PROJECT REPORT

On

Four Wheel Turning Car

UNDER THE GUIDANCE OF

Prof. Sumer Singh Solan i DEPTT. OF !ECHANICA" ENGINEERING

SU#!ITTED #$%&

SANDESH RANA RAHU" THA,UR AASH!OH!!AD SANDEEP .ER!A

'()*'+' '()*'-) '()*'*) '()*'+/

DEPTT. OF !ECHANICA" ENGINEERING

SHREE RA! !U",H INSTITUTE OF ENGINEERING 0 TECHNO"OG$

/*)*&)-

CANDIDATE1S DEC"ARATION

Thi2 i2 3o 4er3if5 3ha3 San6e2h Rana7Uni8 No. '()*'+'9:Rahul Tha ur7Uni8 No. '()*'-)9: Aa2hmohmma6 7Uni8 No. '()*'*)9 0 San6ee; .erma7Uni8 No. '()*'+/9: ha8e 2a3i2fa43or5 4om;le3e6 3he ;ro<e43 en3i3le6 FOUR WHEEL TURNING CAR a2 ;re24ri=e6 =5 ,uru 2he3ra Uni8er2i35: ,uru 2he3ra in ;ar3ial fulfillmen3 of 3he re>uiremen3 for a?ar6 of 3he 6egree of #a4helor of Te4hnolog5 in !e4hani4al Engineering 6uring a4a6emi4 5ear /*)*&)-.

Pro<e43 Gui6e MECHANICAL

HEAD

EXTERNAL EXAMINER

AC,NOW"EDGE!ENT

We e@;re22 our gra3i3u6e 3o 3he ,uru 2he3ra Uni8er2i35: ,uru 2he3ra: for gi8ing u2 3he o;;or3uni35 3o ?or on 3he !inor ;ro<e43 6uring 3he final 5ear of #.Te4h. Pro<e43 Wor i2 an im;or3an3 a2;e43 in 3he firl6 of engineering. I3 i2 no3 un3il 5ou un6er3a e ;ro<e432 li e 3he2e 3ha3 5ou realiAe ho? ma22i8e 3he effor3 i3 reall5 i2: or ho? mu4h 5ou mu23 rel5 u;on 3he 2elfle22 effor32 an6 goo6?ill of o3her2. There are man5 ?ho hel;e6 u2 ?i3h 3he2e ;ro<e432: an6 ?e ?an3 3o 3han 3hem all. We ?oul6 li e 3o 3han Prof.7Dr.9 BBBBBBBB.: Dire43or: SR!IET

BBBBBBBB.. for hi2 in6 2u;;or3. Our 2;e4ial 3han 2 3o Prof. D.!. #ha2in: HOD: !e4hani4al Engineering. For 3hi2 in8alua=le gui6an4e 3hroughou3 our ;ro<e43 ?or . We 2;e4iall5 3han !rBBBBBBBB.. ;ro<e43 gui6e: ?ho12 in8alua=le gui6an4e in 3hi2 6iffi4ul3 an6 en6ea8or ;erio6 ha2 ;ro8i6e6 u2 ?i3h 3he re>ui2i3e mo3i8a3ion 3o 4om;le3e our ;ro<e43 2u44e22full5. We 2;e4iall5 a;;re4ia3e 3he hel; an6 gui6an4e all 3ho2e ;eo;le ?ho ha8e 6ire43l5 or in6ire43l5 hel;e6 u2 ma ing our ;ro<e43 a 2u44e22ful. BBBBBBB. BBBBBBB. BBBBBBB. PROJECT ASSOCIATES

ABSTRACT Abstract corresponding reference inputs to the trajectorytracking system so that the vehicle will move along aThis paper develops a trajectory planning algorithm for aspecified path. The vehicle trajectory planning is notfour-wheel-steering (4W ! vehicle based on vehicle"s well researched as that of vehicle path planning#kinematics. The fle$ibility offered by the steering isutili%ed fully in the trajectory planning. A two-part and to our knowledge# only several works trajectory planning algorithm consists of the steering &'() addressed this problem.planning and velocity planning. The limits of vehicleThis paper develops a methodology that consists ofmechanism and drive tor*ue are taken into account.so-called rotation planning and translation planning imulation results are presented to illustrate thefor the trajectory planning for 4W
to plan the vehicle orientation.

vehicles. Theapplication of the

proposed algorithm.methodology utili%es the fle$ibility of the 4W vehicle

TABLE OF CONTENTS Topic Page T+T,-...................................................................................................' /-0,A1AT+23..............................................................................................( A0432W,-/5-6-3T ......................................................................................7 A8 T1A0T....................................................................................................4 TA8,- 29 023T-3T ......................................................................................: ,+ T 29 TA8,- ...................................................................................................; ,+ T 29 9+5<1- ................................................................................................=

CHAPTER I. INTRODUCTION '.' +ntroduction of 9our Wheel Turning ystem............'' '.( 6ethodology of 9our Wheel Turning ystem ............'' '.7 Tor*ue distribution trategy...................'(

CHAPTER II..FOUR WHEEL STEERINING SYSTEM ANALYSIS (.' ,2W >--/ (1-A1 T--1 62/-! ..................'? (.( @+5@ >--/ (01A8 62/-! .....................(A

(.7 B-12 T<13+35 0+10,- 1A/+< ....................(A

(.4-ffect 2f ,oad 2n 0ar........................(' (.: measurement of voltages risisng with respect to time...........(7 (.C D-+ 0harecteristics............................(4

CHAPTER III. VARIOUS PARTS OF THE FOUR WHEEL TURNING CAR 7.' Alloy wheels .........................(C 7.( 1ack and >inion.......................(C 7.7 four wheel steering .....................(= 7.4 Tie rod and Toe........................(? 7.: 1elay...........................7' 7.C -lectric /c 6otor........................77 7.; hock Absorber........................74 7.= 8attery............................7: CHAPTER IV. SOLUTION: THE PROPOSED CIRCUIT MODEL 4.' olution to the >roblems.......................................... 4.( 0ollaborating the solutions.............................................................. 4.7 0ircuit /escription......................................................................... CHAPTER V. IMPLEMENTATION :.' 6aking the 0ar 8ody.....................44 :.(. 2utdoor +mplementation....................44 :.7 Advantages of four wheel turning system.............4C :.4 /isadvantages of four wheel turning system.............4; :.: Applications of four wheel turning system............4; CHAPTER VI. CONCLUSION C.' 0onclusion 2f 2f 9our Wheel Turning .............:(

LIST OF REFERENCES..........................................................................:7

LIST OF TABLES
Ta !e Page Table (.'.aE -ffect of ,oad (Weight! on the ........... Table (.(E 6easurement of voltage rising with respect to time...

LIST OF FIGURE
Fig"#$.$ Me%&o'o!og( O) Fo*+ W&ee! T*+,i,g S(-%e. Fig"#$.$/a0 F+o,% W&ee! %*+,i,g Fig:#$.$/ 0 Rea+ W&ee! T*+,i,g Fig"#$.1 Di-%+i *%io, o) To+2*e I, Rea+ W&ee! Fig"#1.3/a0 S%ee+i,g S(-%e. Wi%& Rac4 A,' Pi,io, Fig"#1.3 /a0 Rac4 a,' Pi,io, Fig:#1.5 Tie Ro' a,' Toe Fig"#1.6/a7 0 Re!a( Fig"#1.8 S&oc4 A -o+ e+ Fig"#1.9 $3:#Ba%%e+( Fig"#5.$/a; U-i,g a 'io'e Fig"# 5.$/ 0 U-i,g a Bac4*p Fig "# 5.$/c0U-i,g a, OP#AMP Co.p Fig 6.$ .a o'( o*%e+ co:e+ ( -%ai,!e-- -%ee! Fig6.$. : %(+e *-e' i, )o*+ <&ee! %*+,i,g ca+

Fig"#6.6 S!ip o+ A%%i%*'e A,g!e o) S*+)ace

7

Fig"#6.6/a0 Co.pa+i-o, o) La,e C&a,gi,g Be&a:io*+ Wi%& 5WS a,' 3WS Fig6.$. : %(+e *-e' i, )o*+ <&ee! %*+,i,g ca+ Fig"#6.6/c0 U#T*+, o) 5WS Fig"#6.6/ 0 Co.pa+i-o, o) Co+,i,g Fo+ci,g Wi%& 5WS a,' 3WS :e&ic!e

CHAPTER I INTRODUCTION $.$ I,%+o'*c%io, o) Fo*+ W&ee! T*+,i,g S(-%e.

Four-wheel steering, 4WS, also called rear-wheel steering or all-wheel steering, provides a means to actively steer the rear wheels during turning maneuvers. The vehicle responds more quickly to steering input because rear wheel lag is eliminated. 4WS is a serious e ort on the part o automotive design engineers to provide near-neutral steering. ! vehicle requires less driver input or any steering maneuver i all our wheels are steering the vehicle. 4WS stabili"es all cornering orces generated while responding to steering input. 4WS greatly reduces vehicle#s turning circle thus turning radius reduces up to "ero degree.

$.3 Me%&o'o!og( O) Fo*+ W&ee! T*+,i,g S(-%e.

$odi ication will made in the rear wheel assembly and addition o one more rack and pinion steering gear bo% or steering the rear wheels. Then a trans er rod will placed in between the ront and rear steering gear bo% to trans er the motion to rear steering gear bo%. &evel gear is used to transmit the rotary motion perpendicularly, so the one bevel gear will introduced in the ront steering rod. 'ther bevel gear will connected to the trans er rod. Two supports will used to support the trans er rod. Trans er rod will

connected

to

the

rear

steering

gear

bo%

Fig;-1.1 Methodology of Four Wheel Turning System . !s the steering will steered, the rear wheels also turn by the arrangements made and the rear wheel turn in the opposite direction

10

Fig"#$.$/a0 F+o,% W&ee! T*+,i,g

Fig"#$.$/ 0 Rea+ W&ee! T*+,i,g

11

. (ear steering gear bo% will be i%ed to body by bolts and nuts and the ends o the steering bo% are connected to the rear wheel hub where the tires will mounted

12

$.1 To+2*e 'i-%+i *%io, -%+a%eg( tor*ue distribution scheme for a front and rear wheel driven -D in order to improve the drive train efficiency over a wide tor*ue and speed range as a part of the -< funded >-628 project. +t has been shown the ma$imum efficiency is achieved if the total tor*ue re*uired by the vehicle is shared e*ually between the two identical motors. +n addition# the distribution of the energy consumption over a 3ew -uropean /riving 0ycle (3-/0! is analy%ed and the regions of high speed# low tor*ue are identified to have a high level of energy consumption# where the motor efficiency improvement in these regions is the most important. Therefore# this paper further proposes to operate just one motor to provide the total re*uired tor*ue in the low tor*ue region. A clutch may be employed between one motor and gearbo$ (differential!# thus Fswitching offG its idle loss (no-load loss# flu$-weakening loss!# and improving the drive train efficiency. An online optimi%ed tor*ue distribution algorithm has been devised based on the motor efficiency map to determine whether the second motor should be disengaged by the clutch in the low tor*ue region. With the proposed optimi%ation scheme# the drive train efficiency can be improved by 4H over the 3-/0 cycle. -$perimental test results validate the proposed tor*ue distribution strategy.

Fig $.1 'i-%+i *%io, o) %o+2*e i, +ea+ <&ee!

13

Fig $.1. : G+ap&ica! +ep+e-e,%a%io,

As shown by the graphical representation and diagram there is distribution of the tor*ue rated with respect to rated speed

14

CHAPTER II ANALYSIS

0ontemporary rear a$les allows for coincidental steering through the influence of variation of elasto kinematic steeringI rear wheels rotate# due to an influence of variation of vertical load of wheels (tilting!# in the same direction as front wheels. 3evertheless# such a turn of rear wheels is very small and driver"s will-independent. A disadvantage of this so-called passive steering system is that it operates even when driving in straight direction when single wheel of an a$le hits surface irregularity (deterioration of directional stability!. 3ew generation of active steering systems distinguishes a need of steering of rear wheels for the reason of directional stability from a need of steering of rear wheels for the reason of cornering at slow speed. Therefore# the active system means that rear wheels are possible to be turned either coincidently or noncoincidently. The increase of the maneuverability when parking the vehicle is achieved by means of disconcordant steering# meanwhile the increase of the driving stability at higher speeds is achieved through concordant steering. +n a typical front wheel steering system# the rear wheels do not turn in the direction of the curve# and thus curb on the efficiency of the steering. 3ormally# this system has not

15

been the preferred choice due to the comple$ity of conventional mechanical four wheel steering systems. @owever# a few cars like the @onda >relude# 3issan kyline 5T-1 have been available with four wheel steering systems# where the rear wheels turn by a small angle to aid the front wheels in steering. @owever# these systems had the rear wheels steered by only ( or 7 degrees# as their main aim was to assist the front wheels rather than steer by themselves. With advances inn technologyy# modern foour wheel steeering systemms boast off fully ellectronic steer-by-wire ssystems# e*uual steer anglles for front and rear whheels# and sensors too monitor the vehicle dyynamics and adjust the steer angles iin real time. Although suuch a coomple$ 4WW numbeer of e$$perimental concepts wwith some of these tecchnologies have been built and ttested successfully model hhas not beeen created ffor productiion purposees# a

3.$ S!o< -peee' # Rea+ S%%ee+ Mo'e

At sloow speeds# thhe rear wheeels turn in thhe direction opposite to the front whheels. TThis mode coomes in partiicularly usefful in case of pickup truccks and busees# more so wwhen navigating hiilly regions.. +t can redduce the turnning circle radius by ((:H# and caan be e**ually effective in conggested city cconditions# wwhere <-turnns and tight streets are mmade

16

eaasier to naviigate. +t is deescribed as fofollowing in 9+5 '.(.

3.3 Hig& -peee'

+n higgh speeds# tuurning the reear wheels thhrough an anngle oppositte to front wwheels mmight lead too vehicle insttability and is thus unsuuitable. @encce# at speedss above =A kkmph# thhe rear wheeels are turneed in the samme directionn of front wwheels in fouru -wheel steeering syystems. 9or a typical vehiicle# the vehiicle speed determining tthe change oof phase has been foound to be =A kmJhr. TThe steeringg ratio# howeever# can bee changed ddepending onn the efffectiveness of the rear ssteering mecchanism# andd can be as hhigh as 'E'.

3.1 =e+o %*+,,i,g ci+c!e ++a'i*- # 1>; Mo'e

+n adddition to thhe aforemenntioned steeering types# a new typpe of fourwwheel stteering wass introducedd by the cconcept vehhicle Keep @urricane# one that ccould siignificantly affect the wway our veehicles are pparked in thhe future. This vvehicle has aall the three mmodes of steeering descriibed above# tthough it spoorts a trruly comple$$ drive-trainn and steering layout witth two transffer cases to ddrive the lefft and riight wheels sseparately. TThe four wheeels have fully independdent steeringg and need too turn inn an unconvventional dirrection to ennsure that thhe vehicle tuurns around on its own a$is.

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uch a system re*uires precise calculation from a servo motor with real-time feedback to make certain that all three steering modes function perfectly. The concept didn"t make it to production# possibly due to the high costs involved in the power train layout. 8ut the idea presented by the concept continues to find importance. The only major problem posed by this layout is that a conventional rack-and-pinion steering with pitman arms would not be suitable for this mode# since the two front wheels are steered in opposite directions. teer-by-wire systems would work fine# however# since independent control can be achieved

3.5 E))ec% o) Loa' /Weig&%0 o, %&e Ca+

To successfully complete the whole project# initially we need to choose the proper solar panel with appropriate power rating and weight. 8ecause# these things are directly related to the efficiency of the car. o# we did an e$periment which involved the load management of the car while driving along with the D-+ rating. @ere# we chose a random car and put different bars with different weights on different position of that car. Then we connected the multi-meter to the

respective input pins (LMve" and L-veL! of the battery of that particular car in parallel. Through this process we found out the voltage re*uired to drive the motor of the car at different situation. Again# after that# we connected an ammeter with those respective in series to find out the current flow re*uired to drive the motor of the car.

18

The result we found out for that random car is like thisE

l.no '. (. 7. 4.

Weight A kg 7: kg := kg ;= kg Ta !e 3.$.a: E))ec% o) Loa' /Weig&%0 o, %&e Ca+

rpm 7:AA (==A (C7A (47A

@ere as shown in table there is as the weight increases ther is rpm of wheel decreases respectively.

19

8y the way# the battery of that random car was providing '( vM'(v# voltage and current rating respectively. This e$periment gave us the idea about the solar panel we should collect for our future project implementation.

3.6 Mea-*+e.e,% o) :o!%age +i-i,g <i%& +e-pec% %o %i.e

it is important to measure the rise time of the voltage of the panel. As a result we can get the idea about how much time it will take to charge up the battery and use it for further application. The result we got was as followsE Time (min) % ( +% ,% (% &% *% Vo !"#e ($o !) &'&( )'&* +('(, +-'*( ,)'). (('-+ (.'.

Table 2.3.1.a: Measurement of voltage rising with respect to time

20

Corresponding T ! "#r$e %&s &s 'o((o%s)

Fig 3.1.$.a %#: c*+:e

3.> V # I C&a+ac%e+i-%ic

After collecting the solar panel it is important to measure the D-+ rating of the panel for further implementation. o# we went outside in an open place under

the sunlight at midday and did the job. We connected different loads with the

21

panel to measure the voltage and current at different loads. 8ut at first we found out the voltage and current at Lwithout any load" situation .

Fig 3.1.3.a: Mea-*+e.e,% o) :o!%age a,' c*++e,%

22

CHAPTER III Va+io*- pa+%- o) )o*+ <&ee! %*+,i,g ca+ 1.$ A!!o(- W&ee!A!!o( <&ee!- are wheels that are made from an alloy of aluminum or magnesium. They are typically lighter for the same strength and provide better heat conduction and improved cosmetic appearance over steel wheels. The earliest light alloy wheels were made of magnesium alloys. Although they lost favor for common vehicles they remained popular through the '?CAs albeit in very limited numbers. +n the mid to late '?CAs aluminum casting refinement finally started to allow manufacture of wheels that were safe. <ntil this time most aluminum wheels suffered from low ductility# usually ranging from (-7H elongation. This meant these earlier aluminum alloy wheels were *uite brittle# and as light alloy wheels at the time that were often made of magnesium and referred to as NmagsN these early wheel failures were later attributed to magnesiumOs low ductility# when in many instances these wheels were poorly cast aluminum alloy wheels. 2nce these aluminum casting improvements were more widely adopted# the aluminum wheel took its place as low cost high performance wheels for motorsports.

1.3Rac4 a,' pi,io,

P Ba-ica!!(7 a- %&e ,a.e i.p!ie-7 %&e +ac4#a,'#pi,io, -%ee+i,g co,-i-%- o) a +ac4 a,' a pi,io,7 T&e -%ee+i,g +a%io i- 'e)i,e' ( %&e +a%io o) pi,io, +e:o!*%io,- /-%ee+i,g#?<&ee! +e:o!*%io,-0 %o +ac4
23

%+a:e!. S*i%a !e %oo%&i,g o) %&e +ac4 a!!o<- %&e +a%io %o e .a'e :a+ia !e o:e+ %&e %+a:e!. T&i- !o<e+- %&e ac%*a%i,g )o+ce o+ +e'*ce%&e %+a:e! )o+ -%ee+i,g co++ec%io,-. P Rac4#a,'#pi,io, -%ee+i,g i- 2*ic4!( eco.i,g %&e .o-% co..o, %(pe o) -%ee+i,g o, ca+-7 -.a!! %+*c4-. I% i- ac%*a!!( a p+e%%( -i.p!e .ec&a,i-.. A +ac4#a,'#pi,io, gea+-e% i- e,c!o-e' i, a .e%a! %* e7 <i%& eac& e,' o) %&e +ac4 p+o%+*'i,g )+o. %&e %* e. A +o'7 ca!!e' a %ie +o'7 co,,ec%- %o eac& e,' o) %&e +ac4. P T&e pi,io, gea+ i- a%%ac&e' %o %&e -%ee+i,g -&a)%. W&e, (o* %*+, %&e -%ee+i,g <&ee!7 %&e gea+ -pi,-7 .o:i,g %&e +ac4.

A +ac4 a,' pi,io, is a type of linear actuator that comprises a pair of gears which

Fig"#1.3/a0 Rac4 a,' Pi,io,

24

Fig"#1.3/ 0 Rac4 a,' Pi,io, o) )+o,% <&ee! %*+,i,g -(-%e. convert rotational motion into linear motion.

A circular gear called Nthe pinionN engages teeth on a linear NgearN bar called Nthe rackNI 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.

1.1 Fo*+ <&ee!S%ee+i,g

9our-wheel steering found its most widespread use in monster trucks# where maneuverability in small arenas is critical# and it is also popular in large farm vehicles and trucks. ome of the modern -uropean +ntercity buses also utili%e

25

four-wheel steering to assist maneuverability in bus terminals# and also to improve road stability. P

1.5 Tie @Ro' a,' Toe

26

P
P

Fig"#1.5 Tie a,' Toe +o'

A tie rod end is attached to the tie-rod shaft. These pivot as the rack is e$tended or retracted when the vehicle is negotiating turns. ome tierods and tie-rod ends are left or right hand threaded. This allows toe-in or toe-out to be adjusted to the manufacturerOs specifications.

P Toe
P Toe is defined as the difference of the distance between the leading edge of the wheels and the distance between the trailing edge of the wheels when viewed from above. Toe-in means the front of the wheels are closer than the rearI toe-out implies the opposite. 9igure ;.(A shows both cases. P 9or a rear-wheel-drive vehicle# the front wheels normally have a slight amount of toe-in.. W&e, %&e :e&ic!e egi,- %o +o!!7 +o!!i,g +e-i-%a,ce p+o'*ce- a force through the tire contact patch perpendicular to the rolling a$is. This force produces a tor*ue around the steering a$is that tends to cause the wheels to toe-out. The slight toe-in allows for this# and when rolling# the wheels align along the a$is of the vehicle. 0onversely# front-wheel-drive vehicles re*uire slight toe out. +n this case# the tractive force of the front wheels produces a moment about the steering a$is that tends to toe the wheels inward. +n this case# proper toe-out absorbs this motion and allows the wheels to parallel the direction of motion of the vehicle.
27

('* Re "/
A +e!a( is an electrically operated switch. 6any relays use an electromagnet to operate a switching mechanism mechanically# but other operating principles are also used. 1elays are used where it is necessary to control a circuit by a low-power signal (with complete electrical isolation between control and controlled circuits!# or where several circuits must be controlled by one signal. The first relays were used in long distance telegraph circuits#

28

Fig"1.6a0 Re!a(

Fig"#/1.6 0Re!a(

29

repeating the signal coming in from one circuit and re-transmitting it to another. 1elays were used e$tensively in telephone e$changes and early computers to perform logical operations. A type of relay that can handle the high power re*uired to directly control an electric motor or other loads is called a contactor. olid-state relays control power circuits with no moving parts# instead using a semiconductor device to perform switching. 1elays with calibrated operating characteristics and sometimes multiple operating coils are used to protect electrical circuits from overload or faultsI in modern electric power systems these functions are performed by digital instruments still called Nprotective relaysN.

1.> E!ec%+ic .o%o+

An e!ec%+ic .o%o+ is an electric machine that converts electrical energy into mechanical energy.

30

Fig"#1.> E!ec%+ic Mo%o+ +n normal motoring mode# most electric motors operate through the interaction between an electric motorOs magnetic field and winding currents to generate force within the motor. +n certain applications# such as in the transportation industry with traction motors# electric motors can operate in both motoring and generating or braking modes to also produce electrical energy from mechanical energy

31

1.8 S&oc4 a -o+ e+

+n a vehicle# shock absorbers reduce the effect of traveling over rough ground# leading to improved ride *uality and vehicle handling. While shock absorbers serve the purpose of limiting e$cessive suspension movement# their intended sole purpose is to damp spring oscillations. hock absorbers use valving of oil and gasses to absorb e$cess energy from the springs. pring rates are chosen by the manufacturer based on the weight of the vehicle# loaded and unloaded. ome people use shocks to modify spring rates but this is not the correct use. Along with hysteresis in the tire itself# they damp the energy stored in the motion of the unsprung weight up and down. -ffective wheel bounce damping may re*uire tuning shocks to an optimal resistance.

Fig"#1.8 S&oc4 A -o+ e+

32

pring-based shock absorbers commonly use coil springs or leaf springs# though torsion bars are used in torsional shocks as well. +deal springs alone# however# are not shock absorbers# as springs only store and do not dissipate or absorb energy. Dehicles typically employ both hydraulic shock absorbers and springs or torsion bars. +n this combination# Nshock absorberN refers specifically to the hydraulic piston that absorbs and dissipates vibration.

1.9 Ba%%e+(
The proposed circuit model has been implemented for trial of the main project. @ere# we have used different voltage regulator sources in stead of the solar panel# the rechargeable battery and biasing batteries and used other components as they are. Then# we connected the whole circuit"s output to that random car and found out that the circuit is working properly and the car is running smoothly even though we were changing the voltage every now and then.

33

Fig 3.8 :- 12v battery

CHAPTER IV SOLUTION : THE PROPOSED CIRCUIT MODEL 5.$ So!*%io, %o %&e P+o !e.-

The above problems can be worked out *uite easily by following the subse*uent stepsE P U-i,g a 'io'e

+t is possible to use a diode between the output and the solar panel to take the input. The diode will prevent e$cessive voltage coming through the panel to the motor.

Fig 5.$.a: U-i,g a 'io'e

34

U-i,g a ac4#*p a%%e+( A rechargeable battery can be used as a back-up source of energy so that whenever there is no sunlight# the car can get the re*uired energy from the battery to run. 8y the way# the battery is connected such way that it will not be necessary to charge it from outside source. +t will be connected with the solar panel through the diode so that the panel can both charge the battery and provide enough energy to the motor to drive the wheel.

Fig 5.$. : U-i,g a ac4#*p a%%e+(

P U-i,g a, OP#AMP co.pa+a%o+

To ensure bi-input (solar source and the battery! supply# we can use a comparator 2>-A6>. The two input will be connected to the comparator in

35

such way that it compares the voltage of the two sources and give a single# higher output voltage to drive the motor.

9igE- 4.'.c

sing an !"-#M" comparator

U%i!iAi,g %&e OP#AMP co.pa+a%o+ a!o,g <i%& %&e +e!a( a,' %&e %+a,-i-%o+ Doltage fluctuation has been a major problem in a solar system in our country. This fluctuation mainly occurs due to the cloud# earth movement# sun movement etc. This problem can be solved by utili%ing the comparator output along with a relay circuit. As we all know# a relay circuit is accommodated with such circuitry so that it can switch into the appropriate voltage source and avoid any halt of voltage supply. @ere# the solar source is connected to the Lnormally closed" pin of the relay which is connected to the Lcommon" pin or the output pin of the relay circuit. The battery is connected to the Lnormally open" pin of the

36

relay. 8y the way# the solar panel cannot provide the re*uired current to drive the relay circuit as normally they are driven at a higher current than that of a solar panel provides. That is why# a transistor is used between the comparator output and the relay input because we know transistor multiplies the current. @owever# if any fluctuation occurs with the solar panel# the relay will switch to the battery to close the circuitry and provide a smooth output. Therefore# we can survive from the difficulty of voltage fluctuation which hampers the operation of the motor and have the car be driven smoothly.

Fig 5.$.': U%i!iAi,g %&e OP#AMP co.pa+a%o+ a!o,g <i%& %&e +e!a( a,' %&e Transistor 5.3 Co!!a o+a%i,g %&e -o!*%io,3ow# we need to collaborate the whole Lsolution" idea into one specific circuit. To do that we need to collect following e*uipmentsE P A solar panel
37

P A rechargeable battery P Two diodes P An 2>-A6> comparator P Two '(v batteries (may be rechargeable! P A relay circuit P A transistor P ( /0 motor P An stainless steel plate (as car body! along with four wheels.

0ollecting all these components and combining them together we get the following circuitry. Fig $.2.

Fig $.2.a: The propose% mo%el 5.1 Ci+c*i% De-c+ip%io,

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@ere# the solar panel and the rechargeable battery is connected in a parallel connection with a diode in between them. The diode is used so that whenever the battery is not over-charged. Again# these two sources are connected to the comparator so that the comparator can compare their voltages and provide a single higher output the circuit. @ere# two '(D batteries needed to be used for biasing purpose. After that# comparator output is connected to the transistor to multiply the current to drive the relay circuit on. 3ow# getting the re*uired energy# the relay turns on and does the switching operation according to the respective input. The Lcommon" pin of the relay circuit which is the output of the relay circuit is connected to the car"s motor. As a result# the car is getting enough electrical energy to drive it"s wheel and run along.

39

CHAPTER V IMPLEMENTATION

6.$ Ma4i,g %&e Ca+ Bo'( o make the car body# we collected stain less steel sheets some iron parts e. +t was gm in weight. We cut the plate at different places smoothly to set the wheels. We already collected some wheels# so after that we set those wheels by using mant processes like welding shaping etc. there is prepared the body of car# we put the motor at back with the wheels. Then we connected a gear train along with the motor to drive the wheels. At front part# we used an iron stick to go through the wheel so that it can rotate easily. There we get our re*uired car body to use it in further application. 6.3 O*%'oo+ i.p!e.e,%a%io, This project is basically an out door project . so we take out to a out door work shop where the many process are done on this .like welding #cutting #drilling#threading etc its all are done on work shop with the help of many tools 2r many tool e*uipments are used. +n this it is still moving but at a lower speed. 8ut# nonetheless# the main job has been done.

40

Fig 6.$ .a o'( o*%e+ co:e+ ( -%ai,!e-- -%ee!

41

Fig6.$. : %(+e *-e' i, )o*+ <&ee! %*+,i,g ca+

6.1 A':a,%age- o) )o*+ <&ee! -(-%e.

S*pe+io+ co+,e+i,g -%a i!i%(E- the vehicle cornering behavior become more stable and controllable at high speed as well as on wet slippering road surfaces.

I.p+o:e' -%ee+i,g +e-po,-e a,' p+eci-io, E- the vehicle response to steering input becomes *uicker and more precise through out the vehicle enter speed range.

Hig& -pee' -%+aig&% !i,e -%a i!i%(E- the vehicle"s straight Qline stability at high speed is improved. 3egative effects of road irregularities and crosswinds on the vehicles stability are minimi%ed.

I.p+o:e' +api' !a,e#c&a,gi,g .a,e*:e+-E - this is stability in lane changing at high speed is improved. +n high speed type operation become easier. The vehicle is less likely to go into a spin even in

42

situations in which the driver must make a sudden and relatively large change of direction.

S.a!!e+ %*+,i,g +a'i*-E- by steering the rear wheels in the duration opposite the front wheels at low speed #the vehicle"s turning circle is greatly reduced. Therefore# vehicle maneuvering on narrow roads and during parking become easier.

6.5 Di-a':a,%age- o) )o*+ <&ee! %*+,i,g

The 4ws construction of many components# the system becomes more e$perience.

The system includes as many components (especially electronically! there is always a change to get any of the part inactive# thus the system become in operative.

6.6 A0 i1"!ion2 o3 3o45 67ee 2/2!em

Ge,%!e c*+:eE- on gentle curves #in phase steering of the rear wheels +mproves the vehicle stability.

Pa+4i,gE- during a parking a vehicles driver typically turns the steering wheels through a large angle to achieve a small tuning radius. 8y counter phase steering of the rear wheels# 4ws system reali%es a smaller turning radius then is possible with two-wheel-steering ((ws! system. As a result vehicle is turned in small radius at parking.

B*,c%io,-E- on a cross roads or other junction where roads intersect at ?AA degrees or tighter angles #counter phase steering of the rear wheels causes the front and rear wheels to follow more-or-less path. As a result

43

the vehicle can be turned easily at a function.

Fig"#6.6 S!ip o+ A%%i%*'e A,g!e o) S*+)ace S!ippe+( +oa' -*+)ace-E- during steering operation on snow# icy# muddy and other low friction surfaces# steering of the rear wheels suppress

44

sideways drift

Fi#89*'*(") Com0"5i2on o3 L"ne C7"n#in# :e7"$io45 Wi!7 &WS "n; ,WS of the vehicle"s rear end. As s result the vehicles" direction is easier to control.

Hig& -pee' -%+aig&% !i,e ope+a%io,E-when traveling in a straight line at high speed# a vehicle"s driver fre*uently needs to make small steering correction to maintain the desired direction# in phase steering of the rear wheels minimi%es these corrective steering inputs.
45

Fi#89*'*(<) Com0"5i2on o3 Co5nin# Fo51in# Wi!7 &WS "n; ,WS $e7i1 e Na++o< +oa'-E- on narrow roads with tight bends# counter-phase steering of the rear wheels minimi%es the vehicle"s turning radius# there by reducing side-to Qside rotation of the steering wheels and making the vehicle easier to turn.

46

Fig&-'.'(c) steering

-Turn of $*+

U#T*+,-E- by minimi%ing the vehicle"s turning radius# counter Qphase of the rear wheels enables <-turns to be performed easily on narrow

roads

.
47

CHAPTER VI CONCLUSION
9our wheel steering is a relatively new technology# that imposes maneuverability in cars# trucks and trailers .in standard two wheels steering vehicles# the rear set of wheels are always directed forward therefore and do not play an active role in controlling the steering in four wheel steering system the rear wheel can turn left and right . To keep the driving controls as simple as possible.

48

Li2! o3 Re3e5en1e2

Wikipedia -ncyclopedia 5oogle Rahoo www.nrel.govJeducationJ study of electronic component by K.A.smith battery scienceI make widgets that work. 8y /onald A.3eumann#6c grawhil book company# < A '??C www.pages.dre$el.eduJSbrooksdrJ/18Tweb httpEJJen.wikipedia.orgJwikiJ olarTenergy httpEJJwww.elec.canterbury.ac.n%

www.alldatasheet.comJdatasheet-p')Jp')J(==';JT+JTL5C5D

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