Power Generation From Speed Breaker

POWER GENERATION USING SPEED BREAKERS 1 PROJECT REPORT 2016-2017
CHAPTER 1
INTRODUCTION
In the present scenario power becomes the major need for human life .The availability
and its per capita consumptions are regarded as the index of national standard of living in the
present day civilization. Energy is an important input in all the sectors of any countries
economy. Energy crisis is due to two reasons, firstly the population of the world has been
increased rapidly and secondly standard of living of human beings has increased. India is the
country, which majorly suffers with lack of sufficient power generation. The availability of
regular conventional fossil fuels will be the main sources for power generation, but there is a
fear that they will get exhausted eventually by the next few decades. Therefore, we have to
investigate some approximate, alternative, new sources for the power generation, which is not
depleted by the very few years. Another major problem, which is becoming the exiting topic
for today is the pollution. It suffers all the living organisms of all kinds as on the land, in aqua
and in air. Power stations and automobiles are the major pollution producing places.
Therefore, we have to investigate other types of renewable sources, which produce electricity
without using any commercial fossil fuels, which is not producing any harmful products.
An innovative and useful concept of Generating Electricity from a Speed breaker is

our step to improve the situation of electricity .First of all what is electricity means to us?
Electricity is the form of energy. It is the flow of electrical Power. Electricity is a basic part of
nature and it is one of our most widely used forms of energy. We get electricity, which is a
secondary energy source, from the conversion of other sources of energy, like coal, natural
gas, oil, nuclear power and other natural sources, which are called primary sources. Many
cities and towns were built alongside waterfalls that turned water wheels to perform work.
Before electricity generation began slightly over 100 years ago, houses were lit with kerosene
lamps, food was cooled in iceboxes, and rooms were warmed by wood-burning or coal-
burning stoves. Direct current (DC) electricity had been used in arc lights for outdoor lighting.
In the late-1800s, Nikola Tesla pioneered the generation, transmission, and use of alternating
current (AC) electricity, which can be transmitted over much greater distances than direct
current.
DEPT. OF MECHANICAL ENGG. Page |1 COLLEGE OF ENGINEERING THALASSERY

The availability of regular conventional fossil fuels will be the main sources for power
generation, but there is a fear that they will get exhausted eventually by the next few decades.
Therefore, we have to investigate some approximate, alternative, new sources for the power
generation, which is not depleted by the very few years. Another major problem, which is
becoming the exiting topic for today is the pollution. It suffers all the living organisms of all
kinds as on the land, in aqua and in air. Tesla's inventions used electricity to bring indoor
lighting to our homes and to power industrial machines. Power stations and automobiles are
the major pollution producing places. Therefore, we have to investigate other types of
renewable sources, which produce electricity without using any commercial fossil fuels,
which is not producing any harmful products. There are already existing such systems using
renewable energy such as solar wind), OTEC (ocean thermal energy conversions) etcfor
power generation. The latest technology which is used to generate the power by such
renewable energy is the POWER HUMP
Fig 1.1 Vehicle production in India (more than 3.7 million units in 2010)
The number of vehicles on road is increasing rapidly and if we convert some of the
Potential energy of these vehicle into the rotational motion of generator then we can produce
considerable amount of electricity, this is the main concept of this project. At present we are
facing shortage of electricity.

Electricity generation was first developed in the 1800's using Faradays dynamo
generator. Almost 200 years later we are still using the same basic principles to generate
electricity, only on a much larger scale. Now we are throwing some light on the very new and
innovative concept i.e. GENERATING ELECTRICITY FROM A SPEED BREAKER.
Producing electricity from a speed breaker is a new concept that is undergoing research.
India's installed capacity is nearly 20 per cent of China's capacity though both
countries have billion plus people. There is roughly 12 per cent power deficit in the peak
hours. Tariffs are set by the state governments so power firms are not allowed to pass on
rising fuel costs to consumers. Banks are burdened with loans to loss-making state-run
electricity distribution firms and are unwilling to lend to new projects that do not have assured
fuel supply. India has nearly 10 per cent of the world's coal reserves but lack of environmental
clearances and other disputes have hindered production. Shortage of domestic supply has
resulted in costlier imports.
Electricity can be generated using speed breakers, strange, isn't it? The benefits from
this idea will be to generate electricity for the streetlights, hoardings and then for other use.
Generally when vehicle is in motion it produces various forms of energy like, due to friction
between vehicles wheel and road i.e. rough surface heat energy is produced, also when
vehicle traveling at high speed strikes the wind then also heat energy is produced which is
always lost in environment and of which we cant make use of or directly we can say that all
this energy that we cant make use of is just the wastage of energy that is abundantly available
around us. In this project we are just trying to make use of such energy in order to generate an
electrical energy. This project will work on the principle of POTENTIAL ENERGY TO
ELECTRICAL ENERGY CONVERSION Potential energy can be thought of as energy
stored within a physical system. An innovative and useful concept of Generating Electricity
from a Speed breaker is our step to improve the situation of electricity.

CHAPTER 2
TYPES OF MECHANISMS
We can develop electricity from speed breakers by using 3 Mechanisms basically
They are as follows:
1) Roller mechanism
2) Crank-shaft mechanism
3) Rack-pinion mechanism
2.1 Roller Mechanism
Fig. 2.1 Side View and Top View of Roller Mechanism

In this Mechanism, a roller is fitted in between a speed breaker and some kind of a grip is
provided on the speed breaker so that when a vehicle passes over speed breaker it rotates the
roller. This movement of roller is used to rotate the shaft of D.C. generator by the help of
chain drive which is there to provide different speed ratios. As the shaft of D.C. generator
rotates, it produces electricity. This electricity is stored in a battery. Then the output of the
battery is used to lighten the street lamps on the road. Now during daytime we dont need
electricity for lightening the street lamps so we are using a control switch which is manually
operated .The control switch is connected by wire to the output of the battery. The control
switch has ON/OFF mechanism which allows the current to flow when needed.
Disadvantages:
Maintenance will be very difficult
Might cause collision
2.2 Crankshaft Mechanism
Fig. 2.2 Crankshaft Mechanism

The crankshaft is a mechanism that transforms rotary movement into linear movement, or
vice versa. For example, the motion of the pistons in the engine of a car is linear (they go up
and down). But the motion of the wheels has to be rotary. So, engineers put a crankshaft
between the engine and the transmission to the wheels. The pistons of the engine move the
crankshaft and the movement becomes rotary. Then the rotary movement goes past the clutch
and the gear box all the way to the wheels. This mechanism changes the vertical translational
motion of the speed breaker to a rotational motion through speed-breaker and crank-shaft
connection. Therefore, the dynamo which is connected to a spur gear through a shaft is
receiving the rotation, consequently, power is generated.
Disadvantages:
Crank-shafts are required to be mounted on bearings which creates balancing problem
Mechanical vibrations which in turn damage the bearings
As bearings are of sliding type, any occurrence of variable load( which is bit obvious
in case of vehicles) leads to balancing problem
2.3 Rack-Pinion Mechanism
Fig 2.3 Rack and pinion mechanism
While moving, the vehicles possess some Potential Energy due to its weight and it is being
wasted. This kinetic energy can be utilized to produce power by using a special arrangement
called POWER HUMP. It is an Electro-Mechanical unit. It utilizes both mechanical
technologies and electrical techniques for the power generation and its storage. POWER
HUMP is a dome like device likely to be speed breaker.

Whenever the vehicle is allowed to pass over the dome it gets pressed downwards then
the springs are attached to the dome and are compressed and the rack which is attached to the
bottom of the dome moves downward in reciprocating motion. Since the rack has teeth
connected to gears, there exists conversion of reciprocating motion of rack into rotary motion
of gears but the two gears rotate in opposite direction. So that the shafts will rotate with
certain R.P.M. these shafts are connected through a set of gears to the dynamos, which
converts the mechanical energy into electrical energy. The conversion will be proportional to
traffic density. The electrical output can be improved by arranging these POWER HUMPS in
series. This generated power can be amplified and stored by using different electrical devices
Advantages:
Rack-Pinion assembly gives good mounting convenience
Maximum gear losses 3 to 5%
Approximate Efficiency 95%
Since this mechanism is convenient to produce ample amount of energy with maximum
efficiency, we have chosen this method for our project with a very simple and effective design
for generating electricity using a generator. The rack carries the full load of the actuator
directly and so the driving pinion is usually small, so that the gear ratio reduces the torque
required. This force, thus torque, may still be substantial and so it is common for there to be a
reduction gear immediately before this by either a gear or worm gear reduction. Rack gears
have a higher ratio, thus require a greater driving torque, than screw actuators. A rack and
pinion is commonly found in the steering mechanism of cars or other wheeled, steered
vehicles. Rack and pinion provides a less efficient mechanical advantage than other
mechanisms such as recirculating ball, but less backlash and greater feedback, or steering
"feel". The mechanism may be power-assisted, usually by hydraulic or electrical means.
The rack and pinion mechanism has advantages over the other two. When compared with
roller mechanism, the slip of the tyres over the speed breaker is avoided as is possible in roller
mechanism. The slip of the tyres would pose more trouble to the vehicle user than the power
generated. Now our project is to completely utilize the technique of using rack and pinion
mechanism for power generation.

CHAPTER 3
DEMONSTRATION OF THE PROJECT
3.1 Working Principle
While moving, the vehicles possess some kinetic energy and it is being wasted. This kinetic
energy can be utilized to produce power by using a special arrangement called POWER
HUMP. It is an Electro-Mechanical unit. It utilizes both mechanical technologies and
electrical techniques for the power generation and its storage. POWER HUMP is a dome like
device likely to be speed breaker. Whenever the vehicle is allowed to pass over the dome it
gets pressed downwards then the springs are attached to the dome is compressed and the rack
which is attached to the bottom of the dome moves downward in reciprocating motion. Since
the rack has teeth connected to gears, there exists conversion of reciprocating motion of rack
into rotary motion of gears but the two gears rotate in opposite direction. A flywheel is
mounted on the shaft whose function is to regulate the fluctuation in the energy and to make
the energy uniform. So that the shafts will rotate with certain R.P.M. these shafts are
connected through a belt drive to the dynamos, which converts the mechanical energy into
electrical energy. The conversion will be proportional to traffic density.
Whenever an armature rotates between the magnetic fields of south and north poles, an E.M.F
is induced in it. So, for inducing the e.m.f, armature coil has to rotate, for rotating this
armature it is connected to a long shaft. By rotating same e.m.f is induced, for this rotation
kinetic energy of moving vehicles is utilized. The power is generated in both the directions; to
convert this power into one way, a special component is used called Zener diode for
continuous supply. All this mechanism can be housed under the dome, like speed breaker,
which is called HUMP. The electrical output can be improved by arranging these POWER
HUMPS in series. This generated power can be amplified and stored by using different
electrical devices. When the vehicle runs over the speed breaker, the vehicle usually lifts up
by the maximum height of the speed breaker. If the speed breaker is free to move, the bump
would be displaced vertically down, instead of vehicle moving up. The moving bump pushes
the rack downwards. The rack, meshed with the sprocket switches the linear motion to rotary

motion. This motion is transferred to the shaft of the sprocket. The sprocket that sits on the
same shaft also rotates with the same shaft. This sprocket is in mesh with the sprocket through
the chain. The chain drive rotates the second shaft. The gear on this second shaft rotates along
with the shaft. This gear is in mesh with the gear. This gear sits on the generator shaft. Thus
the generator shaft is driven by the whole mechanism with the motion of the bump.
3.2 Block Diagram
Fig 3.1 Block diagram of the arrangement
While moving, the vehicles possess some Potential Energy due to its weight and it is being
wasted. This kinetic energy can be utilized to produce power by using a special arrangement
called POWER HUMP. Whenever the vehicle is allowed to pass over the dome it gets pressed
downwards then the springs are attached to the dome and are compressed and the rack which
is attached to the bottom of the dome moves downward in reciprocating motion. Since the
rack has teeth connected to gears, there exists conversion of reciprocating motion of rack into
rotary motion of gears but the two gears rotate in opposite direction. So that the shafts will
rotate with certain R.P.M. these shafts are connected through a set of gears to the dynamos,
which converts the mechanical energy into electrical energy. The conversion will be
proportional to traffic density. The electrical output can be improved by arranging these
POWER HUMPS in series. This generated power can be amplified and stored by using
different electrical devices.

Advantages
Rack-Pinion assembly gives good mounting convenience
Maximum gear losses 3 to 5%
Approximate Efficiency 95%
Since this mechanism is convenient to produce ample amount of energy with maximum
efficiency, we have chosen this method for our project with a very simple and effective design
for generating electricity using a generator.
While moving, the vehicles possess some kinetic energy and it is being wasted. This kinetic
energy can be utilized to produce power by using a special arrangement called POWER
HUMP. It is an Electro-Mechanical unit. It utilizes both mechanical technologies and
electrical techniques for the power generation and its storage. POWER HUMP is a dome like
device likely to be speed breaker. Whenever the vehicle is allowed to pass over the dome it
gets pressed downwards then the springs are attached to the dome is compressed and the rack
which is attached to the bottom of the dome moves downward in reciprocating motion. Since
the rack has teeth connected to gears, there exists conversion of reciprocating motion of rack
into rotary motion of gears but the two gears rotate in opposite direction. A flywheel is
mounted on the shaft whose function is to regulate the fluctuation in the energy and to make
the energy uniform. So that the shafts will rotate with certain R.P.M. these shafts are
connected through a belt drive to the dynamos, which converts the mechanical energy into
electrical energy. The conversion will be proportional to traffic density.
Whenever an armature rotates between the magnetic fields of south and north poles, an E.M.F
is induced in it. So, for inducing the E.M.F. armature coil has to rotate, for rotating this
armature it is connected to a long shaft. By rotating same E.M.F is induced, for this rotation
kinetic energy of moving vehicles is utilized. The power is generated in both the directions; to
convert this power into one way, a special component is used called Zener diode for
continuous supply. All this mechanism can be housed under the dome, like speed breaker,
which is called HUMP. The electrical output can be improved by arranging these POWER
HUMPS in series. This generated power can be amplified and stored by using different
electrical devices.
DEPT. OF MECHANICAL ENGG. P a g e | 10 COLLEGE OF ENGINEERING THALASSERY

3.3 Basic outline of the system
Fig 3.2 Basic outline of the system
The project is concerned with generation of electricity from speed breakers-like set up. The load
acted upon the speed breaker - setup is there by transmitted to rack and pinion arrangements. Here
the reciprocating motion of the speed-breaker is converted into rotary motion using the rack and
pinion arrangement. The axis of the pinion is coupled with a sprocket and pinion arrangement.
The axis of the small sprocket is coupled to a gear arrangement. Here we have two gears with
different diameters. The gear (larger dimension) is coupled to the axis of the sprocket. Hence the
speed that has been multiplied at the smaller sprocket wheel is passed on to this gear of larger
dimension. So the gear rotates at the multiplied speed of the pinion, the pinion following the gear
still multiplies the speed to more intensity. Hence, although the speed due to the rotary motion
achieved at the first gear is less, as the power is transmitted to gears the speed is multiplied to a
higher speed. This speed is sufficient to rotate the rotor of a generator. The rotor which rotates
within a static magnetic stator cuts the magnetic flux surrounding it, thus producing the electric
motive force (E.M.F). The generated dc is sent to the battery for storage purpose and it is sent to the
inverter for dc to ac conversion.

CHAPTER-4
LITERATURE REVIEW
From the journal paper, USING SPEED BUMP FOR POWER GENERATION-
EXPERIMENTAL STUDY BY MOHAMAD RAMADANA, MAHMOUD KHALEDA B,
HICHAM EL HAGEA (SCIENCE DIRECT-APPLIED ENERGY ICTE 2015), a prototype
is constructed and an experimental study is performed. Three different masses, 41 kg, 65 kg and
80 kg, are applied on the speed-breaker systems and the produced amounts of voltage, current
and angular speed are measured. It was observed (Figure 3-a) that as the mass increases the
produced voltage increases linearly. For illustration a mass of 41 kg, produces 5.0V. This voltage
reaches 15.6 V for a mass of 65 kg and 21.5 V for a mass of 80 kg. Designing energy recovery
systems that are pollution free has become a significant goal within the research community. One
of numerous systems that have been proposed is Speed Bump Power Generator SBPG system
that produces electrical power by utilizing the movements of commuting vehicles on highways,
boulevards, and streets. Consequently, a kinetic energy is produced and transferred into electrical
power. In this paper, different types of SBPG systems are presented. An experimental analysis is
performed on the rack-and-pinion system. Results have shown that electrical power up to 45 W
generated when a mass of 80 kg is applied to SBPG system considered. Extrapolation of results
confirms around 0.56 kW powers can be produced when various vehicles with different masses
pass through the bumps.
From the journal paper, DESIGN OF RACK AND PINION MECHANISM FOR POWER
GENERATION USING SPEED BREAKERS BY M.SAILAJA, M. RAJA ROY, S. PHANI
KUMAR (IJETT 2015), power was generated at speed breakers by using rack and pinion
mechanism. This type of power generation is identified to be cheaper than many alternatives and
the model has less number of parts and the assembly would cost very less with all the
components being available regularly and no model specific parts are to be manufactured. The
various dimensions of the mechanism depend on the average load expected on the speed breaker.
The mechanism can be used in groups along each speed breaker thus multiplying the output and
sharing the load that acts on the mechanism due to vehicular movement. The average load
depends on the vehicular frequency for each type of a vehicle which is called road data.

From the journal paper, GENERATION OF ELECTRICITY WITH THE USE OF

SPEED BREAKERS BY PIYUSH BHAGDIKAR, SHUBHAM GUPTA, NAVNEET
RANA (IJAET MAY 2014), the electricity is generated by replacing the traditional speed
breakers with some simple mechanism. As vehicles pass over the speed breakers, they spin
the rollers which are connected to a generator which in turn generate electricity. This paper
attempts to show how energy can be tapped and used at a commonly used system, the road
speed breakers. In this work an attempt has been made to fabricate a ramp, which can utilize
the kinetic energy of vehicles in power generation. This type of ramp is best suited for the
places where the speed breaker is a necessity The work also discusses the shortcomings of
existing methods and the ways it is countered by this method.
From the journal paper, DESIGN AND FABRICATION OF POWER GENERATION

SYSTEM USING SPEED BREAKER BY D.VENKATA RAO, K.PRASADA RAO,
S.CHIRANJEEVA RAO (IJCET 2014), attempts to show how energy can be tapped and used
at a commonly used system, the road speed breakers. In the present work, a working model of
the power generation unit is made. A similar model of the system has also been modeled in
Pro-E. Design of each component is carried out using standard procedures. The components
are fabricated and are finally assembled. Theoretical calculations of power and the practical
power obtained are compared in order to find the efficiency of the power generation unit. The
overall goal was to design the speed breaker System while keeping the engineering, producer
and customer models in check. The reason why this feature was used more than all of the
other features are because the other features would not have as much effect on the complete
system. By changing the size and desirable price, weight and capacity can be realized. Future
work would consist of a redesign of this model to see exactly how much data we may be
missing with the assumption that we made with low price, weight and capacity.
The energy crisis is a bottleneck in the supply of energy resources to an economy. The
studies to sort out the energy crisis led to the idea of generating power using speed breaker.
First to make use were South African people; their Electrical crisis has made them to
implement this method to light up small villages of the highway. The idea of basic physics to
convert the kinetic energy into electrical energy that goes waste when the vehicle runs over
the speed-Breaker was used. Since then a lot has been done in this field. The idea caught our
working team and we have decided to develop such a project that will produce more power
and store it for use at night time as it proves to be a boon to the economy of the country.

CHAPTER-5
MANUFACTURING PROCESSES
Manufacturing processes are the steps through which raw materials are transformed into a
final product. The manufacturing process begins with the creation of the materials from which
the design is made. These materials are then modified through manufacturing processes to
become the required part. Manufacturing processes can include treating (such as heat treating
or coating), machining, or reshaping the material. The manufacturing process also includes
tests and checks for quality assurance during or after the manufacturing, and planning the
production process prior to manufacturing.
5.1 Metal Cutting
Metal cutting or machining is the process of by removing unwanted material from a

block of metal in the form of chips.
Cutting processes work by causing fracture of the material that is processed. Usually, the
portion that is fractured away is in small sized pieces, called chips. Common cutting processes
include sawing, shaping (or planning), broaching, drilling, grinding, turning and milling.
Although the actual machines, tools and processes for cutting look very different from each
other, the basic mechanism for causing the fracture can be understood by just a simple model
called for orthogonal cutting.
In all machining processes, the work piece is a shape that can entirely cover the final
part shape. The objective is to cut away the excess material and obtain the final part. This
cutting usually requires to be completed in several steps in each step, the part is held in a
fixture, and the exposed portion can be accessed by the tool to machine in that portion.
Common fixtures include vice, clamps, 3-jaw or 4-jaw chucks, etc. Each position of holding
the part is called a setup. One or more cutting operation may be performed, using one or more
cutting tools, in each setup. To switch from one setup to the next, we must release the part
from the previous fixture, change the fixture on the machine, clamp the part in the new
position on the new fixture, set the coordinates of the machine tool with respect to the new
location of the part, and finally start the machining operations for this setup.
Therefore, setup changes are time-consuming and expensive, and so we should try to
do the entire cutting process in a minimum number of setups; the task of determining the

sequence of the individual operations, grouping them into (a minimum number of) setups, and
determination of the fixture used for each setup, is called process planning.
These notes will be organized in three sections:
1. Introduction to the processes,

2. The orthogonal cutting model and tool life optimization and
3. Process planning and machining planning for milling.
5.2 Sawing
Cold saws are saws that make use of a circular saw blade to cut through various types
of metal, including sheet metal. The name of the saw has to do with the action that takes place
during the cutting process, which manages to keep both the metal and the blade from
becoming too hot. A cold saw is powered with electricity and is usually a stationary type
of saw machine rather than a portable type of saw.
The circular saw blades used with a cold saw are often constructed of high speed steel.
Steel blades of this type are resistant to wear even under daily usage. The end result is that it
is possible to complete a number of cutting projects before there is a need to replace the blade.
High speed steel blades are especially useful when the saws are used for cutting through
thicker sections of metal.
Along with the high speed steel blades, a cold saw may also be equipped with a blade
that is tipped with tungsten carbide. This type of blade construction also helps to resist wear
and tear. One major difference is that tungsten tipped blades can be re-sharpened from time to
time, extending the life of the blade. This type of blade is a good fit for use with sheet metal
and other metallic components that are relatively thin in design.
5.3 Welding
Welding is a process for joining similar metals. Welding joins metals by melting and
fusing 1, the base metals being joined and 2, the filler metal applied. Welding employs
pinpointed, localized heat input. Most welding involves ferrous-based metals such as steel and
stainless steel. Weld joints are usually stronger than or as strong as the base metals being
joined.

Welding is used for making permanent joints. It is used in the manufacture of

automobile bodies, aircraft frames, railway wagons, machine frames, structural works, tanks,
furniture, boilers, general repair work and ship building
5.4 Drilling
Drilling is a cutting process that uses a drill bit to cut or enlarge a hole of
circular cross-section in solid materials. The drill bit is a rotary cutting tool, often multipoint.
The bit is pressed against the work piece and rotated at rates from hundreds to thousands
of revolutions per minute.
The geometry of the common twist drill tool (called drill bit) is complex; it has
straight cutting teeth at the bottom these teeth do most of the metal cutting, and it has curved
cutting teeth along its cylindrical surface. The grooves created by the helical teeth are called
flutes, and are useful in pushing the chips out from the hole as it is being machined. Clearly,
the velocity of the tip of the drill is zero, and so this region of the tool cannot do much cutting.
Therefore it is common to machine a small hole in the material, called a centre-hole, before
utilizing the drill. Centre-holes are made by special drills called centre-drills; they also
provide a good way for the drill bit to get aligned with the location of the centre of the hole.
There are hundreds of different types of drill shapes and sizes; here, we will only restrict
ourselves to some general facts about drills.
Common drill bit materials include hardened steel (High Speed Steel, Titanium
Nitride coated steel); for cutting harder materials, drills with hard inserts, e.g. carbide or CBN
inserts, are used;
Drilling is not useful for very small diameter holes (e.g. < 0.5 mm), since the tool
may break and get stuck in the work piece; - Usually, the size of the hole made by a drill is
slightly larger than the measured diameter of the drill this is mainly because of vibration of
the tool spindle as it rotates, possible misalignment of the drill with the spindle axis, and some
other factors;
For tight dimension control on hole diameter, we first drill a hole that is slightly
smaller than required size (e.g. 0.25 mm smaller), and then use a special type of drill called a
reamer. Reaming has very low material removal rate, low depth of cut, but gives good
dimension accuracy.

5.5 Inspection
Critical appraisal involving examination, measurement, testing, gauging, and
comparison of materials or items. An inspection determines if the material or item is in proper
quantity and condition, and if it conforms to the applicable or specified requirements.
Inspection is generally divided into three categories:
(1) Receiving inspection,
(2) In-process inspection, and
(3) Final inspection.
In quality control (which is guided by the principle that "Quality cannot be inspected into a
product") the role of inspection is to verify and validate the variance data; it does not involve
separating the good from the bad.
Fig 5.1 Basic outline of inspection
5.6 Assembly
An assembly line is a manufacturing process (most of the time called a progressive
assembly) in which parts (usually interchangeable parts) are added as the semi-finished
assembly moves from work station to work station where the parts are added in sequence until
the final assembly is produced. By mechanically moving the parts to the assembly work and
moving the semi-finished assembly from work station to work station, a finished product can
be assembled much faster and with much less labour than by having workers carry parts to a
stationary piece for assembly.

CHAPTER-6
COMPONENTS AND DESCRIPTION
The block diagram of the speed brake power generation is shown in figure. The main
components of this project are,
Speed Brake arrangement
Rack and pinion arrangement
Gear arrangement
Sprocket and chain Drive
Fly wheel
Spring
D.C generator
Battery
Inverter Circuit and
Light Arrangement
6.1 Speed Brake Arrangement:

This is made up of mild steel. The complete set up is fixed in a box. The two L-angles
frame is fixed in the above two ends of the box. Bellow this l-angle window, the actual speed
brake arrangement is constructed. This L-angle window pushes the speed brake when the time
of vehicle moving on these arrangement.
6.2 Rack and Pinion Arrangement:
Fig 5.1 Rack and pinion arrangement

A rack and pinion is a type of linear actuator that comprises a pair of gears which
convert rotational motion into linear motion. A circular gear called "the pinion" engages teeth
on a linear "gear" bar called "the rack"; rotational motion applied to the pinion causes the rack
to move, thereby translating the rotational motion of the pinion into the linear motion of the
rack.
For example, in a rack railway, the rotation of a pinion mounted on a locomotive or a

railcar engages a rack between the rails and forces a train up a steep slope.
For every pair of conjugate involute profile, there is a basic rack. This basic rack is the
profile of the conjugate gear of infinite pitch radius.
A generating rack is a rack outline used to indicate tooth details and dimensions for
the design of a generating tool, such as a hob or a gear shaper cutter. Rack and pinion
combinations are often used as part of a simple linear actuator, where the rotation of a shaft
powered by hand or by a motor is converted to linear motion.
The rack carries the full load of the actuator directly and so the driving pinion is
usually small, so that the gear ratio reduces the torque required. This force, thus torque, may
still be substantial and so it is common for there to be a reduction gear immediately before
this by either a gear or worm gear reduction. Rack gears have a higher ratio, thus require a
greater driving torque, than screw actuators. A rack and pinion is commonly found in the
steering mechanism of cars or other wheeled, steered vehicles. Rack and pinion provides a
less efficient mechanical advantage than other mechanisms such as recirculating ball, but less
backlash and greater feedback, or steering "feel". The mechanism may be power-assisted,
usually by hydraulic or electrical means.
The use of a variable rack (still using a normal pinion) was invented by Arthur Ernest
Bishop, in the 1970s, so as to improve vehicle response and steering "feel," especially at high
speeds. He also created a low cost press forging process to manufacture the racks, eliminating
the need to machine the gear teeth.
6.2.1 Rack:
Material - Mild steel
Function - To change the translator motion in to rotary motion
Properties -Strength, Rigidity, Resistance to shock loads, less wear and tear.

6.2.2 Manufacturing Process:
Required square rod is cut from the bar fit in the vice of milling machine id to cut on
teeth according to dimensions of the drawing. Gears of infinite no. of teeth are called RACK.
With the help of rack and pinion, we can convert reciprocating motion in to rotary motion
and vice versa.
6.3 Gears:
Fig 5.2 Gears
A gear is a rotating machine part having cut teeth, or cogs, which mesh with another toothed
part in order to transmit torque. Two or more gears working in tandem are called a
transmission and can produce a mechanical advantage through a gear ratio and thus may be
considered a simple machine. Geared devices can change the speed, torque, and direction of a
power source. The most common situation is for a gear to mesh with another gear, however a
gear can also mesh a non-rotating toothed part, called a rack, thereby producing translation
instead of rotation. The gears in a transmission are analogous to the wheels in a pulley. An
advantage of gears is that the teeth of a gear prevent slipping.
When two gears of unequal number of teeth are combined a mechanical advantage is
produced, with both the rotational speeds and the torques of the two gears differing in a
simple relationship. Geared devices can change the speed, torque, and direction of a power
source. The most common situation is for a gear to mesh with another gear, however a gear
can also mesh a non-rotating toothed part, called a rack, thereby producing translation instead
of rotation.

Spur gears or straight-cut gears are the simplest type of gear. They consist of a cylinder or
disk with the teeth projecting radially, and although they are not straight-sided in form, the
edge of each tooth is straight and aligned parallel to the axis of rotation. These gears can be
meshed together correctly only if they are fitted to parallel shafts
Spur gears are regularly used for speed reduction or increase, torque multiplication,
resolution and accuracy enhancement for positioning systems. The teeth run parallel to the
gear axis and can only transfer motion between parallel-axis gear sets. Spur gears mate only
one tooth at a time, resulting in high stress on the mating teeth and noisy operation.
Bevel gears are gears where the axes of the two shafts intersect and the tooth-bearing faces
of the gears themselves are conically shaped. Bevel gears are most often mounted on shafts
that are 90 degrees apart, but can be designed to work at other angles as well. The pitch
surface of bevel gears is a cone. The most familiar kinds of bevel gears have pitch angles of
less than 90 degrees and therefore are cone-shaped. This type of bevel gear is called external
because the gear teeth point outward. The pitch surfaces of meshed external bevel gears are
coaxial with the gear shafts; the apexes of the two surfaces are at the point of intersection of
the shaft axes.
Helical or "dry fixed" gears offer a refinement over spur gears. The leading edges of the
teeth are not parallel to the axis of rotation, but are set at an angle. Since the gear is curved,
this angling causes the tooth shape to be a segment of a helix. Helical gears can be meshed in
a parallel or crossed orientations. The former refers to when the shafts are parallel to each
other; this is the most common orientation. In the latter, the shafts are non-parallel, and in this
configuration are sometimes known as "skew gears".
The gears in a transmission are analogous to the wheels in a pulley. An advantage of gears
is that the teeth of a gear prevent slipping. When two gears of unequal number of teeth are
combined a mechanical advantage is produced, with both the rotational speeds and the torques
of the two gears differing in a simple relationship. In transmissions which offer multiple gear
ratios, such as bicycles and cars, the term gear, as in first gear, refers to a gear ratio rather than
an actual physical gear. The term is used to describe similar devices even when gear ratio is
continuous rather than discrete, or when the device does not actually contain any gears, as in a
continuously variable transmission.

6.3.1 General Nomenclature of Gears:
Fig 5.3 Nomenclature of gear

PITCH CIRCLE - It is an imaginary circle, which by pure rolling action would give
the same motion as the actual gear.
PITCH CIRCLE DIAMETER - it is the diameter of the pitch circle. The size of gear
is specified by the pitch circle diameter.
ADDENDUM: It is the radial distance of a tooth from the pitch circle to the top of the
tooth.
DEDENDUM: It is the radial distance of a tooth from the pitch circle to the top of the
tooth.
PRESSURE ANGLE: It is the angle between the common normal to two gears teeth
at the point of contact and the common tangent at the pitch point.
CIRCULAR PITCH: It is the distance measured on the circumference of the pitch
circle from a point of one tooth to the corresponding point on the next tooth. Pc
usually denotes it.
Pc = D/T
D = Diameter of pitch circle
T = No. of teeth on the wheel
DIAMETRAL PITCH: It is the ratio of no. of teeth of the pitch circle diameter in mm.
MODULE: It is the ratio of the pitch circle diameter in mm to the no. of teeth. It is
usually denoted by 'm'.
m = D/T.
The recommended series of modules in Indian standards are 1, 1.25, 1.5, 2, 2.5, 3, 4, 5, 6, 7, 8,
10, 12, 16, 20, 25, 32, 40 and 50.

6.3.2 Gear Materials:
The material used for the manufacture of gears depend up on the strength and service
conditions like wear, noise etc. The gears may be manufacture from metallic or non-metallic
materials. The metallic gears with cut teeth are commercially obtained by cast iron, steel and
bronze. The non-metallic materials like wood etc. cue used for reducing noise.
Cast iron widely used for gears to its good wearing properties, excellent machinability and
easy of producing complicated shapes by casting method.
6.4 Sprocket and Chain Drive:
Fig 5.4 Chain and sprocket arrangement
A sprocket or sprocket-wheel is a profiled wheel with teeth or cogs that mesh with a chain,
track or other perforated or indented material. The name "sprocket" applies generally to any
wheel upon which are radial projections that engage a chain passing over it. It is distinguished
from a gear in that sprockets are never meshed together directly, and differs from a pulley in
that sprockets have teeth and pulleys are smooth. The word "sprockets" may also be used to
refer to the teeth on the wheel. Sprockets are used in bicycles, motorcycles, cars, tracked
vehicles, chainsaws and other machinery to transmit rotary motion between two shafts where
gears are unsuitable or to impart linear motion to a track, tape etc. Perhaps the most common
form of sprocket may be found in the bicycle, in which the pedal shaft carries a large
sprocket-wheel, which drives a chain, which, in turn, drives a small sprocket on the axle of
the rear wheel. Early automobiles were also largely driven by sprocket and chain mechanism,
a practice largely copied from bicycles. Sprockets are of various designs, a maximum of
efficiency being claimed for each by its originator. Sprockets typically do not have a flange.
Some sprockets used with timing belts have flanges to keep the timing belt centered.

Sprockets and chains are also used for power transmission from one shaft to another where
slippage is not admissible, sprocket chains being used instead of belts or ropes and sprocket-
wheels instead of pulleys. They can be run at high speed and some forms of chain are so
constructed as to be noiseless even at high speed. Relative position of sprockets in drives
should receive careful consideration. Satisfactory operation can be secured with the centre
line of the drive at any angle to the horizontal, if proper consideration is given. Certain
arrangements require less attention and care than others are, therefore, less apt to cause
trouble. Various arrangements are illustrated in the diagrams. The direction of rotation of the
drive sprocket is indicated.
This is a cycle chain sprocket. The chain sprocket is coupled with another generator shaft. The
chain converts rotational power to pulling power, or pulling power to rotational power, by
engaging with the sprocket.
The sprocket looks like a gear but differs in three important ways:
Sprockets have many engaging teeth; gears usually have only one or two.
The teeth of a gear touch and slip against each other; there is basically no
slippage in a sprocket.
The shape of the teeth is different in gears and sprockets.
Engagement with Sprockets:

Although chains are sometimes pushed and pulled at either end by cylinders, chains
are usually driven by wrapping them on sprockets. In the following section, we explain the
relation between sprockets and chains when power is transmitted by sprockets.
6.5 Fly Wheel:
Fig 5.5 Flywheel

Fly wheel is used to increase the rpm of the system. The generator is coupled with this shaft,
so that increase the RPM of the generator. Used to regulate the energy and maintain the
energy at a uniform level so that the shaft rotates at a uniform r.p.m.
A flywheel is a rotating mechanical device that is used to store rotational energy. Flywheels
have a significant moment of inertia and thus resist changes in rotational speed. The amount
of energy stored in a flywheel is proportional to the square of its rotational speed. Energy is
transferred to a flywheel by applying torque to it, thereby increasing its rotational speed, and
hence its stored energy. Conversely, a flywheel releases stored energy by applying torque to a
mechanical load, thereby decreasing its rotational speed.
6.6 Spring:
Fig 5.6 Spring

A spring is an elastic object used to store mechanical energy. Springs are usually made
out of spring steel. Small springs can be wound from pre-hardened stock, while larger ones
are made from annealed steel and hardened after fabrication. Some non-ferrous metals are
also used including phosphor bronze and titanium for parts requiring corrosion resistance and
beryllium copper for springs carrying electrical current (because of its low electrical
resistance).
When a spring is compressed or stretched, the force it exerts is proportional to its change in
length. The rate or spring constant of a spring is the change in the force it exerts, divided by
the change in deflection of the spring. That is, it is the gradient of the force versus deflection
curve. An extension or compression spring has units of force divided by distance, for example
lbf/in or N/m. Torsion springs have units of torque divided by angle, such as Nm/rad or
ftlbf/degree. The inverse of spring rate is compliance, that is: if a spring has a rate of 10
N/mm, it has a compliance of 0.1 mm/N. The stiffness (or rate) of springs in parallel is
additive, as is the compliance of springs in series.

Depending on the design and required operating environment, any material can be used to
construct a spring, so long as the material has the required combination of rigidity and
elasticity: technically, a wooden bow is a form of spring. when the load is removed. The
various important applications of springs are as follows :
1. To cushion, absorb or control energy due to either shock or vibration as in car springs,
railway buffers, air-craft landing gears, shock absorbers and vibration dampers.
2. To apply forces, as in brakes, clutches and spring loaded valves.
3. To control motion by maintaining contact between two elements as in cams and followers.
4. To measure forces, as in spring balances and engine indicators.
5. To store energy, as in watches, toys, etc.
Terms used in connection with springs are:
6.6.1. Solid Length:
When compression spring is compresses until the coils come in contact with each other than
the spring is solid.
Solid length of spring, Ls
Total number of coils, n
Diameter of wire, d
6.6.2. Spring Index:
The spring is defined as the ratio of mean diameter of the coil to diameter of wire.
Spring Index, C =D/d
Where, D = mean diameter or coil
d = diameter of wire
6.6.3. Pitch:
Pitch at the coil is defined as the axial distance between adjacent coils in uncompressed state.
Pitch at the coil, P = tree length / n1 - 1
(Or)
P = L1 - Wn1 + d
Where L1 = tree length at spring
Ls = solid length as spring
N1 = total number of coils
d = diameter of wire

6.7 Bearings:
Fig 5.7 ball bearings

A bearing is a machine element, which supports another machine element. It permits a
relative motion between the contact surfaces, while carrying the load. In this automobile
gearbox roller bearings are adopted. The ball or roller bearing consists of an inner race, which
is mounted on the shaft or journal, and the outer race, which is carried by the housing or
casing. In between the inner and outer race there are balls or rollers. A No. of balls or rollers
is used and these are helped at proper distance by retainers so that they do not touch each
other. The retainers are this strip and usually in two parts, which are assembled after the ball
bearings are used for light loads and roller bearings, are used for heavier loads. Bearings are
classified as:
1. Depending upon the direction of load to be supported

Radial bearing: - The loads act perpendicular to the direction of the motion of the
moving elements.
Thrust bearing:- The load acts along the axis of rotation
2. Depending upon the nature of contact.

Sliding contact bearing: - The sliding takes place along the surface of contact between
the moving elements and fixed elements. The sliding contact bearings are also known
as plain bearings.
Rolling contact bearings: - The steel balls or rollers are interposed between the moving
and fixed elements the balls offer rolling friction at two points for each ball or roller.
A ball bearing is a type of rolling-element bearing that uses balls to maintain the separation
between the bearing races.

The purpose of a ball bearing is to reduce rotational friction and support radial and axial
loads. It achieves this by using at least two races to contain the balls and transmit the loads
through the balls. In most applications, one race is stationary and the other is attached to the
rotating assembly (e.g., a hub or shaft). As one of the bearing races rotates it causes the balls
to rotate as well. Because the balls are rolling they have a much lower coefficient of friction
than if two flat surfaces were sliding against each other.
Ball bearings tend to have lower load capacity for their size than other kinds of rolling-
element bearings due to the smaller contact area between the balls and races. However, they
can tolerate some misalignment of the inner and outer races.
Since the rolling elements and the races are subjected to high local stresses of varying
magnitude with revolution of the bearing. Therefore the material of the rolling element should
be of high carbon quantity. The balls are generally made of high carbon chromium steel. The
material of both the balls and races are Heat Treated to give extra hardness and toughness.
The balls are made by hot forging on hammers from steel rods, they are then heat treated,
ground and polished. The races are also formed by forging and then heat treated, Ground and
polished.
6.8 Permanent Magnet D.C. Generator:
6.8.1 Voltage Production

DC Circuits, that there are three conditions necessary to induce a voltage into a
conductor.
1. A magnetic field
2. A conductor
3. Relative motion between the two.
A DC generator provides these three conditions to produce a DC voltage output.
6.8.2 Theory of Operation
A basic DC generator has four basic parts:
(1) A magnetic field;
(2) A single conductor, or loop;
(3) A commutator
(4) Brushes

The magnetic field may be supplied by either a permanent magnet or an

electromagnet. For now, we will use a permanent magnet to describe a basic DC generator.
Fig 5.8 Generator arrangement
Basic Operation of a DC Generator is a single conductor, shaped in the form of a loop, is

positioned between the magnetic poles. As long as the loop is stationary, the magnetic field
has no effect (no relative motion). If we rotate the loop, the loop cuts through the magnetic
field, and an EMF (voltage) is induced into the loop.
When we have relative motion between a magnetic field and a conductor in that
magnetic field, and the direction of rotation is such that the conductor cuts the lines of flux, an
EMF is induced into the conductor. The magnitude of the induced EMF depends on the field
strength and the rate at which the flux lines are cut.
The stronger the field or the more flux lines cut for a given period of time, the larger
the induced EMF.
Eg = KFN
Where Eg = generated voltage
K = fixed constant
F = magnetic flux strength
N = speed in RPM
The direction of the induced current flow can be determined using the "left-
hand rule" for generators. This rule states that if you point the index finger of your left hand
in the direction of the magnetic field (from North to South) and point the thumb in the

direction of motion of the conductor, the middle finger will point in the direction of
current flow.
For example, the conductor closest to the N pole is traveling upward across the field;
therefore, the current flow is to the right, lower corner. Applying the left-hand rule to both
sides of the loop will show that current flows in a counter-clockwise direction in the loop. The
commutator was needed to produce direct current. When a loop of wire rotates in a magnetic
field, the potential induced in it reverses with each half turn, generating an alternating current.
However, in the early days of electric experimentation, alternating current generally had no
known use. The few uses for electricity, such as electroplating, used direct current provided
by messy liquid batteries. Dynamos were invented as a replacement for batteries. The
commutator is an essentially a rotary switch capable of an extremely large number of make
and break operations. It consists of a set of contacts mounted on the machine's shaft,
combined with graphite-block stationary contacts, called "brushes", because the earliest such
fixed contacts were metal brushes. The commutator reverses the connection of the windings
to the external circuit when the potential reverses, so instead of alternating current, a pulsing
direct current is produced.
6.9 Battery:
In isolated systems away from the grid, batteries are used for storage of excess solar
energy converted into electrical energy. The only exceptions are isolated sunshine load such
as irrigation pumps or drinking water supplies for storage. In fact for small units with output
less than one kilowatt.
Batteries seem to be the only technically and economically available storage means.
Since both the photo-voltaic system and batteries are high in capital costs. It is necessary that
the overall system be optimized with respect to available energy and local demand pattern. To
be economically attractive the storage of solar electricity requires a battery with a particular
combination of properties:
Low cost
Long life
High reliability
High overall efficiency
Low discharge
Minimum maintenance

Ampere hour efficiency

Watt hour efficiency
Fig 5.9 Battery
We use lead acid battery for storing the electrical energy from the solar panel for
lighting the street and so about the lead acid cells are explained below.
6.10 Inverter:
Fig 5.10 Inverter
Inverters are used to convert DC into AC. Inverter of the type 555 timer IC is used. 12V
battery is required to power this DC to AC converter. It is connected between the battery and
the street lights.

CHAPTER 7
DESIGN AND SPECIFICATIONS
7.1. Output Power Calculations:-
Let us consider,
The mass of a vehicle moving over the speed breaker=150Kg (Approximately)
Height of speed brake=10 cm
Work done=Force x Distance
Here,
Force = Weight of the Body
=150 x 9.81
=1471.5N
Distance traveled by the body = Height of the speed brake
=10 cm
Output power = Work done/Sec
= (1471.5x 0.10)/60
=2.452Watts (For One pushing force)
Power developed for 1vehicle passing over the speed breaker arrangement
for one minute = 2.452watts
Power developed for 60 minutes (1 hr.) =147.12watts
Power developed for 24hours=3.531kilowatts
7.2 Rack and Pinion Calculations:
Module = Pitch Circle Diameter/ Number of teeth = 36/18 = 2 mm
Pitch Circle Radius(r) = 36/2 = 18 mm

Addendum (a) = module = 2 mm
Addendum Circle Radius (Ra) = r + addendum = 18 + 2 = 20mm
Pressure angle of pinion () = 14.5 involute
Length of path of contact = (a/sin ) + {[Ra^2 (r sin )^2]} ^0.5 - r sin = 13.29 mm
Length of arc of contact = Length of path of contact / sin = 13.75 mm
Minimum number of teeth in contact = Length of arc of contact / m = 2
Angle turned by the pinion = Length of arc of contact x 360 / 2Ra = 39.39
Minimum Length of rack = 2Ra = 125.66 mm
7.3 Gear Specifications:
Outside Diameter (Do) = 80 mm
Number of Teeth (N) = 55
Pitch Circle Diameter (D) = Do / (1+2/N) = 80/ (1+2/55) = 77 mm
Module = D/N = 77/ 55 =1.4 mm
Pressure angle of gear () = 14.5
Diameter Pitch (P) = N/D = 55/77 = 0.7 mm
Addendum (a) = 1/P = 1/0.7 = 1.4 mm
Dedendum (b) = 1.157/P = 1.157/0.7 =1.7 mm
Tooth Thickness = 1.5708/ P = 1.5708 / 0.7 =2.24 mm
Whole Depth = 2.157/P = 2.157/0.7 = 3.08 mm
Clearance = 0.157/ P = 0.157/0.7 = 0.224 mm
Center Distance = (N1 + N2)/ (2*P) = (55 + 26)/ (2* 0.7) = 57.85mm
Working Depth = 2/P = 2/0.7 = 2.85 mm
Addendum Circle Diameter = D + 2m =77 + 2(1.4) = 79.8 mm
Dedendum Circle Diameter = D 2.5m = 77 -2.5(1.4) = 74.2 mm

7.4 Shear Stress in the shaft:
It is calculated using the torsion equation-
T/J = / r
Where, T Torque Transmitted (N-mm)
J Polar Moment of Inertia (mm4)
- Shear stress (N/mm2)
r Radius of the shaft (mm)
T/ ( d^4/32) = / (d/2)
Torque Transmitted (T) = Force x Radius of shaft
= 150 x 9.81 x 15
= 27958.5N-mm
27958.5/ [ (15^4)/32] = / (30/2)
Shear stress () = 41.51 N/mm2
[All the important formulae and values have been taken from Machine Design Data
Handbook by PSG]
7.5 Velocity Ratio of Chain Drives:
The velocity ratio of a chain drive is given by.. =1/2=2/1
N1= Speed of rotation of smaller sprocket in r.p.m.,
N2= Speed of rotation of larger sprocket in r.p.m.,
T1= Number of teeth on the smaller sprocket, and
T2= Number of teeth on the larger sprocket.
.. =12=2/1

.. =44/18 =1.894
Experimentally,
Revolution of shaft by one push:
Using tachometer, 100 rpm =1.666rps
Torque produce in on push, =60/2
=0.14860/21.666 = 0.851
7.6. Design Specifications:-
7.6.1 Flywheel:
Diameter of flywheel= 125 mm
Thickness of flywheel= 20 mm
7.6.2 Sprocket Wheel and Chain:-
No of teeth on large sprocket=44
No of teeth on small sprocket=18
Dia. of large sprocket=160 mm
Dia. of small sprocket= 45 mm
Length of chain =900 mm
Centre to Centre distance = 350 mm
7.6.3 Springs:-
Diameter of wire = 2mm
Mean dia. of coil = 12 mm
Free length of spring = 120mm

7.6.4 Rack and Pinion:
No of Teeth on Rack = 36
Rack Length= 230mm
No of Teeth on Pinion =36
Diameter of Pinion Gear =270mm
7.6.5 Gears:
Dia. of larger gear D=80mm
Dia. of smaller gear d=35mm
No. of teeth of larger gear T=55
No. of teeth of smaller gear t=26mm
7.6.6 Speed breaker arrangement:
Length of speed breaker=400mm
Width of speed breaker=300mm
Height of speed breaker=500mm

CHAPTER 8
FABRICATION
Fabrication was the most important and time consuming part of our project. We put together the
model using all the knowledge and skills acquired during the 4 years of our engineering course.
Fig 8.1 Metal frame cutting
A prototype of the speed breaker arrangement is constructed to conduct experimental test. A
prototype having height 0.5 m, length 0.4 m and width having 0.3 m is constructed. The main
manufacturing process used for the construction are cutting, sawing, drilling and welding.
Fig 8.2 Making sprockets and chain arrangement
First of all a metallic frame of the speed breaker arrangement was prepared. Then two metal rods
having 15 mm diameter with ball bearing on both ends are welded on the metallic frame.

Holes were drilled into the supports and the diameter was increased by boring to house the
bearings.
Fig 8.3 Drilling holes in the metal frame
Then the bearings were hydraulically press fit into the holes machined. On the metal rod, the
sprockets, gears, flywheel are mounted.
Fig 8.4 Cutting the metal rod
The metal frame was first cut into desired shape and size using metal cutter. Four compression
springs are mounted on the speed breaker arrangement and DC generator is mounted at last with the
help of a clamp. The gears were then hydraulically press fit onto the shaft. This assembly of shafts
was then mounted on the bearing supports. The bearing supports along with the shaft and gears was
positioned accurately and fixed inside the frame. All the welding involved in the project was carried
out by a professional.

The metallic hump was fixed on the frame by welding the hinges to the steel plate on the back of
the hump and by using nuts and bolts to fix it to the frame. The mountings for the rack and the
upper end of spring rods were welded.
The generator shaft was machined out of MS rod to at most dimensional accuracy. And the ball
bearings were pressed fit onto the shaft using a hydraulic press. The mountings for the generation
were fabricated out of mild steel plates.
Fig 8.5 Painting and finishing work
The bearing support for the generator shaft was also fabricated out of mild steel plates. The
generator was then mounted to the box using nuts and bolts.
Fig 8.6 Final arrangement of the fabricated prototype

CHAPTER 9
EXPERIMENTAL SETUP
A prototype of the speed breaker arrangement is constructed to reproduce the vehicles speed-
breaker scenario. The prototype is placed in a gutter and vehicles having different masses and
also with different speeds is allowed to pass over it.
Fig 9.1 Speed breaker prototype
116 kg, 176 kg and 246 kg masses are applied on the speed-breaker systems and the
experimental quantity produced of voltages, currents and rotational speeds are measured.
Fig 9.2 Experimental set up

Three different masses, 116 kg, 176 kg and 246 kg, are applied on the speed-breaker systems
and the produced amounts of voltage, current and angular speed are measured.
Fig 9.3 Experiment conducting with Royal Enfield (186kg)
The produced measured currents and voltages are employed to calculate the output powers.
The vehicles used for these purpose are two motorbikes (Royal Enfield-186kg, Hero Honda
passion-116kg) and rider-60kg.
Fig 9.4 Experiment conducting with Hero Honda passion (116kg)
A vehicle having mass of 176 kg (including rider) with three different speeds, 5 m/s, 15 m/s,
25 m/s had passed over the speed breaker arrangement and the voltage produced is noted
using a multi-meter. The same vehicle is passed over the speed breaker arrangement with
different speeds and corresponding voltage generated is noted.

CHAPTER 10
RESULTS AND DISCUSSIONS
Three different masses, 116 kg, 176 kg and 246 kg, are applied on the speed-breaker systems
and the produced amounts of voltage, current and angular speed are measured. It was
observed that as the mass increases the produced voltage increases linearly. For a mass of 116
kg, produces 12.69V. This voltage reaches 24.21 V for a mass of 176 kg and 35.45 V for a
mass of 246 kg. The current increases from 1.42 to 2.37 A as the masses increases from 116
to 246 kg. The produced measured currents and voltages are employed to calculate the output
powers and graphs are plotted.
VOLTAGE POWER
MASS CURRENT
GENERATED GENERATED
(kg) (A)
(V) (W)
116 8.94 1.42 12.69
176 12.35 1.96 24.21
246 14.96 2.37 35.45
Table 10.1 Measured parameters with mass of the vehicle
A vehicle having mass of 176 kg with three different speeds, 5 m/s, 15 m/s, 25 m/s had passed
over the speed breaker arrangement and the voltage produced decreases with increase in
speed. For a speed of 5 m/s, produces 12.96 V. This voltage reaches 10.14 V For a speed of
15 m/s and 8.89 V for a speed of 25 m/s and the graph is plotted.
SPEED OF VEHICLE VOLTAGE GENERATED

(Km/hr.) (V)
5 12.96
15 10.14
25 8.89
Table 10.2 Voltage generated for different speed of the vehicle

Fig 10.1 Mass of the vehicle versus voltage, current and power generated
Fig 10.2 Speed of the vehicle versus voltage generated

CHAPTER 11
COST ESTIMATION
SL.NO PARTS QTY. MATERIAL AMOUNT
1 RACK & PINION 1 MS 750
2 GEAR 2 MS 300
3 SPRING 4 SPRING STEEL 200
BALL BEARING
4 6 CHROME STEEL 900
5 FLYWHEEL 1 MS 70
6 FRAME MS 2500
7 BATTERY 1 12V DC 1100
8 INVERTER 1 555 IC 800
9 DC GENERATOR 1 7-20V DC 850
10 ROLLER CHAIN 1 CARBON STEEL 80
11 SPROCKET 1 CARBON STEEL 300
TOTAL MATERIAL COST 7850

Labour Cost:
Welding, Press Work, Boring, Drilling, Cutting
Labour Cost =Rs. 500/-
Overhead Charges:
The overhead charges are arrived by manufacturing cost.
Manufacturing cost = Material Cost + Labour Cost
= 7850 + 500
= Rs. 8350/-
Overhead Charges = 20% of the Manufacturing Cost
= 8350 (20/100)
= Rs. 1670/-
Total Cost:
Total Cost = Material Cost + Labour Cost + Overhead Charges
= 7850 + 500 + 1670
= Rs. 10,020/-

CHAPTER 12
ADVANTAGES AND DISADVANTAGES
5.1 Advantages
Economical and easy to install
It is eco-friendly
Maintenance cost is low
Will solve some of the electricity problems of the world
This can be implemented on heavy traffic roads and toll booths and can be used to
power the street lights
It can be a solution the electricity shortage in most villages
Never decreasing vehicular frequency
No fuel input required
Low initial and maintenance cost
Non conventional energy source
5.2 Disadvantages
The mechanism has to be checked often
The gears might rust during the rainy season or in very humid environment
It may not work with light weighted vehicles

CHAPTER 13
FUTURE SCOPE OF POWER HUMPS
Future work would consist of a redesign of this model to see exactly how much data we may
be missing with the assumption that we made with low price, weight and capacity. Despite all
the assumptions, we still have realized that this product can be very marketable and that the
demand is extremely large which means this is a viable design that will yield a high return on
an investment. This mechanism is very economical and easy to install. Two protocols of this
type of speed breakers are developed in India, not practically implemented till date. It was
practically implemented in New Jersey, China and Indonesia. Lots of researches and
investigations are going on to practically utilize this technique. Installing a speed bump power
generator on road will provide a power that may be utilized to lighten city streets, boulevards,
and supply low-voltage powers to cameras or speed-sensors. At door steps of every house the
mechanism can be arranged. When a person steps on the door step the weight of the person
drives the mechanism and initiates a trigger signal which closes the circuit that finishes an
alarm. With small changes to the above application the device can be used as a surveillance
alarm. When the person steps on the device, the alarm turns on. It can be stopped only by any
personnel switching off the switch of the alarm at the security room.
Such speed breakers can be designed for heavy vehicles, thus increasing input torque
and ultimately output of generator.
More suitable and compact mechanisms to enhance efficiency.
Various government departments can take up an initiative to implement these power

humps on a large scale.
These can be mainly used at toll booths, approaching traffic signals, highways where
vehicles move 24 x 7 etc.
This has a huge scope everywhere provides the resources are channelled well.

CHAPTER 14
CONCLUSION
Energy is an important input to sustain industrial growth and standard of living of a country
and can be directly related to the per-capita energy consumption. The conventional sources of
energy and depleting very fast and by the turn of the century man will have to depend on non-
conventional sources for power generation. Various types of non-conventional sources are
solar energy, wind energy, biogas etc. Now by using these speed breakers, we can generate
electricity without any external sources.
This day, vehicle traffic is a major issue in most big cities. This can be used to our advantage
by installing these speed breakers in heavy traffic roads and toll booths we can generate
electricity almost continuously by using the weight of the vehicles to produce mechanical
power in the shafts by using the rack and pinion mechanism. As this method does not require
any external power source and the traffic never reduces, these speed breakers are more
reliable and have a greater life span.
Speed-breaker power generator is a system that is capable of using the kinetic energy of
vehicles and converting them into electrical energy. In this work, a prototype is constructed
and an experimental study is performed. Nonetheless, it was revealed that powers of roughly
12.69 to 35.45 W can be generated from the speed-breaker system when masses of 116 kg and
246 kg are applied. Hence, a consequence average of 0.37W/kg forms a promising sign for
the performance of such systems in real applications. Extrapolations to a real physical system
indicate that a minimum average power of 0.56 kW can be generated for every passing
vehicle. In other words installing a speed bump power generator on road will provide a power
that may be utilized to lighten city streets, boulevards, and supply low-voltage powers to
cameras or speed-sensors.

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environmental protection: A review. Renew Sustainable Energy Rev 2011; 15:1753-
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Power Generation From Speed Breaker

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POWER GENERATION USING SPEED BREAKERS 1 PROJECT REPORT 2016-2017

An innovative and useful concept of Generating Electricity from a Speed breaker is

DEPT. OF MECHANICAL ENGG. Page |1 COLLEGE OF ENGINEERING THALASSERY

DEPT. OF MECHANICAL ENGG. Page |2 COLLEGE OF ENGINEERING THALASSERY

DEPT. OF MECHANICAL ENGG. Page |3 COLLEGE OF ENGINEERING THALASSERY

We can develop electricity from speed breakers by using 3 Mechanisms basically

They are as follows:

2.1 Roller Mechanism

Fig. 2.1 Side View and Top View of Roller Mechanism

DEPT. OF MECHANICAL ENGG. Page |4 COLLEGE OF ENGINEERING THALASSERY

Maintenance will be very difficult

Might cause collision

2.2 Crankshaft Mechanism

Fig. 2.2 Crankshaft Mechanism

DEPT. OF MECHANICAL ENGG. Page |5 COLLEGE OF ENGINEERING THALASSERY

2.3 Rack-Pinion Mechanism

Fig 2.3 Rack and pinion mechanism

DEPT. OF MECHANICAL ENGG. Page |6 COLLEGE OF ENGINEERING THALASSERY

Maximum gear losses 3 to 5%

Approximate Efficiency 95%

DEPT. OF MECHANICAL ENGG. Page |7 COLLEGE OF ENGINEERING THALASSERY

DEMONSTRATION OF THE PROJECT

3.1 Working Principle

DEPT. OF MECHANICAL ENGG. Page |8 COLLEGE OF ENGINEERING THALASSERY

3.2 Block Diagram

Fig 3.1 Block diagram of the arrangement

DEPT. OF MECHANICAL ENGG. Page |9 COLLEGE OF ENGINEERING THALASSERY

DEPT. OF MECHANICAL ENGG. P a g e | 10 COLLEGE OF ENGINEERING THALASSERY

3.3 Basic outline of the system

Fig 3.2 Basic outline of the system

DEPT. OF MECHANICAL ENGG. P a g e | 11 COLLEGE OF ENGINEERING THALASSERY

DEPT. OF MECHANICAL ENGG. P a g e | 12 COLLEGE OF ENGINEERING THALASSERY

From the journal paper, GENERATION OF ELECTRICITY WITH THE USE OF

From the journal paper, DESIGN AND FABRICATION OF POWER GENERATION

DEPT. OF MECHANICAL ENGG. P a g e | 13 COLLEGE OF ENGINEERING THALASSERY

5.1 Metal Cutting

Metal cutting or machining is the process of by removing unwanted material from a

DEPT. OF MECHANICAL ENGG. P a g e | 14 COLLEGE OF ENGINEERING THALASSERY

1. Introduction to the processes,

DEPT. OF MECHANICAL ENGG. P a g e | 15 COLLEGE OF ENGINEERING THALASSERY

Welding is used for making permanent joints. It is used in the manufacture of

DEPT. OF MECHANICAL ENGG. P a g e | 16 COLLEGE OF ENGINEERING THALASSERY

Fig 5.1 Basic outline of inspection

DEPT. OF MECHANICAL ENGG. P a g e | 17 COLLEGE OF ENGINEERING THALASSERY

COMPONENTS AND DESCRIPTION

6.1 Speed Brake Arrangement:

6.2 Rack and Pinion Arrangement:

Fig 5.1 Rack and pinion arrangement

DEPT. OF MECHANICAL ENGG. P a g e | 18 COLLEGE OF ENGINEERING THALASSERY

For example, in a rack railway, the rotation of a pinion mounted on a locomotive or a

Material - Mild steel

Function - To change the translator motion in to rotary motion

DEPT. OF MECHANICAL ENGG. P a g e | 19 COLLEGE OF ENGINEERING THALASSERY

6.2.2 Manufacturing Process:

Fig 5.2 Gears

DEPT. OF MECHANICAL ENGG. P a g e | 20 COLLEGE OF ENGINEERING THALASSERY

DEPT. OF MECHANICAL ENGG. P a g e | 21 COLLEGE OF ENGINEERING THALASSERY

6.3.1 General Nomenclature of Gears:

Fig 5.3 Nomenclature of gear

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6.3.2 Gear Materials:

6.4 Sprocket and Chain Drive:

Fig 5.4 Chain and sprocket arrangement

DEPT. OF MECHANICAL ENGG. P a g e | 23 COLLEGE OF ENGINEERING THALASSERY