ABSTRACT

1
 ABSTRACT
Ware house is a place where all the goods are stored in a one place for distribution,
the construction condition of ware house must be a free air flow, for this free air flow they are
proving the doors and window, during rainy season windows are not closed properly by a
labors so goods are became damaged during the time, in order to avoid the damage intelligent
door opening and closing system is employed over here.
In present days we need more and more power for driving instruments. In this project
with drive the intelligent door and window closing and opening for ware house by rack&
pinion mechanism.

This system has a transducer, this transducer finds the rainy, automatically it send the
signal to the controller, so controller will switch on the motor to make the door and window
to be closed after rainy is finished the doors and windows are automatically opened.

2
CONTENT

3
 CONTENTS

 INTRODUCTION
 COMPONENTS&DESCRIPTION
 WORKING PRINCIPLE
 AUTOMATIC DOOR SYSTEM
 INTRODUCTION TO SENSOR
 COST ESTIMATION
 ADVANTAGE & DISADVANTAGES
 CONCLUSION
 REFERENCE

4
INTRODUCTION

5
 CHAPTER-1
1. INTRODUCTION

The rack and pinion mechanisms are ideal for flexible application in the most
different industrial branches and for the use of various different tools and parts. Typical areas
of use are in the building of prototypes or the production of smaller and medium lot sizes,
whereby a full automation would exceed the budget. A rack and pinion is a type of linear
actuator that comprises a pair of gears which convert rotational motion into linear motion.

A circular gear called "the pinion" engages teeth on a linear "gear" bar called "the
rack"; rotational motion applied to the pinion causes the rack to move, thereby translating the
rotational motion of the pinion into the linear motion of the rack.

For example, in a rack railway, the rotation of a pinion mounted on a locomotive or a

railcar engages a rack between the rails and pulls a train up a steep slope.

6
COMPONENT AND
DESCRIPTION

7
 CHAPTER-2
2. COMPONENT AND DESCRIPTION

2.1. GEAR:
Gears are toothed or pegged wheels meshed toget
her to transmit motion and force. In any pair of gears the larger one will rotate more
slowly than the smaller one, but will rotate with greater force. Each gear in a series reverses t
he direction of rotation of the previous gear. Slowly than the smaller one, but will rotate with
greater force. Each gear in a series reverses the direction of rotation of the previous gear.
2.1.1 Gear Train:
Gears work in teams. Two gears working together is called a gear train. The gear on
the train to which the force is first applied is called the driver. The final gear on the train to
which the force is first applied is called the driven gear. Any gears between the driver and the
driven gears are called the idlers. Notice the arrows on top of the gears. They are showing
that the gears move in different directions, direction of rotation of the previous gear.

Fig: No: 2.1Gear Train

2.1.2 Meshed Gears:
The diagram below shows five meshed gears. The first gear that the force is applied is
called the driver gear. Notice that the arrows show how the gears are turning. Every other

8
gear is turning clockwise. The very last gear is the driven gear. All of the gears in-between are
called idlers.

Fig: No: 2.2 Meshed Gear

2.1.3 Internal Gears:
Internal gears have better load-carrying capacity than external spur gears. They are
safer in use because the teeth are guarded.

Fig: No: 2.3 Internal Gears

2.1.4 Compound Gear System:
More complex 'compound' gear train scan is used to achieve high and low gear ratios
in a compact space by coupling large and small cogs on the same axle.

9
 Fig: No: 2.4 Compound Gears

Gear Ratio = Velocity Ratio (VR)

VR = the number of teeth on the driven gear = N = 20 = 1,the number of teeth on the
driving gear.( R 60 3).
The velocity ratio of a compound gear train is calculated by multiplying the velocity
ratios for all pairs of meshing gears.

VR = n X n X n
2.1.5 Rack and Pinion:
A rack and pinion mechanism is used to transform rotary motion into linear motion
and vice versa single gear, the pinion, meshes with a sliding toothed rack. This combination
converts rotary motion to back and forth motion. Windshield wipers in cars are powered by a
rack and pinion mechanism. A small pinion at the base of the wiper meshes with a sliding
rack below.

Fig: No: 2.5 Rack and Pinion

10
2.1.6 Bevel Gear:
Gears that mesh at an angle change the direction of rotation

Fig: No: 2.6 Bevel Gears

 Driven Gear: The output motion and force are transmitted by this gear.
 Driver Gear: The input motion and force is applied to this gear.
 Gear Ratio: The gear ratio is defined as the rotation speed of the output shaft
divided by the rotation speed of the input shaft.
 Gear Train: A group of gears working together; they are arranged so that
their teeth closely interlock (mesh).
 Gear Wheel: A basic mechanism. A gear is a wheel with accurately machined
teeth round its edge. Its purpose is to transmit rotary motion and force.
 Meshed Gears: When the teeth of one gear are engaged with the teeth in the
other
 Spur Gears: two spur gears of different sizes mesh together; The larger gear
is called a wheel and the smaller gear is called the pinion.

2.2. DC MOTOR:
The most widely used type of DC motor is the permanent magnet commutator type,
which is simply designed to rotate at some approximate speed when powered from an
appropriate DC voltage. This type of motors are often used as fixed speed drivers in tape
cassette recorders and record/disc players and as wide range motive etc. in all of these
applications, the motor performance can be greatly enhanced with the aid of electronic
control circuitry.

11
 The basic action of this motor is such that an applied voltage causes a current flow
through sets of armature windings and generates electromagnetic fields that r4eact with the
fields of fixed stator magnets in such a way that the armature is forced to rotate. As it rotates,
its interfacing fields force it to generate a back EMF that opposes the applied DC voltage and
is directly proportional to the armature speed.
The DC motor has a rotating armature in the form of an electromagnet. A rotary
switch called a commutator reverses the direction of the electric current twice every cycle, to
flow through the armature so that the poles of the electromagnet push and pull against the
permanent magnets on the outside of the motor. As the poles of the armature electromagnet
pass the poles of the permanent magnets, the commutator reverses the polarity of the
armature electromagnet. During that instant of switching polarity, inertia keeps the classical
motor going in the proper direction.

Fig: No: 2.7 Dc Motor

When the coil is powered, a magnetic field is generated around the armature. The left
side of the armature is pushed away from the left magnet and drawn toward the right, causing
rotation.

12
2.2.1 Design Specification:
DC Motor:
Voltage : 12V
Current : 500mA
Speed : 60rpm
Torque : .5Kg Cm

2.2.2 Advantages of using DC Motor:

 Speed of rotation of DC Motor can be easily controlled.
 Used for drives requiring large power outputs.
 Direction of the motor can be easily changed.
2.3 Relay: (Single Contractor Relay):
2.3.1 Electro Magnetic Type Relay:
The electromagnetic relay consists of a multi-turn coil, wound on an iron core, to
form an electromagnet. When the coil is energized, by passing current through it, the core
becomes temporarily magnetized. The magnetized core attracts the iron armature. The
armature is pivoted which causes it to operate one or more sets of contacts. When the coil is
de-energized the armature and contacts are released.
The coil can be energized from a low power source such as a transistor while the
contacts can switch high powers such as the mains supply. The relay can also be situated
remotely from the control source. Relays can generate a very high voltage across the coil
when switched off.
This can damage other components in the circuit. To prevent this diode is connected
across the coil. The cathode of the diode is connected to the most positive end of the coil.
2.3.2 Basic Relay Operation:
The electromagnetic relay consists of a multi-turn coil, wound on an iron core, to
form an electromagnet. When the coil is energized, by passing current through it, the core
becomes temporarily magnetized. The magnetized core attracts the iron armature. The
armature is pivoted which causes it to operate one or more sets of contacts. When the coil is
de-energized the armature and contacts are released.
The coil can be energized from a low power source such as a transistor while the
contacts can switch high powers such as the mains supply. The relay can also be situated

13
remotely from the control source. Relays can generate a very high voltage across the coil
when switched off.
This can damage other components in the circuit. To prevent this diode is connected
across the coil. The cathode of the diode is connected to the most positive end of the coil.
The spring sets (contacts) can be a mixture of N.O, N.C and c.o. look at the page on
switches to see how they can be used in circuits. Various coil-operating voltages (ac and dc)
are available. The actual contact points on the spring sets are available for high current and
low current operation. The REED RELAY has a much faster operation than the relays
described above.
2.3.3 Internal Operation of Mechanical Relays:
1. Standard: Single Side Stable with any of the following three different methods for
closing contacts:
 Flexure Type: The armature actuates the contact spring directly, and the contact
is driven into a stationary contact, closing the circuit
 Lift-off Type: The moveable piece is energized by the armature, and the contact
closes
 Plunger Type: The lever action caused by the energization of the armature
produces a long stroke action
2. Reed: A Single Side Stable Contact that involves low contact pressure and a simple
contact point
3. Polarized: Can be either a single side stable or dual-winding. A permanent magnet is
used to either attract or repel the armature that controls the contact. A definite polarity
(+ or -) is required by the relay coil. The latching option makes a polarized relay dual-
winding, meaning it remains in the current state after the coil is de-energized.
2.3.4 Types of Relays:
There are two basic classifications of relays: Electromechanical and Solid State.
Electromechanical relays have moving parts, whereas solid-state relays have no moving
parts. Advantages of Electromechanical relays include lower cost, no heat sink is required,
multiple poles are available, and they can switch AC or DC with equal ease.
Electromechanical Relays
General Purpose Relay:
The general-purpose relay is rated by the amount of current its switch contacts can
handle. Most versions of the general-purpose relay have one to eight poles and can be single

14
or double throw. These are found in computers, copy machines, and other consumer
electronic equipment and appliances.
Power Relay:
The power relay is capable of handling larger power loads – 10-50 amperes or more.
They are usually single-pole or double-pole units.
Contractor:
A special type of high power relay, it’s used mainly to control high voltages and
currents in industrial electrical applications. Because of these high power requirements,
contactors always have double-make contacts.
Time-Delay Relay:
The contacts might not open or close until sometime interval after the coil has been
energized. This is called delay-on-operate. Delay-on-release means that the contacts will
remain in their actuated position until some interval after the power has been removed from
the coil. A third delay is called interval timing contacts revert to their alternate position at a
specific interval of time after the coil has been energized.
The timing of these actions may be a fixed parameter of the relay, or adjusted by a
knob on the relay itself, or remotely adjusted through an external circuit.
Solid State Relays:
These active semiconductor devices use light instead of magnetism to actuate a
switch. The light comes from an LED, or light emitting diode. When control power is applied
to the device’s output, the light is turned on and shines across an open space. On the load side
of this space, a part of the device senses the presence of the light, and triggers a solid-state
switch that either opens or closes the circuit under control. Often, solid-state relays are used
where the circuit under control must be protected from the introduction of electrical noises.
Advantages of Solid State Relays include low EMI/RFI, long life, no moving parts, no
contact bounce, and fast response. The drawback to using a solid-state relay is that it can only
accomplish single pole switching.

15
2.3.5 Applications:
General Purpose Relays:
HVAC, Appliances, Security, Pool & Spa, Industrial Controls, Office Equipment
Low Signal Relays:
Telecommunications, Datacom, CP/OA, Security
Power Relays:
Office Automation, Process Control, Automotive, Energy Management Systems,
HVAC, Motor Drives/Controls, Appliance Controls

Solid State Relays:

Industrial Control, Motors, Timers
Signal Relays:
Telecommunications, Instrumentation, Test Equipment.

16
WORKING PRINCIPLE

17
 CHAPTER-3
WORKING PRINCIPLE
3.1 WORKING DIAGRAM

3.2 PRINCIPLE

The compressed air from the compressor is used as the force medium for this
operation. There are pneumatic double acting cylinders, Direction control valve; flow control
valve used .The arm from the compressor enters to the floe control Valve.

The controlled air from the flow control valve enters to the Direction control valve.
The function of direction control valve is used to move the double acting cylinder
forward/reverse depends upon the valve position. In one position air enter to the cylinder and
pusses the piston, so that the gate will open.

18
 The next position air enters to the other side of cylinder and pusses the piston return
back, so that the releasing stroke is obtained. In that time the door is closed. The speed of the
close and releasing stroke is varied by the direction control valve manually.

CHAPTER-4
4 .AUTOMATED GATE SYSTEM

4.1 HUMAN FACTORS OF GATE USE:

GATE use is described as a process which includes seven subtasks:
1. Perceiving and understanding GATE operation.
2. Altering gate adjusting body posture and maneuvering within reach.
3. Reaching and grasping handles, switches or locks.
4. Applying force to overcome resistance of handles, switches or locks.
5. Applying force to overcome resistance of the GATE, mechanical GATE
closers and pressure differentials.
6. Passing through the Gateway, including making adjustments in posture and
continuing to apply force.
7. Closing the GATE and locking it by repeating tasks one through five above on
the other side of the GATE.
The abilities of the person, the ambient environment and the social context play a
major role in successful completion of the task. These factors can affect the perception and
understanding of GATE use as well as the level of stress involved in the task. Stress may be
related to limitations in ability, difficult environmental conditions such as low levels of
illumination or social pressures such as a crowd of hurrying people.
Automating GATEs is a means to reduce the stress of GATE use. Automated GATEs
are specifically designed to reduce congestion and increase access, but they also can be
helpful to control access and improve security. Although automated GATEs can reduce
accidents, their mechanical operation, which is outside the control of the individual user, also
can create potential safety problems. GATE use is a critical aspect of safe egress from
buildings in emergency situations.
Building safety codes and standards reflect this fact through many detailed design
criteria. However, during power failures the automatic features may be disabled. Thus,

19
automated GATEs must be designed to address these emergency concerns if they are part of
designated exits.
For people with disabilities, difficulties with GATE use are more pronounced and
often a stressful aspect of everyday experience. Automated GATEs can make the GATE use
easier. But, as the analysis and model above make clear, many human factors issues that
should be addressed in the design of automated GATE systems.
Although much research has been completed about GATE use, little research has been
completed specifically on automated GATEs. The model of GATE use can be useful to
summarize what we do know and identify the research gaps.
From existing research, we know that understanding the operation of automated
GATEs can be a problem for people with disabilities and the elderly. We do not know how
widespread the problem is since the existing research has observations from only a few
subjects. New and innovative products, like automated revolving GATEs, seem to create the
most serious difficulties.
Although existing safety standards require signage on automated GATEs, we do not
know if those provisions are adequate. Furthermore, no research has been done on how
information about GATE operation should be conveyed to visually impaired individuals.
Since people who cannot see use their hands and canes to learn about the operation of GATEs
and devices they encounter, attention should also be given to safety for tactile exploration.
Although considerable research has investigated the need for maneuvering clearances
in front of GATEs, no attention has been given to maneuvering clearance necessary at power
assisted GATEs.
There has been considerable research on the use of handles, switches and locks by
people with disabilities. This research includes specific studies on card slots, push buttons,
keys and other devices that are used with locks. Often GATEs equipped with power operators
have high-tech security devices like card readers. There is information on how to make such
systems accessible.
From the perspective of accessibility, the specification of automated GATEs is tied to
the force required to open GATEs. If a GATE handle, lock or GATE presents too great a
resistive force for people with disabilities to overcome, then an automated system can be
specified to substitute. Much research has been completed on the subject of opening GATEs
against the resistive forces of mechanical closers and air pressure differentials.
Although some of the findings are divergent, they can be explained by differences in
research methods and sample selection. Given the purpose and intent of an application, it is

20
possible to use the existing data base to make appropriate recommendations for maximum
resistance forces (minimum opening forces) at manual GATEs.
Research indicates that the abilities of the more severely disabled population to resist
the forces of GATE closers are very limited. Closers are not currently designed with a level of
efficiency that would allow all GATEs to close properly if the opening force were set at the
limit that this group of people could manage on an everyday basis. Furthermore, many people
with severe disabilities have limited use of their hands and arms.
Only one study has been completed on emergency use of GATEs. When compared to
other studies, the findings indicate that, under emergency conditions, people with disabilities
can exert relatively high forces to overcome the resistance of GATE closers. Larger opening
forces may therefore be possible for GATEs used only for emergency use or emergency
modes of automated GATEs.
Research has demonstrated that passing through GATEs against the resistance of a
closer is quite difficult for many people who use wheelchairs, particularly children. The main
problem seems to be that do or users have to exert force to keep the GATE from closing while
they are moving through the opening. Safety issues for people who walk or wheel slowly
while using automated revolving GATEs are a special case of this problem. These GATEs do
not really "close". Thus, the user can be bumped by the leaf behind them. Manufacturers have
developed several different approaches to this problem but none has been evaluated in depth.
The samples used in research on automated GATEs are not fully representative of the
disabled community. In particular, very few people with visual impairments have been
included. No research has been completed with people who have developmental disabilities
or hearing impairments. Field studies have not been conducted with children. In the reports of
field research, differences between the people who used the GATE were not examined in
detail. Thus, we have limited information about the variation in abilities among people with
different types of disabilities.
The research that has been completed addresses many different types of GATEs and
related devices. However, there are some issues that have only been studied with very small
samples of individuals. In particular, systematic variation of different GATE features on the
same type of GATE is lacking. The ambient environment has received practically no
attention. No research has been completed on the impact of differences in illumination,
particularly as it relates to signage. The impact of wind and temperature has not been
examined. The impact of crowding is another neglected issue. Finally, little research has been
completed on the unique concerns of different building types.

21
4.2 RECOMMENDATION OF AUTOMATED GATE:
The performance specifications below summarize the recommendations for automatic
GATEs that were developed based on this research. Detailed technical design criteria and
rationales were included in the final report of the project which is available from the U.S.
Architectural and Transportation Barriers Compliance Board.
1. Required Automated GATEs:
All new buildings used by the public should have at least one automated GATE at
accessible entrances. There should be an exception for small buildings where adding such a
GATE may be a financial hardship for building owners.
2. Automated Revolving GATEs:
Automated revolving GATEs should be allowed at accessible routes. Where
automated revolving GATEs are used at an accessible entrance, an alternative accessible
swing or sliding GATE should also be available at the entrance or the revolving GATEs
should have safety systems that stop the GATE without contacting a stationary person or an
object in its path.
3. Remote Controls:
Remote controls, keyed switches, card readers or combination switches should not be
the sole means of control for automated GATEs during normal hours of building operation.
They could be the sole means of control at employee entrances or during times when the
public is not provided access to the building.
4. GATE Width:
Automated GATEs must be wide enough for use with wheeled mobility devices and
walking aids. Full powered or low energy bi-parting and telescoping GATEs should be
allowed to meet this requirement based on the width of the entire opening, rather than only
one GATE leaf.
5. Thresholds and Edges:
Thresholds and control mats at automated GATEs should not have abrupt edges that
would pose a barrier or safety hazard to persons who use wheeled mobility devices, walking
aids or to persons who have visual impairment.

22
6. Maneuvering Space:
There should be enough maneuvering space in front of automated GATEs and
controls to accommodate use of wheeled mobility devices. Accessible automated revolving
GATEs should have enough space within them for a person in a wheelchair and an attendant.
7. GATE Timing:
Automated GATEs should remain open long enough to allow people who have
limitations in gait to enter the opening and pass through the GATE.
8. Opening Force:
The force required to open a manual GATE should be limited. Above this limit,
GATEs should be automatic. The force required to open an automated GATE in an
emergency, when power is off should also be limited. These limits should not hamper the
ability of a manual GATE to close properly in adverse conditions.
9. Bump Force:
The force induced by a low energy GATE should be limited to avoid knocking an
individual off balance. Three options should be considered: a maximum force threshold,
sensor controlled variable forces and safety systems that prevent contact.
10. GATE Swing:
Full powered GATEs that swing against the direction of travel should have protective
features to ensure that they will not hit someone approaching the GATE.
11. Activating Controls:
Control switches should be easy to use by people that have difficulty forming a grip.
12. Activation Forces:
Forces necessary to operate GATE controls should be within the limits of severely
disabled people to manage.
13. Control Location:
Switches for operating low energy automated GATEs should be located as follows:
a) Within the reach range of people with severe disabilities who use wheeled
mobility devices
b) where access to the GATE is convenient after use
c) in close proximity to the GATE

23
 d) in standard locations
e) not on the GATE itself
14. Detection Zone:
Sensors and control mat at the pull side of hinged GATEs should detect people
approaching GATEs early enough to ensure that the GATE will open before the user reaches
the sweep area.
15. Visual Instructions and Warnings:
Warning signs should be provided for all automated GATEs except power assist
GATEs. Instructional signage should be provided for all automated GATEs. Both types of
signs should be in highly visible locations have easily noticed colors and be large enough to
be read by people with visual impairments. Switches for low energy automated GATEs
should be identified with the International Symbol of Accessibility.
16. Ground and Floor Surfaces:
Floor and ground surfaces in the maneuvering clearances and at the control location
should not have a slope exceeding the minimum required for drainage.
17. Background Noise:
If audible warnings and messages are provided to ensure proper operation of
automated GATE systems, then they should be distinguishable against the ambient
background noise and be accompanied by visual warnings or instruction labels.

24
INTRODUCTION TO
SENSOR

25
 CHAPTER-5
5. INTRODUCTION TO SENSOR

Most wipers are of the pivot (or radial) type: they are attached to a single arm, which
in turn is attached to the motor. These are commonly found on many cars, trucks, trains,
boats, airplanes, etc.
Another type of wipers is the pantograph-based (see Fig. 6), which are used on many
commercial vehicles, especially buses with large windscreens. Pantograph wipers feature two
arms for each blade, with the blade assembly itself supported on a horizontal bar connecting
the two arms. One of the arms is attached to the motor, while the other is on an idle pivot.
[citation needed] The pantograph mechanism, while being more complex, allows the blade to
cover more of the windscreen on each wipe.
However, it also usually requires the wiper to be "parked" in the middle of the
windscreen, where it may partially obstruct the driver's view when not in use. Some larger
cars in the late '70s and early '80s, especially LH driver American cars [citation needed], had
a pantograph wiper on the driver's side, with a conventional pivot on the passenger side.
Mercedes-Benz pioneered a system called the Monoplane, based on cantilevers (see
Fig. 5), in which a single arm extends outward to reach the top corners of the windscreen, and
pulls in at the ends and middle of the stroke, sweeping out a somewhat 'W'-shaped path. This
way, a single blade is able to cover more of the windscreen, and displace the residual streaks
away from the center of the windscreen.
A rain sensor or rain switch is a switching device actuated by rainfall. There are two
main applications for rain sensors. The first is a water conservation device connected to an
automatic irrigation system that causes the system to shut down in the event of rainfall. The
second is a device used to protect the interior of an automobile from rain and to support the
automatic mode of windscreen wipers.

5.1 IRRIGATION SENSORS:

26
 Rain sensors for irrigation systems are available in both wireless and hard-wired
versions, most employing hygroscopic disks that swell in the presence of rain and shrink back
down again as they dry out an electrical switch is in turn depressed or released by the
hygroscopic disk stack, and the rate of drying is typically adjusted by controlling the
ventilation reaching the stack.
However, some electrical type sensors are also marketed that use tipping bucket or
conductance type probes to measure rainfall. Wireless and wired versions both use similar
mechanisms to temporarily suspend watering by the irrigation controller specifically they are
connected to the irrigation controller's sensor terminals, or are installed in series with the
solenoid valve common circuit such that they prevent the opening of any valves when rain
has been sensed.
Some irrigation rain sensors also contain a freeze sensor to keep the system from
operating in freezing temperatures (typically freeze sensors are employed in regions where
irrigation systems are not "blown-out" for the winter, yet there is sometimes a chance of
overnight frosts, such as Florida, New Jersey, Minnesota, and Connecticut mandate the use of
a rain sensor in all new lawn sprinkler systems.
A new trend in "smart" sensors (like the Virtual Rain Sensor) is using recent weather
observation data (rainfall, sunlight, temperature, humidity, and pressure) to calculate
evapotranspiration of water. Used in conjunction with forecast rain and temperatures data
these can direct home automation hardware at variable intervals and durations to optimize
water savings.
5.2 AUTOMOTIVE SENSORS:

Fig: No: 4.1 Automatic Sensors

27
 A rain sensor for automatic wiping of the windshield of a Mercedes-Benz car. In
1958, the of General Motors experimented with a water-sensitive switch that triggered
various electric motors to close the convertible top and raise the open windows of a specially-
built Eldorado Biarritz model, in case of rain.
The first such device appears to have been used by General Motors, for that same
purpose, in a concept vehicle designated "Le Sabre" and built seven years earlier, in 1950–51.
For the 1996 model year, Cadillac once again introduced an automotive rain sensor,
this time to automatically trigger the windshield wipers and adjust their speed to conditions.
The most common modern rain sensors are based on the principle of total internal
reflection: an infrared light is beamed at a 45-degree angle into the windshield from the
interior if the glass is wet, less light makes it back to the sensor, and the wipers turn on. Most
vehicles with this feature have an "AUTO" position on the stalk.

28
 ADVANTAGES
AND
DISADVANTAGES

29
 CHAPTER-6
6. ADVANTAGES AND DISADVANTAGES
6.1 ADVANTAGES:

1. Power supply is obtained frequently because of solar panel.

2. Free cost of energy

3. Pollution free

6.2 DISADVANTAGES:

1. Solar panel is not effective in moisture conditions.

2. D.C Battery maintenance is complicated work.

30
 COST
ESTIMATION

31
 CHAPTER-7
7. COST ESTIMATION

MATERIAL COST
S.NO COMPONENT QUANTITY
USED (RS)
Structure & D.C
1 1 2800
Motor assembly
2 Battery 1 - 750
3 Electrical work 1 750
TOTAL 6050

Total material cost =6050

Over head charge =450
TOTAL =6500

32
CONCLUSION

33
 CHAPTER-8
8. CONCLUSION
 Due to the rapid growth of population, energy consumption has also increased rapidly.

 So, different kinds of energy are required to be produced frequently.

 The only huge source of energy is the nature.

 It is the responsibility of each mankind to explore and use the available resources of

the nature.

34
REFERENCES

35
 REFERENCES

1. Palaniappan, C. Ajit Kumar Kolar and Haridasan, T.M., ‘Renewable Energy Applications
to Industry’, Narosha publishing House, New Delhi, edition - 2001.
2. Ramesh. R. udaya Kumar and Ananda Krishnan. K ‘Renewable Energy Technologies’
Narosha Publishing House, New Delhi, edition - 2003.

3. Thiyakarajan. T. ‘Fundamentals of Electrical and Electronics Engineering’ Scitech

Publishers, Chennai, 2002.

4. Rai G.D. ‘Solar Energy Utilization’, Khanna publishers, New Delhi, edition - 1999.

5. Tiwari. G.N. & Ghosal M.K. ‘Renewable Energy Resources’, Narosa publishing house,
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6. ‘Electronics for You’ under the title ‘sensor for robots’ published on Nov 2007.

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8. Sukhatme S.P., ‘Principles of Thermal Collection and Storage’ second edition – 1998.

9. Chattopadhyay D. and P. Rakshit, ‘Electronics fundamentals and application’, New Age

International (p) Ltd., edition – 2003.

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