Chapter: - 1

INTRODUCTION AND NEED 1.1 Introduction to Regenerative braking system This is the other technology to be employed controls vehicle speed by converting a portion of its kinetic energy (energy of motion) into another useful form of energy. The energy so produced could then be stored as electric charge in the automobile battery, or as compressed gas/air or in flywheels to be used again by the vehicle.

Fig 1.1 Regenerative Braking System Concepts

For instance a Kinetic Energy Recovery System using a compressed air system for a vehicle installed with a rotary sliding vane engine, a compressor, a combustion chamber and a motor may work as follows: The braking may be achieved by connecting the rotor of the compressor to a wheel and braking rotation of the rotor. Then the rotary motion of the compressor's rotor is used to generate compressed air, which is then stored in the surge tank to be utilized further. Reportedly, BMW has initiated work and is supposed to use the technology in the 2009 Formula One season. It is additionally experimenting with using individual components such as super capacitors and lithium ion batteries. Other car makers are soon to follow suit.

From a sport as popular as Formula One, that attracts an audience of 50 million people who completely follow it and over 300 million who catch some part of it, the world might be in for some breakthrough environment friendly technologies as they percolate into everyday transport. Mechanical engineering is the branch of engineering that encompasses the generation and application of heat and mechanical power and the design, production, and use of machines and tools. Mechanical engineering also includes the conversion of thermal, chemical and nuclear into mechanical energy using engines and power plants. Mechanical engineers work in many industries, and their work varies by industry and function. Some specialties include applied mechanics; computer-aided design and manufacturing; energy systems; pressure vessels and piping; and heating, refrigeration, and air-conditioning systems. Mechanical engineering is one of the broadest engineering disciplines. Mechanical engineers may work in production operations in manufacturing or agriculture, maintenance, or technical sales. As a mechanical engineers career develops, many are given administrator or managerial positions. Wayne State University offers many courses specifically geared towards mechanical engineering. CAD (computer aided design), materials manufacturing, thermal fluid system design, and various design labs are just a few of the available courses. Regenerative braking technology funnels the energy created by the braking process back into the system in the form of charging the battery for further use. Most of the energy waste by a car is due to friction. In braking this friction is necessary in order to stop but most of the energy used during braking is usually wasted. In a regenerative braking system the energy normally lost in the braking process is transferred to the generator from the rotating axel and then transferred to the battery, thus saving energy. By channeling the energy back into the system hybrids increase their efficiency.

Fig 1.2 Basic diagram of the energy flow in a regenerative braking system

1.2 Use of Regenerative Braking System Regenerative braking is used on hybrid gas/electric automobiles to recoup some of the energy lost during stopping. This energy is saved in a storage battery and used later to power the motor whenever the car is in electric mode. Understanding how regenerative braking works may require a brief look at the system it replaces. Conventional braking systems use friction to counteract the forward momentum of a moving car. As the brake pads rub against the wheels (or a disc connected to the axle), excessive heat energy is also created. This heat energy dissipates into the air, wasting up to 30% of the car's generated power. Over time, this cycle of friction and wasted heat energy reduces the car's fuel efficiency. More energy from the engine is required to replace the energy lost by braking. Hybrid gas/electric automobiles now use a completely different method of braking at slower speeds. While hybrid cars still use conventional brake pads at highway speeds, electric motors help the car brake during stop-and-go driving. As the driver applies the brakes through a conventional pedal, the electric motors reverse direction. The torque created by this reversal counteracts the forward momentum and eventually stops the car. But regenerative braking does more than simply stop the car. Electric motors and electric generators (such as a car's alternator) are essentially two sides of the same technology. Both use magnetic fields and coiled wires, but in different configurations.

Regenerative braking systems take advantage of this duality. Whenever the electric motor of a hybrid car begins to reverse direction, it becomes an electric generator or dynamo. This generated electricity is fed into a chemical storage battery and used later to power the car at city speeds. Regenerative braking takes energy normally wasted during braking and turns it into usable energy. It is not, however, a perpetual motion machine. Energy is still lost through friction with the road surface and other drains on the system. The energy collected during braking does not restore all the energy lost during driving. It does improve energy efficiency and assist the main alternator.

1.3 Regenerative braking as it applies to electrical bikes In practical terms, regenerative braking on a bicycle may not be very realistic. Regenerative braking is accomplished by using the driving motor as a generator and then feeding that current back into the battery pack. With modern NiMH or Li-Ion lightweight batteries, the charge current must be limited and complete recharging will require from 4 to 12 hours. Assuming that a battery pack will run your bike for one hour, you would need to coast downhill at least 4 hours to recharge the battery completely. That means that for every minute of run time you would need 4 minutes of coasting time to recapture that energy at 100% efficiency. In every day use, not many of us will be able to ride routes that have 4 times more downhill than level or uphill! To make matters worse, losses in the controller and varying speeds make regeneration less than 100% efficient - typically overall efficiency is on the order of 50-60%. So let's do the analysis- For each minute of coasting you would recapture 15 seconds of run time at 100% efficiency or about 7-8 seconds of run time at typical efficiencies. By extending this to a typical e-bike, if you could use regenerative braking for 50% of a one hour ride, you would only recapture about 4 minutes of run time. When was the last time you coasted for half of your trip? To be fair, SLA batteries allow much higher charge rates and may recapture a higher percentage of the regenerative energy however that gain is somewhat offset due to their higher weight.

1.4 Energy wastage while braking If you get about town on a bicycle, it's very obvious that braking is a huge waste of energy. You have to peddle to get yourself going, and each time you brake and come to a standstill you waste all the momentum you've gained. Next time you want to move off, you have to start from scratch all over again. Put your hands anywhere near the brake pads on a bicycle and you'll know exactly where the energy goes: each time you brake and the rubber pads clamp on the wheel, friction between rubber and metal converts the energy you had when you were moving into heat, which disappears uselessly into the air, never to be seen again. Car drivers are pretty much oblivious to the energy that braking wastes because driving doesn't require any real, physical effort. Not only that, but car brakes are hidden out of sight, inside the wheels, where you can't see the heat energy they're wasting. But the heat they generate is extraordinary: the brakes in formula-1 race cars, for example, often heat up to well over 500C (1000C). 1.5 How could we make better brakes? Let's try to imagine designing a better braking system for a bicycle by thinking about the science. When we're riding along, our bodies and bikes have kinetic energy (the energy that all moving objects have); when we brake to a stop, all that kinetic energy has to disppear. When we start up again, we need more kinetic energy. An ideal braking system would involve temporarily putting our kinetic energy to one side without throwing it away forever (as we do when we hit conventional brakes)a way of storing the energy so we can get it back again in the future.

Fig 1.3 braking system for a bicycle

How could we achieve this? If you're a cyclist, one easy but rather impractical way would be to carry a gigantic ramp around on your back. Each time you wanted to stop, you could throw the ramp down on the road up ahead of you so you bicycle up it and gradually come to a halt, some distance in the air. As you go up the ramp, it's like going up a hill: your kinetic energy is rapidly converted into potential energy and you slow down and stop. When you're ready to start off again, simply roll down the other side of the ramp and you get back (most of) your original energy (the stored potential energy is converted back to kinetic energy, just as it is when you bicycle down a hill). Okay, this is a little bit bonkersso what else could we do? If your bicycle has a dynamo (a small electricity generator) on it for powering the lights, you'll know it's harder to peddle when the dynamo is engaged than when it's switched off. That's because some of your peddling energy is being "stolen" by the dynamo and turned into electrical energy in the lights. If you're going along at speed and you suddenly stop peddling and turn on the dynamo, it'll bring you to a stop more quickly than you would normally, for the same reason: it's stealing your kinetic energy. Now imagine a bicycle with a dynamo that's 100 times bigger and more powerful. In theory, it could bring your bike to a halt relatively quickly by converting your kinetic energy into electricity, which you could store in a battery and use again later. And that's the basic idea behind regenerative brakes.

1.6 Regenerative brakes Electric trains, cars, and other electric vehicles are powered by electric motors connected to batteries. When you're driving along, energy flows from the batteries to the motors, turning the wheels and providing you with the kinetic energy you need to move. When you stop and hit the brakes, the whole process goes into reverse: electronic circuits cut the power to the motors. Now, your kinetic energy and momentum makes the wheels turn the motors, so the motors work like generators and start producing electricity instead of consuming it. Power flows back from these motor-generators to the batteries, charging them up. So a good proportion of the energy you lose by braking is returned to the batteries and can be reused when you start off again. In practice, regenerative brakes take time to slow things down, so most vehicles that use them also have ordinary (friction) brakes working alongside (that's also a good idea in case the regenerative brakes fail). That's one reason why regenerative brakes don't save 100 percent of your braking energy.

Fig 1.4 Energy flow during running & braking condition

Regenerative braking in a nutshell: Left: When you drive, energy flows from the batteries to the wheels via the electric motor. Right: When you brake, energy flows from the wheels to the batteries via the motor, which works as an electric generator. Next time you switch on the power, you can reuse the energy you stored during braking.

1.7 Use of regenerative brakes in different vehicles Different vehicles use regenerative braking in different ways. 1.7.1 Electric cars and trains In electric and hybrid cars, the regenerative brakes charge the main battery pack, effectively extending the vehicle's range between charges. Electric trains, which are powered by overhead or trackside power lines, work in a slightly different way. Instead of sending braking energy into batteries, they return it to the power line. A typical modern electric train can save around 15-20 percent of its energy using regenerative brakes in this way. Some vehicles use banks of super capacitors for storing energy instead of batteries. 1.7.2 Electric bicycles Most electric bicycles do not have regenerative braking and gain little or no benefit from using it, because a bicycle is a low-mass, low-speed vehicle, so it wastes much less kinetic energy in stopping and starting than a car or a train (a high-mass, highspeed vehicle). Not only that, but cyclists quickly learn to be smarter in the way they stop and start. Most cyclists use energy really efficiently by coasting or freewheeling to a standstill instead of jamming hard on the brakes, whenever they can. Unless you're doing an awful lot of stopping and starting and cycling at relatively high speeds (if you're a delivery worker, for example), the energy you save with regenerative brakes on an electric bicycle is going to be minimal.

Chapter: - 2 Objectives and Scope of Study

2.1 Objectives 1. To control vehicle speed by converting a portion of its kinetic energy (energy of motion) into another useful form of energy. 2. 3. To achieve better fuel economy. Describe how regenerative braking works.

4. Explain the principles involved in regenerative braking.

2.2 Scope 1) Regenerative brakes in railways feed the generated electricity back into the system 2) It is being utilized in formula one racing 3) The regenerative braking system can be used in hybrid and non-hybrid cars 4) These systems are particularly suitable in developing countries such as India where buses are the preferred means of transportation within the cities

Chapter: - 3 Literature Review

3.1 Michael Resciniti: Bicycles have been the heart of human transportation since the dawn of its creation. Many advances have been made to make the bike more desirable and friendly for the millions of users throughout the world. In many countries throughout Western Europe, a very large number of professionals use bicycles to commute to work in their business suits with their briefcases. It is our goal to design a device that can make their commute an easily traveled one. The Regenerative Braking System (RBS) is a device that can do so by reducing the overall energy the day to day business commuter is required to use. 3.2 Roger Ford: In regenerative braking the current is returned to the overhead line or third rail. Until relatively recently, regenerative braking was mainly employed on DC electrified lines. However, braking is dependent on the ability of other trains on the same route to accept the current. This is known as receptivity and is affected by a number of variables, including location, traffic density and line voltage. 3.3 Jonathan M. Gitlin: Formula One positions itself as the pinnacle of motorsport, with the fastest cars and the best drivers on the planet competing around the world. But with gloomy economic forecasts ahead, the sport is fighting to prove that it remains relevant to the wider automotive world around it. To that end, there has been a push to introduce kinetic energy recovery systems (KERS) to the race cars starting in 2009. The McLaren team (home to the new driver's champion, Lewis Hamilton) has announced a collaboration with Free scale Semiconductor to develop a Kinetic Energy Recovery System for implementation in 2010. In adopting Kinetic Energy Recovery System, Formula ones actually some years behind the road car world; commercially available hybrid cars such as the Toyota Prius already feature regenerative braking systems that top the batteries back up when using the brake. However, by pushing for the use of KERS in F1, the sport's governing body hopes to drive the development of much lighter units that will benefit the cars you and I drive in the future. The KERS systems will give the drivers a short

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burst of extra power (around 50 brake horsepower, or bhp) once each lap, similar to the push-to-pass feature seen on the turbocharged CCWS cars before that series folded. 3.4 Adi Peshkess: As the natural resources of our planet have been depleted during the past century of industrialization, scientists have increasingly been searching for alternative methods to power vehicles, especially other than power by burning fossil fuels. Even after over 100 years of refinement, the modern automobile utilizes only about 15% of the energy available in one gallon of gasoline. Most of the energy is wasted, lost in the form of heat from the exhaust, cooling, and lubrication systems, and, most importantly, in the braking system. New hybrid and electric cars are able to recapture this wasted energy and manipulate it into usable energy to power the vehicle. One of the main ways these amazing vehicles recapture the lost energy is through the process of regenerative braking, since braking is the main source of friction (and thus heat/energy loss) in the vehicle. One proposed hybrid car, Future Car, will be able to recapture 40% of the energy typically "thrown away" during braking. The regenerative braking process that makes this and other similar vehicles possible is based mainly on the conservation of energy, a simple concept studied even in our entry-level physics class. Although other highly complicated electrical and computerized programs are used in these new cars, as described in the more detailed sections to follow, the basic laws of Conservation of Kinetic Energy and Conservation of Momentum are mostly responsible for making these new cars possible.

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Chapter: - 4 Project Planning

4.1 Project action plan (approximate estimate 4.5 months) Phase 1: Data collection (duration: 1 week) Data collection phase involves the collection of reference material for project concept; the idea is taken from book Ingenious mechanisms for designers and inventors. (1 week) Phase 2: System design (duration: 2 weeks) The system design comprises of development of the mechanism so that the given concept can perform the desired operation. The system design also determines the system components and their shape and overall dimensions , the parts are as shown in part list above. (1 week) Phase 3: Mechanical design ( duration : ( 3weeks) The parts mentioned above in the part list will be designed for stress and strain under the given system of forces, and appropriate dimensions will be derived. The standard parts will be selected from the PSG design data handbook. (2weeks) Phase 4: Production drawing preparation ( duration :2 weeks) Production drawings of the parts are prepared using Auto Cad ,with appropriate dimensional and geometric tolerances. Raw material sizes for parts are also determined. (2 weeks)

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Phase 5 : Material procurement & process planning ( duration :2 weeks)Material is procured as per raw material specification and part quantity. Part process planning is done to decide the process of manufacture and appropriate machine for the same. (1 week) Phase 6: Manufacturing (duration: 2 weeks) Parts are produced as per the part drawings. (3 weeks) Phase 7: Assembly test & trial (duration: (1 week) Assembly of device is done as per assembly drawing ,and test and trial is conducted on device for evaluating performance. (1-week) Phase 8: Report preparation (duration: 2 weeks) Report preparation of the activities carried out during the above phases is done. (2 weeks)

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Chapter:- 5 Design & Analysis of Product/Process

5.1 Design of spur gear pair Designing of Spur gear pair which have input power of 50 watt and input speed of 9000 rpm on the basis of Lewis Strength equation WT = Sbym Where, WT: Levis wear strength in N Y: Lewis form factor S: Permissible bending stress in N / mm2 m: Modul in mm

Power = 50 watt Speed = 9000 rpm b=8m No. of teeth on pinion (Z) = 12 No. of teeth on Gear = 20 Reduction ratio (i) =1.67 Gear speed = 9000/2 =4500 Material of pinion and gear is High steel En24 Tensile strength = 340N/mm2 Power = 2

T =

14

= T= 0.106 N-m Considering 25% overload Tdesign = 1.25T = 1.32 N.m Sult pinion = Sult gear = 82 N/mm2 Service factor (Cs) = 1.5 dg = 46 Now T=Pt Pt = 57.39 N.

Peff = Pt x Cs

158.3 x 1.5 Cv

Cv

Now; Cv = v = DN = x 46x 10 -3x 9000 60 Cv = 0.44 = 21.676 m/sec

Peff =

135.2

--------(A)

Lewis Strength equation WT = Sbym

15

Where; Y= 0.484 2.86Z Yp=0.484-(2.86/12)

Syp = 20.14

Pinion and gear both are of same material and with same number of teeth hence Syp = Syg = 20.14

WT = (Syp ) x b x m =20.14 x 8m x m WT= 161.15 m2----------(B) Equation (A) & (B) 161.15 m2 = 135.2 m=0.915 1.5 module selecting standard module =1.5 mm

5.1.1 Gear Data Gear data for pinion and gear having module m = 2 from standard recommended values of module for cylindrical gears, Pitch circle diameter of pinion = 28 mm No. of teeth on pinion =12 Pitch circle diameter of gear = 46 mm No. of teeth on gear =20 Gear data for dynamo pinion and flywheel gear having module m = 1.5 from standard

16

recommended values of module for cylindrical gears, Pitch circle diameter of dynamo pinion =36 mm No. of teeth on dynamo pinion = 24 Pitch circle diameter of flywheel gear = 108 mm No. of teeth on flywheel gear = 72

5.2 Design of Input Shaft

MATERIAL SELECTION : Ref :- PSG (1.10 & 1.12) + (1.17) Table 5.1 Material Properties of EN 24 DESIGNATION ULTIMATE TENSILE STRENGTH N/mm2 800 EN 24 680 YEILD STRENGTH N/mm2

5.2.1 ASME code for design of shaft. Since the loads on most shafts in connected machinery are not constant , it is necessary to make proper allowance for the harmful effects of load fluctuations According to ASME code permissible values of shear stress may be calculated form various relation. fs max = 0.18 x 80 = 144 N/mm2

17

OR fs max = 0.3 fyt =0.3 x 680 =204 N/mm

considering minimum of the above values ; fs max = 144 N/mm2 This is the allowable value of shear stress that can be induced in the shaft material for safe operation.

5.2.2 To Calculate Input Shaft Torque Power=(2 NT/60) Motor is 50 watt power, run at 6000 rpm, connected to worm shaft by belt pulley arrangement with reduction ratio 1:4 Hence input to worm gear box = 1200 rpm The worm gear box is the reduction gear box with 1:38 ratio Hence input speed at the input shaft = 1200/38 =31.5 =32 rpm (approx) T=(60P/2 N) = (60 T = 14.92 N-m T design = 15 N-m 5.2.3 Check for Torsional Shear Failure of Shaft Assuming minimum section diameter on input shaft = 16 mm d = 16 mm Td = /16 x fs act x d3

18

fsact= (16 Td/

d3 ) )

=(16 15 103 )/(163 fs act = 17.48 N/mm2 As fs act < fs all

I/P shaft is safe under torsional load 5.2.4 Design of Output Shaft Output shaft can be designed by considering shear failure and torsional failure of shaft as follows, fsmax = 0.18 Sult 0.18 800

= 144 N / mm2 Or fsmax = 0.30 = 0.30 fyt 680

=204 N / mm2 Considering minimum of above values fsmax= 144 N / mm2

5.2.5 Check For Torsional Shear Failure of Shaft Assuming minimum section diameter on input shaft = 16 mm d = 16 mm Td = /16 x fs act x d3 fsact = ( 16 x Td ) / ( d3 )

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 fs act = 29.84 N/mm2 = (16 As 103)/( fs act < fs all

3

I/P shaft is safe under torsional load

5.3 Design (Selection of Ball Bearing 6003) In selection of ball bearing the main governing factor is the system design of the drive ie; the size of the ball bearing is of major importance ; hence we shall first select an appropriate ball bearing first select an appropriate ball bearing first taking into consideration convenience of mounting the planetary pins and then we shall check for the actual life of ball bearing .

5.3.1 Ball Bearing Selection. Table 5.2 Bearing selection Series 62 ISI NO Brg Design (SKF) 17A C03 6003 17 19 35 33 10 Basic d No C kgf 4650 Co Kgf 2850 D1 D D2 B Basic capacity

P = X Fr + Yfa. Where ; P=Equivalent dynamic load ,(N) X=Radial load constant

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Fr= Radial load(H) Y = Axial load contact Fa = Axial load (N) In our case; Radial load FR= Pt = 527 N P= 527 N L= (C/p) p Considering 4000 working hours L = 60 n L h 106 7.68= (C )/ ( 527)3 C = 1039 N AS; required dynamic of bearing is less than the rated dynamic capacity of bearing ; Bearing is safe. = 7.68 mrev

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Chapter: - 6 Process sheet:

6.1 Process sheet for flywheel Part Name:-Flywheel

Material specification :- EN 9 Raw material size :- 200 x 40 Quantity -01 Nos

Sr No

Operation

Jigs Fixtures

& M/c Tools

Cutting Tools

Measuring Instrument

Setting Time

M/c Time

Total Time

1.

Clamp stock

3-Jaw chuck

Lathe

25

25

2.

Facing one side & ---Center drilling

Facing tool

Vernier caliper

3.

Drilling 14.5 mm through thickness

Twist drill ---Boring tool ----

10

18

4.

CounterBoring 30 ---mm through

10

12

22

thickness8MM

5.

Boring 19 mm ---through thickness

----

Boring tool

----

10

12

22

22

6.2 Process sheet for input bearing housing

Material specification :- EN9

Part Name:-IP_BEARING HOUSING

Raw material size :- 80 x 120 X 25 Quantity - 02 Nos

Sr No

Operation

Jigs & M/c Tools Fixtures

Cutting Measuring Tools Instrument

Setting M/c Time Time

Total Time

1. Clamp stock

M/C Vice

Milling m/c

25

25

2. Facing

all ----

--

Face milling cutter

vernier

40

40

sides square to 75 x 110 x 20 mm 3. Clamp stock 4 jaw Lathe

35

35

chuck 4. Drilling 15 mm through thickness (1 Nos) 5. Boring 46mm through thickness (1 Boring tool Bore gauage 15 25 40

Twist drill

10

15

25

23

Nos)

6. Counter boring 52mm through thickness15 (1 Nos)

15

20

7. Counter boring 47mm through thickness33 (1 Nos) 8. Counter boring 52mm through thickness15 (1 Nos)

15

20

15

20

24

6.3 Process sheet for output bearing housing

Material specification :- EN9

Part Name:-OP_BEARING HOUSING

Raw material size :- 80 x 120 X 25 Quantity - 02 Nos

Sr No

Operation

Jigs & M/c Tools Fixtures

Cutting Measuring Tools Instrument

Setting M/c Time Time

Total Time

1. Clamp stock

M/C Vice

Milling m/c

25

25

2. Facing

all ----

--

Face milling cutter

vernier

40

40

sides square to 75 x 110 x 20 mm 3. Clamp stock 4 jaw Lathe

35

35

chuck 4. Drilling 15 mm through thickness (1 Nos) 5. Boring 46mm through thickness Nos) (1 Boring tool Bore gauage 15 25 40

Twist drill

10

15

25

25

6. Counter boring 52mm through thickness15 (1 Nos)

15

20

7. Counter boring 47mm through thickness33 (1 Nos) 8. Counter boring 52mm through thickness15 (1 Nos)

15

20

15

20

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6.4 Process sheet for Pinion-1

MATERIAL SPECIFICATION: EN 24

PART NAME : PINION-1

RAWMATERIAL SIZE: 40 X 45 QUANTITY :- 01 NOS.

Sr. No

Description Operation

of

Tools

Time in minutes

Jigs Fixture

& M/c Tools

Cutting

Measuring

Setting Time

M/c Time

Total T ime

Instrument QUANTITY : 01 Nos Tools

1. Clamp stock

Three jaw Lathe chuck

15

15

2. Facing one side 3. Turning OD 33 mm through 35 mm length 4. Turning

----

-------

Facing tool Turning tool

Vernier 5

5 12

5 17

step ----

----

----

25 mm to 20mm length 5. Drilling 14 mm ---through length out ---Twist drill ---10 6 26

27

6. Boring 16 mm ---throughout length

----

Boring Tool ----

10

13

23

28

Chapter: - 7 Cost Estimation

7.1 Bill of Materials:SR NO. 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 RBS-1 RBS -2 RBS -3 RBS -4 RBS -5 RBS -6 RBS -7 RBS -8 RBS -9 RBS 10 RBS 11 RBS 12 RBS -13 RBS-17 RBS -18 RBS -19 RBS -20 Motor Belt Reduction pulley Input Bearing _housing 0utput Bearing _housing Flywheel Input drum plate Pinion Roller Roller gear Lever Lever pivot Output shaft Bearing 6203zz Dynamo dynamo pinion flywheel gear 01 01 01 01 01 01 01 01 01 01 02 01 01 02 01 01 01 STD STD EN9 EN9 EN9 EN24 EN24 EN24 EN9 EN9 EN9 EN9 EN24 STD STD STD STD Part Code Description Qty Material

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Raw Material Cost The total raw material cost as per the individual materials and their corresponding rates per kg is as follows, Total raw material cost = Rs 4150/-

Machining Cost OPERATION RATE Rs /HR LATHE MILLING DRILLING TAPPING TOTAL TOTAL MACHINING COST = Rs . 2980/90 105 50 5 Rs/hole TOTAL TIME HRS 26 4 4.2 2 TOTAL COST Rs/-

2340 420 210 10 2980

Miscellaneous Costs OPERATION Sawing Fabrication Total COST(Rs) 110 400 510

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Costs of Purchased Parts Sr. No. DESCRIPTION 1. Motor 2. Dynamo 3. Flywheel gear 4. SRDG BRG 6203ZZ 5. Belt 6. Bolts & Nut QTY. 01 01 01 02 01 4 COST 1450 1120 900 460 130 60

The cost of purchase parts = Rs 4120-

Total Cost

TOTAL COST = Raw Material Cost +Machine Cost + Miscellaneous Cost + cost of Purchased Parts +Overheads = Rs 4150+2970+510+4120+800 Hence the total cost of machine = Rs 12550/-approx.

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Chapter:- 8 Conclusion & Future scope of Work

8.1 Conclusion The concept of group project was included in our engineering syllabus with the view to inculcate within us the application ability of the theoretical concept of design and production engineering to practical problems . So also to help us to learn to work more as a team rather than an individual . In completing our project titled kinetic energy recovery system as per our time estimate gives us immense pleasure and a feeling of achievement . During the course of project we encountered numerous problems which we overcame with the able guidance of our project guide. This project report presents a brief mention of our efforts . Project work has given us good exposure to the practical field which in the future is definitely going to help us.

32

DRAWINGS

33

Fig. Spur pinion

34

Fig. Input Bearing Housing

35

Fig. Output bearing housing

Fig. Planet roller

36

REFERENCES:

1. Michael Resciniti, K.T. Chau, Modern Electrical vehicle Tech., Oxford University Press, year 2. Roger Ford , The 2011 electric car guide, Greenstream publication. 3. V.B.Bhandari,Design of Machine element, Tata Mc-Grow Hill,2000. 4. P.C.Sharma,,Production Technology S Chand publication 2006 5. Eduardo Pilo Power supply, Energy Management and Catenary Problems CRC press, 2003.

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