Automatic Tyre Inflation System 1r2e2f
This document was ed by and they confirmed that they have the permission to share it. If you are author or own the copyright of this book, please report to us by using this report form. Report 2z6p3t
Overview 5o1f4z
& View Automatic Tyre Inflation System as PDF for free.
More details 6z3438
- Words: 8,526
- Pages: 53
Design & Fabrication of Automatic Tyre Inflation System PROJECT ON VEHICLE AUTOMATION
1
Lokmanya Tilak College Of Engineering Koparkhairane, Navi Mumbai – 400 709.
PROJECT REPORT ON
DESIGN & FABRICATION OF AUTOMATIC TYRE INFLATION SYSTEM
SUBMITTED BY: RAHUL SHINDE NAYEEM SHAIKH SURAJ SINGH MOHD. TARIQ SHAIKH
PROJECT GUIDE: PROF. MRS. SHWETA MATEY
2
Lokmanya Tilak College Of Engineering Koparkhairane, Navi Mumbai – 400 709
CERTIFICATE This is to certify that the following project group 1. 2. 3. 4.
Rahul Shinde Nayeem Shaikh Suraj Singh Mohd. Tariq Shaikh
Of B.E. Mechanical Engineering in the academic year 2012-2013 has satisfactorily and successfully doing their project on : Design and Fabrication of Automatic Tyre Inflation System.
Submitted in partial fulfilment of requirement for B.E in Mechanical Engineering.
Prof. Mrs. Shweta Matey 3
INDEX: TITLE
PAGE NO
1. INTRODUCTION 1.1 ABSTRACT 2. OBJECTIVES 3. HARDWARE DESCRIPTION 4. METHODOLOGY 5. SOFTWARE DESCRIPTION 6. ADVANTAGES AND FUTURE SCOPE
REFERENCE APPENDIX
4
CHAPTER 1: INTRODUCTION
1.1 ABSTRACT Driven by studies that show that a drop in tyre pressure by just a few PSI can result in the reduction of gas mileage, tire life, safety, and vehicle performance, we have developed an automatic, self-inflating tire system that ensures that tyres are properly inflated at all times. Our design proposes and successfully implements the use of a portable compressor that will supply air to all four tyres via hoses and a rotary t fixed between the wheel spindle and wheel hub at each wheel. The rotary ts effectively allow air to be channeled to the tyres without the tangling of hoses. With the recent oil price hikes and growing concern of environmental issues, this system addresses a potential improvement in gas mileage; tyre wear reduction; and an increase in handling and tyre performance in diverse conditions.
The most important factors in tyre care are : Proper Inflation Pressure Proper Vehicle Loading Proper Tyre Wear Regular Inspection Good Driving Habits Vehicle Condition
1.2 TYRE-INFLATION BASICS According to AAA, about 80 percent of the cars on the road are driving with one or more tires under inflated. Tyres loose air through normal driving (especially after hitting pot holes or curbs), permeation and seasonal changes in temperature. They can lose one or two psi 5
(pounds per square inch) each month in the winter and even more in the summer. And, you can't tell if they're properly inflated just by looking at them. You have to use a tire pressure gauge. Not only is under inflation bad for your tyres but it's also bad for your gas mileage, affects the way your car handles and is generally unsafe. When tires are under inflated, the tread wears more quickly. According to Goodyear, this equates to 15 percent fewer miles you can drive on them for every 20 percent that they're under inflated. Under inflated tires also overheat more quickly than properly inflated tyres, which cause more tire damage. The faded areas below indicate areas of excessive tread wear.
Because tyres are flexible, they flatten at the bottom when they roll. This patch rebounds to its original shape once it is no longer in with the ground. This rebound creates a wave of motion along with some friction. When there is less air in the tire, that wave is larger and the friction created is greater -- and friction creates heat. If enough heat is generated, the rubber that holds the tyre's cords together begin to melt and the tyre fails. See how tyre works to learn more. Because of the extra resistance an under inflated tyre has when it rolls, your car's engine has to work harder. AAA statistics show that tyres that are under inflated by as little as 2 psi reduce fuel efficiency by 10 percent. Over a year of driving, that can amount to several hundred dollars in extra gas purchases. 1.2 PROJECT MOTIVATION Improperly inflated tyres are fairly common problems on enger vehicles. In fact, 80% of enger vehicles on the road have at least one under-inflated tire and 36% of enger cars have at least one tyre that is 20% or more under-inflated . Often pressure loss in tires is a result of natural permeation of the gas through the elastic rubber, road conditions (such as potholes), and seasonal changes in temperature (According to Weissler of Popular Mechanics, for every drop of 10 ºF, tyre pressure drops by1 psi ). Most vehicle owners are unaware of the fact that their tyres are not at the correct pressures because it is difficult to determine the tyre pressure visually; a tyre that is properly inflated to the correct pressure looks very similar to one that is either over-inflated or under-inflated (Fig). According to the Rubber Manufacturing Association (RMA) survey, 80% of people are unsure of how to check their tyre pressures. Thus, from the viewpoint of enger vehicle owners, they are losing money due to increased tyre wear and decreased fuel efficiency, and a solution needs to be found to correct this issue. From the viewpoint of the designers, however, the root cause of improperly-inflated tyres is due to vehicle owners not knowing proper tire pressures for certain conditions, difficulty finding an air pump, lack of pressure measuring device, and a general lack of concern. Thus, the combination of the and expert viewpoints will be used to make decisions in our design process of this product.
6
Figure :Difficult to Notice Under-Inflated Tyre In this case, the tyre on the left is 31% under-inflated from the tyre that is at nominal pressure on the right.
1.3 Tyre Wear, Fuel Economy, Performance, and Safety An under-inflated tyre can have dramatic effects on tyre wear. Since the patch of the tyre has a larger wave pattern, friction and heat increase cause the patch to wear out more quickly than if the tyre was inflated properly. “Goodyear estimated that a tyre’s average tread life would drop to 68 percent of the expected tread life if tire pressure dropped from 35 psi to 17 psi and remained there”. According to an unpublished study by Goodyear, the average cost for a tire $61.00, and the average tread life is 45,000 miles. Thus, at an average cost of $61.00/tire, and given as a circumstance that the owner keeps a vehicle for 100,000 miles, the owner will have to change the tires three times instead of twice. The owner would then be paying $244 more for tires, and in both situations, the most-recently installed tires will only have approximately 10,000 miles of use. Doran Manufacturing offers more statistics regarding the effects of under-inflated tires: • 20% under-inflation can reduce tyre life by 30% • 20% under-inflation can increase tyres wear by 25% Fuel economy is also greatly affected by under-inflated tyres. According to fueleconomy.gov, an under inflation of 1 psi in all four tires on a enger vehicle reduces efficiency by 0.4%. Based on average gas prices, there is a potential of 3.3% in savings, which translates to $0.09 per gallon. As vehicle speeds increase, the tire pressures should also increase accordingly to reduce rolling resistance (which improves fuel economy) and to limit damage due to the increased frequency of tire profile deflections. Since highways are typically smoother than local roads, increasing the tire pressure will not negatively impact ride quality in of noise and vibrations. Properly inflated tires also have a significant effect on safety; the reduction in tire wear and increase in vehicle safety are strongly correlated. 660 deaths and approximately 33,000 injuries per year are associated with under-inflated tires according to National Highway Traffic Safety istration (NHTSA). Worn out tyres have a significant negative impact on traction in all weather conditions. Under-inflated tires also increases the stopping distance of vehicles on both dry and wet roads . At the same time, drivers would also “find a noteworthy loss of steering precision and cornering stability” .Additionally, heat build-up and 7
the wear of the tyre structure can cause a sudden unexpected blowout on the highways, which is a common cause of many accidents.
Chapter 2: OBJECTIVES DESIGN OBJECTIVES: The overall goal of our design project is to develop a product that will decrease tire wear while improving fuel economy, performance and safety of a enger vehicle through dynamically-adjustable tire pressures. However, there are several key objectives that the team has targeted our design to meet, and these objectives include both design characteristics and business objectives. 2.1 Ability to Provide Proper Tire Pressure The ideal functional objective of our design is its capability to adjust the pressures in all four tires of a enger vehicle to obtain the proper pressure for varying road/driving conditions. Specifically, it is desired that: • Cold tire pressure is maintained during vehicle use to for slow leaks and Fluctuating tire temperatures • As vehicle speed increases, tyre pressures increases • As vehicle speed decreases, tyre pressures decreases • As vehicle load increases, tyre pressures increase • As vehicle load decreases, tyre pressures decrease Based on more detailed research on the components necessary for the system, it was discovered that a specialized rotary t must be designed to this process. This design consideration required additional product development time that was not originally anticipated. Therefore, the ideal functional objectives have been modified to for this design requirement. Specifically, the new objectives require that: • Cold tire pressure (35 psi) is maintained by ensuring that the rotary t-shaft system Does not fail structurally • Cold tire pressure (35 psi) is maintained by ensuring that the rotary-t shaft system Does not leak excessively 8
• Cold tire pressure (35 psi) is maintained by ensuring that the entire system (compressor, Air tubes, rotary t, etc.) can provided sufficient flow rate. 2.2 Minimize Negative Visual Aesthetics Another design objective is to ensure that the product will not have a negative effect on current vehicle Aesthetics. All components should be located as inconspicuously as possible and should only be seen when servicing the unit. However, in the case of the rotary ts, which may still be visible through the Wheel rims, an attempt must be made to minimize its visibility around the brake disks. Specifically, it is desired that Where Visible is the visible area of the rotary t and Disk is the visible area of the brake disk. 2.3 Ability to Provide Automatic System A third objective is to provide all of the said benefits to the through an automatic system, thus minimizing intervention. Specifically, it is desired that the system automatically increase or decrease the tire pressures for the given road conditions. However, since this objective is closely linked with the ideal objectives in maintaining the proper tire pressure, and thus unattainable due to time constraints, this objective will not be pursued.
Chapter 3: HARDWARE DESCRIPTION 3.1 LAYOUT OF TYRE INFLATION SYSTEM:
FIG : TYRE INFLATION SYSTEM CONFIGURATION
1. PORTABLE COMPRESSOR 12V Car Electric Air Compressor Tyre Pump - Tyre Inflator also for Bikes, Cycles, Boats, Inflatable Toys 100% Brand New 12V Air Compressor/Tyre Infiltrator Simply use this for fast & easy inflation of car tires" No strength required for pumping air as it is all electronic & 9
is powered directly from your car battery Perfect for anyone who wants a ease while inflating a tyre Time saving as compared to mechanical pump .Quick operation, very Compact and easy to store in car dickey SUITABLE For:- Auto tyres, Car/ bike tyres, rubber rafts balls Inflates car tyres, bicycle tyres, rafts and sports equipment such as Basketball, Soccer fast and easily. Also inflates boats, pools, air bed, balloon, etc.
2.
PRESSURE GAUGE
Pressure gauges and switches are among the most often used instruments in a plant. But because of their great numbers, attention to maintenance--and reliability--can be compromised. As a consequence, it is not uncommon in older plants to see many gauges and switches out of service. This is unfortunate because, if a plant is operated with a failed pressure switch, the safety of the plant may be compromised. Conversely, if a plant can operate safely while a gauge is defective, it shows that the gauge was not needed in the first place. Therefore, one goal of good process instrumentation design is to install fewer but more useful and more reliable pressure gauges and switches. One way to reduce the number of gauges in a plant is to stop installing them on the basis of habit (such as placing a pressure gauge on the discharge of every pump). Instead, review the need for each device individually. During the review one should ask: "What will I do with the reading of this gauge?" and install one only if there is a logical answer to the question. If a gauge only indicates that a pump is running, it is not needed, since one can hear and see that. If the gauge indicates the pressure (or pressure drop) in the process, that information is valuable only if one can do something about it (like cleaning a filter); otherwise it is useless. If one approaches the specification of pressure gauges with this mentality, the number of gauges used will be reduced. If a plant uses fewer, better gauges, reliability will increase.
10
3. ROTARY T We are deg this device for common enger vehicles, and the main challenge is the presence of the axle shaft that runs straight into the centre of the wheel forcing us to find an alternative method of routing the air. Our proposed solution to this challenge is to place rotary t that has one half spinning with the drive axle hub and the other half stationary with the spindle. Within this rotary t will be an air chamber that will allow air to from the stationary half of the t into the half that is rotating.
The main criteria for our rotary t design were the following: • Must have approx. 40mm hole in the center to allow for the axle to either through or the t. • Air inlets and outlets must be located at the outer radius to allow the hoses on the outside of the t to clear the vehicle spindle and hub. • Overall thickness of the t must be no greater than 25mm to so as not to interfere with the vehicle driveline or suspension components. • Ball bearing system must be used to reduce friction between the two rotating halves both axial and planar.
4. RELAY A relay is an electrically operated switch. Many relays use an electromagnet to operate a switching mechanism mechanically, but other operating principles are also used. Relays are 11
used where it is necessary to control a circuit by a low-power signal (with complete electrical isolation between control and controlled circuits), or where several circuits must be controlled by one signal. The first relays were used in long distance telegraph circuits, repeating the signal coming in from one circuit and re-transmitting it to another. Relays were used extensively in telephone exchanges and early computers to perform logical operations.
5. CAR BATTERY 12 V
An automotive battery is a type of rechargeable battery that supplies electric energy to an automobile. Usually this refers to an SLI battery (starting, lighting, ignition) to power the starter motor, the lights, and the ignition system of a vehicle’s engine.
CENTRAL TIRE INFLATION SYSTEM (CTIS) The idea behind the CTIS is to provide control over the air pressure in each tire as a way to improve performance on different surfaces. For example, lowering the air pressure in a tire creates a larger area of between the tire and the ground and makes driving on softer ground much easier. It also does less damage to the surface. This is important on work sites and in agricultural fields. By giving the driver direct control over the air pressure in each tire, maneuverability is greatly improved. Another function of the CTIS is to maintain pressure in 12
the tires if there is a slow leak or puncture. In this case, the system controls inflation automatically based on the selected pressure the driver has set. There are two main manufacturers of the CTIS: U.S.-based Dana Corporation and -based Syegon (a division of GIAT). Dana Corporation has two versions, the CTIS for military use (developed by PSI) and the Tire Pressure Control System (TPCS) for commercial, heavy machinery use. In the next section, we'll take a look at the inner workings of a basic CTIS setup.
A wheel valve is located at each wheel end. For dual wheels, the valves are typically connected only to the outer wheel so the pressure between the two tires can be balanced. Part of the wheel valve's job is to isolate the tire from the system when it's not in use in order to let the pressure off of the seal and extend its life. The wheel valve also enables on-demand inflation and deflation of the tires. An electronic control unit (ECU) mounted behind the enger seat is the brain of the system. It processes driver commands, monitors all signals throughout the system and tells the system to check tire pressures every 10 minutes to make sure the selected pressure is being maintained. The ECU sends commands to the pneumatic control unit, which directly controls the wheel valves and air system. The pneumatic control unit also contains a sensor that transmits tire-pressure readings to the ECU. An operator control allows the driver to select tire-pressure modes to match current conditions. This dash-mounted displays current tire pressures, selected modes and system status. When the driver selects a tyre-pressure setting, signals from the control is send to the electronic control unit then to the pneumatic control unit and to the wheel valves. When vehicles are moving faster (like on a highway), tire pressure should be higher to prevent tire damage. The CTIS includes a speed sensor that sends vehicle speed information to the electronic control unit. If the vehicle continues moving at a higher speed for a set period of time, the system automatically inflates the tires to an appropriate pressure for that speed. This type of system uses air from the same compressor that supplies air to the brakes. A pressure switch makes sure the brake system gets priority, preventing the CTIS from taking air from the supply tank until the brake system is fully charged.
13
CHAPTER 5
MATERIAL SELECTION The proper selection of material for the different part of a machine is the main objective in the fabrication of machine. For a design engineer it is must that he be familiar with the effect, which the manufacturing process and heat treatment have on the properties of materials. The Choice of material for engineering purposes depends upon the following factors: 1. Availability of the materials. 2. Suitability of materials for the working condition in service. 3. The cost of materials. 4. Physical and chemical properties of material. 5. Mechanical properties of material. The mechanical properties of the metals are those, which are associated with the ability of the material to resist mechanical forces and load. We shall now discuss these properties as follows: 14
1. Strength : It is the ability of a material to resist the externally applied forces 2. Stress: Without breaking or yielding. The internal resistance offered by a part to an externally applied force is called stress. 3. Stiffness: It is the ability of material to resist deformation under stresses. The modules of elasticity of the measure of stiffness. 4. Elasticity: It is the property of a material to regain its original shape after deformation when the external forces are removed. This property is desirable for material used in tools and machines. It may be noted that steel is more elastic than rubber. 5. Plasticity: It is the property of a material, which retain the deformation produced under load permanently. This property of material is necessary for forging, in stamping images on coins and in ornamental work. 6. Ductility: It is the property of a material enabling it to be drawn into wire with the application of a tensile force. A ductile material must be both strong and plastic. The ductility is usually measured by the , percentage elongation and percent reduction in area. The ductile materials commonly used in engineering practice are mild steel, copper, aluminum, nickel, zinc, tin and lead. 7. Brittleness: It is the property of material opposite to ductile. It is the Property of breaking of a material with little permanent distortion. Brittle materials when subjected to tensile loads snap off without giving any sensible elongation. Cast iron is a brittle material. 8. Malleability: It is a special case of ductility, which permits material to be rolled or hammered into thin sheets, a malleable material should be plastic but it is not essential to be so strong. The malleable materials commonly used in engineering practice are lead, soft steel, wrought iron, copper and aluminum. 9. Toughness: It is the property of a material to resist the fracture due to high impact loads like hammer blows. The toughness of the material decreases when it is heated. It is measured by the amount of absorbed after being stressed up to the point of fracture. This property is desirable in parts subjected to shock an impact loads. 10. Resilience: It is the property of a material to absorb energy and to resist rock and impact loads. It is measured by amount of energy absorbed per unit volume within elastic limit. This property is essential for spring material.
15
11. Creep: When a part is subjected to a constant stress at high temperature for long period of time, it will undergo a slow and permanent deformation called creep. This property is considered in deg internal combustion engines, boilers and turbines. 12. Hardness: It is a very important property of the metals and has a wide verity of meanings. It embraces many different properties such as resistance to wear scratching, deformation and mach inability etc. It also means the ability of the metal to cut another metal. The hardness is usually expressed in numbers, which are dependent on the method of making the test. The hardness of a metal may be determined by the following test. a) Brinell hardness test b) Rockwell hardness test c) Vickers hardness (also called diamond pyramid) test and d) Share scaleroscope. The science of the metal is a specialized and although it overflows in to realms of knowledge it tends to shut away from the general reader. The knowledge of materials and their properties is of great significance for a design engineer. The machine elements should be made of such a material which has properties suitable for the conditions of operations. In addition to this a design engineer must be familiar with the manufacturing processes and the heat treatments have on the properties of the materials. In deg the various part of the machine it is necessary to know how the material will function in service. For this certain characteristics or mechanical properties mostly used in mechanical engineering practice are commonly determined from standard tensile tests. In engineering practice, the machine parts are subjected to various forces, which may be due to either one or more of the following. 1. Energy transmitted 2. Weight of machine 3. Frictional resistance 4. Inertia of reciprocating parts 5. Change of temperature 6. Lack of balance of moving parts The selection of the materials depends upon the various types of stresses that are set up during operation. The material selected should with stand it. Another criteria for selection of metal depend upon the type of load because a machine part resist load more easily than a live load and live load more easily than a shock load.
16
Selection of the material depends upon factor of safety, which in turn depends upon the following factors. 1. Reliabilities of properties 2. Reliability of applied load 3. The certainty as to exact mode of failure 4. The extent of simplifying assumptions 5. The extent of localized 6. The extent of initial stresses set up during manufacturing 7. The extent loss of life if failure occurs 8. The extent of loss of property if failure occurs
Material used Mild steel Reasons: 1. Mild steel is readily available in market 2. It is economical to use 3. It is available in standard sizes 4. It has good mechanical properties i.e. it is easily machinable 5. It has moderate factor of safety, because factor of safety results in unnecessary wastage of material and heavy selection. Low factor of safety results in unnecessary risk of failure 6. It has high tensile strength 7. Low co-efficient of thermal expansion PROPERTIES OF MILD STEEL: M.S. has a carbon content from 0.15% to 0.30%. They are easily wieldable thus can be hardened only. They are similar to wrought iron in properties. Both ultimate tensile and compressive strength of these steel increases with increasing carbon content. They can be easily gas welded or electric or arc welded. With increase in the carbon percentage weld ability decreases. Mild steel serve the purpose and was hence was selected because of the above purpose BRIGHT MATERIAL: It is a machine drawned. The main basic difference between mild steel and bright metal is that mild steel plates and bars are forged in the forging machine by means is not forged. But 17
the materials are drawn from the dies in the plastic state. Therefore the material has good surface finish than mild steel and has no carbon deposits on its surface for extrusion and formation of engineering materials thus giving them a good surface finish and though retaining their metallic properties
RAW MATERIAL & STANDARD 25000
SR NO
PART NAME
RATE
QTY
TOTAL
1
FRAME ANGEL25X25X5mm
35/ kg
30kg
1050
2
FLYWHEEL
35/ kg
35kg
1225
3
SHAFT
55/kg
16
880
4
GEAR
8/teeth
209teeth
1672
5
PULLEY
-------
2
370
6
DYNAMO
800
1
800
7
BELT
------
2
250
8
CHANNEL
35/ kg
1
35
9
SPRING
260
1
260
10
RACK
800
1
800
11
HANDEL
35/kg
5
175
12
NUT BOLT WASHER
--------
-------
250
18
13
PLY
----------
1
350
14
FREE WHEEL
100
1
100
15
WELDING ROD
5 /pcs
25
125
16
COLOUR
300/lit
0.75 lit
225
TOTAL
8567/-
Chapter 4: SOFTWARE DESCRIPTION
19
FLOW CHART :
20
21
STRUCTURAL DESIGN METHODS Introduction : This chapter describes some of the mathematical technique used by designers of complex structures. Mathematical models and analysis are briefly describe and detail description is given of the finite – element method of structural analysis. Solution techniques are presented for static, dynamic & model analysis problems. As part of the design procedure the designer must be analyses the entire structure and some of its components. To perform this analysis the designer will develop mathematical models of structure that are approximation of the real structure, these models are used to determine the important parameters in the design. The type of structural model the designer uses depends on the information that is needed and the type of analysis the designer can perform. Three types of structural models are 1. Rigid : The entire structure or parts of the structure are considered to be rigid, hence no deformation can occur in these . 2. Flexible : The entire structure or parts of the structure are modeled by that can deform, but in limited ways. Examples of this trusses, beams and plates. 3. Continuum : A continuum model of structure is the most general, since few if any mathematical assumptions about the behaviour of the structure need to be made prior to making a continuum model. A continuum member is besed on the full three – dimensional equations of continuum models. In selecting a model of the structure, the designer also must consider type of analysis to be performed. Four typical analysis that designers perform are : 1. Static equilibrium : In this analysis the designer is trying to the determine the overall forces and moments that the design will undergo. The analysis is 22
usually done with a rigid of model of structure and is the simplest analysis to perform. 2. Deformation : This analysis is concerned with how much the structure will move when operating under the design loads. This analysis is usually done with flexible . 3. Stress : In this analysis the designers wants a very detailed picture of where and at what level the stresses are in the design. This analysis usually done with continuum . 4. Frequency : This analysis is concerned with determining the natural frequencies and made shape of a structure. This analysis can be done with either flexible of a structure. This analysis can be done with either flexible or continuum but now the mass of the is included in the analysis.
The subject of MACHINE DESIGN deals with the art of deg machine of structure. A machine is a combination of resistance bodies with successfully constrained relative motions which is used for transforming other forms of energy into mechanical energy or transmitting and modifying available design is to create new and better machines or structures and improving the existing ones such that it will convert and control motions either with or without transmitting power. It is the practical application of machinery to the design and construction of machine and structure. In order to design simple component satisfactorily, a sound knowledge of applied science is essential. In addition, strength and properties of materials including some metrological are of prime importance. Knowledge of theory of machine and other branch of applied mechanics is also required in order to know the velocity. Acceleration and inertia force of the various links in motion, mechanics of machinery involve the design.
CONCEPT IN M.D.P.
23
Consideration in Machine Design When a machine is to be designed the following points to be considered: i)
Types of load and stresses caused by the load.
ii)
Motion of the parts and kinematics of machine. This deals with the type of motion i.e. reciprocating . Rotary and oscillatory.
iii)
Selection of material & factors like strength, durability, weight, corrosion resistant, weld ability, machine ability are considered.
iv)
Form and size of the components.
v)
Frictional resistances and ease of lubrication.
vi)
Convince and economical in operation.
vii)
Use of standard parts.
viii)
Facilities available for manufacturing.
ix)
Cost of making the machine.
x)
Number of machine or product are manufactured.
GENERAL PROCEDURE IN MACHINE DESIGN The general steps to be followed in deg the machine are as followed. i)
Preparation of a statement of the problem indicating the purpose of the machine.
ii)
Selection of groups of mechanism for the desire motion.
iii)
Calculation of the force and energy on each machine member.
iv)
Selection of material.
24
v)
Determining the size of component drawing and sending for Manufacture.
vi)
Preparation of component drawing and sending for manufacture.
vii)
Manufacturing and assembling the machine.
viii)
Testing of the machine and for functioning.
DC GEARED MOTOR
DESIGN OF DC MOTOR Power of motor = 0.5 H.P = 746 x 0.5 = 373 N- m /s Rpm of motor = 1800 rpm Out put rpm required = 7.2rpm Design torque = 300 X 103 N mm Number of stage in gear box = 2 25
Ratio of gearing =1 : 74.8
CALCULATION FO FINAL SPEED & TORQUE OF MOTOR
Power of motor
=
P
=0.5 hp = 0.5 x 746 =
373 watt.
2π N T P = ----------------60 Where, N→ Rpm of motor
=
1800
T →Torque transmitted 2π x 1800 x T 373 = ---------------------60 T
= 1.97N-m
T
= 1979.8 N-mm
T
= 1979.8 N-mm
CALCULATION OF TORQUE OBTAIN BY GEAR BOX In put torque of gear box = 1980 N- mm In put rpm of gear box = 1800 rpm Torque & rpm obtain at gearing 81 rpm Worm wheel out put N = 44 teeth 26 D=6 0 mm
D=1 6m m
D = 46 mm
1800 rpm Main motor shaft N = 8 spiral
As reduction ratio is 1:22 So, Out put rpm of gear box is
N 2 = N 1 / 22
N2
=
1800 22
N 2 = 81.8 rpm N 2 = 82 rpm
TORQUE AT GEAR BOX OUT PUT N1
T2 =
N2
T1
1800
=
82 27
x 1980
x
= 1800 x 1980 82
x = 43463 N-mm T2 = 43463.4N-mm
As out put of gearing system is insufficient to develop torque required to lift the oil skimmer belt so further more speed reduction is required to increase the torque value. We use spur gearing having reduction ratio = 1 : 3.4 So torque at out put speed of spur gearing As reduction ratio is 1:3.4 D=16mm N = 10
D=60 mm N = 34
N 2 = N 1 / 3.4
N2
=
82 3. 4
N2
= 24.1 rpm
N2
= 24 rpm
TORQUE AT GEAR BOX OUT PUT 28
N1
T2 =
N2
T1
82
=
24 x
x 43463
= 82 x 43463 24
x = 148498.5 N-mm T2 = 148499 N-mm As out put of gearing system is insufficient to develop torque required to lift the oil skimmer belt so further more speed reduction is required to increase the torque value.
For further speed reduction we use chain drive Teeth 1 = 12 Teeth 2 = 40
Ratio = 1 : 3.3
N 2 = N 1 / 3.3
N2
=
24 3.3
N2
= 7.2 rpm
N2
= 7.2 rpm
29
TORQUE AT GEAR BOX OUT PUT N1
T2 =
N2
T1
24
T2 =
7.2
148499
T2
= 24 x 148499 7.2
x = 494996 N-mm T2 = 494996 N-mm TORQUE REQUIRED FOR SKIMMING TR = 300 X 103 N mm SO OUTPUT TORQUE OF SYSTEM TS= 494 X 103 N-mm
Tr < Ts As out put torque is more than required torque value so design of transmission system is safe.
DESIGN OF CHAIN & SPROCKET We know , TRANSMISSION RATIO = Z2 / Z1 = 40/12 = 3.33 For this transmission ratio number of teeth on pinion sprocket is in the range of 21 to 10 , so we select number of teeth on pinion sprocket as 12 teeth. 30
So , Z1 = 12 teeth SELECTION OF PITCH OF SPROCKET
The pitch is dicided on the basis of RPM of sprocket. RPM of pinion sprocket is variable in normal condition it is = 7.2 rpm For this rpm value we select pitch of sprocket as 6.35mm from table. P = 6.35mm CALCULATION OF MINIMUM CENTER DISTANCE BETWEEN SPROCKETS
THE TRANSMISSION RATIO = Z2 / Z1 = 40/12 = 3.33 which is less than 5 So from table, MINIMUM CENTER DISTANCE = C’ + (80 to 150 mm) Where C’ =
Dc1 + Dc2 2
C’ =
80 + 25 2
C’ = 52.5 mm MINIMUM CENTER DISTANCE = 52.5 + (30 to 150 mm ) MINIMUM CENTER DISTANCE = 150 mm CALCULATION OF VALUES OF CONSTANTS K1 K2 K3 K4 K5 K6 Load factor K1 = 1.25 ( Load with mild shock ) Factor for distance regulation K2 = 1.25 ( Fixed center distance) Factor for center distance of sprocket K3 =0.8 Factor for position of sprocket K4 = 1 Lubrication factor K5 = 1.5 (periodic) Rating factor K6 = 1.0 (single shift) CALCULATION OF VALUE OF FACTOR OF SAFETY
For pitch = 6.35 & speed of rotation of small sprocket = 7.2 rpm FACTOR OF SAFETY = 8.55 CALCULATION OF VALUE OF ALLOWABLE BEARING STRESS 31
For pitch = 6.35 & speed of rotation of small sprocket = 7.2 rpm ALLOWABLE BEARING STRESS = 2.87 kg / cm2 = 2.87 * 981 / 100 =28 N /mm2 CALCULATION OF COEFFICENT OF SAG K
For horizontal position coefficient of sag K = 6 CALCULATION OF MAXIMUM TENSION ON CHAIN As we know maximum torque on shaft = Tmax = T2 = 494996 N-mm Where , T1 = Tension in tight side T2 = Tension in slack side O1,O2 = center distance between two shaft From fig. Sin = R1 - R2 O1O2 Sin = 40 - 12.5 150 Sin = 0.18 = 10.36 TO FIND
= (180 –2 ) X 3.14/180 = (180 –2*10.36 ) X 3.14/180 = 2.7 rad we know that, T1/T2 = e T1/T2 = e0.35 x 2.7 T1 = 2.57T2 We have, T = ( T1 – T2 ) X R 494996 = ( 2.57 T2 – T2 ) X 40 32
T2 = 7882 N T1 = 2.57 X 7882 T1 = 20256 N So tension in tight side = 20256 N We know , Stress = force / area Stress induced = 20256/ ( 3.14 * 82 / 4 ) Stress induced = 430 N /mm2 As induced stress is less than allowable stress = 650 N /mm2design of sprocket is safe . Design pending: Shaft
T2 = 494996 N-mm T = 3.14/16 x fs x Ds3 494996 = 3.14/16 x 370 x Ds3 Ds = 18.96 mm The nearby size of bearing available in market is for shaft dia 17 mm and 20 mm so for safer side we select upper size of shaft dia 20 mm For 20 mm shaft dia the available bearing number is 6204. It is plane ball bearing for mounting purpose we select pedestal bearing no P204.
33
CHAPTER – 14 COST ESTIMATION The machine tool designer must furnish the management with an idea of how much tooling will cost, and how much money the productions methods save over a specified run. This information is generally furnished in a form of cost worksheets. By referring to the cost worksheets the final cost of machine is calculated. Cost estimation is defined as the process of forecasting expenses that are incurred to manufacture a product. These expenses take into all expenditure involved in deg and manufacturing with all the related service facilities such as material handling, heat treatment and surface coating, as well as portion of general istrative and selling costs.
NEED OF COST ESTIMATION :
1)
Determine the selling price of a product for a quotation or contract, so as to ensure a reasonable profit to the company.
2)
Check the quotations supplied by the vendors.
34
3)
Decide whether a part or assembly is economical to be manufactured in the plant or is to be purchased from outside.
4)
Determine the most economical process or material to manufacture a product.
5)
Initiate means of cost reduction in existing production facilities by using new materials which result in savings due to lower scrap loss and revised methods of tooling and processing.
6)
To determine standards of production performance that may be used to control costs.
35
ELEMENTS OF COST ENCOUNTERED IN THE PROJECT : The cost encountered in this project are material cost, labour cost, cost of standard parts, deg cost and cost of indirect expenses.
1)
DESIGN COST : The deg cost is calculated by considering the amount taken by the designer (if so) and the cost of deg material.
2)
MATERIAL COST : The material cost can be calculated by finding the total volume of the material used and the weight of the material. For calculation the value and the weight, the following procedure is adopted :
a)
In actual procedure, there are some holes and shapes cut. But they are considered to be solid while calculation the total volume of material used.
b)
While calculation the volume the triangle shaped parts and the T shaped parts are considering as rectangular or square plates.
c)
The weight of the parts is calculation by multiplying the total volume and the density of the material (M.S.) which is equal to 7.76665x10 –3 Kg/Cc.
d)
The total cost can be obtained by multiplying the total weight by the rate of material.
36
A)
RAW MATERIAL & STANDARD MATERIAL COST
SR NO
PART NAME
RATE
QTY
TOTAL
1
FRAME ANGEL25X25X5mm
35/ kg
30kg
1050
2
FLYWHEEL
35/ kg
35kg
1225
3
SHAFT
55/kg
16
880
4
GEAR
8/teeth
209teeth
1672
5
PULLEY
-------
2
370
6
DYNAMO
800
1
800
7
BELT
------
2
250
8
CHANNEL
35/ kg
1
35
9
SPRING
260
1
260
10
RACK
800
1
800
11
HANDEL
35/kg
5
175
12
NUT BOLT WASHER
--------
-------
250
13
PLY
----------
1
350
14
FREE WHEEL
100
1
100
15
WELDING ROD
5 /pcs
25
125
16
COLOUR
300/lit
0.75 lit
225
TOTAL
8567/-
37
B ) DIRECT LABOUR COST Sr.no. Operation 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Hours
Rate per hour
Amount
Turning
10
150
1500
Milling
2
150
300
Drilling
7
100
700
Welding
16
175
2800
Grinding
3
60
180
Tapping
3
40
120
Cutting
8
40
320
Gas cutting
8
50
400
Assembly
2
100
200
Painting
2
100
200
TOTAL
6720/-
38
INDIRECT COST Transportation cost = 500/Coolent & lubricant = 100/Drawing cost
= 500/-
Project report cost
= 2000/-
TOTAL INDIRECT COST = 2100/-
TOTAL COST Raw Material Cost + Std Parts Cost + Direct Labour Cost +Indirect Cost Total cost of project
= 8567 + 6720 +2100
Total cost of project
= 17387 /-
39
Chapter 5: METHODOLOGY Compressed air is given to the 2/2 solenoid valve inlet. The pressure switch is used to sense the tyre pressure. The required tyre pressure is setted by the pressure switch reading. This pressure switch is used to sense the current pressure and this output signal is given to the solenoid valve. Whenever the tyre pressure is below the setted valve the pressure switch activate the solenoid valve. The compressed air is goes to the tyre with the help of quick release coupling which is used to rotating the wheel freely. The required pressure is filled then the pressure switch will be deactivated the solenoid valve so that the tyre pressure will be maintained in constant level.
40
Chapter 6: ADVANTAGES AND FUTURE SCOPE ADVANTAGES:
The dynamically-self-inflating tyre system would be capable of succeeding as a new product in the automotive supplier industry. It specifically addresses the needs of the consumers by maintaining appropriate tire pressure conditions for: • Reduced tyre wear • Increased fuel economy • Increased overall vehicle safety Because such a product does not currently exist for the majority of enger vehicles, the market conditions would be favorable for the introduction of a self-inflating tire system. Through extensive engineering analysis, it has also been determined that the self-inflating tire system would actually function as desired. In particular, the product would be capable of: • Providing sufficient airflow to the tire with minimal leakage 41
• Withstanding the static and dynamic loading exerted on the rotary ts Note that likewise, this system would not produce any negative dynamic effects (such as CV t failure due to resonance) on surrounding systems. Most significantly, the self-inflating tire system would be a successful product because of its economic benefits to investors. Specifically, the final product would: • Sell at about $450/unit, with total first year profit and sales of nearly $2.1 million and 58,000units, respectively • Experience 12% annual market growth each year for the first five years of the product, bringing total sales up to 370,000 units • Break-even on the capital investment in just under three years For further development of this product, we recommend increasing the capability of the system by adding the following features: • Pressure adjustment based on increasing vehicle speed • Pressure adjustment based on increasing vehicle load • Adaptability for recreational use (inflating rafts, sports balls, etc.) • Implementation of interactive display • Creation of universal design for aftermarket use. FUTURE SCOPE: As previously mentioned, the main beneficiaries of this advancement in technology that will allow for tyre pressure to be adjusted for driving conditions will be the vehicle owners. Despite an initial investment in the technology, they will experience a reduction in tire wear and an increase in fuel economy; both of which will result in saving money in the long run.
42
It is plausible to say that society as a whole will benefit from the resulting design. The reduction in tyre disposal in landfills and decrease the rate of consumption of natural resources will truly benefit society. Also, the improvement in vehicle safety will benefit all people who drive a vehicle on the roadways. However, not everyone will benefit from this technology. Both tire manufacturers and the petroleum industry will be negatively affected by this resulting design. Tire manufacturers will be negatively affected since this product is being designed with the reduction of tire wear in mind. The demand for their products will decrease as tires last longer and fewer replacements are needed. This is similarly true for the petroleum industry since this product results in an increase in fuel economy for enger vehicles, and the demand for oil will go down
43
CHAPTER NO MAINTENANCE No machine in the universe is 100% maintenance free machine. Due to its continuous use it is undergoing wear and tear of the mating and sliding components. Also due to the chemical reaction takes place when the material comes in the with water, makes its corrosion and corrosion. Hence it is required to replace or repair. This process of repairing and replacing is called as maintenance work.
AUTONOMOUS MAINTAINENCE ACTIVITY:1) Conduct initial cleaning & inspection. 2) Eliminate sources of dirt debris excess lubricants. 3) Improve cleaning maintainability. 4) Understand equipment functioning. 5) Develop inspection skills. 6) Develop standard checklists 7) Institute autonomous inspection 8) Organize and manage the work environment 9) Manage equipment reliability. CLAIR CLEANING , LUBRICATING , ADJUSTMENT, INSPECTION
CLEANING Why cleaning ? Prevent or eliminate contamination. Find ways to simplify the cleaning process. Facilitates through inspection when done by knowledgeable operators and \ or maintainers. CLEANING IS INSPECTION….
44
Clean equipment thoroughly
Look at and touch every area on the equipment
Detect deterioration and defective parts in equipment
Free equipment from contamination
Identify difficulties to clean areas
Remarkable sources of contamination
Normal Or abnormal
Expose hidden defects CLEANING PROCESS What to look for when cleaning.
Missing part
Wear
Rust and corrosion
Noise
Cracks
Proper alignment
Leaks
Play or sloppiness
VISUAL AIDS TO MAINTAIN CORRECT EQUIPMENT CONDITION
Match marks on nut and bolts
Color marking of permissible operating ranges on dials and gauges
Marking of fluid type and flow direction of pipes
Marking at open / closed position on valves
Labeling at lubrication inlets and tube type 45
Marking minimum / maximum fluid levels
Label inspection sequences
ADJUST & MINOR REPAIR Minor repairs if
Trained
Experienced
Performs safety
Simple tool required
Not longer than 20/30 minutes
CHRONIC DEFECTS CHRONIC LOSSES
LOSS IS UNRECOGNISED
Remedial action unsuccessful
LOSS IS RECOGNISED
Remedial action Can not be taken
Remedial action is not taken
CRONIC DEFECTS EQUIPMENT IMPROVEMENT 1. Restore obvious deterioration throughout. 2. Establish plan select pilot area , determine bottleneck. 3. Study and understand the production process. 4. Establish goals for improvement. 5. Clarify the problem, collect the reference manuals resources. 6. Conduct evaluation through such techniques as RCM analysis, FMECA, FTA (Root cause failure analysis). 7. Determine improvement priorities, costs and benefits. 46
8. Execute improvement in pilot area standardize technique and document what you have done. 9. Monitor results and optimize based on those results. 10. Implement plant wide
EQUIPMENT RESPONSIBILITIES OF OPERATOR Operation with the proper standard procedure. Failure prevention. Failure resolution. Inspection. Equipment up keep. Cleaning. Lubricating. Lightning fasteners. Minor repairs. Trouble shooting.
47
MANUFACTURING
The process of conversion of raw material in to finished products using the three resources as Man, machine and finished sub-components. Manufacturing is the term by which we transform resource inputs to create Useful goods and services as outputs. Manufacturing can also be said as an intentional act of producing something useful . The transformation process is Shown below-
Input
conventional process
out put
Element
Transformation
Useful product
Material
Machines
Products
Data
Interpretation
Knowledge
Energy
Skill
Services
Variable cost
Fixed cost
Revenue
It s the phase after the design. Hence referring to the those values we will plan
The various processes using the following machines:-
i)
Universal lathe
ii)
Milling machine
iii)
Grinding machine
iv)
Power saw
v)
Drill machine
vi)
Electric arc welding machine
48
COMPONENT: FRAME MATERIAL:-
M.S. ANGLE
QUANTITY : -
1
SR. NO
DESCRIPTION OF OPERATION
MACHINE USED
CUTTING
MEASUREMENT
TIME
1
Cutting the angle in to length as per dwg Cutting the angle in to number of piece as per dwg Filing operation can be performed on cutting side and bring it in perpendicular C.S. Weld the angles to the required size as per the drawing Drilling the frame at required points as per the drawing.
Gas cutting machine
Gas cutter
Steel rule
15min.
Gas cutting machine
Gas cutter
Steel rule
15min.
Try square
15 min.
2
3
4
5
Bench vice
File
Electric arc welding machine
-------
Try square
20 min
Radial drill machine
Twist drill
Vernier calliper
10 min.
49
NAME OF THE PART –
SHAFT
MATERIAL –
BRIGHT STEEL
QUANTITY –
1
SR.NO.
DETAIL
M/C.
TOOL
OPER.
USED
USED
1.
Marking on shaft
-
2.
Cutting as per dwg Facing both side of shaft
Power hack saw Lathe machine
3.
4.
Turning as per dwg size
5.
Key way on end of shaft
Milling m/c.
6.
Filling on both end
Flat file
ACCES
-
-
Hock saw blade Single point cutting tool -
Milling cutter
-
Scale
Jig & fixtures Chuck
Scale
-
-
-
Vice
50
MEA.INST.
Vernier caliper
Vernier caliper -
COMPONENT:
sprocket
MATERIAL:-
ms
QUANTITY –
2
SR. NO
DESCRIPTION OF OPERATION
MACHINE USED
1
CUTTING
MEASUREMENT
TIME
Take standard -----sprocket as per design
----------
-------------
---------
2
Face both side Lathe of hub portion machine
Vernier caliper
15 min.
3
Hold it in three jaw chuck & bore inner dia as per shaft size Drilling the hub at required points as per the drawing Tap the hub at drill area.
Single point cutting tool Single point cutting tool Twist drill
Vernier caliper
20 min.
Vernier calliper
10 min.
Tap
Vernier calliper
10 min.
4
5
Lathe machine
Radial drill machine
Hand tap set
51
REFERENCES : 1. http://www.roadtransport.com/Articles/2008/03/06/130054/continentaloutlines-correcttyre-pressure-benefits.html 2. http://www.tyreinflaors.in 3. for pressure sensors- http://www.autoshop101.com/forms/h35.pdf 4. Keep Your Tires at Proper Inflation.” Doran MFG LLC. from http://www.doranmfg.com/industry_studies.htm. 5. NPRM on TIRE PRESSURE MONITORING SYSTEM. From http://www.nhtsa.dot.gov/cars/rules/rulings/TPMS_FMVSS_No138/. 6. http://www.firestonetrucktires.com/us_eng/load/index.asp 7. http://www.pressureguard.com
52
APPENDIX Time Line Chart Month
Nature of work done
July
Group formation & search for appropriate project.
August
Finalization of project and discussion with project coordinator.
September
Submission of synopsis & data collection.
October
Started working on circuit.
November
Finalization of circuit & search for component.
January
Starting fabrication & component mounting.
February
Completion of hardware & started working on software.
March
Software completion & testing of project.
April
Completion of project & working on project report.
53
1
Lokmanya Tilak College Of Engineering Koparkhairane, Navi Mumbai – 400 709.
PROJECT REPORT ON
DESIGN & FABRICATION OF AUTOMATIC TYRE INFLATION SYSTEM
SUBMITTED BY: RAHUL SHINDE NAYEEM SHAIKH SURAJ SINGH MOHD. TARIQ SHAIKH
PROJECT GUIDE: PROF. MRS. SHWETA MATEY
2
Lokmanya Tilak College Of Engineering Koparkhairane, Navi Mumbai – 400 709
CERTIFICATE This is to certify that the following project group 1. 2. 3. 4.
Rahul Shinde Nayeem Shaikh Suraj Singh Mohd. Tariq Shaikh
Of B.E. Mechanical Engineering in the academic year 2012-2013 has satisfactorily and successfully doing their project on : Design and Fabrication of Automatic Tyre Inflation System.
Submitted in partial fulfilment of requirement for B.E in Mechanical Engineering.
Prof. Mrs. Shweta Matey 3
INDEX: TITLE
PAGE NO
1. INTRODUCTION 1.1 ABSTRACT 2. OBJECTIVES 3. HARDWARE DESCRIPTION 4. METHODOLOGY 5. SOFTWARE DESCRIPTION 6. ADVANTAGES AND FUTURE SCOPE
REFERENCE APPENDIX
4
CHAPTER 1: INTRODUCTION
1.1 ABSTRACT Driven by studies that show that a drop in tyre pressure by just a few PSI can result in the reduction of gas mileage, tire life, safety, and vehicle performance, we have developed an automatic, self-inflating tire system that ensures that tyres are properly inflated at all times. Our design proposes and successfully implements the use of a portable compressor that will supply air to all four tyres via hoses and a rotary t fixed between the wheel spindle and wheel hub at each wheel. The rotary ts effectively allow air to be channeled to the tyres without the tangling of hoses. With the recent oil price hikes and growing concern of environmental issues, this system addresses a potential improvement in gas mileage; tyre wear reduction; and an increase in handling and tyre performance in diverse conditions.
The most important factors in tyre care are : Proper Inflation Pressure Proper Vehicle Loading Proper Tyre Wear Regular Inspection Good Driving Habits Vehicle Condition
1.2 TYRE-INFLATION BASICS According to AAA, about 80 percent of the cars on the road are driving with one or more tires under inflated. Tyres loose air through normal driving (especially after hitting pot holes or curbs), permeation and seasonal changes in temperature. They can lose one or two psi 5
(pounds per square inch) each month in the winter and even more in the summer. And, you can't tell if they're properly inflated just by looking at them. You have to use a tire pressure gauge. Not only is under inflation bad for your tyres but it's also bad for your gas mileage, affects the way your car handles and is generally unsafe. When tires are under inflated, the tread wears more quickly. According to Goodyear, this equates to 15 percent fewer miles you can drive on them for every 20 percent that they're under inflated. Under inflated tires also overheat more quickly than properly inflated tyres, which cause more tire damage. The faded areas below indicate areas of excessive tread wear.
Because tyres are flexible, they flatten at the bottom when they roll. This patch rebounds to its original shape once it is no longer in with the ground. This rebound creates a wave of motion along with some friction. When there is less air in the tire, that wave is larger and the friction created is greater -- and friction creates heat. If enough heat is generated, the rubber that holds the tyre's cords together begin to melt and the tyre fails. See how tyre works to learn more. Because of the extra resistance an under inflated tyre has when it rolls, your car's engine has to work harder. AAA statistics show that tyres that are under inflated by as little as 2 psi reduce fuel efficiency by 10 percent. Over a year of driving, that can amount to several hundred dollars in extra gas purchases. 1.2 PROJECT MOTIVATION Improperly inflated tyres are fairly common problems on enger vehicles. In fact, 80% of enger vehicles on the road have at least one under-inflated tire and 36% of enger cars have at least one tyre that is 20% or more under-inflated . Often pressure loss in tires is a result of natural permeation of the gas through the elastic rubber, road conditions (such as potholes), and seasonal changes in temperature (According to Weissler of Popular Mechanics, for every drop of 10 ºF, tyre pressure drops by1 psi ). Most vehicle owners are unaware of the fact that their tyres are not at the correct pressures because it is difficult to determine the tyre pressure visually; a tyre that is properly inflated to the correct pressure looks very similar to one that is either over-inflated or under-inflated (Fig). According to the Rubber Manufacturing Association (RMA) survey, 80% of people are unsure of how to check their tyre pressures. Thus, from the viewpoint of enger vehicle owners, they are losing money due to increased tyre wear and decreased fuel efficiency, and a solution needs to be found to correct this issue. From the viewpoint of the designers, however, the root cause of improperly-inflated tyres is due to vehicle owners not knowing proper tire pressures for certain conditions, difficulty finding an air pump, lack of pressure measuring device, and a general lack of concern. Thus, the combination of the and expert viewpoints will be used to make decisions in our design process of this product.
6
Figure :Difficult to Notice Under-Inflated Tyre In this case, the tyre on the left is 31% under-inflated from the tyre that is at nominal pressure on the right.
1.3 Tyre Wear, Fuel Economy, Performance, and Safety An under-inflated tyre can have dramatic effects on tyre wear. Since the patch of the tyre has a larger wave pattern, friction and heat increase cause the patch to wear out more quickly than if the tyre was inflated properly. “Goodyear estimated that a tyre’s average tread life would drop to 68 percent of the expected tread life if tire pressure dropped from 35 psi to 17 psi and remained there”. According to an unpublished study by Goodyear, the average cost for a tire $61.00, and the average tread life is 45,000 miles. Thus, at an average cost of $61.00/tire, and given as a circumstance that the owner keeps a vehicle for 100,000 miles, the owner will have to change the tires three times instead of twice. The owner would then be paying $244 more for tires, and in both situations, the most-recently installed tires will only have approximately 10,000 miles of use. Doran Manufacturing offers more statistics regarding the effects of under-inflated tires: • 20% under-inflation can reduce tyre life by 30% • 20% under-inflation can increase tyres wear by 25% Fuel economy is also greatly affected by under-inflated tyres. According to fueleconomy.gov, an under inflation of 1 psi in all four tires on a enger vehicle reduces efficiency by 0.4%. Based on average gas prices, there is a potential of 3.3% in savings, which translates to $0.09 per gallon. As vehicle speeds increase, the tire pressures should also increase accordingly to reduce rolling resistance (which improves fuel economy) and to limit damage due to the increased frequency of tire profile deflections. Since highways are typically smoother than local roads, increasing the tire pressure will not negatively impact ride quality in of noise and vibrations. Properly inflated tires also have a significant effect on safety; the reduction in tire wear and increase in vehicle safety are strongly correlated. 660 deaths and approximately 33,000 injuries per year are associated with under-inflated tires according to National Highway Traffic Safety istration (NHTSA). Worn out tyres have a significant negative impact on traction in all weather conditions. Under-inflated tires also increases the stopping distance of vehicles on both dry and wet roads . At the same time, drivers would also “find a noteworthy loss of steering precision and cornering stability” .Additionally, heat build-up and 7
the wear of the tyre structure can cause a sudden unexpected blowout on the highways, which is a common cause of many accidents.
Chapter 2: OBJECTIVES DESIGN OBJECTIVES: The overall goal of our design project is to develop a product that will decrease tire wear while improving fuel economy, performance and safety of a enger vehicle through dynamically-adjustable tire pressures. However, there are several key objectives that the team has targeted our design to meet, and these objectives include both design characteristics and business objectives. 2.1 Ability to Provide Proper Tire Pressure The ideal functional objective of our design is its capability to adjust the pressures in all four tires of a enger vehicle to obtain the proper pressure for varying road/driving conditions. Specifically, it is desired that: • Cold tire pressure is maintained during vehicle use to for slow leaks and Fluctuating tire temperatures • As vehicle speed increases, tyre pressures increases • As vehicle speed decreases, tyre pressures decreases • As vehicle load increases, tyre pressures increase • As vehicle load decreases, tyre pressures decrease Based on more detailed research on the components necessary for the system, it was discovered that a specialized rotary t must be designed to this process. This design consideration required additional product development time that was not originally anticipated. Therefore, the ideal functional objectives have been modified to for this design requirement. Specifically, the new objectives require that: • Cold tire pressure (35 psi) is maintained by ensuring that the rotary t-shaft system Does not fail structurally • Cold tire pressure (35 psi) is maintained by ensuring that the rotary-t shaft system Does not leak excessively 8
• Cold tire pressure (35 psi) is maintained by ensuring that the entire system (compressor, Air tubes, rotary t, etc.) can provided sufficient flow rate. 2.2 Minimize Negative Visual Aesthetics Another design objective is to ensure that the product will not have a negative effect on current vehicle Aesthetics. All components should be located as inconspicuously as possible and should only be seen when servicing the unit. However, in the case of the rotary ts, which may still be visible through the Wheel rims, an attempt must be made to minimize its visibility around the brake disks. Specifically, it is desired that Where Visible is the visible area of the rotary t and Disk is the visible area of the brake disk. 2.3 Ability to Provide Automatic System A third objective is to provide all of the said benefits to the through an automatic system, thus minimizing intervention. Specifically, it is desired that the system automatically increase or decrease the tire pressures for the given road conditions. However, since this objective is closely linked with the ideal objectives in maintaining the proper tire pressure, and thus unattainable due to time constraints, this objective will not be pursued.
Chapter 3: HARDWARE DESCRIPTION 3.1 LAYOUT OF TYRE INFLATION SYSTEM:
FIG : TYRE INFLATION SYSTEM CONFIGURATION
1. PORTABLE COMPRESSOR 12V Car Electric Air Compressor Tyre Pump - Tyre Inflator also for Bikes, Cycles, Boats, Inflatable Toys 100% Brand New 12V Air Compressor/Tyre Infiltrator Simply use this for fast & easy inflation of car tires" No strength required for pumping air as it is all electronic & 9
is powered directly from your car battery Perfect for anyone who wants a ease while inflating a tyre Time saving as compared to mechanical pump .Quick operation, very Compact and easy to store in car dickey SUITABLE For:- Auto tyres, Car/ bike tyres, rubber rafts balls Inflates car tyres, bicycle tyres, rafts and sports equipment such as Basketball, Soccer fast and easily. Also inflates boats, pools, air bed, balloon, etc.
2.
PRESSURE GAUGE
Pressure gauges and switches are among the most often used instruments in a plant. But because of their great numbers, attention to maintenance--and reliability--can be compromised. As a consequence, it is not uncommon in older plants to see many gauges and switches out of service. This is unfortunate because, if a plant is operated with a failed pressure switch, the safety of the plant may be compromised. Conversely, if a plant can operate safely while a gauge is defective, it shows that the gauge was not needed in the first place. Therefore, one goal of good process instrumentation design is to install fewer but more useful and more reliable pressure gauges and switches. One way to reduce the number of gauges in a plant is to stop installing them on the basis of habit (such as placing a pressure gauge on the discharge of every pump). Instead, review the need for each device individually. During the review one should ask: "What will I do with the reading of this gauge?" and install one only if there is a logical answer to the question. If a gauge only indicates that a pump is running, it is not needed, since one can hear and see that. If the gauge indicates the pressure (or pressure drop) in the process, that information is valuable only if one can do something about it (like cleaning a filter); otherwise it is useless. If one approaches the specification of pressure gauges with this mentality, the number of gauges used will be reduced. If a plant uses fewer, better gauges, reliability will increase.
10
3. ROTARY T We are deg this device for common enger vehicles, and the main challenge is the presence of the axle shaft that runs straight into the centre of the wheel forcing us to find an alternative method of routing the air. Our proposed solution to this challenge is to place rotary t that has one half spinning with the drive axle hub and the other half stationary with the spindle. Within this rotary t will be an air chamber that will allow air to from the stationary half of the t into the half that is rotating.
The main criteria for our rotary t design were the following: • Must have approx. 40mm hole in the center to allow for the axle to either through or the t. • Air inlets and outlets must be located at the outer radius to allow the hoses on the outside of the t to clear the vehicle spindle and hub. • Overall thickness of the t must be no greater than 25mm to so as not to interfere with the vehicle driveline or suspension components. • Ball bearing system must be used to reduce friction between the two rotating halves both axial and planar.
4. RELAY A relay is an electrically operated switch. Many relays use an electromagnet to operate a switching mechanism mechanically, but other operating principles are also used. Relays are 11
used where it is necessary to control a circuit by a low-power signal (with complete electrical isolation between control and controlled circuits), or where several circuits must be controlled by one signal. The first relays were used in long distance telegraph circuits, repeating the signal coming in from one circuit and re-transmitting it to another. Relays were used extensively in telephone exchanges and early computers to perform logical operations.
5. CAR BATTERY 12 V
An automotive battery is a type of rechargeable battery that supplies electric energy to an automobile. Usually this refers to an SLI battery (starting, lighting, ignition) to power the starter motor, the lights, and the ignition system of a vehicle’s engine.
CENTRAL TIRE INFLATION SYSTEM (CTIS) The idea behind the CTIS is to provide control over the air pressure in each tire as a way to improve performance on different surfaces. For example, lowering the air pressure in a tire creates a larger area of between the tire and the ground and makes driving on softer ground much easier. It also does less damage to the surface. This is important on work sites and in agricultural fields. By giving the driver direct control over the air pressure in each tire, maneuverability is greatly improved. Another function of the CTIS is to maintain pressure in 12
the tires if there is a slow leak or puncture. In this case, the system controls inflation automatically based on the selected pressure the driver has set. There are two main manufacturers of the CTIS: U.S.-based Dana Corporation and -based Syegon (a division of GIAT). Dana Corporation has two versions, the CTIS for military use (developed by PSI) and the Tire Pressure Control System (TPCS) for commercial, heavy machinery use. In the next section, we'll take a look at the inner workings of a basic CTIS setup.
A wheel valve is located at each wheel end. For dual wheels, the valves are typically connected only to the outer wheel so the pressure between the two tires can be balanced. Part of the wheel valve's job is to isolate the tire from the system when it's not in use in order to let the pressure off of the seal and extend its life. The wheel valve also enables on-demand inflation and deflation of the tires. An electronic control unit (ECU) mounted behind the enger seat is the brain of the system. It processes driver commands, monitors all signals throughout the system and tells the system to check tire pressures every 10 minutes to make sure the selected pressure is being maintained. The ECU sends commands to the pneumatic control unit, which directly controls the wheel valves and air system. The pneumatic control unit also contains a sensor that transmits tire-pressure readings to the ECU. An operator control allows the driver to select tire-pressure modes to match current conditions. This dash-mounted displays current tire pressures, selected modes and system status. When the driver selects a tyre-pressure setting, signals from the control is send to the electronic control unit then to the pneumatic control unit and to the wheel valves. When vehicles are moving faster (like on a highway), tire pressure should be higher to prevent tire damage. The CTIS includes a speed sensor that sends vehicle speed information to the electronic control unit. If the vehicle continues moving at a higher speed for a set period of time, the system automatically inflates the tires to an appropriate pressure for that speed. This type of system uses air from the same compressor that supplies air to the brakes. A pressure switch makes sure the brake system gets priority, preventing the CTIS from taking air from the supply tank until the brake system is fully charged.
13
CHAPTER 5
MATERIAL SELECTION The proper selection of material for the different part of a machine is the main objective in the fabrication of machine. For a design engineer it is must that he be familiar with the effect, which the manufacturing process and heat treatment have on the properties of materials. The Choice of material for engineering purposes depends upon the following factors: 1. Availability of the materials. 2. Suitability of materials for the working condition in service. 3. The cost of materials. 4. Physical and chemical properties of material. 5. Mechanical properties of material. The mechanical properties of the metals are those, which are associated with the ability of the material to resist mechanical forces and load. We shall now discuss these properties as follows: 14
1. Strength : It is the ability of a material to resist the externally applied forces 2. Stress: Without breaking or yielding. The internal resistance offered by a part to an externally applied force is called stress. 3. Stiffness: It is the ability of material to resist deformation under stresses. The modules of elasticity of the measure of stiffness. 4. Elasticity: It is the property of a material to regain its original shape after deformation when the external forces are removed. This property is desirable for material used in tools and machines. It may be noted that steel is more elastic than rubber. 5. Plasticity: It is the property of a material, which retain the deformation produced under load permanently. This property of material is necessary for forging, in stamping images on coins and in ornamental work. 6. Ductility: It is the property of a material enabling it to be drawn into wire with the application of a tensile force. A ductile material must be both strong and plastic. The ductility is usually measured by the , percentage elongation and percent reduction in area. The ductile materials commonly used in engineering practice are mild steel, copper, aluminum, nickel, zinc, tin and lead. 7. Brittleness: It is the property of material opposite to ductile. It is the Property of breaking of a material with little permanent distortion. Brittle materials when subjected to tensile loads snap off without giving any sensible elongation. Cast iron is a brittle material. 8. Malleability: It is a special case of ductility, which permits material to be rolled or hammered into thin sheets, a malleable material should be plastic but it is not essential to be so strong. The malleable materials commonly used in engineering practice are lead, soft steel, wrought iron, copper and aluminum. 9. Toughness: It is the property of a material to resist the fracture due to high impact loads like hammer blows. The toughness of the material decreases when it is heated. It is measured by the amount of absorbed after being stressed up to the point of fracture. This property is desirable in parts subjected to shock an impact loads. 10. Resilience: It is the property of a material to absorb energy and to resist rock and impact loads. It is measured by amount of energy absorbed per unit volume within elastic limit. This property is essential for spring material.
15
11. Creep: When a part is subjected to a constant stress at high temperature for long period of time, it will undergo a slow and permanent deformation called creep. This property is considered in deg internal combustion engines, boilers and turbines. 12. Hardness: It is a very important property of the metals and has a wide verity of meanings. It embraces many different properties such as resistance to wear scratching, deformation and mach inability etc. It also means the ability of the metal to cut another metal. The hardness is usually expressed in numbers, which are dependent on the method of making the test. The hardness of a metal may be determined by the following test. a) Brinell hardness test b) Rockwell hardness test c) Vickers hardness (also called diamond pyramid) test and d) Share scaleroscope. The science of the metal is a specialized and although it overflows in to realms of knowledge it tends to shut away from the general reader. The knowledge of materials and their properties is of great significance for a design engineer. The machine elements should be made of such a material which has properties suitable for the conditions of operations. In addition to this a design engineer must be familiar with the manufacturing processes and the heat treatments have on the properties of the materials. In deg the various part of the machine it is necessary to know how the material will function in service. For this certain characteristics or mechanical properties mostly used in mechanical engineering practice are commonly determined from standard tensile tests. In engineering practice, the machine parts are subjected to various forces, which may be due to either one or more of the following. 1. Energy transmitted 2. Weight of machine 3. Frictional resistance 4. Inertia of reciprocating parts 5. Change of temperature 6. Lack of balance of moving parts The selection of the materials depends upon the various types of stresses that are set up during operation. The material selected should with stand it. Another criteria for selection of metal depend upon the type of load because a machine part resist load more easily than a live load and live load more easily than a shock load.
16
Selection of the material depends upon factor of safety, which in turn depends upon the following factors. 1. Reliabilities of properties 2. Reliability of applied load 3. The certainty as to exact mode of failure 4. The extent of simplifying assumptions 5. The extent of localized 6. The extent of initial stresses set up during manufacturing 7. The extent loss of life if failure occurs 8. The extent of loss of property if failure occurs
Material used Mild steel Reasons: 1. Mild steel is readily available in market 2. It is economical to use 3. It is available in standard sizes 4. It has good mechanical properties i.e. it is easily machinable 5. It has moderate factor of safety, because factor of safety results in unnecessary wastage of material and heavy selection. Low factor of safety results in unnecessary risk of failure 6. It has high tensile strength 7. Low co-efficient of thermal expansion PROPERTIES OF MILD STEEL: M.S. has a carbon content from 0.15% to 0.30%. They are easily wieldable thus can be hardened only. They are similar to wrought iron in properties. Both ultimate tensile and compressive strength of these steel increases with increasing carbon content. They can be easily gas welded or electric or arc welded. With increase in the carbon percentage weld ability decreases. Mild steel serve the purpose and was hence was selected because of the above purpose BRIGHT MATERIAL: It is a machine drawned. The main basic difference between mild steel and bright metal is that mild steel plates and bars are forged in the forging machine by means is not forged. But 17
the materials are drawn from the dies in the plastic state. Therefore the material has good surface finish than mild steel and has no carbon deposits on its surface for extrusion and formation of engineering materials thus giving them a good surface finish and though retaining their metallic properties
RAW MATERIAL & STANDARD 25000
SR NO
PART NAME
RATE
QTY
TOTAL
1
FRAME ANGEL25X25X5mm
35/ kg
30kg
1050
2
FLYWHEEL
35/ kg
35kg
1225
3
SHAFT
55/kg
16
880
4
GEAR
8/teeth
209teeth
1672
5
PULLEY
-------
2
370
6
DYNAMO
800
1
800
7
BELT
------
2
250
8
CHANNEL
35/ kg
1
35
9
SPRING
260
1
260
10
RACK
800
1
800
11
HANDEL
35/kg
5
175
12
NUT BOLT WASHER
--------
-------
250
18
13
PLY
----------
1
350
14
FREE WHEEL
100
1
100
15
WELDING ROD
5 /pcs
25
125
16
COLOUR
300/lit
0.75 lit
225
TOTAL
8567/-
Chapter 4: SOFTWARE DESCRIPTION
19
FLOW CHART :
20
21
STRUCTURAL DESIGN METHODS Introduction : This chapter describes some of the mathematical technique used by designers of complex structures. Mathematical models and analysis are briefly describe and detail description is given of the finite – element method of structural analysis. Solution techniques are presented for static, dynamic & model analysis problems. As part of the design procedure the designer must be analyses the entire structure and some of its components. To perform this analysis the designer will develop mathematical models of structure that are approximation of the real structure, these models are used to determine the important parameters in the design. The type of structural model the designer uses depends on the information that is needed and the type of analysis the designer can perform. Three types of structural models are 1. Rigid : The entire structure or parts of the structure are considered to be rigid, hence no deformation can occur in these . 2. Flexible : The entire structure or parts of the structure are modeled by that can deform, but in limited ways. Examples of this trusses, beams and plates. 3. Continuum : A continuum model of structure is the most general, since few if any mathematical assumptions about the behaviour of the structure need to be made prior to making a continuum model. A continuum member is besed on the full three – dimensional equations of continuum models. In selecting a model of the structure, the designer also must consider type of analysis to be performed. Four typical analysis that designers perform are : 1. Static equilibrium : In this analysis the designer is trying to the determine the overall forces and moments that the design will undergo. The analysis is 22
usually done with a rigid of model of structure and is the simplest analysis to perform. 2. Deformation : This analysis is concerned with how much the structure will move when operating under the design loads. This analysis is usually done with flexible . 3. Stress : In this analysis the designers wants a very detailed picture of where and at what level the stresses are in the design. This analysis usually done with continuum . 4. Frequency : This analysis is concerned with determining the natural frequencies and made shape of a structure. This analysis can be done with either flexible of a structure. This analysis can be done with either flexible or continuum but now the mass of the is included in the analysis.
The subject of MACHINE DESIGN deals with the art of deg machine of structure. A machine is a combination of resistance bodies with successfully constrained relative motions which is used for transforming other forms of energy into mechanical energy or transmitting and modifying available design is to create new and better machines or structures and improving the existing ones such that it will convert and control motions either with or without transmitting power. It is the practical application of machinery to the design and construction of machine and structure. In order to design simple component satisfactorily, a sound knowledge of applied science is essential. In addition, strength and properties of materials including some metrological are of prime importance. Knowledge of theory of machine and other branch of applied mechanics is also required in order to know the velocity. Acceleration and inertia force of the various links in motion, mechanics of machinery involve the design.
CONCEPT IN M.D.P.
23
Consideration in Machine Design When a machine is to be designed the following points to be considered: i)
Types of load and stresses caused by the load.
ii)
Motion of the parts and kinematics of machine. This deals with the type of motion i.e. reciprocating . Rotary and oscillatory.
iii)
Selection of material & factors like strength, durability, weight, corrosion resistant, weld ability, machine ability are considered.
iv)
Form and size of the components.
v)
Frictional resistances and ease of lubrication.
vi)
Convince and economical in operation.
vii)
Use of standard parts.
viii)
Facilities available for manufacturing.
ix)
Cost of making the machine.
x)
Number of machine or product are manufactured.
GENERAL PROCEDURE IN MACHINE DESIGN The general steps to be followed in deg the machine are as followed. i)
Preparation of a statement of the problem indicating the purpose of the machine.
ii)
Selection of groups of mechanism for the desire motion.
iii)
Calculation of the force and energy on each machine member.
iv)
Selection of material.
24
v)
Determining the size of component drawing and sending for Manufacture.
vi)
Preparation of component drawing and sending for manufacture.
vii)
Manufacturing and assembling the machine.
viii)
Testing of the machine and for functioning.
DC GEARED MOTOR
DESIGN OF DC MOTOR Power of motor = 0.5 H.P = 746 x 0.5 = 373 N- m /s Rpm of motor = 1800 rpm Out put rpm required = 7.2rpm Design torque = 300 X 103 N mm Number of stage in gear box = 2 25
Ratio of gearing =1 : 74.8
CALCULATION FO FINAL SPEED & TORQUE OF MOTOR
Power of motor
=
P
=0.5 hp = 0.5 x 746 =
373 watt.
2π N T P = ----------------60 Where, N→ Rpm of motor
=
1800
T →Torque transmitted 2π x 1800 x T 373 = ---------------------60 T
= 1.97N-m
T
= 1979.8 N-mm
T
= 1979.8 N-mm
CALCULATION OF TORQUE OBTAIN BY GEAR BOX In put torque of gear box = 1980 N- mm In put rpm of gear box = 1800 rpm Torque & rpm obtain at gearing 81 rpm Worm wheel out put N = 44 teeth 26 D=6 0 mm
D=1 6m m
D = 46 mm
1800 rpm Main motor shaft N = 8 spiral
As reduction ratio is 1:22 So, Out put rpm of gear box is
N 2 = N 1 / 22
N2
=
1800 22
N 2 = 81.8 rpm N 2 = 82 rpm
TORQUE AT GEAR BOX OUT PUT N1
T2 =
N2
T1
1800
=
82 27
x 1980
x
= 1800 x 1980 82
x = 43463 N-mm T2 = 43463.4N-mm
As out put of gearing system is insufficient to develop torque required to lift the oil skimmer belt so further more speed reduction is required to increase the torque value. We use spur gearing having reduction ratio = 1 : 3.4 So torque at out put speed of spur gearing As reduction ratio is 1:3.4 D=16mm N = 10
D=60 mm N = 34
N 2 = N 1 / 3.4
N2
=
82 3. 4
N2
= 24.1 rpm
N2
= 24 rpm
TORQUE AT GEAR BOX OUT PUT 28
N1
T2 =
N2
T1
82
=
24 x
x 43463
= 82 x 43463 24
x = 148498.5 N-mm T2 = 148499 N-mm As out put of gearing system is insufficient to develop torque required to lift the oil skimmer belt so further more speed reduction is required to increase the torque value.
For further speed reduction we use chain drive Teeth 1 = 12 Teeth 2 = 40
Ratio = 1 : 3.3
N 2 = N 1 / 3.3
N2
=
24 3.3
N2
= 7.2 rpm
N2
= 7.2 rpm
29
TORQUE AT GEAR BOX OUT PUT N1
T2 =
N2
T1
24
T2 =
7.2
148499
T2
= 24 x 148499 7.2
x = 494996 N-mm T2 = 494996 N-mm TORQUE REQUIRED FOR SKIMMING TR = 300 X 103 N mm SO OUTPUT TORQUE OF SYSTEM TS= 494 X 103 N-mm
Tr < Ts As out put torque is more than required torque value so design of transmission system is safe.
DESIGN OF CHAIN & SPROCKET We know , TRANSMISSION RATIO = Z2 / Z1 = 40/12 = 3.33 For this transmission ratio number of teeth on pinion sprocket is in the range of 21 to 10 , so we select number of teeth on pinion sprocket as 12 teeth. 30
So , Z1 = 12 teeth SELECTION OF PITCH OF SPROCKET
The pitch is dicided on the basis of RPM of sprocket. RPM of pinion sprocket is variable in normal condition it is = 7.2 rpm For this rpm value we select pitch of sprocket as 6.35mm from table. P = 6.35mm CALCULATION OF MINIMUM CENTER DISTANCE BETWEEN SPROCKETS
THE TRANSMISSION RATIO = Z2 / Z1 = 40/12 = 3.33 which is less than 5 So from table, MINIMUM CENTER DISTANCE = C’ + (80 to 150 mm) Where C’ =
Dc1 + Dc2 2
C’ =
80 + 25 2
C’ = 52.5 mm MINIMUM CENTER DISTANCE = 52.5 + (30 to 150 mm ) MINIMUM CENTER DISTANCE = 150 mm CALCULATION OF VALUES OF CONSTANTS K1 K2 K3 K4 K5 K6 Load factor K1 = 1.25 ( Load with mild shock ) Factor for distance regulation K2 = 1.25 ( Fixed center distance) Factor for center distance of sprocket K3 =0.8 Factor for position of sprocket K4 = 1 Lubrication factor K5 = 1.5 (periodic) Rating factor K6 = 1.0 (single shift) CALCULATION OF VALUE OF FACTOR OF SAFETY
For pitch = 6.35 & speed of rotation of small sprocket = 7.2 rpm FACTOR OF SAFETY = 8.55 CALCULATION OF VALUE OF ALLOWABLE BEARING STRESS 31
For pitch = 6.35 & speed of rotation of small sprocket = 7.2 rpm ALLOWABLE BEARING STRESS = 2.87 kg / cm2 = 2.87 * 981 / 100 =28 N /mm2 CALCULATION OF COEFFICENT OF SAG K
For horizontal position coefficient of sag K = 6 CALCULATION OF MAXIMUM TENSION ON CHAIN As we know maximum torque on shaft = Tmax = T2 = 494996 N-mm Where , T1 = Tension in tight side T2 = Tension in slack side O1,O2 = center distance between two shaft From fig. Sin = R1 - R2 O1O2 Sin = 40 - 12.5 150 Sin = 0.18 = 10.36 TO FIND
= (180 –2 ) X 3.14/180 = (180 –2*10.36 ) X 3.14/180 = 2.7 rad we know that, T1/T2 = e T1/T2 = e0.35 x 2.7 T1 = 2.57T2 We have, T = ( T1 – T2 ) X R 494996 = ( 2.57 T2 – T2 ) X 40 32
T2 = 7882 N T1 = 2.57 X 7882 T1 = 20256 N So tension in tight side = 20256 N We know , Stress = force / area Stress induced = 20256/ ( 3.14 * 82 / 4 ) Stress induced = 430 N /mm2 As induced stress is less than allowable stress = 650 N /mm2design of sprocket is safe . Design pending: Shaft
T2 = 494996 N-mm T = 3.14/16 x fs x Ds3 494996 = 3.14/16 x 370 x Ds3 Ds = 18.96 mm The nearby size of bearing available in market is for shaft dia 17 mm and 20 mm so for safer side we select upper size of shaft dia 20 mm For 20 mm shaft dia the available bearing number is 6204. It is plane ball bearing for mounting purpose we select pedestal bearing no P204.
33
CHAPTER – 14 COST ESTIMATION The machine tool designer must furnish the management with an idea of how much tooling will cost, and how much money the productions methods save over a specified run. This information is generally furnished in a form of cost worksheets. By referring to the cost worksheets the final cost of machine is calculated. Cost estimation is defined as the process of forecasting expenses that are incurred to manufacture a product. These expenses take into all expenditure involved in deg and manufacturing with all the related service facilities such as material handling, heat treatment and surface coating, as well as portion of general istrative and selling costs.
NEED OF COST ESTIMATION :
1)
Determine the selling price of a product for a quotation or contract, so as to ensure a reasonable profit to the company.
2)
Check the quotations supplied by the vendors.
34
3)
Decide whether a part or assembly is economical to be manufactured in the plant or is to be purchased from outside.
4)
Determine the most economical process or material to manufacture a product.
5)
Initiate means of cost reduction in existing production facilities by using new materials which result in savings due to lower scrap loss and revised methods of tooling and processing.
6)
To determine standards of production performance that may be used to control costs.
35
ELEMENTS OF COST ENCOUNTERED IN THE PROJECT : The cost encountered in this project are material cost, labour cost, cost of standard parts, deg cost and cost of indirect expenses.
1)
DESIGN COST : The deg cost is calculated by considering the amount taken by the designer (if so) and the cost of deg material.
2)
MATERIAL COST : The material cost can be calculated by finding the total volume of the material used and the weight of the material. For calculation the value and the weight, the following procedure is adopted :
a)
In actual procedure, there are some holes and shapes cut. But they are considered to be solid while calculation the total volume of material used.
b)
While calculation the volume the triangle shaped parts and the T shaped parts are considering as rectangular or square plates.
c)
The weight of the parts is calculation by multiplying the total volume and the density of the material (M.S.) which is equal to 7.76665x10 –3 Kg/Cc.
d)
The total cost can be obtained by multiplying the total weight by the rate of material.
36
A)
RAW MATERIAL & STANDARD MATERIAL COST
SR NO
PART NAME
RATE
QTY
TOTAL
1
FRAME ANGEL25X25X5mm
35/ kg
30kg
1050
2
FLYWHEEL
35/ kg
35kg
1225
3
SHAFT
55/kg
16
880
4
GEAR
8/teeth
209teeth
1672
5
PULLEY
-------
2
370
6
DYNAMO
800
1
800
7
BELT
------
2
250
8
CHANNEL
35/ kg
1
35
9
SPRING
260
1
260
10
RACK
800
1
800
11
HANDEL
35/kg
5
175
12
NUT BOLT WASHER
--------
-------
250
13
PLY
----------
1
350
14
FREE WHEEL
100
1
100
15
WELDING ROD
5 /pcs
25
125
16
COLOUR
300/lit
0.75 lit
225
TOTAL
8567/-
37
B ) DIRECT LABOUR COST Sr.no. Operation 1. 2. 3. 4. 5. 6. 7. 8. 9. 10.
Hours
Rate per hour
Amount
Turning
10
150
1500
Milling
2
150
300
Drilling
7
100
700
Welding
16
175
2800
Grinding
3
60
180
Tapping
3
40
120
Cutting
8
40
320
Gas cutting
8
50
400
Assembly
2
100
200
Painting
2
100
200
TOTAL
6720/-
38
INDIRECT COST Transportation cost = 500/Coolent & lubricant = 100/Drawing cost
= 500/-
Project report cost
= 2000/-
TOTAL INDIRECT COST = 2100/-
TOTAL COST Raw Material Cost + Std Parts Cost + Direct Labour Cost +Indirect Cost Total cost of project
= 8567 + 6720 +2100
Total cost of project
= 17387 /-
39
Chapter 5: METHODOLOGY Compressed air is given to the 2/2 solenoid valve inlet. The pressure switch is used to sense the tyre pressure. The required tyre pressure is setted by the pressure switch reading. This pressure switch is used to sense the current pressure and this output signal is given to the solenoid valve. Whenever the tyre pressure is below the setted valve the pressure switch activate the solenoid valve. The compressed air is goes to the tyre with the help of quick release coupling which is used to rotating the wheel freely. The required pressure is filled then the pressure switch will be deactivated the solenoid valve so that the tyre pressure will be maintained in constant level.
40
Chapter 6: ADVANTAGES AND FUTURE SCOPE ADVANTAGES:
The dynamically-self-inflating tyre system would be capable of succeeding as a new product in the automotive supplier industry. It specifically addresses the needs of the consumers by maintaining appropriate tire pressure conditions for: • Reduced tyre wear • Increased fuel economy • Increased overall vehicle safety Because such a product does not currently exist for the majority of enger vehicles, the market conditions would be favorable for the introduction of a self-inflating tire system. Through extensive engineering analysis, it has also been determined that the self-inflating tire system would actually function as desired. In particular, the product would be capable of: • Providing sufficient airflow to the tire with minimal leakage 41
• Withstanding the static and dynamic loading exerted on the rotary ts Note that likewise, this system would not produce any negative dynamic effects (such as CV t failure due to resonance) on surrounding systems. Most significantly, the self-inflating tire system would be a successful product because of its economic benefits to investors. Specifically, the final product would: • Sell at about $450/unit, with total first year profit and sales of nearly $2.1 million and 58,000units, respectively • Experience 12% annual market growth each year for the first five years of the product, bringing total sales up to 370,000 units • Break-even on the capital investment in just under three years For further development of this product, we recommend increasing the capability of the system by adding the following features: • Pressure adjustment based on increasing vehicle speed • Pressure adjustment based on increasing vehicle load • Adaptability for recreational use (inflating rafts, sports balls, etc.) • Implementation of interactive display • Creation of universal design for aftermarket use. FUTURE SCOPE: As previously mentioned, the main beneficiaries of this advancement in technology that will allow for tyre pressure to be adjusted for driving conditions will be the vehicle owners. Despite an initial investment in the technology, they will experience a reduction in tire wear and an increase in fuel economy; both of which will result in saving money in the long run.
42
It is plausible to say that society as a whole will benefit from the resulting design. The reduction in tyre disposal in landfills and decrease the rate of consumption of natural resources will truly benefit society. Also, the improvement in vehicle safety will benefit all people who drive a vehicle on the roadways. However, not everyone will benefit from this technology. Both tire manufacturers and the petroleum industry will be negatively affected by this resulting design. Tire manufacturers will be negatively affected since this product is being designed with the reduction of tire wear in mind. The demand for their products will decrease as tires last longer and fewer replacements are needed. This is similarly true for the petroleum industry since this product results in an increase in fuel economy for enger vehicles, and the demand for oil will go down
43
CHAPTER NO MAINTENANCE No machine in the universe is 100% maintenance free machine. Due to its continuous use it is undergoing wear and tear of the mating and sliding components. Also due to the chemical reaction takes place when the material comes in the with water, makes its corrosion and corrosion. Hence it is required to replace or repair. This process of repairing and replacing is called as maintenance work.
AUTONOMOUS MAINTAINENCE ACTIVITY:1) Conduct initial cleaning & inspection. 2) Eliminate sources of dirt debris excess lubricants. 3) Improve cleaning maintainability. 4) Understand equipment functioning. 5) Develop inspection skills. 6) Develop standard checklists 7) Institute autonomous inspection 8) Organize and manage the work environment 9) Manage equipment reliability. CLAIR CLEANING , LUBRICATING , ADJUSTMENT, INSPECTION
CLEANING Why cleaning ? Prevent or eliminate contamination. Find ways to simplify the cleaning process. Facilitates through inspection when done by knowledgeable operators and \ or maintainers. CLEANING IS INSPECTION….
44
Clean equipment thoroughly
Look at and touch every area on the equipment
Detect deterioration and defective parts in equipment
Free equipment from contamination
Identify difficulties to clean areas
Remarkable sources of contamination
Normal Or abnormal
Expose hidden defects CLEANING PROCESS What to look for when cleaning.
Missing part
Wear
Rust and corrosion
Noise
Cracks
Proper alignment
Leaks
Play or sloppiness
VISUAL AIDS TO MAINTAIN CORRECT EQUIPMENT CONDITION
Match marks on nut and bolts
Color marking of permissible operating ranges on dials and gauges
Marking of fluid type and flow direction of pipes
Marking at open / closed position on valves
Labeling at lubrication inlets and tube type 45
Marking minimum / maximum fluid levels
Label inspection sequences
ADJUST & MINOR REPAIR Minor repairs if
Trained
Experienced
Performs safety
Simple tool required
Not longer than 20/30 minutes
CHRONIC DEFECTS CHRONIC LOSSES
LOSS IS UNRECOGNISED
Remedial action unsuccessful
LOSS IS RECOGNISED
Remedial action Can not be taken
Remedial action is not taken
CRONIC DEFECTS EQUIPMENT IMPROVEMENT 1. Restore obvious deterioration throughout. 2. Establish plan select pilot area , determine bottleneck. 3. Study and understand the production process. 4. Establish goals for improvement. 5. Clarify the problem, collect the reference manuals resources. 6. Conduct evaluation through such techniques as RCM analysis, FMECA, FTA (Root cause failure analysis). 7. Determine improvement priorities, costs and benefits. 46
8. Execute improvement in pilot area standardize technique and document what you have done. 9. Monitor results and optimize based on those results. 10. Implement plant wide
EQUIPMENT RESPONSIBILITIES OF OPERATOR Operation with the proper standard procedure. Failure prevention. Failure resolution. Inspection. Equipment up keep. Cleaning. Lubricating. Lightning fasteners. Minor repairs. Trouble shooting.
47
MANUFACTURING
The process of conversion of raw material in to finished products using the three resources as Man, machine and finished sub-components. Manufacturing is the term by which we transform resource inputs to create Useful goods and services as outputs. Manufacturing can also be said as an intentional act of producing something useful . The transformation process is Shown below-
Input
conventional process
out put
Element
Transformation
Useful product
Material
Machines
Products
Data
Interpretation
Knowledge
Energy
Skill
Services
Variable cost
Fixed cost
Revenue
It s the phase after the design. Hence referring to the those values we will plan
The various processes using the following machines:-
i)
Universal lathe
ii)
Milling machine
iii)
Grinding machine
iv)
Power saw
v)
Drill machine
vi)
Electric arc welding machine
48
COMPONENT: FRAME MATERIAL:-
M.S. ANGLE
QUANTITY : -
1
SR. NO
DESCRIPTION OF OPERATION
MACHINE USED
CUTTING
MEASUREMENT
TIME
1
Cutting the angle in to length as per dwg Cutting the angle in to number of piece as per dwg Filing operation can be performed on cutting side and bring it in perpendicular C.S. Weld the angles to the required size as per the drawing Drilling the frame at required points as per the drawing.
Gas cutting machine
Gas cutter
Steel rule
15min.
Gas cutting machine
Gas cutter
Steel rule
15min.
Try square
15 min.
2
3
4
5
Bench vice
File
Electric arc welding machine
-------
Try square
20 min
Radial drill machine
Twist drill
Vernier calliper
10 min.
49
NAME OF THE PART –
SHAFT
MATERIAL –
BRIGHT STEEL
QUANTITY –
1
SR.NO.
DETAIL
M/C.
TOOL
OPER.
USED
USED
1.
Marking on shaft
-
2.
Cutting as per dwg Facing both side of shaft
Power hack saw Lathe machine
3.
4.
Turning as per dwg size
5.
Key way on end of shaft
Milling m/c.
6.
Filling on both end
Flat file
ACCES
-
-
Hock saw blade Single point cutting tool -
Milling cutter
-
Scale
Jig & fixtures Chuck
Scale
-
-
-
Vice
50
MEA.INST.
Vernier caliper
Vernier caliper -
COMPONENT:
sprocket
MATERIAL:-
ms
QUANTITY –
2
SR. NO
DESCRIPTION OF OPERATION
MACHINE USED
1
CUTTING
MEASUREMENT
TIME
Take standard -----sprocket as per design
----------
-------------
---------
2
Face both side Lathe of hub portion machine
Vernier caliper
15 min.
3
Hold it in three jaw chuck & bore inner dia as per shaft size Drilling the hub at required points as per the drawing Tap the hub at drill area.
Single point cutting tool Single point cutting tool Twist drill
Vernier caliper
20 min.
Vernier calliper
10 min.
Tap
Vernier calliper
10 min.
4
5
Lathe machine
Radial drill machine
Hand tap set
51
REFERENCES : 1. http://www.roadtransport.com/Articles/2008/03/06/130054/continentaloutlines-correcttyre-pressure-benefits.html 2. http://www.tyreinflaors.in 3. for pressure sensors- http://www.autoshop101.com/forms/h35.pdf 4. Keep Your Tires at Proper Inflation.” Doran MFG LLC. from http://www.doranmfg.com/industry_studies.htm. 5. NPRM on TIRE PRESSURE MONITORING SYSTEM. From http://www.nhtsa.dot.gov/cars/rules/rulings/TPMS_FMVSS_No138/. 6. http://www.firestonetrucktires.com/us_eng/load/index.asp 7. http://www.pressureguard.com
52
APPENDIX Time Line Chart Month
Nature of work done
July
Group formation & search for appropriate project.
August
Finalization of project and discussion with project coordinator.
September
Submission of synopsis & data collection.
October
Started working on circuit.
November
Finalization of circuit & search for component.
January
Starting fabrication & component mounting.
February
Completion of hardware & started working on software.
March
Software completion & testing of project.
April
Completion of project & working on project report.
53
Related Documents c2h70
Automatic Tyre Inflation System 1r2e2f
December 2019 58
Automatic Tyre Inflation System 1r2e2f
December 2019 30
Tyre Management System (ina).pdf 13fj
May 2020 8
Automatic Antenna Positioning System 446j62
December 2019 50
Automatic Overload Protection System 2c5l3d
October 2019 50
Automatic Gun Targeting System 22661x
November 2019 21More Documents from "Mayur Salunke" 6g3c11
Automatic Tyre Inflation System 1r2e2f
December 2019 58
Laghu Vidyanuvad Part Iii 2k2b5y
January 2021 0
09 1 Proof Of Concept 4s271q
July 2021 0
Digital India 516o2d
August 2021 0
Nut Bolt Weight Chart h75r
February 2022 0