CHAPTER I

INTRODUCTION

Here we have fabricated the low cost heavy duty fire rescue equipment
for fire prevention vehicle. The equipment is mainly used to move things
upstairs or down stairs or around house or an office. This equipment is mainly
used to lift heavy loads without more man power.

While there is no single correct definition of "robot" a typical robot will

have several or possibly all of the following properties.

• It is artificially created.
• It can sense its environment, and manipulate or interact with things in it.
• It has some ability to make choices based on the environment
• It moves with one or more axes of rotation or translation.
• It makes dexterous coordinated movements.
• It moves without direct human intervention.
• It appears to have intent or agency.

The last property, the appearance of agency, is important when people are
considering whether to call a machine a robot, or just a machine.

NEED FOR AUTOMATION:

Automation can be achieved through computers, hydraulics, robotics,
etc., The main advantages of all hydraulic systems are economy and simplicity.
Automation plays an important role in mass production.
 Nowadays almost all the manufacturing process is being atomized in
order to deliver the products at a faster rate. The manufacturing operation is
being atomized for the following reasons.
 To achieve mass production
 To reduce man power
 To increase the efficiency of the plant
 To reduce the work load
 To reduce the production cost
 To reduce the production time
 To reduce the material handling
 To reduce the fatigue of workers
 To achieve good product quality
 Less maintenance
 LITERATURE SURVEY

HISTORY OF THE AUTOMOBILE

Although Nicolas-Joseph Cugnot is often credited with building the first

self-propelled mechanical vehicle or automobile in about 1769 by adapting an
existing horse-drawn vehicle, this claim is disputed by somewho doubt Cugnot's
three-wheeler ever ran or was stable. Ferdinand Verbiest, a member of a Jesuit
mission in China, built the first steam-powered vehicle around 1672 which was
of small scale and designed as a toy for the Chinese Emperor that was unable to
carry a driver or a passenger, but quite possibly, was the first working steam-
powered vehicle ('auto-mobile'). What is not in doubt is that Richard Trevithick
built and demonstrated his Puffing Devil road locomotive in 1801, believed by
many to be the first demonstration of a steam-powered road vehicle although it
was unable to maintain sufficient steam pressure for long periods, and would
have been of little practical use.
In Russia, in the 1780s, Ivan Kulibin developed a human-pedalled, three-
wheeled carriage with modern features such as a flywheel, brake, gear box, and
bearings; however, it was not developed further. François Isaac de Rivaz, a
Swiss inventor, designed the first internal combustion engine, in 1806, which
was fueled by a mixture of hydrogen and oxygen and used it to develop the
world's first vehicle, albeit rudimentary, to be powered by such an engine.
The design was not very successful, as was the case with others such as
Samuel Brown, Samuel Morey, and Etienne Lenoir with his hippomobile, who
each produced vehicles (usually adapted carriages or carts) powered by clumsy
internal combustion engines. In November 1881 French inventor Gustave
Trouvé demonstrated a working three-wheeled automobile that was powered by
electricity. This was at the International Exhibition of Electricity in Paris.
Although several other German engineers (including Gottlieb Daimler, Wilhelm
Maybach, and Siegfried Marcus) were working on the problem at about the
same time, Karl Benz generally is acknowledged as the inventor of the modern
automobile.
An automobile powered by his own four-stroke cycle gasoline engine was
built in Mannheim, Germany by Karl Benz in 1885 and granted a patent in
January of the following year under the auspices of his major company, Benz &
Cie., which was founded in 1883. It was an integral design, without the
adaptation of other existing components and including several new
technological elements to create a new concept. This is what made it worthy of
a patent. He began to sell his production vehicles in 1888.
In 1879 Benz was granted a patent for his first engine, which had been
designed in 1878. Many of his other inventions made the use of the internal
combustion engine feasible for powering a vehicle.His first Motorwagen was
built in 1885 and he was awarded the patent for its invention as of his
application on January 29, 1886. Benz began promotion of the vehicle on July
3, 1886 and approximately 25 Benz vehicles were sold between 1888 and 1893,
when his first four-wheeler was introduced along with a model intended for
affordability.
They also were powered with four-stroke engines of his own design.
Emile Roger of France, already producing Benz engines under license, now
added the Benz automobile to his line of products. Because France was more
open to the early automobiles, initially more were built and sold in France
through Roger than Benz sold in Germany.In 1896, Benz designed and patented
the first internal-combustion flat engine, called a boxermotor in German.
During the last years of the nineteenth century, Benz was the largest
automobile company in the world with 572 units produced in 1899 and because
of its size, Benz & Cie., became a joint-stock company.Daimler and Maybach
founded Daimler Motoren Gesellschaft (Daimler Motor Company, DMG) in
Cannstatt in 1890 and under the brand name, Daimler, sold their first
automobile in 1892, which was a horse-drawn stagecoach built by another
manufacturer, that they retrofitted with an engine of their design.
By 1895 about 30 vehicles had been built by Daimler and Maybach,
either at the Daimler works or in the Hotel Hermann, where they set up shop
after falling out with their backers. Benz and the Maybach and Daimler team
seem to have been unaware of each other's early work. They never worked
together because by the time of the merger of the two companies, Daimler and
Maybach were no longer part of DMG.Daimler died in 1900 and later that year,
Maybach designed an engine named Daimler-Mercedes, that was placed in a
specially-ordered model built to specifications set by Emil Jellinek.
This was a production of a small number of vehicles for Jellinek to race
and market in his country. Two years later, in 1902, a new model DMG
automobile was produced and the model was named Mercedes after the
Maybach engine which generated 35 hp. Maybach quit DMG shortly thereafter
and opened a business of his own. Rights to the Daimler brand name were sold
to other manufacturers.
Karl Benz proposed co-operation between DMG and Benz & Cie. when
economic conditions began to deteriorate in Germany following the First World
War, but the directors of DMG refused to consider it initially. Negotiations
between the two companies resumed several years later when these conditions
worsened and, in 1924 they signed an Agreement of Mutual Interest, valid until
the year 2000. Both enterprises standardized design, production, purchasing,
and sales and they advertised or marketed their automobile models jointly—
although keeping their respective brands.
On June 28, 1926, Benz & Cie. and DMG finally merged as the Daimler-
Benz company, baptizing all of its automobiles Mercedes Benz as a brand
honoring the most important model of the DMG automobiles, the Maybach
design later referred to as the 1902 Mercedes-35hp, along with the Benz name.
Karl Benz remained a member of the board of directors of Daimler-Benz until
his death in 1929 and at times, his two sons participated in the management of
the company as well.
In 1890, Emile Levassor and Armand Peugeot of France began producing
vehicles with Daimler engines and so laid the foundation of the automobile
industry in France. The first design for an American automobile with a gasoline
internal combustion engine was drawn in 1877 by George Selden of Rochester,
New York, who applied for a patent for an automobile in 1879, but the patent
application expired because the vehicle was never built.
After a delay of sixteen years and a series of attachments to his
application, on November 5, 1895, Selden was granted a United States patent
(U.S. Patent 549,160 ) for a two-stroke automobile engine, which hindered,
more than encouraged, development of automobiles in the United States.
His patent was challenged by Henry Ford and others, and overturned in
1911. In Britain there had been several attempts to build steam cars with
varying degrees of success with Thomas Rickett even attempting a production
run in 1860. Santler from Malvern is recognized by the Veteran Car Club of
Great Britain as having made the first petrol-powered car in the country in 1894
followed by Frederick William Lanchester in 1895 but these were both one-offs.
The first production vehicles in Great Britain came from the Daimler
Motor Company, a company founded by Harry J. Lawson in 1896 after
purchasing the right to use the name of the engines. Lawson's company made its
first automobiles in 1897 and they bore the name Daimler.

In 1892, German engineer Rudolf Diesel was granted a patent for a "New
Rational Combustion Engine". In 1897 he built the first Diesel Engine. Steam-,
electric-, and gasoline-powered vehicles competed for decades, with gasoline
internal combustion engines achieving dominance in the 1910s.Although
various pistonless rotary engine designs have attempted to compete with the
conventional piston and crankshaft design, only Mazda's version of the Wankel
engine has had more than very limited success.

CHAPTER II
DESCRIPTION OF EQUIPMENTS
2.1. WHEEL
A wheel is a circular device that is capable of rotating on its axis, facilitating
movement or transportation or performing labour in machines. A wheel together
with an axle overcomes friction by facilitating motion by rolling. In order for
wheels to rotate a moment needs to be applied to the wheel about its axis, either
by way of gravity or by application of another external force. Common
examples are found in transport applications. More generally the term is also
used for other circular objects that rotate or turn, such as a Ship's wheel and
flywheel. The wheel most likely originated in ancient
The wheel is a device that enables efficient movement of an object across a
surface where there is a force pressing the object to the surface. Common
examples are a cart drawn by a horse, and the rollers on an aircraft flap
mechanism.
The wheel is not a machine, and should not be confused with the wheel and
axle, one of the simple machines. A driven wheel is a special case, that is a
wheel and axle. Wheels are used in conjunction with axles, either the wheel
turns on the axle or the axle turns in the object body. The mechanics are the
same in either case. The normal force at the sliding interface is the same. The
sliding distance is reduced for a given distance of travel. The coefficient of
friction at the interface is usually lower.
2.2. BEARING
A bearing is a device to permit constrained relative motion between two parts,
typically rotation or linear movement. Bearings may be classified broadly
according to the motions they allow and according to their principle of
operation. Low friction bearings are often important for efficiency, to reduce
wear and to facilitate high speeds. Essentially, a bearing can reduce friction by
virtue of its shape, by its material, or by introducing and containing a fluid
between surfaces. By shape, gains advantage usually by using spheres or rollers.
By material, exploits the nature of the bearing material used. Sliding bearings,
usually called bushes bushings journal bearings sleeve bearings rifle bearings or
plain bearings. Rolling-element bearings such as ball bearings and roller
bearings. Jewel bearings, in which the load is carried by rolling the axle slightly
off-center.
Fluid bearings in which the load is carried by a gas or liquid. Magnetic bearings
in which the load is carried by a magnetic field. Flexure bearings, in which the
motion is supported by a load element which bends. Bearings vary greatly over
the forces and speeds that they can support. Forces can be radial, axial (thrust
bearings) or moments perpendicular to the main axis. Bearings very typically
involve some degree of relative movement between surfaces, and different types
have limits as to the maximum relative surface speeds they can handle, and this
can be specified as a speed in ft/s or m/s. The moving parts there is considerable
overlap between capabilities, but plain bearings can generally handle the lowest
speeds while rolling element bearings are faster, hydrostatic bearings faster still,
followed by gas bearings and finally magnetic bearings which have no known
upper speed limit.
Common
By far, the most common bearing is the plain bearing, a bearing which uses
surfaces in rubbing contact, often with a lubricant such as oil or graphite. A
plain bearing may or may not be a discrete device. It may be nothing more than
the bearing surface of a hole with a shaft passing through it, or of a planar
surface that bears another (in these cases, not a discrete device); or it may be a
layer of bearing metal either fused to the substrate (semi-discrete) or in the form
of a separable sleeve (discrete). With suitable lubrication, plain bearings often
give entirely acceptable accuracy, life, and friction at minimal cost. Therefore,
they are very widely used.
However, there are many applications where a more suitable bearing can
improve efficiency, accuracy, service intervals, reliability, speed of operation,
size, weight, and costs of purchasing and operating machinery.
Thus, there are many types of bearings, with varying shape, material,
lubrication, principle of operation, and so on.
Principles of operation

Animation of ball bearing

Note that the red dots meet every 1.5 revolutions
There are at least six common principles of operation:
• plain bearing, also known by the specific styles: bushings, journal
bearings, sleeve bearings, rifle bearings
• rolling-element bearings such as ball bearings and roller bearings
• jewel bearings, in which the load is carried by rolling the axle slightly
off-center
• fluid bearings, in which the load is carried by a gas or liquid
• magnetic bearings, in which the load is carried by a magnetic field
• flexure bearings, in which the motion is supported by a load element
which bends.
Motions
Common motions permitted by bearings are:
• axial rotation e.g. shaft rotation
• linear motion e.g. drawer
• spherical rotation e.g. ball and socket joint
• hinge motion e.g. door, elbow, knee

2.3 SPROCKET

A sprocket is a profiled wheel with teeth that meshes with a chain, track or other
perforated or indented material. It is distinguished from a gear in that sprockets
are never meshed together directly, and differs from a pulley in that sprockets
have teeth and pulleys are smooth.
Sprockets are used in bicycles, motorcycles, cars, tracked vehicles, and other
machinery either to transmit rotary motion between two shafts where gears are
unsuitable or to impart linear motion to a track, tape etc.
Sprockets typically do not have a flange. Some sprockets used with timing belts
have flanges to keep the timing belt centered.
Sprockets are of various designs, a maximum of efficiency being claimed for
each by its originator. Sprockets typically do not have a flange. Some sprockets
used with timing belts have flanges to keep the timing belt centered. Sprockets
and chains are also used for power transmission from one shaft to another where
slippage is not admissible, sprocket chains being used instead of belts or ropes
and sprocket-wheels instead of pulleys. They can be run at high speed and some
forms of chain are so constructed as to be noiseless even at high speed.
Cycles
In the case of bicycle chains, it is possible to modify the overall gear ratio of the
chain drive by varying the diameter (and therefore, the tooth count) of the
sprockets on each side of the chain. This is the basis of Derailleur gears. A 10-
speed bicycle, by providing two different-sized driving sprockets and five
different-sized driven sprockets, allows up to ten different gear ratios. The
resulting lower gear ratios make the bike easier to pedal up hills while the
higher gear ratios make the bike faster to pedal on flat roads. In a similar way,
manually changing the sprockets on a motorcycle can change the characteristics
of acceleration and top speed by modifying the final drive gear ratio.
Tracked vehicles
In the case of vehicles with caterpillar tracks the engine-driven toothed-wheel
transmitting motion to the tracks is known as the drive sprocket and may be
positioned at the front or back of the vehicle, or in some cases, both. There may
also be a third sprocket, elevated, driving the track.
We offer a perfect range of sprockets that are fabricated using high grade raw
material and give long lasting performance. These automotive sprockets are
technically advanced and used in motorcycles, cars, bicycles, tanks, and other
machinery to transmit rotary motion between two shafts or to impart linear
motion to a track.
Our automotive sprockets are economical, reliable drive system that offers
maximum absorption of shock and minimum torque load. These automotive
sprockets are available in different size & diameter. our automotive sprockets
can be customized and are available at industry leading prices.

2.4. MILD STEEL:

Steel is an alloy of iron, with carbon being the primary alloying element, up to
2.1% by weight. Carbon, other elements, and inclusions within iron act as
hardening agents that prevent the movement of dislocations that naturally exist
in the iron atom crystal lattices. Varying the amount of alloying elements, their
form in the steel either as solute elements, or a precipitated phases, retards the
movement of those dislocations that make iron so ductile and so weak, and so it
controls qualities such as the hardness, ductility, and tensile strength of the
resulting steel. Steel can be made stronger than pure iron, but only by trading
away ductility, of which iron has an excess.
Although steel had been produced in bloomery furnaces for thousands of years,
steel's use expanded extensively after more efficient production methods were
devised in the 17th century for blister steel and then crucible steel. With the
invention of the Bessemer process in the mid-19th century, a new era of mass-
produced steel began. This was followed by Siemens-Martin process and then
Gilchrist-Thomas process that refined the quality of steel. With their
introductions, mild steel replaced wrought iron.
Further refinements in the process, such as basic oxygen steelmaking (BOS),
further lowered the cost of production, while increasing the quality of the metal
and largely replaced earlier methods. Today, steel is one of the most common
materials in the world, with more than 1.3 billion tons produced annually. It is a
major component in buildings, infrastructure, tools, ships, automobiles,
machines, appliances, and weapons. Modern steel is generally identified by
various grades defined by assorted standards organizations.
Definitions and related materials
The carbon content of steel is between 0.002% and 2.1% by weight. Too little
carbon content leaves (pure) iron quite soft, ductile, and weak. Carbon contents
higher than those of steel make an alloy commonly called pig iron that is brittle
and not malleable. Alloy steel is steel to which additional alloying elements
have been intentionally added to modify the characteristics of steel. Common
alloying elements include: manganese, nickel, chromium, molybdenum, boron,
titanium, vanadium, and niobium. Additional elements may be present in steel:
manganese, phosphorus, sulfur, silicon, and traces of oxygen, nitrogen, and
aluminum.
Alloys with a higher than 2.1% carbon content, depending on other element
content and possibly on processing, are known as cast iron. Cast iron is not
malleable even when hot, but it can be formed by casting as it has a lower
melting point than steel and good castability properties.[1] Steel is also
distinguishable from wrought iron (now largely obsolete), which may contain a
small amount of carbon but large amounts of slag. Note that the percentages of
carbon and other elements quoted are on a weight basis.
Material properties

Iron-carbon phase diagram, showing the conditions necessary to form different

phases
Iron is found in the Earth's crust only in the form of an ore, usually an iron
oxide, such as magnetite, hematite etc. Iron is extracted from iron ore by
removing the oxygen by combining it with a preferred chemical partner such as
carbon that is lost to the atmosphere as carbon dioxide. This process, known as
smelting, was first applied to metals with lower melting points, such as tin,
which melts at approximately 250 °C (482 °F) and copper, which melts at
approximately 1,100 °C (2,010 °F). In comparison, cast iron melts at
approximately 1,375 °C (2,507 °F).[2] Small quantities of iron were smelted in
ancient times, in the solid state, by heating the ore buried in a charcoal fire and
welding the metal together with a hammer, squeezing out the impurities. With
care, the carbon content could be controlled by moving it around in the fire.
All of these temperatures could be reached with ancient methods that have been
used since the Bronze Age. Since the oxidation rate of iron increases rapidly
beyond 800 °C (1,470 °F), it is important that smelting take place in a low-
oxygen environment. Unlike copper and tin, liquid or solid iron dissolves
carbon quite readily. Smelting results in an alloy (pig iron) that contains too
much carbon to be called steel.[2] The excess carbon and other impurities are
removed in a subsequent step.
Other materials are often added to the iron/carbon mixture to produce steel with
desired properties. Nickel and manganese in steel add to its tensile strength and
make the austenite form of the iron-carbon solution more stable, chromium
increases hardness and melting temperature, and vanadium also increases
hardness while making it less prone to metal fatigue.
To inhibit corrosion, at least 11% chromium is added to steel so that a hard
oxide forms on the metal surface; this is known as stainless steel. Tungsten
interferes with the formation of cementite, allowing martensite to preferentially
form at slower quench rates, resulting in high speed steel. On the other hand,
sulfur, nitrogen, and phosphorus make steel more brittle, so these commonly
found elements must be removed from the steel melt during processing.
The density of steel varies based on the alloying constituents but usually ranges
between 7,750 and 8,050 kg/m3 (484 and 503 lb/cu ft), or 7.75 and 8.05 g/cm3
(4.48 and 4.65 oz/cu in).[4]
Even in a narrow range of concentrations of mixtures of carbon and iron that
make a steel, a number of different metallurgical structures, with very different
properties can form. Understanding such properties is essential to making
quality steel. At room temperature, the most stable form of iron is the body-
centered cubic (BCC) structure called ferrite or α-iron. It is a fairly soft metal
that can dissolve only a small concentration of carbon, no more than 0.021 wt%
at 723 °C (1,333 °F), and only 0.005% at 0 °C (32 °F). At 910°C pure iron
transforms into a face-centered cubic (FCC) structure, called austenite or γ-iron.
The FCC structure of austenite can dissolve considerably more carbon, as much
as 2.1%[5] (38 times that of ferrite) carbon at 1,148 °C (2,098 °F), which
reflects the upper carbon content of steel, beyond which is cast iron.
When steels with less than 0.8% carbon, known as a hypoeutectoid steel, are
cooled, the austenitic phase (FFC) of the mixture attempts to revert to the ferrite
phase (BCC), resulting in an excess of carbon. One way for carbon to leave the
austenite is for it to precipitate out of solution as cementite, leaving behind iron
that is low enough in carbon to take the form of ferrite, resulting in a ferrite
matrix with cementite inclusions. Cementite is a hard and brittle intermetallic
compound with the chemical formula of Fe3C. At the eutectoid, 0.8% carbon,
the cooled structure takes the form of pearlite, named for its resemblance to
mother of pearl. It is a lamellar structure of ferrite and cementite. For steels that
have more than 0.8% carbon, the cooled structure takes the form of pearlite and
cementite.
Perhaps the most important polymorphic form of steel is martensite, a
metastable phase that is significantly stronger than other steel phases. When the
steel is in an austenitic phase and then quenched rapidly, it forms into
martensite, as the atoms "freeze" in place when the cell structure changes from
FCC to BCC. Depending on the carbon content, the martensitic phase takes
different forms. Below approximately 0.2% carbon, it takes an α ferrite BCC
crystal form, but at higher carbon content it takes a body-centered tetragonal
(BCT) structure. There is no thermal activation energy for the transformation
from austenite to martensite. Moreover, there is no compositional change so the
atoms generally retain their same neighbors.
Martensite has a lower density than does austenite, so that the transformation
between them results in a change of volume. In this case, expansion occurs.
Internal stresses from this expansion generally take the form of compression on
the crystals of martensite and tension on the remaining ferrite, with a fair
amount of shear on both constituents. If quenching is done improperly, the
internal stresses can cause a part to shatter as it cools. At the very least, they
cause internal work hardening and other microscopic imperfections. It is
common for quench cracks to form when steel is water quenched, although they
may not always be visible.
Heat treatment
Main article: Heat treating carbon steel
There are many types of heat treating processes available to steel. The most
common are annealing and quenching and tempering. Annealing is the process
of heating the steel to a sufficiently high temperature to soften it. This process
goes through three phases: recovery, recrystallization, and grain growth. The
temperature required to anneal steel depends on the type of annealing and the
constituents of the alloy.
Quenching and tempering first involves heating the steel to the austenite phase
then quenching it in water or oil. This rapid cooling results in a hard but brittle
martensitic structure.[8] The steel is then tempered, which is just a specialized
type of annealing. In this application the annealing (tempering) process
transforms some of the martensite into cementite, or spheroidite to reduce
internal stresses and defects, which ultimately results in a more ductile and
fracture-resistant steel.[11]
STEEL PRODUCTION
Main article: Steelmaking
See also: List of countries by steel production

Iron ore pellets for the production of steel

When iron is smelted from its ore by commercial processes, it contains more
carbon than is desirable. To become steel, it must be melted and reprocessed to
reduce the carbon to the correct amount, at which point other elements can be
added. This liquid is then continuously cast into long slabs or cast into ingots.
Approximately 96% of steel is continuously cast, while only 4% is produced as
ingots.
The ingots are then heated in a soaking pit and hot rolled into slabs, blooms, or
billets. Slabs are hot or cold rolled into sheet metal or plates. Billets are hot or
cold rolled into bars, rods, and wire. Blooms are hot or cold rolled into
structural steel, such as I-beams and rails. In modern steel mills these processes
often occur in one assembly line, with ore coming in and finished steel coming
out. Sometimes after a steel's final rolling it is heat treated for strength, however
this is relatively rare.
HISTORY OF STEELMAKING
Main articles: History of ferrous metallurgy, History of the steel industry (1850-
1970), and History of the steel industry (1970-current)

Bloomery smelting during the middle Ages

ANCIENT STEEL
Steel was known in antiquity, and may have been produced by managing
bloomeries, or iron-smelting facilities, in which the bloom contained carbon.
The earliest known production of steel is a piece of ironware excavated from an
archaeological site in Anatolia (Kaman-Kalehoyuk) and is about 4,000 years
old. Other ancient steel comes from East Africa, dating back to 1400 BC. In the
4th century BC steel weapons like the Falcata were produced in the Iberian
Peninsula, while Noric steel was used by the Roman military.
Steel was produced in large quantities in Sparta around 650BC.
The Chinese of the Warring States (403–221 BC) had quench-hardened steel,
while Chinese of the Han Dynasty (202 BC – 220 AD) created steel by melting
together wrought iron with cast iron, gaining an ultimate product of a carbon-
intermediate steel by the 1st century AD. The Haya people of East Africa
invented a type of furnace they used to make carbon steel at 1,802 °C (3,276 °F)
nearly 2,000 years ago.
Wootz steel and Damascus steel
Main articles: Wootz steel and Damascus steel
Evidence of the earliest production of high carbon steel in the Indian
Subcontinent was found in Samanalawewa area in Sri Lanka.[25] Wootz steel
was produced in India by about 300 BC. [not in citation given] However, the
steel was an old technology in India when King Porus presented a Steel sword
to the Emperor Alexander in 326 BC.[citation needed] The steel technology
obviously existed before 326 BC as steel was being exported to the Arab World
at that time. Since the technology was acquired from the Tamilians from South
India, the origin of steel technology in India can be conservatively[vague]
estimated at 400-500 BC.[citation needed]
Along with their original methods of forging steel, the Chinese had also adopted
the production methods of creating Wootz steel, an idea imported into China
from India by the 5th century AD. In Sri Lanka, this early steel-making method
employed a unique wind furnace, driven by the monsoon winds, capable of
producing high-carbon steel.
Also known as Damascus steel, wootz is famous for its durability and ability to
hold an edge. It was originally created from a number of different materials
including various trace elements. It was essentially a complicated alloy with
iron as its main component. Recent studies have suggested that carbon
nanotubes were included in its structure, which might explain some of its
legendary qualities, though given the technology available at that time, they
were produced by chance rather than by design. Natural wind was used where
the soil containing iron was heated by the use of wood. The ancient Sinhalese
managed to extract a ton of steel for every 2 tons of soil, a remarkable feat at the
time. One such furnace was found in Samanalawewa and archaeologists were
able to produce steel as the ancients did.
Crucible steel, formed by slowly heating and cooling pure iron and carbon
(typically in the form of charcoal) in a crucible, was produced in Merv by the
9th to 10th century AD. In the 11th century, there is evidence of the production
of steel in Song China using two techniques: a "berganesque" method that
produced inferior, inhomogeneous steel and a precursor to the modern
Bessemer process that used partial decarbonization via repeated forging under a
cold blast

ULTIMATE AIM
The motorized power jack can be widely used in low cost automation in
manufacturing industries. The weight lifting is quick and effortless, which
reduces the physical fatigue (tiredness) felt by the worker.

2.5. FIRE SAFETY BOX:

A safe (also called a strongbox or coffer) is a secure lockable box used for
securing valuable objects against theft and/or damage from fire. A safe is
usually a hollow cuboids or cylinder, with one face being removable or hinged
to form a door. The body and door may be cast from metal (such as steel) or
formed out of plastic through blow molding. Bank teller safes typically are
secured to the counter, have a slit opening for dropping valuables into the safe
without opening it, and a time-delay combination lock to foil robbers/and or
thieves. One significant distinction between types of safes is whether the safe is
secured to a wall or structure or if it can be moved around. A less secure version
(only suitable for petty cash) is usually called a cash-box.

2.6 CHAIN DRIVE

Chain drive is a way of transmitting mechanical power from one place to
another. It is often used to convey power to the wheels of a vehicle, particularly
bicycles and motorcycles. It is also used in a wide variety of machines besides
vehicles. The power is conveyed by a roller chain, known as the drive chain,
passing over a sprocket gear, with the teeth of the gear meshing with the holes
in the links of the chain. The gear is turned, and this pulls the chain putting
mechanical force.
Sometimes the power is output by simply rotating the chain, which can be used
to lift or drag objects. In other situations, a second gear is placed and the power
is recovered by attaching shafts or hubs to this gear. Though drive chains are
often simple oval loops, they can also go around corners by placing more than
two gears along the chain; gears that do not put power into the system or
transmit it out are generally known as idler-wheels. By varying the diameter of
the input and output gears with respect to each other, the gear ratio can be
altered, so that, for example, the pedals of a bicycle can spin all the way around
more than once for every rotation of the gear that drives the wheels.
A chain-drive system uses one or more roller chains to transmit power from a
differential to the rear axle. This system allowed for a great deal of vertical axle
movement (for example, over bumps), and was simpler to design and build than
a rigid driveshaft in a workable suspension. Also, it had less unsprung weight at
the rear wheels than the Hotchkiss drive, which would have had the weight of
the driveshaft to carry as well, which in turn meant that the tires would last
longer.
here are actually two types of links alternating in the bush roller chain. The first
type is inner links, having two inner plates held together by two sleeves or
bushings upon which rotate two rollers. Inner links alternate with the second
type, the outer links, consisting of two outer plates held together by pins passing
through the bushings of the inner links. The "bushingless" roller chain is similar
in operation though not in construction; instead of separate bushings or sleeves
holding the inner plates together, the plate has a tube stamped into it protruding
from the hole which serves the same purpose. This has the advantage of
removing one step in assembly of the chain.
The roller chain design reduces friction compared to simpler designs, resulting
in higher efficiency and less wear. The original power transmission chain
varieties lacked rollers and bushings, with both the inner and outer plates held
by pins which directly contacted the sprocket teeth; however this configuration
exhibited extremely rapid wear of both the sprocket teeth, and the plates where
they pivoted on the pins. This problem was partially solved by the development
of bushed chains, with the pins holding the outer plates passing through
bushings or sleeves connecting the inner plates. This distributed the wear over a
greater area; however the teeth of the sprockets still wore more rapidly than is
desirable, from the sliding friction against the bushings. The addition of rollers
surrounding the bushing sleeves of the chain and provided rolling contact with
the teeth of the sprockets resulting in excellent resistance to wear of both
sprockets and chain as well. There is even very low friction, as long as the chain
is sufficiently lubricated. Continuous, clean, lubrication of roller chains is of
primary importance for efficient operation as well as correct tensioning.
CHAPTER III
DESIGN AND DRAWING
3.1. BALL BEARING CALCULATION
Radial load of ball bearing(Fr) = 700 N
Thrust load of ball bearing(Fa) = 300 N
Service factor( s) = 1.2
Hours in use per week = 35
Number of years = 3
Speed N = 500 Rpm
Diameter of Shaft = 15 mm
LIFE OF BEARING
Total life of bearing = 35 x 3 x 52
= 5460 hrs

Equalent Load = P = ( X Fr + y F a) S
Load factor = x = 0.56
Trust factor = 1.4
(FROM PSGDB 4.4 AND 4.6)
 P = (0.56 X 700 + 1.4 x 300 ) 1.2
= 812 N
Loading ratio = C/P(FROM PSGDB 4.14)
= 6.2
C = 6.2 X P
= 6.2 X 812
= 5034 N
C = 880 Kg f = 8800 N
Since C = 8800 > 5034 , the Selected bearing is suitable.
Selected bearing = SKF6302
3.2. MACHINE COMPONENTS
Gear box
Base frame
Supporting frame
Wheel
Lifter provision
Handle
Bearing housing
Hydraulic jack

3.3. DRAWING FOR FABRICATION OF EXPERIMENTAL SETUP ON

FIRE RESCUE EQUIPMENT FOR FIRE PREVENTION HUMAN BEING

CHAPTER IV
WORKING PRINCIPLE
The design of the project is experimental setup on fire rescue equipment for fire
prevention human being very useful of fire rescue areas. The chain drive is
fixed with the handle. The handle has a rotate in chain in up and down
movement controlling purpose. The forward direction is rotate in lift is up
movement .When the handle rotates in forward direction the lift moves upwards
so that the object can be lifted. When the handle rotates in reverse direction the
jack moves downward. Using this equipment we can easily lift the load for
various purposes. By altering the sprocket with higher torque the can lift heavy
loads the chain drive is high-load’s lifting in help sprocket.
 CHAPTER V
MERITS & DEMERITS

MERITS
Low cost
The user can lift heavy things easily
Move a desk without emptying drawers or clearing the top
Easy operation, automatically locks in the raised position
Prevents damage and slipping
It minimizes the amount of labors or persons involved and it is a time
consuming process.
Time consumption

DEMERITS
The person who is lifting has to balance heavy weight which is being
lifted.

CHAPTER VI
APPLICATIONS

It can be useful for packagers and movers and those who shifting houses
occasionally, especially government office
Fire rescuers area’s
 CHAPTER VII
LIST OF MATERIALS

FACTORS DETERMINING THE CHOICE OF MATERIALS

The various factors which determine the choice of material are discussed
below.
1. PROPERTIES
The material selected must posses the necessary properties for the proposed
application. The various requirements to be satisfied can be weight, surface
finish, rigidity, ability to withstand environmental attack from chemicals,
service life, reliability etc.
The following four types of principle properties of materials decisively affect
their selection
Physical
Mechanical
From manufacturing point of view
Chemical
 The various physical properties concerned are melting point, thermal
Conductivity, specific heat, coefficient of thermal expansion, specific gravity,
electrical conductivity, magnetic purposes etc.
The various Mechanical properties Concerned are strength in tensile,
Compressive shear, bending, torsion and buckling load, fatigue resistance,
impact resistance, elastic limit, endurance limit, and modulus of elasticity,
hardness, wear resistance and sliding properties.
The various properties concerned from the manufacturing point of view are,
Cast ability
Weld ability
Surface properties
Shrinkage
Deep drawing etc.
2. MANUFACTURING CASE
Sometimes the demand for lowest possible manufacturing cost or surface
qualities obtainable by the application of suitable coating substances may
demand the use of special materials.
3. QUALITY REQUIRED
This generally affects the manufacturing process and ultimately the
material. For example, it would never be desirable to go casting of a less
number of components which can be fabricated much more economically by
welding or hand forging the steel.
4. AVAILABILITY OF MATERIAL
Some materials may be scarce or in short supply, it then becomes
obligatory for the designer to use some other material which though may not be
a perfect substitute for the material designed. The delivery of materials and the
delivery date of product should also be kept in mind.
5. SPACE CONSIDERATION
 Sometimes high strength materials have to be selected because the forces
involved are high and space limitations are there.
6. COST
As in any other problem, in selection of material the cost of material plays an
important part and should not be ignored.
Some times factors like scrap utilization, appearance, and non-maintenance of
the designed part are involved in the selection of proper materials.

CHAPTER VIII
COST ESTIMATION
1. MATERIAL COST
2. LABOUR COST
Lathe, drilling, welding, drilling, power hacksaw, gas cutting cost
3. OVERHEAD CHARGES
The overhead charges are arrived by” manufacturing cost”
Manufacturing Cost = Material Cost + Labor Cost
=
=
Overhead Charges = 20%of the manufacturing cost
=
4. TOTAL COST
Total cost = Material Cost +Labor Cost +Overhead Charges
=
=
Total cost for this project =

CHAPTER IX
CONCLUSION
This project is made with pre planning, that it provides flexibility in operation.
This innovation has made the more desirable and economical. This project
“fabrication of experimental setup on fire rescue equipment for fire prevention
human being” is designed with the hope that it is very much economical and
help full to houses and office, etc.
This project helped us to know the periodic steps in completing a project work.
Thus we have completed the project successfully.
The project carried out by us made an impressing task in the field of automobile
department.
This project will reduce the cost involved in the concern. Project has been
designed to perform the entire requirement task at the shortest time available.