SPRING LOADED FAN

SYNOPSIS

This project work titled “SPRING LOADED FAN” has been conceived
having studied the different speed of the fan with the help of spring
arrangement. Our survey in the regard in several fans working with electricity.
The electrical power cut is the one of the biggest problem in the world. Now the
project has mainly concentrated on this difficulty, and hence a suitable device
has been designed. Such that the fan can be rotated without application of any
impact force.

The fabrication part of it has been considered with almost case for its
simplicity and economy, such that this can be accommodated as one of the
essential tools on frame stand. The subsequent chapters indicate all the essential
features of its fabrication, application and its cost analysis.

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 CHAPTER 1

INTRODUCTION

The aim of the project is to require the best practical knowledge in

designing and constructing a machine. The practical difficulties are found in a
sequential order and the corrective action is taken to overcome the problems.

This project work is concerned with the fabrication of a ―SPRING

LOADED FAN‖ which is useful to do various operations in sheet metal
industries. This machine reduces operation time and it is practicable any design
required can be attained easily by this machine.

1.1 History of Fan

The punkah fan was used in India about 500 BCE. It was a handheld fan
made from bamboo strips or other plant fibre, that could be rotated or fanned to
move air. During British rule, the word came to be used by Anglo-Indians to
mean a large swinging flat fan, fixed to the ceiling, and pulled by a servant
called the punkawallah.

Fig. 1.1 Patent drawing for a Fan Moved by Mechanism, 27 November

1830

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 For purposes of air conditioning, the Han Dynasty craftsman and
engineer Ding Huan (fl. 180 CE) invented a manually operated rotary fan with
seven wheels that measured 3 m (10 ft) in diameter; in the 8th century, during
the Tang Dynasty (618–907), the Chinese applied hydraulic power to rotate the
fan wheels for air conditioning, while the rotary fan became even more common
during the Song Dynasty (960–1279).

In the 17th century, the experiments of scientists including Otto von

Guericke, Robert Hooke and Robert Boyle, established the basic principles of
vacuum and airflow. The English architect Sir Christopher Wren applied an
early ventilation system in the Houses of Parliament that used bellows to
circulate air. Wren's design would be the catalyst for much later improvement
and innovation. The first rotary fan used in Europe was for mine ventilation
during the 16th century, as illustrated by Georg Agricola (1494–1555).

John Theophilus Desaguliers, a British engineer, demonstrated a

successful use of a fan system to draw out stagnant air from coal mines in 1727
and soon afterwards he installed a similar apparatus in Parliament. Good
ventilation was particularly important in coal mines to reduce casualties from
asphyxiation. The civil engineer John Smeaton, and later John Buddle installed
reciprocating air pumps in the mines in the North of England. However, this
arrangement was not ideal as the machinery was liable to breaking down.

A punkah is a type of fan used since the early sixth century B.C. The
word pankha originated from pankh, the wings of a bird which produce a draft
when flapped.

In its original sense in South Asia, punkah typically describes a handheld

fan made from a single frond of palmyra palm or a woven square of bamboo
strips, rattan or other plant fibre, that can be rotated or fanned. These are called

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punkah in Hindustani. These small handheld devices are still used by millions
when ceiling fans stop working during frequent power outages.

In India and Pakistan, a punkah wallah or punkahwallah is a manual

fan operator. The most desired were deaf because they were always within
earshot of confidential conversations. A punkah is a type of ceiling fan used in
the Indian subcontinent before the electric fan. The punkhawallah was the
servant who worked it, often using a pulley system. The word pankha originated
from pankh, the wings of a bird which produce a draft when flapped.

In modern use, a person selling, repairing or making fans, both handheld

and electric, would also be known colloquially as a punkha wala, since the term
means fan guy or the guy with the fans.

Fig. 1.2 A Punkha with cord, Takhat Vilas, Mehrangarh Fort Palace, Jodhpur.

1.2 Objectives of this project

 To build a spring loaded fan with the help of spring

 To understand about spur gear mechanism.

 To know about leaf spring mechanism.

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 CHAPTER 2

LITERATURE SURVEY

2.1 Composite Leaf Spring

Shenhua et al (1997) compares the present methods for the shaping of a

taper-leaf, precision roil-forging technology. It has advantages such as simple
dies, economical equipment, a steady and rapid production procedure, high
accuracy and good surface quality of the products. Experimental results have
demonstrated that the technique is applicable to the production of various taper-
leaves for automobile springs. The methods and the equations for calculating
the width-extension and the slip-forward are easy to use and have sufficient
accuracy. They can be used also in the technological design for the roll-forging
of the door-hinge blades of vehicles, and for machine driven plough.

A steel leaf spring used in the rear suspension of light passenger cars was
analyzed by Mahmood Shokrieh et al (2003) by two analytical and finite
element methods. The experimental results verified the analytical and the finite
element solutions. The steel leaf spring was replaced with an optimized
composite one. Main consideration was given to the optimization of the leaf
spring geometry. The objective was to obtain a spring with minimum weight
that is capable of carrying given static external forces by constraints limiting
stresses (Tsai–Wu criterion) and displacements. The results showed that the
optimum spring width decreases hyperbolically and the thickness increases
linearly from the spring eye towards the axle set. The stresses in the composite
leaf spring are much lower than that of the steel spring. Compared to the steel
leaf spring (9.2 kg) the optimized composite leaf spring without eye units,
weights nearly 80% less than the steel spring.

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 The natural frequency of composite leaf spring is higher than that of the
steel leaf spring and is far enough from the road frequency to avoid the
resonance. To join the spring to the vehicle body, an additional layup was used
on the spring end and the steel eyes were mounted through bolts. The three eye-
end designs of a ouble GRP leaf suspension by finite element analysis and static
and fatigue testing were evaluated by Houet al (2007). The first two designs
consisted of integral eye ends where the skin tape layers went around the eye
and along the leaf body. These layers were then maintained in place via a
transverse wrap using woven GRP tape.

The third design consisted of open eye ends. FEA and static test results
show that the stress concentration at the tip of the fibres coming back along the
leaf body for the first two designs led to a local delamination. However, this did
not have any effect on the static proof loading of the suspension nor on its
fatigue life. The third eye-end design (open eye) showed that this option led to a
reduction of shear stresses in the critical area and prevented the local
delamination encountered with the first two designs. The open eye design
survived the static proof loading and showed very good fatigue resistance and
has been selected as the final design. Fuentes et al (2006) described the effective
way of preventing fatigue failure by minimizing stress concentrators resulting
from design, metallurgical or manufacturing factors. The specific measures to
be adopted for lengthening spring life begin with the selection of clean steel,
free of surface defects. The leaf hole should be round and flat. Moreover, after
heat treating the top corners of the major leaves should be trimmed into curved
(rounded) form to further decrease the stress-raising action. This operation also
eliminates partially the decarburized layer at the most critical hole region.
Decarburization of the leaves during the manufacturing process must be
prevented. Likewise, heat treating should be conducted so as to obtain a pure
tempered martensite structure. Additional measurements of assistance with a

6
view to increase the fatigue strength of the springs include improving the
surface quality of the leaves as regards both starting materials (steel sheets) and
manufacturing process (by avoiding fibering or the formation of inner notches
in the hole).

A GFRP single leaf mono spring having a constant width was developed
by Al-Karachi (2001). The stress level at any station is considered constant due
to a parabolic tape of the thickness of the spring has proved to be effective. He
proved that this type of spring has lower flexure but higher nominal shear stress.
In general, he has suggested that this type of leaf springs can be used for light
vehicles like the jeep and meet the requirements, together with the substantial
weight saving. However, he has said that this weight reduction may not have a
technological impact on the automobiles. But it may have for the aircraft.
However, he has said that these types of composite leaf springs have better
fatigue behavior than the steel springs. Further, he had suggested for
hybridization of the composites to have the weight saving and performance in
the automobiles.

The solar car‟s front suspension leaf springs with all design targets and
requirements was redesigned by Erol Sancaktar et al (1999). The current design
was further refined with a substantial amount of testing and carried out under
actual driving conditions. Some of the small modifications, which were
accomplished prior to installation like the placement of rubber pads on the
inside surfaces of the blades to cushion bottoming out of the springs were
carried out. This reduced the impact load transferred to the chassis in the event
that the suspension reaches full deflection.

The failure in the leaf spring, which is due to improper quenching which
has led to the quench cracks was discussed by Mukhopadhyay et al (1997). The

7
quench cracks have grown further by a fatigue mechanism during the service.
The growth rate of cracks has been influenced by the grain boundary
embrittlement due to the presence of sulphide inclusions. To avoid this cracks
they suggest for proper control of quenching process depending on the
thickness, inspection of the surface before short peening and controlling the
sulphide inclusions.

The weak joint bending (unbo unded contact without friction) of the stack
of slim non-uniform curved beams (leaves) with rectangular crosssections was
considered by Osipenko et al (2003). Each leaf has one end clamped and the
other free. The leaves have the same widths and different lengths (the lengths
decrease upwards). The given loading is applied (upwards) to the lower leaf.
This structure is the model of a leaf spring. The basic problem is to find the
shapes of the leaves under bending.

WenyiPeng et al (2003) explained about the leaf springs which are

commonly used in automobiles as suspension components to support the load of
the vehicles and as the struts to anchor the axles to the vehicle during the
starting and braking torques and other sudden load fluctuations. 60Si2Mn (AISI
9260) is used which is a kind of traditional spring steel for its low cost, easy
production and comparative high properties. Many vehicles in China are
equipped with 60Si2Mn leaf springs for damping and structural components.
60Si2Mn flat steel undertakes continuous casting and hot rolling, and then cold-
punching to different length for assembling multi-leaf springs. When it is cold-
punched, the fracture plane has collapsed. This phenomenon lets 20–30% flat
steel be drawn out from the assembling.

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 Demosthenis Rizos et al (2010) inferred the modern slender light weight
structures (bridges) exhibit time varying resonant frequencies due to fluctuating
loads and environmental conditions. In order to mitigate these vibrations
effectively, a TMD device capable of tracking the structural modifications and
adapting (tuning) its resonance frequency to that of the structure is highly
desirable. The current study moves towards that direction and deals with a
prototype, pre-stressable leaf-springs adaptive-tuned mass damper (PLA-TMD)
proposed by G Selletal. This device incorporates four PZT (piezo ceramic) stack
actuators for generating the pre- stressing force into the leaf-springs, therefore
modifying the stiffness of the device. Based on these results it was concluded
that performing static experiments at different structural states provides enough
information for identifying the main source of nonlinearity, which is the PZT
voltage dependent on linear stiffness.

Experimental investigation about the Static and dynamic joint strength

performance of discontinuous glass fiber reinforced polypropylene leaf spring
with steel plate was done by Subramanian et al (2010) and concluded as below.

a. The bearing strength of leaf spring joint increases with the increase in
fiber length and sufficient end joint strength is maintained for all the material
configurations with respect to the estimated design load of leaf spring.

b. The endurance strength of leaf spring joints for all the materials is
found to be significantly higher than that of the leaf spring design load.

c. Long fiber leaf spring joint exhibit superior performance during high
cycle fatigue conditions than short and unreinforced leaf spring joint. However
notch sensitive characteristics of the long fiber material associated with reduced
composite ductility deteriorates the performance at low cycle fatigue conditions.

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 d. Load–deflection hysteresis plot under fatigue loading conditions
revealed that whole elongation of long fiber reinforced leaf spring joint is low
compared to unreinforced and short fiber reinforced leaf spring joint for all the
stress levels.

e. Long fiber leaf spring end joint exhibit net-tension + bearing damage
as failure morphology at all the stress levels. However, short fiber and
unreinforced leaf spring end joint exhibit net tension + bearing at higher stress
level and shear-out + bearing at lower stress levels.

2.2 Spur Gear

In this paper Faisal S et al (2014) explained the parallel axis spur gear
reduction unit which is the type, probably encountered most often in general
practice. Optimized design of spur gear indicates that compact design of spur
gears involves a complicated algebraic analysis. The author describes the
development of such a design methodology and diagnostic tool for determining
the modes of failure for spur gear and also the causes of the failures. The ray
diagrams are incorporated to make the design more feasible with respect to the
transmission ratio and number of teeth used in gearbox. The mode of failure
curve in a design space shifts quite appreciably as torque increases. Further the
author explains the mode of failures curves is not showing any change in the
behavioural pattern when the pressure angle is changed and the large pressure
angle gears have smaller value of pinion teeth. This clearly indicates that the
lower number of teeth rather than the higher module which reduces the size of
gear sets. Jian Chen et al (2014) discusses about the feature of involute gear.
According to the design principle of involute gear cutter, the index able gear
insert with three cutting edges is designed. The milling FEM of index able gear
insert is built in Deform 3D software, the FEA milling is analysed with different
relief angle and the best relief angle is 6°. Considering cutting force and

10
processing efficiency, the optimal cutting speed is 186.83mm/min and cutting
depth is 2.5mm, which the relief angle of index able gear insert is 6°.
R.Thirumurugan and G.Muthuveerappan (2011) calculated maximum contact
and fillet stress for normal and high contact ratio gear. The research is based on
load contact ratio implementing finite element method and performed for single
point load model and multipoint contact model. The effect of various gear
parameters such as pressure angle, teeth number, gear ratio, tooth size and
addendum on the load sharing ratio and corresponding stress was investigated.
Calculation of maximum fillet and contact stress in the case of normal contact
ratio gear and high contact ratio gear using the load sharing ratio was
performed.

R.P.Sekar and G.Muthuveerappan (2014) explained the maximum stress

on the gear and the pinion at the fillet section is unequal. By removing the
maximum fillet stress the load carrying capacity of the gear can be increased.
The performance of the gear can be improved by designing the gear with
uniform fillet stress which is the replacement of unbalanced fillet stress.
Changing the tooth thickness of basic racks from non-standard tooth thickness
to standard one, uniform fillet strength can be achieved. Marimuthu, G.
Muthuveerappan (2014) analysed the effect of the module, gear teeth and
addendum height on the load sharing and corresponding stress. In order to
calculate stress due to applied load at highest pressure angle, they developed a
multi-point contact model for finite element analysis. For the parametric study,
they developed ANSYS parametric design language code. It was seen that in the
application of load at the critical loading point, an increase in addendum height
increases the bending stress. On the contrary, Increase in module and number of
teeth favourably decreases the bending stress. Marunic (2012) explains the
deformation in the middle web of thin rimmed involute spur gear in mesh with
solid spur gear is expressed in the form of displacement as non-dimensional

11
form is analysed. It is concluded that the comparison of maximum rim and web
displacements shows that rim deforms considerably more than the web. This
result additionally spurred to the necessity of approach that fully respects the
actual gear structure and the contribution of every part that the gear teeth are
supported. Yallamti Murali Mohan and T.Seshaiah (2013) have studied the
optimization of spur gear using genetic algorithm. The design variables for spur
gear set are module, face width and number of teeth on the pinion, minimizing
the centre distance, weight and tooth deflection of gears are taken as the
objective function and subjected to constraints such as bending stress and
contact stress. The proposed algorithm does not require gradient information of
the objective function, which makes it very attractive. The results of proposed
algorithm have been compared to those of the traditional techniques, such as,
graphical technique, geometric programming, etc for solving the same problem
and proposed traditional techniques. Carlos H. Wink and Nandkishor S. Mantri
(2012) explained about the gear design optimization. The predicted tooth
contact temperature using LDP and the temperature estimated from micro
hardness and material tempering curve is obtained for an existing gear set which
is tested at high speed and without lubrication. The gear design is then
optimized using both the RMC and LDP programs. The main reason for the
reduction in contact temperature of the optimized design is due to the slip-to-
roll ratio reduction, which is proportional to the reduction in temperature. The
low contact temperature of the optimized design can significantly contribute to
prevent tooth surface damage under no-lubricant operating conditions; this will
be confirmed through dynamometer endurance testing.

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 CHAPTER 3

COMPONENTS

3.1 Spring

A spring is an elastic object that stores mechanical energy. Springs are

typically made of spring steel. There are many spring designs. In everyday use,
the term often refers to coil springs.

When a conventional spring, without stiffness variability features, is

compressed or stretched from its resting position, it exerts an opposing force
approximately proportional to its change in length (this approximation breaks
down for larger deflections). The rate or spring constant of a spring is the
change in the force it exerts, divided by the change in deflection of the spring.
That is, it is the gradient of the force versus deflection curve. An extension or
compression spring's rate is expressed in units of force divided by distance, for
example or N/m or lbf/in. A torsion spring is a spring that works by twisting;
when it is twisted about its axis by an angle, it produces a torque proportional to
the angle. A torsion spring's rate is in units of torque divided by angle, such as
N·m/rad or ft·lbf/degree. The inverse of spring rate is compliance, that is: if a
spring has a rate of 10 N/mm, it has a compliance of 0.1 mm/N. The stiffness
(or rate) of springs in parallel is additive, as is the compliance of springs in
series.

Springs are made from a variety of elastic materials, the most common
being spring steel. Small springs can be wound from pre-hardened stock, while
larger ones are made from annealed steel and hardened after fabrication. Some
non-ferrous metals are also used including phosphor bronze and titanium for
parts requiring corrosion resistance and beryllium copper for springs carrying
electrical current (because of its low electrical resistance).

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3.1.2 Types of springs

Fig. 3.1 A spiral torsion spring, or hairspring, in an alarm clock.

Fig. 3.2 Volute spring.

Under compression the coils slide over each other, so affording longer travel.

Fig. 3.3 Vertical volute springs of Stuart tank.

Fig. 3.4 Tension springs in a folded line reverberation device.

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 Fig. 3.5 Torsion bar twisted under load

Fig. 3.6 Leaf spring on a truck

Springs can be classified depending on how the load force is applied to them:

 Tension/extension spring – the spring is designed to operate with

a tension load, so the spring stretches as the load is applied to it.

 Compression spring – is designed to operate with a compression load, so

the spring gets shorter as the load is applied to it.

 Torsion spring – unlike the above types in which the load is an axial
force, the load applied to a torsion spring is a torque or twisting force, and
the end of the spring rotates through an angle as the load is applied.

 Constant spring – supported load remains the same throughout

deflection cycle.

 Variable spring – resistance of the coil to load varies during

compression.

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  Variable stiffness spring – resistance of the coil to load can be
dynamically varied for example by the control system,some types of
these springs also vary their length thereby providing actuation capability
as well.

They can also be classified based on their shape:

 Flat spring – this type is made of a flat spring steel.

 Machined spring – this type of spring is manufactured by machining bar

stock with a lathe and/or milling operation rather than a coiling operation.
Since it is machined, the spring may incorporate features in addition to
the elastic element. Machined springs can be made in the typical load
cases of compression/extension, torsion, etc.

 Serpentine spring – a zig-zag of thick wire – often used in modern

upholstery/furniture.

 Garter spring - A coiled steel spring that is connected at each end to

create a circular shape.

The most common types of spring are:

 Cantilever spring – a spring fixed only at one end.

 Coil spring or helical spring – a spring (made by winding a wire around

a cylinder) is of two types:

o Tension or extension springs are designed to become longer under

load. Their turns (loops) are normally touching in the unloaded
position, and they have a hook, eye or some other means of
attachment at each end.

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 o Compression springs are designed to become shorter when loaded.
Their turns (loops) are not touching in the unloaded position, and
they need no attachment points.

o Hollow tubing springs can be either extension springs or

compression springs. Hollow tubing is filled with oil and the means
of changing hydrostatic pressure inside the tubing such as a
membrane or miniature piston etc. to harden or relax the spring,
much like it happens with water pressure inside a garden hose.
Alternatively tubing's cross-section is chosen of a shape that it
changes its area when tubing is subjected to torsional deformation
– change of the cross-section area translates into change of tubing's
inside volume and the flow of oil in/out of the spring that can be
controlled by valve thereby controlling stiffness. There are many
other designs of springs of hollow tubing which can change
stiffness with any desired frequency, change stiffness by a multiple
or move like a linear actuator in addition to its spring qualities.

 Volute spring – a compression coil spring in the form of a cone so that

under compression the coils are not forced against each other, thus
permitting longer travel.

 Hairspring or balance spring – a delicate spiral spring used

in watches, galvanometers, and places where electricity must be carried to
partially rotating devices such as steering wheels without hindering the
rotation.

 Leaf spring – a flat spring used in vehicle suspensions,

electrical switches, and bows.

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  V-spring – used in antique firearm mechanisms such as
the wheellock, flintlock and percussion cap locks. Also door-lock spring,
as used in antique door latch mechanisms.

3.2 Mainspring

A mainspring is a spiral torsion spring of metal ribbon—commonly

spring steel—used as a power source in mechanical watches, some clocks, and
other clockwork mechanisms. Winding the timepiece, by turning a knob or key,
stores energy in the mainspring by twisting the spiral tighter. The force of the
mainspring then turns the clock's wheels as it unwinds, until the next winding is
needed. The adjectives wind-up and spring-powered refer to mechanisms
powered by mainsprings, which also include kitchen timers, music boxes, wind-
up toys and clockwork radios.

Fig. 3.6 Mainspring

3.3 Gear

Gearing is one of the most critical components in a mechanical power

transmission system, and in most industrial rotating machinery. It is possible
that gears will predominate as the most effective means of transmitting power in
future machines due to their high degree of reliability and compactness. In
addition, the rapid shift in the industry from heavy industries such as
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shipbuilding to industries such as automobile manufacture and office
automation tools will necessitate a refined application of gear technology. A
gearbox as usually used in the transmission system is also called a speed
reducer, gear head, gear reducer etc., which consists of a set of gears, shafts and
bearings that are factory mounted in an enclosed lubricated housing. Speed
reducers are available in a broad range of sizes, capacities and speed ratios.
Their job is to convert the input provided by a prime mover (usually an electric
motor) into an output with lower speed and correspondingly higher torque. In
this, analysis of the characteristics of involute spur gears in a gearbox was
studied using nonlinear FEM.

Gears are toothed members which transmit power/ motion between two
shafts by meshing without any slip. Hence, gear drives are also called positive
drives. In any pair of gears, the smaller one is called pinion and the larger one is
called gear immaterial of which is driving the other.

Gears are used to Control Power Transmission in These Ways

1. Changing the direction through which power is transmitted (i.e.

parallel, right angles, rotating, linear etc.)

2. Changing the amount of force or torque

3. Changing RPM

When two gears mesh, and one gear is bigger than the other (even though the
size of the teeth must match), a mechanical advantage is produced, with the
rotational speeds and the torques of the two gears differing in an inverse
relationship.

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 Fig. 3.7 Gear meshing

3.3.1 Types of Gear

According to the position of axes of the shafts.

 Parallel

1. Spur Gear

2. Helical Gear

3. Rack and Pinion

 Intersecting

1. Bevel Gear

 Non-intersecting and Non-parallel

1. Worm and worm gears

3.3.2 Spur Gear:

Spur gears are the most commonly used gear type. They are characterized
by teeth which are perpendicular to the face of the gear. Spur gears are by far
the most commonly available, and are generally the least expensive.

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  Teeth is parallel to axis of rotation

 Transmit power from one shaft to another parallel shaft

 least expensive

Fig. 3.8 Spur gear

3.3.3 Applications of Spur Gear:

 Metal cutting machines

 Power plants

 Marine engines

 Mechanical clocks and watches

 Fuel pumps

 Washing Machines

 Gear motors and gear pumps

 Rack and pinion mechanisms

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  Material handling equipments

 Automobile gear boxes

 Steel mills

 Rolling mills

3.4 Fan Leaf

Mechanical revolving blade fans are made in a wide range of designs.

They are used on the floor, table, desk, or hung from the ceiling (ceiling fan).
They can also be built into a window, wall, roof, chimney, etc. Most electronic
systems such as computers include fans to cool the circuits inside, and in
appliances such as hair dryers and portable space heaters and mounted/installed
wall heaters. They are also used for moving air in air-conditioning systems, and
in automotive engines, where they are driven by belts or by direct motor. Fans
used for comfort create a wind chill by increasing the heat transfer coefficient,
but do not lower temperatures directly. Fans used to cool electrical equipment
or in engines or other machines do cool the equipment directly by forcing hot
air into the cooler environment outside of the machine.

3.4.1 Types of Fans

Common types of fans

 Centrifugal fans: radial, forward curved, air foil (backward curved),

backward inclined, tubular, roof ventilator.

 Axial fans: propeller, tube-axial, vane-axial.

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 Fig. 3.9 Centrifugal & Axial Fan Components

3.4.2 Fan arrangements

 Motor location, air discharge orientation, drive train type (direct

drive or pulley drive).

 Centrifugal: single width single inlet (SWSI), double width double

inlet (DWDI).

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 Fig. 3.10 Types of Axial Fans

3.5 Ball Bearing

Ball Bearings are a type of rolling-element bearing that uses balls

(rollers) to maintain the separation between the moving parts of the bearing (as
opposed to using balls as the rolling element). The purpose of a ball bearing is
to reduce rotational friction and support radial and axial loads. Compared to
other bearings, ball bearings can support heavy radial loads and limited axial
loads (parallel to the shaft). They can operate at moderate to high speeds
(although maximum speeds are typically below the highest speeds of bearings).
The lubrication method must carefully consider during the design phase when
using roller bearings.

3.5.1 Principle Of Operation

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 Fig.3.11 Ball bearing

There are at least six common principles of operation:

 plain bearing, also known by the specific styles: bushings, journal

bearings, sleeve bearings, rifle bearings.

 rolling-element bearings such as ball bearings and roller bearings.

 jewel bearings, in which the load is carried by rolling the axle

slightly off-center.

 fluid bearings, in which the load is carried by a gas or liquid.

 magnetic bearings, in which the load is carried by a magnetic field.

 Flexure bearings, in which the motion is supported by a load

element which bends.

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 CHAPTER 4

GEAR TRAIN

4.1 Introduction

Sometimes, two or more gears are made to mesh with each other to
transmit power from one shaft to another. Such a combination is called gear
train or train of toothed wheels. The nature of the train used depends upon the
velocity ratio required and the relative position of the axes of shafts. A gear
train may consist of spur, bevel or spiral gears.

4.2 Types of Gear Trains:

Following are the different types of gear trains, depending upon the
arrangement of wheels:

 Simple gear train,

 Compound gear train,

 Reverted gear train, and

 Epicyclic gear train.

In the first three types of gear trains, the axes of the shafts over which the gears
are mounted are fixed relative to each other. But in case of epicyclic gear trains,
the axes of the shafts on which the gears are mounted may move relative to a
fixed axis.

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4.2.1 Simple Gear Train

When there is only one gear on each shaft, as shown in Fig. 4.1, it is
known as simple gear train. The gears are represented by their pitch circles.
When the distance between the two shafts is small, the two gears 1 and 2 are
made to mesh with each other to transmit motion from one shaft to the other, as
shown in Fig. 4.1 (a). Since the gear 1 drives the gear 2, therefore gear 1 is
called the driver and the gear 2 is called the driven or follower. It may be noted
that the motion of the driven gear is opposite to the motion of driving gear.

Fig. 4.1 Simple Gear Train

Let N1 = Speed of gear 1(or driver) in r.p.m.,

N2 = Speed of gear 2 (or driven or follower) in r.p.m.,
T1 = Number of teeth on gear 1, and
T2 = Number of teeth on gear 2.
Since the speed ratio (or velocity ratio) of gear train is the ratio of the speed of
the driver to the speed of the driven or follower and ratio of speeds of any pair
of gears in mesh is the inverse of their number of teeth, therefore

It may be noted that ratio of the speed of the driven or follower to the speed of
the driver is known as train value of the gear train. Mathematically, From
above, we see that the train value is the reciprocal of speed ratio.

27
Sometimes, the distance between the two gears is large. The motion from one
gear to another, in such a case, may be transmitted by either of the following
two methods:
1. By providing the large sized gear, or
2. By providing one or more intermediate gears.
A little consideration will show that the former method (i.e. providing large
sized gears) is very inconvenient and uneconomical method ; whereas the latter
method (i.e. providing one or more intermediate gear) is very convenient and
economical.
It may be noted that when the number of intermediate gears are odd, the motion
of both the gears (i.e. driver and driven or follower) is like as shown in Fig. 4.1
(b).
But if the number of intermediate gears are even, the motion of the driven or
follower will be in the opposite direction of the driver as shown in Fig. 4.1 (c).
Now consider a simple train of gears with one intermediate gear as shown in
Fig.4.1 (b).
Let N1 = Speed of driver in r.p.m.,
N2 = Speed of intermediate gear in r.p.m.,
N3 = Speed of driven or follower in r.p.m.,
T1 = Number of teeth on driver,
T2 = Number of teeth on intermediate gear, and
T3 = Number of teeth on driven or follower.
Since the driving gear 1 is in mesh with the intermediate gear 2, therefore speed
ratio for these two gears is

………… (i)

28
Similarly, as the intermediate gear 2 is in mesh with the driven gear 3, therefore
speed ratio for these two gears is

………… (ii)
The speed ratio of the gear train as shown in Fig. 13.1 (b) is obtained by
multiplying the equations (i) and (ii).

Similarly, it can be proved that the above equation holds good even if there are
any number of intermediate gears. From above, we see that the speed ratio and
the train value, in a simple train of gears, is independent of the size and number
of intermediate gears. These intermediate gears are called idle gears, as they do
not affect the speed ratio or train value of the system. The idle gears are used for
the following two purposes:
1. To connect gears where a large centre distance is required, and
2. To obtain the desired direction of motion of the driven gear (i.e. clockwise or
anticlockwise).
4.2.2 Compound Gear Train:
When there is more than one gear on a shaft, as shown in Fig. 4.2, it is
called a compound train of gear.
We have seen in previous section that the idle gears, in a simple train of
gears do not affect the speed ratio of the system. But these gears are useful in
bridging over the space between the driver and the driven. But whenever the
distance between the driver and the driven or follower has to be bridged over by
intermediate gears and at the same time a great (or much less ) speed ratio is

29
required, then the advantage of intermediate gears is intensified by providing
compound gears on intermediate shafts. In this case, each intermediate shaft has
two gears rigidly fixed to it so that they may have the same speed. One of these
two gears meshes with the driver and the other with the driven or follower
attached to the next shaft as shown in Fig.4.2.

Fig. 4.2 Compound Gear Train

In a compound train of gears, as shown in Fig. 13.2, the gear 1 is the driving
gear mounted on shaft A, gears 2 and 3 are compound gears which are mounted
on shaft B. The gears 4 and 5 are also compound gears which are mounted on
shaft C and the gear 6 is the driven gear mounted on shaft D.
Let N1 = Speed of driving gear 1,
T1 = Number of teeth on driving gear 1,
N2 ,N3 ..., N6 = Speed of respective gears in r.p.m., and
T2 ,T3..., T6 = Number of teeth on respective gears.
Since gear 1 is in mesh with gear 2, therefore its speed ratio is

…………(i)
Similarly, for gears 3 and 4, speed ratio is

…………(ii)

30
and for gears 5 and 6, speed ratio is

…………(iii)
The speed ratio of compound gear train is obtained by multiplying the equations
(i), (ii) and (iii),

Since gears 2 and 3 are mounted on one shaft B, therefore N2 = N3. Similarly
gears 4 and 5 are mounted on shaft C, therefore N4 = N5.

The advantage of a compound train over a simple gear train is that a much
larger speed reduction from the first shaft to the last shaft can be obtained with
small gears. If a simple gear train is used to give a large speed reduction, the last
gear has to be very large. Usually for a speed reduction in excess of 7 to 1, a
simple train is not used and a compound train or worm gearing is employed.
Note: The gears which mesh must have the same circular pitch or module. Thus
gears 1 and 2 must have the same module as they mesh together. Similarly gears
3 and 4, and gears 5 and 6 must have the same module.

31
 CHAPTER 5
CRANK AND SHAFT

A crank is an arm attached at right angles to a rotating shaft by which

reciprocating motion is imparted to or received from the shaft. It is used to
convert circular motion into reciprocating motion, or vice-versa. The arm may
be a bent portion of the shaft, or a separate arm attached to it. Attached to the
end of the crank by a pivot is a rod, usually called a connecting rod. The end of
the rod attached to the crank moves in a circular motion, while the other end is
usually constrained to move in a linear sliding motion.
The term often refers to a human-powered crank which is used to manually turn
an axle, as in a bicycle crank set or a brace and bit drill. In this case a person's
arm or leg serves as the connecting rod, applying reciprocating force to the
crank. There is usually a bar perpendicular to the other end of the arm, often
with a freely rotatable handle or pedal attached.
5.2 Types Of Crank
5.2.1 Hand powered crank
 Mechanical pencil sharpener
 Fishing reels and other reels for cables, wires, ropes, etc.
 Manually operated car window
 The crank set that drives a trekked through its handles.
 The carpenter's brace is a compound crank.

Fig. 5.1 A compound crank

32
 Fig. 5.2 Hand crank on a pencil sharpener

Types of crank
5.2.2 Foot powered crank
 The crank set that drives a bicycle via the pedals.
 Treadle sewing machine
 Mechanics
The cosine of the angle of rotation of the crank, when it is measure from
top dead center (TDC). So the reciprocating motion created by a steadily
rotating crank and connecting rod is approximately simple harmonic motion:
Where x is the distance of the end of the connecting rod from the crank
axle, l is the length of the connecting rod, r is the length of the crank, and α is
the angle of the crank measured from top dead center (TDC). Technically, the
reciprocating motion of the connecting rod departs slightly from sinusoidal
motion due to the changing angle of the connecting rod during the cycle. This
difference becomes significant in high-speed engines, which may need balance
shafts to reduce the vibration due to this "secondary harmonic imbalance".
The mechanical advantage of a crank, the ratio between the force on the
connecting rod and the torque on the shaft, varies throughout the crank's cycle.
The relationship between the two is approximately:
Where the torque and F is is the force on the connecting rod. For a given
force on the crank, the torque is maximum at crank angles of α = 90° or 270°
from TDC. When the crank is driven by the connecting rod, a problem arises

33
when the crank is at top dead centre (0°) or bottom dead centre (180°). At these
points in the crank's cycle, a force on the connecting rod causes no torque on the
crank. Therefore if the crank is stationary and happens to be at one of these two
points, it cannot be started moving by the connecting rod. For this reason, in
steam locomotives, whose wheels are driven by cranks, the two connecting rods
are attached to the wheels at points 90° apart, so that regardless of the position
of the wheels when the engine starts, at least one connecting rod will be able to
exert torque to start the train.
5.3 Shaft
Shaft is a common and important machine element. It is a rotating
member, in general, has a circular cross-section and is used to transmit power.
The shaft may be hollow or solid. The shaft is supported on bearings and it
rotates a set of gears or pulleys for the purpose of power transmission. The shaft
is generally acted upon by bending moment, torsion and axial force. Design of
shaft primarily involves in determining stresses at critical point in the shaft that
is arising due to aforementioned loading. Other two similar forms of a shaft are
axle and spindle. Axle is a non-rotating member used for supporting rotating
wheels etc. and do not transmit any torque. Spindle is simply defined as a short
shaft. However, design method remains the same for axle and spindle as that for
a shaft.
5.3.1 Material for Shafts
The ferrous, non-ferrous materials and non metals are used as shaft
material depending on the application. Some of the common ferrous materials
used for shaft are discussed below. Hot-rolled plain carbon steel. These
materials are least expensive. Since it is hot rolled, scaling is always present on
the surface and machining is required to make the surface smooth. Cold-drawn
plain carbon/alloy composition.
Since it is cold drawn it has got its inherent characteristics of smooth bright
finish. Amount of machining therefore is minimal. Better yield strength is also

34
obtained. This is widely used for general purpose transmission shaft. Alloy
steels Alloy steel as one can understand is a mixture of various elements with
the parent steel to improve certain physical properties. To retain the total
advantage of alloying materials one requires heat treatment of the machine
components after it has been manufactured. Nickel, chromium and vanadium
are some of the common alloying materials. However, alloy steel is expensive.
These materials are used for relatively severe service conditions. When the
situation demands great strength then alloy steels are used. They have fewer
tendencies to crack, warp or distort in heat treatment. Residual stresses are also
less compared to CS(Carbon Steel). In certain cases the shaft needs to be wear
resistant, and then more attention has to be paid to make the surface of the shaft
to be wear resistant. The common types of surface hardening methods are,
Hardening of surface Case hardening and carburizing Cyaniding and nitriding.
5.3.2 Design considerations for shaft
For the design of shaft following two methods are adopted, Design based
on Strength In this method, design is carried out so that stress at any location of
the shaft should not exceed the material yield stress. However, no consideration
for shaft deflection and shaft twist is included. Design based on Stiffness Basic
idea of design in such case depends on the allowable deflection and twist of the
shaft.

35
 CHAPTER 6

DESIGN OF CALCULATION

6.1 Calculations of Gear Tooth Properties

Pitch circle diameter (p.c.d) = z*m = 18*10 = 180mm
Base circle diameter (Db) = D cos α
= 180*cos20
= 169.145mm
Outside circle diameter = (z+2)*m= (18+2)*10 = 200mm
Clearance = circular pitch/20 = 31.4/20 = 1.57mm
Dedendum = Addendum + Clearance = 10+1.57 = 11.57mm
Module = D/Z
= 180/18
= 10mm
Dedendum circle diameter = P.C.D -2*dedendum
= 80-2*11.57= 156.86mm
Fillet radius = Circular pitch/8 = 31.4/8 = 3.9mm
Pitch circle diameter (Pc) = m*z
= 10*18 = 180mm
Hole depth = 2.25*m = 2.25*10 = 22.5mm
Thickness of the tooth = 1.571*10 = 15.71mm
Face width (b) = 0.3*180= 54mm
Center distance between two gears = 180mm
Diametral pitch = Number of teeth/P.C.D
= 18/180= 0.1mm.
6.2 Design of bearing
Manufacture details:
Diameter of shaft D = 19 mm

36
 Speed N = 92 rpm

Radial load Fr = 400 N

Thrust load Fa = 0.5*Fr/Y

= 0.5*400/15

= 133.3 N

Since Fa/Fr < 0.7. a single row deep groove ball bearing may be suitable

For the given diameter of the shaft 19 mm

Select SKF6203 bearing

Static load rating c0 = 4400 N

Dynamic load rating c = 7500 N

Fa/C0 = 133.3/4400 = 0.0303

e = 0.23

since Fa/Fr = 0.330 > e the radial load factor.

x = 0.56 & y = 1.9 the service factor is 1.2

equlent load p = (XFr + γFa)s

= (0.56*400+1.9*1.33)*1.2

P = 465.5 N

From N = 92 rpm

L = 2000 ms

37
 C/P = 2.12

C = 2.12 * 465.5

= 986.96 N

Since the dynamic load ratio of the SKF6203 bearing is more than the
required dynamic load capacity so we select SKF6203 bearing

Life L = 60nLh/106

L=60*1000*2000/106

L = 120 millian revalution.

6.3 Design of Crank:

Manufacturer Details:

Maximum Load o the Crank Pin

FG= 400N

Crank radius r = 6.35 cm

6.3.1. Design of Crank pin:

0.75 FG/c=σb π/32* dc 3

Assume lc = 0.8 dc σb =45n/mm2

0.75*400*0.8dc = 45 *π/32*dc3

Dc=8mm

Lc =0.8dc=0.8*8=6.4mm

Bearing Pressure =Fg/lc*dc

38
 =400/8*6.4

=7.81N/mm2

Which is less Permissible value hence design is safe

6.3.2. Design Of Crank Web:

Thickness crank web =0.6 * dc

=0.6*8

=4.8mm

Bending moment Mb = fg(0.75*lc + t/2)

=400(0.75*6.4+(4.8/2))

= 2880Nmm

From Relation

σb =Mb/z

=Mb/(π/32).d3

=2880/(π/32 *153)

=8.69 N/mm.

39
 CHAPTER 7

WORKING PRINCIPLE

The handle is used to rotate the spring in forward direction. The spring
coupled with the main shaft with suitable arrangement. The shaft is used to
loading the spring. One end of the main shaft is coupled with the handle
arrangement and other side is fixed to the big gear wheel arrangement.

The big gear wheel is engaged to another small gear wheel with the help
of spur gear mechanism. This mechanism is used to increase the speed of the
fan. In our project, the leaf is coupled to this small gear wheel arrangement with
the help of suitable arrangement. The fan leaf is made upof the light weight
material such as fiber, plastic or nylon material.

40
 CHAPTER 8

FEATURES

ADVANTAGES

 Space is very less.

 Lower unit cost.

 Construction is simple.

 Skilled operator is not required.

DISADVANTAGES

 Speed of the fan is less

APPLICATIONS

This machine ―spring loaded fan‖ has got wide range of applications
following are the few.

 Home application

 Office Application

41
 CHAPTER 9

FABRICATION OF SPRING LOADED FAN

42
 CHAPTER 10

CONCLUSION

In my conclusion we are going to design a spring loaded fan by using

simple gear train mechanism. This mechanism is used to increase the speed of
the fan. The major drawback of spring loaded fan is manually operated. This
would be solved in several arrangements. To build a model of spring loaded fan
by spring and spur gear arrangement. This model is efficient way to conserve
energy.

43
 REFERENCES

1. J.E Shigley and C.R Mischke , Mechanical Engineering Design , McGraw

Hill Publication, 5th Edition. 1989.

2. M.F Spotts, Design of Machine Elements, Prentice Hall India Pvt. Limited,
6th Edition, 1991.

3. Khurmi, R.S. and Gupta J.K., Text book on Machine Design, Eurasia
Publishing House, New Delhi.

4. Sharma, C.S. and Purohit Kamalesh, Design of Machine Elements, Prentice

Hall of India, New Delhi, 2003.

44