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DESIGN AND FABRICATION OF TIRE
PRESSURE MANAGEMENTSYSTEM
PROJECT REPORT
Submitted by
KARTHICK.S (730713114060)
A.SATHISKUMAR (730713114323)
In partial fulfillment for the award of the degree
Of
BACHEOR OF ENGINEERING
In
MECHANICA ENGINEERING
DEPARTMENT OF MECHANICA ENGINEERING
E!CE COEGE OF ENGINEERING AND TECHNOOGY
PAAKAPAAYAM
ANNA UNI"ERSITY# CHENNAI$600 02%
APRI 2016
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ANNA UNI"ERSITY# CHENNAI$ 600 02%
BONAFIDE CERTIFICATE
Certified that this project report “DESIGN AND FABRICATION OF TIRE PRESSURE
MANAGEMENT SYSTEM” is a bonafide work of
KARTHICK.S (730713114060)
A.SATHISKUMAR (730713114323)
Who carried out the project work under my supervision.
SIGNATURE SIGNATURE
D&.M.MURUGAN'M.E.'P.D.'
M&.N."ENKATACHAAM'M.E.'
FIE.' PGDCA.'(P.D).'
HEAD OF DEPARTMENT SUPER"ISOR
epartment of !echanical "ngineering# $ssociate %rofessor&!"C'
ept.#
"(cel College of "ngineering and "(cel College of "ngineering and
)echnology# )echnology#
%allakapalayam. %allakapalayam.
S*+,--/ & - &- 5,5 5 / 8.......................................
INTERNA E!AMINER E!TERNA E!AMINER
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ABSTRACT
Improper tire pressure is a safety issue that is often overlooked or ignored. $ drop in tire
pressure by just a few pounds per s*uare inch +%,I- can result in the reduction of gas mileage#
tire life# safety# and vehicle performance. )o address this problem# an automated system that
will alleviate the need for actively maintaining tire pressure was designed. )his report
documents the design process for an onboard tire pressure management system +)%!,-
consisting of a centralied processor# air compressor# air control valves and rotary seals near
each wheel. )he
/otary seals allow the air line to transfer from the chassis to the wheel without entanglement.
)he system takes periodic tire pressure readings and makes adjustments according to the
desired pressure setting. )%!, comes with several pre0defined tire pressure settings and allows
the user to enter their own pressure setting if needed. %ressure settings# current pressures and
flat&leak notifications are all displayed on a li*uid crystal display +1C- located in the dash.
)his system
Will take the maintenance out of upholding tire pressure and increase tire life# fuel efficiency
and vehicle safety and performance.
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iACKNO9EDGEMENT
We would like to e(press our sincere thanks to our honorable chairman P&.D&.A.K.N-:8M.C+.' MBA.' M.P,.' P.D.' FTA.' PHF.' and all the members of ,ri /engaswamy#
"ducational )rust.
We e(press our whole hearted thanks to D&.E.P8,:;+
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ii
CONTENT
CHAPTER
NO.
TITE PAGE NO.
$bstract i2 Introduction 23 %roblem ,tatements 34 ,cope 45 /e*uirement ,pecification 5
5.2 )echnical /e*uirements 55.3Weidhting 6actors 75.4 /otary ,eal $ssembly 7 5.4.2 8eometric imension $nd )olerance 7 5.4.3 !anufacturing 95.5 $ir %ressure !onitoring ,ystem Of :ehicle
)ire $nd Identification !ethod Of :ehicle )ire
;y Wei $nd 'ong ling
9
5.< )ire %ressure !onitoring +)%!- ,ystem ;y
1aurens $nd =ill
>
5.7 "lectrical esign > 5.7.2 'ardware > 5.7.3 ,oftware 22 5.7.4 ?ser Interface 24
< irect )pms 8eneral Operation Of )raditional
)pms
2<
Cost of the project 32A ;ibliography 33
2B Image of the project 34iii
TABE OF THE FIGURE
FIGURE TITE PAGE NO
2 $ssembly Of /otary ,eal 9
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3 6unctional ecomposition 22
4 !ain screen 24
5 ,chematic diagram of general operation of a
direct )%!,
27
< ;loke diagram for pressure monitoring system 2>
iv
CHAPTER 1
INTRODUCTION
)he majority of automobile drivers do not ade*uately maintain their tire pressure# even
though they lose appro(imately one to two pounds per s*uare inch +%,I- of air pressure a
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month. ?nderinflated tires cause a greater contact surface area with the road# resulting in higher
friction between the road and tire. )his significantly decreases tire life and fuel economy.
:ehicle handling characteristics are also adversely affected due to low tire pressures. ,topping
distances increase and the driver e(periences a loss of steering precision and cornering stability
With all these undesirable effects# proper tire pressure should be of greater concern.
)he ational 'ighway )raffic ,afety $dministration +'),$- statistics show that 77B
fatalities and 44#BBB injuries occur every year as a result of low0tire pressure0related crashes.
)he main reasons for incorrectly inflated tires include vehicle owners not knowing proper tire
pressures for certain conditions# difficulty finding an air pump# lack of a pressure measuring
device# and a general lack of concern. )he /ubber !anufacturers $ssociation has estimated that
only about 2A percent of drivers properly check their tire pressure.
)hese facts show that a system is needed to maintain proper tire pressure for optimal
performance in a variety of driving conditions. )his report will discuss the design of a system
that makes pressure adjustments to the front and rear tires separately through the use of a user
control interface. )he system consists of a centralied air compressor# a reservoir storage tank#
and solenoid valves to control the direction of air flow.
2
CHAPTER 2
PROBEM STATEMENTS
)he first problem statement is the location of the system. )he transmitting and detection
unit will be located inside the tire. )he location of the system is crucial for safety aspect and
precision of the data that will be gained. )he second problem statement is the sie of the system
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which the sie of the transmitting and detection unit needs to be small enough if it were to
locate inside the tire. )he third is wire transmissionD when tire is rotating# the transmitting and
detection unit will be transposed. )ire identification might be miscorrelated and the information
displayed on the screen about the pressure and temperature as correlated with the tire is wrong.
)he fourth problem statement is sensor is using battery. )raditional direct )%!, re*uires
battery in each tire to power the sensor and the circuits# but the use of batteries raise potential
problems including limited life span# temperature0dependent capability# added weight
environmental concerns# and larger maintenance cost. )he fifth and the last problem statement
is self0generating power. In this project# self0generating power system is to be designed to
replace the batteryEs function as main power supply .
2
CHAPTER 3
SCOPE
)here are many ways to design and develop a )%!,. )his project re*uires e(tensive
research that might widen up the scope. 'ence# the projectEs scope needs to be defined first in
order for this project to reach its objectives. )ransmitting and detection unit could be installed
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outside the tire# but this will increases the risk of being damaged by e(ternal environment and
even get stolen. 'ence# the proper position of the unit would be inside the tire where the
measurement of the pressure value is directly obtained. In order to place the transmitting and
detection unit inside the tire# considerations of sie of the unit needs to be taken. )he sie
should be small enough to fit in inside the tire.
)here are many ways to achieve wireless transmission. ;ut this project will be dedicated
in using radio fre*uency method# where receiver and transmitter are needed. ,ensor is
integrated with the transmitting and detection unit# thus it re*uires power supply. )raditional
direct )%!, using battery as the solution but it has a few problems. 'ence# this project will
design a system that does not re*uire battery. One of the alternatives is by using pieoelectric
method. When stress or pressure is applied on the pieoelectric material# electric current will be
produced. )his current will be used to power the transmitting and detection unit.
3
CHAPTER 4RE?UIREMENT SPECIFICATION
)he driving force behind the tire pressure management system +)%!,- was to solve the
incorrect tire pressure situation. ,everal key objectives were set forth in order to design a
product which satisfies the problem and customerEs needs.
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4.1 TECHNICA RE?UIREMENTS
Ideally# the general re*uirement of )%!, was to maintain an automobileEs tire pressure
to the manufacturers suggested tire pressure +around 43 %,I-. ,ince pressure in the tire varies
with surface temperature# it was practical to maintain the pressure within 2 %,I of the desired
value. In conjunction with maintaining tire pressure# )%!, also needed to display the current
tire pressure of all four tires within F2 %,I of the desired value.
)%!, needed to have preset pressure settings for different operating conditions. 6or
pulling a heavy load out of an incline at slow speeds# crawling out of soft dirt# or maneuvering
through challenging terrain# a lower tire pressure is desired in order to ma(imie traction. On
the other hand# when traveling with no e(ternal vehicle loading# the tire manufacturerEs
recommended pressure setting needed to be used for optimal performance
and gas mileage. ,imilarly# when towing a heavier e(ternal load at average to higher speeds# a
slightly higher tire pressure was desired.
If none of the preset settings were satisfactory for the user# )%!, needed to have the
capability of setting the tire pressure between 2< and 5< %,I. In support of being user friendly
the system needed to be built to be automatic# re*uiring no user input. )he system also needed
to have the capability of inflating or deflating four 3> inch tires from 2< to 4B %,I within 23
minutes.6or safety and performance concerns# )%!, needed to be capable of notifying the user
of a flat or slow leak condition. When any tire was measured at a pressure of less than 2B %,I or
any tire is 3BG below the pressure of any other tire a warning for flat or possible leaks would be
displayed respectively. )his would allow the user an opportunity to have the tire serviced or
replaced before failure.
5
In order to avoid modification to the vehicles current electrical supply# the system needed
to be capable of operating off a 23 volt source. )able I reviews the tire pressure management
systemEs technical re*uirements# goal values# and how those values were verified.
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<4.2 9EIGHTING FACTORS
When three proposed solutions were drafted# with the capabilities to meet the technical
re*uirements# certain design criteria were weighted to help aide the prototype selection. It was
important that )%!, was user friendly. ,ince the primary customer for )%!, was the
automotive market# it was vital that the system would have a relatively high air flow rate# so the
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customer would not wait long periods of time between pressure alterations. $lthough noise was
a bigger concern for cars than trucks# )%!, would need to be relatively *uiet and present no
sound discomfort to the user.
ue to the potential for operating in many environments# it was important that )%!, had
the ability to be isolated from the environment. 6or instance# when a truck would be pulling a
boat out of the water from a launch ramp or driving in off road environments such as snow
mud# sand# dust# and rocks# )%!, would still need to function properly.
$nother criterion of importance was the budget of the system. )he prototype cost needed
to be no more than H3#BBB and production costs of the system needed to be less than H
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the a(le ring was built# it was pressed onto the a(le. 6or final assembly the seals were installed
to the /,$ housing using the recommend grease# from %arker !anufacturing# for proper
lubrication. )hen the housing slid onto the a(le and over the a(le ring. 6inally# all the wheelEs
components were placed in their perspective positions.
6ig 2 $ssembly of rotary seal
4.4 A,& P&::& M8,-&,8= S
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of low fre*uency +16- signal in 16 wake0up being disturbed in transmitting by the
electromagnetic noise in the automobile and essentially solves the disturbance problem.
4.% T,& P&::& M8,-&,8= (TPM) S
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of one conversion start signal. ?pon completion of all the measurements the !,%54B issued
another interrupt to notify the system the $C was done. $t the assertion of this interrupt the
system then evaluated the measurements and made the appropriate decisions.
)he $C within the !,%54B was a successive appro(imation register converter
+,$/-.)his meant that the input voltage was sampled to a capacitor array. )his sampling
produced transient currents that re*uired current to either be sourced to or from the $C input
pins. )his transient current could have created an error on the output of the pressure sensors if
the sensors were connected directly to the $C inputs. )he preferred method for driving a
,$/$C is with an operational amplifier +opamp- used to buffer the input.
)I produces many opamps# so picking one was a challenging task. %art of the challenge
was not just choosing one opamp of many# but finding the correct one to suit the needs of the
design. )he output of the pressure sensorsE aLwere in the range of B.< to 5.
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of eight arlington pair transistors that could run on up to
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,hown in fig. 3.
6ig 3 6unctional ecomposition
4.6.2 SOFT9ARE
)he !,%54B had the advantage of having many different interrupt modes that could be
programmed. 6or this reason an event style of coding was used for the system. ?sing one of the
internal timers of the !,%54B# an interrupt was set to happen every
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)his leak condition was not meant to determine of a tire was damaged# only toward the user that
a problem could have been present.
If neither of the two previous conditions were found# then the algorithm determined if the
system needed to adjust the pressure of any of the tires. )his determination was made based on
a moving average of each tire. $ total of 23> measurements was averaged and used to evaluate
what adjustments needed to be made. )his number of measurements gave a total time of 7.5
seconds. )his time was long enough that any impulses generated in the system# such as hitting
pot holes in the road# would be filtered out. )his filtering mechanism was one method used to
help increase the stability of the system.
uring adjustments of the tires# the averaging of the tire pressures was reduced to eight
data points. )his was done to ensure the pressure of each tire was not adjusted too far above or
below the target value. )he system was designed to be within F 2 %,I of the target value.
Once an adjustment was made and the tires were set to the correct pressures# the running
average was reset. It took another 7.5 seconds before any further adjustments would be made.
Once a decision for adjustment was made by the system a wait state was implemented. )he
implementation of the wait state was needed to ensure stability of the system. It was found that
the sensors would not take accurate readings of the pressures when air was flowing to or from
the tires. )his error was caused by the gradient of the pressure# from the high or low pressurereservoir to the tires. )he errors would cause e(treme overshoots and
?ndershoot within the system. )his created oscillation in the algorithm and the port that
drove the ?13>B4. )his oscillation was too fast for the solenoid valves to react to and so they
would not respond. )he wait state consisted of making an adjustment decision. )hen allowing
that decision to run for a fi(ed period of time. Once the time elapsed the adjustment was
discontinued and the air flow was stopped. $t this time the sensors were able to produce correct
readings. )he algorithm would them make new decisions once a new average was completed.
23
$nother event that took place within the system was the user supplying inputs through
the use of the keypad. $ key press on the key pad generated an interrupt signal to the system.
)he system then evaluated the input and acted accordingly.
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4.6.3 USER INTERFACE
)o provide a functional system# a well planned user interface needed to be designed. )his
interface consists of both a keypad and a li*uid crystal display +1C-. )hrough this setup# the
user can monitor the current pressure settings in each individual tire# manually change the
pressure# or change the pressure by selecting one of four presets.
)he main display shows four circles on the left hand side of the 1C with the pressure of
each tire written within the circle. $lso within the circles will be a reference to which tire
pressure it is displaying. )he codes are 6/# 61# //# and /1 for front right tire# front left tire#
rear right tire# and rear left tire respectively. On the right side# the target pressures for the front
and rear tires are displayed. If a flat or leak is detected# a warning will be displayed in the
bottom right corner of this screen. 6igure 4 shows this display.
6ig 4 !ain screen
If a user wishes to change the pressure by just selecting a new number# a new set of
screens will be shown. 6irst# the K key is entered# which takes the user to an a(le selection
24
,creen. )his screen will display three options# both a(les# rear a(le# and front a(le. )he user
then presses which letter corresponds to their selection. )hen# the main screen is displayed. If
the user wishes to just type in a number without choosing an a(le# the last a(le selection will be
used.
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Once the user presses the first digit# another screen is displayed. On this screen the use
renters the desired pressure# which will appear on the display when they press the keys. Once
the correct pressure is shown# the K key is again pressed to confirm the change in pressure. )hen
the main screen will be displayed again# reflecting the changes.
)he second method of changing the tire pressure is by choosing a preset. If the user
presses the M key# a new screen will display a menu of presets including normal# highway
snow&ice# and off0road. )he user must press the letter corresponding to their selection. )hen the
display is returned to the main screen again with the new changes reflected.
With this user interface# the user has control of the system. )hey are able to make
changes to the system and view when these changes take effect. )hey should be able to easily
understand how the system is responding to the inputs. )his level of interaction should give the
user confidence of the systemEs functionality.
25
CHAPTER %
GENERA OPERATION OF TRADITIONA TPMS
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$n automobile tire pressure monitoring system and tire identification method includes a
transmitting and detection unit provided on each tire# as well as a receiving and display unit that
includes a receiving unit# a main control unit and a display unit. $ plug0in encoding memory is
plugged into the receiving and display unit. One fi(ed identification +I- code# which is the
same as that for the encoding memory# is provided for each transmitting and detection unit.
When the power is on# the receiving and display unit reads the I code in each plug0in
encoding memory plugged into the socket of the display unit# and saves the information on the
corresponding relationships between I codes saved in memories entire identity. )he receiving
and display unit reads the I codes in it# and determines whether these codes are identical with
those in the memories. If the signal is valid# the receiving and display unit compares the
corresponding relationships# determines which tire the detection unit is transmitting the signal#
and displays the information about pressure and temperature in corresponding display areas.
$s shown in 6igure 5# an automobile tire pressure monitoring system generally consists
of a transmitting and detection unit A3 and a receiving and display unit A2# which thereupon
comprises display unit A2B2# receiving unit A2B3 and receiving antenna A2B4.)he left side of
6igure 5 is a front sketch diagram of the display unit# i.e.# the screen that is displayed on the
automobile instrument panel. )he display unit A2AB2 of an ordinary automobile includes four
data display areas A2B22 that display the parameters of the four tires respectively. )he brokenlines in 6igure 5 represent the correlations between the display area A2B22 and the respective
tires.
2
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6ig 5,chematic diagram of general operation of a direct )%!,
,ourceN Wei and 'ongling 3BB<
)he operation process is as followsN )he sensor in the transmitting and detection unit A3converts variation of the tire pressure into electric parameters which vary accordingly to
electronic component induction. )hen# the electric parameters are processed by a !C? in the
transmitting and detection unit into digital code signals. $fter identification of the I of the
digital code signals in this unit +used to distinguish it from other units- is completed# these code
signals are transmitted via a carrier fre*uency by a transmitter. )he original data is recovered
after the radio signals are received and demodulated by the receiver antenna A2B4. )hen# after
being processed by the !C? of receiving and display unit# the data is displayed on the
corresponding tire data area of the userEs interface by the display screen installed in the vehicle
In this way# the driver can clearly know the pressure in each tire. When the received data shows
the pressure in the tire lower or higher than the set limit# the !C? will show an alarm icon on
27
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the display screen. )he driver can then take appropriate action for the tire according to the data
of tire pressure shown so as to ensure safe driving.
6i(ed encoding methodN )he correlation between I code in the !C? memory of the
receiving and display unit and the tire identification information is fi(ed at the factory. )he
same I code is also fi(ed in the !C? memory of the transmitting and detecting unit and is
marked on the surface of the transmitting and detection unit. uring the installation# the
transmitting and detection units are installed on the corresponding tires in accordance with the
marks and no change is allowed during application. )his method is *uite simple and its
shortcoming is that wrong installation is not allowed. Otherwise# identification confusion may
arise. !eanwhile# if a transmission unit is damaged# the user has to go to the manufacturer for
repair or replacement. )he transmitting and detecting units must be reinstalled in accordance
with their marked positions when the tires are rotated.
%.1 DIRECT TPMS
)his part will e(plain the present invention of direct )%!,. ;asic principle is still the
same but every invention uses different approach to realie the application. ,ome inventions
used different materials# and some used different circuit.
29
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6ig < ;loke diagram for pressure monitoring system
2>
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CHAPTER 6
AD"ANTAGES
It will used in monitoring the tire pressure in running condition.
It will used in all type of road conditions.
)his system used to control the tire friction. Circuit system is simple.
It will used in the aeronautical and automobiles industries.
It will use in increases the efficiency of vehicle.
DISAD"ANTAGE
)he e(perimental cost is high.
"(tra e*uipments are needed.
APPICATION.
It will used in all type of road conditions.
It will used in the aeronautical and automobiles industries.
It will use in increases the efficiency of vehicle.
2ACHAPTER 7
CONCUSION
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$n automated system was developed that will alleviate the need for actively maintaining
tire pressure. )he rotary seal assembly allows air to transfer from the chassis to the wheel. )he
system comes with several pre0defined tire pressure settings and allows the user to enter their
own pressure setting if needed. %ressure settings# current pressures and flat&leak notifications
are all displayed on an 1C located in the dash. )his system will take the maintenance out of
proper tire pressure resulting in increased tire life# fuel efficiency# vehicle safety and
performance.
3BCHAPTER @
COST OF THE PROJECT
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S.NO PAYING DETAIS AMOUNT
2 )ireiorn rodbearings 2>3B3 1athe works @ welding >3B4 %ressure valvetube 2>B
5 "lectronic circuit 22BB< 1abor cost 9BB
TOTA 4620
32
CHAPTER
REFERENCES
P2Q “=eep our )ires at %roper Inflation.” oran !anufacturing 11C.
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httpN&&www.doranmfg.com&industryRstudies.htm .
P3Q “:ehicle ,afety /esearch.” ational 'ighway )raffic ,afety $dministration.
httpN&&www.nhtsa.dot.gov&.
P4Q “)ire !aintenance and ,afety.” )he /ubber !anufacturers $ssociation.
httpN&&www.rma.org&.
P5Q 6ederal !otor :ehicle ,afety ,tandardsD )ire %ressure !onitoring ,ystemsD Controls and
isplays#” epartment of )ransportation and ational 'ighway )raffic ,afety $dministration#
full document available at www.nhtsa.dot.gov&cars&rules&rulings&)ire%res6inal&
P
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