TYRE PRESSURE MONITORING SYSTEM

Submitted in partial fulfillment of the requirement for the award of

DIPLOMA
IN
MECHANICAL ENGINEERING
BY

Under the guidance of

------------------------

2004-2005
DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE

Register number: _________________________

This is to certify that the project report titled

TYRE
PRESSURE
MONITORING
SYSTEM
submitted by the following students for the award of
the Diploma engineering is record of bonafide work
carried out by them.
Done by
Mr. /Ms._______________________________

In partial fulfillment of the requirement for the award of

Diploma in Mechanical Engineering
During the Year (2004-2005)
_________________
Head of Department

_______________

Guide

Coimbatore 641651.
Date:
Submitted for the university examination held on ___________

_________________
Internal Examiner
Examiner

________________
External

---------------------------------------------------------------------------------

ACKNOWLEDGEMENT
---------------------------------------------------------------------------------

ACKNOWLEDGEMENT
At this pleasing moment of having successfully
completed our project, we wish to convey our
sincere thanks and gratitude to the management
of

our

college

and

our

beloved

chairman

, who provided all

the facilities

to us.

We would like to express our sincere thanks to

our

principal

for

forwarding us to do our project and offering

adequate duration in completing our project.
We

are

also

Department Prof.

grateful

to

the

Head

of

.., for

her constructive suggestions & encouragement

during our project.
With deep sense of gratitude, we extend our
earnest

&

sincere

thanks

to

..,
of

Mechanical

for

her

kind

our

guide

Department
guidance

&

encouragement during this project.

We also express our indebt thanks to our
TEACHING

and

NON

TEACHING

staffs

of

MECHANICAL

ENGINEERING

DEPARTMENT,

.(COLLEGE NAME).

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TYRE PRESSURE MONITORING SYSTEM

---------------------------------------------------------------------------------

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CONTENTS
---------------------------------------------------------------------------------

CONTENTS
CHAPTER

PARTICULAR

PAGE No.

ACKNOWLEDGEMENT
SYNOPSIS
1. INTRODUCTION
2. LITERATURE SURVEY
3. PCB DESIGNING
4. BLOCK DIAGRAM
5. COMPONENTS AND DESCRIPTION
6. WORKING PRINCIPLE
7. ADVANTAGES AND DISADVANTAGES

8. APPLICATIONS
9. LIST OF MATERIAL
10. COST ESTIMATION
11. CONCLUSION AND SCOPE FOR FUTURE WORK

BIBLIOGRAPHY
PHOTOGRAPHY

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Chapter-1
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SYNOPSIS
---------------------------------------------------------------------------------

CHAPTER-1
SYNOPSIS
A Tire Pressure Monitoring System (TPMS) is generally an electronic
system designed to monitor the air pressure inside all the pneumatic tires on automobiles,
aero plane undercarriages, straddle-lift carriers, forklifts and other vehicles. The system is
also sometimes referred to as a Tire Pressure Indication System (TPIS). These systems
report real time tire pressure information to the driver of the vehicle - either via a gauge, a
display, or a simple low pressure warning light. Furthermore, the plan will urge the
implementation of safety.

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Chapter-2
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------

INTRODUCTION
---------------------------------------------------------------------------------

CHAPTER - 2
INTRODUCTION
This is an era of automation where it is broadly defined as replacement of manual
effort by electronics power in all degrees of automation. The operation remains an
essential part of the system although with changing demands on physical input as the
degree of mechanization is increased.

Degrees of automation are of two types, viz.

Full automation.
Semi automation.

In semi automation a combination of manual effort and mechanical power is required

whereas in full automation human participation is very negligible.

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Chapter-3
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PCB DESIGNING
--------------------------------------------------------------------------------------

CHAPTER - 3
PCB DESIGNING
PRINTED CIRCUIT BOARD (PCB)

Nowadays the printed circuit board hereafter mentioned as PCBs makes the
electronic circuit manufacturing as easy one. In olden days vast area was required to
implement a small circuit. To connect two leads of the components, separate connectors
are needed. But PCBs connect the two leads by copper coated lines on the PCB board.

PCBs are available in various types namely single sided and double sided boards.
In single sided PCBs the copper layer is one side.

MANUFACTURING:
First, the wanted circuit is drawn on a paper and it is modified or designed to
reduce the space this designed PCB layout is to be drawn on the plain copper coated
board. There boards are available in 2 types.
1. Phenolic
2. Glass epoxy

Most computer PCBs are glass epoxy. To draw the circuit diagrams we can use
the black colour paint.

Before that the required size of the plane PCB board is

determined from the roughly drawn PCB layout. Using black paint the desired circuit is
drawn on the board.

CAD IN PCB:
First the PCB layout is designed by CAD. The print out is taken from the
computer (of large size) for out clearance. This layer is given to the photography section
to get the layout in its actual size. From this we can have the positive and negative
images of the layout. This photographic image is exposed in the following three methods.

1) Polybluem
2) Chrombin
3) Five star

The exposed mesh is placed on plain copper coated board in correct alignment by
using wooden clamps. Special paints are used to spread over the mesh. Paint flow
through the board and the layout lines are made on the copper board. Finally, there are
fine layouts on the copper board.

ETCHING:
This can be done both by manual and mechanical ways by immersing the board in
to a solution of formic chloride and hydrochloric acid and finally cleaning the board with
soap.
CHARACTERISTICS OF EPOXY RESIN

Term
Dielectric

Definition
Relative capacitance to that of air

Range of Options
3-6

constant
Dissipation factor
Dielectric strength

vacuum or dielectric
Electrical efficiency of loss
Voltage that material can withstand

0.33 to 0.03 (60 1000) Hz

300 450 V/min for 0.125 inch

Arc Resistance

prior to failure
Resistance to electrical breakdown

thickness
80 100 sec.

initiated by formation of conductive

Surface resistivity

path or tracking
Resistance to electric current along

surface of 1 cm2 measurement

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Chapter-4

---------------------------------------------------------------------------------------

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BLOCK DIAGRAM
--------------------------------------------------------------------------------CHAPTER - 4

BLOCK DIAGRAM

RELAY

PRESSURE
SENSOR

MICROCONTROLLER
UNIT

BATTERY

ALARM

The block diagram consists of following main parts,

Sensor unit

Microcontroller unit
Battery

These components are explained the next chapter.

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Chapter-5
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------

COMPONENTS AND
DESCRIPTION
---------------------------------------------------------------------------------

CHAPTER - 5
COMPONENTS AND DESCRIPTION

The physical setup of this project are given below and it is been explained as follows

1.

Sensor unit

2.

Microcontroller unit

3.

Battery

4.

Bearing with bearing cap

5.

Wheel Arrangement

6.

Frame Stand

1. SENSOR UNIT:

TYPES OF SENSOR:
Passive sensors detect the reflected or emitted electro-magnetic radiation from
natural sources, while active sensors detect reflected responses from objects which are
irradiated from artificially generated energy sources, such as radar. Each is divided
further in to non-scanning and scanning systems.

A sensor classified as a combination of passive, non-scanning and non-imaging

method is a type of profile recorder, for example a microwave radiometer. A sensor
classified as passive, non-scanning and imaging method, is a camera, such as an aerial
survey camera or a space camera, for example on board the Russian COSMOS satellite.
Sensors classified as a combination of passive, scanning and imaging are classified
further into image plane scanning sensors, such as TV cameras and solid state scanners,
and object plane scanning sensors, such as multi-spectral scanners (optical-mechanical
scanner) and scanning microwave radiometers.
An example of an active, non-scanning and non-imaging sensor is a profile
recorder such as a laser spectrometer and laser altimeter. An active, scanning and
imaging sensor is radar, for example synthetic aperture radar (SAR), which can produce
high resolution, imagery, day or night, even under cloud cover.
The most popular sensors used in remote sensing are the camera, solid state
scanner, such as the CCD (charge coupled device) images, the multi-spectral scanner and
in the future the passive synthetic aperture radar.

SENSOR UNIT:-

The pressure sensor resistor is varying depends upon the alcohol contents of the
air. This will be mostly linear to the alcohol. During the normal condition the resistance
of sensor shoots up to Meg ohm ranges.
CIRCUIT DIAGRAM:-

1K
9V (ZENER)

10K

POWER SUPPLY UNIT

10K

SENSOR

1N4007

BC547

MICROCONTRO
LLER UNIT

AT NORMEL CONDITION:-

1K

LED

1
10K

2.2K

Alcohol

LM

1000F

2 -

358

10K

1K

In normal condition the Resistance of the Sensor is high. The voltages applied to
the non-inverting terminal (+ ive) is low when compared to the inverting terminal
voltages (- ive). In that time, the OP-AMP output is Vsat. (I.e -12 Volt). There is no
signal given to the microcontroller unit.

AT LOW PRESSURE CONDITION:-

In low pressure condition the Resistance of the sensor is low due to intensity of the
light or fire. The voltages applied to the non-inverting terminal (+ ive) is high when
compared to the inverting terminal voltages (- ive). In that time, the OP-AMP output is
+Vsat. (I.e +12 Volt). The transistor and in ON condition and this signal is given to the
microcontroller unit.

2. MICROCONTROLLER UNIT:-

The pressure sensor senses the alcohol contents of the particular room/vehicle.
This sensing signal is given to the microcontroller unit. When the current voltage is
bellow the setted voltage, the output from the microcontroller activates the relay to
function the alarm unit.

MICROCONTROLLER UNIT

Microcontroller Core Features:

High performance RISC CPU

Only 35 single word instructions to learn
All single cycle instructions except for program branches which are two cycle
Operating speed: DC - 20 MHz clock input, DC - 200 ns instruction cycle
Up to 8K x 14 words of FLASH Program Memory, Up to 368 x 8 bytes of Data
Memory (RAM), Up to 256 x 8 bytes of EEPROM Data Memory
Interrupt capability (up to 14 sources)
Eight level deep hardware stack
Direct, indirect and relative addressing modes
Power-on Reset (POR)
Power-up Timer (PWRT) and Oscillator Start-up Timer (OST)
Watchdog Timer (WDT) with its own on-chip RC oscillator for reliable operation
Programmable code protection
Power saving SLEEP mode
Selectable oscillator options
Low power, high speed CMOS FLASH/EEPROM technology

 Fully static design

In-Circuit Serial Programming (ICSP) via two pins
Single 5V In-Circuit Serial Programming capability
In-Circuit Debugging via two pins
Processor read/write access to program memory
Wide operating voltage range: 2.0V to 5.5V
High Sink/Source Current: 25 mA
Commercial, Industrial and Extended temperature ranges
Low-power consumption:
- < 0.6 mA typical @ 3V, 4 MHz
- 20 A typical @ 3V, 32 kHz
- < 1 A typical standby current
Pin Diagram
Peripheral Features:
Timer0: 8-bit timer/counter with 8-bit prescaler
Timer1: 16-bit timer/counter with prescaler, can be incremented during SLEEP via
external crystal/clock

 Timer2: 8-bit timer/counter with 8-bit period register, prescaler and postscaler
Two Capture, Compare, PWM modules
- Capture is 16-bit, max. resolution is 12.5 ns
- Compare is 16-bit, max. resolution is 200 ns
- PWM max. resolution is 10-bit
10-bit multi-channel Analog-to-Digital converter
Synchronous Serial Port
(SSP) with SPI (Master
mode)
Universal Synchronous
Asynchronous

Receiver

Transmitter
(USART/SCI) with 9-bit
address detection
Parallel Slave Port (PSP)
8-bits wide, with external
RD, WR and CS controls
(40/44-pin only)

circuitry for Brown-out Reset (BOR)

Brown-out

detection

DEVICE OVERVIEW
MEMORY ORGANIZATION
There are three memory blocks in each of the PIC16F87X MCUs. The Program
Memory and Data Memory have separate buses so that concurrent access can occur and
is detailed in this section. The EEPROM data memory block is detailed in Section 4.0.
Additional information on device memory may be found in the microcontroller MidRange Reference Manual, (DS33023).
Program Memory Organization
The PIC16F87X devices have a 13-bit program counter capable of addressing an
8K x 14 program memory space. The PIC16F877/876 devices have 8K x 14 words of
FLASH program memory, and the PIC16F873/874 devices have 4K x 14.

Accessing a location above the physically implemented address will cause a

wrap around. The RESET vector is at 0000h and the interrupt vector is at 0004h.

Data Memory Organization

The data memory is partitioned into multiple banks which contain the General
Purpose Registers and the Special Function
Registers. Bits RP1 (STATUS<6>) and RP0
(STATUS<5>) are the bank select bits.

Each bank extends up to 7Fh (128 bytes). The lower locations of each bank are
reserved for the Special Function Registers. Above the Special Function Registers are
General Purpose Registers, implemented as static RAM. All implemented banks contain
Special Function Registers. Some frequently used Special Function Registers from one
bank may be mirrored in another bank for code reduction and quicker access.

GENERAL PURPOSE REGISTER

FILE
The register file can be accessed either directly or indirectly through the File
Select Register (FSR).

SPECIAL FUNCTION REGISTERS

The Special Function Registers are registers used by the CPU and peripheral
modules for controlling the desired operation of the device. These registers are
implemented as static RAM. A list of these registers is given in Table 2-1.

The Special Function Registers can be classified into two sets: core (CPU) and
peripheral. Those registers associated with the core functions are described in detail in
this section. Those related to the operation of the peripheral features are described in
detail in the peripheral features section.

I/O PORTS
Some pins for these I/O ports are multiplexed with an alternate function for the
peripheral features on the device. In general, when a peripheral is enabled, that pin may
not be used as a general purpose I/O pin. Additional information on I/O ports may be
found in the PICmicro Mid-Range Reference Manual, (DS33023).

PORTA and the TRISA Register

PORTA is a 6-bit wide, bi-directional port. The corresponding data direction

register is TRISA. Setting a TRISA bit (= 1) will make the corresponding PORTA pin an
input (i.e., put the corresponding output driver in a Hi-Impedance mode). Clearing a
TRISA bit (= 0) will make the corresponding PORTA pin an output (i.e., put the contents
of the output latch on the selected pin). Reading the PORTA register reads the status of
the pins, whereas writing to it will write to the port latch.
All write operations are read-modify-write operations. Therefore, a write to a port
implies that the port pins are read, the value is modified and then written to the port
data latch. Pin RA4 is multiplexed with the Timer0 module clock input to become the
RA4/T0CKI pin. The RA4/T0CKI pin is a Schmitt Trigger input and an open drain
output.

All other PORTA pins have TTL

input

levels and full CMOS output drivers.

Other PORTA pins are multiplexed

with

analog inputs and analog VREF

input. The operation of each pin is
selected

by

clearing/setting

the

control bits in the ADCON1 register

(A/D

Control

Register1).

The

TRISA

register controls the direction of the

RA
pins,

even when they are being used as

analog inputs. The user must ensure

the

bits in the TRISA register are

maintained set when using them as
analog inputs.

PORTB and the TRISB Register

PORTB is an 8-bit wide, bi-directional port. The corresponding data direction

register is TRISB. Setting a TRISB bit (= 1) will make the corresponding PORTB pin an
input (i.e., put the corresponding output driver in a Hi-Impedance mode). Clearing a
TRISB bit (= 0) will make the corresponding PORTB pin an output (i.e., put the contents
of the output latch on the selected pin). Three pins of PORTB are multiplexed with the
Low Voltage Programming function: RB3/PGM, RB6/PGC and RB7/PGD. The alternate
functions of these pins are described in the Special Features Section.

Each of the PORTB pins has a weak internal pull-up. A single control bit can turn
on all the pull-ups. This is performed by clearing bit RBPU (OPTION_REG<7>). The
weak pull-up is automatically turned off when the port pin is configured as an output. The
pull-ups are disabled on a Power-on Reset.

BATTERY:INTRODUCTION:

In isolated systems away from the grid, batteries are used for storage of excess
solar energy converted into electrical energy. The only exceptions are isolated sunshine
load such as irrigation pumps or drinking water supplies for storage. In fact for small
units with output less than one kilowatt. Batteries seem to be the only technically and
economically available storage means. Since both the photo-voltaic system and batteries
are high in capital costs. It is necessary that the overall system be optimized with respect
to available energy and local demand pattern. To be economically attractive the storage
of solar electricity requires a battery with a particular combination of properties:

(1)

Low cost

(2)

Long life

(3)

High reliability

(4)

High overall efficiency

(5)

Low discharge

(6)

Minimum maintenance
(A)

Ampere hour efficiency

(B)

Watt hour efficiency

We use lead acid battery for storing the electrical energy from the solar panel for
lighting the street and so about the lead acid cells are explained below.

2.1

LEAD-ACID WET CELL:

Where high values of load current are necessary, the lead-acid cell is the type most
commonly used. The electrolyte is a dilute solution of sulfuric acid (HSO). In the
application of battery power to start the engine in an auto mobile, for example, the load
current to the starter motor is typically 200 to 400A. One cell has a nominal output of
2.1V, but lead-acid cells are often used in a series combination of three for a 6-V battery
and six for a 12-V battery.

The lead acid cell type is a secondary cell or storage cell, which can be recharged.
The charge and discharge cycle can be repeated many times to restore the output voltage,
as long as the cell is in good physical condition. However, heat with excessive charge
and discharge currents shortends the useful life to about 3 to 5 years for an automobile
battery. Of the different types of secondary cells, the lead-acid type has the highest
output voltage, which allows fewer cells for a specified battery voltage.

2.2

CONSTRUCTION:

Inside a lead-acid battery, the positive and negative electrodes consist of a group
of plates welded to a connecting strap. The plates are immersed in the electrolyte,
consisting of 8 parts of water to 3 parts of concentrated sulfuric acid. Each plate is a grid
or framework, made of a lead-antimony alloy. This construction enables the active
material, which is lead oxide, to be pasted into the grid. In manufacture of the cell, a
forming charge produces the positive and negative electrodes. In the forming process,
the active material in the positive plate is changed to lead peroxide (pbo).

The

negative electrode is spongy lead (pb).

Automobile batteries are usually shipped dry from the manufacturer.

The

electrolyte is put in at the time of installation, and then the battery is charged to from the
plates. With maintenance-free batteries, little or no water need be added in normal
service. Some types are sealed, except for a pressure vent, without provision for adding
water.
The construction parts of battery are shown in figure.

2.3 CHEMICAL ACTION:

Sulfuric acid is a combination of hydrogen and sulfate ions.

When the cell

discharges, lead peroxide from the positive electrode combines with hydrogen ions to
form water and with sulfate ions to form lead sulfate. Combining lead on the negative
plate with sulfate ions also produces he sulfate. There fore, the net result of discharge is
to produce more water, which dilutes the electrolyte, and to form lead sulfate on the
plates.

As the discharge continues, the sulfate fills the pores of the grids, retarding
circulation of acid in the active material. Lead sulfate is the powder often seen on the
outside terminals of old batteries.

When the combination of weak electrolyte and

sulfating on the plate lowers the output of the battery, charging is necessary.

On charge, the external D.C. source reverses the current in the battery. The
reversed direction of ions flows in the electrolyte result in a reversal of the chemical
reactions. Now the lead sulfates on the positive plate reactive with the water and sulfate
ions to produce lead peroxide and sulfuric acid. This action re-forms the positive plates
and makes the electrolyte stronger by adding sulfuric acid.

At the same time, charging enables the lead sulfate on the negative plate to react
with hydrogen ions; this also forms sulfuric acid while reforming lead on the negative
plate to react with hydrogen ions; this also forms currents can restore the cell to full
output, with lead peroxide on the positive plates, spongy lead on the negative plate, and
the required concentration of sulfuric acid in the electrolyte.

The chemical equation for the lead-acid cell is

Charge

Pb + pbO + 2HSO
2pbSO + 2HO

Discharge

On discharge, the pb and pbo combine with the SO ions at the left side of the
equation to form lead sulfate (pbSO) and water (HO) at the right side of the
equation.
One battery consists of 6 cell, each have an output voltage of 2.1V, which are
connected in series to get an voltage of 12V and the same 12V battery is connected in
series, to get an 24 V battery. They are placed in the water proof iron casing box.

2.4 CARING FOR LEAD-ACID BATTERIES:

Always use extreme caution when handling batteries and electrolyte.

Wear

gloves, goggles and old clothes. Battery acid will burn skin and eyes and destroy
cotton and wool clothing.

The quickest way of ruin lead-acid batteries is to discharge them deeply and leave
them stand dead for an extended period of time. When they discharge, there is a
chemical change in the positive plates of the battery. They change from lead oxide when
charge out lead sulfate when discharged. If they remain in the lead Sulfate State for a
few days, some part of the plate dose not returns to lead oxide when the battery is
recharged. If the battery remains discharge longer, a greater amount of the positive plate
will remain lead sulfate. The parts of the plates that become sulfate no longer store
energy. Batteries that are deeply discharged, and then charged partially on a regular basis
can fail in less then one year.

Check your batteries on a regular basis to be sure they are getting charged. Use a
hydrometer to check the specific gravity of your lead acid batteries. If batteries are
cycled very deeply and then recharged quickly, the specific gravity reading will be lower

than it should because the electrolyte at the top of the battery may not have mixed with
the charged electrolyte.

Check the electrolyte level in the wet-cell batteries at the least four times a year
and top each cell of with distilled water. Do not add water to discharged batteries.
Electrolyte is absorbed when batteries are very discharged. If you add water at this time,
and then recharge the battery, electrolyte will overflow and make a mess.

Keep the top of your batteries clean and check that cables are tight. Do not tighten
or remove cables while charging or discharging. Any spark around batteries can cause a
hydrogen explosion inside, and ruin one of the cells, and you.

On charge, with reverse current through the electrolyte, the chemical action is
reversed. Then the pb ions from the lead sulfate on the right side of the equation re-form
the lead and lead peroxide electrodes. Also the SO ions combine with H ions from
the water to produce more sulfuric acid at the left side of the equation.

2.5 CURRENT RATINGS:

Lead-acid batteries are generally rated in terms of how much discharge currents
they can supply for a specified period of time; the output voltage must be maintained
above a minimum level, which is 1.5 to 1.8V per cell. A common rating is ampere-hours

(A.h.) based on a specific discharge time, which is often 8h.

Typical values for

automobile batteries are 100 to 300 A.h.

As an example, a 200 A.h battery can supply a load current of 200/8 or 25A, used
on 8h discharge. The battery can supply less current for a longer time or more current for
a shorter time. Automobile batteries may be rated for cold cranking power, which is
related to the job of starting the engine. A typical rating is 450A for 30s at a temperature
of 0 degree F.

Note that the ampere-hour unit specifies coulombs of charge. For instance, 200
A.h. corresponds to 200A*3600s (1h=3600s). the equals 720,000 A.S, or coulombs.
One ampere-second is equal to one coulomb.

Then the charge equals 720,000 or

7.2*10^5C. To put this much charge back into the battery would require 20 hours with a
charging current of 10A.

The ratings for lead-acid batteries are given for a temperature range of 77 to 80F.
Higher temperature increase the chemical reaction, but operation above 110F shortens
the battery life.

Low temperatures reduce the current capacity and voltage output. The amperehour capacity is reduced approximately 0.75% for each decreases of 1 F below normal

temperature rating. At 0F the available output is only 60 % of the ampere-hour battery

rating.

In cold weather, therefore, it is very important to have an automobile battery unto

full charge. In addition, the electrolyte freezes more easily when diluted by water in the
discharged condition.

2.6 SPECIFIC GRAVITY:

Measuring the specific gravity of the electrolyte generally checks the state of
discharge for a lead-acid cell. Specific gravity is a ratio comparing the weight of a
substance with the weight of a substance with the weight of water.

For instance,

concentrated sulfuric acid is 1.835 times as heavy as water for the same volume.
Therefore, its specific gravity equals 1.835. The specific gravity of water is 1, since it is
the reference.
In a fully charged automotive cell, mixture of sulfuric acid and water results in a
specific gravity of 1.280 at room temperatures of 70 to 80F. as the cell discharges, more
water is formed, lowering the specific gravity. When it is down to about 1.150, the cell is
completely discharged.

Specific-gravity readings are taken with a battery hydrometer, such as one in

figure (7). Note that the calibrated float with the specific gravity marks will rest higher in
an electrolyte of higher specific gravity.

The decimal point is often omitted for convenience. For example, the value of
1.220 in figure (7) is simply read twelve twenty. A hydrometer reading of 1260 to
1280 indicates full charge, approximately 12.50 are half charge, and 1150 to 1200
indicates complete discharge.

The importance of the specific gravity can be seen from the fact that the opencircuit voltage of the lead-acid cell is approximately equal to

Specific gravity + 0.84

For the specific gravity of 1.280, the voltage is 1.280 = 0.84 = 2.12V, as an
example. These values are for a fully charged battery.

2.7 CHARGING THE LEAD-ACID BATERY:

The requirements are illustrated in figure. An external D.C. voltage source is

necessary to produce current in one direction. Also, the charging voltage must be more

than the battery e.m.f. Approximately 2.5 per cell are enough to over the cell e.m.f. so
that the charging voltage can produce current opposite to the direction of discharge
current.

Note that the reversal of current is obtained just by connecting the battery VB and
charging source VG with + to + and to-, as shown in figure. The charging current is
reversed because the battery effectively becomes a load resistance for VG when it higher
than VB. In this example, the net voltage available to produce charging currents is 1512=3V.

A commercial charger for automobile batteries is essentially a D.C. power supply,

rectifying input from the AC power line to provide D.C. output for charging batteries.

Float charging refers to a method in which the charger and the battery are always
connected to each other for supplying current to the load. In figure the charger provides
current for the load and the current necessary to keep the battery fully charged. The
battery here is an auxiliary source for D.C. power.

It may be of interest to note that an automobile battery is in a floating-charge

circuit. The battery charger is an AC generator or alternator with rectifier diodes, driver
by a belt from the engine. When you start the car, the battery supplies the cranking

power. Once the engine is running, the alternator charges he battery. It is not necessary
for the car to be moving. A voltage regulator is used in this system to maintain the output
at approximately 13 to 15 V.

The constant voltage of 24V comes from the solar panel controlled by the charge
controller so for storing this energy we need a 24V battery so two 12V battery are
connected in series.

It is a good idea to do an equalizing charge when some cells show a variation of

0.05 specific gravity from each other. This is a long steady overcharge, bringing the
battery to a gassing or bubbling state. Do not equalize sealed or gel type batteries.

With proper care, lead-acid batteries will have a long service life and work very
well in almost any power system. Unfortunately, with poor treatment lead-acid battery
life will be very short.

3. BEARING WITH BEARING CAP:-

The bearings are pressed smoothly to fit into the shafts because if hammered the
bearing may develop cracks. Bearing is made upon steel material and bearing cap is mild
steel.
INTRODUCTION
Ball and roller bearings are used widely in instruments and machines in order to
minimize friction and power loss.

While the concept of the ball bearing dates back at least to Leonardo da Vinci,
their design and manufacture has become remarkably sophisticated. This technology
was brought to its p resent state o f perfection only after a long period of
research and development. The benefits of such specialized research can be obtained
when it is possible to use a standardized bearing of the proper size and type. However,
such bearings cannot be used indiscriminately without a careful study of the loads and
operating conditions. In addition, the bearing must be provided with adequate mounting,
lubrication and sealing. Design engineers have usually two possible sources for obtaining
information which they can use to select a bearing for their particular application:

a) Textbooks
b) Manufacturers
Catalogs Textbooks are excellent sources; however, they tend to be overly detailed
and aimed at the student of the subject matter rather than the practicing designer. They,
in most cases, contain information on how to design rather than how to select a bearing

for a particular application. Manufacturers catalogs, in turn, are also excellent and
contain a wealth of information which relates to the products of the particular
manufacturer. These catalogs, however, fail to provide alternatives which may divert
the designers interest to products not manufactured by them. Our Company, however,
provides the broadest selection of many types of bearings made by different
manufacturers.

For this reason, we are interested in providing a condensed overview of the subject
matter in an objective manner, using data obtained from different texts, handbooks and
manufacturers literature. This information will enable the reader to select the proper
bearing in an expeditious manner. If the designers interest exceeds the scope of the
presented material, a list of references is provided at the end of the Technical Section. At
the same time, we are expressing our thanks and are providing credit to the sources which
supplied the material presented here.

Construction and Types of Ball Bearings

A ball bearing usually consists of four parts: an inner ring, an outer ring, the balls
and the cage or separator. To increase the contact area and permit larger loads to be
carried, the balls run in curvilinear grooves in the rings. The radius of the groove is
slightly larger than the radius of the ball, and a very slight amount of radial play must be
provided. The bearing is thus permitted to adjust itself to small amounts of angular

misalignment between the assembled shaft and mounting. The separator keeps the balls
evenly spaced and prevents them from touching each other on the sides where their
relative velocities are the greatest. Ball bearings are made in a wide variety of types and
sizes. Single-row radial bearings are made in four series, extra light, light, medium, and
heavy, for each bore, as illustrated in Fig. 1-3(a), (b), and (c).

100 Series

200 Series

300 Series

Axial Thrust

Angular Contact Self-aligning

Bearing

Fig. 1-3 Types of Ball Bearings

The heavy series of bearings is designated by 400.

Most, but not all,

manufacturers use a numbering system so devised that if the last two digits are multiplied
by 5, the result will be the bore in millimeters.

The digit in the third place from the right indicates the series number. Thus,
bearing 307 signifies a medium-series bearing of 35-mm bore. For additional digits,
which may be present in the catalog number of a bearing, refer to manufacturers details.
Some makers list deep groove bearings and bearings with two rows of balls. For
bearing

designations

of

Quality

Bearings

&

Components (QBC), see special pages devoted to this

purpose. The radial bearing is able to carry a

considerable amount of axial thrust. However, when the load is directed entirely along
the axis, the thrust type of bearing should be used. The angular contact bear- ing will
take care of both radial and axial loads. The self-aligning ball bearing will take care
of large amounts of angular misalignment.

An increase in radial capacity may be secured by using rings with deep grooves,
or by employing a double-row radial bearing. Radial bearings are divided into two
general classes, depending on the method of assembly. These are the Conrad, or
nonfilling-notch type, and the maximum, or filling-notch type. In the Conrad bearing, the
balls are placed between the rings as shown in Fig. 1-4(a). Then they are evenly spaced
and the separator is riveted in place.

In the maximum-type bearing, the balls are a

(a) (b) (c) (d) (e) (f) 100 Series Extra Light 200 Series Light 300 Series Medium Axial
Thrust Bearing Angular Contact Bearing Self-aligning Bearing Fig. 1-3 Types of Ball
Bearings Fig. 1-4 Methods of Assembly

for Ball Bearings (a) Conrad or non-filling

notch type (b) Maximum or filling notch type

4. WHEEL ARRANGEMENT:-

The simple wheel and braking arrangement is fixed to the frame stand. Near the
brake drum, the pneumatic cylinder piston is fixed.

5. FRAME STAND:

This is a supporting frame and made up of mild steel.

---------------------------------------------------------------------------------------

Chapter-6
---------------------------------------------------------------------------------------

-------------------------------------------------------------------------------------

WORKING PRINCIPLE
-------------------------------------------------------------------------------------

CHAPTER - 6
WORKING PRINCIPLE

The pressure sensor senses the pressure contents of the tubes of the air. This
sensing signal is given to the microcontroller unit. When there are in required pressure
level, there is no signal given to the microcontroller unit.

In our 12 volt battery power supply is used. The power supply output is given to
the control unit. Control unit having three relays, they are connected to the alarm unit.

Initially the reference voltage is set with the help of the variable resistance. The air
pressure contents is sensed by the sensor and this control signal is given to the
microcontroller unit

11
Vcc

32
RC5 Vcc

10/63V

0.1

Vcc
10K

10K
PULSE FROM SENSOR

10K

RC0

1K
1N4007

100K

454

12V

Vcc
RELAY

1.5K
BC547

5.6V

0.1

MICROCONT
ROLLER
RC1
16F877

150K

13
33pF
CRYSTAL
12MHZ
33pF

14
12,31

ALARM
UNIT

---------------------------------------------------------------------------------------

Chapter-7
---------------------------------------------------------------------------------------

-------------------------------------------------------------------------------------

ADVANTAGES &
DISADVANTAGES
-------------------------------------------------------------------------------------

CHAPTER - 7
ADVANTAGES, APPLICATIONS AND DISADVANTAGES

ADVANTAGES

This circuit detects the air pressure directly

This circuit is simple in construction.

Readily available ICs are used.

Responsibility of the circuit is high.
High Accuracy.

APPLICATIONS

All car owners

Drivers

DISADVANTAGES

This circuit is not for wireless one.

---------------------------------------------------------------------------------------

Chapter-8
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------

LIST OF MATERIAL
---------------------------------------------------------------------------------

CHAPTER - 8
LIST OF MATERIAL

Sl. No.
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.

PARTS

Microcontroller unit
Sensors and Relays
Power supply (12V D.C)
Switch
Crystal Oscillator
Pressure Sensor
Bolts & Nuts
Resistors and capacitors
Connecting Wire

Qty.
1
1
1
2
1
-

SPECIFICATION
Electronic
Two way switch
8 Nos
-

---------------------------------------------------------------------------------------

Chapter-9
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------

COST ESTIMATION
---------------------------------------------------------------------------------

CHAPTER - 9
COST ESTIMATION

1. MATERIAL COST:

Amount
Sl. No.
i.
ii.
iii.
iv.
v.
vi.
vii.
viii.
ix.

PARTS

Microcontroller unit
Sensors and Relays
Power supply (12V D.C)
Switch
Crystal Oscillator
Pressure Sensor
Bolts & Nuts
Resistors and capacitors
Connecting Wire

2. LABOUR COST
Programming Cost =

3. OVERHEAD CHARGES

The overhead charges are arrived by Manufacturing cost

Manufacturing Cost =
=
=

Material Cost + Labour cost

Qty.
1
1
1
2

(Rs.)
Electronic
Two way

1
-

switch
8 Nos
-

Overhead Charges =

20% of the manufacturing cost

TOTAL COST
Total cost

Material Cost + Labour cost + Overhead Charges

=
=
Total cost for this project =

---------------------------------------------------------------------------------------

Chapter-10
---------------------------------------------------------------------------------------

--------------------------------------------------------------------------------------

CONCLUSION AND FUTURE

WORK
------------------------------------------------------------------------------------CHAPTER - 10
CONCLUSION AND SCOPE FOR FUTURE WORK

Thus we have made a TYRE PRESSURE MONITORING SYSTEM, Using this

arrangement we can control the drunken drive. There by a large amount of energy is
saved and it gives a smooth operation.

We are proud that we have completed the work with the limited time successfully.
The TYRE PRESSURE MONITORING SYSTEM is working with satisfactory
conditions. We are able to understand the difficulties in maintaining the tolerances and
also quality. We have done to our ability and skill making maximum use of available
facilities.

In conclusion remarks of our project work, let us add a few more lines about our
impression project work. Thus we have developed an TYRE PRESSURE
MONITORING SYSTEM which helps to know how to achieve low cost automation.
The application of pneumatics produces smooth operation. By using more techniques,
they can be modified and developed according to the applications.

---------------------------------------------------------------------------------

BIBLIOGRAPHY
---------------------------------------------------------------------------------

BIBLIOGRAPHY

# REFRIGERATION AND AIR CONDITIONING

A.S.Sarao, P.S.Gaabi

# TURBO MACHINES
K.Pandian

# A.K.SAWHNEY. A TEXT BOOK OF ELECTRICAL, ELECTRONICS,

INSTRUMENTATION AND MEASUREMENTS

---------------------------------------------------------------------------------

PROGRAME
---------------------------------------------------------------------------------

PROGRAME

#include<pic.h>
#define relay RC5

unsigned int adc1,adc2,result,i;

int sample1(void)
{
unsigned int dat;
ADCON0=0X81;
ADGO=1;
while(ADGO);
dat=ADRESH*256+ADRESL;
return dat;
}

int sample2(void)
{
unsigned int dat;
ADCON0=0X89;
ADGO=1;
while(ADGO);
dat=ADRESH*256+ADRESL;

return dat;
}

void main()
{
TRISA=0x03;PORTA=0x00;
TRISC=0X00;PORTC=0X00;
ADCON1=0x84;

while(1)
{
adc1=sample1();
// adc2=sample2();
// result=adc2-adc1;
if(adc1<950)relay=1;
else relay=0;
}
}