1

HUMAN POWERED FLYWHEEL MOTOR

CONCEPT, DESIGN, DYNAMICS AND APPLICATIONS
by
J. P. MODAK
Emeritus Professor of Mechanical Engineering and Dean (R&D)
Priyadarshini College of Engineering,
Near Central Reserve Police Force Campus, Hingna Road, MIDC,
NAGPUR 440019 (INDIA)
Keywords : Human Power, Flywheel, Motor, Peddling, Mechanisms,
Torsionally Flexible Clutches, Rural Based Applications.
Summary : The author and his associates have developed Human
Powered Process Machines for several rural based production activities
such as low level water lifting, bricks making (rectangular as well as
keyed cross section) for various combinations of raw materials, alge
formation process, wood turning, winnowing, wood strips cutting, smiths
hammer (drop forged/ cam type) electricity generation etc.
The evolved machine system comprised of three subsystems namely (1)
Energy Unit : Comprising of a suitable peddling mechanism, speed rise
gear pair and Flywheel conceptualized as Human Powered Flywheel Motor
(HPFM) (2) Suitable torsionally flexible clutch and torque amplification
gear pair and (3) a process unit. Though human capacity is 0.1hp
continuous duty, the processes needing power even upto 6.0 hp can be
energised by such a machine concept.
This development is realized over last 3 decades (1979-2006).
After evolving MHADA machine for brick making which was mainly an
intution based backed up by general past mechanical design experience.
Since, this machine proved to be functionally feasible and economically
viable though developed mainly based on intution without any design
data, subsequently it was decided to develop its all subsystems such as
(1) peddling mechanisms (2) human powered flywheel motor, (3)
torsionally flexible clutches and (4) establishing functional & economic
viability of various rural based applications enumerated above.
The basis of this development is generation of design data of these
subsystems through establishing Generalized Experimental Data Based
Models through executed necessary research projects.
This entire work is published through around 60 publications, guiding (1)
four candidates for Masters (by research) degree in Engineering and (2)
nearly five candidates for doctoral degree (Ph.D.). Around 4 sponsored
projects are completed based on this research.
This development has conceived several employment guarantee schemes
for semiskilled /unskilled labour for the population of the 3
rd
world.
The complete research is presented through a treatise leading to the
degree of Doctor of Science (D.Sc.) of the author of this lecture.
2
1.0 MHADA MACHINE:
1.1. Need for a Human Powered Brick Making Machine
Maharashtra Housing and Area Development Authority (MHADA), Mumbai
(India) offered a sponsored project towards evolution of a manufacturing
system which can work as an employment guarantee scheme for
unskilled/semiskilled unemployed labour available in plenty in India and
for some countries of the 3
rd
world. As the project was offered by MHADA
obviously the product had to be some building component preferably
bricks. Brick composition was proposed to be lime: Flyash; Sand (1/2/4 by
weight) in order to solve the problem of flyash utilization of thermal
stations.
Bricks with such a composition gain strength simply by weather and /or
water curing so conventional energy sources are conserved which
otherwise could have been used in baking normal earthen bricks.
In view of all above it boiled down to design and fabricate a human
powered brick making machine to manufacture lime-flyash-sand bricks
and to design and demonstrate operating production system for the
manufacturing of such bricks. This project based on intution was
completed in 1979-82 [1 & 4]

.
1.2. Basic Concept of the Machine
On an average, the power produced by a man is approximately 75W
(0.10hp) [23], if he works continuously. Therefore human power may be
used for a process if the power requirement is maximum of 75W. If
process power requirement is more than 75W and if the process can be of
an intermittent nature without affecting the end product, a machine-
system can be developed that stored the energy. Figure 1.1 describes the
schematic arrangement of the proposed machine.
Essentially, the machine consists of three subsystems : (1) the energy
unit, (2) appropriate transmission, and (3) the process unit. The energy

Numbers in the square brackets denote references listed at the end of the lecture.
Figure 1.1 Plan View of the Schematic arrangement of the Machine
3
unit consists of a conventional bicycle mechanism, a pair of speed-
increasing gears G having a speed rise ratio G = 3 to 4 and a flywheel.
The transmission consists of a single-jaw spiral clutch [24] and the
torque-amplification gear pair G having torque amplification ratio G = 4.
For brick manufacturing, a process unit PU consists of an auger, cone and
die, conventionally used for motorised brick-extruders for the manufacture
of clay bricks [51]
The suggested machine system uses human energy achieved by peddling
and stores this energy in a flywheel at an energy-input rate convenient to
the peddler. After storing the maximum possible energy in the flywheel
(peddling time could be 1-2 minutes) the same can be made available for
the actuation of any process unit by making available the energy stored in
the flywheel through a suitable clutch and torque-amplification if needed.
Thus the flywheel will decelerate depending on the actual resisting torque
offered by the process. It implies that the peddler does not pedal while
the flywheel is supplying energy to the process-unit.
1.3 Availability of Design Data for the Proposed Machine
The literature search we made did not produce data regarding what
should be the numerical value of G and the moment of inertia of the
flywheel so that this man-machine system could store maximum energy in
the flywheel for the shortest possible peddling time. Obviously we wanted
the most compatible system with the minimum possible internal human
energy loss. Thus no design data were available for the energy unit. We
called this unit a Human-Powered Flywheel Motor [6].
Upon engagement of the clutch there is a rapid transfer of momentum
and kinetic energy between the energy unit and the process unit. The
process unit input shaft is thus instantaneously accelerated and, after
reaching the maximum speed, is subjected to deceleration. This
deceleration is induced by the resistance offered on account of extrusion
of lime-flyash-sand paste contained in the extruder. Thus the process
unit input shaft is in a transient state of motion (rigid-body angular
velocity of the auger is changing). The literature available as far as
design of an extruder is concerned pertains only to the manufacture of
clay bricks using a motorized machine wherein an auger shaft is always in
a steady state of motion. The literature search did not provide any
information regarding horse-power requirement, optimum auger speed,
details of geometry of blade, cone and die for such an extruder for
manufacturing lime-flyash-sand, or only lime-flyash, bricks. Thus no
design-data was available for the process unit nor for a single-jaw spiral
clutch and torque-amplification gears. Here, the emphasis is on severity
of initial mechanical shock and its associated severe adverse effects such
as excessive stressing of the system under severe impact, random
vibrations and rapid wear.
In view of the foregoing the main parameters and dimensioning of the
components were decided essentially based on intuition and general past
mechanical design experience. Accordingly the machine is designed and
4
is described in Figure 1.2. A photograph of this machine is given in Figure
1.3.
Figure 1.2 : Mechanical Parts of the Machine
1) Die 2) Conveyor drum 3) Hopper 4) Wooden mould 5) Mould stand 6) Screw Conveyor
7) Conveyor shaft 8) Bearing 9) Gear I 10) Pinion I shaft 12) Bearing 13) Movable jaw of
clutch 14) Clutch lever 15) Fixed jaw of clutch 16) Flywheel shaft 17) Flywheel 18) Bearing
19) Pinion II 20) Gear II 21) Free wheel 22) Intermediate shaft 23) Bearing 24) Chain
wheel 25) Roller chain 26) Drivers seat 27) Handle 28) Bracket 29) Frame
1.4 Mechanical Design of the Machine
The machine has a die (1; see Figure 1.2) that is bolted to the conveyor
drum (2). The die has a variable cross-section, convergent near the
conveyor-drum end to compact the material and to prevent rotation in the
die, while a subsequent uniform section gives the desired shape to the
column. The material is fed through the hopper (3).
The detachable mould (4), lined from inside by acrylic material to
minimize friction, is kept level and in contact with a die on the mould
stand (5). The mould can be lifted or pulled from the stand.
Figure 1.3 Brick Making Machine Energized by HPFM
The screw-conveyor (6) is mounted on a conveyor shaft (7). The shaft is
supported by two bearings (8) outside the conveyor drum. Gear I (9) is
mounted on the conveyor shaft between two bearings. Pinion-I (10)
5
which meshes with gear I is mounted on a pinion shaft (11), between two
bearings (12). The left overhang of the pinion shaft is splined and takes
the movable half of the clutch (13). Axial movement of clutch is possible
using the lever (14).
The fixed half of the clutch (15) is keyed to the flywheel shaft (16) which
is supported by two bearings (18). The flywheel (17) was readily
available in a market of old machine parts. This flywheel is mounted on
the shaft at the extreme left. Gear pair II (19 and 20) is mounted
between the flywheel shaft and an intermediate shaft on which the rear
sprocket (21) of the bicycle chain drive is mounted. Thus, the total
speed-rise ratio between the bicycle driving crank and the flywheel is kept
at 6.24. Out of this, the chain drive provides a speed-rise ratio of 2.6 and
the remainder is provided by gear pair II (same as G described in Figure
1.1). The crank, chain wheel and pedal assembly is identical to the one
used for the bicycle. An existing bicycle frame is used to provide seat and
handle support. Specifications of the major machine parts are described
in table 1.
A spiral jaw clutch is used because it is expected that this type of clutch is
likely to consume less energy for its own operation as compared to the
friction clutch [52]. In order to ensure that the energy does not flow from
the flywheel to the driving pedals after the clutch is engaged, it is
necessary to have a one-way clutch between the driving pedals and the
flywheel.
1.5 Manufacturing Process
The complete process of manufacturing bricks has two stages: (1)
manufacture of columns of the paste of brick ingredients with water, and
(2) conversion of these columns into bricks. The proposed machine
manufactures the columns.
1.5.1 Working of the machine
A properly prepared mixture of dry ingredients with water is poured
through hopper (3) into the conveyor drum (2) of the screw conveyor.
The water content may be 25-30% by weight of dry mixture.
A person pedals the mechanism for about a minute with the clutch in the
disengaged position. In this duration the flywheel of about 1m diameter
and 0.1m rim width can be accelerated from rest to about 700-800 rpm.
During pedalling he has to overcome only the inertia of the flywheel. The
operator pedals for about one and a half-hours before wishing to have a
change of activity or some food or drink. (he gets a rest period of 6-10
seconds between two consecutive extrusion operations).
After attaining the predecided maximum flywheel speed pedalling is
stopped. The clutch is immediately engaged and the energy stored in the
flywheel is made available to the process unit through the clutch (is
immediately engaged and the energy stored in the flywheel is made
6
available to the process unit through the clutch) and the torque
amplification gears G. The clay extrusion immediately commences upon
the clutch engagement and it continues for 6-10 seconds, until such time
as the flywheel comes to rest. A clay column about 1.3m long is obtained
at the end of the extrusion. The extrusion time depends on the type of
clay, the flywheel terminal speed, and the size and shape of the cross
sections of the die. The machine has been tried for extrusion of various
clays, various die cross sections and various flywheel terminal speeds at
the end of the pedalling. Table 2 provides information about these trials.
Table 1.1 : Specifications of major machine parts
No. Name of component Major dimensions (mm) Material
1 Intermediate shaft Length = 740, max. diam=52 SAE 1030 mild steel
2 Flywheel shaft Length = 740, max. diam = 72 SAE 1030 mild steel
3 Conveyor shaft Length = 1030, max. diam=68 SAE 1030 mild steel
4 Flywheel Outer diam=1000, rim
Width=1000, no. of arms=6
Hub diam=100, wgt=50kg
Cast iron
5 Pinion I PCD=190, face width=50
No. of teeth=24
Cast iron
6 Gear I PCD=455, face width=50
No. of teeth=91
Cast iron
7 Pinion II PCD=130, face width=55
No. of teeth=24
Cast iron
8 Floating gear PCD=533.5, face width=55
No. of teeth =97
Cast iron
9 Clutch Length of one-half = 118
Mean diam = 67
Cast steel
10 Conveyor Screw Outer diam = 180, pitch=160
Helix angle = 23%
Mild Steel
11 Bearings Intermediate shaft
Flywheel shaft
Conveyor shaft
6008
6409
6312
7
Table 1.2 : Performance of human-powered brick-making machine
for different mixes and their composition
Sr.
No.
Compositi
on by
weight
Cross
Section
mm x
mm
Max.
speed
of
flywhe
el
(RPM)
Colum
n
length
(m)
Extrusi
on
time
(sec)
Streng
th
withou
t
baking
kgr/m
m2
MN/m2
Mpa
Horse
Power
(hp)
KW
1 River clay
+ sand
(1.1)
90 x
90
750 0.70 10 0.27 2.65 1.95 1.45
2 Black
cotton
soil+flyas
h+sand
(1:2:1)
90x 90 750
650
550
1.04
0.72
0.70
5
7.5
10
0.205 2.01 3.90
9.95
1.05
2.91
1.45
0.783
3 Black
cotton
soil+flyas
h-sand
(1:2:2)
90 x
90
750
650
550
0.53
0.30
0.25
10
15
30
0.205 2.01 1.95
0.98
0.35
1.45
0.73
0.26
4 Lime+fly
ash+sand
(1:1:2)
90 x90
90 x
90
750
450
750
0.90
1.00
0.75
7
13
0.70
0.42
6.9
4.1
2.79
0.54
2.08
0.40
5 Lime+fly
ash+sand
(1:2:4)
750 0.75 7 - - 2.97 2.08
6 Lime+fly
ash
(1.1)
(1.2)
(1.3)
90 x90 450
450
450
0.90
0.90
0.90
15
15
15
0.40
0.20
0.15
3.9
2.0
1.5
0.47
0.47
0.47
0.35
0.35
0.35
1.5.2 Conversion of brick column into bricks
Sometimes the extruded column might have a bulge, which must be
removed by pressure from a flat plate before the column is detached from
the mixture in the die. The mould is then taken manually to a column-
curing platform and demoulded. Immediately after demoulding, a column
is not enough stiff to be cut. After about one hour, however, it becomes
stiff enough to be cut into bricks of standard length of 200mm. On an
average in one cycle of operation of the machine (total cycle time being
maximum 70 seconds), 6-7 bricks are manufactured.
These bricks are cured by sprinkling water on them or by covering them
with a damp cloth for 28 days. During the process of curing a low-
temperature cementing reaction undergoes which imparts fairly high
strength and water-absorption resistance to these bricks. Therefore, it is
necessary to provide a storage facility for 30x1500 (=45000) bricks
before they are fully prepared for sale. Additional land or proper storage
racks for vertical storing of these bricks may also be needed. Fifty
columns can be accommodated on one curing platform 6m long and 1m
wide.
8
A team of five unskilled workers is required for performing various manual
operations of this kind of brick making. Out of these five, one pedals the
flywheel, two remove the bulge from the column, detach the mould, lift
the mould from the stand and carry the mould to the curing platform on
which moulds are demoulded. The remaining two bring the prepared
mixture to the machine hopper.
1.6 Economic Viability
This machine was operated for one month by a team of five workers on an
eight-hours shift. The actual time of machine operation was five and one-
half hours a day. The team was required to perform several other
supporting operations such as preparation of the mixture for the next day,
curing of bricks manufactured earlier, shifting of one-day-old bricks from
the curing platform to the storing stack, maintenance of the machine, and
maintenance of the factory (i.e. premises, housing, machine and other
accessories described earlier). These operations needed two and one-half
hours per shift. During the first week of machine operation, the number
of bricks manufactured were 400 per day; this output increased steadily
to 1000 bricks per day in the last week of machine operation. This steady
increase in production level was on account of proper synchronization of
various human activities which a team of five workers is required to
perform every day. There was a learning process about the
manufacturing activity as the teammates continued to work together on
the process. The production level would increase with experience. The
machine capacity is about 2000 bricks per day, so that a further increase
in production level with experience would be expected.
A machine site can therefore be considered to be a small factory
comprising a machine, enough vertical brick storing racks, curing
platforms, enough space for storage of raw material, etc.
The cost of manufacturing of lime flyash sand bricks was calculated for
various locations in Vidarbha (a region in Maharashtra state of India).
These locations were comprised of (1) a state industrial development
corporation of a very big town like Nagpur, (2) a state industrial
development corporation of district places like Bhandara, and locations
near raw materials like Rajura (near the lime quarries), Chandrapur (near
2200-MW thermal power station producting an abundance of flyash) and
on the bed of river Knhan (nearness of sand). A detailed breakdown of
cost is given in table 3, based on a production of 1000 bricks per day.
The current selling price is Rs. 1.15 per brick. This implies that on an
average the monthly earning of the entrepreneur of this small-scale
factory manufacturing lime flyash sand bricks or lime flyash bricks is at
least Rs. 10,000/-month. The average earning of a middle-class person in
the nearby locality is around Rs. 7000 per month. This establishes the
economic viability of the proposal for human-powered brick manufacture.
Further, this also justifies the development of a human-powered process
machine needing a power requirement far in excess of human capacity in
continuous operation in general and of a human-powered brick-making
machine in particular.
9
Table 1.3 : Total cost of manufacture of lime-flyash-sand brick
Cost of material per brick (NP) Plant
location
Lime Flyash Sand Total
materi
al
Labo
ur
Char
ges
(NP)
Depr
eciati
on
(NP)
Recover
y of
investm
ent
w/intere
st (NP)
Total
Manufa
cturing
cost
(NP)
Remarks
Nagpur
MIDC
34.00 5.00 8.00 47.00 7.00 1.00 5.00 60.00
Bhandara
MIDC
35.00 6.00 4.00 45.00 7.00 1.00 4.00 57.00
Chandrap
ur MIDC
34.00 18.00
*2.50
4.00 56.00
*40.50
6.00 1.00 4.00 67.00
*50.00
*After
getting fly
ash
locally
Rajura 30.00 19.00
*5.00
4.00 53.00
*39.00
6.00 1.00 4.00 64.00
*50.00
*After
getting
flyash at
Chandrap
ur
Koradi 34.00 2.50 4.00 40.50 6.00 1.00 4.50 52.00
Kanhan 35.00 6.00 1.00 42.00 6.00 1.00 6.00 53.00
1.7 Further Development
After developing this first Human Powered Machine (1979-82) for the
manufacture of lime fly ash sand bricks, Modak and his associates worked
on further development of (1) This concept of the use of human powered
energy source [5-22, 25-32, 34-37, 64-66] and (2) For feeding such a
power to various applications [38-50, 53, 54, 56, 62] needing power far in
excess of human continuous capacity. What follows in the subsequent
sections are the details of this further development. A D.Sc. treatise
based on this complete work is being submitted to Nagpur University
(India) in Dec. 2007.
10
2.0 IMPROVEMENT OF GENERAL MECHANICAL DESIGN OF
THE MACHINE
2.1 Improvement Based on Performance Feedback.
MHADA machine was operated almost for one month after establishing its
functional viability. During this month 50,000 bricks are produced
(assuming 25 working days). We learnt about the various operational and
design draw backs of this machine. In view of these draw backs a new
machine was designed [2 & 3] keeping in view main aspects enlisted as
under.
[1] Optimum average auger speed should be 30 to 40 rpm [51] for
getting maximum extrusion.
[2] Maximum speed rise ratio should be 2.33 x 2.5 6.0. Out of this 2.33
from chain drive and 2.5 [24] from G in view of keeping adverse
dynamic effects lowest possible.
[3] This decides maximum flywheel speed to be 480 rpm. Assuming that
flywheel on-load would be subjected to approximately constant
retardation.
[4] This gives the rim diameter of the flywheel to be 80 cms and 150 kgf
weight at 240 rpm maximum speed.
[5] The spiral jaw clutch to be replaced in future machines by torsionally
more flexible clutches [29]. This is so because spiral jaw clutch can
operate satisfactorily only upto 300 rpm maximum speed [24] in
order to avoid its abrupt tip failure. Ordinary friction clutch cannot
be a substitute as it consumed 30% of the flywheel energy [52]
during initial slippage.
[6] Chain drive to be made inclined at maximum 60
o
inclination [24] for
making the drive compact with top side in tension.
[7] Concept can be applied to energise machines needing horse power
up to 6 hp as the maximum energy storage can be up to 2700 kgf.m
in a minutes time with 5 seconds of energy exhaustion time and 15%
frictional losses.
[8] Processes not getting affected by constantly changing input speeds
should only be powered by such an energy source.
2.2 Conceptual Design of a Novel Gearbox [33].
In such a manually energized machine the speed of process unit input
shaft is all the while changing. It is necessary to operate a process unit at
a fairly constant speed in order to use the already established design data
of the process unit for designing it.
11
For this reason it is thought appropriate to develop a suitable mechanical
transmission system which when subjected to a continuously varying
speed of input, will give approximately constant output speed over an
estimated range of variation in input speed.
Fig. 2.1 (a) : Constant output drive for variable input, using gears rolls
Fig. 2.1 (b) : Constant output drive for varying input, using friction rolls.
12
Fig. 2.1. (a) Shows conceptual design of the drive using gears. Flywheel
fixed on shaft A is spun to a predetermined speed through input gear 2.
Machine elements 3, 4 (four identical links), 5(two identical balls), 6 form
a flywheel speed sensor. Link 3 is fixed to shaft A. Element 6 and gears
7,8,9 are keyed to sleeve 10, which is mounted on shaft A with feather
key.
It is proposed to design pitch circle diameters of gear wheels, such that
the minimum of speed deviation in the speed of output shaft B will be
maintained.
Upon engaging the clutch 14, flywheel is immediately subjected to a load
torque, because the drive is so arranged that gear pair 7, and 13 are
already in engagement when the clutch 14 is engaged.
As the flywheel is subjected to the load, it will be immediately subjected
to speed fall. On account of this speed fall, spring 15 will be in a position
to move the sleeve rightwards, pushing the gear cluster 7,8,9 towards
right. The spacing of gears 8,9 on sleeve 10 will be so adjusted that as
the gear cluster continuously moves towards right, the engagement of
gear pair 8-12 and 9-11 will take place in such a way that the fluctuation
in speed of output shaft B will be achieved to be minimum.
Fig. 2.1. (b) Shows a conceptual design of the drive in which the gears of
the drive discussed in Fig. 2.1(a) are replaced by friction rolls 7 and 8.
Friction roll 7 is cylindrical and mounted on sleeve 10. Friction roll 8 is
conical and is mounted on shaft B, which is connected to process unit
input shaft. As the speed of the flywheel drops, the compressed spring
pushes the rotating roll 7 rightwards to slide on shaft A.
The contact radius of cone 8 keeps on reducing for different positions of
roll 7, such that with continuously reducing speed of input shaft A, shaft B
rotates at a Constant speed.
Comparision of Operational Characteristics of the Drives
Although it is from the Kinematics of the drive with friction rolls, that
speed of output shaft is expected to remain fairly constant, it has one
significant shortcoming, that this drive is dependant on friction traction
between the cylindrical roll and the conical roll. It is very essential to
achieve very high wear resistance for the surfaces of these rolls in order
to get desired performance of the drive for a very long time. It is in this
respect the drive with gears is better.
It is therefore suggested that the first drive should be the first preference,
provided the process machine operational characteristics permit some
deviation in the shaft speed.
However if the operational characteristics of process machine cannot
permit even the smaller deviation in the speed of shaft B, then the choice
should be the second drive, although it may turn out to be somewhat
costlier compared to the first drive.
13
2.3 Improvement of Cranking Arrangement
Cranking arrangement of bicycle is one component of HPFM. This actually
comprises a five linkchain. Heap joint to peddle axle is a fixed link or a
frame, thigh is an oscillating input link, leg (distance between Knee joint
to ankle) is a coupler, foot and peddle is the output link. Though it is a
five link chain it is a constrained chain because the orientation of thigh
and position of foot with respect to the leg is decided by nervous system.
However, this five link chain can be approximated to a four link chain by
eliminating foot as a separate link.
When it comes to improve HPFM it becomes necessary to improve the
performance of this cranking arrangement too. Hence, Kinematic Analysis
of existing mechanism was done [16] to examine its shortcomings if any.
For every configuration of this mechanism unit force application through
the leg is assumed and torque generated at the small sprocket is
estimated.
The static force analysis [16] revealed that (1) about 30
o
of crank travel is
the idle period (2) about 110
o
is less effective period (3) only 220
o
is a
usefully utilized period.
These shortcomings prompted us to design several new cranking
arrangements such as (1) Quick Return Ratio (Q.R.R.) = 1 drive (2)
Double
lever inversion drive. These are 17% and 35% more effective as
compared to the existing (Figs 2.3 (a) & 2.3 (b)). This effectiveness is
conceptualized as the ratio of energy delivered at small sprocket with a
proposed new drive to the energy delivered at small sprocket with existing
drive in the same duration. This effectiveness is nominclated as ME. Thus
ME for Q.R.R.=1 drive is 1.17 where as that for double lever inversion
drive is 1.35. Literature indicates [58] use of Elliptical Sprocket instead of
presently used big sprocket. Its ME value has come out to be 1.18 [16].
14
Figure 2.3 (a) : Bicycle Cranking Mechanism QRR = 1 Drive
Figure. 2.3 (b) :Double Lever Inversion
Modak & Moghe [19-22, 64, 65] have proposed several other cranking
arrangements. The experimental validation of some of these are also
executed [17, 18, 64, 65]. The Double lever inversion drive is proved to
be the best though it is complex & costly from the fabrication point of
view.
15
3.0 GENERATION OF THE DESIGN DATA FOR HPFM THROUGH
ESTABLISHMENT OF THE GENERALISED EXPERIMENTAL
DATA BASED MODELS
3.1 Necessity of Experimental Data Based Models
Design data for a Human Powered Flywheel Motor was not available when
MHADA machine was developed. The main parameters of this sub-
system, namely bicycle drive mechanism, speed rise ratio between small
chain wheel shaft and flywheel shaft and mass moment of inertia of the
flywheel were decided based on intuition and easy availability of
components. That time it was not known whether these are the optimum
choices to achieve any one of the below stated objective functions.
1. To get maximum angular velocity of the flywheel at the end of
stipulated peddling time.
2. To get maximum energy stored in the flywheel at the end of stipulated
peddling time.
3. To achieve maximum efficiency of conversion of human muscular
energy into rotational kinetic energy of the flywheel.
Such optimisation is possible provided the mathematical models amongst
these parameters are established.
It is highly improbable to evolve such models adapting total theoretical
approach of applying one or more of basic balances of mechanics, viz. (1)
Force balance (2) Momentum balance (3) Energy balance (4) Mass
balance [63]. This is so because the phenomenon of energy conversion in
this case of man-machine system is highly complex for applying these
balances.
Hence an approach of methodology of experimentation [55] is adapted to
evolve Generalised Experimental Model for this man-machine system. In
this approach all independent parameters are varied experimentally over
widest possible range and the response data is measured. Based on this
experimental data the analytical relationship amongst independent and
dependent parameters is established. Thus, the desired Generalised
Experimental Model is established. This has revealed the optimum values
of the independent parameters to achieve various above stated objective
functions.
3.2 Planning of Experimentation
The dimensional equation for the process is deduced as follows:
WT = f [(I/RT
2
), (ME), (G)] (3.1)
Where,
W = Angular Velocity of flywheel in rad/sec reached after time
interval T secs.,
I = moment of inertia of flywheel, Kg-m
2
R = energy input by rider, Kgf-m
ME = effectiveness of mechanism, M
G = speed increasing gear ratio
16
f = stands for function of
T = peddling time, in second.
Table 3.1 enumerates Test envelope, Test points and Test sequence [55]
for every independent term or parameter which have been worked out
based on earlier findings [1 and 16 18]. It is not possible to estimate
Test envelope for (I/RT
2
) because it is not possible to adjust R for the
given rider. Hence Test envelope for parameter I only is considered.
Table 3.1 : Test Envelope, Test Points and Test Sequence
Sr.
No.
pi Terms Test Envelope Test Sequence
1. I Moment of Inertia
of Flywheel, kg-m
2
0.255 to 3.48 (for I) 0.255,1.867, 3.48,
1.061, 2.673
2. ME Effectiveness of
Mechanism M
1 to 1.18 1, 1.17, 1.18
3. Gear Ratio 1.14 to 4.0 1.14, 1.5, 4.0, 2.0, 1.3
The different bicycle mechanisms developed by Modak [16] other than
existing bicycle mechanism are i) Quick Return Ratio = 1 drive and ii)
Double lever mechanism. The Elliptical drive mechanism [58] is also
studied. It is found theoretically that effectiveness of Q.R.R.=1 drive,
Elliptical drive and Double lever inversion is respectively 17%, 18% and
35% more effective as compared to existing drive from the point of view
of riders energy utilization [16]. Hence in TABLE 3.1 the test envelope is
taken as 1 to 1.18 for ME in view of the fact that in the present
investigation only three mechanisms viz. (1) Existing (2) Q.R.R.=1 drive
and (3) Elliptical sprocket drive [58] are tried. Double lever inversion,
although should have been tried in spite of the fact that its ME value is
1.34 could not be tried at this stage because of its mechanical fabrication
complexity.
The physical design and fabrication of the experimental set up was then
carried out [6 & 7] and the set up was tested for sturdiness, accuracy and
smooth running [8]. A procedure is evolved [9] for eliminating the effect
of extraneous variables associated with rider like temperament, attitude,
day and duration of test etc. on the experiment.
The complete set up is described in details in Fig. 3.1.
Figure 3.1 : Experimental Set-Up for Human Powered Flywheel Motor
17
3.3 Analysis of the Results
From the observations taken the graphs are plotted to indicate the system
response (average for all riders) while varying G, ME and I in morning,
noon and afternoon. The average of these readings obtained in morning,
noon and afternoon are taken and the graphs are plotted as (i) WT
average Vs G, Fig 3.2, (ii) WT average Vs ME, Fig 3.3 and (iii) WT
average Vs I, Fig 3.4. Qualitative discussion regarding variation in the
dependent pi term WT as resulted because of variation in independent pi
terms G, ME and independent parameter I is presented.
Figure 3.2 : Log WT Verses Gear Ratio, G
Figure 3.3 : Log WT Versus Effectiveness of Mechanism,
ME
Figure 3.4 : Log WT Vs Moment of Inertia, I
18
3.3.1 Qualitative Justification of Results
Assuming more or less same frequency of pedaling for all the riders it is
expected that WT must increase if G is increased. Since the pedaling time
T is kept same for all the observations as G is increased, effectively
angular acceleration of flywheel shaft has also increased. This will result
into greater inertia torque, as I is kept fixed. This increased inertia torque
on the flywheel shaft with increased G has further increased torque on
pedals, which is to be overcome by the rider. This means with increased G
the energy input by rider (R) must also increase.
If R Vs G is plotted then the agreement between WT and R can be
reasoned out. Likewise, variation of R Vs ME and I is also needed for
complete justification of the results. As this is a first attempt in this area
so much detailing is postponed as further work. Thus relationship WT Vs G
should apparently be linear. However, the different slope values are
observed in Fig 3.2 for different values of G. This indicates that the
phenomenon of energy release in human body is highly complex as the
load on the limbs changes. The complexity of this phenomenon all the
more justifies the experimental solution of the phenomenon.
3.3.2 Mixed Plan-Character of Present Experimentation
The classical experiment [55] was planned to obtain the generalised
empirical relationship of a human powered flywheel motor. In this type of
experimentation, at a time one independent pi term is varied and the
reflections on the dependent dimensionless group are observed. In this
experiment independent pi term, which is to be varied, are (I/RT
2
), (ME)
and (G). The dependent pi term is (WT). Accordingly, an attempt is made
to vary each independent pi term at a time while maintaining other
independent pi terms at constant desired level and noting the effect on
dependent pi term i.e. (WT). However, it is observed that this type of
experimentation is only possible while varying (I/RT
2
) in which case ME
and G could be held at constant desired level. But, while varying ME or G
it is observed that (I/RT
2
) is however known for every observation. This is
because of the fact that variation in R even for the same rider and for
unchanged other physical condition is highly unpredictable and depends
on various extraneous variables like his physical condition, environmental
condition, psychological factors like enthusiasm, interest etc. In fact
different riders of a particular age group are chosen to average out the
effect of their extraneous variables. The readings were taken on different
days and during different time i.e. morning, noon and afternoon to
average out the effect of extraneous variables, shift day and time [9].
Still, it is observed that (I/RT
2
) cannot be maintained at fixed level
because of uncontrolled variation in R.
Thus as far as this type of experiment is concerned where human energy
input is involved the plan of experimentation will be either classical or
factorial. Thus a mixed plan is the characteristic of such a situation. This
can be considered as a general characteristic of a man-machine system.
19
3.4 Generalized Experimental Model
Assuming the exponential form for the dimensional equation of this
process, Eqn 3.1 takes the form
WT = K (I/RT
2
)
a
(ME)
b
(G)
c
(3.2)
Where K is a curve fitting constant and a, b and c are constant exponents.
Using the multiple regression analysis based on experimental data and
appropriate computer program. The values of K, a, b and C are obtained
as 1.288, -0.46, -0.87 and 0.40 respectively. This deduces the generalised
experimental model for this human powered flywheel motor as
WT = 1.288 (I/RT
2
)
-0.46
(ME)
-0.87
(G)
0.40
(3.5)
3.5 Optimization of I, ME AND G
It is clear that the objective of establishing this experimental model for
this flywheel motor is ultimately to optimise it for various applications of
this flywheel motor. Obviously, the application could be such that for
some it may be desirable to achieve highest possible flywheel speed at the
end of pedaling or storing maximum possible kinetic energy in the
flywheel at the end of pedaling or for getting maximum efficiency for this
energy conversion process.
For some processes it may be necessary to optimise the combination of
above enumerated objectives.
The analysis which follows now, discusses how to optimise established
model for:
i. to achieve maximum WT
ii. to achieve maximum stored energy in the flywheel
iii. maximum efficiency
3.5.1 Optimisation of Maximum Wt
From the Eqn (3.5) it can be concluded that for obtaining maximum value
of WT term (I/RT
2
) should be minimum as its exponent is having a
negative value. Similarly, the exponent of (ME) is also having negative
value. Therefore, standard bicycle mechanism having ME = 1 should only
be used to achieve maximum value of WT. The exponent of G is having
positive value, which indicates that value of G should be maximum, to
achieve maximum value of WT. In the experimentation maximum value of
G is 4.
Thus to achieve maximum value of WT this man-machine system should
have I = 0.255 kg-m
2
, ME = 1 and G = 4.
20
3.5.2 Optimisation for Maximum Energy Storage
The other aim of experimentation could be to decide the system
parameters to achieve the maximum energy storage in the flywheel. The
energy storage in the flywheel is given by
E = 0.5 * I *
2
(3.6)
From Eqn (3.6) one may apparently conclude that E will be maximum
when I and both are maximum simultaneously. However, from the
experimental data it is observed that is maximum when in fact I is
minimum. Thus as energy storage is dependent on second power of the
necessary condition for E to be maximum is when is maximum. Hence,
the necessary values of the parameters for getting maximum energy
storage are I = 0.255 kg-m
2
, G=4 and ME=1.
For the complete observed data of the 250 observations the envelope of
input and output energy is obtained as described in Fig 3.5.
3.5.3 Optimisation for Maximum Efficiency
Similarly, for obtaining maximum efficiency it is observed that the system
should have G = 2 or 4, ME=1 and I should be in between 0.255 to 1.061
kgf-m
2
.
Figure 3.5 : Energy Output Vs Energy Input
21
A further detailed experimentation is required to find out the exact values
of G and I so that maximum efficiency can be obtained.
3.5.4 Optimisation for Effective Peddling Time
The graph on X-T plotter (Fig 3.6) is plotted for rpm of flywheel Vs time
and simultaneously the air consumption of rider is noted. It is clear from
Eqn 3.9 that approximately after 40 seconds the graph starts flattening
and becomes approximately parallel to time axis. Thus it is clear that the
pedaling is required to be done only for about 40seconds and not for 60
seconds as is done in experiment.
This is one of the major findings of the experimentation, which puts a limit
on time of operation of pedaling.
Now, to find out the actual efficiency of the system it is necessary to
measure the air consumption during these 40 seconds only. For getting
this and for finding actual time of operation a further experimentation is
necessary.
3.5.5 Conclusion
Generalised experimental model for a manually driven flywheel motor is
deduced with below mentioned limitations:
1. The optimisation of the independent parameters of the process is
done for achieving singular objective (i.e. to optimise for maximum
WT, maximum energy storage in the flywheel or maximum
efficiency).
Figure 3.6 : Flywheel Instantaneous Speed Vs Pedaling Time
22
2. Ergonomical aspect such as posture is not considered while finding
out efficiency of the system.
3. The rate of energy storage and rate of energy input is not
measured.
4. Only leg operated mechanisms are considered. Hand operated may
also be given a thought.
5. Concept can not be used for continuous operation.
6. The operation time is not fixed for getting maximum efficiency.
7. The process can be used where power requirement is up to certain
limit (i.e. h.p. of system is up to a certain limit only [1 & 4]).
Different types of riders are not considered for establishing the
model.
3.6 Formulation and Optimization of Models for Various
efficiencies
3.6.1 Scope of present research
As an extension of earlier mathematical models [10], some more models
are formulated for the response variables of the energy unit, such as the
transverse force exerted on the pedal, the crank, pedal, and foot positions
with respect to the frame, the pedal and flywheel energies [14]. This
extension essentially reports on experimentation which involves describing
and varying independent variables, the method of measuring the response
variables, the procedure of experimentation, data collection, presentation,
and analysis, concluding with a qualitative logical analysis for the
optimization of the models.
3.6.2 Experimentation
Independent variables
Independent variables chosen this time are more or less same as that of
earlier investigation [10] except (1) Double lever inversion having ME =
1.38 was also tride this time and (2) Twelve male riders in an age group
of 20-22 years and of slim stature were chosen for the experiments as
against 4/5 tried earlier.
The load torque required to be overcome on the flywheel shaft is I.a,
where a is the average angular acceleration during the pedaling duration
of one minute. The load torque to be overcome on the pedals is therefore
G.I.a. The total air exhaled during experimentation was recorded by a
specially-designed and fabricated spirometer [12, 13]. The specialty of
measuring the exhaled air with respect to time is an improvement over
the earlier investigation [10]. The total (physiological) energy input by
the rider is estimated from the exhaled air collected in the spirometer and
the corresponding oxygen intake.
23
Dependent variables
Ft, the transverse force exerted on the crank, is measured using strain
gauges which are mounted midway on the cranks. The instantaneous
strain values are stored in a computer memory for further processing.
The crank angle is measured digitally by using a circular ring having
equally spaced drilled holes and a photoelectric sensor which measures
the interruptions of the light beam as the ring rotates. The pedal energy
is estimated in terms of the pedal force Ft, the circumference of the pedal
rotation, and the number of rotations of the pedal during the period of
pedaling. The flywheel energy is estimated in terms of I (the flywheels
moment of inertia), and the terminal flywheel speed which is measured as
earlier by a techometer. An X-T plotter gives the graph plot of the
instantaneous flywheel speed during the period of pedaling.
3.6.3 Conduct of experiment
Experiments were conducted while varying ME, I and G independently. All
twelve riders operated the system for every combination of ME, I and G
and the values of the corresponding independent and dependent variables
were recorded.
Figure 3.7 : Instantaneous Ft Vs Crank angle
Figure 3.7 describes the variation of instantaneous Ft vs. crank angle for
both the legs for one cycle of operation of the pedal crank. (Here the
result is the average of 3 riders from the 12, chosen at random). The
total average Ft is 38.8N and during one minute an energy of 2616 Nm is
accumulated, thus the average power here is about 44W. I is given as
0.225 kgm2 and G is given as 1.5.
24
Figure 3.8 : Ft, R and Flywheel load torque Vs I, averaged over 1
min
Figure 3.8 presents the measurements of some physical quantities versus
I (average values from the 12 riders). These are the energy input R, the
transverse pedal force Ft and the flywheel load torque, all averaged over
the pedaling duration of one minute. G is given as 2.0.
Figure 3.9 : Energy efficiencies measured at the end of 1 min.
pedalling duration
25
Figure 3.9 presents the variations of pedal energy and flywheel energy at
the end of the one-minute pedaling duration versus I, given as percentage
of the input energy (average values from the 12 riders). G is given as
2.0.
Findings of this investigation and corroboration of generalised
experimental models reveals the best combination of variables to use for a
specified objective function, e.g., if the objective is to minimize pedal
force FT, the smallest available values for I and G are to be used.
However in terms of efficiency, as seen in figure 3.9, the combination I =
1.06 and G = 3.8 is optimal. In terms of maximum power, as seen in
figure 3.8, the same combination very nearly gives the maximum flywheel
torque, and hence maximum flywheel power (neglecting flywheel loses).
The generalized mathematical model however gives different optima for
efficiency when the variable in question is I, and the authors conclude that
for this case more experimental evidence is needed in order to understand
the relationships.
3.6.4 Conclusion
There exists a considerable similarity in this investigation and of previous
investigators [59] regarding the pattern of transverse force Ft exerted on
the pedal at every instant during the cycle of each leg. There has been
some difference in the pattern of Ft for both the legs during the rise of Ft
compared with the previous investigations. This needs to be confirmed by
additional research. It is not desirable to keep the flywheel moment of
inertia I in the range of 1.4 to 2.4 kgm2. This is because during this
variation of I all the three parameters R, Ft and G.I.a have fairly large
values.
In view of keeping internal human body energy losses and frictional
energy losses at a minimum, it is necessary to keep G at 3.8 and I at
1.06 kgm2, however lowering G to 2.85 or even 2.17 may result in a
reasonable compromise between the intensity of taxing muscles and
incurring considerable internal physiological energy loss in the human
body.
26
4.0 GENERATION OF DESIGN DATA FOR THE TORSIONALLY
FLEXIBLE CLUTCHES THROUGH ESTABLISHMENT OF
THE GENERALIZED EXPERIMENTAL DATA BASED
MODELS
4.1 Necessity of Positive Torsionally Flexible Clutches
During the period of clutch engagement the mechanical system is
subjected to severe shock due to instantaneous momentum exchange.
On account of this, spiral jaw clutch is subjected to unpredictable
malfunction. This is one of the serious drawbacks of this system.
The basic reason for the spiral jaw clutch failure is, it does not have
torsional flexibility very much needed in this situation. A clutch with
torsional flexibility will permit momentum exchange at a slow rate. The
exhaustive literature survey [60,61] shows that clutches with torsional
flexibility are not developed excepting the attempts of Modak and his
research scholars [25-32, 34-37, 66]. These types of clutches permit
momentum exchange at a fairly slow rate. Though literature indicates
development of plate clutches with axial flexibility [60, 61] these are not
useful for the present purpose.
4.2 Types of Torsionally Flexible Clutches
Three types of torsionally flexible clutches [25-28] are conceived and
developed. These are Finger type, Face Tooth Type and Toothed Gear
Type [25-28].
Finger type torsionally flexible clutch:
Clutch comprises of two members. Member 1 is connected to the flywheel
shaft through splines. Multiple number of fingers 3.4.6 are provided
integral with the hub of the member 1. Fingers have rectangular section
as shown. Member 2 is carrying jaws J (3.4.6 depending on number of
fingers provided) but number of jaws equals number of fingers Member 2
is integral with the jaw which provides drive to the process unit.
Figure 4.1 : Schematics of Finger Type Clutch
Fingers F, structurally behave as short cantilevers having spring like
action because of its elasticity. Thus the fingers provide relative angular
displacement between load shaft and the flywheel shaft during the period
of clutch engagement. This is how torsional flexibility is provided by this
type of clutch.
27
Figure 4.2 : Face Tooth Clutch
The Clutch is described in Figure 4.2 The Clutch is consisting of two
identical parts A and B having four jaws on their end faces. B is rigidly
fixed to the load shaft while A is mounted on flywheel shaft. A can
perform an axial movement by virtue of splines and bush with zero
relative angular rotation with respect to flywheel shaft. The axial
movement of A is initiated with the help of shifting lever.
Toothed Gear Type clutch:
The clutch is described in Figure 4.3. Two toothed gears A and B are
keyed to the flywheel shaft and the load shaft respectively. The ring gear
C with the same number of the teeth as on A & B meshes with A. C is
made to slide axially on A in order to engage with B.
Figure 4.3 Toothed Gear Type Clutch
4.3 Models for Finger Type Clutches
The present research [30-31] addresses to the generation of design data
through the development of generalized experimental model for a finger
tip load and subsequent vibrations of fingers in a finger type torsionally
flexible clutch.
28
Dynamics of the clutch
Clutch engagement duration is defined to be the time interval in which the
flywheel shaft and the load shaft attain the identical speeds after first
contact of fingers with the jaws. During this period, flywheel shaft speed

F
& load shaft speed
L
are different. Applying De-Alemberts
formulation, the general conditions of dynamic equilibrium for the flywheel
shaft and the load shaft respectively can be derived as
-I
F

F
b
F

F
K
t
= 0
.(4.3.1)
K
t
-I
L

L
b
L

L
T
L
= 0
.(4.3.2)
In Equs (4.3.1) & (4.3.2)IF & IL are moment of inertias of flywheel and
load shaft. bF and bL are bearing Friction Torque Constants of Flywheel
and load shafts respectively, TL = Load Torque on the load shaft as
imposed by the process resistance. K = Stiffness of the fingers t
instantaneous slope of the finger at its fixed end, W = Finger Tip Load.
Careful Examination of Equs (4.3.1) & (4.3.2) shows that these equations
are not solvable unless experimental feedback of the behavior of the
system is known.
Hence, it amounts, to establishing the generalized experimental data
based models for F & L or eventually of finger-tip load & finger
vibrations which can be considered to be a function of F & L.
Design of Experimentation
Generalized Experimental Models for W & S (Maximum Stress Induced in
the fingers due to finger vibrations) are established adopting methodology
of experimentation [55].
Dimensional Equations
Applying Buckingham II theorem & Releighs method [55] the
dimensional equations for (WD/TL) & (SD
3
/TL) are Formulated as under.
WD / T
L
=f [I
F
/T
L
*t
2
), (IL/TL*t
2
), (b
F
/T
L
*t), (b
L
/T
L
*t), (R/D), (w/D), (d/D),
(ED
3
/T
L
), (U), (N), (gt
2
/D)
.(4.3.3)
SD
3
/T
L
= f [I
F
/T
L
*t
2
), (I
L
/T
L
t
2
), (b
F
/T
L
t), (b
L
/T
L
t), (R/D), (w/D), (d/D),
(ED
3
/T
L
), (U), (N), (gt
2
/D)]
.(4.3.4)
Lete R = Radius of the circle described by tip of the finger
W= cross sectional dimension of the finger transverse to the shaft axis,
d = cross sectional dimension of the finger parallel to the shaft axis, D =
2R, E = Modulas of Elasticity, U = coeff of friction, N = number of fingers.
29
Test Planning : Keeping in view the functional response obtained in
previous investigations [26-28] & in view of cost, time and computational
accuracy constraints the test planning is decide as described in Table 1.
TABLE 4.1 : TEST PLANNING
Term Test Envelope
WD/T
L
34.5 21.7
I
F
T
L
/ t
2
107.29 42916.8
I
L
T
L
/t
2
0.909 363.7
I
F
is held constant, I
L
is varied over T
L
is varied over For some terms the
test planning could not be done as time (t) gets associated with the
term.
Experimental Set up
Fig. 4.4 describes the experimental set up having the provision of varying
all independent terms of equations 4.3.3 & 4.3.4.
A band brake is arranged to vary T
L
. Encoders E
F
and E
L
put on flywheel
shaft & load shaft respectively generate signals representing
F
&
L
are
further processed through frequency voltage transducer using ICs and
voltage output is fed to the PC using A-D converter. PC gives graphic
display of
F
&
L
verses time. A representative variation is depicted in
Fig. 4.5.
Figure 4.4 : Experimental Setup
Generalized Models
Using the principle of (i) force balance & (ii) energy balance variation of W
verses time is established as depicted in Fig. 4.6 by the curves (a) & (b)
respectively corresponding to the experimental data of Fig. 4.5.
30
Figure 4.5: Dynamic Response
Fig. 4.6 shows erratic variation of W. This appears to be because of
unpredictable bearing friction torque. This situation may be perhaps due
to much more severe loading on the flywheel shaft & load shaft. Hence
hereafter the anticipated finger tip load based on force balance concept is
no more considered. The vibration response is evaluated approximating
the finger as a single degree of freedom spring mass damper system,
is assumed to be 0.9 in view of the fact that the system damping is due
to the friction between the finger and the jaws due to axial siding of
fingers under sever tip load during the period of engagement is not
reflected in equs I & II. To account for this, is assumed to be very high
and of the order of 0.9.
Fig 4.6 Variation of Load (W) with Time (t)
Fig. 4.7 shows the variation of maximum stress vs time for the variation
of W Vs time shown in Figure 4.6 (a) & 4.6 (b). The above variations are
obtained for the entire experimental information gathered in this work.
Based on this research, exact mathematical form of dimensional equation
(4.3.1 & 4.3.2) are obtained after performing necessary mathematical
operations & are reproduced below.
WD/T
L
= -0.063 [I
F
/T
L
*t
2
)
1.569
(I
L
/T
L
*t
2
)
-0.07
(Rwd/D
3
)
-0.031
(ED
3
/T
L
)
-0.237
(gt
2
/D)
1.512
]
(4.3.5)
SD
3
/T
L
= 0.1438 [I
F
/T
L
*t
2
)
0.0027
(I
L
/T
L
*t
2
)
0.0289
(Rwd/D
3
)
0.2766
(ED
3
/T
L
)
0.0638
(gt
2
/D)
-0.128
]
(4.3.6)
31
Figure. 4.7 Stress under vibration Vs Time
Computer programmes are developed for complete quantitative
processing of experimental information.
Discussion of Results
Fig. 4.5 shows that in the early part of clutch engagement there is a drop
in flywheel speed but afterwards it keeps on increasing till t = t
3
when
F
=
L
.
L
however keeps on increasing right from t = t
1
till t = t
3
with some
spells of time in which
f
is negative. Similar behavior is observed for
entire variation of independent quantities.
This indicates that immediately upon colliding of fingers on the jaws
considerable energy is stored in the finger in the form of elastic strain
energy. Maximum energy should be stored during t=t
2
-t
1
. In fact this
gets confirmed from subsequent calculations of estimation of finger tip
load W. Curve a of Fig. 4.6 shows maximum W at t=t
2
when F is
minimum. As W is maximum at t=t
2
tip deformation is maximum at t = t
2
hence is the maximum storage of strain energy. Interestingly, it is
observed that duration t=t
2
-t
1
varies with system independent variables.
In fact generalized experimental model should be formulated for t which
will reveal the influence of independent quantities on t & hence an impact
phenomenon.
Further interesting observation is at times L is + ve and at times ve
during t=t
2
-t
1
. This solidly confirms that load shaft at times demands
energy from fingers and at times pumps the energy in the fingers. This
should cause severe superimposed oscillations over and above that
caused by variation of W verses time. Finger vibrations during t=t
3
-t
2
also during t=t
2
-t
1
as W is rising with steep gradient, fingers are
subjected to transient vibrations. On the whole therefore fingers are
subjected to vibrations which needs estimation of stress under vibrations.
Equs. 4.3.5 & 4.3.6 reveals that as the index of term (I
F
/T
L
*t
2
) is
maximum. Stress under vibration is highly sensitive to I
F
, T
L
, t.
Curve a of Fig. 4.6 shows higher value of W as compared to those of curve
b. This is obvious because frictional energy loss is not assumed for
32
information represented by curve a. Bearing friction phenomenon appears
to be pretty erratic because curve b shows W = 0 for some instants. This
is because at those instants frictional resistance it self is enough to
impose necessary retardation heaven if not reaching to limiting value of
friction.
The experimental set up may need additional instrumentation to solidly
ascertain the influence of friction.
In the estimation of vibration response over simplifying assumptions are
made which are as under (I) Entire finger mass is assumed at tip (2)
finger elasticity is assured to be linear. In fact it may be non linear
leading to the sever finger oscillations (3) is assumed to be = 0.9 a very
high value without which stress under vibrations could not have been a
practically acceptable figure, = 0.9 may be justified because
considerable axial frictional rub of the fingers during t=t
3
-t
1
is not
modeled. It is necessary to crystallized its influence. Of course this will
be only possible by sophisticated instrumentation like telemetry.
Conclusion
Although the formulated generalized experimental models are useful from
clutch design point of view, the models need to be refined by collecting
the experimental data adopting more sophisticated instrumentation.
4.4 Approximate Generalized Experimental Models For
Torsionally Flexible Clutches
J.T.Pattiwar at all [32, 66] established these models in a limited way.
The limitation was by only varying I
L
inertia of process machine and the
load torque T
L
.
Huge experimental data is generated for these types of clutches to
investigate the dynamic response based on the experimental data.
An approximate generalized experimental models [55] for these clutches
based on this experimental data are established as under.

F
*t) = 1.2537 [I
F
/T
L
*t
2
)
-0.3877
(I
L
/T
L
*t
2
)
-0.0048
] (4.4.1)

L
*t) = 2.4020 [I
F
/T
L
*t
2
)
-0.8621
(I
L
/T
L
*t
2
)
-0.1024
] (4.4.2)

F
*t) = 0.9586 [I
F
/T
L
*t
2
)
-0.3648
(I
L
/T
L
*t
2
)
-0.0772
] (4.4.3)

F
*t) = 1.9866 [I
F
/T
L
*t
2
)
-0.8642
(I
L
/T
L
*t
2
)
0.0961
] (4.4.4)

F
*t) = 1.0043 [I
F
/T
L
*t
2
)
-0.3929
(I
L
/T
L
*t
2
)
-0.0536
] (4.4.5)

L
*t) = 1.1498 [I
F
/T
L
*t
2
)
-0.7206
(I
L
/T
L
*t
2
)
0.05278
] (4.4.6)
Equations 4.4.1 to 4.4.6 are the approximate generalized experimental
models respectively for Finger Type, Face Tooth Type & Toothed Gear
Type torsionally flexible clutches. These are approximate generalized
models because the geometrical and material parameters of the individual
33
clutches (except for Finger type clutch) are not varied in the present
investigation.
The curve fitting constants 1.2537, 0.9586, 1.0043 (for flywheel shaft) &
2.4020, 1.9866, 1.1498 (for load shaft) represents the geometrical and
material properties of the respective clutches. The model is useful from
the point of view of estimating the dynamic response for known values of
moment of inertia of the load, moment of inertia of flywheel and load
torque. The models are valid for the ranges of variation of terms
(I
F
/T
L
*t
2
) & (I
L
/T
L
*t
2
) as detailed in Table 4.2
Figure 4.8 Dynamic Response of various clutches
Table 4.2 : TEST ENVELOPS OF INDEPENDENT TERMS
Sr. No. Clutch Type I
F
/T
L
*t
2
I
L
/T
L
*t
2
1 Finger Type Clutch 37.125 to 201709.4 0.5005 to 23669.69
2 Face Tooth Clutch 240.73 to 1573.33 1.0732 to 47339.38
3 Tooted Gear Type Clutch 16.18 to 403418.8 0.1279 to 47339.38
Analysis of Results
The experimental performance of the three types of clutches as described
in Figure 4.8 is qualitatively discussed as follows
34
Performance of Finger Type Clutch
Referring to Figure 4.8, it is evident that in the duration t = (t2 t1)
there is a considerable storage of strain energy in the fingers. This is so
because in the duration t = (t3-t1) both the shafts are accelerating.
Looking to the smooth variation of
L
it establishes that the Finger Type
Clutch has maximum torsional flexibility. The maximum relative angular
displacement between flywheel shaft and load shaft for the entire range of
variation of IL & T
L
is observed to be 2.8
o
. Although this reasonably
indicates that the instrumentation is satisfactory, actually it is not so if the
area intercepted between
F
Vs Time &
L
Vs time is considered. This
area comes out to be much more than maximum (
F
-
L
). This shows
that the measurement system should be further improved.
Performance of Face Tooth Type Clutch
In the entire duration of clutch engagement more or less there is a
continuous decline in
F
and there is a continuous rise of
L .
The area
intercepted between the two curves
F
&
L
indicates permissible torsional
flexibility. In act this area should be much smaller as compared to the
same for Finger Type clutch. This could be probably due to (1) slow
response of electronic measurement system & (2) partly due to the
clearance between the tooth faces.
Performance of Toothed Gear Type Clutch
The variation of
F
Vs Time shows continuos decline of
F
&
L
Vs Time
shows steep variation meaning there by much higher angular acceleration
of the load shaft as compared to earlier two types of clutches. During
certain spell of time of clutch engagement period sudden rise and fall in

L
could be reasoned out towards the prevailing backlash between the
teeth.
Conclusion
Operational sensitivity of the clutches from the point of view of indices of
various independent terms can be stated as follows.
1. As the range of indices for (I
F
/T
L
*t
2
) is in the range -0.3648 to -
0.3923 and that for the term (I
L
/T
L
*t
2
) is in the range -0.0048 to -
0.0772 it is concluded that the dynamic response is highly sensitive
to load shaft inertia.
2. The three curves of Figure 4.8 clearly ranks Finger Type Clutch, Face
Tooth Clutch, & Toothed Gear Type Clutch in the descending order of
torsionally flexibility.
3. It is very necessary to improve the accuracy of electronic measuring
system.
35
5.0 APPLICATIONS
There are several processes essentially rural based where power required
is moderate (2-5 hp) and which can be of intermittent nature. Hence, this
concept of HPFM is applied. What follows are these details for some
processes.
5.1 Water Lifting
A tillu water pump of small capacity 4m lift and 1m
3
/10 minutes has been
operated by such a Human Powered Flywheel Motor [62]. In 5/6
energisiation of flywheel this much quantity of water is lifted through 4m
height. The concept is very useful for low head irrigation purposes for
small farmers.
5.2 Bricks Manufacture
After initial version of MHADA machine for rectangular bricks, two
research projects were completed. In one generalised experimental data
based model was formulated for extrusion of rectangular bricks [38-44]
and confirming feasibility of manufacture of keyed bricks [45-49] (Fig.
5.1). The productivity is enhanced to average 16 bricks/minute. Back
pressure flow and leakage flow is reduced by putting ring at the end and
changing the geometry of last blade of auger (Fig. 5.2 (a), (b), (c) ).
Twine mould concept extensively enhanced effective utilization of flywheel
energy.
Technology is evolved for de-molding bricks with such a complicated
shape of cross section after many trials (Figs. 5.1(b) to 5.1(f)).
Keyed bricks have special advantage of practically morterless journey of
bricks. Subsequently generalised experimental data based models for
keyed bricks are also established [45-49].
Figure 5.1 : Keyed Bricks Demolding process
36
5.3 Algae Manufacturing
5.3.1 Basic Requirement
This is a rural requirement of production of spiraling algae. A drum (60cm
length x 30cm dia.) is rotated in a tank of water for the purpose of (1) to
brake algae and (2) push the water ahead. Water then passes through
canal and comes back to the centrifugal drum.
Figure .5.2 : Mechanical Design Modification to increase Clay
Flow
5.3.2 Earlier System
One such system was available at CSV, Wardha (Fig. 5.3(a)) [53]. A
stone weighing 350 kgf was raised though 6m height by hand cranking
once in a day. The transmission comprised of series of chain drives
(speed ratio 4.3:1). Algae drum could be rotated at 12 R.P.M. speed.
Uniform speed of rotation was possible by perhaps excessive frictional
resistance offered by transmission. System did not have proper
alignment. Production capacity was 1 kg of algae per day.
This system had lot many problems (1) frequent falling out of chains (2)
350 kgf weight dropping (3) difficulties in repairs. One had to rely on
37
cycle repairer. This task was not profitable to them. It used to create
excessive strain on hands while lifting. Higher speed could not be
obtained.
Figure 5.3 (a) : Schematic Representation of Existing System
5.3.3 New Design
Concept : Using H.P.F.M. raise 45 kgf weight, energizing system 8 times
a day. This should supply the same energy to the system as it used to be
with earlier arrangement. This should give 20 RPM speed of the drum.
Use gears instead of chains.
Details : New design is so evolved that flywheel could be speeded to 320
rpm in 1 minute. Finger type torsionally flexible clutch is adopted.
Weight is raised through 6 m using rope drum as shown (Fig. 5.3(b)). A
self locking brake is provided on drum shaft responsible for uniform
rotation of drum at 20 rpm.
Fig.:5.3 (b) Manually Energized Drum Type Algae Processing Unit
38
5.4 Types of Manually Energized Machines
There are three types of Manually Energized machines [54].
Type 1 : Power demand far in excess of continuous duty human capacity
of 0.13 hp. This needs flywheel and hence H.P.F.M. Possible applications
could be water lifting, bricks making, threshing, food grains crushing,
Chauf cutting etc.
Type 2 : Power demand same as that of human capacity continuous duty.
Possible applications could be winnowing, wood strips cutting, algae
manufacturing etc.
Type 3 : Power requirement same as that of human capacity but cyclic
speed fluctuations are not desired. A small fly wheel is desired in such
cases.
5.5 Winnower
This machine belongs to Type 3 given above [ 54 ].
MIXTURE OF FOOD GRAINS & HUSK
Fan
--------------X------------X-------------- ---------------
CH2
F
Grains
--X--------X--
F = Fly Wheel
CH1, CH2 = Chain drives
Fig. 5.4 : Schematics of Winnower
Construction : Schematic arrangement is as described in Fig. 5.4. A fan
is arranged with axis horizontal. Fan speed is 150 rpm uniform. Total
DR
DS
DR
DS
2
Husk
CH1
39
speed rise from small sprocket to fan is 5.68. Two stage rise is obtained
each having 43/18 rise.
Operation : Mixture of grains & husk is arranged to drop vertically. Air
blast created by fan removes husk. About 600 kgf of grains/hr are
processed. Operating cost is Rs. 100/day.
The machine occupies 1.5 m x 0.5 m space. It does not need a
foundation. Small flywheel is required.
5.6 Smith's Hammer
There are two versions of this machine, A) Drop Forge Type and B) Cam
Type [54].
S= Seat , P= Pedals, H= Hammer, 04A= Crank, AB=Connecting Rod, PLT=Platform,
F=Flywheel, SP1,SP2,SP3,SP4 = Chain Sprockets, CH1,CH2,CH3 = Chain Drives,
X are bearing locations.
B
O4
O3
O1
S
PLT
H
P
SP4
CH3
SP3
SP1 CH1
SP2
CH2
F
O3
O1
O2
Figure 5.5 : Schematics of Drop Forge Hammer
A
O
P
40
A) Drop Forge Type
Construction : In this machine a rectangular shaped hammer 38 x 35 x
35 cm3 is arranged as a slider of a slider crank chain. Crank radius is 7.0
cm & connecting rod length/crank length = 8.0 thereby achieving fairly
S.H.M. for hammer.
Transmission comprises of a speed rise by chain drive with speed ratio =
44/19 = 2.33 and torque amplification 4:1 by a gear drive. Flywheel is
provided for avoiding cyclic speed fluctuations.
Operation : Job is placed at the dead center position of the hammer. Fig.
5.5 Describes Schematic Arrangement.
B) Cam Type
Construction : Fig. 5.6 Describes schematic arrangement of the machine.
RRD Cam is provided giving instantaneous drop giving hammering action.
Transmission comprises of speed rise provided by a chain drive of the
order of 56/46 = 1.21 where as torque amplification is provided of the
order of 44/18 = 2.44. Flywheel is provided to avoid cyclic speed
fluctuations.
Figure 5.6 : Schematics of Drop Forge Hammer
(Cam Type)
41
5.7 Wood Strips Cutter
Constructions : A serrated blade having uniform rectilinear motion is
arranged [54]. Total speed rise is 7.56. This comprises of four stages :
First Stage 1.08 (52/42 = 1.08), Second stage 124/49, Third Stage 49/32
(Second and third stage by gears), Fourth Stage again by chain drive
45/25 = 1.08.
Operation : Band saw speed 350 m/m on a job of 125 mm
2
& 50 cutting
operations are performed in a shift giving production capacity as 4.5
sq.m./8 hours. This yields Rs. 200/day earnings for the operator.
CSB
Teeth 52
P
S
S0
CH1
Teeth 48
S1
Teeth 49
Teeth 124
S2
Teeth 49
Teeth 32
S3
FW
G
G
Direction
of Feed
Teeth 45
P1
P2
Teeth 24
CH2
S4
42
S = Seat
P = Peddles
CSB = Cutting Seareted Blade
P1 = Blade Pulley (Driving) 56 cm dia
P2 = Blade Pulley (Driven) 56 cm
CH1 = Chain Drive
FW = Fly Wheel
CH2 = Chain Drive 2
Photograph of Drop Forge Hammer
Photograph of Wood Strip Cutter
Figure 5.7: Schematics of Wood Strips Cutter
43
5.8 A Wood Turning Process
The research [50] described here reports on comparison of operational
characteristics of two systems to energise wood turning process. These
systems are (1) Using Human Powered Flywheel Motor and (2) on load
feeding.
5.8.1 Experimentation
Flywheel Motor as Energy Source (Test A)
In this test rider energises the flywheel for 1 minute during which the wood
turning operation is not performed. After this, peddling is stopped and
immediately wood turning is commenced which continues till whole kinetic
energy of the system is exhausted. Time of operation of the lathe is
recorded.
Fig .5.8 : Experimental Response to wood Turning
On Load Test (Test B)
In this test as the rider starts peddling, wood turning is simultaneously
commenced. The rider pedals only for 1 minute but the wood turning
continues till the kinetic energy of the system is exhausted.
During both these tests, for every observation XT plotter plots rpm of main
shaft FS versus time and drum recorder plots float travel versus time. From
these plots, the plots of energy stored in the flywheel versus time and of
energy input by the rider versus time averaged for all the riders are deduced.
These have been presented in Fig. 5.8 for tests A and B.
44
5.8.2 Analysis of Results
Overall Averaged Performance of Test A
Total energy input per cycle of operation of 135 seconds is 14500 N-m, out
of which 4200 N-m is left in the flywheel before commencing wood turning
process. The difference 10300 N-m energy can be attributed towards (1)
error in estimation of energy input from exhaled air (2) energy required for
accelerated activities of body physiological functions and (3) energy required
to over come windage and friction losses. It is rather difficult to apportion
this 10300 N-m energy in to its above stated components. The efficiency of
this test is 28.96%.
Overall Averaged Performance of Test B
Total input energy per cycle of 135 seconds is 21000 N-m. Out of this 3500
N-m is left in the flywheel after peddling is stopped. 3500 N-m energy is
available for the remaining part of wood processing which continues for
almost the same period of 75 seconds as in Test A after peddling. Hence, it
may be predicted that in this phase material removed may be 16.85 cubic
cms. Hence during peddling the material removed may be about 34.15 cubic
cm which might need 7090 N-m energy. Hence, the energy needed to
overcome losses during peddling is 10410 N-m this test as against 10300 N-
m in test A. In fact as this is onload test this loss should have been much
greater. But the fact that it is not so, may be because the wood turning
process may not be appreciably loading the system. Effectively, 10590 N-m
of 21000 N-m input energy is utilised in this test for woodturning giving
50.42% efficiency.
Salient Operational Characteristics
Fig. 5.8 indicates that input energy rate is higher for test B than for test A.
This infers that higher the load higher is the human energy input. There is
no significant rise and difference in the terminal speed attained by flywheel
after 40 seconds in both the tests. This infers that (1) riders maximum
frequency of thigh oscillations decides the terminal speed and (2) it is
independent of load.
5.8.3 Conclusion
Cycle time of both the tests is 135 seconds. With the present system, test B
is more efficient than test A by 74% where as B is more taxing than A by
50% from the human energy input point of view. If mechanical system is
fabricated and assembled with greater accuracy, the overall system efficiency
is likely to be increased considerably. Experimental verification of this may
be considered as suggested further work. For any test, peddling time should
be 40 seconds only.
5.9 Electricity Generation
Here idea is to provide self sustained rural electrification for a house of 4
family members. Each person of the house will operate HPFM for 1.5 hours
45
per day [56]. A process machine is a D.C. generator of 2.5 KW self excited
type. Torque needed by the generator is proportional to the armature
current. In the duration of 8 hours/day enough electricity is stored in the
battery so that 6 bulbs of 60 watts capacity can be fed with electric power for
5 hours during late evening and early night.
A diode rectifier is necessary to prevent battery discharge during a slow
speed operation of a generator on account of a possibility of reverse power
flow. New concept of equivalent mechanical resistance of charging process is
evolved through this work.
46
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of a Manually Driven Flywheel Motor & Approach for Mathematical Analysis of
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no. 3, 1990, pp 55-64
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Responses" Proceedings 2nd International Symposium on Ergonomics
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47
[15] A. R. Bapat, "Formulation of Generalised Experimental Models for various
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Mechanisms Designed in the Light of Transmission Angle Optimization & J.
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for Determination of Optimum Cranking Arrangement of a Cycle Rickshaw"
10th IFToMM World Congress Uni of Oulu, Finland, June 20-24, 99 Accepted
for presentation.
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[24] William A. Williams, Mechanical Power Transmission, Manual, Book Division,
Conovex-Mast Publications, Inc., 1953, p 358.
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Dynamics, Vibration Control, France. Sept. 1990. Accepted for Presentation.
[26] J. P. Modak & S. K. Gupta, "Concept and Dynamics of On-Load Starting
Positive Finger Type Torsionally Flexible Clutch with Frequent On-Off'
Accepted for Presentation at International Conference on Mechanical
Transmissions and Mechanisms. (MTM'97) University of Tiajin, China, July '97.
[27] J. P. Modak & J. T. Pattiwar, "Concepts and Functional Viability of on Load
Starting Positive Clutches with Frequent on-off." Accepted for Presentation at
International Conference on Mechanical Transmissions and Mechanisms. (MTM
'97) University of Tiajin, China, July '97.
[28] J. P. Modak, et all, "Design Proposals of New Type of clutches Essential for
Process Machines with Manually Energised Flywheel Motor as an Energy
Source." Proceedings of International Conference on Mechanical Transmission
and Mechanisms. (MTM'97) University of Tiajin, China, July'97 pp 1078-1082.
[29] R. Deshmukh & J. P. Modak," Necessity, Development and Further Scope of
Torsionally Flexible Clutch-an update". 10th IFToMM World Congress
University of Oulu, Finland, June 20-24, 1999 accepted for presentation.
48
[30] R. Deshmukh, et all, "Formulation of Generalised Experimental Model for the
Dynamics of finger Type Torsionally Flexible Clutch". Proceedings, CCM'98
Clude-Bernard Uni of Layon, France, July 98. pp-16.31 to 16.34.
[31] R. Deshmukh et all "Dynamics of a Flywheel Shaft & Load Shaft of a
Mechanical System Incorporating Torsionally Flexible Finger Type Clutch
Adopting a State Variable Approach". VIBRO ENGINEERING 98, Uni of
Kaunas, Lithunia, Sept. 24-26,98. Session Paper G.
[32] J. T. Pattiwar et all "Formulation of Approximate Generalised Experimental
Model of Various Types of .Torsionally Flexible Clutches" Proceedings, CCM'98,
Clude Bernard University of Layon, France, July 98, Paper 16.10 pp - 16.35 to
16.38.
[33] V. V. Sohoni, et all "Mechanical Design of Transmission of a Manually
Energised Process Machine." Proceedings International Conference on
Machine and Mechanisms (IFToMM). University of Belgrade, 1998 June.
[34] J. P. Modak, Mrs. R.V. Uddanwadikar Dynamic and Vibration Response of
Fingers in a Finger Type Torsionally Flexible Clutch Journal of Vibration
Institute of India ( International Journal) Dec 2004, sent for publication.
[35] J. T. Pattiwar, "Design, Development and Analysis of Torsionally Flexible
Clutches for on load Starting of a Manually Energised Machine". M.E. (by
Research) thesis under the supervision of Dr. J. P. Modak, Nagpur University
(INDIA), 1997.
[36] R. Deshmukh, "Dynamics of a Torsionally Flexible Clutches" M.E. (by
Research) Thesis under the supervision of Dr. J. P. Modak, Nagpur University
(INDIA), 1998.
[37] J.T, Pattiwar, Advancement in the Development of Finger Type Torsionally
Flexible Clutch For A Low Capacity Manually Energised Chemical Unit
Operation Device a thesis submitted for award of Degree of Doctor of
Philosophy to Nagpur University, 2004, under the supervision of Dr. J.P.
Modak
[38] R. D. Askhedkar & J. P. Modak, "Modelling of Manually Driven Brick Making
Machine to Simulate Design Data Experimentally" Modelling, Simulation &
Control, B, AMSE, Press, France. vo1.4, 1985, pp 29-64.
[39] R. D. Askhedkar & J. P. Modak, "Calibration of Tachometer-A Case Study"
Proceedings of 28th Congress of ISTAM. Dec. 1983, paper ET-5, DEC. 1983.
[40] R. D. Askhedkar et all "An Overview of Methodology of Experimentation"
Proceedings of 28th Congress of ISTAM Dec-1983. paper ET-6, Dec. 1983.
[41] R. D. Askhedkar & J. P. Modak, "Hypothesis for the Extrusion of Lime Flyash-
Sand Bricks using Manually Driven Brick Making Machine". Building Research
& Information U.K., vo1.22, No.l, pp 47-54, 1994.
[42] R. D. Askhedkar & J. P. Modak, "Techno-Economic Feasibility of Manufacture
Lime-Flyash-Sand Bricks using Manually Driven Brick Making Machine"
Proceedings of 34th National Convention of IIIE, Pune Oct'. 1992.
[43] R. D. Askhedkar & J. P. Modak "Development of Hand Moulding Process for
Manufacture of Bricks Through Application of Techniques of Methods
Engineering" Proceedings of 34th National Convention of IIIE, Pune Oct.
1992.
[44] R. D. Askhedkar " Optimization of Manufacture of Bricks Through
Development of Mannually Operated Brick Making Machine Ph.D. Thesis,
1990 of Nagpur University under the guidance of Dr. J.P. Modak.
49
[45] V. V. Sohoni et all, "Manually Powered Manufacture of Keyed Bricks.
International Journal of Building Research and Information U.K., vol. 25, N 6,
1997, pp-354-364.
[46] H. V. Aware et all "Formulation of An Approximate Generalised
Experimental Model for An Extrusion Unit of Manually Energised Keyed Bricks
Manufacturing Machine". Proceedings CCM'98, Clude-Bernard Uni of Layon,
France, July 98, Paper 4.4 pp-4.12 to 4.15.
[47] V. V. Sohoni and J. P. Modak "Formulation of Generalised Experimental Model
for an Extruder Unit of a Manually Energised Machine for Extruding Keyed
Bricks. Accepted for Publication in International Journal of Building Research &
Information, U.K.
[48] H. V. Aware,. "Establishing Impirical Relationship Amongst Some Parameters
of Manually Driven Keyed Brick Making Machine". M.E. (by Research) Thesis
under the supervision of Dr. J. P. Modak, Nagpur University 1997.
[49] V. V. Sohoni, "Formulation of Generalised Experimental Model for Extruder
Unit of a Manually Energised Brick Making Machine and to Deduce the
Hypothesis for Extrusion". Ph.D. Thesis under the supervision of Dr. J. P.
Modak, Nagpur University 1999.
[50] J. P. Modak & A. R. Bapat, "Manually Driven Flywheel Motor operates a wood
Turning Process" Proceedings Annual Conference "Ergonomics & Energy of the
Ergonomics. Society. U. K. (Henery-Watt University). 1993, pp 352-357
[51] Searle A.B., Modern Brick Making, Ernest Benn Ltd., London, 1955.
[52] Chavan et al, Development of a Single Plate friction Clutch for a Manually
Driven Brick Making Machine, Under Graduate Project, Project guided by Dr.
J. P. Modak, Dept. of Mechanical Engg., V.R.C.E. Nagpur (India), 1984.
[53] A. A. Katpatal, et all "Design of Manually Energised Centrifugal Drum Type
Algae Formation Process Unit" Proceedings International AMSE Conference
"Systems Analysis, Control & Design" Layon (France) vol 1.3, 4-6 July 1994,
pp 227-232.
[54] J. P. Modak, "Design and Development of Manually Energised Process
Machines having relevance to Village/ Agriculture and other Productive
Operations HUMAN POWER, International Journal of Human Powered Vehicle
Association USA, April 2006, No. 57.
[55] Schenk H. Jr., Theories of Engineering Experimentation, McGraw Hill Book.
Co., New York, 1961.
[56] S. B. Deshpande, J.P. ModaK & S.G. Tarnekar, Computer Aided Analysis of
Battery Charging Process Adopting Manually Energised Flywheel Motor as an
Energy Source Proceedings International Conference on CAD/CAM Robotics &
Autonomous Factories. Indian Institute of Technology, New Delhi August 11-
14, 2003, Paper No. 289.
[57] J. P. Modak, "Human Powered Flywheel Motor, Concept, Design &
Applications" D.Sc (Engg. & Tech.) Treatise, being submitted to Nagpur
University, Dec. 2007.
[58] Machine Design, P-43, Feb. 7 (1974).
[59] Sargent A. J. et al, Measurement of Forces Applied and Work Performed in
Pedaling a Stationary Bicycle Ergometer, Ergonomics, V. 21, No. 1, 1978, pp
49-53.
[60] Zoul V. Experimental Investigation of Dynamic Properties of Flexible Clutch,
Machinen Baute Chnik, V. 28, No. 2, Feb. 1979, pp 66-69.
[61] Nagaya K., Effect of Impact on the Behaviour of Flexible Multiple Disc Clutch
& Brake, J. Vib. Acoust Stress Reliab. Des., V 109, No. 4, Oct. 1987.
50
[62] A. R. Bapat et all, Low Head Water Lifting using Human Powered flywheel
Motor, Paper Reading Meeting, Institute of Engineers, India, Nagpur Center
(India), Dec. 2000.
[63] Robert Resnick and David Halliday, Physics I and II, Wiley Eastern Pvt. Ltd.,
New Delhi, (India), 1992.
[64] S.D.Moghe, Optimization of Cranking Mechanisms for Bicycle and Related
Devices, a Thesis being submitted for the award of the Degree of Doctor of
Philosophy (Ph. D.) in Engineering & Technology to Nagpur University, India.
This work is executed under the supervision of Dr. J. P. Modak.
[65] S.D.Moghe & J. P. Modak, Formulation of Generalized Experimental Model for
Determination of Optimum Cranking Arrangement for the Cycle Rickshaw,
Accepted for publication in HUMAN POWER, Journal of International Human
Powered Vehicle Association (IHEVA), USA.
[66] J.T.Pattiwar & J. P. Modak, Design, Development & Analysis of Torsionally
Flexible Clutch for Onload Starting of Human Powered Process Machine,
Accepted for publication in HUMAN POWER, Journal of International Human
Powered Vehicle Association (IHEVA), USA.
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