A PROJECT REPORT ON “CAR OPERATING ON AIR MOTOR” BY ABHIJITCHATE KSHITIJKUMAR ZODE ABHILASH DOIJODE UNDER THE GUIDANCE OF Prof. P. T. MIRCHANDANI SUBMITTED AS A PRACTICAL FULFILLMENT OF B.E. (SEMESTER VIII) MECHANICAL ENGINEERING DEPARTMENT OF MECHANICAL ENGINEERING RIZVI COLLEGE OF ENGINEERING BANDRA (W), MUMBAI – 400 050 UNIVERSITY OF MUMBAI FOR THE ACADEMIC YEAR 2011 -2012 1
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A PROJECT REPORT ON
“CAR OPERATING ON AIR MOTOR”
BY
ABHIJITCHATEKSHITIJKUMAR ZODEABHILASH DOIJODE
UNDER THE GUIDANCE OF
Prof. P. T. MIRCHANDANI
SUBMITTED AS A PRACTICAL FULFILLMENT OF
B.E. (SEMESTER VIII) MECHANICAL ENGINEERING
DEPARTMENT OF MECHANICAL ENGINEERINGRIZVI COLLEGE OF ENGINEERING
BANDRA (W), MUMBAI – 400 050UNIVERSITY OF MUMBAI
FOR THE ACADEMIC YEAR 2011 -2012
1
CERTIFICATE
This is to certify that the project report entitled“CAR OPERATING ON AIR MOTOR”
Submitted by
ABHIJITCHATEKSHITIJKUMAR ZODEABHILASH DOIJODE
Of Rizvi College of Engineering, Mechanical Branch has been approved in practical fulfillment of requirement for the degree of Bachelor of Engineering.
Prof.P.T. MirchandaniProject Guide
Prof. K.S. Raman Dr. Varsha ShahHead of Department Principal
Internal Examiner External Examiner
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ACKNOWLEDGEMENT
It is indeed a matter of great pleasure and proud privilege to be able to
present the project and report on “CAR OPERATING ON AIR MOTOR”.
The completion of a project is a milestone in student’s life and its execution
is inevitable in the hands of the guide. Many people have contributed in
successfully making of this project.
We are highly indebted to our project guide Prof. P. T. Mirchandani for his
invaluable guidance, enduring efforts, patience and enthusiasm which has given a
sense of direction, purposefulness to this project and ultimately made it a success.
His valuable suggestions have not only contributed for systematically completion
of our project work but have also given form and substance to this report.
We are very thankful to Head of Mechanical Department, Prof. K. S.
Raman for the co-operation.
We would like to express our deep regards and gratitude to the Principal Dr.
Varsha Shah for her co-operation and making all the facilities available to us.
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PREFACE
We take an opportunity to present this project report on “CAR
OPERATING ON AIR MOTOR” and put before readers some useful
information regarding our project.
We have made sincere attempts and taken every care to present this matter in
precise and compact form, the language being as simple as possible.
We are sure that the information contained in this volume would certainly
prove useful for better insight in the scope and dimension of this project in its true
perspective.
The task of completion of the project though being difficult was made quite
simple, interesting and successful due to deep involvement and complete
dedication of our group members.
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CHAPTER DESCRIPTION PAGE NO.
1. Introduction 6
2. The Air Motor 8
3. Principle of Working 12
4. Material 16
5. Design 21
6. Cost Estimation 34
7. Fabrication 40
8. Maintenance 45
9. Future Scope 53
10. References 54
INDEX
CHAPTER 1:INTRODUCTION
The Air car is a car currently being developed and, eventually, manufactured by
MoteurDeveloppement International (MDI), founded by the French inventor Guy Nègre. It will
be sold by this company too, as well as by ZevCat, a US company, based in California.
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The air car is powered by an air motor, specifically tailored for the car. The used air motor is
being manufactured by CQFD Air solution, a company closely linked to MDI.
The motor is powered by compressed air, stored in a carbon-fiber tank at 4500 psi. The motor
has injection similar to normal motors, but uses special crankshafts and pistons, which remain at
top dead center for about 70% of the motor's cycle; this allows more power to be developed in
the motor.
Though some consider the car to be pollution-free, it must be taken into acount that the tanks are
recharged using electric (or gasoline) compressors, resulting in some pollution, if the electricity
used to operate the compressors comes from polluting power plants (such as gas-, or coal-power
plants). Solarpower could possibly be used to power the compressors at fuel station.
The cars MDI will produce are not being sold (May 2006), and have been said to be coming into
production "soon" since at least 1998. It was, for example, announced to make its public debut in
South Africa in 2002[1], or "within six months" in January 2004 [2] Since there thus seems to be a
delay, potential buyers can also buy their cars from ZevCat (for the time being).
Besides MDI, there is also another company that delivers fully assembled cars running on
compressed air (+electric), it is called Energine Corporation and their cars are more precisely
named pneumatic-pneumatic electric vehicles (PHEV)s.
The application of pneumatic actuators has been extending widely in many fields since 1960s,
because of cleanness, low-cost, little maintenance, etc. However, when the world neared the end
of the 20th century, energy efficiencies of all kinds of driving systems were discussed and
compared at the background of facing the problem of energy and environment in the world. As a
result, it was reported that the energy efficiency of pneumatic systems is very poor compared
with electrical systems and hydraulic systems, and it is even lower than 20%[1].
Today, most of users are making efforts in cutting down the air consumption in their plants such
as avoiding air leakages, adjusting operating pattern of devices and so on. At the same time,
pneumatic equipment’s manufacturers are accelerating the development of products that can save
energy. However, with regard to the research of pneumatic technology, there is not any clear
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method to calculate the available energy of compressed air, and it is not clarified how much
energy are lost in supply pipes or at actuators.
Because of air compressibility, heat transfer, etc., it is difficult to establish a method to have an
energy assessment for pneumatic systems. Among pneumatic equipment’s, it is considered that
actuator and air compressor result in the low energy transformation efficiency of pneumatic
systems.
Although there are many projects with the purpose to discuss the characteristics of cylinders, the
study of energy on cylinders is little. As the main actuator of pneumatic systems, large quantities
of cylinders are used in automatic production lines. It is an important project to establish an
energy assessment method for pneumatic systems and to clarify the energy consumption of air
cylinders.
In this project, firstly, the concept “energy” is introduced to assess the available energy of
compressed air instead of enthalpy. Its calculation and characteristics are also introduced. Then,
the distribution of supplied energy at one actuation cycle of cylinder is discussed based on
simulation with proved mathematic model of cylinder actuation. Lastly, in order to compare the
energy distribution pattern between meter-out and meter-in circuit, horizontally and vertically
actuating cylinder with those two circuits are also investigated.
Chapter 2: The Air Motor
7
Air motor
The air motor is an emission-free piston motor using compressed air. The motors are similar to
steam engine as they use the expansion of externally supplied pressurized gas to perform work
against a piston.
For practical application to transportation, several technical problems must be first addressed:
As the pressurized air expands, it is cooled, which limits the efficiency (combined gas law). This
cooling reduces the amount of energy that can be recovered by expansion, so practical motors apply
ambient heat to increase the expansion available.
Conversely, the compression of the air by pumps (to pressurize the tanks) will heat the air. If this heat
is not recovered it represents a further loss of energy and so reduces efficiency.
Storage of air at high pressure requires strong containers, which if not made of exotic materials will
be heavy, reducing vehicle efficiency, while exotic materials (such as carbon fiber composites) tend
to be expensive.
Energy recovery in a vehicle during braking by compressing air also generates heat, which must be
conserved for efficiency.
It should be noted that the air motor is not truly emission-free, since the power to compress the air
initially usually involves emissions at the point of generation.
The principle advantages for an air powered vehicle are:
Fast recharge time
Long storage lifetime (electric vehicle batteries have a limited useful number of cycles, and
sometimes a limited calendar lifetime, irrespective of use).
Potentially lower initial cost than battery electric vehicles when mass produced.
The most recent development uses pressurized air as fuel in an motor invented by Guy Nègre, a
Frenchmotorer. A similar concept is currently being developed by the
UruguayanmotorerArmando Regusci and an Australian Angelo Di Pietro . Despite interest in the
technology, no company has yet put a vehicle using this technology into mass production. A
successful vehicle would offer many of the advantages of a battery air operated car with the
Principle of operation: - It actually works on the principle of Pascal’s Law. Here the pressure energy of the air passing through the vanes of air motor is converted into kinetic energy across the vanes of the air motor and the rotation of the air motor shaft starts as the vanes and impeller is installed on the shaft.
Working of a typical Vane-type Air Motor: - A typical vane-type air motor is shown in figure. This particular motor provides rotation in only one direction. The rotating element is a slotted rotor which is mounted on a drive shaft. Each slot of the rotor is fitted with a freely sliding rectangular vane. The rotor and vanes are enclosed in the housing, the inner surface of which is offset from the drive shaft axis. When the rotor is in motion, the vanes tend to slide outward due to centrifugal force. The distance the vanes slide is limited by the shape of the rotor housing. This motor operates on the principle of differential areas. When compressed air is directed nto the inlet port, its pressure is exerted equally in all directions. Since area A is greater than area B, the rotor will turn counterclockwise. Each vane, in turn, assumes the No. 1 and No.2 positions and the rotor turns continuously. The potential energy of the compressed air is thus converted into kinetic energy in the form of rotary motion and force. The air at reduced pressure is exhausted to the atmosphere. The shaft of the motor is connected to the unit to be actuated. Many vane-type motors are capable of providing rotation in either direction. A motor of this design is shown in figure. This motor operates on the same principle as the vane motors shown in figure . The two ports may be alternately used as inlet and outlet, thus providing rotation in either direction. Note the springs in the slots of the rotor. Their purpose is to hold the vanes against the housing during the initial starting of the motor, since centrifugal force does not exist until the rotor begins to rotate.
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Vane-type Air Motor
13
A: Air is drawn in through the intake valve.
B: Air is contained between the rotor and stator wall.
C: Air is compressed by decreasing volume. Oil is continually injected to cool, seal and lubricate.
D: High pressure air passes into the primary oil separator.
E: Remaining traces of oil are removed in a final separator element, providing high quality air.
F: System air passes through the aftercooler, removing most of the condensate.
G: Oil is circulated by internal air pressure. It passes through an air-blast oil cooler and filter before being returned to the compressor.
H: Air flow is regulated by an inbuilt modulation system.
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General Working of the Air Car: - The car is taken at the compressor site. The compressor is made ON till the pressure in the storage tank reaches 12 bar pressure. Here the minimum operating pressure required to propel the vehicle is 7 bar. The flexible hose is coupled with the compressor tank and the air storage tank installed on the air car. Keeping the compressor ON, The air storage tank on the frame of the vehicle is inflated up to 12 bar pressure. Then the compressor coupling pipe is removed. The utility valve which supplies the air from the air tank to the direction control valve is gradually opened. The 5/2 direction control valve is operated such that the air motor starts operating.
The air motor shaft is installed with the sprocket wheel and chain arrangement such that it will drive the other sprocket wheel which is installed on the wheel shaft. The wheel starts rolling and the vehicle is propelled towards forward direction.
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Chapter 4: Material selection and requirements.
To prepare any machine part, the type of material should be properly selected, considering design, safety and following points:-
The selection of material for motorering application is given by the following factors:-
1) Availability of materials.
2) Suitability of the material for the required components.
3) Suitability of the material for the desired working conditions.
4) Cost of the materials.
5) In addition to the above factors the other properties to be considered while selecting the material are as follows :-
Physical properties:-
These properties are co lour, shape, density, thermal conductivity, electrical conductivity, melting point etc.
Mechanical properties:-
The properties are associated with the ability of the material to resist the mechanical forces and load. The various properties are:-
i) Strength:- It is the property of material due to which it can resist the external forces without breaking or yielding.
ii) Stiffness: - It is the ability of material to withstand the deformation under stress.
iii) Ductility:- It is the property of material due to which it can be drawn into wires under a tensile load.
iv) Malleability:- It is the property of material which enables it to be rolled in to sheets.
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v) Brittleness: - It is the property of material due to which it breaks into pieces with little deformation.
vi) Hardness: - It is the property of material to resist wear, deformation
And the ability to cut another material.
vii) Resilience: - It is the ability of the material to store energy and resist
the shock and impact loads.
viii) Creep: - It is the slow and permanent deformation induced in a
part subjected to a constant stress at high temperature.
We have selected the material considering the above factors and
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Also as per the availability of the material, the materials which cover most of the above properties are :-
1) MILD STEEL:-
Composition :- Carbon→ 0.20 % - 0.30%
Manganese→ 0.30% - o.60%
Properties :- Tensile strength 44.54 kgf/mm²
Yield stress 28 kgf/mm²
Hardness 170 BHN
Uses :- General purpose steels for low stressed components.
2) BEARING METALS :-
They may be classified into:
I) Copper base bearing metals.
II) Tin base bearing metals
III) Lead base bearing metals.
IV) Cadmium base bearing metals.
Copper has metals are used for application of heavier Pressures.
Tin base, lead base and cadmium base metal are also known as white metal
alloys. Tin base metals are used for application of high pressure and loan. Lead base metals are used for light loads and pressure.
Cadmium base metals have more compressive strength as compared to the base metals used for elevated temperature.
The application of cast iron & steel may be specified as follows:
1. Steel should be preferred for simple heavily loaded structure, which are to be manufactured in small numbers; this is due to the factor that in lightly loaded structures the higher mechanical properties of steel cannot be fully exploited.
2. Cast iron should be preferred for complex structures subjected to normal loading. When these structures are to be made in large numbers.
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3. Lately, combined welded and cast structures are becoming popular. They are generally used where a steel structure is economically suitable but is difficult to manufacture wing to the complexity of some portions; these complex portions are separately cast & welded to the main structures.
The following is a table consisting the various materials and their quantities used along with an estimate cost.
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SR NO
PART NAME MATERIAL QTY COST
1 TANK MS 50 KG 3400
2 PNE MOTOR STD 1 nos 3500
3 WHEEL MS 3nos 1800
4 SPROCKET MS 2 nos 450
5 CHAIN CI 1 nos 160
6 PRESSURE GAUGE STD 1nos 650
7 FRAME RU 1 nos 800
8 STEERING STD 1nos 360
9 SWITCH MS 1 nos 450
10 PIPE STD 3 m 100
11 CONNECTOR MS 3 nos 120
12 WELDING ROD - 1 50 nos 350
13 COLOUR - 2 lit 200
14 MISCELLANEOUS 1000
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Chapter 5: DESIGN
DESIGN OF AIR CAR
Assumption
Design load for one person = 100 kg = 980 N
Weight of machine = 56 kg = 56 x 9.81 =549 N
Frictional loss = 5 % of total weight
Total load = 980 + 549 + 76 =1605 N
Capacity of air motor = 0.5 hp and speed 2500 rpm
Now for thickness of cylinder wall of cylinder,
We have, t = pd/2ft1 where p = internal pressure= 25 kg/cm2 = 2.45N/mm2,
& d = diameter of cylinder=215 mm selected, ft1 = permissible stress.
We have ultimate stress for cylinder material ft1 = 380 N/mm2psg 1.12 c07
structural steel
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Id = 215 mm
od = 219 mm mm
960 mm mm
Considering factor of safety as 2.
We get permissible stress = ultimate stress/factor of safety
ft1 =380/2
ft1 = 190 N/mm2
Inputting these value in the thickness formula,
We get, t = 2.45 x 215/2 x 190
= 1.6 mm.
t = 1.6mm. ≈ 2 mm.
Outer dia of cylinder = 215 + (2 x 2) = 219mm
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DESIGN OF C-SECTION
Material: - M.S.
The vertical column channel is subjected to bending stress
Stress given by => M/I = fb / y
In above equation first we will find the moment of inertia about x and y
Axis and take the minimum moment of inertia considering the channel of
ISLC 75 x 40 sizes.
B = 40
t = 5b = 35
H = 75 h = 65
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We know the channel is subject to axial compressive load
In column section the maximum bending moment occurs at channel of section
M = W x L/4
M = 1605 x 915/4
M = 367143.75 N-mm
We know
fb = M/Z
Z = (BH3 – bh3)/6H
Z = (40 X 753 – 35 X 653)/6 X 75
Z = (16875000 -9611875) / 450
Z = 16140 mm3
Now check bending stress induced in C section
fb induced = M/Z
fb induced = 367143 /16140 = 22.74 N / mm2
As induced stress value is less than allowable stress value design is safe.
fb = Permissible bending stress = 320 N / mm²
fb induced <fb allowable
Hence our design is safe.
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W 1605
915 mm
DESIGN OF WELDED JOINT OF CHANNEL:
The welded joint is subjected to pure bending moment. So it should be design for bending stress.
We know minimum area of weld or throat area
A = 0.707 x s x l
Where s = size of weld
l = length of weld
A = 0.707 x 3 x ( 75 X 2 )
A = 346.5 mm2
Bending strength of parallel fillet weld
P = A x fb fb = 70N / mm2
As load applied at the center of c section 1605 N .
We know ,ft = F /A
Calculating induce stress developed in welded joint
ftinduced = 1605 / 346.5
= 4.6 N /mm
As induce stress is less then allowable stress the design is safe.
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Circular welding
DESIGN FOR CIRCULAR FILLET WELD WELDED JOINTS: -
Diameter of pipe = D = 219 mm.
Size of weld = s =3 mm
INTERNAL FORCE
P = F/A
2.45 = F / (3.14 X2192/4)
F = 12214 N
12214
. fs = -----------------
. Shear area
12214
= ----------------
π .D x t
12214
= ----------------
π x 219 x t
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now, t = s.cos45 = 0.707 s = 0.707 x 3 = 2.121 mm
12214
= ----------------
π x 219 x 2.121
.fs = 8.3 N/mm2
Fsindused = 8.3 N/mm2
As induced stress value is less than allowable value, which is 70 N/mm2
So design is safe.
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DESIGN OF CHAIN & SPROCKET
We know,
TRANSMISSION RATIO = Z2 / Z1 = 40/12 = 3.33
For this transmission ratio number of teeth on pinion sprocket is in the range of 21
to 10, so we select number of teeth on pinion sprocket as 12 teeth.
So, Z1 = 12 teeth
SELECTION OF PITCH OF SPROCKET
The pitch is decided on the basis of RPM of sprocket.
RPM of pinion sprocket is variable in normal condition it is = 2000 rpm
For this rpm value we select pitch of sprocket as 6.35mm from table.
P = 6.35mm
CALCULATION OF MINIMUM CENTER DISTANCE BETWEEN SPROCKETS
THE TRANSMISSION RATIO = Z2 / Z1 = 40/12 = 3.33 which is less than 5
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So from table,
MINIMUM CENTER DISTANCE = C’ + (80 to 150 mm)
Where C’ = Dc1 + Dc2
2
C’ = 80 + 25
2
C’ = 52.5 mm
MINIMUM CENTER DISTANCE = 52.5 + (30 to 150 mm)
MINIMUM CENTER DISTANCE = 150 mm
CALCULATION OF VALUES OF CONSTANTSK1 K2 K3 K4 K5 K6
Load factor K1 = 1.25 ( Load with mild shock )
Factor for distance regulation K2 = 1.25 ( Fixed center distance)
Factor for center distance of sprocket K3 =0.8
Factor for position of sprocket K4 = 1
Lubrication factor K5 = 1.5 (periodic)
Rating factor K6 = 1.0 (single shift)
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CALCULATION OF VALUE OF FACTOR OF SAFETY
For pitch = 6.35 & speed of rotation of small sprocket = 2000 rpm
FACTOR OF SAFETY = 8.55
CALCULATION OF VALUE OF ALLOWABLE BEARING STRESS
For pitch = 6.35 & speed of rotation of small sprocket = 2000 rpm
ALLOWABLE BEARING STRESS = 2.87 kg / cm2
= 2.87 * 981 / 100 =28 N /mm2
CALCULATION OF COEFFICENT OF SAG K
For horizontal position coefficient of sag K = 6
CALCULATION OF MAXIMUM TENSION ON CHAIN
As we know maximum torque on shaft = Tmax =T2 = 278720 N-mm
Where ,
T1 = Tension in tight side
T2 = Tension in slack side
O1,O2 = center distance between two shaft
From fig.
Sin = R1 - R2
O1O2
Sin = 40 - 12.5
150
30
Sin = 0.18
= 10.36
TO FIND = (180 –2 ) X 3.14/180
= (180 –2*10.36 ) X 3.14/180
= 2.7 rad
we know that,
T1/T2 = e
T1/T2 = e0.35 x 2.7
T1 = 2.57T2
We have,
T = ( T1 – T2 ) X R
278720 = ( 2.57 T2 – T2 ) X 40
T2 = 4438 N
T1 = 2.57 X 4438
T1 = 11406 N
So tension in tight side = 11406 N
We know ,
Stress = force / area
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Stress induced =11406/ ( 3.14 * 82 / 4 )
Stress induced = 227 N /mm2
As induced stress is less than allowable stress = 320N /mm2design of sprocket is safe
.
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Dia 20 mm
Dia 400 mm
Design of steering shaft
Dia of steering = 400 mm
Manual force applied on steering = 30 kg = 300 N
Torque = F x R = 300 x 400 = 120000N mm
We know
T = 3.14 /16 x fs x d3
120000 = 3.14 / 16 x 340 x d3
D = 12.16 mm
Taking factor of safety = 1.5
D actual = 12.16 x 1.5
D = 18.9 = 20 mm
For 20 mm dia shaft we select P204 bearing from design data book.
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Chapter 6: Fabrication
The process of conversion of raw material in to finished products using the three resources as
Man, machine and finished sub-components.
Manufacturing is the term by which we transform resource inputs to create Useful goods and
services as outputs. Manufacturing can also be said as an intentional act of producing
something useful. The transformation process is shown below-
Input conventional process out put
Element Transformation Useful product Material Machines Products Data Interpretation Knowledge Energy Skill Services Variable cost Fixed cost Revenue
It’s the phase after the design. Hence referring to the those values we will plan The various
processes using the following machines:-
i) Universal lathe
ii) Milling machine
iii) Grinding machine
iv) Power saw
v) Drill machine
vi) Electric arc welding machine
Machining Operations
Machining operations involve various metal cutting processes that include:
Turning
Drilling
Milling
Reaming
Threading
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Broaching
Grinding
Polishing
Planning
Cutting and shaping
Machining processes use cutting tools of some sort that travel along the surface of the work
piece, shearing away the metal ahead of it. Most of the power consumed in cutting is transformed
into heat, the major portion of which is carried away by the metal chips, while the remainder is
divided between the tool and work piece. Interface temperatures of up to 200°F have been
measured
Turning processes and some drilling are done on lathes, which hold and rapidly spin the work piece
against the edge of the cutting tool. Drilling machines are intended not only for making holes, but also for
reaming (enlarging or finishing) existing holes. Reaming machines using multiple cutting edge tools also
carry out this process.
Milling machines also use multiple edge cutters, in contrast with the single point tools of a lathe. While
drilling cuts a circular hole, milling can cut unusual or irregular shapes into the work piece.
Broaching is a process whereby internal surfaces such as holes of circular, square or irregular shapes, or
external surfaces like keyways are finished. A many-toothed cutting tool called a broach is used in this
process. The broaches teeth are graded in size in such a way that each one cuts a small chip from the work
piece as the tool is pushed or pulled either past the work piece surface, or through a leader hole
(Baumeister 1967). Broaching of round holes often gives greater accuracy and better finishes than
reaming.
Metal Surface Treatment And Plating
Operations
Metal surface treatment and plating are practiced by most industries engaged in forming and
finishing metal products, and involve the alteration of the metal work piece’s surface properties,
in order to increase corrosion or abrasion resistance, alter appearance, or in some other way
enhance the utility of the product. Plating and surface treatment operations are typically batch
operations, in which metal objects are dipped into and then removed from baths containing
various reagents for achieving the required surface condition. The processes involve moving the
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object to be coated (the work piece) through a series of baths designed to produce the desired end
product.
36
Operation Sheet No. 1
COMPONENT: FRAME
MATERIAL:- M.S. ANGLE
QUANTITY : - 1
SR. NO
DESCRIPTION OF OPERATION
MACHINE USED
CUTTING
MEASUREMENT TIME
1 Cutting the angle in to length as per dwg
Gas cutting machine
Gas cutter
Steel rule 15min.
2 Cutting the angle in to number of piece as per dwg
Gas cutting machine
Gas cutter
Steel rule 15min.
3 Filing operation can be performed on cutting side and bring it in perpendicular C.S.
Bench vice File Try square 15 min.
4 Weld the angles to the required size as per the drawing
Electric arc welding machine
------- Try square 20 min
5 Drilling the frame at required points as per the drawing.
Radial drill machine
Twist drill
Verniercalliper 10 min.
37
Operation Sheet No. 2COMPONENT: AIR TANK CYLINDER
MATERIAL:- Bright steel
MATERIAL SPECIFICATION:- 170 mm Ф x 5mm x 400mm length
S.N OPERATION M/C USED TOOL/GAUGE TIME
1 Cut the bright steel. cylinder of
170mmdiameter 400mm length
Of 5 mm thickness
Hydraulic
power saw
cutting
machine.
H.S. blade and steel
rule
20 min
2 Bore it , turn it for 200 length Universal
lathe
3- jaw chuck,
Steel rule
50 min
3 Make the circular hole and drill it and
tap it enough to hold the fitting
Radial drill
machine and
vernier caliper
steel rule, vernier
caliper
30min
4 Cut the two plates for 170
& drill the two plates to hold using nut
and bolts, along with the packing.
Gas cutter,
Radial drill
machine, tap
set
5 mm and 3mm ф
diameter twist drill,
25mm dia twist drill
10 min
5 Hold the bottom and side plates
together by welding
Electric arc
welding
machine
M.S. welding rods and
chipping hammer.
30 min
6 Install the cylinder concentrically with
the first cylinder by drilling and tapping
with the two 100 mm plates
Electric arc
welding
machine
M.S. welding rods and
chipping hammer.
30 min
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PART NAME – FRAME
SIZE – AS PER DRAWIING
SR. NO.
DISCRIPTION OF ACTIVITY
1 Inspection of raw material
2 Raw material purchasing
3 Marking and cutting of material
4 Change of operation
5 Chamfering the edges
6 Inspection of finished angles
7 Storage
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Chapter 7: Cost Estimation
Cost estimation may be defined as the process of forecasting the expenses that must be
incurred to manufacture a product. These expenses take into a consideration all
expenditure involved in a design and manufacturing with all related services facilities such
as pattern making, tool, making as well as a portion of the general administrative and
selling costs.
PURPOSE OF COST ESTIMATING:
1. To determine the selling price of a product for a quotation or contract so as to ensure a
reasonable profit to the company.
2. Check the quotation supplied by vendors.
3. Determine most economical process / material to manufacture the product.
4. To determine standards of production performance that may be used to control the cost.
BASICALLY THE BUDGET ESTIMATION IS OF TWO TYRES:
1. Material cost
2. Machining cost
MATERIAL COST ESTIMATION:
Material cost estimation gives the total amount required to collect the raw material, which
has to be processed or fabricated to desired size and functioning of the components. These
materials are divided into two categories.
1. Material for fabrication:
In this the material in obtained in raw condition and is manufactured or processed to
finished size for proper functioning of the component.
1. Standard purchased parts:
This includes the parts, which was readily available in the market like allen screws etc. A
list is forecast by the estimation stating the quality, size and standard parts, the weigh of
raw material and cost per kg.
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MACHINING COST ESTIMATION:
This cost estimation is an attempt to forecast the total expenses that may include
manufacturing apart from material cost. Cost estimation of manufactured parts can be
considered as judgment on and after careful consideration, which includes labour, material
and factory services required to produce the required part.
PROCEDURE FOR CALCULATION OF MATERIAL COST:
The general procedure for calculation of material cost estimation is after designing a
project a bill of material is prepared which is divided into two categories.
a. Fabricated components
b. Standard purchased components
2. The rates of all standard items are taken and added up.
3. Cost of raw material purchased taken and added up.
LABOUR COST:
It is the cost of remuneration (wages, salaries, commission, bonus etc.) of the employees of a
concern or enterprise. Labour cost is classifies as:
1 Direct labour cost
2 Indirect labour cost
Direct labour cost:
The direct labour cost is the cost of labour that can be identified directly with the
manufacture of the product and allocated to cost centers or cost units. The direct labour is
one who counters the direct material into saleable product; the wages etc. of such
employees constitute direct labour cost. Direct labour cost may be apportioned to the unit
cost of job or either on the basis of time spend by a worker on the job or as a price for some
physical measurement of product.
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Indirect labour cost:
It is that labour cost which cannot be allocated but which can be apportioned to or
absorbed by cost centers or cost units. This is the cost of labour that doesn’t alters the
construction, confirmation, composition or condition of direct material but is necessary for
the progressive movement and handling of product to the point of dispatch e.g.
maintenance, men, helpers, machine setters, supervisors and foremen etc. The total labour
cost is calculated on the basis of wages paid to
thelabour for 8 hours per day. Cost estimation is done as under
Cost of project = (A) material cost + (B) Machining cost + (C) lab our cost(A) Material cost is calculated as under: -
i) Raw material cost
ii) Finished product cost
i) Raw material cost:-
It includes the material in the form of the Material supplied by the “ Steel authority of
India limited” and ‘Indian Pneumatic co.,’ as the pressure fittings, square rods, and plates
along with the strip material form.
The cost of the raw material is as follows: -
Angles – 600/-
Shaft --- 400/-
Handle pipe --- 300/-
m.s. sheet for tank – 2000/-
strips – 200/-
Total of above = 3500/- Rs.
ii) Finished product cost:-
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Following the components which we have directly purchased from the Market, being easily
available and cheaply availably available as compared to their manufacturing cost
1) AIR MOTOR, 10 KG-M TORQUE, 200 RPM = 4000/-
2) Servo-system 30-no oil—1 liter = 120/-
3) Hose pipe = 250/-
4) Galvanized pipe ½” dia = 100/-
5) Bush (gun metal) = 90/-
6) Air seals at motor inlet—2nos = 90/-
7) Cir-clips –10 nos = 100/-
8) color green ,blue, black= 200/-
9) nut bolt and washers (24)= 150/-
10) 6204 bearings –2 nos = 200/-
11) 4 nos springs10Ø &20Ø = 200/-
12) bright pins 8mmØ = 050/-
13) WHEELS = 1200/-
14) pressure fittings and direction control valve =2600/-
Total cost of the finished components = Rs.12,850/-
B ) DIRECT LABOUR COST
Sr.no.Operation Hours
Rate per
hourAmount
1.Turning 10 150 1500
2.Milling 2 150 300
3.Drilling 7 100 700
4. Welding 16 175 2800
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5.Grinding 3 60 180
6.Tapping 3 40 120
7.Cutting 8 40 320
8. Gas cutting
8 50 400
9.Assembly 2 100 200
10.Painting 2 100 200
TOTAL 6720/-
Total Cost: Rs. 19570 /-
Chapter 8: Maintainence
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No machine in the universe is 100% maintenance free machine. Due to its continuous use it is
undergoing wear and tear of the mating and sliding components. Also due to the chemical
reaction takes place when the material comes in the contact with water, makes its corrosion.
Hence it is required to replaced or repaired. This process of repairing and replacing is called as
maintenance work.
AUTONOMOUS MAINTAINENCE ACTIVITY:-
1) Conducting initial cleaning & inspection.
2) Eliminate sources of dirt, debris, excess lubricants etc.
3) Improve cleaning maintainability.
4) Understand equipment functioning.
5) Develop inspection skills.
6) Develop standard checklists.
7) Institute autonomous inspection.
8) Organize and manage the work environment.
9) Manage equipment reliability.
CLAIRCLEANING,LUBRICATING, ADJUSTMENT, INSPECTION
CLEANING
Why cleaning ?
Prevent or eliminate contamination.
Find ways to simplify the cleaning process.
Facilitates through inspection when done by knowledgeable operators and \ or maintainers.
CLEANING IS INSPECTION….
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Clean equipmentthoroughly
Identify difficulties to clean areas
Detect deterioration and defective parts in equipment
Look at and touch every area on the equipment
Free equipment fromcontamination
Expose hiddendefects
Remarkable sources of contamination
Normal Orabnormal
What to look for when cleaning.
Missing part
Wear
Rust and corrosion
Noise
Cracks
Proper alignment
Leaks
Play or sloppiness
VISUAL AIDS TO MAINTAIN CORRECT EQUIPMENT CONDITION
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CLEANING PROCESS
CHRONIC LOSSES
Remedial action unsuccessful
LOSS ISRECOGNISED
LOSS ISUNRECOGNISED
Remedial action Can not be taken
Remedial action is not taken
Match marks on nut and bolts
Color marking of permissible operating ranges on dials and gauges
Marking of fluid type and flow direction of pipes
Marking at open / closed position on valves
Labeling at lubrication inlets and tube type
Marking minimum / maximum fluid levels
Label inspection sequences
ADJUST & MINOR REPAIR
Minor repairs if
Trained
Experienced
Performs safety
Simple tool required
Not longer than 20/30 minutes
CHRONIC DEFECTS
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CRONIC DEFECTS
EQUIPMENT IMPROVEMENT
Restore obvious deterioration throughout.
Establish plan select pilot area , determine bottleneck.
Study and understand the production process.
Establish goals for improvement.
Clarify the problem, collect the reference manuals contact resources.
Conduct evaluation through such techniques as RCM analysis, FMECA, FTA (Root
cause failure analysis).
Determine improvement priorities, costs and benefits.
Execute improvement in pilot area standardize technique and document what you
have done.
Monitor results and optimize based on those results.
Implement plant wide
EQUIPMENT RESPONSIBILITIES OF OPERATOR
Operation with the proper standard procedure.
Failure prevention.
Failure resolution.
Inspection.
Equipment up keep.
Cleaning.
Lubricating.
Lightning fasteners.
Minor repairs.
Troubleshooting.
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Wear of Working Parts
No equipment in the universe is 100% maintenance free equipment, either it may be human or
machine. In Basics Section 2.2.3.2, we discussed the effects of pin wear. When a chain is
operating, the outer surface of the pin and inner surface of the bushing rub against one another,
wearing little by little.
When a chain is operating, obviously other parts are also moving and wearing. For
example, the outer surface of the bushing and inner surface of the roller move against one
another. In the case of transmission chain, the roller and bushing wear is less than that of
the pin and the inner surface of the bushing because the chance of rubbing is generally
smaller. Also, it is easier to apply lubrication between the bushing and roller. The progress
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of pin-bushing wear is shown in Figure 2.20, in which the horizontal axis is the working
hours and the vertical axis is the wear elongation (percent of chain length).
Figure 2.20 Pin-Bushing Wear During Operation
In Figure 2.20, O-A is called "initial wear." At first the wear progresses rapidly, but its ratio is
less than 0.1 percent and usually it will cease within 20 hours of continuous operation. A-B is
"normal wear." Its progress is slow. B-C is "extreme wear." The limit of ³allowable wear² (the
end of its useful life) will be reached during this stage (1.5 to 2.0 percent).
The solid line reflects a case of using chain with working parts that were lubricated in the
factory, but were not lubricated again. If you lubricate regularly, the pin and the bushing
continue to exhibit normal wear (reflected by the dotted line), and eventually run out their useful
life.
If you remove all the lubricants with solvents, the wear progresses along a nearly straight line,
and the life of the chain is shortened. The dashed line shows this.
The factors that affect chain wear are very complicated. There are many considerations, such as
lubrication, assembly accuracy, condition of produced parts, and the method of producing parts;
therefore, wear value can¹t be greatly improved by merely changing one factor. In transmission
chain, JIS B 1801-1990 regulates the surface hardness of the pin, the bushing, and the roller (as
shown in Table 2.2) to meet the multiple requirements for wear resistance and shock resistance.
TESTING PROCEDURE
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Following procedure is adopted for testing the air operated car:-
o Connect the compressor to the tank reservoir of the air operated car using hose
pipe and coupling.
o Start the compressor till the air pressure reaches up to 7.5 bar pressure.
o Let the pressure in the reservoir may increase up to 10 bar.
o Disconnect the compressor.
o Ensure not leaking of the air from the tank.
o Operate the air flow direction control valve to operate the air motor.
o Increase the supply of air from the tank to the motor slowly till desired speed is
achieved.
o Connect externally the tachometer to the wheel shaft of the air operated car.
o Check the rpm for different valve opening and the pressure value.
TROUBLE SHOOTING
Following troubles may be found and those may be rectified as follows:-
Sr.no. Trouble found Rectification and remedies
1 The air tank pressure is not increasing Check the compressor,if not working
replace or repair it
Check the pressure gauge if working
properly
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Check and rectify the chocked air
supply lines
2 Wheels not rotating Check the operation of the air motor,
if faulty repair the rotor.
Check the air supply lines if chocked.
Repair and lubricate the chain and
sprocket drive
3 Vehicle not taking the load Check the air pressure
Lubricate the drive system.
Check the air pressure in wheel tyres
also
Overhaul the air motor.
4 Air supply being improper Check the compressor
Check the functioning of direction
control valve.
5 Air pressure not lasting Rectify the leakages from the tank,
pipe lines and coupler
Seal the fittings properly with sir tight
sealings
Chapter 9: Future Scope
Being manufactured the innovative creation still every creation always have little bit scope
fro the future modification. Hence following different modifications can be done to have
future advancement in our creation:-
1. it itself can be installed with battery operated high pressure rating type air compressor
such that there is no periodical need of inflating the air tank frequently.
2. Its body can be made sporty to increase it’s asthetic look and the shape can be made
aerodynamic and presentable.
3. It can be installed with the IC engine to charge the Battery to drive the air motor.
4. It can be installed with the front wheel pair and the steering mechanism to make it four
wheeled car.
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Comparision between Internal Combustion Engine & Air Operated Engine
Sr No Internal Combustion Engine
Air Operated Engine
1 Runs Hot Runs Cold
2 Heavy Lubrication Light Lubrication
3 Heavy Cooling Needed Self Cooling
4 Exhaust Pipe System No exhaust No Fumes
5 Gas Tank Air Tank
6 Radiator Compressor
7 Heavy Pollution Zero Pollution
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8 $ 60 Fuel weekly range per fueling
$10 Annually
9 Fuel Cost $ 10,000 Zero Cost
REFERENCES
1. ^ Kevin Bonsor (2005-10-25). How Air-Powered Cars Will Work. HowStuffWorks.
Retrieved on 2006-05-25.
2. ̂ Robyn Curnow (2004-01-11). Gone with the wind. The Sunday Times (UK).
Retrieved on 2006-05-25.
OTHER References
WORKSHOP TECHNOLOGY– HAZARA CHOUDHARY
ELECTRICAL MACHINE DESIGN – A.K.SAWHNEY
MACHINE DESIGN – R.S. KHURMI
PRODUCTION TECHNOLOGY– BANGA AND SHARMA
PRODUCTION PLANNING AND CONTROL – BANGA AND SHARMA