ABSTRACT

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

for each and process that a person has to perform in his day to day life, and these

resources and equipments helps the person to perform his work in efficient and

less time consuming manner. Today, the four wheeler means a car available for

more than 70% peoples in the urban areas. There are many equipments are

designed so that any operation required to be done on a car can be done easily and

in a shorter period of time as possible. There is a problem that can be considered

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

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

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

problem the unified wheel opener is an solution.

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

wheel in one time less effort. Although various methods of opening nuts are used,

but they require a lot of effort to open a single nut one by one. With the help of

Unified Wheel opener we made arrangement to open/close all the nuts by

amplifying the torque. Different types of gears & sprockets are arranged in such a

way that if we apply 1Nm torque with our hand, then we get 20Nm torque as

output for combined operation. In the work, we concentrate only one application

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domain i.e. Wheels of car- Maruti 800. The main objective of work is to develop

a mechanism in one assembly, which can be made in automobiles. It can be

successfully used as a standard tool provided with a new vehicle. Also it can be

used in assembly line of automobiles, workshops and service stations. Designs is

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

design consideration.

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 CHAPTER-1

INTRODUCTION

3
 CHAPTER-1

INTRODUCTION

1.1 Introduction
Engineering in general, and Mechanical engineering in particular, deals with a
wide spectrum of products, ranging from large and complex systems comprising
of numerous elements down to a single component. Apart from being a physical
object, a product can also be a service that requires the application of engineering
knowledge, skills and devices to be useful to society. A service falls under the
category of a system in that it is carried out with the help of personnel, facilities
and procedures. The service offered by an automobile maintenance and repair
garage would be a typical example from mechanical engineering. Even computer
software could be treated as an engineering product. It is also created using
engineering knowledge and skills. In the following, the term product when used
alone denotes the object to be designed and made with the help of engineering
knowledge and skills, irrespective of whether it is a large system, a simple
machine, a component or a service. Specific reference to design of computer
software is not attempted in the following although many of the generalities apply
to it also.
A general understanding of the nature of product is a prerequisite for designing it.
A complex product can be sub divided into sub assemblies or sub system,
component etc. Frequently the planning, layout and design of a complex multi
element product is an interdisciplinary effort, requiring the expertise and skills
not only of several engineering specialization but even non engineering ones.
It is always preferable that our work should be easy and fast. But easy and fast
working requires some technical skills to work efficiency and properly. In our

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daily life we face many problems where we need a lot of effort and time to do that
specific work. A little but important work we do often is opening a tyre of a
vehicle. It is a fact that a huge effort is required to open a single nut of a car
wheel and it will become a tedious task to open the wheel in extreme atmospheric
conditions. It also cerates problem when we are in hurry.
Here we get the solution of the problem mentioned above Unified Wheel Opener
is a special tool designed by us which will open a tyre easily. It is so designed that
it can open all the four nuts of a car wheel in one time. And the most desired
achievement we get is that total effort and time needed in the process is very less.
It can open and also refit the tyre with the same tool easily. Tool is simple in
design, easy to use and easily portable along with the vehicle. Overall of
instrument is in the reach of average citizen. Great efforts are made to satisfy each
and every technical aspects of the design.

1.2 List of Parts

SR. NO. PART NAME NUMBER

1 MAIN GEARS(spur) 2

2 PINIONS(spur) 2

3 SPROCKETS 4

4 ROLLER CHAIN 1

5 SOCKET SPANNER 5

6 AXLES 3

7 SHAFTS 3

8 BUSHES AND BEARING 9

5
 9 STUD 8

10 PLATES 2

11 KEY 1

12 RATCHET HANDLE 1

1.3 Application
Application domain of unified Wheel Opener is in automobile industries.
According to our preplanned project we describe the following places where it
can be used successfully:
 It can be used as standard equipment provided with a new vehicle for the
purpose of opening and refit a punctured wheel in the midway.
 It can be used in workshops to open a wheel in place of using pneumatic guns
which are restricted to the availability of light and compressed air; it can be
easily operated with hands.
 It can be used in assembly line of automobiles where more time is consumed
in tightening all the four nuts one by one. As it takes less time to fit a new
tyre, it will lead to increase productivity.

1.4 Objective
A simple mechanism if used properly can lead to a great success. U.W.O. is a tool
which is made for automobile field. Aim of our project is to save time and human
effort. We have tried our best to adopt the design having minimum input torque
and required output torque which is not possible without using U.W.O.

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1.5 Organization at Work
Completion of any work requires proper planning and management from the
initial stage. From case study to fabrication different steps are involved. First of
all we decide the aim of our project. Application of our design, benefits and other
aspects are discussed in the first chapter.

In the second lap of our work we finalize about the material required for the
fabrication of different parts. A lot of engineering materials are studied before the
selection of material.

After the selection of material the big work is to design each and every part of the
project. Design of gears, shafts, axles, sprockets, pinion and other parts are
described in third chapter.

7
 CHAPTER-2

LITERATURE REVIEW

8
 CHAPTER-2

LITERATURE REVIEW

2.1 Introduction

A lot of research activities has been carried out on gears mechanisms since very
first gear was manufactured. A gear transmits the power from one shaft to another
in various relative position. Many engineers and designers put there efforts in this
field and succeeded also. They put all of their knowledge and the studies about
gears on papers, with the use of these papers anyone can know about
advancement of the research carried out by them.

With these research papers, we come to know various aspects about gear. These
papers explore how a mechanism can be driven at uniform speed and non–
uniform speed. Also these papers tells about selection of material for a gear
depending upon requirement. There are a number of different gears which have
different application areas. The research papers helps in choosing the appropriate
type of gear.

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

planetary gear trains” describes that a mechanism is driven by a motor at

9
uniform speed. However, more and more researches indicate that there are many
advantages if a mechanism can be driven at non-uniform speed, and this kind of
mechanism is called a variable input mechanism. The purpose of this work is to
propose a novel approach for driving a variable speed mechanism by using a cam-
controlled planetary gear train, and to investigate its feasibility by conducting
prototype experiments. First, the geometrical design is performed. Then, the
kinematic equations and the cam profile equations are derived based on the
geometry of the mechanism.
Cam-controlled planetary gear trains (CCPGT) are planetary gear trains with cam
pairs. Chironis illustrated a CCPGT in his book From the exploded view .it is
composed of a cam groove (the frame), a sun gear (the output), a planetary gear,
and an arm (the input). In general, the planetary arm rotates at constant speed, and
drives the planetary gear to revolve around the sun gear and to spin around itself
simultaneously. At the same time, the planetary gear produces an oscillatory
motion through the contact of the attached roller and the cam groove. Therefore,
the sun gear can produce a non-uniform motion by engaging with the planetary
gear. The main advantage is that it can produce a wide range of non-uniform
output motion.

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

transmission systems” describes a new design concept of transmissions for the
hybrid scooters. These transmissions consist of a one-degree-of-freedom
planetary gear train and a two-degree-of-freedom planetary gear train to from a
split power system and to combine the power of two power sources, a gasoline
engine and an electric motor. In order to maximize the performance and reduce
emissions, the transmissions can provide a hybrid scooter to run five operating
modes: electric motor mode; engine mode; engine/charging mode; power mode,

10
and regenerative braking mode. The main advantages of the transmissions
proposed in this paper include the use of only one electric motor/generator, need
not use clutch/brake for the shift of the operating modes, and high efficiency.

Motorcycles/scooters are providing the basic and personal transport services in

many of Taiwan’s urban areas. This cause air pollution in Taiwan’s urban areas is
rapidly increasing to dangerous levels since a major source of emission comes
from the exhausts of gasoline scooters. Existing and proposed battery-powered
scooters have low performance and therefore been sold only in small quantities
and are not widely used. Hybrid vehicles are widely investigated recently. This is
because, that from economical and technical points of view the hybrid concepts
offer the possibility of achieving to fill the gap of zero emission powered and
gasoline engine powered vehicles.
Ligang Yao Jian S. Dai Guowu Wei and Yingjie Cai in their paper states that
investigates meshing characteristics of the toroidal drive with different roller
shapes, examines the effect on the characteristics from roller shapes and produces
a comprehensive comparative study. Based on the coordinate transformation, the
paper introduces the generic models of meshing characteristics and characterizes
the meshing to introduce both undercutting and meshing limit curves. The paper
further develops meshing functions and their derivatives with respect to each
drive type with a different roller shape. This leads to a comprehensive
examination of each meshing characteristics against each drive type of a roller
shape. The comparative study focuses on the effect of contact curves, tooth
profile, undercutting, meshing limit curves and the induced normal curvature.

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

ratio, coaxial configurations, compactness, and high operating efficiencies. It
combines most of the positive attributes of a circular worm-gear drive and an

11
epicyclic gear drive without their negative aspects due to the introduction of
rollers in meshing contact with rolling movement between a sun-worm and planet
worm-gears, and between a stationary internal gear and planet worm-gears.

Using rollers as meshing media is popular in mechanical transmissions such as

ball screws, roller gear cams, roller enveloping worm drives, cycloid drives, and
the toroidal drives. Meshing via rollers which leads to rolling contact has the
advantages of lower noise and higher transmission efficiency. It has a substantial
effect on meshing characteristics. Comparative analysis of meshing
characteristics with respect to different meshing rollers of the toroidal drive.
Gordon R. Pennock and Jeremiah J. Alwerdt in their paper “Duality between
the kinematics of gear trains and the statics of beam systems” describes about
the geometric insight into the duality between the first-order kinematics of gear
trains and the statics of beam systems. The two devices have inherent geometrical
relationships that will allow the angular velocities of the gears in a gear train to be
investigated from a knowledge of the forces acting on the beams of the dual beam
system, and vice versa. The primary contribution of the paper is the application of
this duality to obtain the dual beam system for a given compound planetary gear
train, and vice versa. The paper develops a systematic procedure to transform
between the first-order kinematics of a gear train and the statics of the dual beam
system. This procedure provides a simple and intuitive approach to study the
speed ratios of a planetary gear train and the force ratios of the dual beam system.
It is interesting to note that planetary gear trains (commonly referred to as
epicyclic gear trains) were known, and in use, at least 2000 years ago. Despite the
antiquity and widespread applications in machinery, however, the principles of
operation of planetary gear trains are not generally understood. Also, the literature
devoted to planetary gear trains is scarce at best although a comprehensive

12
treatise on the theory of epicyclic gears and epicyclic change-speed gears was
written by Levai. Planetary gear trains offer advantages over ordinary gear trains,
for example, for the same speed ratio they can be smaller in size and have less
weight. There are several techniques that are commonly applied to the kinematic
analysis of planetary gear trains; for example, the instant center method, the
principle of superposition using a tabular method, and identifying the
fundamental circuits of the train. Also, an analogy between planetary gear trains
and beam systems using one-dimensional vectors was presented by Kerr. The
available methods, however, do not provide geometrical insight into the gear train
in a direct manner that is suitable for a specific application.

Stefan Staicu in his paper, “Inverse dynamics of a planetary gear train for
robotics” states that recursive matrix relations concerning the geometric analysis,
kinematics and dynamics of a Bendix wrist planetary bevel-gear train for robotics
are established in the paper. The prototype of this mechanism is a 3-DOF system
with seven links and four bevel gear pairs controlled by electric motors.
Supposing that the rotational motion of the platform is known, an inverse
dynamic problem is developed using the principle of virtual powers. Some
relations and graphs for torques and powers of three actuators are determined.

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

freely in space. The first three moving links are used primarily for manipulating
the position, while the second mechanism is used for controlling the orientation of
the end-effectors. The subassembly associated with the last moving links is called
the wrist, and their joint axes are often designed to intersect at a common point
called the wrist centre.

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Planetary bevel-gear trains with three degrees of freedom are adopted as the
design concept for robotic wrist. Bevel-gear wrist mechanisms are generally
incorporated in the structure of the robots.

Amemiya, T. (1984), in his paper says that the question of the location of
exporters of manufactured goods within a country is investigated. Based on
insights from new trade theory, the new economic geography (NEG) and gravity-
equation modeling, an empirical model is specified with agglomeration and
increasing returns (the home market effect) and transport costs (proxied by
distance) as major determinants of the location decision of exporters. Data from
354 magisterial districts in South Africa are used with a variety of estimators
(OLS, Tobit, RE-Tobit) and allowances for data shortcomings (bootstrapped
standard errors and analytical weights) to identify the determinants of regional
manufactured exports. It is found that the home-market effect (measured by the
size of local GDP) and distance (measured as the distance in km to the nearest
port) are significant determinants of regional manufactured exports. This paper
contributes to the literature.
Theoretical and empirical work in international trade has, with a few exceptions,
predominantly focused on trade between countries, as opposed to focusing on
where exports originate within a country. International trade theory until fairly
recently assumed away all elements that might make consideration of the
geography of exports possible. For instance, transport costs, distance, market size,
scale economies and agglomeration were only recently incorporated into trade
models. Moreover, where transport costs in international trade are concerned,
empirical work has so far tended to focus on international shipping costs.
Tadashi TAKEUCHI and Kazuhide TOGAI describes in their paper about
Meshing transmission error (TE) is well known as a contributing factor of gear

14
whine, but system- level prediction of transmission error and quantitative analysis
of dynamic meshing vibromotive force have not been analyzed adequately until
now. This paper describes the use of a computer- aided-engineering (CAE) model
for the analysis of the dynamic gear meshing behavior and for the prediction of
dynamic transmission error from the input torque of the system. This paper also
describes the analysis of a dynamic vibromotive force at a bearing location where
vibration is transmitted to the vehicle body. The gear whine critical frequency can
be predicted with the proposed method at an early stage of passenger-car
development when no prototype is available.
Gear whine is an automotive quality problem that can be perceived by any driver
regardless of his/her level of driving experience, but it tends to manifest itself in
the final stages of vehicle development when, in most cases, effective design
measures that can be taken against it are extremely limited. Consequently, power
train designers have a great need for CAE technologies that enable them to
predict gear whine using a virtual power train before the power train is physically
constructed.
Inputs to the transmission and other power-train elements in the vehicle include
the engine torque and accompanying fluctuations, which are regarded as
combustion- originated dynamic-excitation factors. These inputs, however,
initiate only vibration within the growling-sound frequency range, not vibration at
whine frequencies, which are much higher. If gear-tooth shapes were optimum
and tooth meshing were perfect, the gears would transmit the input torque in a
manner precluding the generation of frequency components other than those
related to engine-torque fluctuations. In actual gear-tooth meshing, however,
forced displacements resulting from meshing error causes meshing vibromotive
forces to be generated during torque transmission. These vibromotive forces then
constitute a source of vibration. Further, the complete power-train system

15
includes shafts and cases whose stiffness has an influence on gear-tooth meshing
in such a way that the meshing vibromotive forces have peaks at certain
frequencies.
Hiroyuki Kato, Ken Iwanami, Hiroshi Arai, Koji Asanotells describes in their
paper, in addition to performance (running safety and stability, and riding
comfort) compatible with great increases in driving speed, ensuring of reliability
when running at high speeds, and use for service operation based on long term
durability and ease of maintenance must all be considered. Therefore,
configurations including use of new structural elements were reviewed for the
main structural parts of the bogie. In addition to significant investigation of the
strength and performance through numerical analysis at the investigation stage, a
first prototype was built and performance tests and long term endurance tests
through bench testing were performed for confirmation. Bogies for which
development proceeded in this manner have been installed on a Shinkansen high
speed test train and performance confirmation is being performed through actual
running tests. Here, with regard to the development details and development
process for the high speed Shinkansen bogie, the bogie and the main parts such as
driving device, axle bearings, and brake components are mainly introduced.
As described previously, the stiffness of the primary suspension for the bogie that
has been developed has been reduced to improved vertical direction riding
comfort; therefore, the displacement between the traction motor axle and the
pinion axle has gotten large. Therefore, 2 types of axle couplings (gear type axle
coupling and TD coupling) that have reduced rotation noise and that are
compatible with this amount of displacement have been developed.
Keith Hart in his paper describes that fluctuations in the balance of the
relationship between impersonal and personal principles of social organization.
This draws heavily on Max Weber’s interpretation of western history. The second

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part reviews the concept of an ‘informal economy/sector’ from its origin in
discussions of the Third World urban poor to its present status as a universal
feature of economy. The third part asks how we might conceive of combining the
formal/informal pair with a view to promoting development. In conclusion I
suggest how partnerships between bureaucracy and the people might be made
more equal.
We are asked to consider how the informal/formal pair might be linked more
effectively for the purpose of development. They are of course linked already
since the idea of an ‘informal economy’ is entailed by the institutional effort to
organize society along formal lines. ‘Form’ is the rule, an idea of what ought to
be universal in social life; and for most of the twentieth century the dominant
forms have been those of bureaucracy, particularly of national bureaucracy, since
society has become identified to a large extent with the nation-state. This identity
may now be weakening as a result of the digital revolution in communications
and neo-liberal economic policies (Hart 2001a). If there are to be new initiatives
combining public bureaucracy with informal popular practices in complementary
ways, we need to be aware of this historical context.
The formal and informal appear to be separate entities because of the use of the
term ‘sector’. This gives the impression that the two are located in different
places, like agriculture and manufacturing, whereas both the bureaucracy and its
antithesis contain the formal/informal dialectic within themselves as well as
between them. The need to link the sectors arises from a widespread perception
that their relationship consists at present of a class war between the bureaucracy
and the people. It was not supposed to be like this. Modern bureaucracy was
invented as part of a democratic political project to give citizens equal access to
what was theirs as a right. It still has the ability to coordinate public services on a
scale that is beyond the reach of individuals and most groups. So it is

17
disheartening that bureaucracy (‘the power of public office’) should normally be
seen now as the negation of democracy (‘the power of the people’) rather than as
its natural ally.
Forms are necessarily abstract and a lot of social life is left out as a result. This
can lead to an attempt to reduce the gap by creating new abstractions that
incorporate the informal practices of people into the formal model. Naming these
practices as an ‘informal sector’ is one such devise. It appears to be informal
because its forms are largely invisible to the bureaucratic gaze. Mobilizing the
informal economy will require a pluralistic approach based on at least
acknowledgement of those forms. Equally, the formal sphere of society is not just
abstract, but consists also of the people who staff bureaucracies and their informal
practices. Somehow the human potential of both has to be unlocked together.

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CHAPTER-3

Block diagram

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Block Diagram

Working Model Diagram

20
Working Principle
The project has to give the positive & negative potential to the motor. If we
push the corresponding switch for forward rotation, it helps to fix the nut, or else
if we push the corresponding switch for reverse rotation, the given polarity will
be changed oppositely and it helps to remove the nut. The motor can be
operated according to the operator’s requirement. The electric power can be given
by the battery. The operator should lift the model and place at the appropriate
place to tighten or remove the nut.

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 CHAPTER-4
MATERIAL SELECTION

4.1 Introduction To Engineering Materials

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

condition to which it will be subjected, ease of Manufacturing and the cost
considerations, pure metals find few applications in pure condition and secondly
they generally have poor strength in pure form. Various desired and special
properties can be achieved by addition of different material to form alloys. Alloy
comprises of a base metal and one or more alloying elements. The typical
properties associated with working condition are tenacity elasticity toughness and
hardness, toughness and typical properties associated with manufacturing process
is ductility, malleability and plasticity. The various properties can be determined
by testing techniques e.g. tensile test resistance to abrasion by hardness test
toughness by impact test and other special properties like fatigue and creep test.
4.2 Engineering Material For Product Design
All physical objects are made out of some material substance or other. Mother
Nature has her own set of building material for the objects of her creation, living

23
or non-living. Over the millennia, man has observed and adapted many of these
for making objects of his invention and design. For engineering purposes, we now
use a very wide spectrum of materials. These generally fall under the following
categories:-

 Materials as found in nature used after only very minor preparation such as
cutting to size, sun-drying, mixing with water. Some examples are coal, wood
and stones.
 Natural materials that are modified/ refined before use through some physical,
chemical or thermal processes that improve their utilization.
 Synthesized materials that are rarely found freely in nature. These are derived
from one or more natural raw materials through major transformation
processes. Most of the materials used in modern mechanical engineering
belong to this category.
4.3 Selection Criteria
The designer selects the materials of construction for his product based on several
criteria such as its cost, the desirable properties that it should possess, its
availability, the preferred manufacturing processes that are to be employed, etc.
The overall economy is influenced by all these factors. In special cases,
essentiality and /or urgency of the need for the product can supersede the
economic considerations. The main criteria for material selection are discussed
below:
4.3.1 Cost Of The Material
The amount of raw materials, their composition, quality, any special heat-
treatment that is required, etc. influence the unit cost of materials. The unit cost
generally depends also on the quantity of raw material that is purchased in a
single lot. Special steel materials, for example, cost much more in the market

24
when purchased in small quantities from a retailer than in bulk directly from the
steel mill/stockyard.

4.3.2 Availability
The material should be readily available in adequate quantities. Material
availability is closely linked with the variety and level of technology obtained in a
given geographic location. Procuring materials from far and wide can be
expensive, due to the additional cost for transport, for transporter taxes and duties
etc.
4.3.3 Manufacturing Process
Facilities for shaping and treating the selected material into the finished product
or component must be available for economic production. Otherwise, the
production cost goes up. For example, the selection of forged alloy steel for a
connecting rod design necessarily assumes that a suitable forging facility is
available along with the necessary dies and other accessories. If the alloy is of a
rare quality, then facilities for its heat treatment might not be available.
4.3.4 Properties Of The Material
The desired function and performance of any product depends to a great extent on
the use of materials with the right physical and chemical properties. In general
mechanical engineering these properties can be classified into different categories
depending on how a particular property affects the function and life of a
component. The main property groups are:-
 Chemical Composition, specifying the contents of all the different
elements contained.
 Properties of state, such as solid, liquid or gas, density, porosity,
temperature.

25
  Strength related properties, such as ultimate strengths in tension,
compression and shear, yield strength/ 0.2% strength, fatigue strength,
notch sensitive, hardness, impact strength, effect of high/low
temperatures on strength, etc.
 Strain related properties, such as elongation at fracture, elastic moduli,
ductility, malleability etc. these help to ensure the desired rigidity/
elasticity, formability etc.
 Wear related properties, that determine the erosion, abrasion, friction etc.
between components in contact/ relative motion.

4.4 Selection Of Material

Carbon steel is an alloy of iron and carbon with varying quantities of phosphorus
and sulphur. To this alloy is added a deoxidizer to remove or minimize the last
traces of oxygen. Manganese is added to such an alloy to neutralize sulphur,
either alone are in combination with silicone or other deoxidizers.
In carbon steel the maximum content of the following elements does not
exceeding the limits given against each:
Manganese ….. 1.65%
Silicone ….. 0.60%
Copper ….. 0.60%

The elements which are specified and are added into the carbon steel are carbon,
manganese, phosphorus, sulphur and silicon. The effect of these elements in
carbon steel is given below:
 CARBON contents are very important in determining the properties of steel.
The tensile strength of steel increases with increase in carbon contents up to
0.83% and beyond this it drops quickly. Hardness increases as the carbon

26
 contents increases. Ductility and weld ability decreases with increase in carbon
contents.
 Manganese: Tensile strength and hardness increases with increase in
manganese content weld ability decreases by increase in manganese.
Manganese content in steel varies from 0.2 to 0.8%.
 Phosphorus: Tensile strength and hardness increases with increase in
phosphorus content. The phosphorus content in steel varies from 0.005 to
0.12% and maximum content permitted is 0.4%. In low phosphorus steel,
phosphorus steel, phosphorus is dissolved in matrix and in others it appears as
phosphate precipitate.
 Sulphur: Sulphur in steel lowers the toughness and transverse ductility,
Sulphur imparts brittleness to chips removed in machining operations. The
maximum permitted contents of sulphur in steel is 0.055%.
 Silicon: It is the principal deoxidizer used in the carbon steel Presence of
silicon in steel promotes increase of grain size and deep hardening properties.
Its addition is very useful in making steel adaptable for case carburizing.
Presence of the silicon varies from 0.1 to 0.35%.
 Copper: Though it is not an essential constituent of carbon steel yet it is
added up to 0.25% to increase the resistance to atmospheric corrosion.
The most important composition for carbon used as engineering material having
carbon % 0.02 to 0.30. Their merchantability is quite good. Such steel are used in
making small forging, crank pin, Gear, Valve, Crank shaft, railway axles, cross
head, connecting rods, rims for turbine gears, armature shafts and fish plates.
4.4.1 Stainless Steels
Stainless steel is iron base alloy that has a great resistance to corrosion. It is
observed that a thin, transparent and very tough film forms on the surface of
stainless steel which is inert or passive and does not react with many corrosive

27
material within a temp range of 2350C to 9800C, it exhibits strength, toughness
and corrosion resistance superior to other metals. It is just ideally suited for
handling and storage of liquid helium, hydrogen, nitrogen and oxygen that exist at
cryogenic temp. The property of corrosion resistance is obtained by adding
chromium only or by adding chromium and nickel together. Stainless steel is
manufactured in electric furnaces.
4.4.2 Cast Iron
Cast iron is a general term applied to wide range of iron carbon alloys. Their
carbon contents are such as to cause some liquid of eutectic composition (called
ledeburite) to solidify. The minimum carbon contents are therefore about 2%
while the maximum is about 4.3%.
Cast iron should not be thought of as a metal having single element. It, at least,
possesses six elements. These are iron, carbon, silicon, manganese, phosphorus
and sulphur. Alloy cast iron has still other elements, which have important effect
on its physical properties.
4.4.3 Mild Steel
Plain carbon steel in which carbon contents ranges from 0.08 to below 0.3 are
known as mild steel. Those mild steel in carbon contents is less than 0.15% are
known as dead mild steel. Mild steel are not such effected by heat treatment
processes, especially hardening process. A decrease in carbon content improves
the ductility of mild steel. These steels possess good machinability and
weldability. The are mainly used for making wires, rivets, nut, bolt, screw, sheets,
plates, tube, roads, shafts, structural steel section and for general workshop
purposes etc.

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 chapter-5

CHAPTER-5

DESIGN PROCEDURE

5.1 Design And Product Cycle

All engineering activities necessarily begin with some ideas with high or low
innovative content, translated into definite plans for their realization in the form
of products. This is the essence of design engineering. The ultimate success
depends on a thorough consideration of how the product will be made and used as
well as on the attention to detail paid by the design engineering. This is applicable
equally for a minor redesign of a existing product or for a most innovative one. A

30
good understanding of how the various phases of the product cycle can influence
the design is therefore essential.The Product Cycle can be better understood by
fig. 1.

5.2 The Challenges Of Design Engineering

The present day industry bases economy is founded on the consumption of as
many different products as possible by as much number of users as possible. It
serves as an engine driving technology. The numbers put manufacturing under
pressure; the numbers as well as the variety put greater pressure on design
engineering. This is manifested by
 Short time available for design, development and testing of the product before
it reaches the user.
 Demands from the users for affordable cost combined with high quality of
performance and appearance.
 Increasing number of competition who can supply a product of equivalent
value. On one side, the scientific cooperation and exchange of information
have become international. On the other side, industrial activities and
communications network have become globalized. Given the present day ease
of access to technology, major break through in product innovation and design
are not really essential for industries to produce and prosper.

Market/Needs Potential & Aims of

Tasks Organization

Product-Planning/
Definition of Task

31
Development/Design

Manufacture/Assemb
ly/Testing

Marketing/Applicatio
n Engineering, Sales

Use/Consumption/
Maintenance

Waste Products/
Obsolete Products

32
 Life Cycle of a Product

Fig. 1

5.3 Qualities Of A Good Design

A good product design should satisfy the expectations of the customer/user.
These can be summarized in the following conditions. The product must

 Carry out the desired functions reliably.

 Appeal both technologically and psychologically.
 Be economical to acquire and to use.
 Be easy and safe to use.
 Be easy to maintain in working order.
In order to ensure the conditions, not only must the design concept be novel and
sound but the design must be well engineered. This engineering part of design
consists of
 Drawing up the main parameters for function and performance.
 Deciding the material, shape and dimensions of the components.
 Ensuring that the component dimensions satisfy the functional and strength
requirement.
 Ensuring the feasibility to manufacture or otherwise procure all the necessary
components, assemble them together and test them.
 Preparing the component and assembly drawing for guiding manufacture and
inspection.

33
5.4 Introduction To Design
Spanners are used to open the wheel. Spanners in the use are of various types.
The different kinds of spanners in use are shown in figure One thing is very
common for all these spanners: only a single nut is opened in a single time. This
causes wastage of precious time and since to open all the nuts spanner is to
engaged and disengaged again and again till the last nut is unscrewed or screwed.
Thus in this work a large amount of power is required to perform the requisite
operation.
below. Fig. 2

Four way wheel Spanner Telescopic spanner

Angular Spanner Box Spanner

Fig.2 Types of Spanner

34
These disadvantages are removed in unified wheel opener. The idea is to reduce
time when release the wheel or put it on. By using this device, wheel nuts can be
opened simultaneously at one time. The supposed design of the unified wheel
opener is shown below. On pictures, we can se handle, casing/gears housing, and
wheel nut connectors. Wheel nut connectors are connected to wheel nut, and the
number of connector depends on the number of studs. So it will be different
according to wheel type and size. Inside the Casing, there are simple gears
mechanisms, causing one rotation of The Handle to make two rotations of the
wheel nuts.

5.5 Designing
Abbreviations Used:

m Module

M bending moment

DP Pitch circle diameter of pinion

DG Pitch circle diameter of gear

Dg Diameter of gear shaft

35
 WT Tangential load

WR Resultant load

YP Lewis form factor

σ Allowable stress

T Twisting moment

Te Equivalent twisting moment

Tp Number of teeth on pinion

Tg Number of teeth on gear

5.6 Design Procedure For Gear & Pinion:

Torque required for one nut = 70N-m
Total torque required = 4×70N-m
= 280N-m
Let input torque =30N-m
Maximum Tangential force on pinion (WT) =2×Ti/DP
=2×30×1000/25
=2400N
For 200 stub teeth system,
Lewis Factor for pinion,
Yp = 0.175-(0.841×m/25) = 0.175-(0.03×m)

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

For Cast Steel σ = 325MPa (Assume: b= 5×m)
... WT = 2400 = 325 × (5 × m) ×  × m (0.175 - 0.03 × m)
Solving By Hit & Trial Method, We Get

36
 Module, (m) =2mm
Now, as we know
Number of teeth on pinion (Tp) = Dp/m
Also, Number of teeth on gear (Tg) =Dg/m
Therefore,
Tp = 25/2 =12.5 or 13 (say)
Tg = 114/2 = 57

Other dimensions for pinion &gear are as:

Addendum =0.943×m=1.886
Dedendum =1.257×m=2.514
Minimum total depth = 2.200×m = 4.400
Minimum clearance = 0.314×m = 0.628
Backlash = 0.157×m = 0.314
Thickness of tooth = 1.493×m =2.986
Outside diameter of pinion = (Tp+2 )×m =30
Outside diameter of gear = (Tg+2) ×m = 118

5.7 Design For Pinion Shaft

Normal load acting on pinion’s tooth, (Wn ) = WT/ CosØ = 2400/cos200
=2555N
Weight of pinion (Wp) = 0.00118Tp×b×m2 = 0.6N
Therefore, resultant load on pinion (WR) =
= (Wn2+Wp2+2×Wn×WpCosØ)0.5
= 2555.3N
Assuming pinion is overhung on shaft at 600 mm
Bending moment on shaft due to WR is M

37
 M = WR×60 = 2555.3×60
= 153318N-mm
And twisting moment on shaft due to WT is T
T = WT×Dp/2 =30000N-mm
Equivalent twisting moment is Te = (M2+T2)0.5 = 156225N-mm
Let Dp be the diameter of pinion shaft
Dp = ×ζ×dp3 =14.7or 15mm (say)

5.8 Design For Compound Shaft

Normal load acting on pinion tooth, (Wn) = WT/CosØ =2400/Cos200
=2555N
Weight of pinion WP=0.00118×Tg×b×m2 = 2.7N
Therefore, resultant load on pinion,
WR = (Wn2+Wp2+2×Wn×Wp×CosØ)0.5
WR = 2560N
Assuming pinion is overhung on shaft at 30mm
Therefore bending moment on shaft due to WR is
(M)=Wr×30=2560×30
= 768000N-mm
And twisting moment on shaft due to Wt is T
T = WT×Dg/2 = 2400×114/2
=136800N-mm
Equivalent twisting moment is Te

Te = (M2+T2)0.5
= 156885N-mm
Let dg = Diameter of gear shaft.

38
 As, Te = ×ζ×dg3/16
156885 = ×110×dg3/16
So, dg =15.7mm or 16mm (say)

5.9 Design For Output Shaft

Max. Tangential force on output gear,
WT’ = (WT×Dg/Dp)
= 10945N
Normal load acting on tooth,
Wn = WT’/CosØ
=10945/Cos200
=11645N
Weight of gear,
WP =0.00118×Tg×b×m2
=0.00118×57×10×22
=2.7N
Therefore resultant load on gear,
Wr = (Wn2+Wp2+2×Wn×Wp×Cos Ø)0.5
= 11648N
Assuming gear is overhung on shaft at 5mm
Therefore bending moment on shaft due to WR is M
M = WR×5 = 11648×5
= 58238N-mm
And twisting moment on shaft due to WT is T
T = WT×DG/2 = 10945×114/2
= 623865N-mm
And equivalent twisting moment is Te,

39
 Te = (M2+T2)1/2
= 626577N-mm
Let dG = Diameter of gear shaft,
Let Te = (/16)×ζ×dG3
626577 = (/16)×230×dG3
So, dG = 23.7 mm or 24 mm(say)
All the component are designed to serve their functions properly and taking into
account the various consideration such as material, labour, availability of
technology, economic, safety, usage, reliability, maintainability, functionality etc.
These components will be manufactured according to their design specifications.

40
 CHAPTER-5
MANUFACTURING PROCESS

41
 CHAPTER-6
MANUFACTURING PROCESS
6.1 Gears
The commonly used generating processes used for the generation of gear teeth
are:-

1. Gear Shaper Process

2. Rack Planning Process

42
3. Hobbing Process.

6.1.1 Gear Shaper Process

In this process a pinion shaped cutter is used which carries clearance on the tooth
face and sides. It carries a hole in the center for mounting on the stub arbor or
spindle of the machine. The cutter is mounted with the axis vertical and is
reciprocated up and down by sliding the spindle head along the vertical ways on
the machine. In addition to the reciprocating motion, the cutter and the gear blank
both are rotated slowly their own axis. The relative speed of rotation of the two is
the same as the gear to be cut will have with a pinion of the same number of teeth
as the cutter. It is accomplished by providing a gear train between the cutter
spindle and the work spindle. The cutter in its rotation generates the tooth profile
on the gear blank. All gears cut by the same cutter will mesh correctly. This is a
specific advantage of this process over the forming process using rotary cutters.
Also it is a much faster process than rotary cutting.
6.1.2 Gear Planning
In this process rack type cutters for generating of spur. Involutes rack has straight
edges and sharp corners and hence can be manufactured easily and accurately.
The cutters generate as they are cut and as the name implies, the machine cuts the
teeth by reciprocating planning action of the cutter. This is a true generating
process since it utilizes the principle that an involute curve can be formed by a
straight generator when a gear blank is made to roll without slip relative to the
generator.
6.1.3 Gear Hobbing
In this process, the gear blank is rolled with a rotating cutter called the HOB. A
majority of the involue gears are produced by this method. A gear hob looks like
a worm, but carries a number of straight flutes (gashes), cut all around, parallel to

43
its axis. This results in the production of separate cutting teeth and cutting edges.
In operation, the hob is rotated at as suitable speed and fed into the gear blank.
The blank also rotates simultaneously. The speeds of the two are so synchronizes
that the blank rotates through one pitch distance for each complete revolution of
the hob. There is no intermittent motion of the two and the generating continues
steadily. The hob teeth are just like screw threads, i.e. having a definite helix
angle. The hob is, therefore tilted to its own helix angle while cutting the gear so
that its teeth are square with the blank and produces a true involute shape.
6.1.4 Gear Milling
Milling is one of the metal removal process best known for making gear. Here a
firm cutter is passed through the gear blank to affect the tooth gap, helical gear,
worm & worm wheel and bevel gear can be manufactured by milling.
Gear milling is less costly and less accurate process and it is employed for the
following:-
 Coarse pitch gear
 Racks of all pitches
 Worms
 Toothed parts as sprockets and ratchets.
The production capacity in this method is low since each space is machined
separately and the time is lost in retuning the job to its initial position and in
indexing for each tooth. In actual practice a series of cutters are selected for a
number of teeth to be milled.
Out of all above processes we select the Gear Shaping for the manufacturing of
all the gears. The various reasons for selection of this process are as following:-
1. This process of making gears is cheaper than hob cutter.
2. Gear shaping machines are easily available.
3. All gears can be made of same pitch by same cutter.

44
6.2 Axles
In the manufacturing of the axles following operations are used:-
 Turning
 Facing
 Grinding
 Grooving
 Drilling
 Parting Off
 Assembly
6.2.1 Turning
It may be defined as the machining the operation for generating external surfaces
of the revolution by the action of the cutting tool on a rotating work piece. When
the same action is applied to internal surfaces of the revolution, the process is
termed as boring.
6.2.2 Facing
Facing operation machines the ends of the work piece. It provides a surface which
is square with the axis of the work piece from which to start the job. Facing is
done by feeding the cross slide or compound in or out. In facing the cutting tool
moves from the center of the job towards its periphery and vice – versa. Facing is
primarily used to smooth off a saw- cut end of a piece of bar stock or to smooth
the face of rough casting.
6.2.3 Grinding
It is carried out while the work is rotating on the lathe. Filling is often restored to
when
 Only a very small amount of stock is to be removed from a diameter.
 For removing sharp corner on the work piece.

45
Filling is a hand operation. A clean, sharp, single cut mill file of 200 or 250 mm
length is held in the hand and the file flat is placed on the work near the left end
of the part to be filled. The file is held at a slight angle and not at right angles to
the work piece. For carrying out of the filling operation, the file is pressed lightly
on to the work piece and moved forward so that the work piece rotates by 2 or 3
revolutions during the forward or cutting stroke of the file. Pressure on the file is
relieved during its return strokes but its movement overlaps the cut made by the
file during the cutting stroke. Generally long strokes are taken and the file is
cleaned frequently with the file card.
5.2.4 Grooving
Work pieces on which threads are to be cut close to a shoulder are usually
undercut or grooved to make threads cutting somewhat easier. Diameters which
are to be ground up to a shoulder are usually undercut so that the grinding wheel
will not leave a small radius in the corner. Grooving operation reduces the
diameter of the work piece at a narrow surface near the shoulder etc. The
grooving tool is fed into the revolving work piece at right angle to it using cross-
slide hand wheel.

5.2.5 Drilling

Drilling is the process of making holes in a work piece. Either the work piece
rotate or drill is stationary or vice-versa. When drilling on the lathe is being done,
generally the work piece rotates in the chuck and the drill held in the tail stock is
fed into the work piece by means of the hand wheel on the outer end of the tail-
stock assembly. It is possible to do drill by holding and rotating the drill in the

46
lathe spindle while keeping the work stationary, supported by a special pad
mounted in tail-stock quill. Since drill feed is by hand, care must be taken,
particularly in drilling small holes. Coolant should be withdrawn occasionally to
clear chips from the hole and to aid in getting coolant to cutting edges of the drill.
5.2.6 Parting Off
Parting off operation separates the finished work piece from the bar from which
the work piece was machines. Partings off tools are ground to cut on the end only
as they are fed into the work piece. Since the tool is comparatively thin and
delicate and care must be taken when feeding it into the work otherwise it may
break. The finished work piece should be such that it is parted as close to the head
stock as possible.
5.3 ASSEMBLY
Bearing seats are assembled on base plates with the help of nuts. Bearings are
fitted in their respective seats. Bushes are also fitted at their respective positions.
Studs are tightened at their positions on lower base plate. Now output shaft is
fitted in bearing on lower base plate. Compound shaft is fitted in such a way so
that pinion of compound shaft correctly meshes with output shaft’s gear.
Adjustments are made with the help of shim and packing. Now input shaft is
fitted on upper base plate. Pinion is fitted on input by lock pin. Sprockets are
welded on their shafts. Now these shafts are assembled on lower base plate with
the help of circlips. Clearance is adjusted by the help of shim. Upper base plate
containing input shaft is fitted on the lower base plate. Center distance between
the two base plates is adjusted with the help of lock nuts at all the corners.
Sprocket is assembled on output shaft with the help of key. Roller chain is
mounted on all the four sprockets and chain is locked by chain lock.
6.4 MATERIAL PURCHASE

47
Rest of the part of unified wheel opener are purchased from market. Which
constitutes the different material of different parts according to our requirement.
All these parts are purchased by suggesting with mechanic. Material purchased
are bearing, plate, key, ratchet handle, roller chain.

48
49
 CHAPTER-7

FUTURE WORK

50
 CHAPTER-7

FUTURE WORK

7.1 Future Work

As the time period in a semester is limited therefore we have only studied all the
facts about the Unified Wheel Opener such as material required, designing of
each component, selection of manufacturing process, cost consideration,
reliability etc. And in the next semester based on this critical data. The fabrication
of the unified wheel opener will be carried out. The different component of
unified wheel opener will be manufactured and checked for suitability, and then
this component will be assembled to make the tool unified wheel opener. Then it
will be installed and its working will be checked.

51
 CONCLUSION
Thus the fabrication of Adjustable Unified Wheel Opener is successfully done.
This project will be practically implemented in a four wheeler and it found that
the results are positive. The project is economical, and it sustains all the required
feasibilities. Adjustable wheel opener is a perfect tool for assembling and
dismantling a wheel in a four wheeler.

REFERANCES

http://science.howstuffworks.com/gear-ratio.htm
http://Gears.Machines-Direct_com.htm\
www.iop.org/EJ/article/0022-3735/7/12/009/jev7i12p976.pdf
www.knowledgestormcrm.com/kscrm/search/browse/55096/55096.jsp
www.sciencedirect.com/gearmaterials/1925.jsp
www.engineeredge.com/search/gearterminology/1215.html
Introduction to Design Engineering – M.A. Parmeshwarn
Machine Design – S.S. Ratan

52
53