SHARMA Prnav MCG 4322/5170

GUICHARD Cyril

DESIGN REPORT
 ACKNOWLEDGEMENT

We are thankful to Dr. Atef Fahim for his kind help and
guidance without which I could not have completed this
project.We are also thankful to our T.A, Mr. Albert Mazzawi for
his help.
 ABSTRACT

We were asked to design an electric powered gear

system that can add to an existing manual powered wheel
chair and thus give an option to the user of motor powered
wheel chair.
 TABLE OF CONTENTS

INTRODUCTION Page 3
FUNCTIONNAL ANALYSIS Page 4
1./ Functional analysis Page 4
2./ Requirements concerning the system Page 4
OUR CONCEPTS Page 6
1./ Concept #1 Page 6
2./ Concept #2 Page 6
3./ Concept #3 Page 6
4./ Other Miscellaneous Page 8
5./ Decision analysis
WATTAGE REQUIRED FROM THE MOTOR Page 11
DESIGN OF GEAR BOX page 12
1./ Selection of type of gears page 12
2./ Selection of gear ratios page 13
3./ Design of gears page 14
4./ Design of gears to prevent failures page 17
(a)./ Bending strength page 18
(b)./ Pitting strength page 19
DESIGN OF SHAFT page20
(1)./ Solid shaft in bending and Torsion page 22
(2)./ Deflection of the shaft page 24
(3)./ Torsional deflection of the shaft page 25
(4)./ Selection of key for the shaft page 25
DESIGNING PARTS FOR EXPECTED LIFE page26
CONCLUSION page27
LITERATURE SEARCH Page 28
 INTRODUCTION

We often see handicapped persons waiting to get some breath of air before
moving her manual wheelchair again.

Some of them decide to afford an electric one. But it becomes a difficult

situation here. Powered wheelchairs are very expensive it costs around $1500
to $5500 to buy an electric powered wheelchair. Thus it is out of reach of many
people. A manual powered wheelchair comes around $85 to $300 but has very
restricted use.

Hence are we required, as CAD/CAM project, to design an

electric propulsion package adaptable on manual powered
wheelchairs, as a new alternative to help handicapped persons to
feel more free.
 FUNCTIONNAL ANALYSIS

1./ Functionnal analysis

We can write the following diagram :

Handicaped
Wheelchair
person
CF1
MF1
MF2
Electric
package
CF3

CF2
Power
Road
supply

TThis diagram represents our system in its environment. We can

determine two main functions it as to fill (red) :

MF1 : Enable the user to drive his wheelchair electrically.

MF2 : Move the wheelchair on different types of roads.

We can sort three complementary functions (blue) :

CF1 : Be universally adaptable.

CF2 : Guarantee a range large enough to the wheelchair.
CF3 : Use standard batteries as power supply.

2./ Requirements concerning the system

We had to seek for what such a system needs to be. We found some
specifications that our assembly will have to follow :

F1 : It should weight light.

F2 : It should be compact.
F3 : It should be universally adaptable.
 F4 : It should have a large range.
F5 : It should be reliable.
F6 : It should be easily fixable and removable.
F7 : It should cost as less as possible.

Moreover, our subject imposes us to create a two-speed system.

We had to class these function in order to weight them. We

concluded this with the following table :

F2 F3 F4 F5 F6 F7

F1 F2 F3 F4 F5 F1 F7

F2 F3 F4 F5 F6 F7

F3 F3 F5 F3 F7

F4 F5 F4 F7

F5 F5 F5

F6 F7

So we weighted our functions using their representative percentages:

 % Weight

F1 4.76 5

F2 4.76 5

F3 19.05 20

F4 14.29 15

F5 28.57 30

F6 4.76 5

F7 23.81 25
 OUR CONCEPTS

1./ Concept #1

The first option that we considered uses a mechanism similar to

these used in automotives.

It consists of an electrically driven motor coupled to a 2 speed

gearbox. This gearbox is one of the most common system used. It is
composed of a main shaft linked to the motor (we call it motor shaft). Two
gears are connected to this shaft, indenting on two other gears. We use a
compound gear train in order to have good gear ratios, like in cars. The last
shaft is connected to a differential which is linked to the wheels. The
gearbox is manual.

2./ Concept #2

It is almost the same as the first. We just changed the gearbox.

In this concept, we tried to have a type of automatic gearbox, using a

centrifugal rod. We use the speed of rotation of the exiting shaft to change
automatically the gear ratio thanks to the centrifugal rod which drives the
gear selector on the motor shaft.

3./ Concept #3

It uses a basic cycling system of pinions. The main advantages are

the large amount of gear ratios that are available, every parts are standard
and cheep. The main drawback is that this system cant be disengaged if the
user want to use his wheelchair manually. Moreover, such a system, using a
chain, is not really efficient because of the chain itself.

4./ Other Miscenalleous

We considered designing a fourth concept, using a semi-automatic or

an automatic gearbox. Since we didnt find enough documentation about
this kind of gearbox, we got rid of this idea, which, moreover, is very
complicated.
 5./ Decision analysis

We used the functions studied before,

and we weighted them for each concept.

Concept #1 Concept #2 Concept #3

Weighted Weighted Weighted

Criteria Weight Score Score Score
score score score

F1 5 30 150 25 125 45 225

F2 5 40 200 30 150 30 150

F3 20 45 900 35 700 20 400

F4 15 55 825 35 525 10 150

F5 30 40 1200 35 1050 25 750

F6 5 30 150 30 150 40 200

F7 25 30 750 20 500 50 1250

Total 4175 3200 3125

So , our final winning concept is concept no. 1.It is all teh characteristics we
need.Though It may be not very light and easy to fix and remove but it has very
good reliability and long life.Also it is universally adaptable.
WATTAGE REQUIRED FROM THE MOTOR :

Prior to our calculations We make the following assumptions :

(1)We assume the efficiency of the system to be 85%.
(2)The weight of the wheel chair including batteries be 75 Kg.
(3)Let us consider the weight of the person sitting on the chair
to be 150 kg.
(4)We assume the acceleration of the chair to constant and
about 3m/s2.
(5)We design our motor for 10 to 5 kmph speed.
Now the total weight that the motor has to drive be
75 + 150 = 225 kg.

Now the energy ( E ) required to move this chair can be derived as

follows,
E = mv2/2,
Here, E is energy of motor.
M is total mass of wheel chair
V is the velocity of the chair
i.e, E= 225. 3.3/2 = 1012.5 kgm2/s2,
Now lets assume it achieves this speed in 5 seconds.
Then,
E = 1012.5/5 =202.5 watt.
Now we have assumed the system to have 85% efficiency so the
power that the motor should be in order of
E = 202.5 .100/85 = 238.23 watts.
Thus, the wattage of the motor should be 238.23 watts or 0.4 H.P.
 DESIGN OF GEARS BOX

1./ Selection of type of gears.

The most common pressure angles used for spur gears are
14.5,20,25.In general ,the 14.5 pressure angle is not used for
new designs( and has, in fact been withdrawn as an AGMA
standard tooth form) ; However it is still used for special designs
and for some replacement gears.Lower pressure angles have the
advantage of smoother and quiter tooth action because of large
profile contact ratio.In addition,lower loads are imposed on the
support bearings because of decreased radial load
component ;however,the tangential load components remains
unchanged with pressure angle.The problem of undercutting
associated with small numbers of pinion teeth is more severe
with lower pressure angles.Lower pressure angles gears also have
lower bending strength and surface durability ratings and operate
with higher sliding velocities( which contributes to their relatively
poor scoring and wear performance characteristics) than their
higher pressure angle counterparts.
Higher pressure angles have the advantage of better load-
carrying capacity,with respect to both strength and durability,and
lower sliding velocities( thus better scoring and wear
performance characteristics).In some cases,very high pressure
angles,28,30 and in few cases as highas 45 are employed.
We selected spur gear for for gear box.
2./ SELECTION OF GEAR REDUCTION RATIO
(1). In the first step of design of gears we try to determine the
desired reduction ratio and the input speed by the motor.We shall
denote this speed ( say p).We also determine the main function
of the gear, i.e, to transmit motion or power.
In our design cost and adaptibility were very important factors of
consideration so we have selected spur gears.As they are
cheaper and are most widely used gears.

After selecting the type of gear to be used we select the desired

gear.Its is generally undesirable to use external spur gears of
ratio greater than 1 : 5.We can compute the gear ratio as follows.
First find out the RPM input through the motor,We have selected
a 0.5 H.P,D.C motor with iron core,1750 rpm.Now we determine
that the motor will have the maximum speed of the chair to be
2.76 m/s.
Now Since we are working on as existing wheel chair of wheel
diameter of 0.80 m.Thus, the required angular acceleration will
be
V = .r
Here, V is the desired velocity of the chair
R is the radius of the wheel(r = 40 cm)
is the angular acceleration of the wheel
Thus, we have
2.76 = .(0.40)
or, = 6.9 rad/s
or, = 66 RPM
Now at this point we have our input speed and the
desired output speed.So we will try to divide our ratio in
such a way that non of the gears have reduction more
than 1 : 5.
So, final reduction ratio is
66/1750
We will try to divide this ratio in set of intermediate gears,
i.e,
66/1750 = 2.3.11/2.7.5.5.5
 = (20/50) (30/70)(22/20) )(20/100

Similarly for low speed

40/1750 = 2.2.5.2/2.7.5.5.5
= (20/20)(20/50)(20/70)(20/100)

Hence we have the divided ratio in set of small

imtermediate gears.Care should be taken that atleast
one ratio should be common so that the transfer of
power from final shaft to diffrential takes place.

3./ DESIGN OF GEARS :

We determine the gear ratio of the first pair i.e,

Ng/ N p
Where, N g is number of teeth in gears that is being driven.
N p is the number of teeth in pinion that drives the motor.
Now, say
N g / N p= Mg.

(2). In the next step we determine the pressure angle.The

selection of pressure angle( say ) is based on the operating
requirements.If its possible we try to use the standard system.We
have selected a pressure angle of 20.

(3). Pick up the approximate number of pinion teeth (say N p).

(a). consult table 4.2 for general information.
(b). Check table 4.3 and 4.4 for undercut limitations.
(c). If power gearing ,check table 4.5 for data on balancing
strength and wear capacity.
As p /a = N a / N p
From above calculations we selected Na = 50 and N p= 20

(4). Having approximate the number of pinion teeth,we

determine appropriate center distance and face width.If power
gearing,estimate size.

We take the face width (F) of gears to be one third of the pitch
diameter of the gears (Dp).
i.e, Fd = F/Dp,

We also define a pinion torque (say Tp) [1]

Tp = 9549.3 P[kw]/np[r/min].

Then the necessary pitch diameter is determined

Dp[mm] = {2000 Tp[N.m] (1 + S2 Np /Ng)/ FdK[N/mm2]}1/3

[2]

Here,
Tp is Pinion torque.
P is the wattage of motor in kw.
S2 is 1 for external gears and 1 for internal gears.
K is synthetic surface loading factor for RH.The value of K may be
selected from the table 11.1(attached).Thus in the above
calculation we calculate the Pitch diameter of the gear (Dp).
Now we have an empirical relation between the pitch diameter
and the center distance between the gears.

Dp = 2C/Mg + S2

Dg = Mg.Dp
Where,
C is the center distance between two gears.
Mg is the gear ratio i.e, N g / N p.

(5) Based on number of pinion teeth and center

distance,determine approximate pitch.Check the table 4.6 for
standard pitches,and if possible ,use standard pitch.Readjust
pinion tooth numbers,center distance,and ratio to agree with
pitch chosen.
(6). Determine the whole depth of pinion and gear.Use tables 4.7
and 4.1.
(7). Determine addendum of pinion and gear.Consult tables4.9
and 4.1.
Follow these rules :
a. Use enough long addendum to avoid undercut.
b. If a critical power job ,speed decreasing,balance
addendum for strength (table 4.7).
 c. If no undercut or power problems,use standard
addendum (table 4.1).
(8). Determine operating circular pitch .If standard pitch is
used,consult table 4.12.If enlarged center distance is
used,determine operating circular pitch from operating pitch
diameters..
(9). Determine design tooth thickness.Decide first on how much
to thin teeth for backlash.Table 4.11 gives recommended amount
for power gearing having in mind normal accuracy of center
distance and normal operating temperature variations between
gear wheel and castings.

T = a.2tan n

After the theoretical tooth thickness are obtained,subtract one-

half teh amount the teeth are to be thinned for backlash from
the pinion and gear theoretical tooth thickness.This is the
maximun design tooth thickness.Obtain the minimum design
tooth thickness by subtracting a reasonable tolerance for
machining from the maximum design tooth thickness.

(10). Recheck load capacity using design proportions just

obtained.The check has been explained in the next page.

(11). Certain general dimensions must be calculated and

toleranced.
a. Outside diameter, D + 2(a a).
b. Root diameter, Do 2 ht
c. Face width.
d. Chordal addendum and chordal thickness.

3./ DESIGN OF GEARS TO PREVENT FAILURES

The three most common types of gear tooth failure are tooth
breakage, surface pitting ,and scoring.
(a) Tooth breakage may be caused by an unexpected heavy
load imposed on the teeth .A more common type of
failure is due to bending fatigue, which results from the
large number of repetitions of load imposed on the tooth
 as the gear rotates. A small value of the radius of the
fillet may accentuate the bending fatigue effects.

[1] Dudleys gear handbook,Dennis P.Townsend,Chap 11,Sec 11.3

[2] Dudleys gear handbook,Dennis P.Townsend,Chap 11,Sec 11.4.2

(b) Pitting is a surface phenomenon caused by stresses

exceeding the endurance limit of the surface material. After a
sufficient
number of repetitions of the loading the bits of metal on the
surface will fatigue and drop out. The process sometimes
continues at an increasing rate since the remaining unpitted
areas are less able to carry the load .Lubrication difficulties
may contribute to pitting failures.
(c) Scoring can occur under heavy loads and inadequate
lubrication. The oil film breaks down and metal to metal
contact occurs. High temperature results and the high spots of
the two surfaces weld together. The welds are immediately
broken, but the surface of the teeth go rapid wear. Gearboxes
should be broken in by preliminary operation at lower loads
and smaller speeds till the tooth surface are highly polished.
Also the misalignment of the shafts may shift the entire load
to one edge of the tooth resulting excessive stress and the
probability of scoring.
A properly designed set of gears should never fail by bending
fatigue since the design can be made strong enough to limit
the bending stress well below the fatigue endurance limit. On
the other hand it is generally not possible to design a set of
gears that will have infinite life with respect to the surface
contact stresses .Thus the gears will eventually fail and most
commonly by pitting unless lubrication is inadequate. The
equation for bending stress in gears is based on the notion
that gear teeth are cantilever beams that are subjected to end
loads. The bending in the gear teeth were first studied by
W.Lewis.
The AGMA Bending Stress Equation, as defined in AGMA
standard 2001-C95,is based on the following assumptions
about the teeth and the gear geometry :
(1). None of the teeth are damaged.
(2). The transverse contact ratio is between 1and 2.
 (3). No interference exists between the tips of the teeth and
root filets and there is no undercutting of teeth above the
theoretical start of the active profile of the tooth.
(4). The teeth is not pointed.
(5). The backlash is zero.
(6). The fillets of the roots are standard ,smooth and are
produced by a process of generation.

3.a./ BENDING STRENGTH

Bending strength is the strength of teeth, that resists the teeth

against the bending when subjected to loads.
The fundamental formula for the bending stress in a gear tooth
is given by :

S = WtKoKvKsPKmKb/F J [3]

Where S = bending stress( psi ) ;

Wt = the transmitted tangential load(lbf)
Ko = the overload factor ;
Kv= the dynamic factor ;
Ks = the size factor ;
Km = the load distribution factor ;
Kb = the rim thickness ;
J = the geometry factor for the bending strength ;

For proper design ,this bending stress must not exceed the design
stress value given by
S = Sat Yn/SfKtKr
Where :
Sat = the allowable bending stress(psi)
Yn= the stress cycle factor for bending strength
Sf = the factor of safety for bending strength
Kt = the temperature factor
Kr= the reliability factor
[3] Design of machine elements, M.F.Spoutts, T.E.Spoutts, Chap 10,Sec 10-22

3.b./ PITTING STRENGTH:

The mode of stress application for pitting failure is contact

stress. The fundamental formula for the pitting stress
in a gear tooth is:

Sc = Cp (Wt * Ko * Kv * Km*Cf d* F *I) [4]

Where :

Sc = contact stress (psi).

Cp = the elastic coefficient (lbf/in2).
Wt = the transmitted tangential load (lbf).
Ko = the overload factor.
Kv = the dynamic factor.
Km = the load distribution factor.
Cf = the surface condition factor for pitting resistance.
d = the operating pitch diameter of the pinion.
F = the net face width of the narrowest member.
I = the geometry factor for pitting resistance.

For proper design the calculated value must be smaller than

Sc = Sac Zn Ch/Sh Kt Kr
Where:
Sac = the allowable contact stress for the material
Zn = the stress cycle factor for pitting resistance.
Ch = the hardness ratio factor for pitting resistance.
Sh = the safety factor for pitting.
Kt = the temperature factor.
Kr = the reliability factor.
[4] Design of machine elements, M.F.Spoutts, T.E.Spoutts, Chap 10,Sec 10-22

Design of Shaft
Shaft are classified in two broad categories :
(a) Machine shaft.
(b) Transmission shaft.
The machine shaft is used when motion has to be transferred
between two elements.The transmissoin is used where the power
has to be transmitted between two elements.In our case we have
both the machine shaft and transmission shaft in use.We have
three machine shaft and one transmission shaft in our drawing.

The design of shaft will depend on the torque transmitted by the

motor,the revolution of he motor itself.The shaft is subjected to
bending or shear stresses or the combination of both.The shaft
may also be subjected to axial loads due to the meshing of the
gears.Lets denote the axial load on the shaft be Fa and we
proceed on our design.

Let the Torque on the shaft from the motor be denoted by T.Now
the force developed by output surface i.e, tooth of gear will be,
Fg = T/R.P.M,

Taking moments about Rr .Now since the shaft has uniform weight
per foot of length so we can assume that total weight of shaft is
concentrated at the bottom of the shaft under consideration.
So,
L Lr _- Wg L/2 - Fg a = 0,

Or we can write this equation as

Lr = Fg a Wg L/2/L
Wg is the concentrated weight
Similarly ,
Rr L Fg (L - a) Wg L/2 = 0
Or we can write this equation as
 Rr = Wg L/2 + Fg (L - a)/L
We have to find the maximum bending moment so we consider
the following
Now as we have considered the beam to be uniform density so
we can write that the moment of inertia at about any point x
distance away form the left end may be written as
Mx = Rl x,
Or, ML/2 = Lr L/2 (for the centre of the beam)
= (Fg a + Wg L/2/ L ) L/2
= (Fg a L/2 + Wg (L/2)2 )/L
Now this equation can be compared with the quardatic equation
Ax2 + Bx + C.
The maximum and the minimum value of this equation is given
by
X = -B/2A,
Now here B = Fg a
and A = Wg
we get x = - Fg a /2 Wg
This equation gives both the maximum and the minimum value
of the moment at the distance x form the left end.Since the
minimum value of the support is zero so we proceed for the
maximum value.
I.e, The distance from Lr to F will be
X+l,
Or - Fg a\2 Wg + L a
On our further analysis we can conclude that The maximun
bending moment will lie some where between L - a and L/2.Thus
our diagram will somewhat look like this.
 Wg Fg

Lr L Rr
1./ Solid shaft in bending and torsion

Now we know the gear concentrated load and now we try to find
out the shear diagrams.
We know the reactions at Lr thus looking at the shaft we can
conclude that

VLR = (Fg a + Wg L/2)/ L,

Stress at the point where the load Wg is applied,

VWG1 = (Fg a + Wg L/2)/ L L/2 223.2

Stress just after the point where the load Wg is applied,

VWG2 = VWG1 - Wg
VWG2 = (Fg a + Wg L/2)/ L L/2 223.2 Wg ,

Stress at the pont where load Fg is applied,

VFG1 = VWG2 - [ L L/2 a] 223.2

Stress at a point right of the load Fg,

VFG2= VWG2 - [ L L/2 a] 223.2 FG

Stress at the right end Vr

Vr = VFG2
Thus, the final shear diagram will look somewhat like this :
Now we try to determine the required shaft diameter.We use the
method of maximum shear theory to size the shaft.We first
determine the equivalent torque Te.
Te = (Mm2 + T2)0.5,
Where :
Mm is the max bending moment.
T is the maximun torque acting on the shaft
Once the equivalent torque is known ,the shaft diameter d in is
computed from
d =1.72 (Te /s)1/3

Where s = allowable stress in the shaft.

2./ Deflection of the shaft.

When a beam carries a concentrated and uniform distributed

load,compute the deflection for each load seperately and find the
sum.This sum is the total deflection caused by the two loads.
For a beam carrying a concentrated load ,the deflection

1 = W1 L 3
/48 E I,

Where, W1= concentrated load,

L = length of the beam
I = moment of inertia of shaftcross section.( d
4
/64)
E = modulus of elasticity.
Now for a beam deflection due to the weight of the shaft
2 = 5 W2 L3/384 E I,

Where W2 = total distributed load=wt of shaft

Now we determine the total deflection of the shaft is the sum of

the deflection caused by the concentrated and uniform loads i.e,

= 1 + 2

Usual design practice limits the transverse deflection of a shaft of

any diameter to 0.83 mm/M of the shaft length.

For a noncentral load = (W c/3 E IL)[ c L/3 + cc/3] 0.5

Where,

C = distance of concentrated load from left hand bearing

C = distance of concentrated load from right hand bearing
Thus c + c = L

3./ TORSIONAL DEFLECTION OF SHAFT

We must first calculate the torque acting on the shaft (T).

The required diameter for a solid shaft is given by formula :
R=L/G [5]
Where,
L = length of the shaft,
= shear stress,
= allowable angular deflection in radians,
G = shear modulus of elasticity.

We must compare the two diameters and select the one which is
greater.

4./ SELECTION OF KEY FOR SHAFT

We first compute the torque acting on the shaft (sayT).Now we
determine the shear foce acting on the key.
Fs = T/r [r = radius of the shaft]

Now we select the type of key that is to be used.The key is so

designed that its allowable shear stress is approximately one half
its allowable shear stress,a square key is generally used.Now we
determine the dimensions of the key from tables.
To determine the required length of the key we use the formula :

i= 2 Fs/Wk Ss

where, wk = width of key

Ss = allowable shear stress
Before proceeding further we must check our calculations for the
length of the key.The length of the key is based on the allowable
compressive stress is
[5] Design of machine elements, M.F.Spoutts, T.E.Spoutts, Chap 3,Sec 3-1

I = 2 Fs/ t Sc
Here, I = key thickness
Sc = allowable compressive stress.
We must check both the thickness and select one which is
greater.
 DESIGNING PARTS FOR EXPECTED LIFE

The first step is to determine the material endurence limit

(Se).This can be done from the ultimate strength of the material
(Su).Now we compute the largest equivalent completly reversed
stress for each load in the bending .
i.e,
Sf = (Se/Sy) Sa + Kf .Sa [6]
Here, Sy is yeild strength of the material used.
Kf is stress concentration factor.
Sa is the average or steady stress.
Thus we can calculate the initial stresses.
Svi = (Se/Sy) Sa +Kf Sa

Now we can estimate the fatigue life at this stress is in cycles,

N1 = 1000(Su/Sv)3log(Su/Se)
Having estimated the number of cycles we compute for the
exponent for the fatigue life equation.
The exponent for the fatigue llife equation is
2.55/log(Su/Se).
Thus,the factors needed for the fatigue life equation are
(Sv1/Svi), (Svi/Sv1)2.55/log(Su/Se) and i(Svi/Sv1) 2.55/log(Su/Se).
In these factors the value of Svi = Sv2,Sv3 and i = percent time
duration of a stress,its expressed as decimal.
Now we compute the part fatigue life in cycles.
Its given by
N = N1/1 + 2[ 1/( Sv1/Sv2)] 2.55/log(Su/Se) + 3[ 1/( Sv1/Sv2)]
2.55/log(Su/Se)
+ ----for each bending load.In this equation 1, 2
are percent time duration of a stress expressed as decimal.
[6] Standard handbook for Engg. Calculations, Tyler G.Hicks,section-3

CONCLUSION
The aim pf the project was to design a complete gear box
parametrically and it included a software programming part with
intraction with solid works.We have been able to work with solid
works and generate our design in it .But we have been unable to
write programms for that.There is a bright prospect for this
project and if completted it will be a great tool to work with .We
were also unable to include design of some parts like
,spring.diffrential,shifter.

LITERATURE SEARCH
We find some documentation at the following sources:
www.usedwheelchairs.com
www.syndesis.com
www.technical.manpower.com
 www.patents.ibm.com
www.pms.com
www.shimano.com
www.dynamicmobility.co.nz
www.vesconite.com
www.selfube.com
www.invacare.com
www.motionnet.com
Guide du dessinateur industriel , A. CHEVALIER,
Hachette technique
Introduction to engineering design and graphics, G.
BEAKLEY & E. CHILTON
Design of machine elements M.F.Spotts.,T.E.shoup
Dudleys gear handbook:, Dennis P.Townsend