DESIGN AND FABRICATION OF MULTI NUT

TIGHTER

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 ABSTRACT

Today the life of man is simple and comfortable as various resources are
available for each and process that a person has to perform in his day to
day life, and these resources and equipments helps the person to perform
his work in efficient and less time consuming manner. Today, the four
wheeler means a car available for more than 70% peoples in the urban
areas. There are many equipments are designed so that any operation
required to be done on a car can be done easily and in a shorter period of
time as possible. There is a problem that can be considered as time
consuming and requires more effort which is the opening of wheel of a car
for its replacement or any other operation. Today the unit of a wheel are
opened by one of which requires more efforts and consume a lot of time
.for this problem the unified wheel opener is an solution.
Unified wheel opener is a special purpose tool made to open/close all the
nuts of a wheel in one time less effort. Although various methods of
opening nuts are used, but they require a lot of effort to open a single nut
one by one. With the help of Unified Wheel opener we made arrangement
to open/close all the nuts by amplifying the torque. Different types of gears
& sprockets are arranged in such a way that if we apply 1Nm torque with
our hand, then we get 20Nm torque as output for combined operation. In
the work, we concentrate only one application domain i.e. Wheels of car-
Maruti 800. The main objective of work is to develop a mechanism in one
assembly, which can be made in automobiles. It can be successfully used
as a standard tool provided with a new vehicle. Also it can be used in
assembly line of automobiles, workshops and service stations. Designs is
simple, easily workable, and economical and try to satisfy all the aspects of
design consideration.

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 CONTENTS

ACKNOWEDGEMENT i
CERTIFICATE ii
ABSTRACT iii
CHAPTER 1 INTRODUCTION 1

1.1 Introduction 2
1.2 List of parts 3
1.3 Applications 4
1.4 Objective 4
1.5 Organization of work 4

CHAPTER 2 LITERATURE REVIEW 6

2.1 Introduction 7
2.2 Conclusion 16

CHAPTER 3 MATERIAL SELECTION 18

3.1 Introduction to engineering material 19

3.2 Engineering materials for product design 19
3.3 Selection criteria 20
3.4 Selection of material 22

CHAPTER 4 DESIGN PROCEDURE 25

4.1 Design and product cycle 26
4.2 Challenges of design engineering 26
4.3 Quality of good design 27
4.4 Introduction to design 27
4.5 Designing 30
4.6 Design procedure for gear and pinion 30
4.7 Design procedure for pinion shaft 31
4.8 Design procedure for compound shaft 32
4.9 Design procedure for output shaft 32

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CHAPTER 5 MANUFACTURING PROCESS 35
5.1 Gear 36
5.2 Axle 38
5.3 Assembly 40
5.4 Material purchase 41

CHAPTER 6 FUTURE WORKS 42

6.1 Future work 43

REFERANCES 44

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 CHAPTER-1

INTRODUCTION

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

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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
9 STUD 8
10 PLATES 2
11 KEY 1
12 RATCHET HANDLE 1

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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.

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.

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

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 CHAPTER-2

LITERATURE REVIEW

2.1 Introduction

A lot of research activities has been carried out on gears mechanisms since
very first gear was manufactured. A gear transmits the power from one
shaft to another in various relative position. Many engineers and designers
put there efforts in this field and succeeded also. They put all of their
knowledge and the studies about gears on papers, with the use of these
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 nonuniform speed. Also these papers tells about selection of material
for a gear depending upon requirement. There are a number of different
gears which have different application areas. The research papers helps in
choosing the appropriate type of gear.

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

controlled planetary gear trains describes that a mechanism is driven
by a motor at uniform speed. However, more and more researches indicate
that there are many advantages if a mechanism can be driven at non-
uniform speed, and this kind of mechanism is called a variable input
mechanism. The purpose of this work is to propose a novel approach for
driving a variable speed mechanism by using a cam-controlled planetary
gear train, and to investigate its feasibility by conducting prototype
experiments. First, the geometrical design is performed. Then, the
kinematic equations and the cam profile equations are derived based on the
geometry of the mechanism.

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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, 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 Taiwans urban areas. This cause air pollution in
Taiwans 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

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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 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.

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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 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

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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.

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

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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 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.

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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
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

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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 Webers interpretation of western
history. The second 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

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institutional effort to organize society along formal lines. Form is the rule,
an idea of what ought to be universal in social life; and for most of the
twentieth century the dominant forms have been those of bureaucracy,
particularly of national bureaucracy, since society has become identified to
a large extent with the nation-state. This identity may now be weakening
as a result of the digital revolution in communications and neo-liberal
economic policies (Hart 2001a). If there are to be new initiatives combining
public bureaucracy with informal popular practices in complementary ways,
we need to be aware of this historical context.
The formal and informal appear to be separate entities because of the use
of the term sector. This gives the impression that the two are located in
different places, like agriculture and manufacturing, whereas both the
bureaucracy and its antithesis contain the formal/informal dialectic within
themselves as well as between them. The need to link the sectors arises
from a widespread perception that their relationship consists at present of a
class war between the bureaucracy and the people. It was not supposed to
be like this. Modern bureaucracy was invented as part of a democratic
political project to give citizens equal access to what was theirs as a right.
It still has the ability to coordinate public services on a scale that is beyond
the reach of individuals and most groups. So it is disheartening that
bureaucracy (the power of public office) should normally be seen now as
the negation of democracy (the power of the people) rather than as its
natural ally.
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

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approach based on at least acknowledgement of those forms. Equally, the
formal sphere of society is not just abstract, but consists also of the people
who staff bureaucracies and their informal practices. Somehow the human
potential of both has to be unlocked together.

CONCLUSION
Taking the idea from all research paper which are included in the literature
review. We came to a point that by using gear-train mechanism we can
make a system which is used to open the nut of a wheel with minimum
torque so, as to eliminate the hard-work of person with minimum time. In
all research paper idea is given that how gear train works, and how the
power transmission take place.

Selection of material

Literature collection

Information collection

Selection of material

Designing of various components

Selection of manufacturing process

Future works

Fig. 1

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

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

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components of the unified wheel opener. Then the designing of the various
components is done so that each and every component will serve its proper
function and it will not fail after words. Then how to manufacture the
different components or the various manufacturing processes that are to be
used to manufacture the components are then studied. The fig. below
shows the various steps included in the project work.

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 CHAPTER-3

MATERIAL SELECTION

3.1 Introduction To Engineering Materials

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

working condition to which it will be subjected, ease of Manufacturing and
the cost considerations, pure metals find few applications in pure condition
and secondly they generally have poor strength in pure form. Various
desired and special properties can be achieved by addition of different
material to form alloys. Alloy comprises of a base metal and one or more
alloying elements. The typical properties associated with working condition
are tenacity elasticity toughness and hardness, toughness and typical
properties associated with manufacturing process is ductility, malleability
and plasticity. The various properties can be determined by testing
techniques e.g. tensile test resistance to abrasion by hardness test
toughness by impact test and other special properties like fatigue and creep
test.
3.2 Engineering Material For Product Design
All physical objects are made out of some material substance or other.
Mother Nature has her own set of building material for the objects of her
creation, living or non-living. Over the millennia, man has observed and
adapted many of these for making objects of his invention and design. For
engineering purposes, we now use a very wide spectrum of materials.
These generally fall under the following categories:-

Materials as found in nature used after only very minor preparation such
as cutting to size, sun-drying, mixing with water. Some examples are
coal, wood and stones.
Natural materials that are modified/ refined before use through some
physical, chemical or thermal processes that improve their utilization.

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 Synthesized materials that are rarely found freely in nature. These are
derived from one or more natural raw materials through major
transformation processes. Most of the materials used in modern
mechanical engineering belong to this category.
3.3 Selection Criteria
The designer selects the materials of construction for his product based on
several criteria such as its cost, the desirable properties that it should
possess, its availability, the preferred manufacturing processes that are to
be employed, etc. The overall economy is influenced by all these factors. In
special cases, essentiality and /or urgency of the need for the product can
supersede the economic considerations. The main criteria for material
selection are discussed below:
3.3.1 Cost Of The Material
The amount of raw materials, their composition, quality, any special heat-
treatment that is required, etc. influence the unit cost of materials. The unit
cost generally depends also on the quantity of raw material that is
purchased in a single lot. Special steel materials, for example, cost much
more in the market when purchased in small quantities from a retailer than
in bulk directly from the steel mill/stockyard.

3.3.2 Availability
The material should be readily available in adequate quantities. Material
availability is closely linked with the variety and level of technology
obtained in a given geographic location. Procuring materials from far and
wide can be expensive, due to the additional cost for transport, for
transporter taxes and duties etc.
3.3.3 Manufacturing Process

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Facilities for shaping and treating the selected material into the finished
product or component must be available for economic production.
Otherwise, the production cost goes up. For example, the selection of
forged alloy steel for a connecting rod design necessarily assumes that a
suitable forging facility is available along with the necessary dies and other
accessories. If the alloy is of a rare quality, then facilities for its heat
treatment might not be available.
3.3.4 Properties Of The Material
The desired function and performance of any product depends to a great
extent on the use of materials with the right physical and chemical
properties. In general mechanical engineering these properties can be
classified into different categories depending on how a particular property
affects the function and life of a component. The main property groups
are:-
Chemical Composition, specifying the contents of all the different
elements contained.
Properties of state, such as solid, liquid or gas, density, porosity,
temperature.
Strength related properties, such as ultimate strengths in tension,
compression and shear, yield strength/ 0.2% strength, fatigue
strength, notch sensitive, hardness, impact strength, effect of
high/low temperatures on strength, etc.
Strain related properties, such as elongation at fracture, elastic
moduli, ductility, malleability etc. these help to ensure the desired
rigidity/ elasticity, formability etc.
Wear related properties, that determine the erosion, abrasion,
friction etc. between components in contact/ relative motion.

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3.4 Selection Of Material

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

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

The elements which are specified and are added into the carbon steel are
carbon, manganese, phosphorus, sulphur and silicon. The effect of these
elements in carbon steel is given below:
CARBON contents are very important in determining the properties of
steel. The tensile strength of steel increases with increase in carbon
contents up to 0.83% and beyond this it drops quickly. Hardness
increases as the carbon contents increases. Ductility and weld ability
decreases with increase in carbon contents.
Manganese: Tensile strength and hardness increases with increase in
manganese content weld ability decreases by increase in manganese.
Manganese content in steel varies from 0.2 to 0.8%.
Phosphorus: Tensile strength and hardness increases with increase in
phosphorus content. The phosphorus content in steel varies from 0.005
to 0.12% and maximum content permitted is 0.4%. In low phosphorus
steel, phosphorus steel, phosphorus is dissolved in matrix and in others
it appears as phosphate precipitate.

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 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.
3.4.1 Stainless Steels
Stainless steel is iron base alloy that has a great resistance to corrosion. It
is observed that a thin, transparent and very tough film forms on the
surface of stainless steel which is inert or passive and does not react with
many corrosive material within a temp range of 235 0C to 9800C, it exhibits
strength, toughness and corrosion resistance superior to other metals. It is
just ideally suited for handling and storage of liquid helium, hydrogen,
nitrogen and oxygen that exist at cryogenic temp. The property of corrosion
resistance is obtained by adding chromium only or by adding chromium and
nickel together. Stainless steel is manufactured in electric furnaces.
3.4.2 Cast Iron
Cast iron is a general term applied to wide range of iron carbon alloys.
Their carbon contents are such as to cause some liquid of eutectic
composition (called ledeburite) to solidify. The minimum carbon contents
are therefore about 2% while the maximum is about 4.3%.

27
Cast iron should not be thought of as a metal having single element. It, at
least, possesses six elements. These are iron, carbon, silicon, manganese,
phosphorus and sulphur. Alloy cast iron has still other elements, which have
important effect on its physical properties.
3.4.3 Mild Steel
Plain carbon steel in which carbon contents ranges from 0.08 to below 0.3
are known as mild steel. Those mild steel in carbon contents is less than
0.15% are known as dead mild steel. Mild steel are not such effected by
heat treatment processes, especially hardening process. A decrease in
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.

28
29
 CHAPTER-4

DESIGN PROCEDURE

4.1 Design And Product Cycle

All engineering activities necessarily begin with some ideas with high or low
innovative content, translated into definite plans for their realization in the
form of products. This is the essence of design engineering. The ultimate
success depends on a thorough consideration of how the product will be
made and used as well as on the attention to detail paid by the design
engineering. This is applicable equally for a minor redesign of a existing
product or for a most innovative one. A good understanding of how the
various phases of the product cycle can influence the design is therefore
essential.The Product Cycle can be better understood by fig. 1.

4.2 The Challenges Of Design Engineering

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

as many different products as possible by as much number of users as
possible. It serves as an engine driving technology. The numbers put
manufacturing under pressure; the numbers as well as the variety put
greater pressure on design engineering. This is manifested by
Short time available for design, development and testing of the product
before it reaches the user.
Demands from the users for affordable cost combined with high quality
of performance and appearance.
Increasing number of competition who can supply a product of
equivalent value. On one side, the scientific cooperation and exchange of

30
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

Development/Design

Manufacture/Assemb
ly/Testing

Marketing/Applicatio
n Engineering, Sales

Use/Consumption/
Maintenance

Waste Products/
Obsolete Products

Life Cycle of a Product

31
 Fig. 1

4.3 Qualities Of A Good Design

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

Carry out the desired functions reliably.

Appeal both technologically and psychologically.
Be economical to acquire and to use.
Be easy and safe to use.
Be easy to maintain in working order.
In order to ensure the conditions, not only must the design concept be
novel and sound but the design must be well engineered. This engineering
part of design consists of
Drawing up the main parameters for function and performance.
Deciding the material, shape and dimensions of the components.
Ensuring that the component dimensions satisfy the functional and
strength requirement.
Ensuring the feasibility to manufacture or otherwise procure all the
necessary components, assemble them together and test them.
Preparing the component and assembly drawing for guiding manufacture
and inspection.
4.4 Introduction To Design
Spanners are used to open the wheel. Spanners in the use are of various
types. The different kinds of spanners in use are shown in figure One thing is
very common for all these spanners: only a single nut is opened in a single
time. This causes wastage of precious time and since to open all the nuts

32
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

33
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.

4.5 Designing

Abbreviations Used:

m Module
M bending moment
DP Pitch circle diameter of pinion
DG Pitch circle diameter of gear
Dg Diameter of gear shaft
WT Tangential load
WR Resultant load
YP Lewis form factor
Allowable stress
T Twisting moment
Te Equivalent twisting moment
Tp Number of teeth on pinion
Tg Number of teeth on gear

4.6 Design Procedure For

Gear & Pinion:
Torque required for one nut = 70N-m
Total torque required = 470N-m
= 280N-m

34
 Let input torque =30N-m
Maximum Tangential force on pinion (WT) =2Ti/DP
=2301000/25
=2400N
For 200 stub teeth system,
Lewis Factor for pinion,
Yp = 0.175-(0.841m/25) = 0.175-(0.03m)

Also, maximum tangential force on pinion (Wt) = bnmY p

For Cast Steel = 325MPa (Assume: b= 5m)
... WT = 2400 = 325 (5 m) m (0.175 - 0.03 m)
Solving By Hit & Trial Method, We Get
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 =0.943m=1.886
Dedendum =1.257m=2.514
Minimum total depth = 2.200m = 4.400
Minimum clearance = 0.314m = 0.628

Backlash = 0.157m = 0.314

Thickness of tooth = 1.493m =2.986
Outside diameter of pinion = (Tp+2 )m =30
Outside diameter of gear = (Tg+2) m = 118

35
4.7 Design For Pinion Shaft

Normal load acting on pinions tooth, (Wn ) = WT/ Cos = 2400/cos200

=2555N
Weight of pinion (Wp) = 0.00118Tpbm2 = 0.6N
Therefore, resultant load on pinion (WR) =
= (Wn2+Wp2+2WnWpCos)0.5
= 2555.3N
Assuming pinion is overhung on shaft at 60 0 mm
Bending moment on shaft due to WR is M
M = WR60 = 2555.360
= 153318N-mm
And twisting moment on shaft due to WT is T
T = WTDp/2 =30000N-mm
Equivalent twisting moment is Te = (M2+T2)0.5 = 156225N-mm
Let Dp be the diameter of pinion shaft
Dp = dp3 =14.7or 15mm (say)

4.8 Design For Compound Shaft

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

=2555N
Weight of pinion WP=0.00118Tgbm2 = 2.7N
Therefore, resultant load on pinion,
WR = (Wn2+Wp2+2WnWpCos)0.5
WR = 2560N
Assuming pinion is overhung on shaft at 30mm
Therefore bending moment on shaft due to WR is
(M)=Wr30=256030
= 768000N-mm
And twisting moment on shaft due to Wt is T
T = WTDg/2 = 2400114/2

36
 =136800N-mm
Equivalent twisting moment is Te

Te = (M2+T2)0.5
= 156885N-mm
Let dg = Diameter of gear shaft.
As, Te = dg3/16
156885 = 110dg3/16
So, dg =15.7mm or 16mm (say)

4.9 Design For Output Shaft

Max. Tangential force on output gear,

WT = (WTDg/Dp)
= 10945N
Normal load acting on tooth,
Wn = WT/Cos
=10945/Cos200
=11645N
Weight of gear,
WP =0.00118Tgbm2
=0.00118571022
=2.7N
Therefore resultant load on gear,
Wr = (Wn2+Wp2+2WnWpCos )0.5
= 11648N
Assuming gear is overhung on shaft at 5mm
Therefore bending moment on shaft due to WR is M
M = WR5 = 116485
= 58238N-mm
And twisting moment on shaft due to WT is T

37
 T = WTDG/2 = 10945114/2
= 623865N-mm
And equivalent twisting moment is Te,
Te = (M2+T2)1/2
= 626577N-mm
Let dG = Diameter of gear shaft,
Let Te = (/16)dG3
626577 = (/16)230dG3
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.

38
.

39
 CHAPTER-5
MANUFACTURING PROCESS
5.1 Gears
The commonly used generating processes used for the generation of gear
teeth are:-

1. Gear Shaper Process

2. Rack Planning Process
3. Hobbing Process.

5.1.1 Gear Shaper Process

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

the tooth face and sides. It carries a hole in the center for mounting on the
stub arbor or spindle of the machine. The cutter is mounted with the axis
vertical and is reciprocated up and down by sliding the spindle head along
the vertical ways on the machine. In addition to the reciprocating motion,
the cutter and the gear blank both are rotated slowly their own axis. The
relative speed of rotation of the two is the same as the gear to be cut will
have with a pinion of the same number of teeth as the cutter. It is
accomplished by providing a gear train between the cutter spindle and the
work spindle. The cutter in its rotation generates the tooth profile on the
gear blank. All gears cut by the same cutter will mesh correctly. This is a

40
specific advantage of this process over the forming process using rotary
cutters. Also it is a much faster process than rotary cutting.
5.1.2 Gear Planning
In this process rack type cutters for generating of spur. Involutes rack has
straight edges and sharp corners and hence can be manufactured easily
and accurately. The cutters generate as they are cut and as the name
implies, the machine cuts the teeth by reciprocating planning action of the
cutter. This is a true generating process since it utilizes the principle that an
involute curve can be formed by a straight generator when a gear blank is
made to roll without slip relative to the generator.
5.1.3 Gear Hobbing
In this process, the gear blank is rolled with a rotating cutter called the
HOB. A majority of the involue gears are produced by this method. A gear
hob looks like a worm, but carries a number of straight flutes (gashes), cut
all around, parallel to its axis. This results in the production of separate
cutting teeth and cutting edges. In operation, the hob is rotated at as
suitable speed and fed into the gear blank. The blank also rotates
simultaneously. The speeds of the two are so synchronizes that the blank
rotates through one pitch distance for each complete revolution of the hob.
There is no intermittent motion of the two and the generating continues
steadily. The hob teeth are just like screw threads, i.e. having a definite
helix angle. The hob is, therefore tilted to its own helix angle while cutting
the gear so that its teeth are square with the blank and produces a true
involute shape.
5.1.4 Gear Milling
Milling is one of the metal removal process best known for making gear.
Here a firm cutter is passed through the gear blank to affect the tooth gap,
helical gear, worm & worm wheel and bevel gear can be manufactured by
milling.

41
Gear milling is less costly and less accurate process and it is employed for
the following:-
Coarse pitch gear
Racks of all pitches
Worms
Toothed parts as sprockets and ratchets.
The production capacity in this method is low since each space is machined
separately and the time is lost in retuning the job to its initial position and
in indexing for each tooth. In actual practice a series of cutters are selected
for a number of teeth to be milled.
Out of all above processes we select the Gear Shaping for the
manufacturing of all the gears. The various reasons for selection of this
process are as following:-
1. This process of making gears is cheaper than hob cutter.
2. Gear shaping machines are easily available.
3. All gears can be made of same pitch by same cutter.
5.2 Axles
In the manufacturing of the axles following operations are used:-
Turning
Facing
Grinding
Grooving
Drilling
Parting Off
Assembly
5.2.1 Turning
It may be defined as the machining the operation for generating external
surfaces of the revolution by the action of the cutting tool on a rotating

42
work piece. When the same action is applied to internal surfaces of the
revolution, the process is termed as boring.
5.2.2 Facing
Facing operation machines the ends of the work piece. It provides a surface
which is square with the axis of the work piece from which to start the job.
Facing is done by feeding the cross slide or compound in or out. In facing
the cutting tool moves from the center of the job towards its periphery and
vice versa. Facing is primarily used to smooth off a saw- cut end of a
piece of bar stock or to smooth the face of rough casting.
5.2.3 Grinding
It is carried out while the work is rotating on the lathe. Filling is often
restored to when
Only a very small amount of stock is to be removed from a diameter.
For removing sharp corner on the work piece.
Filling is a hand operation. A clean, sharp, single cut mill file of 200 or 250
mm length is held in the hand and the file flat is placed on the work near
the left end of the part to be filled. The file is held at a slight angle and not
at right angles to the work piece. For carrying out of the filling operation,
the file is pressed lightly on to the work piece and moved forward so that
the work piece rotates by 2 or 3 revolutions during the forward or cutting
stroke of the file. Pressure on the file is relieved during its return strokes
but its movement overlaps the cut made by the file during the cutting
stroke. Generally long strokes are taken and the file is cleaned frequently
with the file card.
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

43
operation reduces the diameter of the work piece at a narrow surface near
the shoulder etc. The grooving tool is fed into the revolving work piece at
right angle to it using cross-slide hand wheel.

5.2.5 Drilling

Drilling is the process of making holes in a work piece. Either the work
piece rotate or drill is stationary or vice-versa. When drilling on the lathe is
being done, generally the work piece rotates in the chuck and the drill held
in the tail stock is fed into the work piece by means of the hand wheel on
the outer end of the tail-stock assembly. It is possible to do drill by holding
and rotating the drill in the lathe spindle while keeping the work stationary,
supported by a special pad mounted in tail-stock quill. Since drill feed is by
hand, care must be taken, particularly in drilling small holes. Coolant
should be withdrawn occasionally to clear chips from the hole and to aid in
getting coolant to cutting edges of the drill.
5.2.6 Parting Off
Parting off operation separates the finished work piece from the bar from
which the work piece was machines. Partings off tools are ground to cut on
the end only as they are fed into the work piece. Since the tool is
comparatively thin and delicate and care must be taken when feeding it
into the work otherwise it may break. The finished work piece should be
such that it is parted as close to the head stock as possible.
5.3 ASSEMBLY
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

44
output shafts gear. Adjustments are made with the help of shim and
packing. Now input shaft is fitted on upper base plate. Pinion is fitted on
input by lock pin. Sprockets are welded on their shafts. Now these shafts
are assembled on lower base plate with the help of circlips. Clearance is
adjusted by the help of shim. Upper base plate containing input shaft is
fitted on the lower base plate. Center distance between the two base plates
is adjusted with the help of lock nuts at all the corners.
Sprocket is assembled on output shaft with the help of key. Roller chain is
mounted on all the four sprockets and chain is locked by chain lock.
5.4 MATERIAL PURCHASE
Rest of the part of unified wheel opener are purchased from market. Which
constitutes the different material of different parts according to our
requirement. All these parts are purchased by suggesting with mechanic.
Material purchased are bearing, plate, key, ratchet handle, roller chain.

45
46
 CHAPTER-6

FUTURE WORK

6.1 Future Work

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

47
 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

48
49