pitch circle.

9. Dedendum circle: It is the circle drawn through the bottom of the teeth. It is also called
root circle.

10. Circular pitch: It is the distance measured on the circumference of the pitch circle from a
point of one tooth to the corresponding point on the next tooth. It is usually denoted by pc

Mathematically,

Circular pitch, pc = D/T

Where D = Diameter of the pitch circle, and

11. Diametric pitch: It is the ratio of number of teeth to the pitch circle diameter in
millimetres. It is denoted by pd. mathematically,

Diametric pitch, d

Where T = Number of teeth, and

12. Module: It is the ratio of the pitch circle diameter in millimetres to the number of teeth. It
is usually denoted by m. mathematically,

Module, m = D /T

13. Clearance: It is the radial distance from the top of the tooth to the bottom of the tooth, in a
meshing gear. A circle passing through the top of the meshing gear is known as clearance
circle.

14. Total depth: It is the radial distance between the addendum and the dedendum circles of a
gear. It is equal to the sum of the addendum and dedendum.

15. Working depth: It is the radial distance from the addendum circle to the clearance circle.
It is equal to the sum of the addendum of the two meshing gears.

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16. Tooth thickness: It is the width of the tooth measured along the pitch circle.

17. Tooth space: It is the width of space between the two adjacent teeth measured along the
pitch.

18. Backlash: It is the difference between the tooth space and the tooth thickness, as measured
along the pitch circle.

19. Face of tooth: It is the surface of the gear tooth above the pitch surface.

20. Flank of tooth: It is the surface of the gear tooth below the pitch surface.

21. Top land: It is the surface of the top of the tooth.

22. Face width: It is the width of the gear tooth measured parallel to its axis.

23. Profile: It is the curve formed by the face and flank of the tooth.

24. Fillet radius: It is the radius that connects the root circle to the profile of the tooth.

25. Path of contact: It is the path traced by the point of contact of two teeth from the
beginning to the end of engagement.

4.2.1.2. GEAR TRAINS

Sometimes, two or more gears are made to mesh with each other to transmit power from one

shaft to another. Such a combination is called gear train or train of toothed wheels.
The following are 2 major type of gerar trains:
4.2.1.2.1. SIMPLE GEAR TRAIN

When there is only one gear on each shaft, as shown in Figure 4.2.2., it is known as simple
gear train. The gears are represented by their pitch circles.

Figure 4.2.2. Simple Gear Train

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When the distance between the two shafts is small, the two gears 1 and 2 are made to mesh
with each other to transmit motion from one shaft to the other, as shown in Fig. 4.2.2. (a).
Since the gear 1 drives the gear2, therefore gear 1 is called the driver and the gear 2 is called
the driven or follower. It may be noted that the motion of the driven gear is opposite to the
motion of driving gear.

Let, N1 = Speed of gear 1(or driver) in r.p.m.,

N2 = Speed of gear 2 (or driven or follower) in r.p.m.,

T1 = Number of teeth on gear 1, and

T2 = Number of teeth on gear 2.

Since the speed ratio (or velocity ratio) of gear train is the ratio of the speed of the driver to the
speed of the driven or follower and ratio of speeds of any pair of gears in mesh is the inverse
of their number of teeth, therefore

Speed ratio =

4.2.1.2.2. COMPOUND GEAR TRAIN

When there are more than one gear on a shaft, as shown in Fig. 13.2, it is called a
compound train of gear.

Figure 4.2.3. Compound gear train

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Whenever the distance between the driver and the driven or follower has to be bridged over by
intermediate gears and at the same time a great (or much less) speed ratio is required, then the
advantage of intermediate gears is intensified by providing compound gears on intermediate
shafts.

In this case, each intermediate shaft has two gears rigidly fixed to it so that they may have the
same speed. One of these two gears meshes with the driver and the other with the driven or
follower attached to the next shaft as shown in Figure 4.2.3.

In a compound train of gears, as shown in Fig. 13.2, the gear 1 is the driving gear mounted on
shaft A, gears 2 and 3 are compound gears which are mounted on shaft B. The gears 4 and 5
are also compound gears which are mounted on shaft C and the gear 6 is the driven gear
mounted on shaft D.

Let N1 = Speed of driving gear 1,

T1 = Number of teeth on driving gear 1,

N2 ,N3 ..., N6 = Speed of respective gears in r.p.m., and

T2 ,T3..., T6 = Number of teeth on respective gears.

Since gear 1 is in mesh with gear 2, therefore its speed ratio is

... (i)

Similarly, for gears 3 and 4, speed ratio is

... (ii)

and for gears 5 and 6, speed ratio is

... (ii)

The speed ratio of compound gear train is obtained by multiplying the equations (i), (ii) and
(iii),

Since gears 2 and 3 are mounted on one shaft B, therefore N 2 = N3. Similarly gears 4 and 5 are
mounted on shaft C, therefore N4 = N5.

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i.e. Speed ratio =

The advantage of a compound train over a simple gear train is that a much larger speed
reduction from the first shaft to the last shaft can be obtained with small gears. If a simple gear
train is used to give a large speed reduction, the last gear has to be very large.

4.2.1.3. RACK AND PINION

A rack and pinion is a type of linear actuator that comprises a pair of gears which convert
rotational motion into linear motion and vice versa . A circular gear called "the pinion"
engages teeth on a linear gear-bar called "the rack. Rotational motion applied to the pinion
causes the rack to move relative to the pinion, thereby translating the rotational motion of the
pinion into linear motion.

Figure 4.2.4. Rack and pinion

4.2.1.4. SPROCKETS

A sprocket or sprocket-wheel is a profiled wheel with teeth, cogs, or even sprockets that mesh
with a chain, track or other perforated or indented material. The name 'sprocket' applies
generally to any wheel upon which radial projections engage a chain passing over it. It is

17
distinguished from a gear in that sprockets are never meshed together directly, and differs
from a pulley in that sprockets have teeth and pulleys are smooth.

Sprockets are used in bicycles, motorcycles, cars, tracked vehicles, and other machinery either
to transmit rotary motion between two shafts where gears are unsuitable or to impart linear
motion to a track, tape etc.

Figure 4.2.5. Sprocket

4.2.1.4.1. FREEWHEEL (PAWL AND RATCHET MECHANISM)

At the rear wheel, a "freewheel" is attached. The figure is shown below. The mechanism
inside it is ratchet and pawl mechanism. This gives torque in forward direction. In reverse it
simply rotates freely.
So, when we drive in the forward direction, it connects the sprocket wheel to driven shaft allowing
its motion to transmit and the cycle moves forward. But when you stop rotations in forward
direction or start rotations in reverse direction, it disconnects the sprocket wheel from the driven
shaft and motion is not transmitted.

Figure 4.2.6. Pawl and Ratchet Mechanism

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4.2.2. MATERIAL SELECTION

C45E steel :- DIN 1.1191 / C45E Steel is a general carbon engineering steel
according to DIN Germany standard. Its one kind of high strength carbon steel
which is mainly used after quenched and tempered. The C45E steel has a certain
shape and toughness and high strength.

Chemical Composition %

Carbon: 0.42-0.50%

Silicon: maximum 0.40%

Mangenese: 0.50-0.80%

Phosphorous: maximum0.030%

Sulphur: maximum 0.035%

Chromium: maximum 0.40%

Nickel: maximum 0.40%

Molybdenum: maximum 0.10%

Mechanical Properties of C 45 E steel

Tensile strength: 600MPa

Yield point: 355MPa

Applications of C 45 E Steel

C 45 E steel is applied to manufacture high strength movement parts, such as

air compressor, piston pump, the impeller of a steam turbine, heavy duty and
general machinery of the rolling shaft, connecting rod, worm, rack, gear, etc

4.2.3. GEAR DESIGNING

4.2.3.1. SPUR GEAR - LEWIS EQUATION FOR TOOTH BENDING STRESS

Lewis considered gear tooth as a cantilever beam with static normal force F applied at the tip.
Assumptions made in the derivation are:

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1. The full load is applied to the tip of a single tooth in static condition.
2. The radial component is negligible.
3. The load is distributed uniformly across the full face width.
4. Forces due to tooth sliding friction are negligible.
5. Stress concentration in the tooth fillet is negligible.
At point a, bending stress is
=Ft/(KvbYm)

Figure 4.2.7. Forces On A Gear Tooth

4.2.3.2. SPUR GEAR - TOOTH BENDING STRESS

Factors that influence gear tooth bending stresses are as follows:
1. Pitch line velocity.
2. Manufacturing accuracy.
3. Contact ratio.
4. Stress concentration.
5. Degree of shock loading.
6. Accuracy and rigidity of mounting.

4.2.3.3. SPUR GEAR TOOTH BENDING STRESS (AGMA)

Accommodating the earlier mentioned factors, American Gear Manufacturing Association
(AGMA) came up with a refined form of Lewis equation as given below:
Where, J = Spur gear geometry factor.

20
 Kv - Velocity factor given,

Ko = overload factor,

Km= Load distribution factor,

No. of Number of teeth in mating gear

tooth

1 17 25 35 50 85 300 1000

18 0.244 86 0.324 04 0.332 12 0.338 40 0.344 04 0.350 50 0.355 94 0.361 12

19 0.247 94 0.330 29 0.338 78 0.345 37 0.351 34 0.358 22 0.364 05 0.369 63
20 0.250 72 0.336 00 0.344 85 0.351 76 0.358 04 0.365 32 0.371 51 0.377 49
21 0.253 23 0.341 24 0.350 44 0.357 64 0.364 22 0.371 86 0.378 41 0.384 75
22 0.255 52 0.346 07 0.355 59 0.363 06 0.369 92 0.377 92 0.384 79 0.391 48
24 0.259 51 0.354 68 0.364 77 0.372 75 0.380 12 0.388 77 0.396 26 0.403 60
26 0.262 89 0.362 11 0.372 72 0.381 15 0.388 97 0.398 21 0.406 25 0.414 18
28 0.265 80 0.368 60 0.379 67 0.388 51 0.396 73 0.406 50 0.415 04 0.423 51
30 0.268 31 0.374 62 0.385 80 0.395 00 0.403 59 0.413 83 0.422 83 0.431 79
34 0.272 47 0.383 94 0.396 71 0.405 94 0.415 17 0.426 24 0.436 04 0.445 86
38 0.275 75 0.391 70 0.404 46 0.414 80 0.424 56 0.436 33 0.446 80 0.457 35
45 0.280 13 0.402 23 0.415 79 0.426 85 0.437 35 0.450 10 0.461 52 0.473 10
50 0.282 52 0.408 08 0.422 08 0.435 55 0.444 48 0.457 78 0.469 75 0.481 93
60 0.286 13 0.417 02 0.431 73 0.443 83 0.455 40 0.469 60 0.482 43 0.495 57
75 0.289 79 0.426 20 0.441 63 0.454 40 0.466 68 0.481 79 0.495 54 0.509 70
100 0.293 13 0.435 61 0.451 80 0.465 27 0.478 27 0.494 37 0.509 09 0.524 35
150 0.297 38 0.445 30 0.462 26 0.476 45 0.490 23 0.507 36 0.523 12 0.539 54
300 0.301 41 0.455 26 0.473 04 0.487 98 0.502 78 0.520 78 0.537 65 0.555 33
Rack 0.305 75 0.465 54 0.484 15 0.499 88 0.534 67 0.534 67 0.552 72 0.571 73

Table 4.2.1. AGMA Geometry factor J for teeth having = 20

Kv = Velocity or dynamic factor, indicates the severity of impact as successive pairs of teeth
engage. This is a function of pitch line velocity and manufacturing accuracy. It is given
by inverse of Barths equation.

21
 Figure 4.2.8. Determination Of K v

Rough value of K accounts for the effects of tooth spacing and profile errors, tooth stiffness,
velocity, inertial and stiffness of the rotating part.

Ko = Overload factor which reflects the degree of non-uniformity of driving and load torques.

Km = Load distribution factor which accounts for non-uniform spread of the load across the
face width. It depends on the accuracy of mounting, bearings, shaft deflection and
accuracy of gears.

Driven machinery
Source of power Uniform Moderate shock Heavy shock
Uniform 1.00 1.25 1.75
Light shock 1.25 1.50 2.00
Medium shock 1.50 1.75 2.25
Table 4.2.2. Overload factor K o

Face width (mm)

Charecteristics of support 0-50 150 225 400
Accurate mountings, small bearing 1.3 1.4 1.5 1.8
clearences, minimum deflection,
precision gears
Less rigid mountings, less accurate 1.6 1.7 1.8 2.2
gears, contact across the full face
Accuracy and mounting such that less Over Over Over Over 2.2
than full face contact exists 2.2 2.2 2.2
Table 4.2.3. Load distribution factor K m

22
4.2.3.4. SPUR GEAR PERMISSIBLE TOOTH BENDING STRESS (AGMA)

Endurance limit of the material is given by:

e = e* kL *kv*ks*kr*kT*kf*km

Where, e endurance limit of rotating-beam specimen

kL = load factor , = 1.0 for bending loads

kv = size factor, = 1.0 for m < 5 mm and = 0.85 for m > 5 mm

ks = surface factor, is taken from based on the ultimate tensile strength of the material

for cut, shaved, and ground gears.

kr = reliability factor given

kT = temperature factor = 1 for T 350C, = 0.5 for 350C < T 500C

Figure 4.2.9. determination of ks

Reliability R 0.5 0.90 0.95 0.99 0.999 0.9999

0
Reliability Factor kr 1.0 0.897 0.868 0.814 0.702 0.702
0.
Table 4.2.4. Reliability Factor kr

23
Permissible bending stress

where S is the factor of safety.

Hence the design equation from bending consideration is :

<= []

4.2.3.5. DESIGN OF RACK AND PINION

Let the weight of vehicle passing over =1000kg

F= 1000*9.8= 9800N

Dummy speed breaker be of width = 45cm

Dummy speed breaker be of height = 20cm

Speed of car going over it be 20km/h

Then time taken comes to be

t = 45*18/(20*5) = 0.081 seconds

displacement = 20cm

work done = force * displacement

= 9800*0.2 Joules

Power transmitted in one stroke, P=

= 24500 J/s

Torque is given by

T=

24
 = = 3786.70

Let first assume that module for rack and pinion be, m= 4mm.
Pressure angle of gear = 20 degrees

Then no. of teeth in pinion to avoid interference Z = 17

Putting all respective values :

Kv=1.15,
Ko=2.25 and
Km=1.6 and
J with 17 teeth on rack= 0.46554

=(2*T1*Kv*Ko*Km)/(b*Z*J*m2 )

=11885.20/m3 ( 1)

Also, e = ekLkvkskrkTkfkm

The pinion of steel with tensile strength of 600MPa

For pinion e=0.5

ut = 0.5*600= 300MPa

kL = 1 for bending,

kv = 1 by assuming m to be less than 5mm

ks = 0.73

kr = reliability factor given

kT = 1assuming operation temperature is less than 120C

kf = 1

km = 1.33 for ut = 300 MPa

e = ekLkvkskrkTkfkm\

25
 = 330*1*1*0.73*0.897*1*1*1.33 = 287.4 MPa

Taking factor safety (s)= 1.35

[] = e / s

=287.4/1.35

=193.53 MPa ( 2)

Equating 2 values of from (1) and (2)

193.53 = 11885.20/m3

m3 = 61.41

m = 3.94 4 mm

4.2.4. SPECIFICATIONS

The suggested calculations for various components of the mechanism are specified as
follows:

4.2.4.1. RACK SPECIFICATION

Pressure Angle : 20

Material : C 45 E steel
Module: 4 mm
Hp: 26 mm
He: 30 mm

S: 30 mm
L : 1000mm

Figure 4.2.10. Rack parameters

26
4.2.4.2. PINION SPECIFICATIONS

Pressure Angle : 20
Teeth: 17
De : 76
Dp: 68
d: 50
D: 30
Material: C45 E Steel (surface hardened)

Figure 4.2.11. Pinion Specification

4.2.4.3. SPROCKET SPECIFICATIONS

No. of teeth: 24
Outside diameter: 208

Pitch diameter: 194.6

Bore diameter: 30

Hub diameter : 115

LTD: 48

4.2.4.4. FREEWHEEL SPECIFICATIONS

No. of Teeth: 10

Outside diameter 93
Pitch diameter: 82.2 Figure 4.2.12. Sprocket specification

Bore diameter: 30
Hub diameter: 60

27
 LTD: 40

4.2.4.5. GEAR-1 SPECIFICATIONS

No. of Teeth: 36
De: 152

Dp: 144
d : 80

D: 30
Material: C45 E Steel
Pressure angle: 20

Figure 4.2.13. Gear specification

4.2.4.6. GEAR-2 SPECIFICATIONS

No. of Teeth: 24

De: 104
Dp: 96

d : 75
D: 30

Material: C45 E Steel

Pressure angle: 20

4.2.5. CALCULATION OF REVOLUTIONS PER MINUTE (N)

Dummy speed breaker be of width = 45cm

Speed of car going over it be 20km/h

Then time taken comes to be .

t = 45*18/(20*5) = 0.081 seconds

28
The same time is taken by rack to move down up to a distance equal to height of speed breaker
= 20 cm

So velocity of rack = 0.2/0.081 = 2.46 m/s

= v/r = 6.47 rad/s

N = v*60/2 =61.85 rev/ min

Using N*rpm = constant

61.85*24=10*N2

N2 = 148.32 rpm

148.32*36=24*N3

N3 = 222.48 rpm

29
4.3 SPRING

A spring is an elastic object used to store mechanical energy. These devices allow Controlled
application of force or torque; the storing and release of energy can be another Purpose.
Flexibility allows temporary distortion for access and the immediate restoration of function.

A round-wire helical compression spring loaded by the axial force F .

We designate D as the mean coil diameter and d as the wire diameter. Now we define the
spring index = which is a measure of coil curvature. C= D/d

The maximum stress in the wire may be computed by superposition of the direct shear stress
given.

4.3.1 STEPS IN DESIGN OF SPRINGS

STEP 1: Selection of spring material

Material: Chromium Vanadium Steel (0.48-0.53% Carbon, 0.8-1.0%Chromium and

0.15%Vanadium)

ULTIMATE TENSILE STRENGTH (Sut): 2068.4MPa

SHEAR STRESS FOR RIGIDITY (G): 81370MPa

Permissible Shear Stress = 0.5Sut= 1034.5MPa

Max. Operational Temperature = 425 degree Fahrenheit

WHY THIS MATERIAL?

Chromium Vanadium Steel is used for spring materials which are subjected to impact and
shock load. This is the most popular alloy spring steel for conditions involving higher stresses
than can be used with the high-carbon steels and for use where fatigue resistance and long
endurance are needed. Also good for shock and impact loads .

30
Figure 4.3.1 a) Axial Loaded Helical Spring b) Free Body Diagram Showing Direct Shear
And Torsion Shear

The above is given at the inside fiber of the spring.

Substitution of max = ,T = FD/2, r = d/2,

J = d^4/32, and A = d^2/4 gives = K(8PC/d^2)

Where K= Wahl Factor given by

The Wahl factor provides a simple method to find out resultant stress in the spring.

This curvature stress is primarily important in fatigue because the loads are lower and there is
no opportunity for localized yielding.

For static loading, these stresses can normally be neglected because of strain-Strengthening
with the first application of load.

Unfortunately, it is necessary to find the curvature factor in a roundabout way. The reason for

31
this is that the published equations also include the effect of the direct shear stress.

4.3.2 DEFLECTION OF HELICAL SPRINGS:

The deflection-force relations are quite easily obtained by using Castiglianos theorem.

The total strain energy for a helical spring is composed of a torsional component and a

shear component.

The strain energy is given by :

Substituting

T = (FD ) 2

l= D N

Putting results in

Where N = Na = number of active coils. Then using Castiglianos theorem,

Y = U/f =

Since C = D/d, can be rearranged to yield

32
 Y= =

The spring rate also called the scale of the spring is

K=

Step 2 : Estimation of average Spring Force(P) and the corresponding required deflection
Assuming average of 19600N of vehicle passes through the speed breakers.

Therefore, Maximum Spring Force P on one spring = 3266.66N

Corresponding required deflection = 20cm = 0.2m

Assuming a value of spring index of 8 because it is considered as a good value. C=8

CALCULATION OF WAHL FACTOR (K)

K=(4C-1)/(4C-4) + .615/C

K=1.184

STEP 5: Determination of wire diameter(d)

Using the relation, = K(8PC/d^2) we get d = 9mm

STEP 6: Calculation of mean coil diameter(D)

Using the relation D=C*d, we get D= 72 mm

STEP 7: Determination of No. of active coils (N)

Using the relation , we get N=11

Let the ends be square and ground ends then

33
Total no. of coils = 13 coils

STEP 8: Determination of Free length and pitch of the spring

Solid length = Nd2 =117mm

Pitch of Coil=free length/ =44/(8-1)=6.28cm

SPRING STIFFNESS K= =16.25 N/mm

Figure 4.3.2 Linear And Non-Linear Distribution of stress in Spring

34
4.4 FLYWHEEL

A flywheel is a rotating mechanical device that is used to store rotational energy. Flywheels have an
inertia called the moment of inertia and thus resist changes in rotational speed. The amount of
energy stored in a flywheel is proportional to the square of its rotational speed. Energy is transferred
to a flywheel by the application of a torque to it, thereby increasing its rotational speed, and hence its
stored energy. Conversely, a flywheel releases stored energy by applying torque to a mechanical load,
thereby decreasing the flywheel's rotational speed.

Figure4.4.1 FLYWHEEL DIAGRAM

A flywheel is a spinning wheel or disc with a fixed axle so that rotation is only about one axis.
Energy is stored in the rotor as kinetic energy, or more specifically, rotational energy

E= x I x 2

Where :

is the angular velocity, and

I is the moment of inertia of the mass about the center of rotation. The moment of
inertia is the measure of resistance to torque applied on a spinning object (i.e. the
higher the moment of inertia, the slower it will spin when a given force is applied).

The moment of inertia for a solid cylinder is ( x m x r2)

35
 Figure4.4.2 STEEL FLYWHEEL (for reference)

Common uses of a flywheel include:

Providing continuous energy when the energy source is discontinuous. For example,
flywheels are used in reciprocating engines because the energy source, torque from the
engine, is intermittent.
Delivering energy at rates beyond the ability of a continuous energy source. This is
achieved by collecting energy in the flywheel over time and then releasing the energy
quickly, at rates that exceed the abilities of the energy source.
Controlling the orientation of a mechanical system. In such applications, the angular
momentum of a flywheel is purposely transferred as a torque to the attaching
mechanical system when energy is transferred to or from the flywheel, thereby causing
the attaching system to rotate into some desired position.

36
4.4.1 PRINCIPLE

A flywheel is essentially a very heavy wheel that takes a lot of force to spin around. It might
be a large-diameter wheel with spokes and a very heavy metal rim, or it could be a smaller-
diameter cylinder made of something like a carbon-fiber composite. Either way, it's the kind of
wheel you have to push really hard to set it spinning. Just as a flywheel needs lots of force to
start it off, so it needs a lot of force to make it stop. As a result, when it's spinning at high
speed, it tends to want to keep on spinning (we say it has a lot of angular momentum), which
means it can store a great deal of kinetic energy. You can think of it as a kind of "mechanical
battery," but it's storing energy in the form of movement (kinetic energy, in other words)
rather than the energy stored in chemical form inside a traditional, electrical battery.

Flywheels come in all shapes and sizes. The laws of tell us that large diameter and heavy
wheels store more energy than smaller and lighter wheels, while flywheels that spin faster
store much more energy than ones that spin slower.

Modern flywheels are a bit different from the ones that were popular during the Industrial
Revolution. Instead of wide and heavy steel wheels with even heavier steel rims, 21st-century
flywheels tend to be more compact and made from carbon-fiber or composite materials,
sometimes with steel rims, which work out perhaps a quarter as heavy.

4.4.2 APPLICATIONS

Flywheels are often used to provide continuous energy in systems where the energy source is
not continuous. In such cases, the flywheel stores energy when torque is applied by the energy
source and it releases stored energy when the energy source is not applying torque to it.

For example, a flywheel is used to maintain constant angular velocity of the crankshaft in a
reciprocating engine. In this case, the flywheelwhich is mounted on the crankshaftstores
energy when torque is exerted on it by a firing piston, and it releases energy to the crankshaft
when a piston is in the process of compressing a fresh charge of air and fuel. Other examples
of this are friction motors, which use flywheel energy to power devices such as toy cars. In
uses like this, the distribution of the mass of the flywheel toward the outside and away from
the center is beneficial. Pushing the mass away from the axis of rotation gives it greater
rotational inertia without increasing its total mass. This increases the efficiency of the
flywheel, since it does not have as much difficulty driving its own weight forward as well as
that of the payload.

37
4.4.3 DESIGN CALCULATION:

The flywheel is supposed to be designed for a belt drive which will be then connected to the
shaft of the dynamo motor for energy generation.

The purpose of the flywheel is to:

Reduce fluctuations due the system vibration and else.

Store rotational energy for continuous and consistent generation of electrical energy.

The flywheel is design on the basis of the following considerations:

Energy required being stored.

Weight of the flywheel must balance the shaft and doesnt fail its load capacity.

We will be using a solid disc of the material chosen i.e. Stainless Steel C45e with following

Specifications :

Mean Radius = 6 cm
Cross Sectional Square of side 2 cm
Stainless Steel C45e of density 7700 kg/m3.
Volume of the Flywheel = 3.14 x (6 cm) 2 x 2 cm = 226.08cm3
Weight of the Flywheel = 1.740816 kg
Energy Stored = x I x w2 = 10.994 Joules
(Inertia = 0.606 x m x r2 )

Flywheel is used to reduce the fluctuations and produce a smooth current.

4.4.4 RPM CALCULATION

Using :

D* rpm = constant

Taking the diameter of pulley connected to shaft of dynamo =3cm

222.48*12=N3*3

N3 = 886 revolutions per minute

This is the rpm with which the dynamo will generate electricity.

38
4.5 SHAFT

A shaft is a mechanical component for transmitting torque and rotation, usually used to
connect other components of a drive train that cannot be connected directly because of
distance or the need to allow for relative movement between them.

It is usually subjected to bending, torsion, tension and compression in isolation or combine

Figure 4.5.1 Shaft Diagram

Shaft is a common and important machine element. It is a rotating member, in general, has a
Circular cross-section is used to transmit power. The shaft may be hollow or solid.

We are using solid shaft in our project design.

As torque carriers, drive shafts are subject to torsion and shear stress, equivalent to the
difference between the input torque and the load.

They must therefore be strong enough to bear the stress, while avoiding too much additional
weight as that would in turn increase their inertia.

The shaft is supported on bearings and it rotates a set of gears or pulleys for the purpose of
Power transmission.

The shaft is generally acted upon by bending moment, torsion and axial force.

Design of Shaft primarily involves in determining stresses at critical point in the shaft that is
arising Due to aforementioned loading.

39
As torque carriers, drive shafts are subject to torsion and shear stress, equivalent to the
difference between the input torque and the load.

They must therefore be strong enough to bear the stress, whilst avoiding too much additional
weight as that would in turn Increase their inertia.

To allow for variations in the alignment and distance between the driving and driven
Components, drive shafts frequently incorporate one or more universal joints, jaw Couplings,
or rag joints, and sometimes a splined joint or prismatic joint.

4.5.1 TORSION AND TWIST DEVELOP ON THE SHAFT :

Angle of twist: For a shaft under torsional loading, the angle through which fixed end of a
shaft rotates with respect to the free end is called the angle of twist. Data acquisition: Data
acquisition is a process of digitizing and storing data from any sensor connected to the test
system.

Figure 4.5.2. Shaft Torsion And Twist Diagram

Torsion of shaft: Consider a shaft rigidly clamped at one end and twisted at the other end
by a torque T = Fd; applied in a plane perpendicular to the axis of the bar such a shaft is
said to be in torsion.

40
4.5.2 SHAFT MATERIAL

C 45 E Steel :- DIN 1.1191 / C45E Steel is a general carbon engineering steel according to
DIN Germany standard. Its one kind of high strength carbon steel which is mainly used after
quenched and tempered.

Chemical Composition %

C: 0.42-0.50;

Si: max0.40;

Mn: 0.50-0.80;

P: max0.030;

S: max0.035;

Cr: max0.40;

Ni: max0.40;

Mo: max0.10;

4.5.3 OTHER SPECIFICATION OF C 45 E :

Modulus of rigidity G = 77GPa ;

Ulitmate tensile strength =300 Mpa ;

Angle of twist = 0.5 Degree ;

4.5.4 CALCULATION FOR DIAMETER OF SHAFT

Let dummy speed breaker be 0f 45cm

Speed of car going over it be 20km/h

41
Then time taken comes to be .

The same time is taken by rack to move down upto a distance equal to height of speed

Breaker=20 cm

So speed of rack (v) = 0.2/0.081 = 2.46 m/s;

Let maximum force applied on the mechanism= 19600N= 196 KN

Spring force = kx

Because we are using 6 spring on the system so,

Spring force=6kx;

Spring force=616.252010=19500N

So effective force on the system =(maximum applied force) - (force act by spring);

So effective force on the system = 19600-19500= 100N;

Power transmitted by shaft(P) = fv;

P = 100 2.46;

P = 246 J/sec;

Power in term of angular velocity = T w (where T is torque)

Power = Tw;

246 = T6.47 ; (w= calculation of RPM)

T = 246/ 6.47 = 38.02 N/m;

Ultimate tensile strength= 300 105 Pa;

So shear stress = 0.5 * (Ultimate tensile strength) = 150 105Pa;

42
Stress due to torsion,

T = torque of the shaft

= shear stress of the shaft

k : ratio of inner to outer dia of the shaft

k=0 for a solid shaft because inner diameter of shaft is zero;

d3= (1638.02 ) (3.14 150 105 );

d = 23.46 mm

Therefore diameter of shaft = 23.46 mm;

4.5.5 CALCULATION FOR SHAFT LENGTH

Equation for shaft subjected to torsion T ;

=Shear stress due to torsion

R=Shaft radius

T=Torsion

J=Polar moment of inertia

G=Modulus of rigidity

=Angle of twist

L=length of the shaft

43
For C 45E,

G= 77Gpa;

Angle of twist= 0.5 degree

J = 0.098125d4

Therefore length of the shaft= 771090.53.14(23.40)4 (100038.0218032) ;

L = 51.96cm ;

44
4.6. SELECTION OF CHAIN AND BELT

The belts and chains are used to transmit power from one shaft to another by means of
pulleys and sprockets which rotate at the same speed or at different speeds. Selections
of both the options available depends upon the type of use we deal with.

4.6.1. CHAIN

In order to avoid slipping, steel chains are used. The chains are made up of rigid links which
are hinged together in order to provide the necessary flexibility for warping around the driving
and driven wheels. The wheels have projecting teeth and fit into the corresponding recesses, in
the links of the chain as shown in figure 4.6.1. The wheels and the chain are thus constrained
to move together without slipping and ensures perfect velocity ratio. The toothed wheels are
known as sprocket wheels or simply sprockets.

The chains are mostly used to transmit motion and power from one shaft to another, when the
distance between the centres of the shafts is short such as in bicycles, motor cycles,
agricultural machinery, road rollers, etc.

Figure 4.6.1. Chain Drive

4.6.1.1. ADVANTAGES OF CHAIN DRIVE

Following are the advantages and disadvantages of chain drive over belt or rope drive :

1. As no slip takes place during chain drive, hence perfect velocity ratio is obtained.

2. Since the chains are made of metal, therefore they occupy less space in width than a belt or
rope drive.

3. The chain drives may be used when the distance between the shafts is less.

4. The chain drive gives a high transmission efficiency (up to 98 per cent).

45
5. The chain drive gives less load on the shafts.

6. The chain drive has the ability of transmitting motion to several shafts by one chain only.

4.6.1.2. TERMS USED IN CHAIN DRIVE

The following terms are frequently used in chain drive.

1. Pitch of the chain : It is the distance between the hinge centre of a link and the
corresponding hinge centre of the adjacent link as shown in Fig. 4.6.2. It is usually denoted by
p.

Figure 4.6.2. Pitch of the chain. Figure 4.6.3. Pitch circle diameter of the chain
sprocket.

2. Pitch circle diameter of the chain sprocket: It is the diameter of the circle on which the
hinge centres of the chain lie, when the chain is wrapped round a sprocket as shown in Fig.
4.6.2. The points A, B, C, and D are the hinge centres of the chain and the circle drawn
through these centres is called pitch circle and its diameter (d) is known as pitch circle
diameter.

4.6.1.3. CLASSIFICATION OF CHAINS

The chains, on the basis of their use, are classified into the following three groups :

4.6.1.3.1. Hoisting and Hauling Chains

These chains are used for hoisting and hauling purposes. The hoisting and hauling chains are
of the following two:

46
1. Chain with oval links. The links of this type of chain are of oval shape, as shown in Fig.
11.29 (a). The joint of each link is welded. The sprockets which are used for this type of chain
have receptacles to receive the links. Such type of chains are used only at low speeds such as
in chain hoists and in anchors for marine works.

Figure 4.6.4. Hosting And Hauling Chains

2. Chain with square links. The links of this type of chain are of square shape, as shown in.
Such type of chains are used in hoists, cranes, dredges. The manufacturing cost of this type of
chain is less than that of chain with oval links, but in these chains, the kinking occurs easily on
overloading.

4.6.1.3.2. CONVEYOR CHAINS

These chains are used for elevating and conveying the materials continuously. The conveyor
chains are of the following two types:

1. Detachable or hook joint type chain, as shown in Figure 4.6.5 (a), and

2. Closed joint type chain, as shown in Figure 4.6.5 (b).

Figure 4.6.5. (a) Detachable or hook joint type chain. (b) Closed joint type chain.

The conveyor chains are usually made of malleable cast iron. These chains do not have
smooth running qualities. The conveyor chains run at slow speeds of about 3 to 12 km.p.h.

47
4.6.1.3.3. POWER TRANSMITTING CHAINS

These chains are used for transmission of power, when the distance between the centres of
shafts is short. These chains have provision for efficient lubrication. The power transmitting
chains are of the following three types.

1. Block chain

Figure4.6.6. Block chain.

A block chain, as shown in Fig. 4.6.6, is also known as bush chain. This type of chain was
used in the early stages of development in the power transmission. It produces noise when
approaching or leaving the teeth of the sprocket because of rubbing between the teeth and the
links. Such type of chains are used to some extent as conveyor chain at small speed.

2. Bush roller chain

Figure 4.6.7. Bush Roller Chain

48
A bush roller chain, as shown in Figure 4.6.7., consists of outer plates or pin link plates, inner plates or
roller link plates, pins, bushes and rollers. A pin passes through the bush which is secured in the holes
of the roller between the two sides of the chain. The rollers are free to rotate on the bush which
protect the sprocket wheel teeth against wear. A bush roller chain is extremely strong and simple in
construction. It gives good service under severe conditions. There is a little noise with this chain
which is due to impact of the rollers on the sprocket wheel teeth. This chain may be used where there
is a little lubrication.

3. Inverted tooth or silent chain

Figure 4.6.8. Inverted tooth or silent chain

An inverted tooth or silent chain is shown in Figure 4.6.8. It is designed to eliminate the evil effects
caused by stretching and to produce noiseless running. When the chain stretches and the pitch of the
chain increases, the links ride on the teeth of the sprocket wheel at a slightly increased radius. This
automatically corrects the small change in the pitch. There is no relative sliding between the teeth of
the inverted tooth chain and the sprocket wheel teeth. When properly lubricated, this chain gives
durable service and runs very smoothly and quietly.

4.6.1.4. LENGTH OF CHAIN

An open chain drive system connecting the two sprockets is shown in Figure 4.6.9. The length
of belt for an open belt drive connecting the two pulleys of radii r1 and r2 and a centre
distance x, is

49
 Figure 4.6.9 Length Of Chain

Length of the chain drive-

2C N 2 N1 p( N 2 N1 ) 2
L
p 2 4 2C

Angle of contact :-

p ( N 2 N1 ) p ( N 2 N1 )
1 1800 2 sin 1 , 2 1800 2 sin 1
2C 2C

4.6.1.5. CALCULATIONS

Center distance = 20cm

standard pitch = 0.5cm

No. of teeth in sprocket= 24

No. of teeth in freewheel= 10

2C N 2 N1 p( N 2 N1 ) 2
Length of the chain drive- L
p 2 4 2C

L=

= 97.12cm

Angle of contact-
p( N 2 N 1 ) p( N 2 N 1 )
1 1800 2 sin 1 , 2 1800 2 sin 1
2C 2C

50
 1= 1800 _ 2* sin-1 (0.5*(24-10)/2*20 = 159.84

2= 1800 + 2*sin-1(0.5*(24-10)2*20 = 200.157

No. of links = L/p

= 97.12/0.5= 194 links

4.6.2. BELT

The belts or ropes are used to transmit power from one shaft to another by means of pulleys
which rotate at the same speed or at different speeds. The amount of power transmitted
depends upon the following factors :

1. The velocity of the belt.

2. The tension under which the belt is placed on the pulleys.

3. The arc of contact between the belt and the smaller pulley.

4. The conditions under which the belt is used.

Figure 4.6.10. Open Belt System

51
The belt is placing around the two sheaves while the centre distance between them is reduced,
then sheaves are moved apart. Friction causes the belt to grip the driving sheave, increasing
the tension in one side, called the "tight side," of the drive. The opposite side of the belt is still
under tension (at a smaller value) that is called the "slack side."

The belt drives are usually classified into the following three groups :

1. Light drives. These are used to transmit small powers at belt speeds up to about 10 m/s, as
in agricultural machines and small machine tools.

2. Medium drives. These are used to transmit medium power at belt speeds over 10 m/s but up
to 22 m/s, as in machine tools.

3. Heavy drives. These are used to transmit large powers at belt speeds above 22 m/s, as in
compressors and generators.

4.6.2.1. TYPES OF BELTS

The following are important types of belts :

1. Flat belt. The flat belt is mostly used in the factories and workshops, where a moderate
amount of power is to be transmitted, from one pulley to another when the two pulleys are not
more than 8 metres apart.

2. V-belt. The V-belt is mostly used in the factories and work-shops, where a moderate
amount of power is to be transmitted, from one pulley to another, when the two pulleys are
very near to each other.

3. Circular belt or rope. The circular belt or rope is mostly used in the factories and
workshops, where a great amount of power is to be transmitted, from one pulley to another,
when the two pulleys are more than 8 meters apart.

If a huge amount of power is to be transmitted, then a single belt may not be sufficient. In such
a case, wide pulleys (for V-belts or circular belts) with a number of grooves are used. Then a
belt in each groove is provided to transmit the required amount of power from one pulley to
another.

4.6.2.2. MATERIAL USED FOR BELTS

The material used for belts and ropes must be strong, flexible, and durable. It must have a high
coefficient of friction. The belts, according to the material used, are classified as follows :

52
1. Leather belts. The most important material for the belt is leather. The best leather belts are
made from 1.2 meters to 1.5 meters long strips cut from either side of the back bone of the top
grade steer hides. The hair side of the leather is smoother and harder than the flesh side, but
the flesh side is stronger.

2. Cotton or fabric belts. Most of the fabric belts are made by folding canvass or cotton duck
to three or more layers (depending upon the thickness desired) and stitching together. These
belts are woven also into a strip of the desired width and thickness. The cotton belts are
cheaper and suitable in warm climates, in damp atmospheres and in exposed positions. Since
the cotton belts require little attention, therefore these belts are mostly used in farm machinery,
belt conveyor etc.

3. Rubber belt. The rubber belts are made of layers of fabric impregnated with rubber com-
position and have a thin layer of rubber on the faces. These belts are very flexible but are
quickly destroyed if allowed to come into contact with heat, oil or grease. One of the principal
advantage of these belts is that they may be easily made endless. These belts are found
suitable for saw mills, paper mills where they are exposed to moisture.

4. Balata belts. These belts are similar to rubber belts except that balata gum is used in place
of rubber. These belts are acid proof and water proof and it is not effected by animal oils or
alkalies. The balata belts should not be at temperatures above 40 C because at this
temperature the balata begins to soften and becomes sticky. The strength of balata belts is 25
per cent higher than rubber

4.6.2.3. VELOCITY RATIO OF BELT DRIVE

It is the ratio between the velocities of the driver and the follower or driven. It may be
expressed, mathematically, as discussed below :

d1 = Diameter of the driver,

d0 = Diameter of the follower,

N1 = Speed of the driver in r.p.m., and

N2 = Speed of the follower in r.p.m.

Length of the belt that passes over the driver, in one minute

= d1.N1

Similarly, length of the belt that passes over the follower, in one minute

53
 = d2 . N2

Since the length of belt that passes over the driver in one minute is equal to the length of belt
that passes over the follower in one minute, therefore

d1 . N1 = d2 . N2

Velocity ratio,

4.6.2.4. LENGTH OF BELT

Figure 4.6.11 Length Of Belt In Open Belt Drive

In an open belt drive, both the pulleys rotate in the same direction as shown in Figure 4.6.10.

Let r1 and r2 = Radii of the larger and smaller pulleys,

x = Distance between the centres of two pulleys (i.e. O1 O2), and

L = Total length of the belt.

L=

54
4.6.2.5. CALCULATIONS AND SPECIFICATIONS

Type of belt: V- Belt

Material of belt : Rubber

Length of belt:

Flywheel diameter (d1 )= 12 cm

Dynamo diameter(d2) = 3 cm

Distance between the center of flywheel and dynamo pulley(x) = 10cm

L=

=2* /2 + (12* /2) + 2*10 + ( (10)2/(4*10))

=45.58 cm

55
4.7 DYNAMO GENERATOR

In electricity generation, a generator is a device that converts mechanical energy to electrical

energy for use in an external circuit. The source of mechanical energy may vary widely from a
hand crank to an internal combustion engine.

A dynamo is an electrical generator that produces direct current with the use of a commutator.
Dynamos were the first electrical generators capable of delivering power for industry, and the
foundation upon which many other later electric-power conversion devices were based,
including the electric motor, the alternating-current alternator, and the rotary converter.

The word dynamo (from the Greek word dynamis, meaning power) was originally another
name for an electrical generator, and still has some regional usage as a replacement for the
word generator. After the invention of the alternator and that alternating current can be used as
a power supply, the word dynamo became associated exclusively with the commutated direct
current electric generator.

Figure4.7.1 Diagram of a Generator

56
4.7.1 PRINCIPLE

The electric dynamo uses rotating coils of wire and magnetic fields to convert mechanical
rotation into a pulsing direct electric current through Faraday's law of induction. A dynamo
machine consists of a stationary structure, called the stator, which provides a constant
magnetic field, and a set of rotating windings called the armature which turn within that field.
The motion of the wire within the magnetic field causes the field to push on the electrons in
the metal, creating an electric current in the wire. On small machines the constant magnetic
field may be provided by one or more permanent magnets; larger machines have the constant
magnetic field provided by one or more electromagnets, which are usually called field coils.

The commutator is needed to produce direct current. When a loop of wire rotates in a
magnetic field, the potential induced in it reverses with each half turn, generating an
alternating current. However, in the early days of electric experimentation, alternating current
generally had no known use. The few uses for electricity, such as electroplating, used direct
current provided by messy liquid batteries. Dynamos were invented as a replacement for
batteries. The commutator is essentially a rotary switch. It consists of a set of contacts
mounted on the machine's shaft, combined with graphite-block stationary contacts, called
"brushes", because the earliest such fixed contacts were metal brushes. The commutator
reverses the connection of the windings to the external circuit when the potential reverses, so
instead of alternating current, a pulsing direct current is produced.

4.7.2 GENERATOR SELECTION

The Dynamo Generator is a very crucial component of the device as it the end effector and
delivers main electric current which is the objective.

For a sensible application:

The generator must be able to able to charge 12 V batteries and deliver continuous
DC current.
It must have suitable dimensions in order to fit in the frame while providing the
required current and voltage.

So we selected the following DC Generator as per the requirements by going various types of
dc motors and generators for a consistent performance within the size.

57
 Fig. 4.7.2 Image Of Dynamo/ Dc Generator

4.7.3 SPECIFICATIONS

Dc 80 v voltage output, can give the 80 v power supply, can be directly 3-12V LED
light about 10W, can be charged directly to a small battery, the charging current of
220mA.
The highest output voltage 80 v (1.2 Mpa)
The largest output current 220 ma (12 v) or higher
Line between 10.5 + / - 0.5 resistance
Insulation resistance 10 m
This dynamo generator is selected because of the its appropriate size and weight for the
frame of our equipment and output voltage.

58
4.7.4 DIMENSIONS AND DESIGN

Fig. 4.7.3 Dimensions And Design

59
 5. RESULTS AND DISCUSSIONS

5.1. FINALASSEMBLY

The final assembly of the mechanism generating power from speed breaker is as shown in
figure 5.1.1

Figure 5.1.1 CATIA Model Of Suggested Mechanism

The whole mechanism can be set up in a open steel frame and hence the repairing and
maintenance of this mechanism is easier.

60
5.2. FINAL SUGGESTED SPECIFICATIONS

The final specifications of the mechanism components are as follows

Pinion parameters:

Material: C 45 E steel

Modulus =4

No. of teeth = 17

Pressure Angle: 20

Sprocket parameters:

No. of Teeth: 10

Pressure Angle: 20

Material: C 45 E steel

Module: 4 mm

Freewheel parameters:

No. of Teeth: 10

Material: C 45 E steel

Module: 4 mm

Pressure Angle: 20
Gear-1 parameters:
No. of Teeth: 36
Material: C 45 E steel

Module: 4 mm
Pressure Angle: 20
Gear-2 parameters:
No. of Teeth: 24
Material: C 45 E steel

61
 Module: 4 mm

Pressure Angle: 20
Flywheel parameters:
Mean Radius = 6 cm

Cross Sectional Square of side 2 cm

Energy Stored = 10.994 Joules

Outer radius = 12 cm

Shaft parameters:

Material: C 45 E steel

Diameter: 23.46mm

Length: 51.96cm

Spring parameters:

Material: Vanadium Chromium Steel

Final rpm at the dynamo shaft = 886 rpm

Spring constant: 16.25 N/mm

Pitch: 6.28mm

Wire diameter: 9mm

Mean coil diameter: 72 mm

Number of active coils: 11

Total number of coils: 13

Free length: 44mm

Solid length: 117mm

Final length: 34cm

62
5.3. ADVANTAGES

The concept is revolutionary and innovative and hence are its advantages .the following are
major advantages of application of this mechanism:

Generation of power without polluting the environment.

Simple construction, mature technology and easy maintenance.
No fuel transportation required.
No consumption of any fossil fuel which is non-renewable source of energy.
No external source is needed for power generation.

5.4. DISADVANTAGES

Due to the infancy of this idea its still shrugging with some major disadvantages which are as
follows:
Since the number of mechanical moving parts is high, therefore there are very large
frictional losses.
Higher maintenance costs.
Initial cost or investment is high.

5.5. FUTURE ASPECTS

In the coming days, as demand of electricity is increasing every moment, it will prove a great
boon to the world, since it will save a lot of electricity of power plants which are wasted in
illuminating street lights. Future aim of this research is to develop our country by enriching it
in utilizing its sources in more useful manner. Any country can only develop when it uses
power supply frequently and doesnt encounter frequent blackouts and brownouts. Now time
has come for these types of innovative ideas to be brought into practice. At least, by this idea
we should start thinking about saving electricity.

As the conventional sources of energy are depleting fast, it is time for us to think of effective
alternatives. This idea not only provides an alternative source of energy generation but also
adds to the economy of the country. Vehicular traffic in big cities is a problem causing us a lot
of inconvenience, but this vehicular traffic can be utilized for proper electricity generation by
means of this mechanism. The time has come for us to put forward this type of innovative
ideas, and research should be done to upgrade its implications.

63
 6. CONCLUSION
In a world facing a shortage of electrical power supply, this project will be helpful to solve the
power crisis to some extent .Its advantages are phenomenal and intriguing.

The generator relies on the use of different gear combination to harness power from the speed
breaker. This concept is quite promising due to its efficiency as well as energy recovery
criteria. It has some disadvantages as well, which limit its instant application and hence need
more research on this idea.

But, in the near future, it will prove to be an asset, since it will save a lot of electricity
produced by power plants that get used up in illuminating street lights. As the conventional
sources of energy are depleting fast, it is time for us to think of effective alternatives. This idea
not only provides an alternative source of energy generation but also adds to the economy of
the country. Vehicular traffic in big cities is a problem causing us a lot of inconvenience, but
this vehicular traffic can be utilized for proper electricity generation by means this mechanism.
The time has come for us to put forward this type of innovative ideas, and research should be
done to upgrade its implications. In future, if the flywheel speed control device and voltage
protection devices are added with large generation process, it would be a model all over the
world.

This project can also be modified by using camshaft and pulley system instead of gears which
we have used in our project which will reduce the complexities and difficulties faced during
the project. After some modification of the designed project, the efficiency of the whole
system can be increased by increasing the capacity of the generator and applying more weight.
It can be concluded that, electricity is generated using the setup.

It is observed theoretically that on moving a vehicle over the roller speeds varying from
15-25 km/hr., in this region 9-12 volts is being produced. Speed vs. energy plot shows that
energy produced is directly proportional to speed but there will be a limit of Mechanical
Instruments. The system might be of less efficiency but if we see it in terms of numbers of
vehicles passed per unit time, there will be huge amount of energy saved
64
 REFERENCES

Ankita, Meenu Bala, Power Generation From Speed Breakers, 2013. International Journal Of
Advance Research In Science and Engineering,

Mukherjee.D Chakrabarti.S, Non-conventional power plants, 2005 Public printing service,

New Delhi

Aniket Mishra, Pratik Kale, et.al. Atul Kamble, .Electricity Generation from Speed Breakers,
2013 The International Journal Of Engineering And Science (IJES),Volume-2, Issue-11

Amanpreet Kaur,et.al. Shivansh Kumar Singh, Rajneesh, Parwez, Shashank, Power

Generation Using Speed Breaker with Auto Street Light , , March 2013 International Journal
of Engineering Science and Innovative Technology (IJESIT) Volume 2, Issue 2

Pankaj leve , et.al. Krishna Pratap Singh Rathore, Prof Ashok Kumar Gupta, Dr Rajesh Kumar
Mehta, Electrical Power Generation through Speed Breaker a Literature review, April 2015
International Journal Of Innovation In Engineering Research & Management

Mohsen Partodezfoli, et.al. Abbas Rezaey, Zahra Baniasad, HoriehRezaey , A Novel Speed-
Breaker for Electrical Energy Generation Suitable for Elimination of Remote Parts of Power
Systems where is Near to Roads, 2012, Journal of Basic and Applied Scientific Research
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V.B. Bhandari, Design of Machine Elements, 3rd edition, , 2014
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www.google.com/gearsanddesign, 17 May, 2016

www.wikipeadia.com/flywheel, 18 May, 2016

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http://science.howstuffworks.com/electricity3.htm 24 May, 2016

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