CHAPTER 1 INTRODUCTION

1.1 Theoretical Background: The cycle rickshaw is a small-scale local means of transport; it is also known by a variety of other names such as velotaxi, pedicab, bikecab, cyclo, becak, or trishaw or, simply,rickshaw which also refers to auto rickshaws, and the, now uncommon, rickshaws pulled by a person on foot. Cycle rickshaws are human-powered, a type of tricycle designed to carry passengers in addition to the driver. They are often used on a for hire basis. Cycle rickshaws are widely used in major cities around the world, but most commonly in cities of South, Southeast and East Asia. 1.2 Configurations: The vehicle is pedal-driven by a driver, though some configurations are equipped with an electric motor to assist the driver. Electric-assist pedicabs were banned in New York City in January 2008, along with all other forms of electric vehicles; the city council decided to allow pedicabs propelled only by muscle power. The vehicle is usually a tricycle, though somequadra cycle models exist, and some bicycles with trailers are configured as cycle rickshaws. The configuration of driver and passenger seats vary by design, though passenger seats are usually located above the span of the longest axle. 1.3 Nomenclature: Table 1.1 : Nomenclature of Rickshaw S.No Country 1. India And Bangladesh 2. Cambodia 3 Mayanmar 4. China and Malaysia 5. Indonesia 6. Philippines 7. Mexico Nomenclature Cycle Rickshaw Cyclo Saika Trishaw Becak Padyak Bicitaxi or Taxi Ecologico
1

The Cycle rickshaw is an important mode of transportation in many small cities and towns in India. The traditional cycle rickshaw is seen in many shapes and sizes but there is a common thread that makes most of them rather inefficient, uncomfortable and often, unsafe vehicles. This is one of the prime reasons for the gradually diminishing clientele of the cycle rickshaws. 1.4 Economic and political aspects In many Asian cities where they are widely used, cycle rickshaw driving provides essential employment for recent immigrants from rural areas, generally impoverished men. One study in Bangladesh showed that cycle rickshaw driving was connected with some increases in income for poor agricultural laborers who moved to urban areas, but that the extreme physical demands of the job meant that these benefits decreased for long-term drivers. In Jakarta, most cycle rickshaw drivers in the 1980s were former landless agricultural laborers from rural areas of Java.

CHAPTER 2 LITERATURE REVIEW

2.1 Dead axles/lazy axles A dead axle, also called lazy axle, is not part of the drive train but is instead free-rotating. The rear axle of a front-wheel drive car may be considered a dead axle. Many trucks and trailers use dead axles for strictly load-bearing purposes. A dead axle located immediately in front of a drive axle is called a pusher axle. A tag axle is a dead axle situated behind a drive axle. On some vehicles (such as motor coaches), the tag axle may be steerable. Some dump trucks and trailers are configured with lift axles (also known as airlift axles or drop axles), which may be mechanically raised or lowered. The axle is lowered to increase the weight capacity, or to distribute the weight of the cargo over more wheels, for example to cross a weight restricted bridge. When not needed, the axle is lifted off the ground to save wear on the tires and axle and to increase traction in the remaining wheels. Lifting an axle also makes the vehicle perform better on tighter turns. 2.1.1 Causes of failure of axle: Presence of cyclic overloads Stress concentration Wrong adjustment of bearings, insufficient clearance.

2.1.2 Desirable properties for material of axle Sufficient high strength. A low sensitivity to stress concentration. Ability to withstand heat and case hardening treatment. Good machinability

2.2 Curved Beams

3

One of the assumptions of the development of the beam bending relations is that all longitudinal elements of the bean have the same length, thus restricting the theory to initially straight beams of constant cross section. Although considerable deviations from this restriction can be tolerated in real problems, when the initial curvature of the beams becomes significant, the linear variations of strain over the cross section are no longer valid, even though the assumption of plane cross sections remaining plane is valid. A theory for a beam subjected to pure bending having a constant cross section and a constant or slowly varying initial radius of curvature in the plane of bending is developed as follows. Typical examples of curved beams include hooks and chain links. In these cases the members are not slender but rather have a sharp curve and their cross sectional dimensions are large compared with their radius of curvature. 2.2.1 Introduction Machine frames having curved portions are frequently subjected to bending or axial loads or to a combination of bending and axial loads. With the reduction in the radius of curved portion, the stress due to curvature become greater and the results of the equations of straight beams when used becomes less satisfactory. For relatively small radii of curvature, the actual stresses may be several times greater than the value obtained for straight beams [2]. It has been found from the results of Photoelastic experiments that in case of curved beams, the neutral surface does not coincide with centroidal axis but instead shifted towards the centre of curvature. It has also been found that the stresses in the fibres of a curved beam are not proportional to the distances of the fibres from the neutral surfaces, as is assumed for a straight beam. 2.2.2 Bending in the Plane of the Curve In a straight beam having either a constant cross section or a cross section which changes gradually along the length of the beam, the neutral surface is defined as the longitudinal surface of zero fiber stress when the member is subjected to pure bending [7]. It contains the neutral axis of every section, and these neutral axes pass through the centroids of the respective sections. In this section on bending in the plane of the curve, the use of the many formulas is restricted to those members for which that axis passing through the centroid of a given section and directed normal to the plane of bending of the member is a principal axis. The one exception to this requirement is for a condition equivalent to the beam being constrained to remain in its original plane of curvature such as by frictionless external guides. To determine the stresses and deformations in curved beams satisfying the restrictions given above, one first identifies several cross sections and then
4

locates the centroids of each. From these centroidal locations the curved centroidal surface can be defined. For bending in the plane of the curve there will be at each section (1) a force N normal to the cross section and taken to act through the centroid, (2) a shear force V parallel to the cross section in a radial direction, and (3) a bending couple M in the plane of the curve. In addition there will be radial stresses r in the curved beam to establish equilibrium. Circumferential normal stresses due to pure bending. When a curved beam is bent in the plane of initial curvature, plane sections remain plane, but because of the different lengths of fibers on the inner and outer portions of the beam, the distribution of unit strain, and therefore stress, is not linear. The neutral axis does not pass through the centroid of the section. The error involved in their use is slight as long as the radius of curvature is more than about eight times the depth of the beam. At that curvature the errors in the maximum stresses are in the range of 4 to 5%. In part the formulas and tabulated coefficients are taken from the University of Illinois Circular by Wilson and Quereau [4]. For determining circumferential stresses at locations other than the extreme fibers, one can find formulas in texts on advanced mechanics of materials [6] [7]. The circumferential normal stress is given as = My/Aer Where M is the applied bending moment, A is the area of the cross section, e is the distance from the centroidal axis to the neutral axis, and y and r locate the radial position of the desired stress from the neutral axis and the center of the curvature, respectively.

2.3 Rickshaw chain A chain bicycle is a roller chain that transfers power from the pedals to the drive-wheel of a bicycle, thus propelling it.

Figure 1.1 Basic Chain Derive geometry Most bicycle chains are made from plain carbon or alloy steel, but some are nickel-plated to prevent rust, or simply for aesthetics. Nickel also confers a measure of self-lubrication to a chain's moving parts. Nickel is a relatively non-galling metal. 2.3.1 Efficiency A bicycle chain can be very efficient: one study reported efficiencies as high as 98.6%. The study, performed in a clean laboratory environment, found that efficiency was not greatly affected by the state of lubrication. Larger sprocket will give a more efficient drive, reducing the movement angle of the links. Higher chain tension was found to be more efficient: "This is actually not in the direction you'd expect, based simply on friction" [6]. 2.3.2. Chain Drive Systems Consists of two or more sprockets connected with chain The sprockets are mounted on shafts that are supported by bearings Purpose: to transmit power and motion between shafts

2.3.3. Advantages over belt drive systems:

Do not slip or creep (no power loss from slippage) More compact for a given capacity Lower loads on shafts (because high tension is not required as with belt drives) Easy to install Not affected by sun, heat, or fluids (such as oil and grease) Do not deteriorate with age More effective at lower speeds Require little adjustment

2.3.4. Advantages over gear drive systems:

Flexible center distances Less expensive Simpler installation and assembly Better shock absorption

2.3.5. Disadvantages:

Require lubrication (in most cases) Noisier than belt drives More expensive than belt drives Impractical for extremely long center-to-center distances where flat belts could be used Less efficient than flat belts at extremely high-speed ranges Must be used on parallel shafts; cannot twist chain like belts Chordal action- slight pulsation in the output sprocket becomes less pronounced as the number of sprocket teeth are increased

Transmission Roller Chain is the most widely chain used because of its versatility.

2.3.6. Roller chains are made up of the following:

7

Roller link: inside link made up of two roller (inside) link plates, two bushings and two rollers
o o o

Roller link plate: one of the plates forming the tension members of a roller link Roller: a ring or thimble which turns over the bushing Bushing: a cylindrical bearing in which the pin turns Pin link plate: one of the plates forming the tension members of a pin link

Pin link: outside link made up of two pin link plates assembled with two pins
o

Connecting link: a pin link having one side plate that is detachable (retained by cotter pins or a spring clip) Offset link: a link consisting of two offset plates assembled with a bushing and roller at one end and an offset link pin at the other end; used when chain has an odd number of links

2.3.7 Roller Chain Sprockets

Types: a) plate- flat hub less sprocket used for mounting on flanges, hubs or other devices, b) Hub on one side- used for low-load applications and small diameter sprockets c) Hub on both sides- used for large diameter sprockets and high-load applications d) Detachable hub-plate sprocket mounted on hub e) Shear pin and slip clutch sprockets- designed to prevent damage to the drive or other equipment caused by overloads or stalls

Sprocket Classes 1) Commercial- used with slow to moderate speed drives; in general, drives requiring Type A or Type B lubrication would use Commercial sprockets 2) Precision- used when extreme high speed in combination with high load is involved, or where the drive involves fixed centers, critical timing, or close clearance with outside interference; in general, drives requiring Type C lubrication may require Precision sprockets (consult the manufacturer)

Sprocket Diameters
8

Pitch diameter: diameter of the pitch circle that passes through the centers of the link pins as the chain is wrapped on the sprocket Bottom diameter: diameter of a circle tangent to the curve (seating curve) at the bottom of the tooth gap; equal to the pitch diameter minus the diameter of the roller Caliper Diameter: equal to the bottom diameter for a sprocket with even number of teeth- for a sprocket with an odd number of teeth, it is the distance from the bottom of one tooth gap to that of the nearest opposite tooth gap Outside Diameter: diameter of the circle at the tips of the teeth

Sprocket/Shaft mounting
o o o o

Both keys and set screws should be used to mount a sprocket to a shaft Key- used to prevent rotation Set screw- located over flat key to prevent longitudinal displacement American Chain Association recommendations.

Center distance between sprockets

o

Minimum center distance: 1-1/2 times the diameter of the larger sprocket and a minimum of 30 times the pitch (30 pitches) Optimum results: 30 to 50 pitches Maximum center distance: 80 pitches When necessary, drives may be operated with a small amount of clearance between the sprockets; in these cases it follows that the center distance must be a little greater than the sum of the half the diameter of the sprockets A longer chain is recommend in preference to the shortest allowed by the sprocket diameters because the rate of chain elongation is inversely proportional to the length Center distance, c = P/8 (2L N2 N1+ ((2L N2 N1)2 0.810(N2 N1)2)1/2)

o o o

Where: P = chain pitch

9

L = chain length in pitches N2 = Number of teeth in large sprocket N1= number of teeth in small sprocket

Size of sprockets General practice to use minimum size sprocket of 17 teeth and maximum of 67 teeth in order to obtain smooth operation and long life at high speeds For greater life expectancy and smoother operation (because of the lessening of tooth impact) use sprocket with 19-21 teeth On low speed, special purpose, and/or space limiting operations, sprockets with fewer than 17 teeth can be used Normal maximum number of teeth is 120 Chain wrap: minimum of 120 degrees on driver; will always be 120 with a two sprocket drive with a ratio of 3.5:1 or less Ratio of driver to driven sprocket should be no more than 6:1

rv = N1/N2 = n2/n1 Where: N1 = Number of teeth of driver N2 = Number of teeth of driven n1 = angular velocity of driver (rev/min) n2 = angular velocity of driven (rev/min) 2.3.8 Chain Length, Drive Arrangement, and Lubrication

Chain Tension
o o o

Chain sag should be approximately 2 percent of the center distance An idler (when necessary) should be placed on the slack side of the drive When the idler is placed on the tight side of the chain to reduce vibration, it should be on the lower side and located so the chain will run in a straight line between the two main sprockets

Chain Length: function of the number of teeth in both sprockets and of the center distance
10

Chain length is given in an integral number of pitches (with even number preferable) Chain length L= 2C + (N2+ N1)/2 + (N2-N1)2/(4p 2C)

Where: L= chain length (number of pitches) C= center distance (pitches) N2 = number of teeth in large sprocket N1 = number of teeth in small sprocket

Lubrication
o o

Must be applied to minimize metal-to-metal contact If supplied in sufficient volume, it also provides effective cooling and impact damping at higher speeds

Type A- Manual or Drip Lubrication: Manual-applied with a brush or spout can at least once every eight hours; Drip-oil drops from a drip lubricator directed between link plates Type B- Bath or Disc Lubrication: Bath- lower strand of the chain runs through a sump of oil in the drive housing. The oil should reach the pitch line of the chain at its lowest point while operating. Disc- chain operates above oil level; disc picks up oil and deposits it onto the chain

Type C- Oil Stream Lubrication: oil applied continuously inside the chain loop evenly across the chain width, and directed at the slack strand

2.4. Designing a Chain Drive System Based on the following factors: 1. Average HP 2. RPM of driving and driven members 3. Shaft diameter 4. Permissible diameters of sprockets 5. Load characteristics (smooth and steady, pulsating, heavy-starting, or subject to peaks) 6. Lubrication
11

7. Life expectancy (total amount of service required, or total life) 2.4.1. Classification Of Chains : Hoisting and hauling chains 2.5. Sprocket The process designing and drawing a sprocket is an excellent way to incorporate algebra and geometry skills and knowledge. The following text offers the information and procedural steps necessary to generate the profile of standard pitch sprockets. This process will yield an approximate tooth form that can be used to generate solid models of the sprockets used in the GEARS-IDS kit of parts. The process of producing and saving a solid model library of GEARS-IDS sprockets and parts, provides students and instructors with the opportunity to combine algebra, geometry and trigonometry knowledge with engineering drawing skills to produce the design elements necessary to fully visualize their mechanical creations. Chain with oval links. Chain with square links

Conveyor ( or tractive) chains Detachable or hook joint type chain Closed joint type chain

Power transmitting (or driving) chains Block Chain Bush Roller Chain Inverted tooth or silent chain

2.4.2. Faliure Modes of Chain:

Fatigue of the link plate Repeated loading/unloading from tight side to slack side. Contact between roller and sprockets Galling between the pain and bushing

12

Figure 2.1 : Sprocket Tooth Geometry 2.5.1. Sprocket Tooth Design Formulas Refer to above Sprocket Tooth Geometry figure. The tooth form of a sprocket is derived from the geometric path described by the chain roller as it moves through the pitch line, and pitch circle for a given sprocket and chain pitch. The shape of the tooth form is mathematically related to the Chain Pitch (P), the Number of Teeth on the Sprocket (N), and the Diameter of the Roller (Dr). The formulas for the seating curve, radius R and the topping curve radius F include the clearances necessary to allow smooth engagement between the chain rollers and sprocket teeth. The following formulas are taken from the American Chain Association Chains for Power Transmission and Material Handling handbook, and they represent the industry standards for the development of sprocket tooth forms.

Table 2.1 Sprocket design formulae

13

P = Chain Pitch N = Number of Teeth Dr = Roller Diameter ( See Table) Ds = (Seating curve diameter) = 1.0005 Dr + 0.003 R = Ds/2 = 0.5025 Dr + 0.0015 A = 35+60/N B = 18- 56/N ac = 0.8 x Dr M = 0.8 x Dr Cos (35+60/N) T = 0.8 x Dr Sin (35+60/N) E = 1.3025 Dr + 0.0015 Chordal Length of Arc xy = (2.605 Dr + 0.003) sin (928/N)

yz = Dr [1.4 Sin (17 64/N) 0.8 Sin (18 56/N )] ab = 1.4 Dr W = 1.4 Dr Cos 180/N V = 1.4 Dr Sin 180/N F = Dr [ 0.8 Cos( 18 - 56 / N) + 1.4 Cos (17 - 64/ N] H = F 2 - ( 14 Dr P/2)2 S = P/2 Cos 180/N + H Sin 180 / N PD = P/ Sin [180/ N]

2.5.2. Additional Sprocket Formulas: Outside Diameter of a sprocket when j = 0.3P OD = P (0.6 + Cot 180/N) Outside diameter of a sprocket when tooth is pointed OD = P Cot 180 / N + Cos 180/N (Ds Dr) + 2H

CHAPTER 3 PRESENT WORK

3.1. Problem formulation:
14

The rickshaw is made by an artisan. Every part of the body of rickshaw like its axle, its chain, its curved plate etc are selected by artisan by his experience. We as a team were to study various forces, acting points of various forces, the reaction of various forces etc and then to make complete force analysis and hence to refine the existing design. It is an endeavor to improve upon the existing design thereby making significant changes if necessary, to improve puller as well as passenger comfort by reducing the overall weight of rickshaw without compromising the strength and safety etc. 3.2 Objective: The machine would be mechanically refined yet simple and easy to ride. 3.3 Experimental Work In our experimental work, we firstly measure the weight of rickshaw. Then we consider the problems of designing the axle for rickshaw, curved plate for rickshaw and chain for rickshaw. 3.3.1 Weight of Cycle Rickshaw According to project point of view, firstly we measure the weight of cycle rickshaw. Table 3.1 Weight of cycle rickshaw S.No 1. 2. Parts Upper Parts (Body) Lower Parts (Chaises) Weights(In Kg) 28.7 50.3

3.4 Design of Curved Beams Notations and Symbols Used = Stress, MPa. d = Direct stress, tensile or compressive, MPa. i = Stress at inner fibre, MPa.
15

o = Stress at outer fibre, MPa. bi = Normal stress due to bending at inner fibre, MPa. bo = Normal stress due to bending at outer fibre, MPa. Mb = Bending moment for critical section, N-mm. ci = Distance of neutral axis from inner fibre, mm. co = Distance of neutral axis from outer fibre, mm. e = Eccentricity, mm. ri = Distance of inner fibre from centre of curvature, mm. ro = Distance of outer fibre from centre of curvature, mm. rc = Distance of centroidal axis from centre of curvature, mm. rn = Distance of neutral axis from centre of curvature, mm. d = Diameter of circular rod used in curved beam, mm. h = Depth of curved beam [square, rectangular, trapezoidal or I-section], mm. max = Maximum shear stress, MPa. A = Area of cross-section of member, (curved beam), mm2. P = Load on member, N. 3.4.1 Derivation of Expression to Determine Stress at any Point on the Fibres of a Curved Beam Consider a curved beam with rc, as the radius of centroidal axis, rn, the radius of neutral surface, ri, the radius of inner fibre, ro, the radius of outer fibre having thickness h subjected to bending moment Mb. Let AB and CD be the two adjacent cross-sections separated from each other by a small angle d. Because of Mb the section CD rotates through a small angle d. The unit deformation of any fibre at a distance y from neutral surface is: Deformation, = / l = yd /(rn y)d (1.1) The unit stress on this fibre is, Stress = Strain Youngs modulus of material of beam = E = Eyd /(rn y)d.(1.2)
16

For equilibrium, the summation of the forces acting on the cross sectional area must be zero. i.e dA = 0 or, Eyd dA/(rn y)d = 0 Ed /dydA/(rn-y) = 0 ..(1.3) Also the external moment Mb applied is resisted by internal moment. From equation 1.2 we have, y(dA) = M i.e i.e Ey2d dA/(rn y)d = M Ed/ d y2dA/(rn y) = M .. (1.4) M = Ed/ d(-y)dA + rn ydA/(rn-y) (1.5) Note: In equation 1.5, the first integral is the moment of cross sectional area with respect to neutral surface and the second integral is zero from equation 1.3. Therefore, M = [Ed/ d]Ae . (1.6) Here e represents the distance between the centroidal axis and neutral axis. i.e., e = rc rn Rearranging terms in equation 1.6, we get d/ d = M/AeE .. (1.7) Subsituting We get, Stress = Eyd/ d(rn y) becomes, = EyM/(rn y)AeE i.e But we know, rn = v y y = rn v Therfore, from equation 1.3, ydA/(rn y) = (rn v)dA/(rn y)
17

d/ d = M/AeE in equation 1.2

= EyM/(rn y)AeE (1.8)

= rn dA/v - dA = 0 = rn dA/V - A = 0 Or, rn = A/dA/v (1.9) Note: Since e = rc rn, equation 1.9 can be used to determine e. Knowing the value of e, equation 1.8 is used to determine the stress .

3.5 Designing of curved beam in the rickshaw

1960N

52.5 mm

40 mm

95 mm

5 mm

4o mm

Figure 3.1 Side view and crossection of curved plate Area of section, A = 40 x 5 = 200 mm2 = 200 x 10-6 m2 Bending moment due to load is = M = 1960 x(40 + 52.5) x 10-3 = 181.3 Nm Resultant stresses at inside and outside of curved section: Direct stress, d = P/A
18

= 1960/200 x 10-6 = 9.8 x 106 N/m2 = 9.8 Mn/m2 ------- (Compressive) Now as the curved beam is of rectangular section, therefore: h2 = R3/D Loge [(2R +D) / (2R-D)] - R2 Where: R = radius of curvature of centroidal axis D = depth of rectangular section plate curved beam h2 = constant used in Winkler Bach Formula In the rickshaw the values are: R = 52.5 mm = 0.0525 m D = 5 mm 0.005 m Put these values in given h2 formula, we get: h2 = (0.0525)3 / (0.005) Loge [(2x 0.0525 + .005) / (2 x 0.0525 0.005)] (0.0525)2 = 0.028940 Loge [1.1] (.0525)2 = 0.00275827 0.0027562 = 2.0766 x 10-6 m2 Now bending stress due to M at inside point is: b = M/AR [1 R2 / h (y / R - y)] = 181.3/ (200 x 10-6 x 0.0525) [1 (0.0525)2 / 2.0766 x 10-6 {0.0025/(0.0525 0.0025)} = 17.26 x 106 [1- 0.0013315 x 106 (0.0025/0.05)] = 17.26 x 106 [1- 0.0013315 x 106 (0.05)] = 17.26 x 106 [1- 66.575]
19

= - 1131.82 x 106 N/m2 = - 1131.82 MN/m2------ (Compressive)

Now total stress at inside point is equal to direct stress at inside point + bending stress at inside point = 9.8 MN/m2 + 1131.82 MN/m2 Total stress = 1141.62 MN/m2 (compressive) For stress at outside point: Now bending stress due to M at outside point is: b = M/AR [1 + R2/ h (y / R+ y)] = 181.3/ (200 x 10-6 x 0.0525) [1 + (0.0525)2 / 2.0766 x 10-6 {0.0025 / (0.0525 + 0.0025)} = 17.26 x 106 [1 + 0.0013315 x 106 (0.0025 / 0.0525 + 0.0025)] = 17.26 x 106 [1 + 0.0013315 x 106 (0.04545)] = 17.26 x 106 [1 + 60.5] = 1061.49 x 106 N/m2 = 1061.49 MN/m2---------- (tensile) Now total stress at point 1 is equal to direct stress at outside point + bending stress at outside point = 9.8 MN/m2 (compressive) + 1061.49 MN/m2 (tensile) Total stress = 1051.69MN/m2 (tensile)

3.6 Design of dead axle for the rickshaw: In the rickshaw, the total length of the axle rod is 80 cm. The whole sitting arrangement (3920 N) weight is placed on the axle rod at two points exactly 11 cm from the each end. So 58 cm is the span of axle between these two points. From the given arrangement and for the analysis purpose the axle is assumed to be a simply supported beam carrying two equal loads of 1960 N each acting
20

at two points 11 cm from each end. The total weight is shifted to the ground on two rim and tyre pairs. As the axle is not transmitting any torque, so there are not any external shear stresses set up in the axle. Therefore the axle is designed for bending only. But as the lateral loading is there, on the axle, so shear forces also develop in the axle along with the bending stresses. Since at every point it is assumed that the particles of the material of axle is in equilibrium, the effect of shearing forces and bending moments must be consistent. There is involvement of two factors. The applied shearing forces will be distributed as a shearing stress across transverse sections of the axle. But at each point on the section, the transverse shearing stress will produce a complimentary horizontally shearing stress i.e there will be shearing stresses acting between successive layers of the beam, tending to resist sliding between these layers. So we have to firstly calculate the bending stresses by using bending moment equation and then shear stresses using necessary formulae: Axle 1960 N AXLE LOADING DIAGRAM 11 cm 80 cm 11 cm 1960 N

1960N

1960N

SF DIAGRAM

1960N

1960N

21560Ncm

21560Ncm

21

BM DIAGRAM 0 Ncm 0 Ncm Figure 3.2 : Loading ,SF and BM diagram of axle For bending stresses The bending moment equation is used as follows: M/I = b/y = E/R Where: M = maximum bending moment on the axle I = moment of inertia of circular axle y = distance of extreme fiber of axle rod from its neutral axis (=d/2) E = youngs modulus of elasticity of the material of axle R = radius of curvature of bending axle neutral axis b = bending stress in the axle rod In the given rickshaw, the diameter of the axle rod is d = 2.54 cm d = 2.54 cm I = 3.14 d4/64 = 3.14 x (2.54)4/64 = 2.0421355 cm4 y = 1.27 cm Now bending stress, b = M * y/I b = (21560 * 1.27)/ 2.0421355
22

b = 13408.121N/cm2

For shearing stresses The equation for calculating maximum shear stress in the circular section of axe is = 4S/3 R2 Where : S = maximum shear stress on the axle R = radius of the axle rod = shear stress developed due to shear force S now in the present axle the maximum shear stress as is clear from the shearforce diagram is, S = 1960 N R = 1.27 cm Therfor applying the above shearing equation: = 4S/3 R2 = (4 x 1960)/(3 x 3.14 x 1.27 x 1.27) = 516 N/cm2 Now due to both bending and shear stress the net principle stresses developed in the axle. These principal stresses are given by the following formula: p = b/2 + b/2 + 2

So, principle stresses are:

23

p = 13408.121/2 + (13408.121/2)2 + (516)2 p = 6704.0605 + 44944427 + 266256 p = 6704.0605 + 45210683 p = 6704.0605 + 6723.889 p1 = 13427.95 N/cm2 & p2 = -19.82 N/cm2 Now according to shear strain energy theory or distortion energy theory (Von-Mises Henky Theory) the elastic failure occurs where the shear strain energy per unit volume in the stressed material reaches a value equal to the shear strain energy per unit volume at the elastic limit point in the simple tensile test. Mathematically the equation of failure is written as: et2 = p12 + p22 p1 p2 et2 = (13427.95)2 + (-19.82)2 - (13427.95) (-19.82) et2 = (180309841.2) + (392.83) + 266141.97 et2 = 180576375.999 et = 13437.87 N/cm2 et = 134.37 MN/m2 therefore the axle is safe in rickshaw because as per the given loading conditions or constraints the maximum elastic limit stress needs to be equal to 134.37 MN/m2 which is far less than the elastic limit stress of mild steel material. 3.7 Design Procedure for Chain: Determine the velocity ratio of the chain drive
24

V.R = 3.142(DN)/60 Where D = Diameter of the pitch circle

Select the minimum number of teeth on the smaller sprocket. Find the number of teeth on the largest sprocket T2 = T1 * N1/N2 Pitch line velocity of the smaller sprocket V1 = 3.142d1 N1/60

Load on the chain W=Load/Pitch line velocity Centre distance b/w the sprockets = p(30-50) Number of chain links K = (T1 +T2)/2 + 2x/p + [{T2 + T1}/2*3.142] [{T2 + T1}/2*3.142] p/x Length of the chain. L = K*p

3.8 Designing Chain Design for the Rickshaw: The velocity ratio of chain drive V.R.=3.142[D*N]/60 D=diameter of the pitch circle. =3.142[10*18]/60 =9.56mm Minimum number of teeth on the smaller sprocket T(s) =16 The number of teeth on the larger sprocket T(l)=T(s)*N1/N2 [NI/N2=Speed ratio] =16*2 =32 Pitch line velocity of the smaller sprocket
25

V(s) = 3.142*d1*NI/60 Where d1=pitch dia. of driving sprocket. =3.142*50*16/60 =0.40m/s Load on the chain; W=load (L)/pitch line velocity 400kg =L / 0.40 L Center distance between the sprockets: 30<Cp<50 Cp=center distance in number of pitches. Chain in even number of pitches = P (30-50) = 15.875(20) Cp=410mm Number of chain links; K = (Ts+Tl)/2+2x/p+[{Tl+Ts}/2*3.14]* *[(Tl+Ts)/2*3.14] p / x = (16+32)/2+2*0.2/15.875 + [(16+32)/2*3.14] *[(16+32)/2*3.14]15.875/0.2 =90 Length of the chain; K*P=120/4*15.875 =04ft =400/0.40 =398.52N

26

CHAPTER 4 RESULTS AND DISSCUSSION The principal idea was to develop a modern cycle rickshaw that could demonstrate the possibility of growth of this traditional mode of transportation in India to counter the growing menace of motor vehicular pollution. It provides comfortable and safe seating. Following results are obtained after analysis: Design of axle is safe Design of curved plate is safe Chain is designed for the rickshaw

27

REFERENCES
[1]

Shepard W.K., (1907), Problems in strength of materials Ginn and company, New York

[2]

Merriman M., (1910), Mechanics of materials, John Wilay and Sons, Chapman and Hall Limited

[3]

Timoshenko S., (1923), Bending Stresses in Curved Tubes of Rectangular Crosssection ASME journal, Volume, 45, p. 135 - 143

[4]

Wilson B. J. and J. F. Quereau (1927), A Simple Method of Determining Stress in Curved Flexural Members ASME Journal, Volume 45, pp 64 73, 1927

[5]

S P Timoshenko, S.P, (1953), History of the Strength of Materials, McGraw-Hill

28

[6]

Cook R. D. and W. C. Young (1998), Advanced Mechanics of Materials, 2nd edition, Prentice-Hall

[7]

Budynas R. G. (1999), Advanced Strength and Applied Analysis, 2nd edition, McGraw-Hill

[8]

Sharma P.C., Aggarwal D.K., (1999), Machine Design 9th edition, S.K Kataria and Sons, India

[9]

Rajput R.K., (2006), Strength of Materials 8th edition, S Chand and Company, India

[10]

Bansal R.K., (2007), Strength of materials 4th edition, Luxmi Publications, India

29