DESIGN AND FABRICATION OF WHEELCHAIR

USING CRANK LEVER MECHANISM FOR

PHYSICALLY CHALLENGED PEOPLE
A PROJECT REPORT

Submitted by

A DEEPAK (1021320009)
M BHARATH CHANDRAN (1021320016)
A DINESH (1021320040)
M GOKUL VANAN (1021320050)

in partial fulfilment for the award of the degree

of

BACHELOR OF TECHNOLOGY

in

MECHANICAL ENGINEERING

SRM UNIVERSITY
RAMAPURAM

MAY 2017
 SRM UNIVERSITY
RAMAPURAM

BONAFIDE CERTIFICATE

Certified that this project report DESIGN AND FABRICATION

OF WHEEL CHAIR USING CRANK LEVER MECHANISM FOR
PHYSICALLY CHALLENGED PEOPLE is the bonafide work of
A DEEPAK (1021320009), M BHARATH CHANDRAN
(1021320016), A DINESH (1021320040), M GOKUL VANAN
(1021320050) who carried out the project work under my supervision.

SIGNATURE SIGNATURE

Mr.V.Manoj Kumar,M.E. Dr. K.C.Udaiyakumar, M.Tech.,Ph.D

Asst. Professor (O.G) Vice Principal (Academic)

GUIDE HEAD OF THE DEPARTMENT

INTERNAL EXAMINER EXTERNAL EXAMINER

 ACKNOWLEDGEMENT

We like to express our deep sense of gratitude to our beloved Chancellor to

Dr.T.R.PACHAMUTHU, for providing us with the requisite infrastructure
throughout the course.

We take this opportunity to extend our heartfelt thanks to our Chairman, SRM
University, Ramapuram campus, Dr.R.SHIVAKUMAR for his constant
encouragement.

We take the opportunity to extend our heartfelt thanks to our Dean,

Dr.V.SUBBAIAH BHARATHI, Ph.D for his constant encouragement.

We take the privilege to extend our sincere thanks to our Vice Principal
(Academic) and Head of the Department, Dr.K.C.UDAIYAKUMAR, Ph.D for his
interest and support throughout this project.

We convey our sincere thanks to our Project Coordinator,

Dr.A.MATHIVANAN, Asst. Professor (Sr.G) for his interest and support throughout
this project.

We express heartfelt thanks to our guide, Mr.V.MANOJ KUMAR, M.E.,

Asst. Professor (O.G) - Mechanical Engineering Department for his sustained
encouragement, consecutive criticisms and constant guidance throughout this project
work.
 TABLE OF CONTENTS

CHAPTER TITLE PAGE NO.

NO.
ABSTRACT i
LIST OF FIGURES ii
LIST OF GRAPHS iv
LIST OF TABLE v

1. INTRODUCTION 1
1.1 The benefits of crank and lever system 2
1.2 Potential market for this product 3
1.3 Existing products 4
1.3.1 Rio dragonfly 4
1.3.2 Rio pivot 4
1.3.3 Quantum runner 5
1.4 Concept generation and evaluation 6
1.5 Steering/power transfer 6
1.6 Crank mechanism 6

2. LITERATURE SURVEY 7

3. PROBLEM DEFINITION 12
3.1 Description of the problem 12

4. METHODOLOGY 15
4.1 Crank and lever mechanism 15
4.2 Mechanics 15
4.3 Ackerman steering geometry 17
5. EXPERIMENTAL WORK 20
5.1 Plans for construction and testing 20
5.2 Detailed working and design description 20
5.3 Material, geometry and component selection 24
5.4 Safety consideration 26
5.5 Manufacturing 27
5.6 Equipment used in fabrication 27
5.7 Rear wheelchair section fabrication 28
5.8 Attachment fabrication 29
5.9 Types of bearings 29

6. RESULT AND DISCUSSION 30

6.1 Von mises stress analysis 30
6.2 Estimated local error analysis 31
6.3 Translational displacement analysis 31
6.4 Analytic results 32
6.5 Calculations 34
6.5.1 Calculation of head angle for desired trail 34
6.5.2 Estimation of power needed to propel 35
wheelchair uphill for a given velocity
6.6 Efficiency 35
6.7 FEA analysis on gusset estimate deflection due 35
to steering pull
6.8 Speed comparison of various wheelchairs 37
6.9 Weight comparison of various wheelchairs 37
6.10 Force comparison of various wheelchairs 38

7. MERITS& DEMERITS 39
7.1 Merits 39
7.2 Demerits 39
8. CONCLUSION 40

9. FUTURE SCOPE 41
9.1 Necessary revision & suggestions for future 41
work

REFERENCES 42
 LIST OF FIGURES
S.NO. FIGURE PAGE NO.

1.1 WHEELCHAIR WITH CRANK AND LEVER 2

MECHANISM

1.2 RIO DRAGONFLY HAND CYCLE 4

1.3 RIO PIVOT ATTACHMENT WITH WHEELCHAIR 5

1.4 QUANTUM RUNNER WHEELCHAIR 6

4.1 CRANK AND LEVER MECHANISM 16

4.2 COMPOUND CRANK 17

4.3 PISTON AND CRANKSHAFT 17

4.4 CENTRE OF TURNING CIRCLE 19

4.5 ACKERMAN STEERING CONCEPT 20

5.1 BALANCING BEAM ANALYSIS 21

5.2 LEFT VIEW DESIGN DRAFTING 22

5.3 TOP VIEW 23

5.4 BACK VIEW 23

5.5 FRAME DESIGN 24

5.6 FINAL DISPLAY 24

5.7 FINALWELDING OF SUB FRAME 29

5.8 TYPES OF BEARINGS 30

6.1 VON MISSES STRESS ANALYSIS 31

6.2 ESTIMATED LOCAL ERROR ANALYSIS 32

6.3 TRANSLATIONAL DISPLACEMENT ANALYSIS 32

ii
6.4 CRANK ROD POSITIONING LOCATOR ANALYSIS 33

6.5 DESIGN OF ASSEMBLED WHEELCHAIR 34

6.6 REAL TIME ASSEMBLED WHEELCHAIR 34

6.7 DIAGRAM OF ATTACHMENT DIMENSIONS USED 35

FOR DETERMINING HEAD ANGLE FOR DESIRED
TRIAL

6.8 RESULT OF FEA ANALYSIS 37

iii
 LIST OF GRAPHS
S.NO. GRAPHS PAGE NO.

6.8 SPEED COMPARISON OF VARIOUS WHEELCHAIRS 38

6.9 WEIGHT COMPARISON OF VARIOUS WHEELCHAIRS 38

6.10 FORCE COMPARISON OF VARIOUS WHEELCHAIRS 39

iv
 LIST OF TABLES
S.NO. TABLES PAGE NO.

5.1 PROJECT COMPONENTS AND COST ANALYSIS 25

v
 ABSTRACT

In general, manual wheelchair propulsion is an inefficient form of human locomotion.

Hand rim wheelchair propulsion will lead to a relatively high strain on the cardio respiratory
and musculoskeletal systems, resulting in a high energy consumption, high heart rate, low
mechanical efficiency, and, on the long term, to complaints related to anatomical structures of
the upper limb. These factors, in combination with the general characteristics of the
wheelchair-confined population (a physical disability, relatively high age, a sedentary life
style, untrained and small muscle mass in arms and shoulder girdle), will lead to high
physical strain (short-duration peak loads) and quick exhaustion, which may lead to a more
pronounced sedentary lifestyle, which, in turn, may lead to health risks with respect to the
cardio respiratory system.
In order to overcome these issues, crank and lever mechanism has been used in the
wheelchair. A lever connected at a lever pivot to enable forward and backward strokes, the
lever being operatively coupled by a slide-able link to a pivot on the rear axle to drive the rear
wheels; a brake connected to selectively apply braking force to said first wheel; a hand grip
projecting from an end of the lever to extend a length along which force can be applied to
initiate and maintain the forward and backward strokes, the hand grip being pivotally
connected to the end and being operatively associated with the brake such that movement of
said hand grip relative to the lever controls the brake. The hand grip and the brake being
linked such that pressure applied in a direction to pivot the hand grip from the brake release
position induces the brake to apply said braking force; and the steering assembly for
controlling the front wheel of the wheelchair, the steering assembly being operable by
rotation of the hand grip.
It was found that crank and lever propelled wheelchairs are more efficient and less
straining than hand rim propelled wheelchairs, allowing users to access more challenging
environments, prolong independence and improve the quality of life. The average maximum
torque from the test subjects was found to be slightly higher for the crank and lever-driven
WC than the hand-rim WC and mean maximum velocity was found to be around 23 percent
greater using the crank and lever-driven WC when compared to the hand rim propelled
wheelchairs.

i
ii
 CHAPTER 1
INTRODUCTION
The most commonly used wheelchair is the manual type. People using manual
wheel chairs are dependent on the ability to effectively propel and steer the wheel chairs
in order to maintain independence. This need extends to both the indoor as well as
outdoor environments, each of which poses different challenges to the design of the
wheelchair.

A wheelchair, often abbreviated to just "chair", is a chair with wheels, used

when walking is difficult or impossible due to illness, injury, or disability. Wheelchairs
come in a wide variety of formats to meet the specific needs of their users. They may
include specialized seating adaptations, individualized controls, and may be specific to
particular activities, as seen with sports wheelchairs and beach wheelchairs.

A self-propelled manual wheelchair incorporates a frame, seat, one or two

footplates (footrests) and four wheels: usually two caster wheels at the front and two
large wheels at the back. There will generally also be a separate seat cushion. The larger
rear wheels usually have push-rims of slightly smaller diameter projecting just beyond
the tyre; these allow the user to maneuver the chair by pushing on them without
requiring them to grasp the tyres. Manual wheelchairs generally have brakes that bear
on the tyres of the rear wheels, however these are solely a parking brake and in-motion
braking is provided by the user's palms bearing directly on the push-rims. As this causes
friction and heat build-up, particularly on long down slopes, many wheelchair users
will choose to wear padded wheelchair gloves. Manual wheelchairs often have two push
handles at the upper rear of the frame to allow for manual propulsion by a second
person, however many active wheelchair users will remove these to prevent unwanted
pushing from people who believe they are being helpful.

Census 2001 has revealed that over 1.2 billion people, about 2.1% of the
population, in India are suffering from one or the other kind of disability. Among the
total disabled in the country, 12.6 million are males and 9.3 million are females.
Although the number of disabled is more in rural than urban areas, such proportions of
the disabled males and females are 57-58% and 42-43% respectively. The disability rate
(number of disabled per 100,000 populations) for the country as whole works out to
2130. This is 2,369 in the case of males and 1,874 in the case of females.
1
 Fig. 1.1 Wheelchair with crank and lever mechanism

The current configuration utilizes a crank and lever mechanism and the steering
being attached to the lever. It brakes by means of a cantilever brake.

1.1 The benefits of crank and lever system

increased mobility.

increased efficiency and steering - an unmodified wheelchair steers by braking on

wheel, which continually causes the user increased energy expenditure.
exercise for the upper body.
versatility - by being able to detach the steering column from the wheelchair, as
opposed to a fixed tricycle for exercise.

The initial list of customer requirements was fairly brief- in addition to

maintaining the above advantages, the device had to drive the rear wheels of the
wheelchair, it had to be lightweight, not too expensive (within the budget of an

2
individual user), detachable, and the modification to the wheelchair had to be
minimized. Through continued conversations and ideation during the design process,
other customer requirements were developed in order to maximize the users experience
with the device.

1.2 Potential Market for this Product

The intent of our project is to produce a high-quality prototype specifically for

use by our sponsor, but if it results in a commercially viable product, we believe that a
global market exists for this type of device. Such a product would appeal to any disabled
persons who maintain the complete use of their arms and upper body, but either
permanently or temporarily lack the use of their legs and lower body. This could be
someone who is a paraplegic, or someone who has been in an accident and is
temporarily without the full use of their legs. Our product is designed for the user who
desires the functionality and increased mobility of a hand-cycle, but also requires the
versatility and accessibility available in a standard wheelchair configuration.

An estimated 1.6 million Indian residing outside of institutions use wheelchairs,

most (1.5 million) use manual devices, with only 155,000 people using electric
wheelchairs In March 2003, the German Statistics Office calculated that 1.56 Million
German citizens (1.9% of the population) depended permanently or temporarily on a
wheelchair. For Europe as a whole this translates to 7.1 Million people

Abledata.com, an online resource that provides objective information about

assistive technology, states in the document informed Consumer's Guide to Wheelchair
Selection, that Wheelchair types vary nearly as much as the types of disabilities for
which they are designed. A user who maintains the use of their upper body but has no
use of their legs will obviously require a much different chair compared to an individual
who lacks the use of both their upper and lower body. Similarly, an individual who has
suffered a spinal injury and has lost the use of their legs will require a different
arrangement than an individual whose legs have been amputated

Because there are so many wheelchair designs that are customized for the needs
of specific users, our product will have a larger target market as a removable attachment
that accommodates the users current wheelchair compared to a permanent hand-cycle
wheelchair.
3
1.3 Existing Products
We reviewed several existing wheelchairs that had similar functions we want to
incorporate in our final design. We used the following existing wheelchairs and
wheelchair attachments as benchmarks for defining our specification.

1.3.1 Rio Dragonfly

Fig. 1.2 Rio Dragonfly Hand cycle

The Rio Dragonfly is the same concept idea as the Quickie Cyclone. The
Dragonfly is an attachment with a hand-crank powered front wheel. The Dragonfly
attaches to a multitude of other chairs including the Quickie chair. The speeds are
housed in an internal hub unit. The overall weight and cost of the attachment depends
on the number of speeds in the hub. The weights range from 21 lbs. for the one speed
and 25 lbs. for the seven speed. The cranks are 140mm in length and attached to a top
40 tooth sprocket. A 190 link KMC Z-chain connects the top sprocket to an 18 tooth
bottom sprocket. The Dragonfly has a coaster brake and a 16 inch front wheel. This
product cannot climb hills well either, due to the aft center of gravity of the wheelchair
and user.

1.3.2 Rio Pivot

Rio also makes a product called the Pivot. The Pivot is a dual-lever propelled rear
wheel drive wheelchair attachment. The Pivot uses two independent levers to drive each

4
of the rear wheels independently. The Pivot replaces the quick release rear wheels of
the current chair. The system consists of a 5-speed dual direction Rio Mobility hub.
Shifting is manual and the user must be stopped to change gears. The user has the option
of forward or reverse motion. Braking is independent for each wheel creating tight
turning and good control. Pivot attachment weighs 22 lbs. and the levers are adjustable
form 24 to 27 inches in length. The Pivot works on almost any chair without camber.
On chairs with camber, the levers are angled inward depending on the current camber
amount. The Pivot attachment proves to be a good solution for climbing hills.

Fig. 1.3 Rio Pivot Attachment with Rio Wheelchair

1.3.3 Quantum Runner

The Quantum Runner wheelchair is a rear wheel drive, lever-propelled

wheelchair. The Quantum Runner is a stand-alone wheelchair design, not an attachment
to an existing wheelchair, and has currently been developed only as a prototype The
levers provide forward propulsion on the push and pull strokes to their corresponding
wheel and are placed forward of the rear wheels. Power from the levers is transmitted
through a 4-speed automatic shifting mechanism which shifts gears depending on the
users power requirements. Because the gears shift automatically, the user is not forced
to lose momentum to change gears for ascending a hill or obtaining higher cruising
speeds. The Quantum Runner uses disk brakes on the rear wheels for stopping turning
assistance where braking power is applied by hand-levers on the propulsion lever.
5
 Fig. 1.4 Quantum Runner Wheelchair

1.4 Concept Generation and Evaluation

Initially in the design phase, we paired up into teams and we were assigned one
or two subsystems to brainstorm and create sketches for. Ultimately, four or five
sketches for each subsystem were developed and selected for analysis in the overall
system configuration

1.5 Steering/ Power Transfer

The subsystem for steering and power transfer includes the method of steering to
be used and most importantly was the method by which the rotation of the cranks is
transferred to our attachment interface. This is a difficult mechanism to design because
we need to transfer power input to the cranks down the head tube and into the
attachment, so the rotational motion changes direction two times.

1.6 Crank mechanism

A crank is an arm attached at a right angle to a rotating shaft by which
reciprocating motion is imparted to or received from the shaft. It is used to convert
circular motion into reciprocating motion, or vice vers

6
 CHAPTER 2
LITERATURE SURVEY

The existing manual wheelchairs have hand rim propulsion system, which
requires more effort. In order to come up with a better manual propulsion system to
effectively minimize the physical strain on the wheelchair users, we referred the
following journals and carefully analyzed the advantages and disadvantages of each of
them. Given below are the referred journals.

1. Arpit Mehra, Arindam Ghosal,Wheels Electric Car for Physically Disabled

People. Electric cycles and scooter users have been identified as vulnerable road
users by most of state road transport authorities. Motorized cycles and electric wheel
chairs are increasingly used as an alternate form of transport for older people and
for people with disabilities. Older peoples are using motorized cycle as an
alternative form of transport no longer feels safe to drive a motor vehicle. In this
paper, an attractive modern electric car also called Electro Handy has been designed
for handicapped people. Electro Handy is a powerful car for disabled people
powered by rechargeable battery. Index TermsElectro handy, Handicapped,
motorized car, Prototype.

2. Abdullah SJ, Shaikh Mohammed J,Modeling and Simulation of

Two Wheelchair Accessories for Pushing Doors. Independent mobility is vital to
individuals of all ages, and wheelchairs have proven to be great personal mobility
devices. The tasks of opening and navigating through a door are trivial for healthy
people, while the same tasks could be difficult for some wheelchair users. A wide
range of intelligent wheelchair controllers and systems, robotic arms, or
manipulator attachments integrated with wheelchairs have been developed for
various applications, including manipulating door knobs. Unfortunately, the
intelligent wheelchairs and robotic attachments are not widely available as
commercial products. Therefore, the current manuscript presents the modeling and
simulation of a novel but simple technology in the form of a
passive wheelchair accessory (straight, arm-like with a single wheel, and arc-shaped
with multiple wheels) for pushing doors open from a wheelchair. From the
simulations using different wheel shapes and sizes, it was found that the arc-shaped
accessory could push open the doors faster and with almost half the required force

7
 as compared to the arm-like accessory. Also, smaller spherical wheels were found
to be best in terms of reaction forces on the wheels. Prototypes based on the arc-
shaped accessory design will be manufactured and evaluated for pushing doors open
and dodging or gliding other obstacles.

3. Sasaki K, Eguchi Y, Suzuki K,A wheelchair with lever propulsion control for
climbing up and down stairs. This study proposes a novel stair-
climbing wheelchair based on lever propulsion control using the human upper
body. Wheelchairs are widely used as supporting locomotion devices for people
with acquired lower limb disabilities. However, steps and stairs are critical obstacles
to locomotion, which restrict their activities when using wheelchairs. Previous
research focused on power-assisted, stair-climbing wheelchairs, which were large
and heavy due to its large actuators and mechanisms. In the previous research, we
proposed a wheelchair with lever propulsion mechanism and presented its
feasibility of climbing up the stairs. The developed stair-
climbing wheelchair consists of manual wheels with casters for planar locomotion
and a rotary-leg mechanism based on lever propulsion that is capable of climbing
up stairs. The wheelchair also has a passive mechanism powered by gas springs for
posture transition to shift the user's center of gravity between the desired positions
for planar locomotion and stair-climbing. In this paper, we present an advanced
study on both climbing up and going down using lever propulsion control by the
user's upper body motion. For climbing down the stairs, we reassembled one-way
clutches used for the rotary-leg mechanism to help a user climb down the stairs
through lever operation. We also equipped the wheelchair with sufficient torque
dampers. The frontal wheels were fixed while climbing down the stairs to ensure
safety. Relevant experiments were then performed to investigate its performance
and verify that the wheelchair users can operate the proposed
lever propulsion mechanism.

4. Van Der Woude LH, Van Kranen E, Arins G, Rozendal RH, HE. Physical
strain and mechanical efficiency in hub crank and hand rim wheelchair propulsion.
The physical strain and mechanical efficiency of manual wheelchair propulsion
using hand rim and hub crank propelled racing wheelchairs were studied during a
submaximal wheelchair exercise test on a stationary roller ergometer. Ten healthy

8
 male able-bodied subjects conducted two exercise tests in a random order and
measurements of physical strain (oxygen uptake, minute ventilation, respiratory
exchange ratio, heart rate) and gross mechanical efficiency were obtained. During
the experiment torque data, speed and power output were determined at a sample
frequency of 0.1 Hz. Analysis of variance for repeated measures (p < 0.05) was used
to establish differences. The hub crank propulsion mechanism showed a
significantly lower physical strain and higher gross mechanical efficiency in
comparison with the hand rim propulsion mechanism. The lower strain and higher
efficiency in propelling the hub crank partly seems to be due to the continuous
biphasic cyclic propulsion movement, which allows both push and pull forces to be
exerted. This involves flexor and extensor muscles around elbow and shoulder,
leading to a reduced tendency to fatigue in individual muscles in the upper
extremity. The more natural and neutral wrist-hand orientation also seems to
diminish finger flexor activity and wrist-stabilizing muscle activity, and will thus
reduce physical strain both with respect to the cardiorespiratory and musculoskeletal
systems. The latter may influence the tendency to develop carpal tunnel problems
positively. The reduced strain of the hub crank propulsion mechanism clearly has a
number of advantages over hand rims for the human engine in the short and long
run. However, technical innovation should address current practical problems
of steering and braking. Clearly, hub cranks can be used in low-
seated wheelchairs (i.e. racing wheelchairs) only, and in subjects with a sufficiently
large range of motion in the upper extremity. Moreover, the increased width is a
drawback of hub cranks. Care should be taken while negotiating door posts.

5. Munakata Y, Tanaka A, Wada M.A five-wheel wheelchair with an active-caster

drive system. A novel wheelchair system with an active-caster drive mechanism is
presented in this paper. A manual (hand propelled) wheelchair with an external
single-wheel drive system forms a five-wheel configuration. The active-
caster mechanism is applied to a drive system to motorize a manual wheelchair.
Two electric motors which drive a wheel axis and a steering axis of a drive wheel
independently are equipped on the active-caster. A coordinated control of the two
motors enables the velocity vector on the steering shaft to direct in an arbitrary
direction with an arbitrary magnitude. The generated velocity vector allows
a wheelchair to go straight and/or rotate completely in a same way as a standard

9
 electric wheelchair. Namely 2DOF of the wheelchair can be controlled
independently by a single drive wheel without any constraint, such as the orientation
of the drive wheel which is well known as a non-holozoic constraint. In addition to
the 2DOF mobility, the proposed system enables wheelchair users to change drive
modes, a rear drive and a front drive. The drive wheel on the back side of
the wheelchair is vertically actuated by a linear motor to change the height of the
drive wheel that can vary load distribution and the number of wheels contacting to
the ground. The five-wheel-contact makes the wheelchair to move as the normal
mode in which the center of rotation is located at the midpoint of the main wheels.
Depressing the drive wheel results in lost contacts of the main wheels from the
ground in which the center of rotation is jumped at the midpoint of the front wheels,
namely it performs as a front drive wheelchair. In this paper, kinematic models of
the wheelchair and that with an active-caster drive system are analyzed and a control
method by using a 2DOF joystick is derived. Based on the kinematic model, a
prototype mechanism of the active-caster is designed and mounted on a
manual wheelchair to realize the five-wheel wheelchair. In the experiments, the
independent 2DOF motion can be achieved by the control of the active-caster in
which the wheelchair shows successful translation, rotation and compound motions
which include flip motions of the active-caster mechanism. Additionally, the two
drive modes (front and rear) are tested by the prototype with a linear actuator.

6. Altalmas T, Aula A, Ahmad S, Tokhi MO, Akmeliawati R,Integrated

modeling and design for realizing a two-wheeled wheelchair for disabled. Two-
wheeled wheelchairs are considered highly nonlinear and complex systems. The
systems mimic a double-inverted pendulum scenario and will provide better
maneuverability in confined spaces and also to reach higher level of height for pick
and place tasks. The challenge resides in modeling and control of the two-
wheeled wheelchair to perform comparably to a normal four-wheeled wheelchair.
Most common modeling techniques have been accomplished by researchers
utilizing the basic Newton's Laws of motion and some have used 3D tools to model
the system where the models are much more theoretical and quite far from the
practical implementation. This article is aimed at closing the gap between the
conventional mathematical modeling approaches where the integrated 3D modeling
approach with validation on the actual hardware implementation was conducted. To

10
achieve this, both nonlinear and a linearized model in terms of state space model
were obtained from the mathematical model of the system for analysis and,
thereafter, a 3D virtual prototype of the wheelchair was developed, simulated, and
analyzed. This has increased the confidence level for the proposed platform and
facilitated the actual hardware implementation of the two-wheeled wheelchair.
Results show that the prototype developed and tested has successfully worked
within the specific requirements established

11
 CHAPTER 3
PROBLEM DEFINITION
3.1 Description of the Problem
There are more than 1.4 million wheelchair users, and about 75% of them (about
1.05 million) use manual wheelchairs. The population of individuals using wheelchairs
is estimated to be growing at a rate of 10% per year into the year 2002. Manual
wheelchair users generally have lower-extremity weakness, paralysis, or amputation,
making walking unsafe or difficult at best. They may include individuals with spinal
cord injuries, hemiplegia and other types of paralysis, multiple sclerosis, cerebral palsy,
spina bifida, arthritis, and lower-limb amputations.

A user's independence, access to environments, health, and safety are all affected
by their ability to propel the wheelchair. There has been little change in the basic design
of manual wheelchairs over the past decade. The user typically propels, steers, and
brakes the motion of the wheelchair by pushing against or grasping the pushrim. The
user must apply large forces to accomplish these actions. The force directed inward
toward the wheel hub does not contribute to propulsion or braking but is necessary in
order to generate friction between the user's hands and wheelchair pushrims.

Injury is common among manual wheelchair users. Shoulder-related injuries have

been shown to be present in up to 51% of manual wheelchair users. In addition, the
prevalence of elbow, wrist, and hand pain has been reported to be 16%, 13%, and 11%,
respectively. The incidence of carpal tunnel syndrome and rotator cuff tendonitis, for
example, is greater than 50% for people who regularly use manual wheelchairs as
compared to 3% for the general population.

Manual wheelchair users generally brake or slow their wheelchairs by producing

a frictional force, opposing wheel motion between their hands and the pushrims. Both
propelling and braking the wheelchair can produce blisters and calluses on the user's
hands.

Environmental factors can increase the force required to propel a manual

wheelchair. These factors include soft rolling surfaces (e.g., sand, gravel, dirt, mud,
thick carpeting); rough, broken, or uneven surfaces (e.g., potholes, sidewalk cracks);

12
inclined surfaces (e.g., hillsides, curbs, ramps), and weather-affected surfaces such as
snow and ice. Environmental and human factors can reduce a user's ability to produce
and apply the forces necessary to propel and brake a manual wheelchair. Rain, sleet,
snow, and perspiration can reduce the friction between the user's hand and the pushrim.
Cold can reduce the user's ability to grasp the pushrim. Fatigue reduces the user's ability
to generate the force for propulsion or braking. Heat can accelerate the onset of
perspiration and fatigue.

Propulsion of manual wheelchairs improves a user's cardiovascular fitness and

upper body strength. As one would expect, a user's strength and stamina typically
diminish over time. Of necessity, these users must transition to a power wheelchair or
be pushed about in a manual wheelchair by a caregiver. Frail elderly and persons in the
later stages of progressive disabilities typify such users. Extending the period during
which these user's can self-propel would provide important health and independence
benefits.

3.2 Technology Needs and Barriers

Information gathered from users, manufacturers, clinicians, and other

stakeholders has identified characteristics of an ideal geared hub system. Minimum
requirements are identified as items that "must" be addressed to make a design
acceptable; other attributes that will benefit the design are identified as items that
"should" be addressed. Specifically, a geared hub system...

1. Must be part of a drive wheel that replaces a standard drive wheel rather than
being a retrofit or add-on to a standard drive wheel.
2. Must retain a single, "standard" pushrim as part of its design. This pushrim
should resemble a standard pushrim in both its form and function.
3. Must provide "reverse gearing" for propelling backward. Note: Group
participants suggested that a single reverse gear ratio equal to the lowest forward
gear ratio would be optimal. Consumer or clinical trials could better define the
optimal reverse gear ratio.
4. Should "feel about the same" as a standard manual wheelchair from the
perspective of a person pushing either wheelchair... must have the following
physical characteristics:

13
 weigh 7 pounds or less.
not increase the width of the manual wheelchair.
not change the look of the wheelchair - i.e., unobtrusive appearance.
not change any other wheelchair functions - e.g., portability,
disassembly, folding.
Must have a safety mechanism that allows the user to independently
control speed variation.
Must not add significantly to the rotational inertia of the drive wheel -
i.e., flywheel effect.

14
 CHAPTER 4
METHODOLOGY

In this model we synthesis principle of crank lever mechanism and ackerman

steering geometry. The Crank lever mechanism is used for the propulsion of wheel
chair. The steering system were incorporated with ackermans principle. Below are the
detailed description of both crank lever and ackermans principle.

4.1 Crank and Lever Mechanism

Fig. 4.1 Crank And Lever Mechanism

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

which reciprocating motion is imparted to or received from the shaft. It is used to
convert circular motion into reciprocating motion, or vice versa. The arm may be a bent
portion of the shaft, or a separate arm or disk attached to it. Attached to the end of the
crank by a pivot is a rod, usually called a connecting rod (conrod). The end of the rod
attached to the crank moves in a circular motion, while the other end is usually
constrained to move in a linear sliding motion.

The term often refers to a human-powered crank which is used to manually turn
an axle, as in a bicycle crankset or a brace and bit drill. In this case a person's arm or
leg serves as the connecting rod, applying reciprocating force to the crank. There is

15
usually a bar perpendicular to the other end of the arm, often with a freely rotatable
handle or pedal attached.

Fig. 4.2 Compound Crank

4.2 Mechanics

Fig. 4.3 Piston And Crankshaft

The displacement of the end of the connecting rod is approximately proportional

to the cosine of the angle of rotation of the crank, when it is measured from top dead
center (TDC). So the reciprocating motion created by a steadily rotating crank and
connecting rod is approximately simple harmonic motion

where x is the distance of the end of the connecting rod from the crank axle, l is the
length of the connecting rod, r is the length of the crank, and is the angle of the crank
measured from top dead center (TDC). Technically, the reciprocating motion of the
connecting rod departs from sinusoidal motion due to the changing angle of the
connecting rod during the cycle, and is expressed (see Piston motion equations) as

This difference becomes significant in high-speed engines, which may

need balance shafts to reduce the vibration due to this "secondary imbalance".

16
 The mechanical advantage of a crank, the ratio between the force on the
connecting rod and the torque on the shaft, varies throughout the crank's cycle. The
relationship between the two is approximately

where is the torque and F is the force on the connecting rod. But in reality, the torque
is maximum at crank angle of less than = 90 from TDC for a given force on the
piston. One way to calculate this angle is to find out when the Connecting rod small end
(piston) speed becomes the fastest in downward direction given a steady crank
rotational velocity. Piston speed x' is expressed as

For example, for rod length 6" and crank radius 2", numerically solving the above
equation finds the velocity minima (maximum downward speed) to be at crank angle of
73.17615 after TDC. Then, using the triangle sine law, it is found that the crank to
connecting rod angle is 88.21738 and the connecting rod angle is 18.60647 from
vertical.

When the crank is driven by the connecting rod, a problem arises when the crank
is at top dead centre (0) or bottom dead centre (180). At these points in the crank's
cycle, a force on the connecting rod causes no torque on the crank. Therefore, if the
crank is stationary and happens to be at one of these two points, it cannot be started
moving by the connecting rod. For this reason, in steam locomotives, whose wheels are
driven by cranks, the connecting rods are attached to the wheels at points separated by
some angle, so that regardless of the position of the wheels when the engine starts, at
least one connecting rod will be able to exert torque to start the train.

4.3 Ackerman Steering Geometry

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 radii.

It was invented by the German carriage builder Georg Lankensperger in Munich in

1817, then patented by his agent in England, Rudolph Ackermann (17641834) in 1818

17
for horse-drawn carriages. Erasmus Darwin may have a prior claim as the inventor
dating from 1758.

Fig. 4.4 Centre of Turning Circle

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.[2] The steering pivot points
are joined by a rigid bar called the tie rod which 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 analyse 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 racing 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 manoeuvres.

18
 Fig. 4.5 Ackerman steering concept

As the steering arms are levers, their length is more or less a free area, but is
restricted by the clearance and available space on the model car. The amount of
movement that can be generated by the servo/steering linkage arrangement is also a
primary consideration as you must think about the torque requirements of levers with
different lengths.

19
 CHAPTER 5
EXPERIMENTAL WORK

5.1 Plans for Construction and Testing

Naturally, in the months ahead, we will have to build this device and test it for
failure modes. We plan on using as many off the shelf components as possible in order
to minimize manufacturing time as well as standardizing the device for ease of
maintenance and replacement of parts. We are all competent fabricators to some degree,
having taken welding, casting and machining classes at the university.

5.2 Detailed Working and Design Description

This is a single seater three wheeled vehicle with front wheel being steered by
the steering column. The steering column has an outer tube which is hinged at the base
and the other extension of the steering column is pulling and pushing the cranking
mechanism of the rear wheel. The internal rod of the steering column is hinged to the
link mechanism to the front wheel to steer it as the steering handle is being rotated which
is held at the top of the steering column. The steering column is holding the steering rod
within the bearings. The cranking mechanism is on one of the rear wheel of the axle.
The rear wheels are held on two different axles. The bearing housing of the rear axles
are welded to the frame. The entire frame is made up of mild steel square tube of 20mm
x 20mm.

The steering column is pivoted at the base from a distance. This is termed as a
lever that pivots on a fulcrum attached to a fixed frame. The lever operates by applying
force at the steering handle, at a distance from the fulcrum or pivot. As the lever pivots
on the fulcrum, points further from this pivot move faster than points closer to the pivot.
The power in and out of the lever must be the same, so forces applied to points farther
from the pivot would be less than when applied to points closer to it.

Fig. 5.1 Balancing Beam Analysis

20
 Let a and b be the distances from the fulcrum to points A and B and let the force
Fa applied to A be the input and the force Fb applied at B be the output. The ratio of
velocities of points A and B is given by a/b. Hence, the ratio of the output force to the
input force, or mechanical advantage given by

MA= Fb/Fa +a/b

This is the law of lever proven by Archimedes using geometric reasoning. It

shows that if the distance a from the fulcrum to the point where the input force is applied
(point A) is greater than the distance b from fulcrum to the point where the output force
is applied (point B), the lever amplifies the input force. Using the above principle, we
use the steering column as lever to get the mechanical advantage by using the pivot and
smaller distance from the fulcrum to connect the crank link of the wheel to propel the
wheel to affect the drive.

Fig. 5.2 Left View Design Drafting

Using Catia V5 designing software the left view of the designed crank lever
mechanism wheel chair has been generated. The line diagram and the dimensions were
mentioned in the above figure.

These line diagrams were employed in the manufacturing process of the wheel
chair. And these were helpful in determining the exact dimensions of the product to
be manufactured.

21
 Fig. 5.3 Top View

The different views of the product are very much important in understanding the
overall idea and shape of the wheel chair for the manufacturing engineer. And each
mechanism was shown in detail with different orientation of views.

Fig. 5.4 Back View

22
 Fig 5.5.Frame Design
The initial frame design were made to analyze the strength and durability of the
wheel chair to be manufactured. With the help of the semi frame the failure cost of the
project is minimized.

Fig. 5.6 Final Display

The complete design has been developed in the Catia V5 designing software and
displayed. The accessories to be included were detected with the help of this final
display
Different parts of the wheel chair has been made as a part file and then assembled as a
product in the assembly design in Catia V5..

23
5.3 Material, Geometry and Component Selection

The primary consideration for materials in this project is the strength to weight
ratio. The device is an attachment, and as such, must be easily removed, stowed,
recovered and reattached. We plan on using hollow tubing rather than solid stock for
the axles and main tubes of the devices frame. Fortunately, the trend in bicycle
component manufacture is also towards lightweight components which maintain their
strength, so it will be possible to shave ounces off the front wheel, fork, brake and
cranks through careful component selection.

As for the geometry of the device, the greatest limiting factor is the flexible
shaft. Due to the torque requirements, the minimum radius for the shaft is 12 inches.
This takes up a considerable amount of space, since the entire wheelbase of the
wheelchair and current device is less than 39 inches. The only other major
consideration is the angle of the head tube, because this radically affects the handling
characteristics.

Component selection is based on availability and ease of maintenance. Where

possible, standard bicycle components are being used so that replacements are easily
found, and any bicycle mechanic can perform the required maintenance. Again, for
parts that we will be manufacturing, strength and weight have driven the material
selection and design.

The components we are planning on using and their related costs are listed
below:

part Price Total

Part Descriptio Diam Len Quant Mater
num per unit
name n eter gth ity ial
ber unit/Rs cost/Rs

Wheel of Alloy
Front diameter 42 steel
01 42 Nil 1 200 200
wheel and normal and
cycle wheel tyre

Wheel of Alloy
Rear diameter 60 steel
02 60 Nil 2 250 500
wheel and normal and
cycle wheel tyre

24
 Rectangula
r hollow
03 Frame rod of Nil 500 3 MS 100 300
1.5mmx1.5
mm

Foot
rest Sheet metal
04 and of 0.5mm Nil 100 1 MS 75 75
platfor thickness
m

A pulley
Steeri used for
05 ng power 28 Nil 1 MS 125 125
wheel transmissio
n

Steeri
A hollow
ng
06 cylindrical 3.5 150 1 MS 100 100
suppor
rod
t rod

A solid
Steeri
07 cylindrical 2.5 100 1 MS 100 100
ng rod
rod

Ball A plumber Alloy

08 bearin block 1.5 Nil 4 and 125 500
gs bearing brass

A crank
Crank rod with
09 1.5 72 1 MS 110 110
rod one end
welded

Mini
cranks with 3.5
Mini
10 major and and Nil 2 MS 50 100
crank
minor 1.5
diameters

Solid
Wheel
11 cylindrical 3.5 20 2 MS 35 70
shafts
rod

Solid
Crank
12 cylindrical 1.5 20 1 MS 30 30
shafts
rod

25
 Rectangula
r plates for
Metal the
13 Nil 100 1 MS 120 120
plates connection
s of 0.5mm
thickness

Cushi
Cushion
on
and leather 60x4
14 Seats Nil 2 and 150 300
covered 0
leathe
seats
r

Bolt As per
Set of bolts Varia 100.appr
15 and Nil requir MS 100
and nuts ble ox
nut set ed

Total 2710

Miscellaneous 3700

Welding Charges 2000

Failure cost 3000

Overall cost consumption 11410

Table 5.1. Project Components and Cost Analysis

5.4 Safety Considerations

There are several primary safety considerations for this project. The first of
these is rollover. Our system is providing the power to move forward through traction
at the rear wheels. In a wheelchair, since the center of gravity is so far aft, driving the
rear wheels increases the likelihood of the user tipping over backwards onto their back.
The current wheelchair has an extra set of casters mounted on arms in the rear to
provide support when one wheel is off. We will most likely modify these to provide a
reaction against tipping over backwards. Testing will be necessary to insure that it is
not at all possible for the user to tip over backwards.

The second safety consideration is keeping the user safe from the moving
machinery. The latch mechanism provides a potential pinch point, and the users hands
and clothing could be caught in the gears and chain. Wherever possible, the machinery

26
will be enclosed in housing, and the latch will have to be designed to avoid any harm
to the user. Careful design and testing should prevent any potential for injury from these
components.

A third safety consideration is insuring that the crank mechanism does not come
into contact with the users legs. If the user is cranking while turning, there is the
potential for the crank to get stuck in the users lap, and they may not be able to turn
back out of the steering angle. Since we want the cranks raised higher than they are on
his current setup, it should not be a problem for him, but if we make the crank height
adjustable for a range of users, this will have to be taken into account.

Finally, handling and braking characteristics will have to be rigorously tested

to ensure that the user can turn under high speeds to avoid obstacles (while going
downhill, for example) and go from a high speed to a stop in a safe distance.

5.5 Manufacturing

The final design incorporated many parts that were available off the self, but it
also included a lot of custom machined and fabricated parts. Manufacturing was split
up between the front hand cycle attachment and the rear wheelchair section.

Manufacturing began on January 19th and was completed on March 23rd. To complete
the manufacturing process students had to utilize machine shops available to them on
their respected campuses. All of the students came into this project with limited
machining, welding and fabrication skills, so the entire process would be an experiment
in learn by doing.

5.6 An Equipment Used in Fabrication

We used a variety of machines and tools to manufacture and assemble the final
design. To complete all the manufacturing required for the final design, we used the
following machines:

Lathe

Drill press

Vertical and horizontal band saw

Chop saw
27
 TIG and MIG welders

Pneumatic tools

Tube bender and notches

Hydraulic press

Variety of hand tools

5.7 Rear Wheelchair Section Fabrication

The manufacturing of the Rear Wheelchair Section and most of its components
were fabricated in workshop. It was essential that these parts be completed in a timely
matter in order to allow for testing of the parts. The first parts to be fabricated was the
axle mounts with quick release mechanism and the frame clamps. We received the plans
for the sub-frame and ordered the necessary aluminum tube stock.

To make sure that all of the parts of the sub frame were assembled so that it fit
on the wheelchair frame and the drivetrain components fit properly, we dry-fit all of
the tubes in the wheelchair frame and tack welded everything. Once we decided that
all of the parts fit correctly, we removed the sub frame from the wheelchair frame and
finished welding all of the tubes.

Fig 5.7. Final welding of sub frame.

28
5.8 Attachment Fabrication
The learn by doing environment allowed the students to make manufacturing
errors while using unfamiliar machines. Extra raw material was ordered for this very
reason. Almost every component presented challenges that we could not have
anticipated from the drawings

5.9 Types Of Bearings

Fig 5.8 Types Of Bearings

The figure above shows a radial and an angular contact bearing. Notice how the
races of each bearing are different. The angular contact bearing has angled races so it
can support both radial and axial forces. The radial bearing is not good for axial forces.
There is not much area of the race to support the marbles when they are loaded in the
axial direction.

29
 CHAPTER 6

RESULT AND DISCUSSION

6.1 Von Mises Stress Analysis
Von mises stress is widely used by designer to check whether their design will
withstand a given load condition. von mises stress is considered to be a safe haven for
design engineers. Using this information an engineer can say his design will fail, if the
maximum value of von mises stress included in the material is more than the strength
of the material. It works well for most cases, especially when the material is ductile in
nature
On considering an average human weight, 500N force were applied over the top
surface of the wheel chair along the seat plane. And the design could with stand with
slight deformation. Thus, the design with less weight was found to safe with the Von-
mises Stress analysis Test.

Fig 6.1 Von Misses Stress Analysis

30
6.2 Estimated Local Error Analysis

Estimated local error analysis is most helpful for the design engineers in dealing
with finding the default positions and the more stress acting positions in the design.
Here are the illustrated model on estimated local error analysis is shown below with co
ordinates

Fig 6.2 Estimated Local Error Analysis

6.3 Translational Displacement Analysis

Fig 6.3 Translational Displacement Analysi

31
6.4Analysis Results

To analyze our design, we have used several of the engineering tools that we
have learned. Once 3-D models were made in a CAD program, the weight was analyzed
to ensure that the product would not be too heavy.

The components that are permanently fixed to the wheelchair weigh just over
20lbs, and the attachment weighs just over 16lbs. This is a little on the heavy side, but
fortunately, the majority of the weight will be carried on the wheelchair, and the lighter
of the two halves is the part the user actually has to lift. Furthermore, the rear portion
of the wheelchair has some components which may be machined to reduce the weight
from the original castings.

Fig 6.4 Crank Rod Positioning Locator Analysis

32
 The steering rod was analyzed with the Estimated local analysis method to find
the exact position of the crank lever to be placed.by this analysis the crank lever
mechanism is achieved with the maximum efficiency.

The largest modification was made to the 7-speed hub mounts. These mounts
needed to be relocated to correct chain tension and chain alignment. The whole parts
were integrated together to make as a assembled final product. The design of the
complete assembly was made and analyzed.

Fig. 6.5 Design Of Assembled Wheelchair

The virtual design and the real time whell chair has been compared as per the
dimensions mentioned in the designing of the crank lever mechanism wheel chair.

Fig 6.6 Real Time Assembled Wheelchair

33
6.5 Calculations
The calculations were assumed based on the average man weighing 51kg. And
various characteristics analysis including free body diagram, applied force, acting
momentum, tipping angle, internal momentum, stiffness, stress on cantilever axle.

6.5.1 Calculation of Head Angle, for Desired Trail

Data for Similar Products:

Touring Bicycles: Head angles: 72-73 Trail: 43-60mm

Racing Bicycles: Head angles: 73-74 Trail: 28-45mm

Assumed Dimensions of Attachment:

Front Wheel: 16in = 406.4mm, diameter = 203.3mm, radius

Head angle: 65-73

Fork Offset = 38mm, standard

Goal: 45mm trail

Head Angle=67, Trail =35.2 mm

Head Angle=69, Trail = 37.3mm

Note: Head angle, , measured from horizon.

Fig 6.7Diagram of attachment dimensions used for determining head angle, , for
desired trail.
34
6.5.2 Estimation of Power Needed to Propel Wheelchair Uphill
for a Given Velocity

Weight: 300lbV

Slope = 20%, =11.3degrees

90% Efficiency
Velocity=2mph=2.93ft/s
P=Fv

P=300sin(11.3)*2.933ft/s P=174.2ft-lb/s

746Watt=550ft-lb/s (Shigley) P=233.5Watt

0.90Pno efficiency = Pactual

mgsin() = 56N

Pactual = 260Watts

6.6 Efficiency
As we talked about the efficiency of model, I looked up in the internet and found
the following words:
The overall efficiency is about 70% to 90% due to the maintenance condition
of the model. The efficiency of the human body is about 25%.So the high 90s you
found, are only for the drivetrain.

6.7 FEA Analysis on Gusset Estimate Deflection due to

Steering to Pull
To simulate the effects of steering torque or pull applied when the user pulls to
the side on the cranks, 2-200lb point loads normal to the plane of the guset have been
applied to the right edge of the gusset plate as shown in fig 6.8

35
Fig. 6.8Results of FEA analysis on 1/4" steel gusset plate with 2-200lb loads applied
at right edge normal to the plane of the gusset. (Units of deflection contour plot in
inches)
. The left edge of the gusset has been constrained from translating and rotating
in all directions (all degrees of freedom constrained). The results show that the
maximum deflection of the plate is 0.169in.

These loads and boundary conditions were chosen to approximate the forces due to
moment, and because the capability of the person performing the analysis is currently
too limited to more accurately simulate the actual loading on the gusset. As the user
becomes more familiar with the process of FEA, a more complete analysis would be
performed on the part.

36
6.8 Speed Comparison Of Various Wheelchairs

SPEED COMPARISION OF VARIOUS

WHEELCHAIRS
Speed (mph)

9
8
7
6
5
4
3
2
1
0
RIO DRAGONFLY RIO PIVOT QUANTUM RUNNER CRANK LEVER

As seen in graph 6.8.1, the average speed of wheelchair having crank and lever
mechanism is higher than those of the other three types of wheelchairs. The average
velocity is around 8 mph which is the highest among them.

6.9 Weight Comparison Of Various Wheelchairs

WEIGHT COMPARISION OF VARIOUS

WHEELCHAIRS
Weight (Kg)
11.33

10.39
9.97

8.52

RIO DRAGONFLY RIO PIVOT QUANTUM RUNNER CRANK LEVER

37
 As seen in graph 6.8.2, the weight of wheelchair having crank and lever
mechanism is lower than those of the other three types of wheelchairs. Lower weight
usually results in better control ability, although it depends on other factors as well. This
also helps in improving the average moving speed of the wheelchair and is easier to
carry from one place to another.

6.10 Force Comparison Of Various Wheelchairs

FORCE (N)
180
Force (N)
160
140
120
100
80
60
40
20
0
Rio Dragonfly Rio Pivot Quantum Runner Crank Lever

As seen in graph 6.8.3, the force required for moving the wheelchair having crank
and lever mechanism is the least among the four types of wheelchair. Hence, the usage
of crank and lever mechanism results in less physical strain for the wheelchair users
and improves mechanical efficiency.

38
 CHAPTER 7
MERITS AND DEMERITS
7.1 Merits
1. Mechanics used in the wheelchair decrease the stress on shoulder joints and
diminishes the degenerative joint disease after prolonged use of wheelchair.

2. The average maximum torque from the test subjects was found to be slightly higher
for the crank and lever-driven WC than the hand-rim WC.

3. Mean maximum velocity was found to be around 23 percent greater using the crank
and lever-driven WC when compared to the hand rim propelled wheelchairs.

4. It can be easily used on outdoor paths (grass and gravel/sand surfaces) and ramps.

5. Clean hands, as there is no direct contact between hands and wheels and also, it
makes the physically challenged people more independent.

6. Higher mechanical efficiency (around 12%) compared to conventional hand rim

wheelchairs (below 9%).

7. It's a simple mechanical system fixed to the rear wheels to convey the forces applied
by users on a couple of handgrips to move the wheelchair forward or backward.

7.2 Demerits
1. It can be used only by people having disability related to legs such as polio, fractured
legs, etc.

2. Limited top speed of the propulsion related to the frequency of the push and recovery
phases.

3. Absence of pausing between the pushing and the pulling phases is also one of the
disadvantages especially because the dissociation between the movement of the wheels
and the levers is also difficult.

39
 CHAPTER 8
CONCLUSION

The Crank and lever mechanism used wheel chair is thus proved to be one of the
best wheel chairs in terms of cost, characteristics, principle, durability, weight, and
speed.
The average speed of wheelchair having crank and lever mechanism is higher than
those of the other three types of wheelchairs. The average velocity is around 8 mph
which is the highest among them. the weight of wheelchair having crank and lever
mechanism is lower than those of the other three types of wheelchairs. Lower weight
usually results in better control ability, although it depends on other factors as well. This
also helps in improving the average moving speed of the wheelchair and is easier to
carry from one place to another.
the force required for moving the wheelchair having crank and lever mechanism is the
least among the four types of wheelchair. Hence, the usage of crank and lever
mechanism results in less physical strain for the wheelchair users and improves
mechanical efficiency.

Several evaluations aimed to investigate the advantages and the disadvantages

of the new propulsion prototype have been made. Results of evaluations suggest that
such prototype wheelchair should still be improved but yet it shows several clear
advantages compared to the conventional system. Efficiency in the new propulsion
technique can be correlated to the learning strategy and its duration. The prototype is
designed as an attempt not only to facilitate sport activities for disabled athletes but also
for their efficient motion as it shows some advantages of a nonconventional manual
wheelchair propulsion technique, avoiding complications induced by the conventional
one. With some additional improvements such as better material selection and good
manufacturing technique, the concept that has has been explained is a most effective
proposal.

40
 CHAPTER 9
FUTURE SCOPE
9.1 Necessary Revisions & Suggestions for Future Work

As mentioned above, there are several flaws with the design that keep it from
being a completely working design. Paramount among these is the use of the flexible
shaft to transmit the necessary torque. It is possible that a different gear ratio (either 1:1
or 1:2) might be sufficient to reduce the stress on this component, but having two
failures seems to imply that it is being used in application for which it was not designed.
If a flexible shaft were to be used in future iterations, a method of securing it more
rigidly would have to be investigated to minimize lateral deflections. Regardless of the
power transfer mechanism, a different gear ratio for the device is inevitably required.

Second, the length of the tube protruding from under the wheelchair needs to be
shorter. When we saw the final product, he mentioned that the ideal would actually be
to have the end of the coupling flush with the end of the seat of the wheelchair (ours
protruded 3-4 in.). This would also be critical in shortening the overall length of the
device and therefore would bring the maximum reach in to a more reasonable length.

Third, the internally-geared hub was mounted in vertical dropouts. We now

know that systems with chains need a mechanism for adjustment, and since both chains
of this device are dependent on each other, it was somewhat of a nightmare to get just
the right length and tension in both simultaneously.

Lastly, the interface within the coupling that mated the flexible shaft to the rigid
shaft did not work properly. Since the alignment of the sleeve and the shaft has to be so
precise, and because there is a resistance for them to mate, it was difficult to get the
sleeve to engage. We recommend a heavily tapered shaft so that the sleeve slides easily
over the shaft and engages the splines more as the user pushes on the lever.

Physically Disabled People can use it as per their purposes. People who are able
to use their hand can use joystick. People suffering from certain paralysis can use this
wheelchair as per requirement.

41
 REFERENCES

[1] Abdullah SJ, Shaikh Mohammed J,Modeling and Simulation of

Two Wheelchair Accessories for Pushing Doors. Global Journal of researches in
engineering-Mechanical and mechanics engineering, Volume 12 Issue 1 Version
1.0 January

[2] Sasaki K, Eguchi Y, Suzuki K,A wheelchair with lever propulsion control for
climbing up and down stairs. University of Pittsburgh, Swanson School of
Engineering, Twelfth Annual Freshman Conference, April 14, 2012 (assessed
November 2012)

[3] Van Der Woude LH, Van Kranen E, Arins G, Rozendal RH, Veeger
HE.Physical strain and mechanical efficiency in hubcrank and
handrim wheelchair propulsion.https://www.ncbi.nlm.nih.gov/pubmed/2826898

[4] Munakata Y, Tanaka A, Wada M.A five-wheel wheelchair with an active-caster

drive system. https://www.ncbi.nlm.nih.gov/pubmed/24187256

[5] Altalmas T, Aula A, Ahmad S, Tokhi MO, Akmeliawati R,Integrated modeling

and design for realizing a two-wheeled wheelchair for disabled.
https://www.ncbi.nlm.nih.gov/pubmed/27187763

42