The document discusses wind turbines and gear systems. It begins by defining wind turbines and their basic components like blades, gearboxes, and generators. It describes how wind turns the blades to rotate a shaft and gearbox, which spins the generator to produce electricity. The document then focuses on yaw systems, which use gears and motors to rotate the nacelle to face the wind as directions changes. It discusses passive and active yaw systems and their components. Finally, it covers gear drives, including spur gears, involute curves, and the conditions for correct gear meshing based on pitch and diameter. The key topics are the basic workings of wind turbines, yaw systems that orient turbines into the wind, and gear mechanisms.

1. 1
CHAPTER 1
INTRODUCTION
1.1 INTRODUCTION TO WIND MILLS
Wind mills or wind turbines are devices that extract power from the wind and produce
mechanical or electrical power. The term wind turbineis often reserved for machines that use
rotors as wind energy collectors. Wind turbines are classified as horizontal-axis (HAWTs) or
vertical-axis turbines (VAWTs). Nearly all wind turbines manufactured today are horizontal-
axis. Vertical-axis machines have been plagued with blade fatigueproblems. In addition, the
rotors on VAWTs are typically lower than those of HAWTs. The latter positioning presents a
disadvantage because the velocity of the wind decreases near the ground. Most HAWTs have
two or three blades. The blades can be oriented upwind or downwind of the tower.
1.1.1 WORKING OF WIND MILL
Wind turbines produce electricity by using the natural power of the wind to drive a generator.
The wind is a clean and sustainable fuel source, it does not create emissions and it will never run
out as it is constantly replenished by energy from the sun. In many ways, wind turbines are the
natural evolution of traditional windmills, but now typically have three blades, which rotate
around a horizontal hub at the top of a steel tower. Most wind turbines start generating electricity
at wind speeds of around 3-4 meters per second (m/s), (8 miles per hour); generate maximum
„rated‟ power at around 15 m/s (30mph); and shut down to prevent storm damage at 25 m/s or
above (50mph). Generating electricity from the wind is simple: Wind passes over the blades
exerting a turning force. The rotating blades turn a shaft inside the nacelle, which goesinto a
gearbox. The gearbox increases the rotation speed for the generator, which uses magnetic fields
to convert the rotational energy into electrical energy.

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Figure 1.1 cross section view of a windmill
1.1.2 YAW DRIVE
The yaw drive is an important component of wind mills. To ensure the wind turbine is producing
the maximal amount of electric energy at all times, the yaw drive is used to keep the rotor facing
into the wind as the wind direction changes.
Figure 1.2 working of yaw drive

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1.1.3 ACTIVE YAW SYSTEMS
The active yaw systems are equipped with some sort of torque producing device able to rotate
the nacelle of the wind turbine against the stationary tower based on automatic signals from wind
direction sensors or manual actuation (control system override). The active yaw systems are
considered to be the state of the art for all the modern medium and large sized wind turbines,
with a few exceptions proving the rule (e.g. Vergnet). The various components of the modern
active yaw systems vary depending on the design characteristics but all the active yaw systems
include a means of rotatable connection between nacelle and tower (yaw bearing), a means of
active variation of the rotor orientation (i.e. yaw drive), a means of restricting the rotation of the
nacelle (yaw brake) and a control system which processes the signals from wind direction
sensors (e.g. wind vanes) and gives the proper commands to the actuating mechanisms.
The most common types of active yaw systems are:
Roller yaw bearing - Electric yaw drive - Brake:
The nacelle is mounted on a roller bearing and the azimuth rotation is achieved via a
plurality of powerful electric drives. A hydraulic or electric brake fixes the position of
the nacelle when the re-orientation is completed in order to avoid wear and high fatigue
loads on wind turbine components due to backlash. Systems of this kind are used by most of
the wind turbine manufacturers and are considered to be reliable and effective but also quite
bulky and expensive.
Roller yaw bearing - Hydraulic yaw drive:
The nacelle is mounted on a roller bearing and the azimuth rotation is achieved via a
plurality of powerful hydraulic motors or ratcheting hydraulic cylinders. The benefit of the
yaw system with hydraulic drives has to do with the inherent benefits of the hydraulic
systems such as the high power-to-weight ratio and high reliability. On the downside
however the hydraulic systems are always troubled by leakages of hydraulic fluid and
clogging of their high pressure hydraulic valves.

4. 4
Gliding yaw bearing - Electric yaw drive:
The nacelle is mounted on a friction based gliding bearing and the azimuth rotation is
achieved via a plurality of powerful electric drives. The need for a yaw brake is eliminated
and depending on the size of the yaw system (i.e. size of the wind turbine) the gliding
bearing concept can lead to significant cost savings.
Gliding yaw bearing - Hydraulic yaw drive:
The nacelle is mounted on a friction based gliding bearing and the azimuth rotation is achieved
via a plurality of powerful hydraulic motors or ratcheting hydraulic cylinders. This system
combines the characteristics of the aforementioned gliding bearing and hydraulic motor systems.
1.1.4 PASSIVE YAW SYSTEMS
The passive yaw systems utilize the wind force in order to adjust the orientation of the wind
turbine rotor into the wind. In their simplest form these system comprise a simple roller
bearing connection between the tower and the nacelle and a tail fin mounted on the nacelle and
designed in such a way that it turns the wind turbine rotor into the wind by exerting a
"corrective" torque to the nacelle. Therefore the power of the wind is responsible for the rotor
rotation and the nacelle orientation. Alternatively in case of downwind turbines the tail fin is not
necessary since the rotor itself is able to yaw the nacelle into the wind. In the event of skew
winds the "wind pressure" on the swept area causes a yawing moment around the tower axis (z-
axis) which orients the rotor.
The tail fin (or wind vane) is commonly used for small wind turbines since it offers a low cost
and reliable solution. It is however unable to cope with the high moments required to yaw the
nacelle of a large wind turbine. The self-orientation of the downwindturbine rotors however is a
concept able to function even for larger wind turbines. Passive yaw systems have to be designed
in a way that the nacelle does not follow the sudden changes in wind direction .
Roller Bearing (free system):

5. 5
The nacelle is mounted on a roller bearing and it is free to rotate towards any direction. The
necessary moment comes from a tail fin or the rotor (downwind wind turbines)
Roller Bearing - Brake (Semi-active system):
The nacelle is mounted on a roller bearing and it is free to rotate towards any direction, but
when the necessary orientation is achieved an active yaw brake arrests the nacelle. This
prevents the uncontrolled vibration and reduced gyroscopic and fatigue loads.
Gliding Bearing/Brake (Passive system):
The nacelle is mounted on a gliding bearing and it is free to rotate towards any direction. The
inherent friction of the gliding bearing achieves a quasi-active way of operation.
1.1.5 DISADVANTAGES OF YAW SYSTEM
1. Complex in design.
2. More expensive.
3. Maintenance and running cost is higher.
4. Tough to handle during breakdown.
To overcome this problem we fabricated a mechanism that converts bidirectional
rotary motion into unidirectional rotary motion which is to be fed to a generator for
continuous power generation. Just by using gears and chain drive using freewheel
mechanism.
CHAPTER-2
FREEWHEEL MECHANISM

6. 6
A freewheel or overrunning clutch is a device in a transmission that disengages
the driveshaft from the driver shaft when the driven shaft rotates faster than the driving shaft. It
also prevents the power Transmission in opposite direction. It is A advanced form of a Paul
&ratchet drive.
1.2.1 Paul &Ratchet Mechanism
A wheel provided with suitably shaped teeth, receiving an intermittent circular motion from an
oscillating or reciprocating member, is called a ratchet wheel.
A is the ratchet wheel, and B is an oscillating lever carrying the driving pawl, C.
A supplementary pawl at D prevents backward motion of the wheel.When arm B moves
counterclockwise, pawl C will force the wheel through a fractional part of a revolution
dependent upon the motion of B. When the arm moves back (clockwise), pawl C will slide over
the points of the teeth while the wheel remains at rest because of fixed pawl D, and will be ready
to push the wheel on its forward (counterclockwise) motion as before.
The amount of backward motion possible varies with the pitch of the teeth. This motion could be
reduced by using small teeth, and the expedient is sometimes used by placing several pawls side
by side on the same axis, the pawls being of different lengths.

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The contact surfaces of wheel and pawl should be inclined so that they will not tend to disengage
under pressure. This means that the common normal at N should pass between the pawl and the
ratchet-wheel centers. If this common normal should pass outside these limits, the pawl would be
forced out of contact under load unless held by friction. In many ratchet mechanisms the pawl is
held against the wheel during motion by the action of a spring.
1.2.2 FREEWHEEL MECHANISM
Figure 1.3 Freewheel mechanism
Aspecial form of a ratchet is the overrunning clutch. Have you ever thought about what kind of
mechanism drives the rear axle of bicycle? It is a free-wheel mechanism which is an overrunning
clutch. As the driver delivers torque to the driven member, the rollers or balls are wedged into
the tapered recesses. This is what gives the positive drive. Should the driven member attempt
todrive the driver in the directions shown, the rollers or balls become free and no torque is
transmitted.
The drive disc teeth and continue rotating, producing a characteristic clicking sound
proportionate to the speed difference of the driven gear relative to that of the (slower) driving
gear.The saw teeth of the drive disc lock with the teeth of the driven disc, making it rotate at the

8. 8
same speed. If the drive disc slows down or stops rotating, the teeth of the driven disc slip over
the axle
A more sophisticated and rugged design has spring-loaded steel rollers inside a driven cylinder.
Rotating in one direction, the rollers lock with the cylinder making it rotate in unison. Rotating
slower, or in the other direction, the steel rollers just slip inside the cylinder.
Most bicycles freewheels use an internally step-toothed drum with two or more spring-loaded,
hardened steel pawls to transmit the load. More pawls help spread the wear and give greater
reliability although; unless the device is made to tolerances not normally found in bicycle
components, simultaneous engagement of more than two pawls is rarely achieved.
CHAPTER-3
GEAR DRIVE

9. 9
A gear is a rotating machine part having cut teeth, or cogs, which mesh with another toothed part
in order to transmit torque. Two or more gears working in tandem are called a transmission and
can produce a mechanical advantage through a gear ratio and thus may be considered a simple
machine. Geared devices can change the speed, torque, and direction of a power source. The
most common situation is for a gear to mesh with another gear, however a gear can also mesh a
non-rotating toothed part, called a rack, thereby producing translation instead of rotation.
The gears in a transmission are analogous to the wheels in a pulley. An advantage of gears is that
the teeth of a gear prevent slipping.
When two gears of unequal number of teeth are combined a mechanical advantage is produced,
with both the rotational speeds and the torques of the two gears differing in a simple relationship.
Figure 1.4 spur gear
1.3.1 Fundamental Law of Gear-Tooth Action

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The fundamental law of gear-tooth action statesthat for gears with fixed center distance the
common normal to the tooth profiles at the point of contact must always pass through a fixed
point (the pitch point) on the line of centers (to get a constant velocity ration).
In Figure 1.8considertwo mating gear teeth, in which
Tooth profile 1 drives tooth profile 2 by acting at the instantaneous contact
point K.
N1N2 is the common normal of the two profiles.
N1 is the foot of the perpendicular from O1 to N1N2
N2 is the foot of the perpendicular from O2 to N1N2.
Figure 1.5 Two gearing tooth profiles
Although the two profiles have different velocities V1 and V2 at point K, their velocities
along N1N2 are equal in both magnitude and direction. Otherwise the two tooth profiles would
separate from each other.
We have

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Or
We notice that the intersection of the tangency N1N2 and the line of center O1O2 is point P, and
Thus, the relationship between the angular velocities of the driving gear to the driven gear,
or velocity ratio, of a pair of mating teeth is
Point P is very important to the velocity ratio, and it is called the pitch point. Pitch point divides
the line between the line of centers and its position decides the velocity ratio of the two teeth.
The above expression is the fundamental law of gear-tooth action.
Constant Velocity Ratio
For a constant velocity ratio, the position of P should remain unchanged. In this case, the motion
transmission between two gears is equivalent to the motion transmission between two imagined
slip less cylinders with radius R1 and R2 or diameter D1 and D2. We can get two circles whose
centers are at O1 and O2, and through pitch point P. These two circle are termed pitch circles.
The velocity ratio is equal to the inverse ratio of the diameters of pitch circles. This is the
fundamental law of gear-tooth action.
Conjugate Profiles

12. 12
To obtain the expected velocity ratio of two tooth profiles, the normal line of their profiles must
pass through the corresponding pitch point, which is decided by the velocity ratio. The two
profiles which satisfy this requirement are called conjugate profiles. Sometimes, we simply
termed the tooth profiles which satisfy the fundamental law of gear-tooth action the conjugate
profiles.
Although many tooth shapes are possible for which a mating tooth could be designed to satisfy
the fundamental law, only two are in general use: the cycloidal and involute profiles. The
involute has important advantages -- it is easy to manufacture and the center distance between a
pair of involute gears can be varied without changing the velocity ratio. Thus close tolerances
between shaft locations are not required when using the involute profile. The most commonly
used conjugate tooth curve is the involute curve(Erdman &Sander 84).
Involute Curve
The following examples are involute spur gears. We use the word involute because the contour
of gear teeth curves inward. Gears have many terminologies, parameters and principles. One of
the important concepts is the velocity ratio, which is the ratio of the rotary velocity of the driver
gear to that of the driven gears.
Figure 1.6 Generation of the Involute Curve

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Figure 1.7 Involute curve
The curve most commonly used for gear-tooth profiles is the involute of a circle. This involute
curve is the path traced by a point on a line as the line rolls without slipping on the
circumference of a circle. It may also be defined as a path traced by the end of a string which is
originally wrapped on a circle when the string is unwrapped from the circle. The circle from
which the involute is derived is called the base circle. IN Figure 1.7, let line MN roll in the
counterclockwise direction on the circumference of a circle without slipping. When the line has
reached the position M'N', its original point of tangent A has reached the position K, having
traced the involute curve AK during the motion. As the motion continues, the point A will trace
the involute curve AKC.
Properties of Involute Curves
1. The distance BK is equal to the arc AB, because link MN rolls without slipping on the
circle.
2. For any instant, the instantaneous center of the motion of the line is its point of tangent
with the circle.
3. Note: We have not defined the term instantaneous center previously. The instantaneous
center or instant center is defined in two ways (Bradford &Guillet 43):
a. When two bodies have planar relative motion, the instant center is a point on one
body about which the other rotates at the instant considered.
b. When two bodies have planar relative motion, the instant center is the point at
which the bodies are relatively at rest at the instant considered.

14. 14
4. The normal at any point of an involute is tangent to the base circle. Because of the
property (2) of the involute curve, the motion of the point that is tracing the involute is
perpendicular to the line at any instant, and hence the curve traced will also be
perpendicular to the line at any instant.
5. There is no involute curve within the base circle.
1.3.2 Condition for Correct Meshing
Figure1.8 Two meshing gears contacting at K1 and K2

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To get a correct meshing, the distance of K1K2 on gear 1 should be the same as the distance
of K1K2 on gear 2. As K1K2 on both gears are equal to the base pitch of their gears, respectively.
Hence
Since
and
Thus
To satisfy the above equation, the pair of meshing gears must satisfy the following condition:

16. 16
CHAPTER-4
CHAIN DRIVE
A sprocket or sprocket-wheel is a profiled wheel with teeth, cogs, or even sprockets that mesh
with a chain, track or other perforated or indented material. The name 'sprocket' applies generally
to any wheel upon which are radial projections that engage a chain passing over it. It is
distinguished from a gear in that sprockets are never meshed together directly, and differs from
a pulley in that sprockets have teeth and pulleys are smooth.
Sprockets are used in bicycles, motorcycles, cars, tracked vehicles, and other machinery either to
transmit rotary motion between two shafts where gears are unsuitable or to impart linear motion
to a track, tape etc. Perhaps the commonest form of sprocket is found in the bicycle, in which the
pedal shaft carries a large sprocket-wheel which drives a chain which in turn drives a small
sprocket on the axle of the rear wheel. Early automobiles were also largely driven by sprocket
and chain mechanism, a practice largely copied from bicycles.
Sprockets are of various designs, a maximum of efficiency being claimed for each by its
originator. Sprockets typically do not have a flange. Some sprockets used with timing belts have
flanges to keep the timing belt centered. Sprockets and chains are also used for power
transmission from one shaft to another where slippage is not admissible, sprocket chains being
used instead of belts or ropes and sprocket-wheels instead of pulleys. They can be run at high
speed and some forms of chain are so constructed as to be noiseless even at high speed.
Chain drive is a way of transmitting mechanical power from one place to another. It is often used
to convey power to the wheels of a vehicle, particularly bicycles and motorcycles. It is also used
in a wide variety of machines besides vehicles.Most often, the power is conveyed by a roller
chain, known as the drive chain or transmission chain, passing over a sprocket gear, with the
teeth of the gear meshing with the holes in the links of the chain. The gear is turned, and this
pulls the chain putting mechanical force into the system. Another type of drive chain is the
Morse chain

17. 17
Though drive chains are often simple oval loops, they can also go around corners by placing
more than two gears along the chain; gears that do not put power into the system or transmit it
out are generally known as idler-wheels. By varying the diameter of the input and output gears
with respect to each other, the gear ratio can be altered, so that, for example, the pedals of a
bicycle can spin all the way around more than once for every rotation of the gear that drives the
wheels.
Figure 1.9 A sprocket
Figure 1.10 A chain drive

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CHAPTER-5
DESIGN CALCULATION
Calculations:
Scaled down ratio = 1:20(appx) for real time application
Force given for input shaft = 50N
Diameter of the shaft = 15mm
Speed of gear = 50rpm
Running time = 10hrs/day
2.1 Gear design:
Since both the gear and pinion are made of same material we have to design only the
pinion
Material selection: caste iron
Calculation of z1 & z2:
Let module m = 2mm
Gear ratio: i = 1
No of teeth pinion z1 = 52
No of teeth in gear z2 = 52
Gear life:
N = 365*10*60*50 = 1.09 * 107
rev
Design torque:
[Mt] = Mt * k*kd
= 50*0.051*1.3 = 3.5Nm

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Calculation of Eeq, other stress:
Eeq = 2.15 * 105
Design bending stress = (1.4*0.7*352)/(2*1.5) = 115 N/mm2
Design contact stress = 26.5*55*0.585 = 852 N/mm2
Calculation of center distance:
a = 3*(40+40)/2 *= 120mm
Calculation of gear parameters:
face with b = 0.3*102 = 30.6 mm
pitchdia d = 2*52 = 104 mm
pitch line velocity v = (3.14*0.102*100)/60 = 0.533m/s
¥p = 18/102 = 0.176
Check for various stress:
Calculated Bending stress = (1+1)*65000/(0.120*0.003*0.018*0.366) =75N/mm2
Similarly Calculated Contact stress = 300 N/mm2
Here the calculated stress is less than design stress hence the design is safe and
satisfactory.
Basic dimensions of gear:
Module m= 2mm
Face width b=30.6mm
Center distance a= 102mm
Pcd d= 102mm
Tooth depth h= 6mm

20. 20
2.2 Sprocket design
Power transmitted = 15watt
Speed = 50rpm
i = 1
center distance = 120mm
Calculation of no of teeth:
For i = 1
No of teeth Z = 18
Calculation of pitch:
a = (50-30)p
p = 6mm
Here the standard pitch value = 9.525mm
Calculation of total load:
Pt = (1020*N) / v
= 1020*50*10*60/(15*9.525*100)= 200N
Pc = m*v2
=25N
Ps = 15N
Total load = 200+25+15 = 240N
Calculation of design load:
P = 240*1.567 = 374.4N
Roller stress:
Roller stress = 240*1.5625/30= 12.8N/mm2
From the table allowable value = 30N/mm2

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Calculation of F.S
F.s = 10200/374.4 = 27.6
Design Required F.S = 7.8
From above calculations the design is safe and satisfactory
Basic Dimensions of Sprocket:
From above calculations using trial and error method the materials for gear, sprocket and
shafts is selected as Mild Steel (M.S)
Materials Specifications:
Table1: material specification
S.No Name Numbers Material Dimension
1 Shaft 2 M.S Ø14mm
2 Sprocket 2 M.S Ø 60mm
3 Spur gear 2 C.I Ø 102 mm
4 Chain 1 M.S 508mm length
5 Frame 1 -- --
PCD of sprocket= 45mm
Outside dia= 60mm
Chain length= 508 mm
Pitch=9.565mm

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CHAPTER -6
DESIGN FABRICATION
Figure 3.1 2-D view of our design
3.1 Materials used
1. Shafts (2nos)
2. spur gears (2nos)
3. sprockets (2nos)
4. chain drive
5. frame and collers.

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3.2 Machining process used:
1. Gear cutting
2. Sprocket cutting
3. Turning & facing of shaft
4. Welding
3.3 DESCRIPTION OF PARTS
Shaft
The shafts are made of mild steel. They are machined to dia 14mm in lathe using facing and
turning process. The tool used for machining is high speed steel.
Spur gear
The gears are made of mild steel. They manufactured using milling machine with module
2mm. They are attached to theshaft using collar with the aid of a bolt.
Freewheel gear
It is made of mild steel. To make a freewheel gear one of the spur gear is center bored to a
dia 60mm in lathe. A freewheel sprocket whose teeth is machined and removed in lathe using
carbon tip tool is welded at the center bore using dot arc welding. It is attached to the shaft using
a collar with aid of a bolt. It resemble a freewheel drive in power transmission.
Free wheel sprocket
It is the rear wheel sprocket of bicycle made of mild steel with dia 60mm. The sprockets
are attached to shaft using collar with the aid of bolt.

24. 24
Frame
The frame is made up of cast iron plates. It consists of a flat plate over which four vertical plates
are welded using butt type arc welding which acts as a beam. The frame is used to hold the shaft
mounted with gears.
The setup is painted using oil paint to avoid rusting and corrosion. The gears and the sprockets
are lubricated using oil SAE40 for free rotation.
Figure 3.2solid works diagram 3D view

25. 25
3.4 ASSEMBLING
The machined gear is inserted into the shaft and it is attached using collar with the aid of a bolt.
Similarly the freewheel gear is also attached to the shaft using collar with the aid of a bolt. The
freewheel sprockets are also attached to shaft using collar and bolt. The two shafts are fixed into
the frame and adjust in such a way that the gears mesh each other properly. The gear assembly is
checked for proper meshing of gears. The sprockets are connected by a chain.
3.4 WORKING
Driver shaft rotates in clockwise direction
(Consider Figure 3.1 viewed from front)
When the driver shaft rotates inclock wise directionthe gear-1 rotates clock wise due to external
meshing the gear-2 rotates in counter clockwise direction as a result the driven shaft rotates in
counter clockwise direction.
Simultaneously the sprockets-3 & sprocket-4 keeps rotating in idle condition due to presence of
freewheel drive.
Thus in clockwise rotation of driver the power is transmitted through gear drive. i.e. from gear-1
to gear-2. And the driven shaft keeps rotating in counter clockwise direction
Driver shaft rotates in counter clockwise direction
Consider Figure 3.1 viewed from front)
When the driver shaft rotates in counter clock wise direction the sprocket-3 rotates counter clock
wise direction so thesprocket-4 rotates in counter clockwise direction as a result the driven shaft
rotates in counter clockwise direction.
Simultaneously the gear-1 and gear-2 keeps rotating in idle condition due to presence of
freewheel drive in gear-2.Thus in counter clockwise rotation of driver the power is transmitted
through chain drive. i.e. from sprocket-3 to sprocket-4. And the driven shaft keeps rotating in
counter clockwise direction.

26. 26
Mode of power transmission:
From driver shaft to driven shaft
When driver rotates in
clockwise rotation power is transmitted using gears during
Counter clockwise direction power is transmitted using chain drive.
Thus in both the cases the driven shaft keeps rotating in counter clockwise direction which
is required output.
3.5 ADVANTAGES
Easy design
Simple mechanisms
Power loss is very less
Proper use of available energy
Practical feasibility is high
Requires less initial cost
3.6 DISADVANTAGES
Lubrication is required for gear and sprockets
For high power applications sprockets should be replaced by gears
Noisy operation
3.7APPLICATIONS
Used in wind mills for continuous generation of power
Tidal turbines for power generation
For running pumps & mills using wind turbines

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CHAPTER-7
COST ESTIMATION
Table2: cost estimation
S.No Name Numbers Cost (Rs)
1 Shaft 2 450
2 Sprocket 2 275
3 Spur gear 2 300
4 Chain 1 50
5 Frame 1 300
6 Machining - 300
Total cost Rs 1675

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CHAPTER-8
PHOTOGRAPHS
Figure 4.1 Top view of the setup

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Figure 4.2 chain drive
Figure 4.3 gear drive

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CHAPTER-9
CONCLUSION
As per the design I have fabricated the “mechanism for converting
bidirectional motion of a shaft to unidirectional motion” a trial run was
conducted and the rotation of output shaft is found to unidirectional. During this
project I learnt about various production process.
I also studied about various fabrication methods and how to handle
various machines available in manufacturing a component.
The fabricated mechanism will be cost wise cheap also have a wide
application in windmills, tidal turbines, wave power plants and also in some
industrial machines.

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CHAPTER-10
REFERENCE
1. R.S.Khurmi J.K.Gupta “Theory of machines “ ISBN 81-219-0132-4
2. S.K.Hajra Choudhury A.K.Hajra Choudhury Nirjhar Roy “Elements of Workshop
Technology “ ISBN 82-85099-14-6
3. S.Md.Jalaludeen “Machine Design – Design of Transmission systems” ISBN 81-87721-
10-3
4. R.S.Khurmi J.K.Gupta “ A Text book of Machine Design “ S.Chand Publications
5. Robert.L.Norton “Machine Design – An Integrated approach”
6. Design Data book – PSG College of Technology
WEBSITES
1. www.google.com
2. www.Youtube.com
3. www.wikipedia.com
4. www.mekanizmalar.com
5. www.howstuffworks.com