PROJECT REPORT

ON

SOLAR INTELLIGANCE BRAKING SYSTEM AND AUTOMATIC TYRE

INFLATION

SAI PAVAN MR (1NH19ME408)

KUSHAL NARAYAN (1NH19ME402)

RAMESHWAR (1NH18ME097)

NAVEEN KUMAR (1NH19ME406)

Submitted to

DEPARTMENT OF MECHANICAL ENGINEERING

NEW HORIZON COLLEGE OF ENGINEERING,

OUTER RING ROAD, MARATHALLI,

BENGALURU

In partial fulfilment of the requirements for the award of the degree of

BACHELOR OF ENGINEERING IN MECHANICAL

Under the guidance of

Mr Rajesh T A

Asst. Professor

2019 - 21
CERTIFICATE
 ACKNOWLEDGEMENT

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 TABLE OF CONTENTS

SL. NUMBER CONTENTS PAGE NUMBERS

4
1 Introduction

5
2 Literature Survey

6-23
3 Description Of Equipments

24-25
4 Design And Drawing

26-29
5 Working Principle

30
6 Merits And Demerits

31
7 Applications

8 Cost And Estimation 32

9 Conclusion 33

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 SYNOPSIS

The idea of building this “Solar Intelligent Braking and Self Tyre Inflation” was
at aiming at different aspects but at the same time made sure it was even budget
friendly.
So the first aspect we aimed is “The Solar Panel” its life cost and eco friendly.
So, the next aspect that we aimed, is “The Tyre”, its life, the impact of it on the
fuel economy of the vehicle and, also the safety aspects it holds.
Then, the next aspect that we aimed, is “The Brakes”, its atomisation, efficient
and reliability, and also increasing its safety use.
This project is a prototype which completely aims at minimizing the rate of
accidents and also decrease the overall maintenance cost of the vehicle.
This system is budget friendly and can be fit on any vehicle with just some
design modifications.
This system is currently is in a development phase and hence can be fit in the
vehicles, in the near future.

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 CHAPTER 1
INTRODUCTION

The main objective of our project is to build a system that focuses on safety and
reliability of the vehicle components. This system will provide better
performance of the brakes and tyres. This system can be directly be
programmed into the ECU of the vehicle.
Need of Automation:
As we all know there hasn’t been any automation that is, been done to the
braking system neither on the durability of the tyres. So, we have introduced
this system which helps us overcome some barriers such as accidents, efficiency
of the current systems, etc… This system is completely autonomous and is also
cost effective.
In this project with just the use of an air compressor, circuit board, and an
ultrasonic sensor we are able to over come such a huge problem.
With this system we can:
 Increase the overall life of the tyre.
 Reduce the risk of accidents.
 Get better fuel economy.
 Reduce the maintenance of the vehicle.

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 CHAPTER 2

LITERATURE SURVEY

This project gives you the details of Intelligent Braking and Self Tyre Inflation
System Project. The main components of this project are an ultrasonic sensor,
mini air compressor, relay, battery, engine. In this project we will discuss about
the main idea that is the automatic operation of both the brakes and the air
compressor by minimizing the human effort.
In this we are discussing about the various components that we have used in this
project. So, the main components that we are using are an engine, 12v battery,
mini air compressor, 12v relay, Arduino uno microprocessor, ultra-sonic sensor,
12v solenoid valve switch, rotary valve, solar panel etc... This type of systems is
currently not being used in any vehicle. When this will be released into the
market it will be one of its kind. This system is not aimed at any particular class
of people but in general to each and everyone. This project is completely a
prototype and hence can be further developed. The main power house of the
project is the engine and solar panel which charges the battery and it will run
all the other various components; without the battery this project cannot be
demonstrated or carried out.
To overcome some problems and weakness in this project we needed to do
some research and studying to develop a more effective and efficient project. To
make this project a success we there were several that we needed to know such
as which braking system will be more efficient and what kind of sensors we had
to use. Well finally we came up with some objectives that we will be aiming at
in this project: - To develop a system that can be fit on any given vehicle.
- The system should be budget friendly.
- The system will help reduce the fatality in the accidents.

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 CHAPTER 3

DESCRIPTION OF EQUIPMENTS

3.1 ENGINE

ENGINE, POWER & TORQUE

Displacement - 69.9cc
Maximum Power – 3.5 bhp @ 5,000 rpm
Maximum Torque – 5 Nm @ 3,750 rpm
Engine Description – 69.9cc, 2-stroke
Cooing - Air Cooled
No. of Cylinders - 1
Transmission - Chain Drive
No. of Gears – Automatic
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An internal combustion engine (ICE) is a heat engine in which
the combustion of a fuel occurs with an oxidizer in a combustion chamber that
is an integral part of the working fluid flow circuit. In an internal combustion
engine, the expansion of the high-temperature and high-pressure gases produced
by combustion applies direct force to some component of the engine. The force
is applied typically to pistons, turbine blades, rotor or a nozzle. This force
moves the component over a distance, transforming chemical energy into
useful work.
The first commercially successful internal combustion engine was created
by Étienne Lenoir around 1859 and the first modern internal combustion engine
was created in 1876 by Nikolaus Otto.
The term internal combustion engine usually refers to an engine in which
combustion is intermittent, such as the more familiar four-stroke and two-
stroke piston engines, along with variants, such as the six-stroke piston engine
and the Wankel rotary engine. A second class of internal combustion engines
use continuous combustion: gas turbines, jet engines and most rocket engines,
each of which are internal combustion engines on the same principle as
previously described. Firearms are also a form of internal combustion engine.
In contrast, in external combustion engines, such as steam or Stirling engines,
energy is delivered to a working fluid not consisting of, mixed with, or
contaminated by combustion products. Working fluids can be air, hot
water, pressurized water or even liquid sodium, heated in a boiler. ICEs are
usually powered by energy-dense fuels such as gasoline or diesel fuel, liquids
derived from fossil fuels. While there are many stationary applications, most
ICEs are used in mobile applications and are the dominant power supply
for vehicles such as cars, aircraft, and boats.
Typically an ICE is fed with fossil fuels like natural gas or petroleum products
such as gasoline, diesel fuel or fuel oil. There is a growing usage of renewable
fuels like biodiesel for CI (compression ignition) engines
and bioethanol or methanol for SI (spark ignition) engines. Hydrogen is
sometimes used, and can be obtained from either fossil fuels or renewable
energy.
3.1.1 Operation
All internal combustion engines depend on the exothermic chemical process of
combustion:

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The reaction of a fuel. typically, with air, although other oxidizers such as
nitrous oxide may
be employed.

The most common fuel in use today are made up of hydrocarbons and are
derived from mostly petroleum. These include the fuels known as diesel fuel,
gasoline, and petroleum gas,
and rare use of propane gas. Most internal combustion engines designed for
gasoline can run on natural gas or liquified petroleum gases without major
modifications except for the fuel delivery components. Liquid and gaseous
biofuels, such as Ethanol and biodiesel, a form of diesel fuel that is produced
from crops that yield triglycerides such as soy bean oil, can also be used. Some
can also run on Hydrogen gas.

All internal combustion engines must have a method for achieving ignition in
their cylinders to create combustion. Engines use either an electrical method or
a compression ignition system.

3.1.2 Parts
A two-stroke engine consists of the following parts:

 Air Fuel Mixture Suction Port – the air fuel mixture is drawn into the
crankcase through the suction port. A reed valve installed within the
suction port acts as a non-return valve (one-way valve) in order to control
the flow of the air fuel mixture.
 Transfer Port – the compressed air fuel mixture is transferred from the
crankcase to the combustion space through the transfer port.
 Exhaust Gas Port – exhaust gas is discharged from the combustion space
through the exhaust gas port.
 Crankcase – houses the internal parts of the engine. The air fuel
mixture is compressed within the crankcase prior to entering the transfer
port.
 Piston – travels between top dead centre (TDC) and bottom dead centre
(BDC) linearly (in a straight line). A thin film of oil between the piston
rings and cylinder liner separates the combustion space from the
crankcase.
 Cylinder Liner – where combustion occurs. The cylinder liner is also
known as the combustion chamber.
 Spark Plug – used to ignite the air fuel mixture. Gasoline/petrol engines
employ spark plugs and are known as spark ignition engines. Diesel

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 engines do not employ spark plugs and are known as compression
ignition engines.
 Crankshaft – a shaft used to convert the linear reciprocating motion of the
piston to rotary motion.
 Connecting Rod – connects the piston to the crankshaft. To be specific,
there is no connection between the connecting rod and crankshaft
because plain metal bearings and lubrication oil separate the two
components. The connecting rod is also known as the con rod.
 Gudgeon Pin – connects the connecting rod to the piston. The gudgeon
pin is also known as the piston pin.
 3.1.3 Engine Cycle (2-stroke engine)



 In a four-stroke engine, each of the four essential steps of the power-
producing cycle is given its own piston stroke:

 1) Compression

 2) Power

 3) Exhaust

 4) Intake

 A two-stroke engine performs all the same steps, but in just two piston
strokes. The simplest two-stroke engines do this by using the crankcase
and the underside of the moving piston as a fresh charge pump. Such
engines carry the official name "crankcase-scavenged two-strokes."

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  As the two-stroke’s piston rises on compression, its underside pulls a
partial vacuum in the crankcase. An intake port of some kind (cylinder
wall port, reed valve or rotary disc valve) opens, allowing air to rush into
the crankcase through a carburettor.

 As the piston nears Top Dead Centre, a spark fires the compressed
mixture. As in a four-stroke, the mixture burns and its chemical energy
becomes heat energy, raising the pressure of the burned mixture to
hundreds of psi. This pressure drives the piston down the bore, rotating
the crankshaft.

 As the piston continues down the bore, it begins to expose an exhaust port
in the cylinder wall. As spent combustion gas rushes out through this
port, the descending piston is simultaneously compressing the fuel-air
mixture trapped beneath it in the crankcase.

 As the piston descends more, it begins to expose two or more fresh-

charge ports, which are connected to the crankcase by short ducts. As
pressure in the cylinder is now low and pressure in the crankcase higher,
fresh charge from the crankcase rushes into the cylinder through the
fresh-charge (or “transfer”) ports. These ports are shaped and aimed to
minimize direct loss of fresh charge to the exhaust port. Even in the best
designs, there is some loss, but simplicity has its price! This process of
filling the cylinder while also pushing leftover exhaust gas out the
exhaust port is called “scavenging.”

 While the piston is near Bottom Dead Centre, mixture continues to move
from the crankcase, up through the transfer ports, and into the cylinder.

 As the piston rises, it first covers the transfer ports, leaving only the
exhaust port still open. If there were no way to stop it, much of the fresh
charge would now be pumped out the exhaust.

 But there is a simple way to stop it—using exhaust pressure waves in the
exhaust. If we shape and dimension the exhaust pipe right, a reflection of
the original pressure pulse, generated as the exhaust port opened, will
bounce back to the port just as fresh charge is being pumped out of it.
This pressure wave stuffs the fresh charge back into the cylinder just as
the rising piston covers the exhaust port.

 Because fuel-air mixture is constantly being pumped by the crankcase, it

is not practical to lubricate piston and crank by pumped circulating oil—it

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 would be swept away by the mixture rushing in and out. Therefore, we
must either mix a little oil with the fuel (2 to 4 percent) or inject it very
sparingly into the bearings with a tiny metering pump. The fact that there
is so little oil dictates that such simple two-stroke engines must employ
rolling bearings, whose need for oil is very small.

 More complicated two-stroke engines exist. Instead of using the

crankcase and underside of the piston as a fresh-charge pump, we can use
a separate rotary blower, directly connected to the transfer ports in the
cylinders. We don't have to place the exhaust port in the cylinder wall—it
can take the form of four overhead poppet exhaust valves, as it does in
two-stroke marine, rail, and truck diesels. Because such engines do not
use their crankcases as fresh charge pumps, they can employ long-lasting
plain bearings, lubricated conventionally by pumped recirculating oil.

 Two-stroke diesels are scavenged with pure air, not a fuel-air mixture.
Their fuel is injected only after all ports have closed, preventing any loss.
Certain crankcase scavenged two-strokes do the same, and are called
“DI,” or Direct Injection two-strokes. They can be made as fuel-efficient
and low in exhaust emissions as four-strokes.

 The world’s most efficient piston engines are in fact the giant, slow-
turning marine diesels that carry the world’s international shipping
trade—they are twice as efficient as the usual four-stroke spark-ignition
engines found in cars and motorcycles.

 3.2 Ultra-Sonic Sensor

 As shown above the HC-SR04 Ultrasonic (US) sensor is a 4-pin

module, whose pin names are Vcc, Trigger, Echo and Ground
respectively. This sensor is a very popular sensor used in many
applications where measuring distance or sensing objects are required.

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 The module has two eyes like projects in the front which forms the
Ultrasonic transmitter and Receiver. The sensor works with the simple
high school formula that
 Distance = Speed × Time
 The Ultrasonic transmitter transmits an ultrasonic wave, this wave travels
in air and when it gets objected by any material it gets reflected back
toward the sensor this reflected wave is observed by the Ultrasonic
receiver module as shown in the picture below
 Now, to calculate the distance using the above formulae, we should know
the Speed and time. Since we are using the Ultrasonic wave we know the
universal speed of US wave at room conditions which is 330m/s. The
circuitry inbuilt on the module will calculate the time taken for the US
wave to come back and turns on the echo pin high for that same particular
amount of time, this way we can also know the time taken. Now simply
calculate the distance using a microcontroller or microprocessor.

 3.3 Arduino Microprocessor

 Arduino Uno is a microcontroller board based on the ATmega328P

(datasheet). It has 14 digital input/output pins (of which 6 can be
used as PWM outputs), 6 analogue inputs, a 16 MHz c eramic
resonator (CSTCE16M0V53-R0), a USB connection, a power jack,
an ICSP header and a reset button. It contains everything needed to
support the microcontroller; simply connect it to a computer with a
USB cable or power it with a AC-to-DC adapter or battery to get
started. You can tinker with your UNO without worrying too much
about doing something wrong, worst case scenario you can replace
the chip for a few dollars and start over again.
 "Uno" means one in Italian and was chosen to mark the release of
Arduino Software (IDE) 1.0. The Uno board and version 1.0 of
Arduino Software (IDE) were the reference versions of Arduino,

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 now evolved to newer releases. The Uno board is the first in a
series of USB Arduino boards, and the reference model for the
Arduino platform; for an extensive list of current, past or outdated
boards see the Arduino index of boards.

 3.4 12v Relay Switch

 Relays are most commonly used switching device in electronics. There

are two important parameters of relay, first is the Trigger Voltage, this is
the voltage required to turn on the relay that is to change the contact from
Common → NC to Common → NO. The other parameter is your Load
Voltage & Current, this is the amount of voltage or current that the NC,
NO or Common terminal of the relay could withstand, in our case for DC
it is maximum of 30V and 10A. Make sure the load you are using falls
into this range.
 The above diagram is for relay triggering circuit. Since the relay has 12V
trigger voltage we have used a +12V DC supply to one end of the coil
and the other end to ground through a switch. For switching we are using
a transistor as a switching device. You can also notice a diode connected
across the coil of the relay, this diode is called the Fly back Diode. The
purpose of the diode is to protect the switch from high voltage spike that
can produced by the relay coil. As shown one end of the load can be
connected to the Common pin and the other end is either connected to
NO or NC. If connected to NO the load remains disconnected before
trigger and if connected to NC the load remains connected before trigger.

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  3.5 Solenoid Valve


 A solenoid valve is an electromechanical controlled valve. The valve
features a solenoid, which is an electric coil with a movable
ferromagnetic core in its centre. This core is called the plunger. In rest
position, the plunger closes off a small orifice. An electric current
through the coil creates a magnetic field. The magnetic field exerts a
force on the plunger. As a result, the plunger is pulled toward the centre
of the coil so that the orifice opens. This is the basic principle that is used
to open and close solenoid valves.
 Solenoid valves are amongst the most used components in gas and liquid
circuits. The number of applications is almost endless. Some examples of
the use of solenoid valves include heating systems, compressed air
technology, industrial automation, swimming pools, sprinkler systems,
washing machines, dental equipment, car wash systems and irrigation
systems.
 3.6 Pneumatic Actuator

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 

 Many industrial applications require linear motion during their operating

sequence. One of the simplest and most cost-effective ways to
accomplish this is with a pneumatic actuator, often referred to as an air
cylinder. An actuator is a device that translates a source of static power
into useful output motion. It can also be used to apply a force. Actuators
are typically mechanical devices that take energy and convert it into some
kind of motion. That motion can be in any form, such as blocking,
clamping, or ejecting.

 Pneumatic actuators are mechanical devices that use compressed air

acting on a piston inside a cylinder to move a load along a linear path.
Unlike their hydraulic alternatives, the operating fluid in a pneumatic
actuator is simply air, so leakage doesn’t drip and contaminate
surrounding areas.

 There are many styles of pneumatic actuators including diaphragm

cylinders, rod less cylinders, telescoping cylinders and through-rod
cylinders.

 The most popular style of pneumatic actuator consists of a piston and rod
moving inside a closed cylinder. This actuator style can be sub-divided
into two types based on the operating principle: single acting and double
acting.

 3.7 Air Compressor

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 

 Air compressors function based on a very simple principle. When the air
is compressed, its volume decreases whereas the pressure increases.
 The most common way to achieve this is with the help of a reciprocating
piston. There are compressors which employ rotating impellers for the
purpose of creating air pressure, but I will discuss the different types in
a separate article. Those which are built around a reciprocating piston are
more common, and if you’re familiar with how internal combustion
engines work, you will know piston compressors function in a similar
manner.
 Each reciprocating piston compressor has a crankshaft, connecting rod, a
piston, cylinder, and a valve head. In order for the entire mechanism to
work, you need power. Air compressors are usually powered by
electricity or gas depending on the model. Most compressors also have a
tank which is there to store compressed air for the purpose of keeping the
air pressure within a set range while powering various air tools. But, let’s
get back to the mechanics of it (I used an image of a liquid reciprocating
piston pump to explain this (source: NVC), but with air this works
basically the same)
 At the top of every compressor cylinder there is a valve head that
contains both the inlet and discharge valve which are basically metal
flaps. These open and close and are located on top of the valve plate.
When the piston moves down inside the cylinder in the space above the
piston a vacuum is created.
 Now, here’s the clever bit. The difference in pressure on the inside of the
cylinder to the outside allows the atmospheric pressure to open the inlet
valve. The air then enters the area where the vacuum used to be, and is
compressed by the piston which is now going up. The inlet valve closes
and the discharge valve is opened. The compressed air is stored inside the
tank thereby increasing the pressure.

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  3.8 Pressure Controller

 A controller is a comparative device that receives an input signal from a

measured process variable, compares this value with that of a
predetermined control point value (set point), and determines the
appropriate amount of output signal required by the final control element
to provide corrective action within a control loop. A Pneumatic
Controller is a mechanical device designed to measure temperature or
pressure and transmit a corrective air signal to the final control element.
 A Pneumatic Controller operates through a coordination of its thermal or
pressure sensing system and its air signal relay system. The controller’s
sensing bulb or pressure connection, installed within the process
application, senses change within the measured variable and relays this

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 information (input signal) to the controller. The controller mechanically
compares the signal against a predetermined set point and sends a
corrective air signal to a pneumatic control valve, which modulates
process flow, thereby returning the application to the desired condition.

3.9 Rotary Valve

A Rotary valve is a compact mechanical device used for continuously charging

bulk powders or granules under gravity flow. It is considered the simplest of
machines because it only has one moving part and a multi-vane rotor revolving
in close contact in the housing.

A rotary valve is used for the following functions:

 Control product flow rate (as required)
 Maintain a gas pressure differential between the inlet and outlet
Act as an explosion barrier, flame barrier and process isolator

3.10 Solar Panel

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The term solar panel is used colloquially for a photo-voltaic (PV) module.
A PV module is an assembly of photo-voltaic cells mounted in a framework for
installation. Photo-voltaic cells use sun light as a source of energy and generate
direct current electricity. A collection of PV modules is called a PV Panel, and a
system of Panels is an Array. Arrays of a photo-voltaic system supply solar
electricity to electrical equipment.

Photovoltaic modules use light energy (photons) from the Sun to generate
electricity through the photovoltaic effect. Most modules use wafer-
based crystalline silicon cells or thin-film cells. The structural (load carrying)
member of a module can be either the top layer or the back layer. Cells must be
protected from mechanical damage and moisture. Most modules are rigid, but
semi-flexible ones based on thin-film cells are also available. The cells are
connected electrically in series, one to another to the desired voltage, and then
in parallel to increase amperage. The wattage of the module is the mathematical
product of the voltage and the amperage of the module. The manufacture
specifications on solar panels are obtained under standard condition which is
not the real operating condition the solar panels are exposed to on the
installation site.
A PV junction box is attached to the back of the solar panel and functions as its
output interface. External connections for most photovoltaic modules use MC4
connectors to facilitate easy weatherproof connections to the rest of the system.
A USB power interface can also be used.
Module electrical connections are made in series to achieve a desired output
voltage or in parallel to provide a desired current capability (amperes) of the
solar panel or the PV system. The conducting wires that take the current off the
modules are sized according to the ampacity and may contain silver, copper or
other non-magnetic conductive transition metals. Bypass diodes may be
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incorporated or used externally, in case of partial module shading, to maximize
the output of module sections still illuminated.
Some special solar PV modules include concentrators in which light is focused
by lenses or mirrors onto smaller cells. This enables the use of cells with a high
cost per unit area (such as gallium arsenide) in a cost-effective way.
Solar panels also use metal frames consisting of racking components, brackets,
reflector shapes, and troughs to better support the panel structure.

3.11 12v Battery

Batteries are a collection of one or more cells whose chemical reactions create a
flow of electrons in a circuit. All batteries are made up of three basic
components: an anode (the '-' side), a cathode (the '+' side), and some kind of
electrolyte (a substance that chemically reacts with the anode and cathode).
When the anode and cathode of a battery is connected to a circuit, a chemical
reaction takes place between the anode and the electrolyte. This reaction causes
electrons to flow through the circuit and back into the cathode where another
chemical reaction takes place. When the material in the cathode or anode is
consumed or no longer able to be used in the reaction, the battery is unable to
produce electricity. At that point, your battery is "dead."

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3.12 Tyre

Atyreis a ring-shaped component that surrounds a wheel's rim to transfer a

vehicle's load from the axle through the wheel to the ground and to
provide traction on the surface travelled over. Most tires, such as those for
automobiles and bicycles, are pneumatically inflated structures, which also
provide a flexible cushion that absorbs shock as the tire rolls over rough
features on the surface. Tires provide a footprint that is designed to match the
weight of the vehicle with the bearing strength of the surface that it rolls over by
providing a bearing pressure that will not deform the surface excessively.
The materials of modern pneumatic tires are synthetic rubber, natural rubber,
fabric and wire, along with carbon black and other chemical compounds. They
consist of a tread and a body. The tread provides traction while the body
provides containment for a quantity of compressed air. Before rubber was
developed, the first versions of tires were simply bands of metal fitted around
wooden wheels to prevent wear and tear. Early rubber tires were solid (not
pneumatic). Pneumatic tires are used on many types of vehicles,
including cars, bicycles, motorcycles, buses, trucks, heavy equipment,
and aircraft. Metal tires are still used on locomotives and railcars, and solid
rubber (or other polymer) tires are still used in various non-automotive
applications, such as some casters, carts, lawnmowers, and wheelbarrows.
Different tyre pressure for various road condition:

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3.13 Brakes

Brake shoes fitted with brake linings (friction material) which press against the
drums from the inside to generate braking force (decelerate and stop) are set
inside of the drums.

With this system, friction is generated by pressing the brake linings against the
inside surfaces of the drums. This friction converts kinetic energy into thermal
energy. Drum rotation helps to press the shoes and the lining against the drum
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with more force, offering superior braking force in comparison with disc brakes.
On the other hand, it is very important to design the components so that the heat
from the thermal energy is dissipated efficiently into the atmosphere.

There are three types of drum brakes depending on how the brake shoes are
pressed on to the drums; leading/trailing shoe type, twin leading shoe type and
duo-servo type.

3.14 Hose Pipe

A hose is a flexible hollow tube designed to carry fluids from one location to
another. Hoses are also sometimes called pipes (the word pipe usually refers to
a rigid tube, whereas a hose is usually a flexible one), or more generally tubing.
The shape of a hose is usually cylindrical (having a circular cross section).
Hose design is based on a combination of application and performance.
Common factors are size, pressure rating, weight, length, straight hose or coil
hose, and chemical compatibility.

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Applications mostly use nylon, polyurethane, polyethylene, PVC, or synthetic
or natural rubbers, based on the environment and pressure rating needed. In
recent years, hoses can also be manufactured from special grades of
polyethylene (LDPE and especially LLDPE). Other hose materials
include PTFE (Teflon), stainless steel, and other metals.

CHAPTER 4
DESIGN AND DRAWING

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 19

COMPONENTS
The Intelligent Braking and Self Tyre Inflation System uses the following parts:
1. Engine
2. Fuel Tank
3. Pneumatic Actuator
4. Tyre
5. Pneumatic Valve
6. Sprocket
7. Pneumatic Rotary Valve
8. Muffler
9. Air Filter
10. Carburettor
11. Solenoid Valve
12. Air Compressor
13. Pneumatic Pressure Controller
14. Relay Switch
15. Arduino Microprocessor
16. Ultra-Sonic Sensor
17. Battery
18. Chain Drive
19. Solar Panel

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 CHAPTER 5
WORKING PRINCIPLE

5.1 Air Inflation System

4

5
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 1

1.Solar Panel
2. Battery
3. Air Compressor
4. Pressure Regulator
5. Rotary Valve
6. Tyre
Working: The above shown figure is the circuit diagram of the air inflation
system which has a simple working mechanism. At first the as the solar
energises the battery, the battery powers the air compressor then the air
compressor runs and the compressed air is pumped out, the compressed air is
channelled from the compressor to the pressure regulator switch through a hose
pipe. The pressure regulator controls the air pressure and keeps the constant
pressure as set by the user. Then the compressed air is channelled to the rotary
valve, here we have used a rotary valve so that the air can be pumped into the
tyre as the vehicle runs. Then when the pressure in the tyre reaches the desired
pressure set by the user the pressure regulator shuts down the compressor.

5.2 Intelligent Braking System (circuit)

3 4
5 6

7
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8
1

1. Solar Panel
2. Battery 11. Tyre
3. Circuit Board 12. Solonide Valve Actuator / Fuse
4. Ultrasonic Sensor
5. Relay Switch
6. Air Compressor
7. Hose Pipe
8. Solonide Valve
9. Pneumatic Cylinder
10. Drum Brake
Working: The above figure shows the line diagram of the intelligent braking
system. The whole system is powered with a 12V battery. At first battery is
energised through the solar panel as it comes under sun light and the ultrasonic
sensor senses the weather there is any object in front of it, if it senses any object
in front of it then it sends the signal to the circuit board and the circuit board
passes it on to the relay switch which then actuates the solenoid valve then the
brake is applied. This whole system has a response time of just 2-3 seconds.

5.3Ultrasonic sensor working

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Ultrasonic sensors work by emitting sound waves at a frequency too high
for humans to hear. They then wait for the sound to be reflected back,
calculating distance based on the time required. This is similar to how radar
measures the time it takes a radio wave to return after hitting an object.
While some sensors use a separate sound emitter and receiver, it’s also
possible to combine these into one package device, having an ultrasonic
element alternate between emitting and receiving signals. This type of
sensor can be manufactured in a smaller package than with separate
elements, which is convenient for applications where size is at a premium.
While radar and ultrasonic sensors can be used for some of the same
purposes, sound-based sensors are readily available—they can be had for
just a couple dollars in some cases—and in certain situations, they may
detect objects more effectively than radar.
For instance, while radar, or even light-based sensors, have a difficult time
correctly processing clear plastic, ultrasonic sensors have no problem with
this. In fact, they’re unaffected by the colour of the material they are
sensing.
On the other hand, if an object is made out of a material that absorbs sound
or is shaped in such a way that it reflects the sound waves away from the
receiver, readings will be unreliable.

If you need to measure the specific distance from your sensor, this can be
calculated based on this formula:
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Distance = ½ T x C
(T = Time and C = the speed of sound)
At 20°C (68°F), the speed of sound is 343 meters/second (1125
feet/second), but this varies depending on temperature and humidity.
Specially adapted ultrasonic sensors can also be used underwater. The
speed of sound, however, is 4.3 times as fast in water as in air, so this
calculation must be adjusted significantly.

Ultrasonic Sensor Pin Configuration:

Pin Pin Description

Number Name

1 Vcc The Vcc pin powers the sensor, typically with +5V

2 Trigger Trigger pin is an Input pin. This pin has to be kept high for
10us to initialize measurement by sending US wave.

3 Echo Echo pin is an Output pin. This pin goes high for a period of
time which will be equal to the time taken for the US wave to
return back to the sensor.

4 Ground This pin is connected to the Ground of the system.

CHAPTER 6
Merits and Demerits
6.1 Merits
 By using the tyre inflation system, we can increase the life of the tyre by
10%.
 The person need not worry about topping up the air pressure in the tyres
as this system will automatically keep filing it.
 In case of a tyre puncher the driver neednot worry as the system will
continuously keep pumping the air and the driver can take the vehicle to a
longer distance without worrying.

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  The tyre pressure can be set and warried by the driver depending on the
road condition, hence it is helpful in all-terrain vehicles.
 The intelligent braking system comes in handy where in the response
time needed to apply the brake is less, in other words it helps over come
the human error in panic situations.
 The pneumatic braking system is much mor efficient than the hydraulic
and mechanical braking systems.
 The overall maintenance cost of this system is low.

6.2 Demerits
 The intelligent braking system can be only used on the highways and not
in the city as there is a lot of congestion.
 The implementation of this system on an already existing vehicle is
expensive, as there is a lot of r-n-d work to be done.
 The overall manufacturing cost of the vehicle increases.

CHAPTER 7
APPLICATIONS

 It reduces the risk and fatality in an accident.

 The life of the tyre increases.
 The tyre pressure can be easily changed as per the driver requirement.
 This system more efficient compared to its competitors.
 This system is very simple in design, hence no complex parts or
equipment’s used.
 It occupies less space.

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  The maintenance cost is low.

CHAPTER 8
COST AND ESTIMATION

Material cost:
Solar Panel
Engine Pressure regulator
Air compressor Pneumatic actuator
Circuitboard Battery
Ultrasonic sensor
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Labour cost:
Fabrication work
Welding
Grinding
Painting

Overhead Charges:
The overhead charges are arrived by “manufacturing cost”
Manufacturing cost = Material cost + Labour cost
=
=
Overhead charges =
=

Total Cost:
Total cost = Material cost + labour cost + Overhead cost

CHAPTER 9
CONCLUSION

The project that that we have done keeping the cost and the simplicity of the
project is effective and efficient. This kind of system has a capability to solve
some of the problems that we are facing in the tyre and the braking safety of the
vehicle, and also has a future potential use in or day to day vehicles.
By have saying this we have done a good and efficient project in and very
friendly budget and we will be looking forward to improve and further develop
it.
Thank You

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 BIBLIOGRAPHY

 Design data hand book – P.S.G.Tech

 Machine tool design handbook – Central machine tool institute,
Bangalore
 Strength of materials – R.S. Kumari
 Manufacturing technology – M. Haslethurst
 https://components101.com/ultrasonic-sensor-working-pinout-datasheet
 https://en.wikipedia.org/wiki/Engine
 https://www.allaboutcircuits.com/textbook/digital/chpt-
16/microprocessor-programming/
 https://images.google.com/

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