CHAPTER-1

1. INTRODUCTION
.A zero-turn drive (colloquially, a z-turn) is a standard riding with a turning radius that is

effectively zero inches. Different brands and models achieve this in different ways, but hydraulic
speed control of each drive wheel is the most common method. Both commercial duty and
homeowner models exist, with varying engine power options, size of cutting decks, fuel type
(gasoline or diesel), and prices. A z-turn mower typically drives faster and costs more than a similarly
sized conventional riding mower that has steerable front wheels.
Most current models have four wheels: two small swiveling front tires and two large drive
tires in the back. Bush Hog mowers sometimes come with a small, pivoting fifth wheel mounted in
the center behind the driver. Instead of controlling the swiveling tires to steer the machine, the large
drive tires rotate independently of each other based on the driver's input. They may rotate in opposite
directions. The mower can pivot around a point midway between the drive wheels (the classic zturn), or it can pivot around either one of the drive wheels if one is stationary, or it can turn in a circle
of any radius. Reversal of the direction of travel can be accomplished by causing both wheels to
rotate in reverse.
Steering controls differ on z-turn mowers. Instead of a steering wheel, most z-turns have two
throttles that control the rotational speed and direction of each drive wheel. The throttles are typically
moved by a seated driver who operates levers mounted waist to shoulder high. The mower's engine
throttle is controlled separately, if at all. Some zero turn mowers are steered by a joystick or a
steering wheel, the advantage of either one being the location of the hands may permit less fatigue
during prolonged mowing and the use of a single hand for steering.
Zero-turn mowers are designed to cut so closely around obstacles that theres virtually no
need to trim. These mowers pivot through 180 degrees without leaving any uncut grass. Maximum
lever movement means maximum fluid flow, which translates into a rapidly turning wheel. If one
drive wheel turns more rapidly than the other, the machine moves along a curved path. If both wheels
turn at the same speed, the machine follows a straight path. If one wheel stops and the other turns, or
if the wheels turn in opposite directions, the mower pivots.
There are a number of different attachments that add to the versatility of zero turn mowers.
One popular attachment is a bagging system that allows you to collect grass clippings. There are
1

many bagger options available for zero turn mowers including two- and three-bucket designs. You
can also add a mulching kit to the deck to mulch clippings back into the lawn instead of having the
grass discharge from the side chute.
Adding a hitch to the back of your zero turn mower will allow you to use a variety of
different attachments, including a dump cart, spreader, plug aerator, lawn dethatcher, roller or
sprayer. Some zero turn mowers also accommodate front-mounted attachments such as a snow
blade, snow blower or brush for clearing snow or debris

FIG-1.1: Conjested parking area [2]

Automobiles have become a basic necessity in present world of industrialization and fast
growing population. An automobile is a self propelled vehicle, which is used for road transportation
of passengers and goods. The self propelled vehicle is that contains its own source of power for the
propulsion, e.g., car, jeep, bus, truck etc. Worlds first automobile was produced in 1892. General
Motors India Ltd.
Started their factory in Mumbai in 1928 for assembling cars and trucks. Due to increasing
demand and supply of cars, roads are overflowed by vehicles. There is severe problem of parking at
2

home, parking at public places and multiplexes, traffic jam etc. Fig. shows the problem at parking
and traffic jam.
In this work, main emphasis was given on developing a system for minimum turning space or
turning radius of the vehicle.

1.1-OBJECTIVE
To build a mechanism which depict zero turning radius of the car so that a car may take U turn
having centre at the midpoint of the rear axle.
Here we are making sliding gear pinion mechanism which may couple with two opposite
revolving disc as per desire and directly transfer the power to one rear wheel of the car. At the
beginning both rear wheel rotate in same direction to move the car in front or back direction, then
further according to situation demand both rear wheel rotate in opposite direction to rotate left or
right accordingly Zero turn drive concept is develop by TATA pixel to turn the vehicle at zero radius.
this invention is a great achievement according to urbanization .this is implemented in a car chasis
first time.this vehicle need less space to parking.

1.2- CONCEPT TATA PIXEL

The Tata Pixel is a rear-engined four-passenger city car, unveiled on 1 March 2011 by Tata
Motors at the 81st International Motor Show in Genevaand aimed primarily at the European market.
It is based on the Tata Nano platform.
The Tata Pixel is based upon the Nano Europa concept which was first shown at the
2009 Geneva Motor Show. For the Europa concept, Nano was upgraded to meet EU safety and
emission standards, the concept had a number of improvements over the standard Nano, including an
extended wheelbase, a new 3-cylinder engine, power steering, an anti-lock braking system (ABS), an
improved interior and exterior and it was also heavier than the standard Nano.

ZERO TURN DRIVE

The Tata Pixel is able to maneuver and park in tight spaces due to the zero turn toroidal
traction-drive, Infinitely Variable Transmission (IVT) and due to its steering system design. This
results in a turning circle radius of 2.6 meters. The steering and the transmission work together so
that each wheel is driven independently with inputs from the steering system. By applying reverse
3

drive on a single rear wheel and forward drive on a single front wheel, the car is able to turn almost
in its own length.

LOW CARBON FOOTPRINT AND HIGH EFFICIENCY

The Tata Pixel features a start stop hybrid and regenerative braking system, with a fuel
efficient and low emission diesel engine. It has CO2 emissions of 89 gm/km and combined cycle fuel
economy of 3.4 litres/100 km.

DESIGN
The Tata Pixel features a monographic roof, silver shaped window graphic and forward
sweeping roof line. It also features a Scissor door system for access and visibility.
My Tata Connect is a platform which provides integration of smart phones or tablet with
the vehicles information, and entertainment system and also allows the user to control the key
functions of the car.

1.3- ZERO TURNING RADIUS VEHICLES

Zero turning radius of a vehicle implies the vehicle rotating about an axis passing through the
centre of gravity of vehicle rather than describing a circular path as in conventional turning, i.e. the
vehicle turning at the same place, where it is standing. No extra space is required to turn the vehicle.
So, vehicle can be turned in the space equal to the length of vehicle itself. Zero turning radiuses
exists in heavy earth mover, like excavator, as shown in Fig.which consists of two parts, i.e. the
upper part, cabin and boom/jaw and lower part, crawler chain.
Driving and steering mechanism for a vehicle having a pair of driving wheels includes a
steering wheel rotatable mounted to the vehicle and an accelerator foot pedal pivotally mounted to
the vehicle. Transmissions associated with the driving wheels include a pivot able control arm for
controlling the operation of the transmission, which independently controls the speed and direction of
rotation of the associated wheel. The vehicle is turned by causing one wheel to rotate faster than the
other wheel. A zero turning radius turn can be effected by causing the driving wheels to rotate in
opposite directions.

CHAPTER-2
COMPONENT

2. MATERIAL REQUIRED
2.1- SPUR GEAR
A gear or cogwheel is a rotating machine part having cut teeth, or cogs, which mesh with
another toothed part to transmit torque, in most cases with teeth on the one gear being of identical
shape, and often also with that shape on the other gear. Two or more gears working in a sequence
(train) are called a gear train or, in many cases, a transmission; such gear arrangements 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 with 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 crossed belt pulley system. An
advantage of gears is that the teeth of a gear prevent slippage.

FIG-2.1: Spur gear [2]

FIG-2.1 Straight-cut gears are the simplest type of gear. They consist of a cylinder or disk
with the teeth projecting radially, and although they are not straight-sided in form, the edge of each
tooth is straight and aligned parallel to the axis of rotation. These gears can be meshed together
correctly only if they are fitted to parallel shafts.When two gears mesh, and one gear is bigger
than the other (even though the size of the teeth must match), a mechanical advantage
is produced, with the rotational speeds and the torques of the two gears differing in an
inverse relationship.

In transmissions with multiple gear ratiossuch as bicycles, motorcycles, and carsthe

term gear, as in first gear, refers to a gear ratio rather than an actual physical gear. The term describes
similar devices, even when the gear ratio is continuous rather than discrete, or when the device does
not actually contain gears, as in a continuously variable transmission.

2.1.1- AN OVER VIEW OF GEAR MANUFACTURING PROCESSES

Gear manufacturing has been one of the most complicated of the metal cutting processes.
From the beginning of the century, the demand for better productivity of gear manufacturing
equipment was posed by The Machines that changed the World i.e. AUTOMOBILES.
Gear manufacturing refers to the making of gears. Gears can be manufactured by a variety of
processes, including casting, forging, extrusion, powder metallurgy, and blanking. As a general rule,
however, machining is applied to achieve the final dimensions, shape and surface finish in the gear.
The initial operations that produce a semifinishing part ready for gear machining as referred to
as blanking operations; the starting product in gear machining is called a gear blank.

2.1.2- GEARS IN AUTOMOBILE TRANSMISSIONS

.
FIG-2.1.2: Gear in automobiles transmission [3]

A gear box transmits the engine power to the driving wheels with the help of different gearing
systems. Different gear combinations are used to give the smooth running, the lower fuel
consumption, and the optimum driving comfort.
Gear manufacturing process dynamics are undergoing a major breakthrough in last two
decades. Solutions being sought are not corrective but preventative. Normally, either soft gear
process dynamic or hard gear process dynamic is being aimed. Objective is to cut the number of
operations or machines through which a work gear needs to pass to attain the final specifications of
dimensions and tooth form quality.
In soft gear process dynamic, the gear teeth are generated by gear hobbing or shaping
depending on the component design constraints. Soft finishing of gear teeth is carried out by gear
shaving, rolling or grinding to attain the gear quality grade. Even after the heat treatment
deterioration, the quality specification remains well within the desired final specification to meet
product final performance requirements such as noise, etc.
In hard gear process dynamic, hobbed and/or shaped, or warm forged/rolled gears after heat
treatment undergo final finishing operation, such as hard finishing, honing, or grinding. Overall
economy becomes the deciding factor for selection of the process dynamic.

2.1.3- GEAR QUALITY AND MANUFACTURING PROCESSES

The functional necessity of a gear pair defines the limits of the deviations of all gear
specifications. Gear quality refers to these permissible limits of deviations.

FIG-2.1.3: Gear quality [1]

Gear quality grades are standardised for different normal module/DP ranges and different
ranges of reference diameters in AGMA, DIN, JIS and other standards. AGMA provides 8 grades
from 15 to 8, where the higher grade number indicates the better gear accuracy. In DIN and JIS, a
lower grade number means better gear accuracy.
Manufacturing processes used to produce finished gear specifications have certain capability
limitations. Machine, work fixture, cutter, arbor, machined blanks, and also the cutting parameters
add some amount of errors to different gear elements. Stages of manufacturing processes are to be
accordingly decided. Fig. 4.2 gives a guideline for the capability of different manufacturing
processes in terms of achievable quality grade requirements.

2.1.4- RAW MATERIALS FOR TRANSMISSION GEARS

Gears are generally designed for a finite life. Alloy steels are most favoured gear material.
Case hardening steels provide the ideal features required for gear material. For gear teeth,the surface
is to be hard with soft and tough core to provide wear and fatigue resistance. Case hardening steels
do have varying chemical composition, and are named accordingly, e.g. Chrome Steel, Low
molybdenum steel, Chrome molybdenum steel, Nickel-chrome-molybdenum steel.
Basic requirements of good gear materials may be summarised as follows:
1. Well controlled hardenability, that helps in getting consistent and predictable result after heat
treatment. Hardenability is the property of a steel that determines the depth and distribution of the
hardness induced by quenching.
2. Least non-metallic inclusions especially oxides that generally present machining difficulties.
8

3. Good formability for better forge die life and consistency of forge quality.
4. High and consistent machinability.
5. Low and stabilised quenching distortion.
6. No grain growth during present practice of high temperature carburising, which can cause higher
quenching distortion and lower toughness.
During recent years significant progress has been made in production of steels ideally
required for gear. Gear steels are being developed to have totally controlled harden ability reducing
distortion or making it accurately predictable and repeatable. With improved steel making processes,
chemical compositions are being established to reduce inter-granular oxidation. Toughness and
fatigue strength are getting improved dramatically. All these are through the improved steel
manufacturing technology - especially the development of secondary refining (vacuum degassing and
ladle refining applying arc heating) and related techniques.

2.1.5- BASIC FORMING PROCESSES

Hot forging is most commonly used for gears. Maximum and highly uniform density is
ensured by complete filling of forging die. During forging or upsetting, material grain is made to
flow at right angle to the direction of the stress on gear teeth in actual dynamic loading. Uniform
grain flow also reduces distortion during heat treatment. Generally shaft gears are upset. Even roll
forging is used for cluster gears for high productivity. Cold/warm forming are high production
though capital intensive methods used presently to produce gear blanks with much better dimensional
control and about 20% material saving. Parts are formed without flash or mismatch. Draft angles are
held to 1/2 degree on long parts and concentricity upto about 1 mm.
A good forging is a necessity. With faulty forging, no amount of excellence of design and care
in manufacturing of gears from the best available material can ensure production of good quality
gears. Machinability, ultimate strength, final quenching distortion, and surface finish will all be
affected by the forging practices.
New cold forging methods produce a neat finished gear profile combining forming with
rolling. Differential gears of automotive transmission are being commercially produced with neat
tooth forms. Even, the gear teeth of spiral bevel gears are reported to be formed by plastic
deformation of induction heated bevel gear blank using tooth rolling tool. The process produces a
very high tooth finish, and results in a lot of material saving. On a larger gear, depending on
application, a finishing operation of hobbing or grinding may be necessary witha material stock
removal of 0.4 mm-0.8 mm on tooth flanks. Cold rolling is already practiced for high speed
production of splines and serrations with many built-in advantages.
9

2.1.6- GEAR BLANK MACHINING

Quality of gear manufacturing starts with blank machining. Accuracy in blank machining is a
necessity for attaining the desired quality standard of finished gears. According to shape, the gears
are called round gears and shaft gears.
For round gears, the dimensional and/or inter-related tolerances that must be closely controlled
are as follows:

Size of the bore (inside diameter).

Out of roundness or straightness of bore.
Squareness of the bore axis with respect to face.
Parallelism of the two faces.
Outside diameter and run out with respect to bore.

Different defects in blank machining and their effects in subsequent gear manufacturing are:
1. Oversize bore results in poor clamping efficiency of the gear. Even a slight tendency to slip on the
work holding arbour may cause lead error.
Geometrical error of the bore also results in poor work holding efficiency.
2. Error in perpendicularity of the bore axis with respect to the locating face, results in lead error and
variation in lead.
3. Excessive parallelity error of work clamping face with respect to work locating surfaces, results in
non uniform clamping and may twist the blank. In stack hobbing (when numbers of blanks are placed
one over the other and are cut simultaneously), it causes lead error.
4. Excessive eccentricity of the outside diameter with respect to bore results in uneven cutting load
and causes varying tooth depth around the periphery.
Round gear blanks are machined generally in two setups on many types of chucking lathes. Threeoperation blank finishing ensures clean outside diameter.
Two-operation finishing leaves a step on outside diameter. However, with accuracy of present
work holding chucks, the amount is well within a limit that does not cause any trouble for ultimate
performance.
For shaft gears, the axis of rotation is created by a face milling and centring operations on
both the ends. The accuracy of the operation is important to maintain accuracy in the subsequent
operations. Generally a protected type centre drill is used to avoid damage to the actual locating
surface of the centre during handling. Shaft gears blank machining requires careful planning to
achieve the concentricity between different locating surfaces and gear diameters. The tailstock
10

pressure and the cutting forces may bend the shaft depending upon the length/diameter ratio, that
may necessitate a judicious application of well-designed steady rest.

2.1.7- GEAR MANUFACTURING PROCESSES - IN GENERAL

Gear manufacturing processes can be grouped in two categories. Category one relates to teeth
cutting, finishing and all necessary operations related to gear tooth profiles, such as hobbing,
shaping, shaving, honing, etc. Category two relates to the rest of the conventional machining, such
as, drilling, milling, grinding, etc. In gear generating, the tooth flanks are obtained as an outline of
the subsequent positions of the cutter, which resembles in shape the mating gear in the gear pair.
There are two machining processes employed shaping and milling. There are several modifications
of these processes for different cutting tool used.

GEAR FORMING
In gear form cutting, the cutting edge of the cutting tool has a shape identical with the shape
of the space between the gear teeth. Two machining operations, milling andbroaching can be
employed to form cut gear teeth.

BROACHING
Broaching can also be used to produce gear teeth and is particularly applicable to internal
teeth. The process is rapid and produces fine surface finish with high dimensional accuracy.
However, because broaches are expensive and a separate broach is required for each size of gear,this
method is suitable mainly for high-quantity production.

2.1.8- GEAR CUTTING

Gear cutting is any machining process for creating a gear. The most common gear-cutting
processes include hobbing, broaching, milling, and grinding. Such cutting operations may occur
either after or instead of forming processes such as forging, extruding, investment casting, or sand
casting.
Gears are commonly made from metal, plastic, and wood. Although gear cutting is a
substantial industry, many metal and plastic gears are made without cutting, by processes such as die
casting or injection molding. Some metal gears made with powder metallurgy require subsequent
machining, whereas others are complete after sintering. Likewise, metal or plastic gears made
with additive manufacturing may or may not require finishing by cutting, depending on application.
11

Gear hobbing and shaping are the most commonly used cutting processes used for generating
the gear teeth. Basis for selection of either of the two depends on application:

TABLE NO.-2.1.8
Compariso

Hobbing

Shaping

n of
process
capabilities
of hobbing
&shaping
features
Accuracy

Better with respect Better w.r.t. tooth form.

Surface

to

finish

and runout. Equal the gear. As the stroking rate can be varied independently of

Versatility

so far lead accuracy rotary feed, the numbers of enveloping cuts are essentially more

Limitation

is required.

Production

Hobbing produces a Can be used for internal gears

rate

series of radial flats Can cut upto shoulder with very little clearance.

tooth

spacing Shaping produces a series of straight lines parallel to the axis of

than the same for a hobbed gear. Surface finish may be better.

based on feed rate Each helix and hand requires a separate helical guide. No CNC
of hob across the system to replace helical guide is still developed.
work.

Time cycle will be 2-3 times of hobbing for wider gears.

Can not be used for With high speed stroking, narrow width job can be finished in
internal gears.
Hob

lesser time than by hobbing.

diameter

determines

the

limitation of cutting
gear with shoulder.
For helical gears,
only
gearing

differential
is

used

which again can be

eliminated in CNC
hobbing
12

Faster
with

for

gears

larger

face

width.
Stacking can make
hobbing faster than
shaping even for
gears with narrow

2.1.9GEARSHAPING
In
process

of

the

'molding generating'

gear

shaping a gear of

desired tooth profile

with

capability

can

generate the similar

tooth profile in a

blank and produce a

gear

meshing

gear

suitable

for
of

cutting

with

any

interchangeable

series. The cutter with a particular number of teeth on its periphery rotates in the correct ratio
required for generating the desired number of teeth on the rotating blank.The rotations of the cutter
and the work gear are in opposite direction for external gear and in same direction for internal gear.
The cutter simultaneously reciprocates parallel to the tooth proofile of the work gear.

13

FIG-2.5: Gear shaping [3]

The distance between the cutter and work gear axes gradually reduces till the final size (pitch
circle diameter) of the gear being generated is reached. Cutting may occur in downward stroke or in
upward stroke. When cutting occurs in downward stroke, it is called down cutting or push shaping.
When cutting occurs in upward stroke, it is termed as up cutting or pull shaping.

2.2-STEEL ROD
Steel is an alloy made by combining iron and other elements, the most common of these
being carbon. When carbon is used, its content in the steel is between 0.2% and 2.1% by weight,
depending

on

the grade.

Other

alloying

elements

sometimes

used

are

manganese, chromium, vanadium and tungsten.

2.3-FASTENERS
A fastener is a hardware device that mechanically joins or affixes two or more objects
together.Fasteners can also be used to close a container such as a bag, a box, or an envelope; or they
may involve keeping together the sides of an opening of flexible material, attaching a lid to a
container, etc. There are also special-purpose closing devices, e.g. a bread clip. Fasteners used in
these manners are often temporary, in that they may be fastened and unfastened repeatedly.
Some types of woodworking joints make use of separate internal reinforcements, such as
dowels or biscuits, which in a sense can be considered fasteners within the scope of the joint system,
although on their own they are not general purpose fasteners.
Furniture supplied in flat-pack form often uses cam dowels locked by cam locks, also known as
conformant fasteners.
Items like a rope, string, wire (e.g. metal wire, possibly coated with plastic, or multiple
parallel wires kept together by a plastic strip coating), cable, chain, or plastic wrap may be used to
mechanically join objects; but are not generally categorized as fasteners because they have additional
common uses. Likewise, hinges and springs may join objects together, but are ordinarily not
considered fasteners because their primary purpose is to allow articulation rather than rigid
affixment.
Other alternative methods of joining materials include: crimping, welding, soldering, brazing,
taping, gluing, cementing, or the use of other adhesives. The use of force may also be used, such as
with magnets, vacuum (like suction cups), or even friction.
14

FIG-2.3: Fasteners [1]

There are three major steel fasteners used in industries: stainless steel, carbon steel, and alloy
steel. The major grade used in stainless steel fasteners: 200 series, 300 series, and 400 series.

2.4-DC MOTOR
A DC motor is any of a class of electrical machines that converts direct current electrical
power into mechanical power. The most common types rely on the forces produced by magnetic
fields. Nearly all types of DC motors have some internal mechanism, either electromechanical or
electronic, to periodically change the direction of current flow in part of the motor. Most types
produce rotary motion; a linear motor directly produces force and motion in a straight line.
DC motors were the first type widely used, since they could be powered from existing directcurrent lighting power distribution systems. A DC motor's speed can be controlled over a wide range,
using either a variable supply voltage or by changing the strength of current in its field windings.
Small DC motors are used in tools, toys, and appliances. The universal motor can operate on direct
current but is a lightweight motor used for portable power tools and appliances. Larger DC motors
are used in propulsion of electric vehicles, elevator and hoists, or in drives for steel rolling mills. The

15

advent of power electronics has made replacement of DC motors with AC motors possible in many
applications.
A DC motor is designed to run on DC electric power. Two examples of pure DC designs
are Michael Faraday's homo polar motor (which is uncommon), and the ball bearing motor, which is
(so far) a novelty. By far the most common DC motor types are the brushed and brushless types,
which use internal and external commutation respectively to create an oscillating AC current from
the DC sourceso they are not purely DC machines in a strict sense.
A simple DC motor has a stationary set of magnets in the stator and an armature with one
more windings of insulated wire wrapped around a soft iron core that concentrates the magnetic field.
The windings usually have multiple turns around the core, and in large motors there can be several
parallel current paths. The ends of the wire winding are connected to a commutator. The commutator
allows each armature coil to be energized in turn and connects the rotating coils with the external
power supply through brushes. (Brushless DC motors have electronics that switch the DC current to
each coil on and off and have no brushes.)
The total amount of current sent to the coil, the coil's size and what it's wrapped around
dictate the strength of the electromagnetic field created.The sequence of turning a particular coil on
or off dictates what direction the effective electromagnetic fields are pointed. By turning on and off
coils in sequence a rotating magnetic field can be created. These rotating magnetic fields interact
with the magnetic fields of the magnets (permanent or electromagnets) in the stationary part of the
motor (stator) to create a force on the armature which causes it to rotate. In some DC motor designs
the stator fields use electromagnets to create their magnetic fields which allow greater control over
the motor.At high power levels, DC motors are almost always cooled using forced air.

BRUSHED DC MOTOR

16

FIG-2.4: Internal parts view of brushed dc motor [7]

The classic DC motor design generates an oscillating current in a wound rotor, or armature,
with a split ring commutator, and either a wound or permanent magnet stator.
A rotor consists of one or more coils of wire wound around a core on a shaft; an electrical
power source is connected to the rotor coil through the commutator and its brushes, causing current
to flow in it, producing
Electromagnetism. The commutator causes the current in the coils to be switched as the rotor
turns, keeping the magnetic poles of the rotor from ever fully aligning with the magnetic poles of the
stator field, so that the rotor never stops (like a compass needle does) but rather keeps rotating
indefinitely (as long as power is applied and is sufficient for the motor to overcome the shaft torque
load and internal losses due to friction, etc.)
Many of the limitations of the classic commutator DC motor are due to the need for brushes
to press against the commutator. This creates friction. At higher speeds, brushes have increasing
difficulty in maintaining contact. Brushes may bounce off the irregularities in the commutator
surface, creating sparks. (Sparks are also created inevitably by the brushes making and breaking
circuits through the rotor coils as the brushes cross the insulating gaps between commutator sections.
Depending on the commutator design, this may include the brushes shorting together adjacent
sectionsand hence coil endsmomentarily while crossing the gaps. Furthermore, the inductance of
the rotor coils causes the voltage across each to rise when its circuit is opened, increasing the
17

sparking of the brushes.) This sparking limits the maximum speed of the machine, as too-rapid
sparking will overheat, erode, or even melt the commutator. The current density per unit area of the
brushes, in combination with their resistivity, limits the output of the motor. The making and
breaking of electric contact also causes electrical noise, and the sparks additionally cause RFI.
Brushes eventually wear out and require replacement, and the commutator itself is subject to wear
and maintenance (on larger motors) or replacement (on small motors). The commutator assembly on
a large machine is a costly element, requiring precision assembly of many parts. On small motors, the
commutator is usually permanently integrated into the rotor, so replacing it usually requires replacing
the whole rotor.
Large brushes are desired for a larger brush contact area to maximize motor output, but small
brushes are desired for low mass to maximize the speed at which the motor can run without the
brushes excessively bouncing and sparking (comparable to the problem of "valve float" in internal
combustion engines). (Small brushes are also desirable for lower cost.) Stiffer brush springs can also
be used to make brushes of a given mass work at a higher speed, but at the cost of greater friction
losses (lower efficiency) and accelerated brush and commutator wear. Therefore, DC motor brush
design entails a trade-off between output E. Separately-excited (sepex) (not shown).

BRUSHLESS DC MOTORS
Typical brushless DC motors use a rotating permanent magnet in the rotor, and stationary
electrical current/coil magnets on the motor housing for the stator. A motor controller converts DC
to AC. This design is mechanically simpler than that of brushed motors because it eliminates the
complication of transferring power from outside the motor to the spinning rotor. The motor controller
can sense the rotor's position via Hall effect sensors or similar and precisely control the timing,
phase, etc., of the current in the rotor coils to optimize torque, conserve power, regulate speed, and
even apply some braking. Advantages of brushless motors include long life span, little or no
maintenance, and high efficiency. Disadvantages include high initial cost, and more complicated
motor speed controllers. Some such brushless motors are sometimes referred to as "synchronous
motors" although they have no external power supply to be synchronized with, as would be the case
with normal AC synchronous motors.Some of the problems of the brushed DC motor are eliminated
in the brushless design.In this motor, the mechanical "rotating switch" or commutator/brushgear
assembly is replaced by an external electronic switch synchronised to the rotor's position. Brushless
motors are typically 85-90% efficient or more (higher efficiency for a brushless electric motor of up

18

to 96.5% were reported by researchers at the Tokai University in Japan in 2009), [14] whereas DC
motors with brush gear are typically 75-80% efficient.

FIG-2.4.2: Coiling in brushed dc motor [7]

Midway between ordinary DC motors and stepper motors lies the realm of the brushless DC
motor. Built in a fashion very similar to stepper motors, these often use a permanent magnet external
rotor, three phases of driving coils, one or more Hall effect sensors to sense the position of the rotor,
and the associated drive electronics. The coils are activated, one phase after the other, by the drive
electronics as cued by the signals from either Hall effect sensors or from the back EMF
(electromotive force) of the undriven coils. In effect, they act as three-phase synchronous motors
containing their own variable-frequency drive electronics. A specialized class of brushless DC motor
controllers utilize EMF feedback through the main phase connections instead of Hall effect sensors
to determine position and velocity. These motors are used extensively in electric radiocontrolled vehicles. When configured with the magnets on the outside, these are referred to by
modelists as out runner motors.
Brushless DC motors are commonly used where precise speed control is necessary, as in
computer disk drives or in video cassette recorders, the spindles within CD, CD-ROM (etc.) drives,
and mechanisms within office products such as fans, laser printers and photocopiers. They have
several advantages over conventional motors:
Compared to AC fans using shaded-pole motors, they are very efficient, running much cooler
than the equivalent AC motors. This cool operation leads to much-improved life of the fan's bearings.
19

Without a commutator to wear out, the life of a DC brushless motor can be significantly
longer compared to a DC motor using brushes and a commutator. Commutation also tends to
cause a great deal of electrical and RF noise; without a commutator or brushes, a brushless motor
may be used in electrically sensitive devices like audio equipment or computers.

The same Hall effect sensors that provide the commutation can also provide a
convenient tachometer signal for closed-loop control (servo-controlled) applications. In fans, the
tachometer signal can be used to derive a "fan OK" signal.

The motor can be easily synchronized to an internal or external clock, leading to precise
speed control.

Brushless motors have no chance of sparking, unlike brushed motors, making them better
suited to environments with volatile chemicals and fuels. Also, sparking generates ozone which
can accumulate in poorly ventilated buildings risking harm to occupants' health.

Brushless motors are usually used in small equipment such as computers and are generally
used to get rid of unwanted heat.

They are also very quiet motors which is an advantage if being used in equipment that is
affected by vibrations.

Modern DC brushless motors range in power from a fraction of a watt to many kilowatts.
Larger brushless motors up to about 100 kW rating are used in electric vehicles. They also find
significant use in high-performance electric model aircraft.

CORELESS OR IRONLESS DC MOTORS

Nothing in the design of any of the motors described above requires that the iron (steel)
portions of the rotor actually rotate; torque is exerted only on the windings of the electromagnets.
Taking advantage of this fact is the coreless or ironless DC motor, a specialized form of a brush or
brushless DC motor. Optimized for rapid acceleration, these motors have a rotor that is constructed
without any iron core. The rotor can take the form of a winding-filled cylinder, or a self-supporting
structure comprising only the magnet wire and the bonding material. The rotor can fit inside
the stator magnets; a magnetically-soft stationary cylinder inside the rotor provides a return path for
the stator magnetic flux. A second arrangement has the rotor winding basket surrounding the stator
20

magnets. In that design, the rotor fits inside a magnetically-soft cylinder that can serve as the housing
for the motor, and likewise provides a return path for the flux.
Because the rotor is much lighter in weight (mass) than a conventional rotor formed
from copper windings on steel laminations, the rotor can accelerate much more rapidly, often
achieving a mechanical time constant under 1 ms. This is especially true if the windings
use aluminum rather than the heavier copper. But because there is no metal mass in the rotor to act as
a heat sink, even small coreless motors must often be cooled by forced air.
Related limited-travel actuators have no core and a bonded coil placed between the poles of
high-flux thin permanent magnets. These are the fast head positioners for rigid-disk ("hard disk")
drives.

PRINTED ARMATURE OR PANCAKE DC MOTORS

A rather unique motor design the pancake/printed armature motor has the windings shaped as
a disc running between arrays of high-flux magnets, arranged in a circle, facing the rotor and forming
an axial air gap. This design is commonly known the pancake motor because of its extremely flat
profile, although the technology has had many brand names since it's inception, such as ServoDisc.

FIG-2.4.3: Pancake dc motors [5]

The printed armature (originally formed on a printed circuit board) in a printed armature
motor is made from punched copper sheets that are laminated together using advanced composites to
form a thin rigid disc. The printed armature has a unique construction, in the brushed motor world, in
that is does not have a separate ring commutator. The brushes run directly on the armature surface
making the whole design very compact.
21

An alternative manufacturing method is to use wound copper wire laid flat with a central
conventional commutator, in a flower and petal shape. The windings are typically stabilized by being
impregnated with electrical epoxy potting systems. These are filled epoxies that have moderate
mixed viscosity and a long gel time. They are highlighted by low shrinkage and low exotherm, and
are typically UL 1446 recognized as a potting compound for use up to 180C (Class H) (UL File No.
E 210549).
The unique advantage of ironless DC motors is that there is no cogging (vibration caused by
attraction between the iron and the magnets) and parasitic eddy currents cannot form in the rotor as it
is totally ironless. This can greatly improve efficiency, but variable-speed controllers must use a
higher switching rate (>40 kHz) or direct current because of the decreased electromagnetic induction.
These motors were originally invented to drive the capstan(s) of magnetic tape drives, in the
burgeoning computer industry. Pancake motors are still widely used in high-performance servocontrolled systems, humanoid robotic systems, industrial automation and medical devices. Due to the
variety of constructions now available the technology is used in applications from high temperature
military to low cost pump and basic servo applications.

2.5- BO MOTOR
Geared Motor
Specifications:

3. 5 rpm to 1000 rpm 12 v dc geared motors for robotics applications

Very easy to use and available in standard size

Nut and threads on shaft to easily connect wheel

10 rpm 12 v dc motors with gearbox

6 mm shaft diameter with internal hole

125 gm weight
22

Same size motor availab

5 kgcm torque

No-load current = 60 ma(max), load current = 300

Bo Motor (One Side Output)

Specifications:

Voltage: 12v dc

rpm: 60 to 300rpm

Torque: 43oz. In (3. 096 kg-cm)

Current: 57. 6ma

Shaft length: 7mm

Size: 55x48x23 mm

Weight: 32grams (1. 13oz)

23

FIG-2.5: Bo motor [5]

2.6- STRING
Here we are using plastic twisted string. This can withstand heavy load and last for long time
.

2.7- ADHESSIVE BOND

Adhesive bonding (also referred to as gluing or glue bonding) describes a wafer bonding
technique with applying an intermediate layer to connect substrates of different materials.

.
FIG-2.7: Wood glue [3]

Adhesive bonding has the advantage of relatively low bonding temperature as well as the
absence of electric voltage and current. Based on the fact that the wafers are not in direct contact, this
procedure enables the use of different substrates, e.g. silicon, glass, metals and other semiconductor
24

materials. A drawback is that small structures become wider during patterning what hampers the
production of an accurate intermediate layer with tight dimension control. Further, the possibility of
corrosion due to out-gassed products, thermal instability and penetration of moisture limits the
reliability of the bonding process. Another disadvantage is the missing possibility of hermetically
sealed encapsulation due to higher permeability of gas and water molecules while using organic
adhesives.

2.8- RUBBER
A tire (or tyre) is a ring-shaped covering that fits around a wheel's rim to protect it and enable
better vehicle performance. Most tires, such as those for automobiles and bicycles, provide traction
between the vehicle and the road while providing a flexible cushion that absorbs shock.

FIG-2.8: Rubber [6]

The fundamental materials of modern pneumatic tires are synthetic rubber, natural rubber,
fabric and wire, along with carbon black and other chemical compounds. They consist of a tread and
a body. The tread provides traction while the body provides containment for a quantity of compressed
air. Before rubber was developed, the first versions of tires were simply bands of metal that fitted
around wooden wheels to prevent wear and tear. Early rubber tires were solid (not pneumatic).
Today, the majority of tires are pneumatic inflatable structures, comprising a doughnut-shaped body
of cords and wires encased in rubber and generally filled with compressed air to form an inflatable
cushion. Pneumatic tires are used on many types of vehicles, including cars, bicycles, motorcycles,
trucks, earthmovers, and aircraft. Metal tires are still used on locomotives and railcars, and solid
25

rubber (or other polymer) tires are still used in various non-automotive applications, such as some
casters, carts, lawnmowers, and wheelbarrows.

2.9- DPDT SWITCH

DPDT stands for double pole double throw relay. Relay is an electromagnetic device used to
separate two circuits electrically and connect them magnetically. They are often used to interface an
electronic circuit, which works at a low voltage to an electrical circuit which works at a high voltage.
Relays are available in different configuration of operating voltages like 6V, 9V, 12V, 24V etc. In the
simplest case, a switch has two conductive pieces, often metal, called contacts, connected to an
external circuit, that touch to complete (make) the circuit, and separate to open (break) the circuit.
The contact material is chosen for its resistance to corrosion, because most metals
form insulating oxidesthat would prevent the switch from working. Contact materials are also chosen
on the basis of electrical conductivity, hardness(resistance to abrasive wear),mechanical strength, low
cost and low toxicity.
Sometimes the contacts are plated with noble metals. They may be designed to wipe against
each other to clean off any contamination. Nonmetallicconductors, such as conductive plastic, are
sometimes used. To prevent the formation of insulating oxides, a minimum wetting current may be
specified for a given switch design.

FIG-2.9: DPDT switches [7]

26

2.10- WIRE
A Ribbon cable (also known as multi-wire planar cable) is a cable with many conducting
wires running parallel to each other on the same flat plane. As a result the cable is wide and flat. Its
name comes from the resemblance of the cable to a piece of ribbon.
To enable wires to be easily and safely identified, all common wiring safety codes mandate a
colour scheme for the insulation on power conductors. In a typical electrical code, some colourcoding is mandatory, while some may be optional. Many local rules and exceptions exist. Older
installations vary in colour codes, and colours may fade with insulation exposure to heat, light and
ageing.
Many electrical codes now recognise (or even require) the use of wire covered with green
insulation, additionally marked with a prominent yellow stripe, for safety earthing (grounding)
connections. This growing international standard was adopted for its distinctive appearance, to
reduce the likelihood of dangerous confusion of safety earthing (grounding) wires with other
electrical functions, especially by persons affected by red-greencolour blindness.

FIG-2.10: Wires [7]

Ribbon cables are usually seen for internal peripherals in computers, such as hard drives, CD
drives and floppy drives. On some older computer systems (such as the BBC Micro and Apple II
series)
they were used for external connections as well. Unfortunately the ribbon-like shape interferes with
computer cooling by disrupting airflow within the case and also makes the cables awkward to handle,
27

especially when there are a lot of them; round cables have almost entirely replaced ribbon cables for
external connections and are increasingly being used internally as well.

2.11- ADOPTER
The AC adapter, AC/DC adapter or AC/DC converter is a type of external power supply, often
enclosed in a case similar to an AC plug. Other names include plug pack, plug-in adapter, adapter
block, domestic mains adapter, line power adapter, wall wart, or power adapter. AC adapters are used
with electrical devices that require power but do not contain internal components to derive the
required voltage and power from mains power. The internal circuitry of an external power supply is
very similar to the designthat would be used for a built-in or internal supply.

FIG-2.11: Adopter [7]

28

CHAPTER-3
ZERO TURN DRIVE PART
3.1- CHASSIS
A chassis of an internal framework that supports a man-made object in its construction and
use. It is analogous to an animal's skeleton. An example of a chassis is the under part of a motor
vehicle, consisting of the frame (on which the body is mounted) with the wheels and machinery.

FIG-3.1: Chassis [1]

3.2- SHAFT

FIG-3.2: Gears mounted on shaft [4]

29

A shaft is a rotating member usually of circular cross section (solid or hollow), which is used
to transmit power and rotational motion. Axles are non rotating member.
Elements such as gears, pulleys (sheaves), fly wheels, clutches, and sprockets are mounted on the
shaft and are used to transmit power from the driving device (motor or engine) through a machine.
The rotational force (torque) is transmitted to these elements on the shaft by press fit, keys, dowel,
pins and splines.
The shaft rotates on rolling contact or bush bearings.
Various types of retaining rings, thrust bearings, grooves and steps in the shaft are used to take up
axial loads and locate the rotating elements.

3.3- WHEEL
A wheel is a circular component that is intended to rotate on an axial bearing. The wheel is
one of the main components of the wheel and axle which is one of the six simple machines. Wheels,
in conjunction with axles, allow heavy objects to be moved easily facilitating movement or
transportation while supporting a load, or performing labor in machines. Wheels are also used for
other purposes, such as a ship's wheel, steering wheel, potter's wheel and flywheel.

FIG-3.3: Wheel [4]

30

3.4- STEERING SYSTEM

Steering is the collection of components, linkages, etc. which allow a vessel (ship, boat)
or vehicle (car, motorcycle, bicycle) to follow the desired course. An exception is the case of rail
transport by which rail tracks combined together with railroad switches(and also known as 'points' in
British English) provide the steering function.
Steering is the term applied to the collection of components, linkages, etc. which will allow a
vessel (ship, boat) or vehicle (car, motorcycle, bicycle) to follow the desired course. An exception is
the case of rail transport by which rail tracks combined together with railroad switches (and also
known as 'points' in British English) provide the steering function.
The most conventional steering arrangement is to turn the front wheels using a handoperated
steering wheel which is positioned in front of the driver, via the steering column, which may contain
universal joints (which may also be part of the collapsible steering column design), to allow it to
deviate somewhat from a straight line. Other arrangements are sometimes found on different types of
vehicles, for example, a tiller or rearwheel steering. Tracked vehicles such as bulldozers and tanks
usually employ differential steering that is, the tracks are made to move at different speeds or even
in opposite directions, using clutches and brakes, to bring about a change of course or direction.

3.5- POWER SUPPLY

A switched-mode power supply (switching-mode power supply, switch-mode power
supply, SMPS, or switcher) is an electronic power supply that incorporates a switching regulator
to convert electrical power efficiently. Like other power supplies, an SMPS transfers power from a
source, like mains power, to a load, such as a personal computer, while
converting voltage and currentcharacteristics. Unlike a linear power supply, the pass transistor of a
switching-mode supply continually switches between low-dissipation, full-on and full-off states, and
spends very little time in the high dissipation transitions, which minimizes wasted energy. Ideally, a
switched-mode power supply dissipates no power. Voltage regulation is achieved by varying the ratio
of on-to-off time. In contrast, a linear power supply regulates the output voltage by continually
dissipating power in the pass transistor. This higher power conversion efficiency is an important
advantage of a switched-mode power supply. Switched-mode power supplies may also be
substantially smaller and lighter than a linear supply due to the smaller transformer size and weight.
Switching regulators are used as replacements for linear regulators when higher efficiency,
smaller size or lighter weight are required. They are, however, more complicated; their switching
currents can cause electrical noise problems if not carefully suppressed, and simple designs may have
a poor power factor.
31

Power supply is provided through adopter to motor. the power supply depend upon motor
specification .sometime this could be 6 volt adopter and some time it may be 12 volt adopter. this is
provided through a connector.

REGULATION
A feedback circuit monitors the output voltage and compares it with a reference voltage, as
shown in the block diagram above. Depending on design and safety requirements, the controller may
contain an isolation mechanism (such as an opto-coupler) to isolate it from the DC output. Switching
supplies in computers, TVs and VCRs have these opto-couplers to tightly control the output voltage.
Open-loop regulators do not have a feedback circuit. Instead, they rely on feeding a constant
voltage to the input of the transformer or inductor, and assume that the output will be correct.
Regulated designs compensate for the impedance of the transformer or coil. Monopolar designs also
compensate for the magnetic hysteresis of the core.
The feedback circuit needs power to run before it can generate power, so an additional nonswitching power-supply for stand-by is added.

32

FIG-3.5: DPDT switches used in controling system [7]

3.6- CONTROL SYSTEM

When a switch is designed to switch significant power, the transitional state of the switch
as well as the ability to withstand continuous operating currents must be considered. When a switch
is in the on state, its resistance is near zero and very little power is dropped in the contacts; when a
switch is in the off state, its resistance is extremely high and even less power is dropped in the
contacts. However, when the switch is flicked, the resistance must pass through a state where a
quarter of the load's rated power (or worse if the load is not purely resistive) is briefly dropped in the
switch.
For this reason, power switches intended to interrupt a load current have spring mechanisms
to make sure the transition between on and off is as short as possible regardless of the speed at which
the user moves the rocker.

FIG-3.6: Wire connection in DPDT switches [7]

33

Power switches usually come in two types. A momentary on-off switch (such as on a laser
pointer) usually takes the form of a button and only closes the circuit when the button is depressed. A
regular on-off switch (such as on a flashlight) has a constant on-off feature. Dual-action switches
incorporate both of these features.
A DPDT switch has six connections, but since polarity reversal is a very common usage of
DPDT switches, some variations of the DPDT switch are internally wired specifically for polarity
reversal. These crossover switches only have four terminals rather than six. Two of the terminals are
inputs and two are outputs. When connected to a battery or other DC source, the 4-way switch selects
from either normal or reversed polarity. Such switches can also be used as intermediate switches in
a multiway switching system for control of lamps by more than two switches.

3.7- GEAR SYSTEM

Gear system may refer to the complete power transmission into shaft to rotate wheel
according to need.Gear assembly is arranging in the spur gear meshing together through shaft. this is
hold through stand. The main supply is given to the middle shaft through motor. Further this is
provided in main shaft.

34

FIG-3.7: Gears arrangement [4]

CHAPTER 4
CALCULATION
4.1- TURNING RADIUS

35

FIG-4.1: Turning radius [3]

A turn with the turning radius being r .The turning radius or turning circle of a vehicle is the
size of the smallest circular turn (i.e. U-turn) that the vehicle is capable of making. The term turning
radius is a misnomer, since the size of a circle is actually its diameter, not its radius. The less
ambiguous term turning circle is preferred. As an example, Motor Trend refers to a curb-to-curb
turning circle of a 2008 Cadillac CTS as 35.5 feet. By contrast, theAutoChannel.com refers to turning
radius of the same car as 35.5 feet. It is often used as a generalized term rather than a numerical
figure. For example, a vehicle with a very small turning circle may be described as having a "tight
turning radius".
Two different measurements can be quoted for a vehicle. A curb or curb-to-curb turning circle
will show the distance traveled by the wheels. The wall or wall-to-wall turning circle will include an
allowance for the width of the whole car, including the overhang of the bodywork. For example, a
van may have been quoted as having a turning circle (in meters) of 12.1(C)/12.4(W).
A notable exception in this description is of vehicles that are capable of spinning around their
central axis, such as a tank or certain lawnmowers and wheelchairs as they do not follow a circular
path as they turn. In this case the vehicle is referred to as a "zero turning radius" vehicle, although
whether or not the turning radius is actually nonexistent is unclear.
Some camera dollies used in the film industry have a "round" mode which allows them to
spin around their z axis by allowing synchronized inverse rotation of their front and rear wheel sets,
effectively giving them "zero" turning radius.
36

4.2- CALCULATING THE TURNING RADIUS

The turning radius of a zero turn drive steering (parallel or Ackermann geometries) will
depend on the wheelbase and its maximum steering angle. A longer vehicle will require more space
to turn around than would a shorter vehicle possessing the same steering angle.

37

FIG-4.2: Ackermans steering mechanism [6]

Ackermann steering geometry is a geometric arrangement of linkages in the steering of

a car or other vehicle designed to solve the problem of wheels on the inside and outside of a turn
needing to trace out circles of different radius.It was invented by the German carriage builder Geor
Lankenspergr in Munich in 1817, then patented by his agent in England, Rudolph Ackermann (1764
1834) in 1818 for horse-drawn carriages. Erasmus Darwin may have a prior claim as the inventor
dating from 1758
A simple approximation to perfect Ackermann steering geometry may be generated by
moving the steering pivot points inward so as to lie on a line drawn between the
steering kingpins and the centre of the rear axle. The steering pivot points are joined by a rigid bar
called the tirodwhich can also be part of the steering mechanism, in the form of a rack and pinion for
instance. With perfect Ackermann, at any angle of steering, the centre point of all of the circles traced
by all wheels will lie at a common point. Note that this may be difficult to arrange in practice with
simple linkages, and designers are advised to draw or analyze their steering systems over the full
range of steering angles.
Modern cars do not use pure Ackermann steering, partly because it ignores important
dynamic and compliant effects, but the principle is sound for low-speed manoeuvres. Some race cars
use reverse Ackermann geometry to compensate for the large difference in slip angle between the
inner and outer front tyres while cornering at high speed. The use of such geometry helps reduce tyre
temperatures during high-speed cornering but compromises performance in low-speed maneuvers.
The following formula is crude but works well enough when used to calculate the turning
radius ofvehicle . Be sure to use consistent units when entering everything.
Turning radius=track/2+wheelbase/sin (steering angle in degrees)
Where: track = the distance (center to center) between the left and right wheels.
Wheelbase = the distance (center to center) between the front and rear wheels.
Steering angle = the maximum angle that the steer able wheels may be turned.
Note:- Ackerman steering the actual steering angle is an average of the angles of both the left and
right wheels).For zero turning we will put the turning radius equals to zero in above equation and
find the steering angle and for effective turning we will turn the rear axle wheel in opposite
direction .

4.3- WORKING

38

Two spur gear attached at the extreme end of a steel rod which is fixed to rotate with the rod.
At the center another spur gear is attached which is free to rotate on the rod but fix to stay at the
centre only. Now centre and end gear are made to rotate in opposite direction by single motor via
pinion arrangement. In between center and end spur two spur gear is attached which slides over the
steel rod and couple with the end and centre rod accordingly this sliding is govern by string and
pulley arrangement which is further connected by another dc motor. Now the sliding spur gear is
attached to another gear which is directly coupled with the each rear wheel. Both motor are
connected to DPDT switch via wire.
Most zero-turn riding don't come with a steering wheel; instead, they frequently have two
levers that control two motors connected respectively to each rear wheel. They typically steer
something like this: Pushing both levers forward causes the mower to move forward, while pulling
them back causes it to reverse. The farther you push in either direction, the faster you go. To curve
right, you push the left handle farther forward than the right handle, and vice versa if you want to
curve left. If you want to make a swinging turn -- which leaves no grass uncut and sets you up that
much faster for your next pass down the yard -- simply push the appropriate handle forward while
keeping the other one in neutral, causing the mower to pivot around the stationary wheel. You can
also spin around completely in place by moving one lever forward and pulling one lever back with
equal force, in which case you'll be pivoting the mower around the central point between the two
drive wheels.

4.4- STEERING MECHANISM FOR A ZERO TURNING RADIUS VEHICLE

A driving and steering mechanism for a vehicle having a pair of driving wheels includes a
steering wheel rotatably mounted to the vehicle and an accelerator foot pedal pivotably mounted to
the vehicle. Transmissions associated with the driving wheels include a pivot able control arm for
controlling the operation of the transmission, which independently controls the speed and direction of
rotation of the associated wheel. The vehicle is turned by causing one wheel to rotate faster than the
other wheel. A zero turning radius turn can be effected by causing the driving wheels to rotate in
opposite directions.
The driving and steering mechanism includes a pair of floating links pivotably connected at
one end to a respective transmission control arm. Steering links, associated with the steering wheel,
are pivotably connected to a respective floating link distal the connection to the control link.
Accelerator links, associated with the accelerator foot pedal, are pivotably connected to a respective
floating link at a point between the control arm and steering link pivot points. The floating links
39

operate to integrate outputs from the steering wheel and the accelerator foot pedal into a pair of
outputs applied to the pair of control arms, thereby controlling the speed and direction of rotation of a
respective driving wheel in response to the prescribed steerage and speed.

CHAPTER-5
FUTURE SCOPE
This project aims for development of a system to reduce the turning radius of a car.
Theindigenously developed system consists of Vespa scooter hubs, piaggio engine and various
mechanism with arrangement of the various kinematics links. In this system at first mechanical
brake is applied on rear wheels and then turned in the required direction with the help of steering
system.It has turning radius nearly equal to the half of the length of car itself. This system can
beuseful in better parking, traffic jam, back turning on narrow roads,etc.
The advanced new technologies has led to various modifications in the automobile sector. Out of
these, zero degree turning radius which is being analysed in various vehicles e.g. hurricane jeep,
JCB, Nano Pixel etc. ZERO DEGREE TURNING RADIUS The turning circle of a vehicle is the
diameter of the described by the outside wheels when turning on full lock. There is no hard and fast
formula to calculate the turning circle but it can be calculated using this: Turning circle radius=
(track/2)+(wheelbase/sin(average steer angle)) Zero degree turning radius of a vehicle implies the
vehicle rotating about an axis passing through the centre of gravity of vehicle i.e. the vehicle
turning at the same place, where it is standing. No extra space is required to turn the vehicle. So
vehicle can be turned in the space equal to the length of the vehicle itself. This technology exists in
heavy earth movers like excavator which consists of two parts i.e. the upper part cabin and lower
part crawler chain. The upper part of excavator can rotate about its center, so that the direction of
cabin can be changed without changing direction of lower part. The indigenously developed system
consists of Vespa scooter hubs, piaggio engine and various mechanism with arrangement of the
various kinematics links. In this system at first mechanical brake is applied on rear wheels and then
turned in the required direction with the help of steering system.It has turning radius nearly equal to
the half of the length of car itself. This system can be useful in better parking, traffic jam, back
turning on narrow roads,etc. The engine used is Piaggio engine and the specifications of the engine
are: Single cyclinder engine Capacity 350cc Aircooled engine Power- 22 bhp
ANALYSIS
Wheel track: 1420 mm Wheel base : 1750 mm Turning radius: 800 mm Castor angle : 2 Camber
angle : 1

40

CHAPTER-6
CONCLUSION
CONCLUSION AND RECOMMENDATIONS
Automobile industry is very fast growing industry and day-by-days developing the new
technologies/systems that are mainly related to safety, ergonomics and efficient drive. The developed
model was tested in various conditions and effectively reduced the turning radius to its minimum in
the developed model. The reduced turning circle diameter (nearly about zero) has lots of advantages
in daily life, such as Better parking at home in narrow space and at Multiplexes
Easy removal of vehicle from the traffic jams
Turning back at narrow roads
Use in service and maintenance etc.
The system can be developed using the hydraulic system. This can give fast response and less
space is required. The developed model is recommended for inclusion in the cars.

41

REFERENCES
[1] Dr. Kirpal Singh, Automobile Engineering, Standard Publishers Distributors delhi ,Vol.-1,10th
edition, 2007, pp212-217 .
[2] V.B. Bhandari, Design of Machine Element- Third Edition 2008
[3] B.L. Salvi, J.K. Maherchandani, Dr. B.P. Nandwana, Developing a system for reducing the
turning Radius of a Car March 2012
[4] C.S.Sharma, Kamlesh purohit,Theory of mechanisms and machines , prentice, Hall of India,
Eastern economy edtion,2006,pp.120-125
[5] Md. Danish Akhtar, Wheel Steering System 2013
[6] Er. Amitesh Kumar, Dr. Dinesh N. Kambale, Zero Turn Four Wheel Steering system Dec. 2008
[7] Hui Zhang, Yuzhi Zhang, Jinhong Liu, Jing Ren Modeling and Characteristic Curves of
Electric Power Steering System , PEDS 2009, pp.1390-1393
[8] Hao Chena,YaliYanga, Ruoping Zhanga, Study on Electric Power Steering System Based on
ADAMS , Engine Engineering 15 (2011) 474 478

42

[9] Gary R. Ferries, R. Larry Arbanas, Control/ Structure Interaction In Hydraulic Power Steering
Systems Proceedings of the American Control Conference Albuquerque, New Mexico June1997
[10] Ji-Hye Kim and Sung-Gaun Kim, A Study on the Modeling and Analysis of an Electro-14

43