Design of Electricity Generating Speed Breaker

DESIGN ANALYSIS AND OPTIMIZATION OF ELECTRICITY GENERATING SPEED BREAKER
ADDIS ABABA SCIENCE AND TECHNOLOGY UNIVERSITY
COLLEGE OF ELECTRICAL AND MECHANICAL ENGINEERING
DEPARTMENT OF MECHANICAL ENGINEERING
DESIGN, ANALYSIS AND OPTIMIZATION OF
ELECTRICITY GENERATING SPEED BREAKER
A Thesis Submitted in Partial Fulfillment of the Requirements for

the Degree of bachelors of Science in Mechanical Engineering
By
Tsegaye Urgessa
Tsegay Mekonen
Tewelde Kidanemariam
Thesis Advisor: Samson Mekbib [PhD]
ADDIS ABABA, ETHIOPIA
January, 2021
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ADDIS ABABA SCIENCE AND TECHNOLOGY UNIVERSITY
COLLEGE OF ELECTRICAL AND MECHANICAL ENGINEERING
DEPARTMENT OF MANUFACTURING ENGINEERING
DESIGN, ANALYSIS AND OPTIMIZATION OF
ELECTRICITY GENERATING SPEED BREAKER
Submitted by: - Student name Signature Date
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Approved by:
______________________ __________________ __________________
Signature Date
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______________________ __________________ __________________
Examiners Signature Date
______________________ ___________________ ________________
Head of Dept. Signature Date
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DECLARATION
We hereby declare that we carried out the work reported in this thesis entitled
“DESIGN, ANALYSIS AND OPTIMIZATION OF ELECTRICITY GENETAING
SPEED BREAKER” in the department of Mechanical Engineering, Addis Ababa
Science and Technology University, under the Supervision of our advisor Dr. Samson
Mekbib Our paper was best determined attempt strenuous exertions to make it easy to
read and understand. We solemnly declare that to the best of our knowledge; no part of
this thesis project has been submitted here or elsewhere in a previous application for
the award of a BSC Thesis project. All sources of a knowledge used have been duly
acknowledged.
Submitted by: signature date
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ACKNOWLEDGEMENT
First of all, we would like to thank to our almighty God for helping us in the successful
accomplishment of this project paper. We want to express our gratitude to Addis Ababa
Science & Technology University Department Mechanical Engineering for the
establishment of progressive project evaluation within students and academic advisors
periodically.
we would like to forward our special thanks to Dr. Samson Mekbib for his grateful
assistance and advice that brings our project to success, and constructive ideas
throughout our work. The last but not the least, our acknowledge extends to all staff
workers of Addis Ababa -Adama road payment stations for their cooperation by helping
us to get all the required data.
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ABSTRACT
Energy is the primary need for survival of all organisms in the universe. Everything
what happens in the surrounding is the expression of flow of energy in one of the forms.
But in this fast-moving world, population is increasing day by day and the conventional
energy sources are lessening. The extensive usage of energy has resulted in an energy
crisis over the few years. Therefore, to overcome this problem we need to implement
the techniques of optimal utilization of conventional sources for conservation of energy.
This project attempts to show how energy can be tapped and used at a commonly used
system- the road speed-breakers. The number of vehicles passing over the speed
breaker in roads is increasing day by day. A large amount of energy is wasted at the
speed breakers through the dissipation of heat and also through friction, every time a
vehicle passes over it. There is great possibility of tapping this energy and generating
power by making the speed-breaker as a power generation unit. The generated power
can be used for the lamps, near the speed-breakers. Different researchers were tried to
work on this area by implementing different mechanism, but most of them faces certain
implementation problems. These problems were due to unwanted vibration transferred
to passengers and high shock on the upper part of the bumper.
Most of the previous works have a mechanism that generates power only in one stroke
(down ward motion of rack), which reduce the overall efficiency of the mechanism. In
this thesis work we tried to show how voltage can be generated from busy traffic by
overcoming the previous researches limitations. The previous works were optimized by
introducing the concept of vibration damper to limit the vibration transferred to
passengers, and the concept of roller clutch to generate power from both strokes (from
the vehicle load and from spring elastic energy).
Key words: energy, speed breaker, voltage
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CONTENTS Page
Declaration ................................................................................................................... III
Acknowledgement .......................................................................................................IV
Abstract ......................................................................................................................... V
List of tables.................................................................................................................IX
List of figures ................................................................................................................ X
Abbreviations ............................................................................................................. XII
CHAPTER ONE .......................................................................................................... 1
1. INTRODUCTION................................................................................................ 1
1.1 Background ....................................................................................... 1
1.2 Problem statement ............................................................................ 2
1.3 Objective ........................................................................................... 3
1.3.1 General objective .......................................................................................... 3
1.3.1 Specific objective .......................................................................................... 3
1.4 Scope of the project .......................................................................... 4
1.5 Significance of the project ................................................................ 4
CHAPTER TWO ......................................................................................................... 6

2. LITERATURE REVIEW ................................................................................... 6
2.1 General literature on the technology ................................................ 6
2.2 Previous Relevant works .................................................................. 7
CHAPTER- THREE.................................................................................................. 12
3. METHODOLOGY ............................................................................................ 12
3.1 Data collection methods ................................................................. 12
3.2 Data Analysis .................................................................................. 12
3.3 Product definition ........................................................................... 13
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3.3.1 Bump (upper plate) ..................................................................................... 13
3.3.2 Rack and Pinion .......................................................................................... 13
3.3.3 Springs ........................................................................................................ 14
3.3.4 Damper ........................................................................................................ 15
3.3.5 Shaft ............................................................................................................ 15
3.3.6 Bearing ........................................................................................................ 16
3.3.7 Flywheel ...................................................................................................... 16
3.3.8 V belt ........................................................................................................... 17
3.3.9 Bolt and nut ................................................................................................. 17
3.3.10 frame (support).......................................................................................... 17
3.3.11 Electricity generator .................................................................................. 18
3.3.12 Rectifier..................................................................................................... 19
3.3.13 Lead battery .............................................................................................. 19
3.4 Solution Principle............................................................................................... 19
3.4.1 Solution Principle for Rack and Pinion According to Material .................. 20
3.4.2 Solution Principle for Rack and Pinion According to type......................... 21
3.4.3. Solution Principle for Shaft According to Material ................................... 22
3.4.4. Solution Principle for Bumper According to Material ............................. 23
3.4.5. Solution Principle for spring According to Material ................................ 24
3.4.6 Solution Principle for Bearing According to Type ..................................... 25
3.4 Optimization methods..................................................................... 25
3.5 Working Principle........................................................................... 27
CHAPTER FOUR ...................................................................................................... 29

4. DESIGN ANALYSIS ......................................................................................... 29
4.1 Main Assumption ............................................................................................... 29
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4.2 Design of Bumper (Upper Plate) ....................................................................... 29
4.3 Design of Rack and Pinion ............................................................. 31
4.3.1 Design of pinion ..................................................................................... 31
4.3.2 Design of rack ............................................................................................. 38
4.4 Design of Shaft ............................................................................... 38
4.5 design of Bearing ............................................................................ 45
4.6 Design of spring.............................................................................. 48
4.7 Design of Damper ........................................................................... 52
4.8 Design of V-belt Derive ................................................................. 54
4.9 Selection of DC Generator ............................................................. 59
chapter five ................................................................................................................. 62

5. result and discussion .......................................................................................... 62
5.1 Result …………………………………………………………………….62
5.2 Static Structural Design and Result from Ansys Software ................................ 63
5.3 Final result discussion ........................................................................................ 68
chapter six ................................................................................................................... 69

conclusion and recommendation .............................................................................. 69
6.1 Conclusion …………………………………………………………………….69
6.2 Recommendation ............................................................................................... 70
Reference .................................................................................................................... 71
Appendix ..................................................................................................................... 73
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LIST OF TABLES
Table 3.1 Solution principle for rack and pinion according to material ................................................ 20
Table 3.2 Rack and pinion solution principle according material type ................................................. 21
Table 3.3.solution principle of shaft according to material ................................................................... 22
Table 3.4. Solution principle for bumper According to material ........................................................... 23
Table 3.5. Solution principle for spring according to material .............................................................. 24
Table 3.6. Solution principle for spring according to type..................................................................... 25
Table 4.1. Service factor according to load ........................................................................................... 35
Table 4.2. Selection of key and keyway ................................................................................................. 45
Table 4.3 Dimensions of standard V-belts according to IS: 2494 – 1974 .............................................. 55
Table 4.4 Parameters of 4KW DC motor ............................................................................................... 61
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LIST OF FIGURES
Figure 3.1 Bumper (upper plate) rendered from Solidwork ................................................................... 13
Figure 3.2 Rack and Pinion rendered from Solidwork ........................................................................... 14
Figure 3.3. Spring rendered from Solidwork ......................................................................................... 15
Figure 3.4 Ball bearing with its housing rendered from Solidwork ....................................................... 16
Figure 3.5V belt and pulley rendered from Solidwork ........................................................................... 17
Figure 3.6 Frame rendered from Solidwork .......................................................................................... 18
Figure 3.7 DC Generator rendered from Solidwork .............................................................................. 18
Figure 3.8 Assembly of electricity generating speed breaker rendered from solidwork ........................ 19
Figure 3.9. circular profiled bumper ..................................................................................................... 26
Figure 3.10. Solidwork render of the optimized design .......................................................................... 26
Figure 3.11. One way Rack and pinion .................................................................................................. 26
Figure 3.12. a. rendered from solidwork rack pinion and roller clutches ............................................. 27
Figure 3.13. assembly of optimized speed breaker rendered from solidwork ........................................ 27
Figure 3.14. working principle of the power generation ........................................................................ 28
Figure 3.15. Working Principle of the power generating system ........................................................... 28
Figure 4.1. Auto CAD drawing of bumper ............................................................................................. 30
Figure 4.2. double shear stress of pin .................................................................................................... 30
Figure 4.3. 2D Rack and pinion assembly.............................................................................................. 31
Figure 4.4. terms used for gear specification ........................................................................................ 37
Figure 4.5. Free body diagram of shaft [using io draw]........................................................................ 40
Figure 4.6.Bending moment analysis section one [using io draw] ........................................................ 40
Figure 4.7 Bending moment analysis section two [using io draw] ........................................................ 41
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Figure 4.8. Bending moment analysis section three [using io draw] ..................................................... 41
Figure 4.9. Bending moment analysis section four [using io draw] ...................................................... 42
Figure 4.10. Bending moment analysis section five [using io draw] ..................................................... 42
Figure 4.11. Shear stress and bending moment diagram ....................................................................... 43
Figure 4.12.Bearing and its fluid Element in Y–Z Plane........................................................................ 46
Figure 4.13. Auto CAD drawing of spring ............................................................................................. 48
Figure 4.14. Damper rendered from solidwork ..................................................................................... 52
Figure 4.15. schematic diagram of damper (using io drawing) ............................................................. 53
Figure 4.16. V - belt rendered from solid work ...................................................................................... 54
Figure 4.17. V-Belt and V-grooved pulley ............................................................................................. 54
Figure 4.18 Free body diagram and tensions of v - belt [using io drawing] ......................................... 56
Figure 4.19. Free body diagram of V - belt with its parameter ............................................................. 57
Figure 4.20. DC motor schematic diagram............................................................................................ 60
Figure 5.1. Maximum principal stress of rack and pinion and damper assembly .................................. 63
Figure 5.2. Maximum principal stress of spring .................................................................................... 63
Figure 5.3. equivalent (von-mises) stress rack and pinion and damper assembly ................................. 64
Figure 5.4 Equivalent elastic strain of spring ........................................................................................ 64
Figure 5.5. Equivalent elastic strain rack and pinion and damper assembly ........................................ 65
Figure 5.6. Total deformation of spring ................................................................................................. 65
Figure 5.7. Total deformation of rack and pinion and damper assembly .............................................. 66
Figure 5.8. Total deformation of bumper ............................................................................................... 66
Figure 5.9. equivalent (von-mises) stress of spring ................................................................................ 66
Figure 5.10. Equivalent (von Mises) stress of bumper ........................................................................... 67
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ABBREVIATIONS
Acronym Definition
m Mass
h0 Minimum film thickness
AC Alternative current
B Gear(pinion) face width
E Rack travel
ha Addendum
Kg Kilogram
c Radial clearance of bearing
C Spring index
D Distance
G Gravity
Cs Service factor
DC Direct current
dp Pitch
hf Dedendum
A Area
FR Resultant load
I Mass moment of inertia
J Polar moment of inertia
K Stiffness of spring
kb Bulking factor
KN Kilonewton
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Peff Effective load between the meshing tooth
KWh Kilowatt hour
KJ Kilojoule
M or T Moment
M Module
MPa Megapascal
Me Equivalent bending moment
Te Equivalent twisting moment
N Speed (in rpm)
rpm Revolution per minute
l Length
P Power
P Pressure
Sb Beam strength of the gear tooth
T Tension or torque
Y Lewis form factor for gear tooth
𝛿 Stress
𝜏 Shear stress
W Weight of vehicle
V Velocity
𝜔𝑛 Natural frequency
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CHAPTER ONE
1. INTRODUCTION
1.1 Background
The growing demand of power for a variety of human activities cannot be answered
without continuous efforts of exploring better options and application of sustainable
energy sources. Today power has become one of the major needs of human life
however, one of the fears of the generation is whether the current energy sources
continue to generate the required amount which has a progressive trend across
generation. Hence, dreaming future days with insufficient or no electricity makes the
generations’ future very difficult or impossible. Therefore, such conditions call an
integrated research approach on power generation and it is our responsibility to work
and come up with a possible means of sustainable and green energy production for
satisfying our day-to-day progressive energy requirements and makes the planet earth
a better place to live in.
The rapid industrialization, growing technology and expansions have demanded very
high power of electricity that is increasing day by day and thereby the world is facing
energy crisis due to limited power resources. The electricity generation greatly
depends on conventional sources, which is limited in amount and some are harmful
for the environment. Therefore, it is critical to explore an environmentally friendly and
sustainable energy source. In order to reduce the greenhouse gas emission, the
renewable energy sources are now widely utilized for electricity generation. Among
different renewable energy production technologies, solar and wind technologies are
widely used for large scale electricity generation. Though still a small percentage of
renewable resources are exerted for electricity generation, the researchers are trying to
improve technologies so that the green electricity can be economically feasible,
environmentally friendly and sustainable in the electric production industry.
The day-to-day increasing population and decreasing quantity trend of conventional

sources for power generation, provides a need to think on other energy resources.
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States are working toward the development of non-conventional sources for power
generation. Due to the reasons that conventional sources of power are releasing live
risking byproducts which are causing huge problems to humans and all living things
on the planet earth. They are getting scarcer due to continuous exploitation of high
amount. Energy harvesting is related to developing a mechanism for driving energy
from different sources and energy of today’s world is mainly generated from
conventional energy sources which mostly are decreasing day by day. Moreover, these
conventional energy sources cause pollution and are responsible for global warming.
To solve these problems, researchers are trying frequently to explore new energy
sources which are clean, environment friendly, sustainable, and promising in order to
meet the future electricity demand of the generation. And it is also essential to focus
more on renewable (unconventional) energy sources for electricity generation and it is
also paramount to think more specific to the utilization of kinetic energy which is
helpful to reducing dependence on conventional sources of electricity generation [1]
1.2 Problem statement
During last few decades, electrical energy is the basic requirement of human beings.
The ratio of electricity requirement is increasing day by day. But we know that the
resources for power generation are limited, and this has caused the energy crisis. The
increasing power demand results reduce in conventional resources for power
generation and increase the pollutants emissions. It is a need of time to think about
non-conventional energy resources or renewable energy resources which are eco-
friendly to the environment. In order to minimize the emission of greenhouse gases,
renewable energy technologies and west energy recycling are widely used for
electricity generation.
The current available breakers have certain limitations which makes them impractical.
These limitations are stated as follow: -
❖ It transfers unwanted vibration to the passengers: these systems have a spring

arrangement that tends to restore bumper in position. Once the front wheel of
the vehicle passes over the bumper it tends to oscillate periodically and
whenever the rear wheel comes in contact with oscillating bumper unwanted
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vibration is transferred to the passengers and there is chance of resonance to

occur.
❖ Subjected to sudden shock: most of the current available bumper are
cylindrically profile, this profile makes the bumper to absorb a sudden shock
from the vehicle.
❖ Less efficiency: most of the previous works on the in this area are roller type
and one stroke power generating rack and pinion mechanism, that is power is
generate only from the down ward motion of rack. These mechanisms are less
efficient.
1.3 Objective
1.3.1 General objective
The general objective of this project is design, analysis and optimization of power
generating speed breaker.
1.3.1 Specific objective
• Conducting survey on different geographical areas of Ethiopia where speed

breaker available and on different size of vehicles available in Ethiopia
• Modeling and figure out the efficient mechanism
• Designing of each part
• Paper based design and analysis of actual size of components (force and stress
analysis)
• The overall model and animation by using SOLIDWORK 2020 (software)
• The simulation of components with the use of ANSYS (software)
• To determine the amount of power and energy generated from the vehicles
passing over speed breakers.
• To determine the size and select the suitable energy storage mechanism for
storing the generated energy for further use.
• To analyze the results and make a recommendation based on conclusions.
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• Calculating and testing power and efficiency of the breaker.

• Comparing and discussing the results with the previous works
1.4 Scope of the project
This project includes the design and analysis of different components that assembled
together giving the appropriate mechanism for generating electricity from speed
breaker. Under this project the force analysis of links and different joints, the
compressive and tensile force on spring and shock absorber, shearing force on bolts,
the different type of bending moments on rod and overall hydraulic lifting forces are
determined and each component are designed properly based on maximum shear stress
theory and distortion energy theory.
The project is not only limited on design of different parts but also it includes the detail
drawing of each parts, the assembly drawing of overall mechanism, the motion
simulation and animation with the help of solid work 2020 (software) and finally the
prototype will be made based on the design result.
1.5 Significance of the project
In order to overcome the above stated problems, we focus on west energy recycling,
which reduces both the energy crisis and pollutant emission from power plants. Little
efforts are being made to generate power from vehicles passing over speed breakers.
In this thesis work, an attempt is made to study, investigate and analyze electric power
generation from the kinetic energy of vehicles over the speed breakers. The potential
and kinetic energy of the vehicle is converted to reciprocating motion of the rack,
which intern converts to rotary motion of the generator’s rotor. Finally, it will be
expected that, this thesis work can overcome the stated problems due to the following
advantages
• Power generation with low cost and using non-conventional energy sources
which will help us to conserve the conventional energy sources to meet the
future demand.
• Electricity will be generated throughout the year without depending on other
environmental factors. (wind, rain fall ….)
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• Easy for maintenance and no fuel transportation problem.

• Pollution free power generation.
• Less floor area required and no obstruction to traffic.
• No need of manpower during power generation.
• Increase the efficiency of the brakers.
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CHAPTER TWO
2. LITERATURE REVIEW
2.1 General literature on the technology
The energy crisis is one of the great bottlenecks in the supply of energy resources to
an economic development. The studies to sort out the energy crisis led to the idea of
generating power using speed breaker. Firstly, South African electrical crisis has made
them implemented this method to light up small villages of the highway. The idea is
basic physics, to convert the kinetic energy into electrical energy that gone wasted
when the vehicle runs over speed-breaker [2].
Since then, a lot has been done in this field. An amateur innovator, Kanak Gogol in
Guwahati has developed a similar contraption to generate power, when a vehicle
passes over speed-breaker. The idea has caught the eye of IIT-Guwahati, which funded
the pilot project related to generate electricity from speed breakers. They have
evaluated the machine and recommended to the Assam government. Their work has
provided the need to think on this alternative to generate electricity on the large scale,
as it proves to be a boon to the economy of the country [3].
While moving, the vehicles possess some kinetic energy and it is being wasted. This
kinetic energy can be utilized to produce power by using a special arrangement called
Power Hump, which comprises Electro-Mechanical unit. All this mechanism can be
housed under the dome, like speed breaker, which is called Hump. It utilizes both
mechanical technologies and electrical techniques for the power generation and its
storage whenever the vehicle is allowed to pass over the dome it gets pressed
downwards, then the springs that are attached to the dome are compressed and the
rack, which is attached to the bottom of the dome moves downward in reciprocating
motion. Since the rack has teeth connected to gears, there exists conversion of
reciprocating motion of rack into rotary motion of gears but the two gears rotate in
opposite direction. A flywheel is mounted on the shaft whose function is to regulate
the fluctuation in the energy and to make the energy uniform and so, the shafts will
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rotate with certain rpm. These shafts are connected through a belt drive to the dynamos,
which converts the mechanical energy into electrical energy and the conversion will
be proportional to the traffic density [3,4]
We have to investigate some approximate, alternative, new sources for the power
generation, which is not depleted by the very few years. It suffers all the living
organisms of all kinds as on the land, in aqua and in air. Power stations and
automobiles are the major pollution producing places. Therefore, we have to
investigate other types of renewable sources, which produce electricity without using
any commercial fossil fuels, which is not producing any harmful products. Already
they’re existing such systems using renewable energy such as solar, wind etc. for
power generation. The latest technology which is used to generate the power by such
renewable energy is “power generation using speed breaker” [5] where crank-shaft and
spring mechanism is applied. In this system, a new mechanism called roller mechanism
is introduced to generate electricity from speed breaker by converting vehicle kinetic
energy to mechanical energy.
As the vehicle passes over the speed breaker wasted kinetic energy can be converted
into the rotational motion of roller to generate electricity. Such new mechanism
provides higher efficiency and higher output at a lower cost than the mechanism used
previously. A roller having some kind of grip is placed between the speed-breaker and
so, when vehicle pass over the breaker, it rotates the roller [6].
2.2 Previous Relevant works
Different researches have been done on this area in different countries. ln some
countries it has been implemented. Implementation of a project named “Power
Generation from Speed Breaker by Rack and Ratchet Mechanism” by researchers of
Kshatriya College of Engineering [6].
There are papers published regarding energy production using the specified method,
to mention some of the published papers on the International Journal of Engineering
Science and Innovative Technology (IJESIT) in titled “Generation of Electricity Using
Road Transport Pressure” by researchers of Rajshahi University of Engineering
&Technology [7]. Amanpreet Kaur, Shivansh Kumar Singh, Rajneesh, Parwez,
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Shashank, described such phenomenon with a paper in titled “Power Generation Using
Speed Breaker with Auto Street Light”, on International Journal of Engineering
Science and Innovative Technology [3]. "Intelligent Traffic Signal Control System
Using Embedded System” by Dinesh Rotake et al. is another important paper reveling
the promising nature of the resource and technology [8,9].
A related paper in titled "Development of A Microcontroller-Based Traffic Light

System for Road Intersection Control” by Ganiyu R. A.et al. explores the design and
implementation of a microcontroller-based traffic light system for road intersection
control after pointing mechanisms to explore such energy enhancing alternative [8].
Many researchers are trying to develop system to meet the roadside energy
consumption via clean, environment friendly and sustainable way. C. K. Das et al.
showed the possibility of tapping the wasted kinetic energy in the road speed breaker
using roller mechanism [5]. Researchers of Kshatriva College of Engineering, Chepur,
Armoor, Nizamabad implemented a power generation system from speed breaker by
rack and ratchet mechanism [6]. A system using road transport pressure to generate
electricity developed by Md. Saiful Islam et al [7]. Abdul Razzak Pathan et al.
proposed power generation system through speed breaker using rack and pinion
mechanism [12]. A system developed by Shakun and Asthan to produce electricity
from speed breakers using roller mechanism [8]. A paper was published on IOSR
Journal of Electrical and Electronics Engineering named design of power generation
unit Using Roller Mechanism [11, 12].
Alok Kumar Singh et al. implemented a system for electricity generation through
speed breaker based on spring coil mechanism [13]. Researchers of Rajshahi
University of Engineering & Technology designed a system to generate electricity
using road transport pressure [3]. D. Venkata Rao et al. designed a power generation
system using speed breaker [14]. Aniket Mishra et al. published a paper on electricity
generation from speed breakers [15]. Electrodynamics based models by Ankita and
Meenu Bala to generate power from speed breaker [16] have also been suggested, but
can’t be used a large scale very easily due to its cost and complicated calculation.
Power can be produced from conventional and non-conventional energy sources. But
power generation from vehicle pressure limited to the rack-pinion, spring-coil, crank-
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shaft and roller mechanism. Rack-pinion mechanism is used to generate electricity

using speed breaker, which provides a means for harvesting the potential energy to
rotational energy and rotational energy to electrical energy final format [17]. Speed
breaker, rack and pinion combination, springs, freewheeling bearing, gear
combination, micro generator, charging circuit, battery, dark sensing & switching
circuit, inverter circuit, step up transformer and street light are used to design the
system in the research work of students from Chittagong University of Engineering
and Technology with paper in titled “Roadside Power Harvesting for Auto Street
Light” by 2015.
Flywheel energy storage system (FES) is getting more and more attention during the
last few decades. Compared with other energy storage techniques namely,
Superconducting energy storage and Super capacitance energy storage technique. FES
technique is mostly used in electromagnetic launch applications system (EML), which
is mainly attributable to the fact that is provides more design flexibility, does not
depend on the breakthrough of certain critical technology, and thus are particularly
attractive for long-term high-speed operation, which is essentially a great importance
for FES systems. Flywheel technology has been considered an attractive energy
storage choice due to its potential for reduced weight and volume, high duty-cycle
tolerance, and low maintenance requirement [18,19]. Another topology is presented
that, the FES system is used to deliver the storage energy to the generator to get its
rated speed, because the flywheel store energy in terms of inertia [20].
An electromechanical flywheel energy storage system is used to enhance the

electrification, where the various machine topologies have been used to design for
highspeed application such as convention inductance machines, synchronous
reluctance motor, switched reluctance machine are designed and developed for FES
system, but most commonly permanent magnetic generator (PMG) used for high-
speed fly-wheel system needed for low power requirement loads [21]. For system
comprising a spring component it is obvious the system will regain its previous
position when the applied force is removed but for such type of system with Flywheel
the up and down movement of the rack and the spring result unidirectional rotation or
displacement due to the presences or the “Regulatory Flywheel” therefore the system
in general will develop a longer displacement or rotation delay [9, 21].
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The thought of generating electricity basically started from South Africa, where, a
businessman felt the need for a generation of electricity without compromising on any
resources. For this purpose, he thought of an idea and also brought into existence, the
working model of this idea. His idea was to generate electricity using speed breakers.
These speed breakers use the concepts of physics to convert the kinetic energy
possessed by the vehicles running on the road into electrical energy, eventually
generating electricity. This is where the plot for energy generating speed breakers was
laid, later on, IIT Guwahati took over this project to overcome its limitations [9, 21].
The practical implementation of the electricity generating speed breaker has been very
less and the result of the few places where it is implemented is still not known.
Although, there have been many surveys to support the implementation of this idea.
One such survey was done by the Tamil Nadu electricity board. According to this
survey, the electricity consumed by a remote village for 45 days is equal to the
electricity consumed by all the street lights in one night in Chennai city. By this
scenario, we can get an idea of the rate by which electricity is being consumed in India,
also, this consumption rate is increasing day by day.
Electricity and power can be called as the backbone for development and
modernization of the country and therefore, the rapid speed of development has led to
a constant increase in the rate of electricity consumption. The figures also show a rapid
increase in the electricity consumption in India from the year 2014 to 2017, the
electricity consumption per capita of India in the year 2014 was 805.60kwh, whereas
it was 1149kwh in the year 2017[9, 22]. Taking into consideration this situation, it is
mandatory that either consumption of electricity must be reduced or the generation of
electricity must be increased. The consumption of electricity can be reduced only to a
certain limit, beyond this limit the development can be hampered. But, by
conservation, the amount of electricity conserved will be in very small amount, hence,
increasing the generation of electricity is the right option. Now, this increase in
generation of electricity would result in more and more use of conventional resources,
which are also on decrease, this creates a need to generate electricity without using
conventional resources or at least using conventional resources in very small amount.
Here the Electricity generating speed breaker would be perfect to apply as it can
generate electricity without using any of the conventional resources. [22].
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Generally, all the above listed researchers were tried to figure out different mechanism
for the effective conversion of lost kinetic energy to useful electrical energy. Some of
them faces practical difficulty to implement the project, the others were unable to make
the mechanism stable the very beginner researchers were unable to control the electric
power generated, but what most of them were not considering is the resonance
phenomena, which is caused by unwanted vibration from the bumper and from the
vehicle. Resonance is unwanted phenomena that is caused when the vibration of the
bumper and that of the vehicle are out phase resulting in high amplitude. Under this
thesis the following modifications are made.
The upper plate or bumper is made of three plate hinged together. But in another
researcher’s work it is made of single component. Making the bumper three plate has
the advantage of making the mechanism somehow practical as the two hinged plate
are tending to flex when the vehicle passes through it. The other modification done is
the introduction of damper system to damp the unnecessary vibration. When the
vehicle passes over the bumper the compressive spring make the system to oscillate
more than one cycle. This condition is undesirable at it causes resonance and also
transfer extra vibration to the passenger. This is due to the following reasons
The vibration is transferred to the passenger’s due to the rapid oscillation of the
restoring spring.as soon as the front wheel passes over the bumper, it tends to oscillate.
So, when the rear wheel comes in contact with an oscillating bumper, the vibration is
going to be transferred to the vehicles. There is also chance to occur resonance where
the natural frequency of an object becomes equal to the actual frequency. in this thesis
a vibration damper is introduced to the system, so that the frequency of bumper
oscillation is kept to one cycle. To avoid a sudden shock transferred to the bumper, the
following method is being used. shock is transferred to the bumper because of physical
structure on the previous works different researchers uses circular profile for bumper.
But this profile will not eliminate the shock. it can’t make the motion smooth and
steady. To avoid this problem, we attentionally use flexible sliding bumper which
makes our project different from the previous projects.
This design helps to transfer the vehicles force uniformly and steady. As vehicles is
first in contact with the sliding plate 25% of the vehicles weight is transferred.
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CHAPTER- THREE
3. METHODOLOGY
3.1 Data collection methods
For the purpose of the design, three methods of data collection are being used. First
questioner survey was conducted on Addis Ababa- Adama road payment stations.
These stations are in charge of collecting bills from vehicles that uses the service of
expressway. They collect a charge based on vehicles total weight (loaded weight).
They have a mass measuring device (balance) so that it will be easy to know the weight
and density (frequency) of vehicle. we prepare two questions as follow
1. What is the maximum range of vehicle passing through the road?
A) 0-2tons B) 2-5tons C) 5-10tons
2. What is the frequency (density) of vehicle passes?
A) 0-0.5 per second B) 0.5-1 per second C) 1-5 per second
Most of the staff answer was (C) and (A) respectively
The other method used was sample selection from Addis Ababa- Debre Birhan and
Addis Ababa- Ambo roads. the data taken was the direct measurement of total bump
height. The total height was in range of 80mm-150mm. finally we collect secondary
data from Ethiopian road authority to know the elevation and slopes of the roads in
Ethiopia. Different scholars work was also referred to take data that was relevant for
the design purposes.
3.2 Data Analysis
Content analysis was used to analyze the data which was gathered from survey and
journals. A main advantage of content analysis is that it helps in data collected being
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reduced and simplified, while at the same time producing results which measured
using quantitative techniques. Moreover, content analysis gives the ability to
researchers to structure the qualitative data collected in a way that satisfies the
accomplishment of the project. After the necessary data for the study is collected, the
processing and analysis of the data will be done. Thus, from this process we will be
able to get our design requirements and start designing accordingly.
3.3 Product definition
The parts and components used in this project are listed as follow:
3.3.1 Bump (upper plate)
The bump is the upper part of the mechanism, which is the only thing visible to the
public. It directly takes vehicle loads and transfer to rack and pinion arrangement
Figure 3.1 Bumper (upper plate) rendered from Solidwork
3.3.2 Rack and Pinion
The rack and pinion mechanism in Solidwork 2020 is illustrated in Fig. it shows that
when a vehicle reaches on the speed breaker, it applies the weight on the speed breaker.
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The rack is connected with the bump and there are two pinions mesh across the rack.
Due to the weight on the bump, rack moves downward and linear motion is obtained.
It rotates the pinions which are attached on the both sides of the rack. At this point,
linear motion of rack converts into angular motion. Only right sided pinion transfer
power and pinion mashed on left side keep rotating without transfer of power. On the
second half cycle of the rack the left side pinion become active to transfer power and
the right become passive. The pinions were designed to work as sprocket of the
bicycle. At load, one side of pinion engages and another side of pinion disengage.
Similarly, restoring force engages another side of the pinion and first side of pinion
disengage. They transfer power in forward as well as the reverse stroke of speed
breaker respectively and provide continuous angular motion
Figure 3.2 Rack and Pinion rendered from Solidwork
3.3.3 Springs
Coil spring was used to restore the rack in position. It is tagged between the bump and
frame. Typically, it is used to store energy and subsequently release it, to absorb shock,
or to maintain a force between contacting surfaces. They are made of an elastic
material formed into the shape of a helix which returns to its natural length when
unloaded. Under tension or compression, the material (wire) of a coil spring undergoes
torsion. The spring characteristics therefore depend on the shear modulus, not Young's
Modulus.
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Figure 3.3. Spring rendered from Solidwork
3.3.4 Damper
A shock absorber or damper is a mechanical or hydraulic device designed to absorb

and damp shock impulses. It does this by converting the kinetic energy of the shock
into another form of energy (typically heat) which is then dissipated. Most shock
absorbers are a form of dashpot (a damper which resists motion via viscous friction).
It is placed between the frame and bumper. Dumper is introduced in this research to
reduce the frequency of oscillating bumper to 1 cycle, so that unwanted vibration is
not transferred to the vehicle and also eliminates the possibility of resonance to happen.
3.3.5 Shaft
Shaft is used to transfer torque from the pinion to flywheel. It is mounted to the pinion
by key and supported by bearing
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3.3.6 Bearing
The purpose of a ball bearing is to reduce rotational friction and support radial and
axial loads. It achieves this by using at least two races to contain the balls and transmit
the loads through the balls. In most applications, one race is stationary and the other is
attached to the rotating assembly (e.g., a hub or shaft). As one of the bearing races
rotates it causes the balls to rotate as well. Because the balls are rolling, they have a
much lower coefficient of friction than if two flat surfaces were sliding against each
other.
Figure 3.4 Ball bearing with its housing rendered from Solidwork
3.3.7 Flywheel
Fly wheel is located on the counter shaft just before the generator it is essentially a
mechanical battery consisting of a mass rotating around an axis. It stores energy in the
form of kinetic energy and works by accelerating a rotor to very high speeds and
maintaining the energy in the system as rotational energy, so that there will be a
uniform power generation (no power fluctuation).
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3.3.8 V belt
V belt is used as a speed multiplication and transfer of power from flywheel to

generator.
Figure 3.5V belt and pulley rendered from Solidwork
3.3.9 Bolt and nut
It is used to join bump to rack, bump to spring,
3.3.10 frame (support)
The bottom end of the breaker that is used to support all the remaking parts. All
components are fastened on it.
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Figure 3.6 Frame rendered from Solidwork
3.3.11 Electricity generator
It is a device, which converts mechanical energy into electrical energy. The generator
uses rotating coils of wire and magnetic fields to convert mechanical rotation into a
pulsing direct electric current through “Faraday‟ s law of electromagnetic induction”
Figure 3.7 DC Generator rendered from Solidwork
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3.3.12 Rectifier
It is the device that transforms the AC power to a DC power and vice versa. It is
mandatory in this mechanism since it will transform the AC power produced from the
generator to a DC power ready to be stored in batteries.
3.3.13 Lead battery
12V dc battery is used to store the electrical energy.
Figure 3.8 Assembly of electricity generating speed breaker rendered from solidwork
3.4 Solution Principle
Here in this topic, it is prepared a solution principle for each component that express the
behavior based on criteria. The most important criteria are cost, availability, fatigue
resistance and strength. We have used two mechanisms of preparing this solution principle
these are type and material.
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3.4.1 Solution Principle for Rack and Pinion According to Material
Rack and pinion use a gear-set to convert the up and down move motion to circular
motion of a shaft. It also provides a gear reduction, so turning the wheels is easier.
Table 3.1 Solution principle for rack and pinion according to material
Criteria Weight Gray cast iron Medium carbon Dead carbon

(%) steel steel
Score Unit Score Unit Score Unit
Strength 25 7 1.75 9 2.25 6 1.5
Availability 20 7 1.4 6 1.2 8 2
Cost 20 8 2 7 1.75 9 2.25
Fatigue 15 9 1.35 10 1.75 10 1.5

resistance
Wear 15 6 0.9 8 1.2 7 1.05

resistance
Total 100 64 7.4 70 9.15 67 8.3
Rank 3 1 2
Hence according to the solution principle evaluated above on the criteria of strength,
availability, cost, fatigue resistance and wear resistance medium carbon steel with the
ultimate tensile strength given as 910 MPa. selected as a material for our rack and
pinion.
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3.4.2 Solution Principle for Rack and Pinion According to type
Table 3.2 Rack and pinion solution principle according material type
Criteria Weight Spur gear worm gear Helical gear

(%)
Strength 25 9 2.25 7 1.75 8 2
Fatigue resistance 10 7 0.7 4 0.4 6 0.6
Availability 15 8 1.2 9 1.35 8 0.9
Corrosion resistance 5 4 0.2 6 0.3 8 0.4
Slip resistance 5 5 0.25 4 0.2 3 0.1
Stiffness 10 9 0.9 6 0.6 8 0.8
Brittleness 15 8 0.4 3 0.15 6 0.3
Cost 25 58 2 9 2.25 2 1.5
Total 100 7.9 48 6.8 52 7
Rank 1 3 2
Hence the solution principle evaluated above on the criteria of strength, fatigue
resistance, availability, corrosion resistance, slip resistance, stiffness, brittleness and
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cost mild spur gear is selected as type of material for rack and pinion.
3.4.3. Solution Principle for Shaft According to Material
Table 3.3.solution principle of shaft according to material
Criteria Weight (%) Mild steel Cast iron Phosphor bronze
Strength 15 9 1.35 8 1.2 7 1.35
Availability 15 8 1.2 8 1.2 7 1.35
Cost 25 7 1.75 8 2 9 2.25
Shear resistance 30 10 3 8 2.4 7 2.1
Total 100 42 8.5 38 7.7 38 8.25
Rank 1 3 2
The material used for ordinary shafts is mild steel When high strength is required, an
alloy steel such as nickel steel, alloy steel or chromium steel or chromium -vanadium
steel is used. Shafts are generally formed by hot rolling and finished to size by cold
drawing or turning and grinding.
Therefore, based on solution principle evaluated above on criteria of strength,

availability, fatigue resistance, cost and shear resistance mild steel of the shaft which
is made of 45 C 8 steel having ultimate tensile stress of 700 MPa and a ultimate shear
stress of 500 MPa. is selected as material of shaft.
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3.4.4. Solution Principle for Bumper According to Material
Table 3.4. Solution principle for bumper According to material
Criteria Weight Solid steel Sheet metal Auxilium sheet

(%) metal steel metal
Availability 20 8 1.6 6 1.2 9 1.8
Strength 25 8 2 9 2.25 7 1.75
Cost 30 7 2.1 8 2.4 5 1.5
Durability 10 9 0.9 7 0.7 6 0.6
Weight 5 7 0.35 5 0.25 4 0.2
Total 100 47 7.75 39 7.2 38 6.55
Rank 1 2 3
Normally, automobile bumper system absorbs the collision kinetic ... Moreover, the
establishment of the contact model is according to the principle of Bumper-
Car Mechanics. Therefore, based on solution principle for bumper section according
to the criteria of availability, strength, cost, fatigue resistance, durability and weight
solid steel metal is selected.
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3.4.5. Solution Principle for spring According to Material
Table 3.5. Solution principle for spring according to material
Criteria Weight Gray cast iron chromium Dead carbon

(%) vanadium steel steel
Strength 30 7 2.1 9 2.7 6 1.8
Availability 20 7 1.4 6 1.2 8 1.6
Cost 15 8 1.2 7 1.05 9 1.35
Fatigue resistance 20 9 1.8 10 2 10 2
Wear resistance 15 6 0.9 8 1.2 7 1.05
Total 100 37 7.4 40 8.15 40 7.8
Rank 3 1 2
Hence according to the solution principle evaluated above on the criteria of strength,
availability, cost, fatigue resistance and wear resistance chromium vanadium steel
medium is selected as a material for our spring design.
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3.4.6 Solution Principle for Bearing According to Type
Table 3.6. Solution principle for spring according to type
Criteria Weight Ball bearing Taper bearing Roller bearing

(%)
Strength 15 9 1.35 8 1.2 7 1.35
Availability 15 8 1.2 8 1.2 7 1.35
Fatigue 15 8 1.2 6 0.9 8 1.2

resistance
Cost 30 7 2.1 8 2.4 9 2.7
Wear resistance 25 9 2.75 8 2 7 1.75
Total 100 41 8.55 38 7.7 39 8.35
Rank 1 3 2
3.4 Optimization methods
To reduce the unwanted vibration transferred we use the following methods.
• The vibration is transferred to the passengers due to the rapid oscillation of the
restoring spring, as soon as the front wheel passes over the bumper, it tends to
oscillate. So, when the rear wheel comes in contact with an oscillating bumper,
the vibration is going to be transferred to the vehicles. There is also chance to
occur resonance where the natural frequency of an object becomes equal to the
actual frequency. in this thesis a vibration damper is introduced to the system,
so that the frequency of bumper oscillation is kept to one cycle.
• To avoid a sudden shock transferred to the bumper, the following method is

being used. shock is transferred to the bumper because of physical structure on
the previous works different researchers uses circular profile for bumper.
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Figure 3.9. circular profiled bumper
But this profile will not eliminate the shock. it can’t make the motion smooth and
steady. To avoid this problem, we attentionally use flexible sliding bumper which
makes our project different from the previous projects.
Figure 3.10. Solidwork render of the optimized design
This design helps to transfer the vehicles force uniformly and steady. As vehicles is
first in contact with the sliding plate 25% of the vehicles weight is transferred. when
the vehicle is just at the top of the middle plate, all the weight is transferred.
• On the previous research work, one-way stroke generation was done.
Figure 3.11. One way Rack and pinion (Power Generation from Speed Breaker by Rack and
Ratchet Mechanism by Padma RaoȦ*, A.Kiran KumarȦ and S.SureshȦ)
But, in this work two stroke power is generated both from vehicle load and spring
restoring force. To implement this concept roller clutch is being introduced. when the
rack moves down stroke only one of the pinions is engaged with the roller clutch and
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transfer power. on the upward stroke of the rack, the other pinion engages and transfer
power.
Figure 3.12. a. rendered from solidwork rack pinion and roller clutches
Figure 3.13. assembly of optimized speed breaker rendered from solidwork
3.5 Working Principle
When automobile vehicles are running on the specialized Speed Breaker. This will
create pressure on the pressure leaver which is kept under specialized speed breaker.
As a result, flywheel will rotate and this rotation of the flywheel will cause the DC
generator to produce electricity. This electricity can be stored by a rechargeable battery
by charging the battery. The produced or stored electricity is used for lighting bulb
during night time on the road side.
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Figure 3.14. working principle of the power generation
Figure 3.15. Working Principle of the power generating system
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CHAPTER FOUR
4. DESIGN ANALYSIS
4.1 Main Assumption
All the designs are based on maximum shear stress theory and distortion energy theory.
Mainly the following assumptions are taken.
The weight of the vehicle is uniformly distributed throughout the upper plate and to
each part (components).
➢ The mechanical loss like due to friction loss, dynamic motion loss and others
are neglected.
➢ All the design is at maximum slope of the road and at the maximum weight
of the vehicle.
➢ The dynamic effects of the vehicle is kept constant (only static force is
constant)
4.2 Design of Bumper (Upper Plate)
From the survey, the maximum mass of a vehicle is 15 tone. Therefore, from this total
weight of the vehicle is
Weight, W = mg/cos (250) =15 *1000*9.81/cos (250) = 147.15 KN
As in solution principle discussed the material for bumper, solid steel metal is selected
with maximum shear stress of 150MPa. Use factor of safety 3.
Assume this load is distributed equally to all the vehicle wheel and the load on front
wheel and rear wheel are equal. This weight is applied to the upper frame at a time is
the front wheel or the rear wheel.
W 147.15
Fupper plate = = = 73.6 KN
2 2
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Figure 4.1. Auto CAD drawing of bumper
Shear will take place in pin L in each of the two planes MM' and NN'. The bolts are in
double shear. To determine the average shearing stress in each plane, free-body
diagrams of pin L and of the portion of the bolt located between the two planes is
drawn. Observing that the shear P in each of the sections is P = F/2, it can be concluded
that the average shearing stress is:
𝑃 𝐹⁄2 𝐹
𝜏= = =
𝐴 𝐴 2𝐴
Figure 4.2. double shear stress of pin [http://engineeringarchives.com/]
𝜏𝑦 150 𝑁
𝜏= = = 50𝑀𝑃𝑎 = 50
𝐹𝑆 3 𝑚𝑚2
𝐹 73.6𝑥103
𝜏= =
2𝐴 𝜋𝑑 2
2( 4 )
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46855.2
50 =
𝑑2
𝑑 2 = 937 𝑚𝑚2
𝑑 = 30.6 𝑚𝑚 = 31 𝑚𝑚 𝑓𝑜𝑟 𝑑𝑒𝑠𝑖𝑛𝑔𝑛 𝑠𝑎𝑓𝑒𝑡𝑦
4.3 Design of Rack and Pinion
The design of pinion starts with selection of standard gear tooth forms. Spur gear rack
and pinion, and helical gear rack and pinion are commonly used. Compared with the
criteria of sound, helical gear is quitter than spur gear, since it is cut into a certain angle
it produces gradual mesh of tooth which doesn’t make it noisy. But this has also
disadvantage, gears on parallel shafts have opposite pointers which creates thrust
components on the rack and pinion. As a result, spur gear is found to be suitable for
this design.
Figure 4.3. 2D Rack and pinion assembly [A Textbook of Machine Design R.S. Khurmi and
J.K Gupta]
4.3.1 Design of pinion
From the different gear system found in spur gear, Involute gear system is selected.
Because the pressure angle remains the same during meshing of the tooth. For this
design case the pinion is selected to be 200 full depth involute system of gear, because
of its longer addendum and dedendum which gives a good mesh between the rack and
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pinion.
Selection of number of teeth
The design of rack and pinion for shock absorber needs to be compact and robust,
which can accomplish the task of changing linear motion into rotary by occupying
smaller space. For this reason, the selection of number of teeth is made as least as
possible. For the 200 full depth involute system, interference can occur if the number
of teeth of the gear is less than 17. So, number of teeth of pinion (Zp), but for this
design is assumed to be 34.
Applied load on the pinion
And also, the upper plate load is equally distributed to each the 8 spring and 3 rack
(damper).
Therefore, applied weight to each component is
𝐹 𝑢𝑝𝑝𝑒𝑟 𝑝𝑙𝑎𝑡𝑒 73.6

FR = 𝑛𝑢𝑚𝑏𝑒𝑟 𝑜𝑓 𝑠ℎ𝑎𝑟𝑖𝑛𝑔 𝑠𝑒𝑐𝑡𝑖𝑜𝑛 = 8+3 = 6.7 KN
As a result of this load, a torque will be created on the gear tooth, and this torque is
calculated by:
𝑑𝑝
𝑇 = 𝐹𝑅 ( )
2
Where T= torque applied on the gear tooth
FR= load applied on the pinion
dp = pitch circle diameter of the pinion gear, which is given by the module and
number of teeth of the pinion gear.
𝑑𝑝 = 𝑚𝑍𝑝 ……………………. Eq[23]
Where m is module of the pinion gear and Zp is number of teeth of pinion gear which
is 34. So, pitch circle diameter is
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𝑑𝑝 = 34(𝑚)
And the torque will be
34(m)
𝑇 = 6.7( )
2
𝑇 = 𝟏𝟏𝟑. 𝟗(𝐦) 𝐾𝑁 − 𝑚𝑚
Given parameters of the pinion g ear from the text book Shigley’s Mechanical
Engineering Design, Eighth Edition. (page 716)
Pressure angle=200
Lewis form factor for pinion gear with tooth number of 34, Yp=0.371
Lewis form factor for rack, Yr=0.485
And safety factor is taken as 1.5
Estimation of module based on beam strength
In order to avoid failure of tooth due to bending, the module estimation is done by
applying the concept of beam strength which states that “in order to avoid the
breakage of gear tooth due to bending, the beam strength should be more than the
effective force between the meshing teeth.”
Which can be written in equation as:
𝑆𝑏 ≥ 𝑃𝑒𝑓𝑓
Where Sb is beam strength of the gear tooth, Peff is effective force between the meshing
tooth.
So, to prevent tooth failure
𝑆𝑏 = 𝑃𝑒𝑓𝑓 (𝑓𝑎𝑐𝑡𝑜𝑟 𝑜𝑓 𝑠𝑎𝑓𝑒𝑡𝑦) = 1.5𝑃𝑒𝑓𝑓
[from V.B. Bhandari in the book Design of Machine Elements (Third Edition)]
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From Lewis equation we know that
𝑆𝑏 = 𝑚𝑏𝜎𝑏 𝑌 …………………….Eq[23]
Where m-module of the pinion gear, b-face width, σb -bending stress and Y-Lewis
form factor
Estimation of face width (b)
For the design of gears, the face width is expressed in terms of module. In the Lewis
equation it is assumed that the tangential force Pt is uniformly distributed over the
entire face width. So, it needs rational assumption of the value ‘b’ in the design
procedure.
The optimum range of face width presented by V.B. Bhandari in the book Design of
Machine Elements (Third Edition) is 8m<b<12m. so for this design, it is assumed that
the face width is eight times the module of the gear(b=8.5m).
Since it is a difficult to calculate the value of bending stress with the existing known
parameters in this design, it is better to use the suggestion by Earle Buckingham. He
has advised that the endurance limit stress of gear tooth is approximately one-third of
the ultimate tensile strength (Sut) of the material. For the material selected (medium
carbon steel from solution principle) the ultimate tensile strength is given as 910 MPa.
So,
𝑆𝑢𝑡
𝜎𝑏 =
3
910 𝑀𝑃𝑎
𝜎𝑏 = = 𝟑𝟎𝟑. 𝟑𝑴𝑷𝒂
3
Calculation of effective force between two meshing teeth (Peff)
𝐶
𝑃𝑒𝑓𝑓 = 𝐶𝑠 𝑃𝑡 ……………………….Eq[23]
𝑣
Where, Cs is service factor, Cv is velocity factor, and Pt is the tangential force on

applied on the gear.
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Table 4.1. Service factor according to load
Type of load Types of service
Intermittent or 3 8-10 hours per Continuous 24

hour per day day hours per day
Steady 0.8 1.00 1.25
Light 1.00 1.25 1.54
Medium 1.25 1.54 1.80
Heavy 1.54 1.8 2.00
Values of service factor.
The service factor is chosen form table based upon the characteristics of the load
applied on the pinion gear. And for this design case the pinion gear is assumed to be
subjected to heavy applied force at a heavy level of shock, so the value of service factor
is found to be 2.
To calculate the velocity factor, it is necessary to determine the type of cut used for
the gear, and the pitch line velocity(V).
𝜋𝑑𝑝 (𝑁)
𝑉= ……………. eqn [24]
6𝑜𝑥103
Where N is the number of revolutions per minute, this design is expected to withstand
up to 60 rpm
𝜋𝑥34(𝑚)𝑥60
𝑉=
6𝑜𝑥103
𝑉 = 0.107(𝑚) 𝑚⁄𝑠𝑒𝑐
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The spur gear in this design is expected to be ordinary cut gear made with form cutter,
and since its speed is supposed to be less than 10 m⁄𝑠 we can use the following
equation to calculate the velocity factor.
3 3
𝐶𝑣 = =
3 + 𝑉 3 + 0.107(𝑚)
The tangential force applied on the gear (Pt) is calculated as:
𝑚𝑎𝑥𝑖𝑚𝑢𝑚 𝑡𝑜𝑟𝑞𝑢𝑒 2𝑥113.9(𝑚)

𝑃𝑡 = = = 𝟔. 𝟕 𝐊𝐍
𝑝𝑖𝑡𝑐ℎ 𝑐𝑖𝑟𝑐𝑙𝑒 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 34(𝑚)
( )
2
It is stated that
𝑆𝑏 = 𝑚𝑏𝜎𝑏 𝑌 and 𝑆𝑏 = 𝑃𝑒𝑓𝑓 (𝑓𝑎𝑐𝑡𝑜𝑟 𝑜𝑓 𝑠𝑎𝑓𝑒𝑡𝑦)…….
From these two equations,
𝐶𝑠
𝑚𝑏𝜎𝑏 𝑌𝑝 = 𝑃 (𝑓𝑎𝑐𝑡𝑜𝑟 𝑜𝑓 𝑠𝑎𝑓𝑒𝑡𝑦)
𝐶𝑣 𝑡
2
(𝑚)8.5(𝑚)𝑥303.3𝑥0.371 = 𝑥6.7𝑥10^3𝑥1.5
3
3 + 0.107(𝑚)
(𝑚2 )𝑥956.46 = 6700(3 + 0.107(𝑚))
𝑚2 = 0.75𝑚 + 21
𝑚2 − 0.75𝑚 − 21 = 0
By solving this quadratic equation, the answer for the value of ‘m’ is found as 4.9 and
neglect the negative solution since, the value of module cannot be a negative value,
𝑚 = 4.9 𝑚𝑚
Looking the preferred value of module from table, the module is taken as 5 mm.
So, now by using the value of module it is appropriate to calculate the other parameters
of the pinion gear.
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Pitch circle diameter
𝑑𝑝 = 𝑚𝑍𝑝 = 5𝑥30 = 150 𝑚𝑚
Maximum torque applied, symbolled as Mt or T
𝑇 = 113.9(𝑚) = 113.9(5)𝟓𝟔𝟗. 𝟓 𝑲𝑵 − 𝒎𝒎
Face width
𝑏 = 8𝑚 = 8.5(5) = 42.5𝑚𝑚
addendum (ha) = (m)=5
dedendum (hf) = (1.25 m) =1.25 * 5 =6.25 mm
clearance (c) = (0.25 m) = 0.25 * 5 =1.5 mm
working depth (hk) = (2 m) = 2 * 5= 10 mm
whole depth (h) = (2.25 m) = 2.25 * 5 = 12.5 mm
tooth thickness (s) = (1.5708 m) = 1.5708 * 5 =7 .85 mm
tooth space = (1.5708 m) = 1.5708 * 5 = 7.85 mm
Figure 4.4. terms used for gear specification [A Textbook of Machine Design R.S. Khurmi
and J.K Gupta]
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Pitch line velocity
𝑉 = 0.107(𝑚) = 0.107(5) = 0.535 𝑚⁄𝑠𝑒𝑐
And
3 3
𝐶𝑣 = = = 𝟎. 𝟖𝟓
3 + 𝑉 3 + 0.535
4.3.2 Design of rack
The overall length of shock absorber when it compressed is 360mm. The solid length
of coil is 260 mm including the rack height. In order to find the rack travel let’s
assume the top and bottom mount length are 20mm each.
𝐸 = rack travel = 100mm
Minimum numders of teeth of the rack = number teeth of the pinion gear + the
allowance teeth
The rack drives to the pinion and the pinion rotates one revolution for downward of
rack and one revolution for the upward motion.
Let: the allowance number of teeth of the rack are four in the upper and four in the
lower from the engage part of with the pinion.
Therefore, number of teeth of the rack is
= 19 + 4 + 4 = 𝟐𝟕
4.4 Design of Shaft
The shaft is subjected to combined twisting moment and bending moment. The
following two theories are important from the subject point of view:
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✓ Maximum shear stress theory or Guest's theory. It is used for ductile

materials such as mild steel
✓ Maximum normal stress theory or Rankine’s theory. It is used for brittle

materials such as cast iron.
Let τ = Shear stress induced due to twisting moment, and
σb = Bending stress (tensile or compressive) induced due to bending moment.
According to maximum shear stress theory, the maximum shear stress in the shaft,
1
τmax = 2 √σ𝑏 2 + 4τ2 ………*
32 16
σb = πd3 𝑀𝑏 ……………** τ = πd3 𝑀𝑡 …………..***
where Mb = Bending moment
Mt = Twisting moment (or torque) acting upon the shaft
Substituting the values of τ and σb from ** and *** to *
1 32 16 16
τmax = 2 √(πd3 𝑀𝑏 )2 + 4(πd3 𝑀𝑡 )2 = √𝑀𝑏 2 + 𝑀𝑡 2
πd3
The expression √𝑀𝑏 2 + 𝑀𝑡 2 is known as equivalent twisting moment and is denoted

by Te. The equivalent twisting moment may be defined as that twisting moment,
which when acting alone, produces the same shear stress (τ) as the actual twisting
moment.
πd3
Te = τmax = √𝑀𝑏 2 + 𝑀𝑡 2
16
1 1
Similarly, for equivalent bending moments σb(max) = 2 σ𝑏 + 2 √σ𝑏 2 + 4τ2
πd3 1
Tb = σb(max) = 2 [ 𝑀𝑏 + √𝑀𝑏 2 + 𝑀𝑡 2 ]
32
1
The expression 2 [ 𝑀𝑏 + √𝑀𝑏 2 + 𝑀𝑡 2 ] is known as equivalent bending moment
and is denoted
by Me. The equivalent bending moment may be defined as that moment which when
acting alone produces the same tensile or compressive stress (σb) as the actual
bending moment.
Now, let’s determine the bending moment using bending moment diagram.
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Figure 4.5. Free body diagram of shaft [using io draw]
Using sectioning method
a. For 0 ≤ x ≤ 100
Figure 4.6.Bending moment analysis section one [using io draw]
Mx = F ∗ x
At x=0 Mx = 0
At x=100 Mx = 100F = 100 ∗ 6.7 = 𝟔𝟕𝟎 𝐊𝐍 𝐦𝐦
b. For 0≤ x ≤ 850
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Figure 4.7 Bending moment analysis section two [using io draw]
𝑀𝑥 = F ∗ x – R ∗ (x − 100) but R = F
𝑀𝑥 = F ∗ x – F ∗ (x − 100) = F ∗ x – F ∗ x + 100F = 100F = 100 ∗ 6.7
𝑀𝑥 = 670𝐾𝑁 mm
Which is constant for 100≤ x ≤ 850 Mx = 670KN mm
c. For 0≤ x ≤ 950
Figure 4.8. Bending moment analysis section three [using io draw]
𝑀𝑥 = F ∗ x − R(x − 100) + F(x − 850) R=F
𝑀𝑥 = F ∗ x − F ∗ x + 100F + F ∗ x − 850F = F(x − 750)
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This is linear equation in which
At x=850mm 𝑀𝑥 = 100𝐹 = 100 ∗ 6.7 = 𝟔𝟕𝟎𝑲𝑵 𝒎𝒎
At x=950mm 𝑀𝑥 = 200𝐹 = 200 ∗ 6.7 = 𝟏𝟑𝟒𝟎𝐊𝐍 𝐦𝐦
d. For 0≤ x ≤ 1700mm
Figure 4.9. Bending moment analysis section four [using io draw]
𝑀𝑥 = 𝐹𝑥 − 𝑅(𝑥 − 100) + 𝐹(𝑥 − 850) − 𝑅(𝑥 − 950) R=F
𝑀𝑥 = 𝐹𝑥 − 𝐹(𝑥 − 100) + 𝐹(𝑥 − 850) − 𝐹(𝑥 − 950)
𝑀𝑥 = 100𝐹 − 850𝐹 + 950𝐹
𝑀𝑥 = 200𝐹 = 200 ∗ 6.7 = 1340𝐾𝑁 𝑚𝑚 Which is constant for 950≤ x ≤ 1700mm
e. For 0≤ x ≤ 1800mm
Figure 4.10. Bending moment analysis section five [using io draw]
𝑀𝑥 = 𝐹𝑥 − 𝑅(𝑥 − 100) + 𝐹(𝑥 − 850) − 𝑅(𝑥 − 950) + 𝐹(𝑥 − 1700) R=F
𝑀𝑥 = 𝐹𝑥 − 𝐹(𝑥 − 100) + 𝐹(𝑥 − 850) − 𝐹(𝑥 − 950) + 𝐹(𝑥 − 1700)
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𝑀𝑥 = 100𝐹 − 850𝐹 + 950𝐹 + 𝐹𝑥 − 1700𝐹
𝑀𝑥 = 𝐹𝑥 − 1500𝐹 = 𝐹(𝑥 − 1500)
This is linear equation, and
At x=1700mm 𝑀𝑥 = 200𝐹 = 200 ∗ 6.7 = 𝟏𝟑𝟒𝟎𝑲𝑵 𝒎𝒎
At x=1800mm
𝑀𝑥 = 300𝐹 = 300 ∗ 6.7 = 𝟐𝟎𝟏𝟎𝑲𝑵 𝒎𝒎
Drawing the shear stress diagram and bending moment diagram becomes as shown
below.
Figure 4.11. Shear stress and bending moment diagram
Therefore, the maximum bending moment on the shaft is 𝑀𝑏= 2010 KN mm.
The shaft is made of 45 C 8 steel having ultimate tensile stress of 700 MPa and a
ultimate shear stress of 500 MPa. Assuming a factor of safety as 3.
We know that the allowable tensile stress,
σ𝑢𝑡 700
σ𝑏 = = = 233.3 𝑁/𝑚𝑚2
𝐹. 𝑆 3
And allowable shear stress,
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τ𝑢𝑡 500
τ= = = 166.67 𝑁/𝑚𝑚2
𝐹𝑆 3
According to maximum shear stress theory, equivalent twisting moment,
𝑇𝑒 = √𝑀𝑏 2 + 𝑀𝑡 2 = √20102 + 569.52 = 2089.12𝐾𝑁 𝑚𝑚 = 2089.12 𝑁 𝑚
We also know that equivalent twisting moment (Te) and d diameter of shaft.
𝜋τ𝑑3 𝜋 ∗ 166.67𝑑 3
𝑇𝑒 = = = 2089.12𝑁 𝑚
16 16
𝑑 3 = 0.00006384 𝑚3
𝑑 = 0.04 m = 𝟒𝟎𝐦𝐦
According to maximum normal stress theory, equivalent bending moment,
1 1
𝑀𝑒 = (𝑀 + √𝑀2 + T 2 ) = (𝑀 + 𝑇𝑒 )
2 2
1
= (2010 + 2089.12)
2
= 2049.6𝐾𝑁 𝑚𝑚 = 2049.6 𝑁 𝑚
We also know that the equivalent bending moment (𝑀𝑒 ),
𝜋σ𝑏 𝑑 3 233.3x106 𝜋𝑑 3
𝑀𝑒 = = = 2049.6 𝑁 𝑚
32 32
𝑑 3 = 8.95x10−5 𝑚3
𝑑 = 0.0447 𝑚 = 44.7𝑚𝑚
Taking the larger of the two values, we have, d = 44.7mm from standard table, the
shaft diameter be selected as d = 50 mm.
Design of key and key way
For this design square key is selected. While selecting the square key without stress
analysis, the length at least 1.5 times the shaft diameter”.
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Table 4.2. Selection of key and keyway [From Design of Machine Elements Third Edition
V.B. Bhandari page 349]
Shaft diameter Key size (b x h) Keyway depth
30 -38 10 x 8 5
38 – 44 12 x 8 5
44 – 50 14 x 9 5.5
50 – 58 16 x 10 6
𝑙 = 1.5𝑑
Where b = width of key (mm)
h = height or thickness of the key (mm)
l = length of key (mm)
d = diameter of shaft (key)
therefore, for this shaft the selected key and keyway dimension are,
b = 14 mm
h = 9 mm
l = 1.5x50 = 75 mm
key way depth = 5.5mm
4.5 design of Bearing
Very often, in the preliminary stages of journal bearing design, it is required to select
suitable values for the following parameters:
a) length-to-diameter ratio
b) unit bearing pressure
c) start-up load
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d) radial clearance
e) minimum oil film thickness
f) maximum oil film temperature.
Figure 4.12.Bearing and its fluid Element in Y–Z Plane [From Design of Machine Elements
Third Edition V.B. Bhandari page 619]
a). length-to-diameter ratio:
The following terminology is used in relation to (l/d) ratio,
i. When (l/d) ratio is more than 1, the bearing is called ‘long’ bearing.
ii. When (l/d) ratio is less than 1, the bearing is called ‘short’ bearing.
iii. When (l/d) ratio is equal to 1, the bearing is called ‘square’ bearing.
b). Unit Bearing Pressure: is the load per unit of projected area of the bearing in
running condition. It depends upon a number of factors, such as bearing material,
operating temperature, the nature and frequency of load and service conditions.
c). Start-up Load: The unit bearing pressure for starting conditions should not exceed
2 N/mm2. The start-up load is the static load when the shaft is stationary. It mainly
consists of the dead weight of the shaft and its attachments.
d). Radial Clearance: The radial clearance should be small to provide the necessary
velocity gradient. Radial clearance is given by:
𝒄 = (𝟎. 𝟎𝟎𝟎𝟏)𝒓
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e). Minimum Oil Film Thickness: The surface finish of the journal and the bearing
is governed by the value of the minimum oil film thickness selected by the designer.
This lower limit is given by,
f). Maximum Oil Film Temperature: The lubricating oil tends to oxidize when the
operating
temperature exceeds 120°. Therefore, the operating temperature should be kept within
the limit.
ℎ
The optimum values of ( 0 ) for ball bearing for these conditions are as follows and
𝑐
use the value for design of bearing under optimum conditions.
Known data for the bearing design
Load of the bearing, F = 6.7 KN, which is the load on the pinion shaft
Diameter of the journal, d = 50 mm
Selected length to diameter ratio, l/d = 1 Therefore, l = 50 mm
Speed, N = 60 r.p.m
Assume: expected life for 90% of the bearing is 8000 h (from Bhandari page596)
Performance parameter design
𝐹 𝐹 6.7𝑥103
Unit bearing pressure, 𝑃 = = = = 𝟐. 𝟔𝟕 𝑵/𝒎𝒎𝟐
𝐴 𝑙𝑑 50𝑥50
Radial clearance, 𝑐 = 0.001𝑟 = 0.001𝑥25 = 0.025𝑚𝑚
From the above table
Dimensionless performance parameters for full ball bearing with side flow [From Design of
Machine Elements Third Edition V.B. Bhandari page 623]
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ℎ0
( ) = 0.4
𝑐
Minimum film thickness, h0 =0.4 c =0.4x0.025 = 0.01 mm
Based on these parameters bearing be selected from standard fabricated list.
4.6 Design of spring
The material selected for the helical compression spring chromium vanadium steel. To
design the helical compression spring first we need to know the values of maximum
applied load(W), deflection(δ), maximum permissible shear stress(τ), modulus of
rigidity(G) and spring index.
Figure 4.13. Auto CAD drawing of spring
Stated in its property,
✓ This material makes deflection of 10 centimeters for 7.5 tone which is the load
applied to the bump from the front or rear wheel.
✓ According to the solution principle the material selected for spring was
Chromium Vanadium steel. Maximum permissible shear stress(τ)= 420 MPa
(assuming the helical compression spring is subjected to heavy service)
✓ modulus of rigidity or shear modulus (G)=80 GPa= 80000 MPa
Assumption
The spring index (the ratio of mean diameter of the coil to the diameter of the wire) is
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assumed to be 5, and Wahl’s factor as
4𝐶 − 1 0.615
𝐾= + , 𝑤ℎ𝑒𝑟𝑒 𝐶 𝑖𝑠 𝑠𝑝𝑟𝑖𝑛𝑔 𝑖𝑛𝑑𝑒𝑥
4𝐶 − 4 𝐶
So,
4𝑥5 − 1 0.615
𝐾= +
4𝑥5 − 4 5
𝐾 = 1.0645
Now by using the maximum shear stress, we can calculate the diameter of the wire
8𝑥𝐹𝑅𝑥𝐶
𝜏 = 𝐾𝑥
𝜋𝑑 2
8𝑥6.7𝑥 103 𝑥5
420𝑥106 = 1.0645𝑥
𝜋𝑑 2
90.81
𝑑2 =
420𝑥103
𝑑 2 = 2.162𝑥10−4
𝑑 = 1.47𝑥10−2 𝑚 = 14.7 𝑚𝑚
Since the spring is subjected to friction lets add a corrosive factor to it which is 1 mm.
Therefore, the diameter of the wire will be:
𝑑 = 14.7 + 1 = 15.7 𝑚𝑚
From the table of standard wire gauge, it is taken a standard wire of size SWG6 with a
diameter of 15.7 mm.
Mean diameter of the spring coil:
𝐷 = 𝐶𝑥𝑑
𝐷 = 5𝑥15.7
𝐷 = 78.5 𝑚𝑚
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since the spring is subjected to friction lets add a corrosive factor to it which is 1 mm.
Therefore, the diameter of the wire will be:
𝐷 = 78.5 + 1 = 79.5 𝑚𝑚 ≈ 80 𝑚𝑚
Number of turns of the coil, n
We know that deflection of the spring is given by,
8𝑥𝐹𝑅𝑥𝐶 3 𝑛
𝛿=
𝐺𝑑
𝐺𝑑𝛿
𝑛=
8𝑥𝐹𝑅𝑥𝐶 3
80𝑥109 𝑥15.7𝑥10−3 𝑥100𝑥10−3

𝑛=
8𝑥6.7𝑥103 𝑥(5)3
125600
𝑛= = 18.75 ≈ 19
6700
Free length of the coil
𝐿𝐹 = 𝑛𝑑 + 𝛿 + 0.15𝛿
𝐿𝐹 = 19𝑥15.7𝑥10−3 + 100𝑥10−3 + 0.15𝑥100𝑥10−3
𝐿𝐹 = 413.3𝑥10−3 𝑚 = 413.3 𝑚𝑚
Pitch of the coil
𝑓𝑟𝑒𝑒 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑜𝑖𝑙

𝑝𝑖𝑡𝑐ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑜𝑖𝑙 =
𝑛
413.3 𝑚𝑚
𝑝𝑖𝑡𝑐ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑜𝑖𝑙 =
19
𝑝𝑖𝑡𝑐ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑜𝑖𝑙 = 21.75 𝑚𝑚
Solid length of the spring
𝑆𝑜𝑙𝑖𝑑 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑠𝑝𝑟𝑖𝑛𝑔 = 𝑛𝑑 = 19𝑥15.7 = 298.3 𝑚𝑚
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Checking for failure
Buckling
Springs can fail due to buckling when they have higher ratio of free length to the Mean
diameter of the spring coil, since they might behave similar to columns. So, our design
also needs a check for failure due to buckling and ensure its safety. This is done by
calculating the critical axial load which can cause buckling and comparing it to the
actual load.
𝑃𝑐𝑟 = 𝑘 ∗ 𝑘𝐵 ∗ 𝐿𝐹 ,
where k is spring rate or stiffness of the spring, LF is free length of the spring, KB is
buckling factor
Spring rate (stiffness of the spring)
𝐹
𝑘=
𝛿
6.7𝑥103
𝑘= = 67 𝐾𝑁⁄𝑚
100𝑥10−3
Buckling factor
𝐿𝐹 413.3 𝑚𝑚
𝑘𝐵 = = = 5.17
𝐷 80 𝑚𝑚
So, the critical load is
𝐹𝑐𝑟 = 𝑘 ∗ 𝑘𝐵 ∗ 𝐿𝐹
𝐹𝑐𝑟 = 67000𝑥5.17𝑥0.4133 = 143.2 𝐾𝑁
The actual load applied on the spring, which is the weight, is 6.7 KN which is less than
the critical load which can cause buckling on the spring. So, we have ensured that our
design is safe regarding buckling.
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4.7 Design of Damper
Figure 4.14. Damper rendered from solidwork
✓ With less damping (underdamping) it reaches the zero position more quickly,
c 2
but oscillates around it. (m) − 4ω2n < 0, 𝜁 < 1
✓ With more damping (overdamping), the approach to zero position is slower.
c 2
( ) − 4ω2n > 0, 𝜁 > 1
m
✓ Critical damping provides the quickest approach to zero amplitude for a

damped oscillator. Critical damping occurs when the damping coefficient is
equal to the undamped resonant frequency of the oscillator.
c 2
( ) − 4ω2n = 0, 𝜁 = 1
m
Therefore, for the design purpose, the critical damping is selected.it is given than the
total mass of the vehicle for this design is 15 tone. And on a sloped way the mass on
bump or upper plate from the front or rear wheel is assumed that at 250.
Let mass of vehicle is M, 𝑀 = 15x103 𝐾𝑔
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Mass on the front or rear wheel at 250, 𝑀′ = 15x103 𝐾𝑔 cos 250 = 13.6𝑥103 𝐾𝑔
13.6𝑥103
Mass on each spring (8) and damper(rack) (3), m = = 1236𝐾𝑔
8+3
Stiffness constant of the spring K, 𝐾 = 67000 𝑁/𝑚
Figure 4.15. schematic diagram of damper (using io drawing)
𝐾 67000 𝑟𝑎𝑑
The natural frequency, 𝜔𝑛 𝜔𝑛 = √𝑚 = √ 1236 = 7.4 𝑠𝑒𝑐
c 2
For critical damping, (m) − 4ω2n = 0
c 2
( ) = 4ω2n
m
𝑲𝒈
𝑐 = 2m𝜔𝑛 = 2𝑥1236𝑥7.4 = 𝟏𝟖. 𝟑
𝒔𝒆𝒄
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4.8 Design of V-belt Derive
The V-belts are made in five types i.e. A, B, C, D and E. The dimensions for standard
V-belts are shown in Table 4.4. The pulleys for V-belts are made of hard rubber in
order to reduce weight with great flexibility.
Figure 4.16. V - belt rendered from solid work
Figure 4.17. V-Belt and V-grooved pulley [A Textbook of Machine Design R.S. Khurmi and
J.K Gupta]
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Table 4.3 Dimensions of standard V-belts according to IS: 2494 – 1974 [A Textbook of
Machine Design R.S. Khurmi and J.K Gupta]
Type of Power Minimum Top width Thickness Weight

belt range in pitch (b) mm (t) mm per
KW diameter of meter
pulley (D) length
mm in
newton
A 0.7-3.5 75 13 8 1.06
B 2-15 125 17 11 1.89
C 7.5-75 200 22 14 3.43
D 20-150 355 32 19 5.96
E 30-350 500 38 23 -_
From the above table, for this design B type V-belt is selected
Dimensions of standard V-grooved pulleys according to IS: 2494–1974. [From A Textbook of

Machine Design R.S. Khurmi and J.K Gupta]
From the table dimension of the V belt and V pulley for this design are selected as
follow
Width of pulley groove, w = 14 mm
Pulley groove depth, d = 15
f = 12.5
Face width of V belt, 𝑏 = (𝑛 − 1) + 2𝑓 , for this design number of belts is 1
𝑏 = (1 − 1) + 2𝑥12.5 = 25𝑚𝑚
Standard pitch lengths of V-belts according to IS: 2494-1974 [FromA Textbook of

Machine Design R.S. Khurmi and J.K Gupta
From the list, length of belt is selected as, 𝐿 = 1008 𝑚𝑚
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Figure 4.18 Free body diagram and tensions of v - belt [using io drawing]
Therefore, a power of 3.6 KW at 60 r.p.m is to be transmitted from the pinion shaft to

the countershaft at twice of the pinion shaft speed (120 r.p.m). Then the countershaft
speed is to be multiply twice to the DC generator by V-belt.
Assume coefficient of friction is 0.28
overload factor is to be taken as 1.5.
A belt with cross-sectional area of 350 mm2
Density = 1000 kg/m3
Having an allowable tensile strength 15 MPa is available for use.
Shaft of the pulley and motor having a permissible shear stress of 500 MPa, factor of
safety of 3 and with the help of a key.
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Figure 4.19. Free body diagram of V - belt with its parameter [A Textbook of Machine
Design R.S. Khurmi and J.K Gupta]
𝑂1 𝑀 𝑑1− 𝑑2 𝑑1
𝑠𝑖𝑛 𝛼 = = = , 𝑑1 = 2𝑑2
𝑂2 𝑀 2𝐶 4𝐶
Let for open belt derive, 𝛼 = 180
𝑑1
sin 180 = = 0.309
4𝐶
𝐶 = 1.24𝑑1
Length of the belt derive is given by
𝜋 𝑑1− 𝑑2
𝐿= (𝑑1− 𝑑2 ) + 2𝐶 +
2 4𝐶
𝑑1 2
𝜋 𝑑1 𝑑1− 2
𝐿 = (𝑑1− ) + 2𝑥1.24𝑑1 + ( )
4 2 4𝐶
𝑑 21
3𝜋 4
𝐿= 𝑑 + 2.48𝑑1 +
8 1 4𝑥1.2𝑑1
𝐿 = 1.18𝑑1 + 2.48𝑑1 + 0.05𝑑1 = 3.71𝑑1 𝐿 = 1008 𝑚𝑚
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1008 = 3.71𝑑1
𝑑1 = 𝟐𝟕𝟐 𝒎𝒎
𝑑1 272
𝑑2 = = = 𝟏𝟑𝟔 𝒎𝒎
2 2
Angle of contact
𝜃 = 1800 − 2𝛼 = 1800 − 2𝑥180 = 𝟏𝟒𝟒𝟎
The groove angle of pulley is selected 2𝛽 = 340 , 𝛽 = 170
𝑇1
2.3 log ( ) = 𝜇. 𝜃𝑐𝑜𝑠𝑒𝑐𝛽 = 0.28𝑥2.5𝑥𝑐𝑜𝑠𝑒𝑐 170 = 2.33
𝑇2
𝑇1 2.33
log ( ) = = 1.013
𝑇2 2.3
𝑇1
= 10.3 𝑇1 = 10.3 𝑇2
𝑇2
𝜋𝑁2 𝑑2 𝜋𝑥240𝑥136
Velocity of belt is given by, 𝑣= = = 1.7 𝑚/𝑠
60 60
And mass of the belt per meter length 𝑚 = 𝑎𝑟𝑒𝑎 𝑥 𝑙𝑒𝑛𝑔𝑡ℎ 𝑥 𝑑𝑒𝑛𝑠𝑖𝑡𝑦
𝑚 = 350 𝑥 10−6 𝑥 1 𝑥 1185 = 𝟎. 𝟒𝟐𝑲𝒈/𝒎
Centrifugal tension in the belt, 𝑇𝑐 = 𝑚𝑣 2 = 0.42 𝑥 1.72 = 𝟏. 𝟐 𝑵
And maximum tension in the belt, T
𝑇 = 𝑠𝑡𝑟𝑒𝑠𝑠 𝑥 𝐴𝑟𝑒𝑎 = 15𝑥350 = 𝟓𝟐𝟓𝟎 𝑵
𝑇2 = 𝑇 − 𝑇𝑐 = 5250 − 1.2 = 5248.8 = 𝟓𝟐𝟒𝟗 𝑵
𝑇2 5249
𝑇1 = = = 𝟓𝟎𝟗. 𝟔 𝑵
10.3 10.3
Design shaft of pulley and generator, D be diameter of the shaft
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𝑃𝑥60 6.7𝑥60
𝑇= = = 0.2666𝐾𝑁 𝑚 = 𝟐𝟔𝟔. 𝟔 𝑵 𝒎
2𝜋𝑁2 2𝜋𝑥240
Bending moment on the shaft due to the belt tension,
𝑀 = (𝑇1 + 𝑇2 + 2𝑇𝐶 )𝑥𝑑2 = (5249 + 509.6 + 2𝑥1.2)𝑥0.136 = 𝟕𝟖𝟑. 𝟓 𝑵 𝒎
Equivalent twisting moment,
𝑇𝑒 = √𝑇 2 + 𝑀2 = √266.62 + 783.52 = 𝟖𝟐𝟕. 𝟔 𝑵 𝒎
And also, equivalent twisting moment is given by,
𝜋𝜏𝐷3
𝑇𝑒 = = 827.6𝑁𝑚
16
827.6𝑥16
𝐷3 = = 2.53𝑥10−5 𝑚𝑚3
500𝜋
3
𝐷 = 0.0294𝑚 = 29.4𝑚𝑚 = 30𝑚𝑚, 𝑓𝑜𝑟 𝑑𝑒𝑠𝑖𝑔𝑛 𝑝𝑢𝑟𝑝𝑜𝑠𝑒
Design/selection of key and keyway from table for diameter of shaft of 30 mm
Width, b = 10 mm
Thickness, h = 8 mm
Keyway depth = 5 mm
4.9 Selection of DC Generator
DC motor as DC generator
Permanent magnetic DC motors can be directly used as generators. However, their

characteristics as a generator are quite different from those when it is used as a
motor.
When the electrical machine of internal resistance 𝑟𝑖 as a motor, the relation between
input voltage Um and back EMF voltage 𝑈𝑒𝑚𝑓 at nominal current 𝐼𝑛 is
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𝑈𝑚 = 𝐼𝑛 𝑟𝑖 + 𝑈𝑒𝑚𝑓
And when it is used as a generator, the output voltage 𝑈𝑔 at nominal current 𝐼𝑛 is
𝑈𝑒𝑚𝑓 = 𝐼𝑛 𝑟𝑖 + 𝑈𝑔
Where the back EMF voltage is proportional to the rotation speed 𝜔𝑛 .
𝑈𝑒𝑚𝑓 = 𝑘𝑒 𝜔𝑛
𝑘𝑒 = back electromotive voltage constant
So, when the motor is used as a generator, at the nominal speed and the nominal
current, the output voltage may be much smaller than the nominal voltage of the
motor.
𝑈𝑔 = 𝑈𝑚 − 2𝐼𝑛 𝑟𝑖
Selection of motor 4KW DC motor
Figure 4.20. DC motor schematic diagram
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Table 4.4 Parameters of 4KW DC motor
Nominal voltage Nominal speed 𝜔𝑛 Current Internal resistor 𝑟𝑖

𝑈𝑚
24V 250 RPM 133 A 6.6 Ω
The output power at nominal rotational speed and nominal current is
𝑃𝑔 = 𝑉 ∗ 𝐼
24 * 133 = 3.19 KW
Efficiency = 3.19/4 = 80%
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CHAPTER FIVE
5. RESULT AND DISCUSSION
5.1 Result
The effective energy conversion is calculated as follow.
• When the vehicle passes through the bumper, power is generated from
downward the stroke.
1 1
Udown = 2mv2 =
mgh - 2KX2
Udown = (7500kg) (10m/s2) (0.1m) -(0.5) (67KNm) (0.1m)2

Udown =7.5 KJ…………………………net downward energy.
• once the vehicle leaves the bumper, then un upward energy is generated from
the highly compressed and reserved spring and damping force.
Uupward =spring energy – dumping energy for one cycle
Uupward = 1/2Kx2– cvx
m
Uupward = 0.5 x (67KN/m) (0.1)2 – 18 Kg x 0.1 ∗ 0.1 m
s
Uupward = 0.63 KJ – 0.000183 KJ
Uupward = 0.6299 = 0.63 KJ …………………net upward energy generated
The total energy becomes,

Total energy = Udown + Uupward
Total energy = 7.5 KJ + 0.63 KJ =7.5KW + 0.63 KW power
Total energy = 8.13 KJ = 8.13 KW power.
• Finally, the total generated energy from this mechanism is the summation of
upward and downward energy as calculated in the above. But the average
density(flow) of vehicle through the road was 0.5 per second. That means the
vehicle passes in two second gap.
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Thus, the total energy generated becomes 8.13 x 0.5 = 4.06 KJ
But this result is specifically for heavy duty vehicles that weights upto 15 tone. The
total power generated for light vehicle is below 4.06 KJ as the power highly depends
on the weight of the vehicle.
5.2 Static Structural Design and Result from Ansys Software
Figure 5.1. Maximum principal stress of rack and pinion and damper assembly
Figure 5.2. Maximum principal stress of spring
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Figure 5.3. equivalent (von-mises) stress rack and pinion and damper assembly
Figure 5.4 Equivalent elastic strain of spring
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Figure 5.5. Equivalent elastic strain rack and pinion and damper assembly
Figure 5.6. Total deformation of spring
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Figure 5.7. Total deformation of rack and pinion and damper assembly
Figure 5.8. Total deformation of bumper
Figure 5.9. equivalent (von-mises) stress of spring
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Figure 5.10. Equivalent (von Mises) stress of bumper
Ansys Result discussion
Rack and pinion: for rack and pinion four results are generated from Ansys
workbench static structure, these results are maximum principal stress, equivalent von-
mises stress, equivalent elastic strain and total deformation as shown on Fig 5.1, 5.3,
5.5, 5.7 respectively. The maximum principal stress due to the predefined axial load
of 6700N is found to be 10.14Mpa with maximum elastic strain of 6.335*10^-5 and
total deformation of 9.27*10^-6. The judgement is taken based on equivalent von-
mises stress as it indicates all the remain conditions. The equivalent von-mises stress
is found to be 12.8Mpa, which is concentrated mostly at the pinion gear teeth and
damper end part. The material selected for rack and pinion was medium carbon steel
with yield strength of 310Mpa. From this we can conclude that these parts (assemblies)
are safe from any kind of failure.
Spring: here also for results are generated from Ansys workbench static analysis as
shown on the Fig. 5.2, 5.4, 5.6 and 5.9. the maximum principal stress and equivalent
von-mises stresses are found to be 650.52Mpa and 697.72Mpa respectively. From
engineering data, as stated under the solution principle the material selected for spring
was chromium vanadium steel with yield strength of 776Mpa, from this we can
conclude that the spring is safe from any failure as the factor of safety is greater than
one. The spring is subjected to a maximum elastic strain of 6.355*10^-5 and total
deformation of 9.27*10^-6 from this result it is observed that the material deforms
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only within its elastic range.
Bumper: two results are generated for bumper. Total deformation and equivalent von-
mises stress are 3.55*106-5 and 2.29*10^7 respectively. From solution principle high
carbon steel with 490Mpa yield strength was selected. From this it is concluded that
the part is safe from any stresses and deforms within its elastic range. The maximum
deformation was at the center of the plate as shown in the Fig 5.8
5.3 Final result discussion
as mention in the literature review the amount of energy generated in the electricity
consumption per capital of India in the year 2014 was 805.60kwh, whereas it was
1149kwh in the year 2017. But from our result we are able to calculate an energy of
4.06*3600 =14616KWh
Therefore, the efficiency improvement
the upward energygenerated 2268

= the upward energygenerated+the downward energy generated = 14616 x100% = 15.5%
Therefore, the upward stroke of the modified mechanism improves the efficiency by
15.5%
This value is not the efficiency of the double stroke power generation from speed
breaker. But it is the quality that we improved by comparing and contrasting from the
former single stroke power generation mentioned above.
Finally, the mechanism passes with satisfactory result proved from the Ansys analysis
results and also it is more efficient compared to the former related mechanism because
of using flexible bumper, using dual stroke mechanism and using one cycle shock
absorbing damper.
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CHAPTER SIX
CONCLUSION AND RECOMMENDATION
6.1 Conclusion
Finally to conclude this thesis, the speed breaker system is driven by a vehicle on a
road as a prime power generation source and it has many benefits like it does not
depend on any type of fuel to run it, no waste production at any stage of the power
generation power generation is environmental friendly, more sustainable and can be
applied on large scale to produce a larger amount of energy to benefit a bigger
population. From this thesis we can generalize the following key points.
❖ The primary modification of this machine is converting the first stroke

mechanism done previously to second stroke mechanism and this results an
improvement in efficiency by 15% comparing to the efficiency of the former.
❖ As everybody knows when we reach in speed breaker areas, we feel abnormal

vibration passing to the passengers. Keeping this problem in mind we
introduced a shock absorber dumper limited to one cycle which absorbs the
shock till the wheels pass over the road.
❖ Using a circular single bumper plate was common in most of the speed
breaking power generation mechanisms applied in the past. As a result, there
was high shock and vibration transferred to the plates when the breaker is
being crossed. To overcome this problem, we use a flexible plate which are
attached each other by a cylindrical pin roller. As a result, smooth motion is
being enabled to get with a minimum shock disturbance.
This indicates that using this mechanism is more efficient and comfortable compared
to the past one which was faced to the above-mentioned challenges.
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AASTU January 2021
6.2 Recommendation
The proposed work can serve as a prove of a promising platform for environmentally
friendly all year-round energy harvesting alternatives from recovery of waste kinetic
energy via vehicular traffic on the express way toll, pedestrian crossing logistics center
and areas where vehicles are forced to lower its speed for transition.
It is recommended that Ethiopian Electric power corporation (EEPCO) and other

interested agency may construct a prototype of the proposed system and test it for its
implementation on highways in Ethiopia.
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REFERENCE
[1] R. K. Datta and S. Rahman, “Power generating slabs: Lost energy conversion of
human locomotive force into electrical energy,” in Electrical and Computer
Engineering (ICECE), 2014 International Conference on. IEEE, 2014, pp. 718-
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[2] N. Fatima and J. Mustafa, “Production of electricity by the method of road power
generation,” International Journal of Advances in Electrical and Electronics
Engineering, 1 (1), pp. 9-14, 2011.
[3] A. Kaur, S. K. Singh, R. Parwez et al., “Power generation using speed breaker
with auto street light,” International Journal of Engineering Science and
Innovative Technology (IJESIT), vol. 2, no. 2, 2013.
[4] J. Granlund and A. Brandt, “Bus drivers' exposure to mechanical shocks due to
speed bumps,” no, vol. 8, pp. 1-10, 2008.
[5] C. Das, S. Hossain, and M. Hossan, “Introducing speed breaker as a power

generation unit for minor needs,” in Informatics, Electronics & Vision (ICIEV),
2013 International Conference on. IEEE, 2013, pp. 1-6.
[6] A. P. Rao, A. K. Kumar, and S. Suresh, “Power generation from speed breaker
by rack and ratchet mechanism,” International Journal of Current Engineering
and Technology, 2014.
[7] M. S. Islam, S. K. Rahman, and J. sultana Jyoti, “Generation of electricity using

road transport pressure,” International Journal of Engineering Science and
Innovative Technology (IJESIT), vol. 2, no. 3, 2013.
[8] S. Srivastava and A. Asthana, “Produce electricity by the use of speed breakers,”
Journal of Engineering Research and Studies, 2 (1), pp. 163-165, 2011.
[9] R. Ganiyu, O. Arulogun, and O. Okediran, “Development of a microcontroller-

based traffic light system for road intersection control,” International Journal of
Scientific & Technology Research, vol. 3, no. 5, pp. 200-212, 2014.
[10] D. Rotake and S. Karmore, “Intelligent traffic signal control system using
embedded system,” International Knowledge Sharing Platform, vol. 3, no. 5,
2012.
[11] K. Abdul Razzak, Aniket Garate and S. Retharekar, “Power generation through
speed breaker,” Tech. Rep.
[12] B. S. D. Sudhir, “Design of power generation unit using roller mechanism,” 2014
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[13] A. K. Singh, D. Singh, M. Kumar, V. Pandit, and S. Agrawal, “Generation of

electricity through speed breaker mechanism,” International Journal of
Innovations in Engineering and Technology (IJIET, 2 (2), pp. 20-24, 2013.
[14] D. V. Rao, K. P. Rao, S. C. Rao, and R. U. Rao, “Design and fabrication of

power
generation system using speed breaker,” International Journal of Current
Engineering and Technology, vol. 4, no. 4, 2014.
[15] A. Mishra, P. Kale, and A. Kamble, “Electricity generation from speed

breakers,”
The International Journal Of Engineering And Science (IJES), vol. 2, no. 11, pp.
25-27, 2013.
[16] M. B. Ankita, “Power generation from speed breakers,” International journal of

advance research in science and engineering, vol. 2, no. 2, 2013.
[17] M. Dey, T. Akand, and S. Sultana, “Roadside power harvesting for auto street
light,” in Green Energy and Technology (ICGET), 2015 3rd International
Conference on. IEEE, 2015, pp. 1-5.
[18] M. A. ISLAM and M. I. ABEDIN, “Chittagong university of engineering and

technology,” 2015.
[19] Q. Wang, C. Liu, J. Zou, X. Fu, and J. Zhang, “Numerical analysis and design
optimization of a homopolar inductor machine used for flywheel energy
storage,”
IEEE Transactions on Plasma Science, vol. 41, no. 5, pp. 1290-1294, 2013.
[20] L. Kai, Z. Jibin, F. Xinghe, J. Xintong, and X. Fei, “A new flywheel energy
storage system (fess) using z-source inverter,” in Electromagnetic Field
Computation (CEFC), 2010 14th Biennial IEEE Conference on. IEEE, 2010, pp.
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[21] R. Okou, G. Mwaba, M. Khan, P. Barendse, and P. Pillay, “High speed

electromechanical flywheel design for rural electrification in sub-Saharan
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[22] “Literature Review on Electricity Generation using Speed Breaker’’ by Brinda

Darjee5, Leena. H. Patil).
[23] Design of Machine Elements Third Edition V.B. Bhandari
[24] A Textbook of Machine Design R.S. Khurmi and J.K Gupta]
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APPENDIX
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Design of Electricity Generating Speed Breaker

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Design of Electricity Generating Speed Breaker

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DESIGN ANALYSIS AND OPTIMIZATION OF ELECTRICITY GENERATING SPEED BREAKER

ADDIS ABABA SCIENCE AND TECHNOLOGY UNIVERSITY

COLLEGE OF ELECTRICAL AND MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING

DESIGN, ANALYSIS AND OPTIMIZATION OF

ELECTRICITY GENERATING SPEED BREAKER

A Thesis Submitted in Partial Fulfillment of the Requirements for

Thesis Advisor: Samson Mekbib [PhD]

ADDIS ABABA, ETHIOPIA

ADDIS ABABA SCIENCE AND TECHNOLOGY UNIVERSITY

COLLEGE OF ELECTRICAL AND MECHANICAL ENGINEERING

DEPARTMENT OF MANUFACTURING ENGINEERING

DESIGN, ANALYSIS AND OPTIMIZATION OF

ELECTRICITY GENERATING SPEED BREAKER

Submitted by: - Student name Signature Date

----------------------------------- ----------------- -------------

----------------------------------- ----------------- -------------

----------------------------------- ----------------- -------------

______________________ __________________ __________________

______________________ __________________ __________________

______________________ ___________________ ________________

Head of Dept. Signature Date

Submitted by: signature date

-------------------------------------------- ------------------------ -------------

Key words: energy, speed breaker, voltage

1.1 Background ....................................................................................... 1

1.2 Problem statement ............................................................................ 2

1.3 Objective ........................................................................................... 3

1.3.1 General objective .......................................................................................... 3

1.3.1 Specific objective .......................................................................................... 3

1.4 Scope of the project .......................................................................... 4

1.5 Significance of the project ................................................................ 4

CHAPTER TWO ......................................................................................................... 6

2.1 General literature on the technology ................................................ 6

2.2 Previous Relevant works .................................................................. 7

3.1 Data collection methods ................................................................. 12

3.2 Data Analysis .................................................................................. 12

3.3 Product definition ........................................................................... 13

3.3.1 Bump (upper plate) ..................................................................................... 13

3.3.2 Rack and Pinion .......................................................................................... 13

3.3.3 Springs ........................................................................................................ 14

3.3.4 Damper ........................................................................................................ 15

3.3.5 Shaft ............................................................................................................ 15

3.3.6 Bearing ........................................................................................................ 16

3.3.7 Flywheel ...................................................................................................... 16

3.3.8 V belt ........................................................................................................... 17

3.3.9 Bolt and nut ................................................................................................. 17

3.3.10 frame (support).......................................................................................... 17

3.3.11 Electricity generator .................................................................................. 18

3.3.13 Lead battery .............................................................................................. 19

3.4 Solution Principle............................................................................................... 19

3.4.2 Solution Principle for Rack and Pinion According to type......................... 21

3.4.3. Solution Principle for Shaft According to Material ................................... 22

3.4.4. Solution Principle for Bumper According to Material ............................. 23

3.4.5. Solution Principle for spring According to Material ................................ 24

3.4.6 Solution Principle for Bearing According to Type ..................................... 25

3.4 Optimization methods..................................................................... 25

3.5 Working Principle........................................................................... 27

CHAPTER FOUR ...................................................................................................... 29

4.1 Main Assumption ............................................................................................... 29

4.2 Design of Bumper (Upper Plate) ....................................................................... 29

4.3 Design of Rack and Pinion ............................................................. 31

4.3.1 Design of pinion ..................................................................................... 31

4.3.2 Design of rack ............................................................................................. 38

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