COOLING TOWER

By:

ASHISH SINGH MONIKA SOAM

ASHISH KUMAR MANSI GAUR

MEERUT INSTITUE OF ENGINEERING & TECHNOLOGY Meerut, U.P.(INDIA)

A PROJECT REPORT ON

COOLING TOWER
Submitted for the partial fulfillment of the requirements for award of the Degree of BACHELOR OF TECHNOLOGY

By:

ASHISH SINGH MONIKA SOAM

ASHISH KUMAR MANSI GAUR

MEERUT INSTITUE OF ENGINEERING & TECHNOLOGY Meerut, U.P. (INDIA) MAY, 2006

CANDIDATESS DECLARATION
We, hereby certify that the work which is being presented in the project report entitled INDUSTRIAL BASED GATE ENTRY MANAGEMENT SYSTEM in partial fulfillment of the requirement for the award of the degree of BACHELOR OF TECHNOLOGY in Electronics & Communication Engineering submitted in the department of Electronics & Communication Engineering of the institute, is an authentic record of our own work carried out during final year of B.Tech degree under the supervision of Ms Anuradha Yadav.

Project Group Ashish Kumar Ashish Singh (0206831022) Mansi Gaur Monika Soam (0206831044) (0206831041) (0206831021)

CERTIFICATE
This is to certify that project entitled cooling tower has been carried out by -:

ANKIT MITHAL KUMAR GAURAV GAURAV SHARMA AMIT KUMAR GUPTA

(0106831007) (0106831031) (0106831020) (0106831005)

Students of this college, during the academic session 2004-05. This project is in the partial fulfillment as prerequisite to the award of the degree of :

ACKNOWLEDGEMENT

"Everyday I remind myself that my inner and outer life depends on the labor of other men"- Albert Einstein Acknowledgement is not a mere obligation but an epitome of humility and indebtness to all those who have helped in the compilation of this project and without whom our project would have been anything but presentable. First of all, we are thankful to Mr. D.K.Sharma, H.O.D (Electronics Deptt.) for his technical support and immense poll of knowledge, which he so very graciously placed, at our disposal. Ms Anuradha Yadav (Lecturer, Electronics Deptt.) commands our special gratitude. His persistent help and expertise in project works has been of immeasurable help. We would be highly bureaucratic if we ignored the timely help, co operation, ideas and constructive criticism of our lab technicians, especially Mr.Om Narain, Mr. Manoj, Mr.Amit and who helped us to complete the project to the best of our abilities and within available time. Lastly, but most importantly, we would like to pay our utmost regards to our beloved parents and all our faculty members for their blessings without which success is a mirage. To conclude we would like to quote the following words by Sigmund Feud"Don't mix excellence with perfection. Excellence, I can reach for,

perfection is God's business".

Ashish Kumar Ashish Singh Mansi Gaur Monika Soam

(B.Tech. EC VIII Sem.)

INTRODUCTION

Our project is force draft cooling tower in this project we want cooling of warm water in this process we use two fan &one motor is used for supply of warm water in cooling tower. cooling towers have been designed to provide trouble-free service over an extended period of time. To obtain the design performance, it is necessary that the cooling tower be installed, operated and maintained as prescribed in these instructions. Only persons possessing the skill and experience described herein should attempt to install this equipment. Prior to installation, these instructions should be read carefully by the person who is to install the cooling tower to be certain that its installation, operation and maintenance are thoroughly understood. Questions regarding the installation, operation or maintenance of this equipment should be directed to Delta Cooling Towers, Inc., Rockaway, New Jersey, (Telephone: 973/586-2201). Step-by-step instructions contained in this brochure are based on normal installation conditions only. Abnormal or unusual combinations of field conditions should be brought to the attention of Delta Cooling Towers or its representative prior to installation of the equipment. The information contained herein is subject to change without notice in the interest of product improvement.

All Cooling Towers operate on the principle of removing heat from water by evaporating a small portion of the water that is recirculated through the unit. The heat that is removed is called the latent heat of vaporization. Each one pound of water that is evaporated removes approximately 1,000 BTU's in the form of latent heat.

BTU - A BTU is the heat energy required to raise the temperature of one pound of water one degree Fahrenheit in the range from 32 F. to 212 F. Cooling Range - The difference in temperature between the hot water entering the tower and the cold water leaving the

tower is the cooling range. Approach - The difference between the temperature of the cold water leaving the tower and the wet-bulb temperature of the air is known as the approach. The approach fixes the operating temperature of the tower and is a most important parameter in determining both tower size and cost. Drift - The water entrained in the air flow and discharged to the atmosphere. Drift loss does not include water lost by evaporation. Proper tower design and operation can minimize drift loss. Heat Load - The amount of heat to be removed from the circulating water through the tower. Heat load is equal to water circulation rate (gpm) times the cooling range times 500 and is expressed in BTU/hr. Heat load is also an important parameter in determining tower size and cost. Ton - An evaporative cooling ton is 15,000 BTU's per hour. Wet-Bulb Temperature - The lowest temperature that water theoretically can reach by evaporation. Wet-Bulb Temperature is an extremely important parameter in tower selection and design and should be measured by a psychrometer. Pumping Head - The pressure required to pump the water from the tower basin, through the entire system and return to the top of the tower. Make-Up - The amount of water required

to replace normal losses caused by bleedoff, drift, and evaporation. Bleed Off (Blowdown) - The circulating water in the tower which is discharged to waste to help keep the dissolved solids concentrating in the water below a maximum allowable limit. As a result of evaporation, dissolved solids concentration will continually increase unless reduced by bleed off.

BLOCK DIAGRAM

COMPONENT LIST

1.

SIZE

44 CM X 9V DC

60 CM

2. FAN

3. PUMP 220V AC 4. WATER TANK 5. SWITCH 6. BATTERY 7. TANK FOR SPRAY

WORKING OF THE PROJECT

Our project is force draft cooling tower in this project we want cooling of warm water in this process we use two fan &one motor is used for supply of warm water in cooling tower. cooling towers have been designed to provide trouble-free service over an extended period of time. Piping and Tower Connections Piping should be adequately sized

according to accepted standard practices. Refer to cooling tower drawings for size and types of cooling tower connections furnished as standard. On multiple tower installations, pipe sizing should balance pressure drops to provide equal inlet pressures. Equalizing fittings can be provided in cooling tower sumps and are available as an option from the factory. Each unit should be valved separately to allow for flow balance or isolation from service. All supply and return piping must be independently supported. See page 5 for instructions for the preparation and cementing of internal and external piping. An inlet pressure gauge should be installed immediately before the cooling tower inlet connection. See Operating Design Condition Checklist page 6, and illustration page 3. The makeup connection is provided with a float valve and ball assembly for proper water level control. The overflow connection includes an elbow with extension pipe that drops below the water level in the tower sump.

COMPONENTS DESCRIPTION

MOTOR
Motor is a device that creates motion, not an engine; it usually refers to either an electrical motor or an internal combustion engine. It may also refer to:

Electric motor, a machine that converts electricity into a mechanical motion o AC motor, an electric motor that is driven by alternating current

o o o

Synchronous motor, an alternating current motor distinguished by a rotor spinning with coils passing magnets at the same rate as the alternating current and resulting magnetic field which drives it Induction motor, also called a squirrel-cage motor, a type of asynchronous alternating current motor where power is supplied to the rotating device by means of electromagnetic induction DC motor, an electric motor that runs on direct current electricity Brushed DC electric motor, an internally commutated electric motor designed to be run from a direct current power source Brushless DC motor, a synchronous electric motor which is powered by direct current electricity and has an electronically controlled commutation system, instead of a mechanical commutation system based on brushes Electrostatic motor, a type of electric motor based on the attraction and repulsion of electric charge Servo motor, an electric motor that operates a servo, commonly used in robotics Internal fan-cooled electric motor, an electric motor that is selfcooled by a fan, typically used for motors with a high energy density

Other uses:

Actuator, a mechanical device for moving or controlling a mechanism or system Hydraulic motor, a machine that converts the energy of pressurized liquid flow into mechanical motion Rocket motor, usually refers to solid rocket engines Molecular motor, the agents of movement in living organisms o Synthetic molecular motor, molecular machines capable of rotation under energy input Motor language, extinct since the 1840s, a Uralic language that was spoken in the northern region of the Sayan Mountains in Siberia Motor system, the physiological system that is responsible for physical movement o Motor neuron, neurons that originate in the spinal cord and synapse with muscle fibers o Motor skill, the ability of an organism to use the motor system effectively Nanomotor, a molecular device capable of converting energy into movement Pneumatic motor, a machine that converts the energy of compressed air into mechanical motion

The Motors, a British pub rock/punk band, formed in 1977 by Nick Garvey, Andy McMaster, Ricky Slaughter and Rob Hendry, who was replaced by Bram Tchaikovsky the same year

An electric motor uses electrical energy to produce mechanical energy, very typically through the interaction of magnetic fields and current-carrying conductors. The reverse process, producing electrical energy from mechanical energy, is accomplished by a generator or dynamo. Many types of electric motors can be run as generators, and vice versa. For example a starter/generator for a gas turbine or Traction motors used on vehicles often perform both tasks. Electric motors are found in applications as diverse as industrial fans, blowers and pumps, machine tools, household appliances, power tools, and disk drives. They may be powered by direct current (for example a battery powered portable device or motor vehicle), or by alternating current from a central electrical distribution grid. The smallest motors may be found in electric wristwatches. Medium-size motors of highly standardized dimensions and characteristics provide convenient mechanical power for industrial uses. The very largest electric motors are used for propulsion of large ships, and for such compressors, with ratings in the millions of watts. Electric motors may be classified by the source of electric power, by their internal construction, by their application, or by the type of motion they give. The physical principle of production of mechanical force by the interactions of an electric current and a magnetic field was known as early as 1821. Electric motors of increasing efficiency were constructed throughout the 19th century, but commercial exploitation of electric motors on a large scale required efficient electrical generators and electrical distribution networks.

Some devices, such as magnetic solenoids and loudspeakers, although they generate some mechanical power, are not generally referred to as electric motors, and are usually termed actuators and transducers, respectively.

The principle The conversion of electrical energy into mechanical energy by electromagnetic means was demonstrated by the British scientist Michael Faraday in 1821. A free-hanging wire was dipped into a pool of mercury, on which a permanent magnet was placed. When a current was passed through the wire, the wire rotated around the magnet, showing that the current gave rise to a circular magnetic field around the wire. This motor is often demonstrated in school physics classes, but brine (salt water) is sometimes used in place of the toxic mercury. This is the simplest form of a class of devices called homopolar motors. A later refinement is the Barlow's Wheel. These were demonstration devices only, unsuited to practical applications due to their primitive construction.

Jedlik's "lightning-magnetic self-rotor", 1827. (Museum of Applied Arts, Budapest.) In 1827, Hungarian nyos Jedlik started experimenting with electromagnetic rotating devices he called "lightning-magnetic self-rotors". He used them for instructive purposes in universities, and in 1828 demonstrated the first device which contained the three main components of practical direct current motors: the stator, rotor and commutator. Both the stationary and the revolving parts were electromagnetic, employing no permanent magnets.Again, the devices had no practical application.

The first electric motors The first commutator-type direct current electric motor capable of turning machinery was invented by the British scientist William Sturgeon in 1832.Following Sturgeon's work, a commutator-type direct-current electric motor made with the intention of commercial use was built by Americans Emily and Thomas Davenport and patented in 1837. Their motors ran at up to 600 revolutions per minute, and powered machine tools and a printing press. Due to the high cost of the zinc electrodes required by primary battery power, the motors were commercially unsuccessful and the Davenports went bankrupt. Several inventors followed Sturgeon in the development of DC motors but all encountered the same cost issues with primary battery power. No electricity distribution had been developed at the time. Like Sturgeon's motor, there was no practical commercial market for these motors. In 1855 Jedlik built a device using similar principles to those used in his electromagnetic self-rotors that was capable of useful work. He built a model electric motor-propelled vehicle that same year. There is no evidence that this experimentation was communicated to the wider scientific world at that time, or that it influenced the development of electric motors in the following decades. The modern DC motor was invented by accident in 1873, when Znobe Gramme connected the dynamo he had invented to a second similar unit, driving it as a motor. The Gramme machine was the first electric motor that was successful in the industry. In 1886 Frank Julian Sprague invented the first practical DC motor, a non-sparking motor capable of constant speed under variable loads. Other Sprague electric inventions about this time greatly improved grid electric distribution [prior work done while employed by Edison], allowed power from electric motors to be returned to the electric grid, provided for electric distribution to trolleys via overhead wires and the trolley pole, and provided controls systems for electric operations. This allowed Sprague to use electric motors to invent the first electric trolley system in 1887-88 in Richmond VA, the electric elevator and control system in 1892, and the electric subway with independently powered centrally controlled cars, which was first installed in 1892 in Chicago by the South Side Elevated Railway where it became popularly known as the "L". Sprague's motor and related inventions led to an explosion of interest and use in electric motors for industry, while almost simultaneously another great inventor was developing its primary competitor, which would become much more widespread. In 1888 Nikola Tesla invented the first practicable AC motor and with it the polyphase power transmission system. Tesla continued his work on the AC motor in the years to follow at the Westinghouse company.[citation needed]

The development of electric motors of acceptable efficiency was delayed for several decades by failure to recognize the extreme importance of a relatively-small air gap between rotor and stator. Early motors, for some rotor positions, had comparatively huge air gaps which constituted a very high reluctance magnetic circuit. They produced far-lower torque than an equivalent amount of power would produce with efficient designs. The cause of the lack of understanding seems to be that early designs were based on familiarity of distant attraction between a magnet and a piece of ferromagnetic material, or between two electromagnets. Efficient designs, as this article describes, are based on a rotor with a comparatively small air gap, and flux patterns that create torque. Note that the armature bars are at some distance (unknown) from the field pole pieces when power is fed to one of the field magnets; the air gap is likely to be considerable. The text tells of the inefficiency of the design. (Electricity was created, as a practical matter, by consuming zinc in wet primary cells!) In his workshops Froment had an electromotive engine of one-horse power. But, though an interesting application of the transformation of energy, these machines will never be practically applied on the large scale in manufactures, for the expense of the acids and the zinc which they use very far exceeds that of the coal in steam-engines of the same force. [...] motors worked by electricity, independently of any question as to the cost of construction, or of the cost of the acids, are at least sixty times as dear to work as steamengines. Although Gramme's design was comparatively much more efficient, apparently the Froment motor was still considered illustrative, years later. It is of some interest that the St. Louis motor, long used in classrooms to illustrate motor principles, is extremely inefficient for the same reason, as well as appearing nothing like a modern motor. Photo of a traditional form of the motor: [3] Note the prominent bar magnets, and the huge air gap at the ends opposite the rotor. Even modern versions still have big air gaps if the rotor poles are not aligned. Application of electric motors revolutionized industry. Industrial processes were no longer limited by power transmission using shaft, belts, compressed air or hydraulic pressure. Instead every machine could be equipped with its own electric motor, providing easy control at the point of use, and improving power transmission efficiency. Electric motors applied in agriculture eliminated human and animal muscle power from such tasks as handling grain or pumping water. Household uses of electric motors reduced heavy labor in the home and made higher standards of convenience, comfort and safety

possible. Today, electric motors consume more than half of all electric energy produced. Categorization of electric motors The classic division of electric motors has been that of Alternating Current (AC) types vs Direct Current (DC) types. This is more a de facto convention, rather than a rigid distinction. For example, many classic DC motors run on AC power, these motors being referred to as universal motors. Rated output power is also used to categorise motors, those of less than 746 Watts, for example, are often referred to as fractional horsepower motors (FHP) in reference to the old imperial measurement. The ongoing trend toward electronic control further muddles the distinction, as modern drivers have moved the commutator out of the motor shell. For this new breed of motor, driver circuits are relied upon to generate sinusoidal AC drive currents, or some approximation thereof. The two best examples are: the brushless DC motor and the stepping motor, both being poly-phase AC motors requiring external electronic control, although historically, stepping motors (such as for maritime and naval gyrocompass repeaters) were driven from DC switched by contacts. Considering all rotating (or linear) electric motors require synchronism between a moving magnetic field and a moving current sheet for average torque production, there is a clearer distinction between an asynchronous motor and synchronous types. An asynchronous motor requires slip between the moving magnetic field and a winding set to induce current in the winding set by mutual inductance; the most ubiquitous example being the common AC induction motor which must slip to generate torque. In the synchronous types, induction (or slip) is not a requisite for magnetic field or current production (e.g. permanent magnet motors, synchronous brush-less wound-rotor doublyfed electric machine). Comparison of motor types Comparison of motor types[15] Type Advantages Disadvantages Typical Application Typical Drive

Least AC Induction expensive (Shaded Pole) Long life high power AC Induction High power (split-phase high starting capacitor) torque

Rotation slips from frequency Low starting torque Rotation slips from frequency

Fans

Uni/Polyphase AC

Appliances Industrial motors Clocks Audio turntables tape drives

Uni/Polyphase AC

Rotation inAC sync with freq More expensive Synchronous long-life (alternator) Precision positioning High holding torque Requires a controller

Uni/Polyphase AC

Stepper DC

Positioning in printers and floppy DC drives Hard drives CD/DVD players electric vehicles

Long lifespan High initial cost low Brushless DC Requires a maintenance controller High efficiency High Low initial cost maintenance Simple speed (brushes) control Low lifespan Compact design Simple speed control

DC

Brushed DC

Treadmill Direct DC exercisers or PWM automotive starters

Pancake DC

Medium cost Office Equip Medium lifespan Fans/Pumps

Direct DC or PWM

Servo motor Main article: Servo motor A servomechanism,or servo is an automatic device that uses error-sensing feedback to correct the performance of a mechanism. The term correctly applies only to systems where the feedback or error-correction signals help control mechanical position or other parameters. For example, an automotive power window control is not a servomechanism, as there is no automatic feedback which controls positionthe operator does this by observation. By

contrast the car's cruise control uses closed loop feedback, which classifies it as a servomechanism. Synchronous electric motor Main article: Synchronous motor A synchronous electric motor is an AC motor distinguished by a rotor spinning with coils passing magnets at the same rate as the alternating current and resulting magnetic field which drives it. Another way of saying this is that it has zero slip under usual operating conditions. Contrast this with an induction motor, which must slip to produce torque. A synchronous motor is like an induction motor except the rotor is excited by a DC field. Slip rings and brushes are used to conduct current to rotor. The rotor poles connect to each other and move at the same speed hence the name synchronous motor. Induction motor Main article: Induction motor An induction motor (IM) is a type of asynchronous AC motor where power is supplied to the rotating device by means of electromagnetic induction. Another commonly used name is squirrel cage motor because the rotor bars with short circuit rings resemble a squirrel cage (hamster wheel). An electric motor converts electrical power to mechanical power in its rotor (rotating part). There are several ways to supply power to the rotor. In a DC motor this power is supplied to the armature directly from a DC source, while in an induction motor this power is induced in the rotating device. An induction motor is sometimes called a rotating transformer because the stator (stationary part) is essentially the primary side of the transformer and the rotor (rotating part) is the secondary side. Induction motors are widely used, especially polyphase induction motors, which are frequently used in industrial drives. Electrostatic motor (capacitor motor) Main article: Electrostatic motor An electrostatic motor or capacitor motor is a type of electric motor based on the attraction and repulsion of electric charge. Usually, electrostatic motors are the dual of conventional coil-based motors. They typically require a high voltage power supply, although very small motors employ lower voltages. Conventional electric motors instead employ magnetic attraction and repulsion, and require high current at low voltages. In the 1750s, the first electrostatic motors were developed by Benjamin Franklin and Andrew Gordon. Today the electrostatic motor finds frequent use in micro-mechanical (MEMS) systems where their drive voltages are below 100 volts, and where

moving, charged plates are far easier to fabricate than coils and iron cores. Also, the molecular machinery which runs living cells is often based on linear and rotary electrostatic motors.

DC Motors
A DC motor is designed to run on DC electric power. Two examples of pure DC designs are Michael Faraday's homopolar motor (which is uncommon), and the ball bearing motor, which is (so far) a novelty. By far the most common DC motor types are the brushed and brushless types, which use internal and external commutation respectively to create an oscillating AC current from the DC sourceso they are not purely DC machines in a strict sense. Brushed DC motors Main article: Brushed DC electric motor The classic DC motor design generates an oscillating current in a wound rotor, or armature, with a split ring commutator, and either a wound or permanent magnet stator. A rotor consists of one or more coils of wire wound around a core on a shaft; an electrical power source is connected to the rotor coil through the commutator and its brushes, causing current to flow in it, producing electromagnetism. The commutator causes the current in the coils to be switched as the rotor turns, keeping the magnetic poles of the rotor from ever fully aligning with the magnetic poles of the stator field, so that the rotor never stops (like a compass needle does) but rather keeps rotating indefinitely (as long as power is applied and is sufficient for the motor to overcome the shaft torque load and internal losses due to friction, etc.) Many of the limitations of the classic commutator DC motor are due to the need for brushes to press against the commutator. This creates friction. At higher speeds, brushes have increasing difficulty in maintaining contact. Brushes may bounce off the irre crossing the gaps. Furthermore, the inductance of the rotor coils causes the voltage across each to rise when its circuit is opened, increasing the sparking of the brushes.) This sparking limits the maximum speed of the machine, as too-rapid sparking will overheat, erode, or even melt the commutator. The current density per unit area of the brushes, in combination with their resistivity, limits the output of the motor. The making and breaking of electric contact also causes electrical noise, and the sparks additionally cause RFI. Brushes eventually wear out and require replacement, and the commutator itself is subject to wear and maintenance (on larger motors) or replacement (on small motors). The commutator assembly on a large machine is a costly element, requiring precision assembly of many parts. On small motors, the commutator is usually permanently

integrated into the rotor, so replacing it usually requires replacing the whole rotor. Large brushes are desired for a larger brush contact area to maximize motor output, but small brushes are desired for low mass to maximize the speed at which the motor can run without the brushes excessively bouncing and sparking (comparable to the problem of "valve float" in internal combustion engines). (Small brushes are also desirable for lower cost.) Stiffer brush springs can also be used to make brushes of a given mass work at a higher speed, but at the cost of greater friction losses (lower efficiency) and accelerated brush and commutator wear. Therefore, DC motor brush design entails a trade-off between output power, speed, and efficiency/wear.

A: shunt B: series C: compound f = field coil There are five types of brushed DC motor: A. DC shunt wound motor B. DC series wound motor C. DC compound motor (two configurations):

Cumulative compound Differentially compounded

D. Permanent Magnet DC Motor (not shown) E. Separately-excited (sepex) (not shown). Brushless DC motors Main article: Brushless DC electric motor

Some of the problems of the brushed DC motor are eliminated in the brushless design. In this motor, the mechanical "rotating switch" or commutator/brushgear assembly is replaced by an external electronic switch synchronised to the rotor's position. Brushless motors are typically 85-90% efficient or more (higher efficiency for a brushless electric motor of up to 96.5% were reported by researchers at the Tokai University in Japan in 2009),[16] whereas DC motors with brushgear are typically 75-80% efficient. Midway between ordinary DC motors and stepper motors lies the realm of the brushless DC motor. Built in a fashion very similar to stepper motors, these often use a permanent magnet external rotor, three phases of driving coils, one or more Hall effect sensors to sense the position of the rotor, and the associated drive electronics. The coils are activated, one phase after the other, by the drive electronics as cued by the signals from either Hall effect sensors or from the back EMF (electromotive force) of the undriven coils. In effect, they act as three-phase synchronous motors containing their own variable-frequency drive electronics. A specialized class of brushless DC motor controllers utilize EMF feedback through the main phase connections instead of Hall effect sensors to determine position and velocity. These motors are used extensively in electric radio-controlled vehicles. When configured with the magnets on the outside, these are referred to by modellers as outrunner motors. Brushless DC motors are commonly used where precise speed control is necessary, as in computer disk drives or in video cassette recorders, the spindles within CD, CD-ROM (etc.) drives, and mechanisms within office products such as fans, laser printers and photocopiers. They have several advantages over conventional motors:

Compared to AC fans using shaded-pole motors, they are very efficient, running much cooler than the equivalent AC motors. This cool operation leads to much-improved life of the fan's bearings. Without a commutator to wear out, the life of a DC brushless motor can be significantly longer compared to a DC motor using brushes and a commutator. Commutation also tends to cause a great deal of electrical and RF noise; without a commutator or brushes, a brushless motor may be used in electrically sensitive devices like audio equipment or computers. The same Hall effect sensors that provide the commutation can also provide a convenient tachometer signal for closed-loop control (servocontrolled) applications. In fans, the tachometer signal can be used to derive a "fan OK" signal. The motor can be easily synchronized to an internal or external clock, leading to precise speed control.

Brushless motors have no chance of sparking, unlike brushed motors, making them better suited to environments with volatile chemicals and fuels. Also, sparking generates ozone which can accumulate in poorly ventilated buildings risking harm to occupants' health. Brushless motors are usually used in small equipment such as computers and are generally used to get rid of unwanted heat. They are also very quiet motors which is an advantage if being used in equipment that is affected by vibrations.

Modern DC brushless motors range in power from a fraction of a watt to many kilowatts. Larger brushless motors up to about 100 kW rating are used in electric vehicles. They also find significant use in high-performance electric model aircraft. Coreless or ironless DC motors Nothing in the design of any of the motors described above requires that the iron (steel) portions of the rotor actually rotate; torque is exerted only on the windings of the electromagnets. Taking advantage of this fact is the coreless or ironless DC motor, a specialized form of a brush or brushless DC motor. Optimized for rapid acceleration, these motors have a rotor that is constructed without any iron core. The rotor can take the form of a winding-filled cylinder, or a self-supporting structure comprising only the magnet wire and the bonding material. The rotor can fit inside the stator magnets; a magneticallysoft stationary cylinder inside the rotor provides a return path for the stator magnetic flux. A second arrangement has the rotor winding basket surrounding the stator magnets. In that design, the rotor fits inside a magnetically-soft cylinder that can serve as the housing for the motor, and likewise provides a return path for the flux. Because the rotor is much lighter in weight (mass) than a conventional rotor formed from copper windings on steel laminations, the rotor can accelerate much more rapidly, often achieving a mechanical time constant under 1 ms. This is especially true if the windings use aluminum rather than the heavier copper. But because there is no metal mass in the rotor to act as a heat sink, even small coreless motors must often be cooled by forced air. Related limited-travel actuators have no core and a bonded coil placed between the poles of high-flux thin permanent magnets. These are the fast head positioners for rigid-disk ("hard disk") drives.

Printed Armature or Pancake DC Motors A rather unique motor design the pancake/printed armature motor has the windings shaped as a disc running between arrays of high-flux magnets, arranged in a circle, facing the rotor and forming an axial air gap. This design is commonly known the pancake motor because of its extremely flat profile, although the technology has had many brand names since it's inception, such as ServoDisc. The printed armature (originally formed on a printed circuit board) in a printed armature motor is made from punched copper sheets that are laminated together using advanced composites to form a thin rigid disc. The printed armature has a unique construction, in the brushed motor world, in that is does not have a separate ring commutator. The brushes run directly on the armature surface making the whole design very compact. An alternative manufacturing method is to use wound copper wire laid flat with a central conventional commutator, in a flower and petal shape. The windings are typically stabilized by being impregnated with electrical epoxy potting systems. These are filled epoxies that have moderate mixed viscosity and a long gel time. They are highlighted by low shrinkage and low exotherm, and are typically UL 1446 recognized as a potting compound for use up to 180C (Class H) (UL File No. E 210549). The unique advantage of ironless DC motors is that there is no cogging (vibration caused by attraction between the iron and the magnets) and parasitic eddy currents cannot form in the rotor as it is totally ironless. This can greatly improve efficiency, but variable-speed controllers must use a higher switching rate (>40 kHz) or direct current because of the decreased electromagnetic induction. These motors were originally invented to drive the capstan(s) of magnetic tape drives, in the burgeoning computer industry. Pancake motors are still widely used in high-performance servo-controlled systems, humanoid robotic systems, industrial automation and medical devices. Due to the variety of constructions now available the technology is used in applications from high temperature military to low cost pump and basic servo applications. Universal motors A series-wound motor is referred to as a universal motor when it has been designed to operate on either AC or DC power. The ability to operate on AC is because the current in both the field and the armature (and hence the

resultant magnetic fields) will alternate (reverse polarity) in synchronism, and hence the resulting mechanical force will occur in a constant direction. Operating at normal power line frequencies, universal motors are very rarely larger than one kilowatt (about 1.3 horsepower). Universal motors also form the basis of the traditional railway traction motor in electric railways. In this application, to keep their electrical efficiency high, they were operated from very low frequency AC supplies, with 25 and 16.7 hertz (Hz) operation being common. Because they are universal motors, locomotives using this design were also commonly capable of operating from a third rail powered by DC. An advantage of the universal motor is that AC supplies may be used on motors which have some characteristics more common in DC motors, specifically high starting torque and very compact design if high running speeds are used. The negative aspect is the maintenance and short life problems caused by the commutator. As a result, such motors are usually used in AC devices such as food mixers and power tools which are used only intermittently, and often have high starting-torque demands. Continuous speed control of a universal motor running on AC is easily obtained by use of a thyristor circuit, while (imprecise) stepped speed control can be accomplished using multiple taps on the field coil. Household blenders that advertise many speeds frequently combine a field coil with several taps and a diode that can be inserted in series with the motor (causing the motor to run on half-wave rectified AC). Universal motors generally run at high speeds, making them useful for appliances such as blenders, vacuum cleaners, and hair dryers where high RPM operation is desirable. They are also commonly used in portable power tools, such as drills, circular and jig saws, where the motor's characteristics work well. Many vacuum cleaner and weed trimmer motors exceed 10,000 RPM, while Dremel and other similar miniature grinders will often exceed 30,000 RPM. Motor damage may occur due to overspeeding (running at an RPM in excess of design limits) if the unit is operated with no significant load. On larger motors, sudden loss of load is to be avoided, and the possibility of such an occurrence is incorporated into the motor's protection and control schemes. In some smaller applications, a fan blade attached to the shaft often acts as an artificial load to limit the motor speed to a safe value, as well as a means to circulate cooling airflow over the armature and field windings. AC motors

In 1882, Nikola Tesla discovered the rotating magnetic field, and pioneered the use of a rotary field of force to operate machines. He exploited the principle to design a unique two-phase induction motor in 1883. In 1885, Galileo Ferraris independently researched the concept. In 1888, Ferraris published his research in a paper to the Royal Academy of Sciences in Turin. Tesla had suggested that the commutators from a machine could be removed and the device could operate on a rotary field of force. Professor Poeschel, his teacher, stated that would be akin to building a perpetual motion machine.[17] Tesla would later attain U.S. Patent 0,416,194, Electric Motor (December 1889), which resembles the motor seen in many of Tesla's photos. This classic alternating current electro-magnetic motor was an induction motor. Michail Osipovich Dolivo-Dobrovolsky later invented a three-phase "cagerotor" in 1890. This type of motor is now used for the vast majority of commercial applications. Components A typical AC motor consists of two parts:

An outside stationary stator having coils supplied with AC current to produce a rotating magnetic field, and; An inside rotor attached to the output shaft that is given a torque by the rotating field.

Torque motors A torque motor (also known as a limited torque motor) is a specialized form of induction motor which is capable of operating indefinitely while stalled, that is, with the rotor blocked from turning, without incurring damage. In this mode of operation, the motor will apply a steady torque to the load (hence the name). A common application of a torque motor would be the supply- and take-up reel motors in a tape drive. In this application, driven from a low voltage, the characteristics of these motors allow a relatively-constant light tension to be applied to the tape whether or not the capstan is feeding tape past the tape heads. Driven from a higher voltage, (and so delivering a higher torque), the torque motors can also achieve fast-forward and rewind operation without requiring any additional mechanics such as gears or clutches. In the computer gaming world, torque motors are used in force feedback steering wheels.

Another common application is the control of the throttle of an internal combustion engine in conjunction with an electronic governor. In this usage, the motor works against a return spring to move the throttle in accordance with the output of the governor. The latter monitors engine speed by counting electrical pulses from the ignition system or from a magnetic pickup [18] and, depending on the speed, makes small adjustments to the amount of current applied to the motor. If the engine starts to slow down relative to the desired speed, the current will be increased, the motor will develop more torque, pulling against the return spring and opening the throttle. Should the engine run too fast, the governor will reduce the current being applied to the motor, causing the return spring to pull back and close the throttle. Slip ring The slip ring is a component of the wound rotor motor as an induction machine (best evidenced by the construction of the common automotive alternator), where the rotor comprises a set of coils that are electrically terminated in slip rings. These are metal rings rigidly mounted on the rotor, and combined with brushes (as used with commutators), provide continuous unswitched connection to the rotor windings. In the case of the wound-rotor induction motor, external impedances can be connected to the brushes. The stator is excited similarly to the standard squirrel cage motor. By changing the impedance connected to the rotor circuit, the speed/current and speed/torque curves can be altered. (Slip rings are most-commonly used in automotive alternators as well as in synchro angular data-transmission devices, among other applications.) The slip ring motor is used primarily to start a high inertia load or a load that requires a very high starting torque across the full speed range. By correctly selecting the resistors used in the secondary resistance or slip ring starter, the motor is able to produce maximum torque at a relatively low supply current from zero speed to full speed. This type of motor also offers controllable speed. Motor speed can be changed because the torque curve of the motor is effectively modified by the amount of resistance connected to the rotor circuit. Increasing the value of resistance will move the speed of maximum torque down. If the resistance connected to the rotor is increased beyond the point where the maximum torque occurs at zero speed, the torque will be further reduced.

When used with a load that has a torque curve that increases with speed, the motor will operate at the speed where the torque developed by the motor is equal to the load torque. Reducing the load will cause the motor to speed up, and increasing the load will cause the motor to slow down until the load and motor torque are equal. Operated in this manner, the slip losses are dissipated in the secondary resistors and can be very significant. The speed regulation and net efficiency is also very poor. Stepper motors Closely related in design to three-phase AC synchronous motors are stepper motors, where an internal rotor containing permanent magnets or a magnetically-soft rotor with salient poles is controlled by a set of external magnets that are switched electronically. A stepper motor may also be thought of as a cross between a DC electric motor and a rotary solenoid. As each coil is energized in turn, the rotor aligns itself with the magnetic field produced by the energized field winding. Unlike a synchronous motor, in its application, the stepper motor may not rotate continuously; instead, it "steps" starts and then quickly stops again from one position to the next as field windings are energized and de-energized in sequence. Depending on the sequence, the rotor may turn forwards or backwards, and it may change direction, stop, speed up or slow down arbitrarily at any time. Simple stepper motor drivers entirely energize or entirely de-energize the field windings, leading the rotor to "cog" to a limited number of positions; more sophisticated drivers can proportionally control the power to the field windings, allowing the rotors to position between the cog points and thereby rotate extremely smoothly. This mode of operation is often called microstepping. Computer controlled stepper motors are one of the most versatile forms of positioning systems, particularly when part of a digital servo-controlled system. Stepper motors can be rotated to a specific angle in discrete steps with ease, and hence stepper motors are used for read/write head positioning in computer floppy diskette drives. They were used for the same purpose in pregigabyte era computer disk drives, where the precision and speed they offered was adequate for the correct positioning of the read/write head of a hard disk drive. As drive density increased, the precision and speed limitations of stepper motors made them obsolete for hard drivesthe precision limitation made them unusable, and the speed limitation made them uncompetitive thus newer hard disk drives use voice coil-based head actuator systems. (The term "voice coil" in this connection is historic; it refers to the structure in a typical (cone type) loudspeaker. This structure was used for a while to position the heads. Modern drives have a pivoted coil mount; the coil swings

back and forth, something like a blade of a rotating fan. Nevertheless, like a voice coil, modern actuator coil conductors (the magnet wire) move perpendicular to the magnetic lines of force.) Stepper motors were and still are often used in computer printers, optical scanners, and digital photocopiers to move the optical scanning element, the print head carriage (of dot matrix and inkjet printers), and the platen. Likewise, many computer plotters (which since the early 1990s have been replaced with large-format inkjet and laser printers) used rotary stepper motors for pen and platen movement; the typical alternatives here were either linear stepper motors or servomotors with complex closed-loop control systems. So-called quartz analog wristwatches contain the smallest commonplace stepping motors; they have one coil, draw very little power, and have a permanent-magnet rotor. The same kind of motor drives battery-powered quartz clocks. Some of these watches, such as chronographs, contain more than one stepping motor. Stepper motors were upscaled to be used in electric vehicles under the term SRM (Switched Reluctance Motor). Linear motor A linear motor is essentially an electric motor that has been "unrolled" so that, instead of producing a torque (rotation), it produces a straight-line force along its length by setting up a traveling electromagnetic field. Linear motors are most commonly induction motors or stepper motors. You can find a linear motor in a maglev (Transrapid) train, where the train "flies" over the ground, and in many roller-coasters where the rapid motion of the motorless railcar is controlled by the rail. On a smaller scale, at least one letter-size (8.5" x 11") computer graphics X-Y pen plotter made by HewlettPackard (in the late 1970s to mid 1980's) used two linear stepper motors to move the pen along the two orthogonal axes.

Feeding and windings

Doubly-fed electric motor

Doubly-fed electric motors have two independent multiphase windings that actively participate in the energy conversion process with at least one of the winding sets electronically controlled for variable speed operation. Two is the

most active multiphase winding sets possible without duplicating singly-fed or doubly-fed categories in the same package. As a result, doubly-fed electric motors are machines with an effective constant torque speed range that is twice synchronous speed for a given frequency of excitation. This is twice the constant torque speed range as singly-fed electric machines, which have only one active winding set. A doubly-fed motor allows for a smaller electronic converter but the cost of the rotor winding and slip rings may offset the saving in the power electronics components. Difficulties with controlling speed near synchronous speed limit applications. Singly-fed electric motor Singly-fed electric motors incorporate a single multiphase winding set that is connected to a power supply. Singly-fed electric machines may be either induction or synchronous. The active winding set can be electronically controlled. Induction machines develop starting torque at zero speed and can operate as standalone machines. Synchronous machines must have auxiliary means for startup, such as a starting induction squirrel-cage winding or an electronic controller. Singly-fed electric machines have an effective constant torque speed range up to synchronous speed for a given excitation frequency. The induction (asynchronous) motors (i.e., squirrel cage rotor or wound rotor), synchronous motors (i.e., field-excited, permanent magnet or brushless DC motors, reluctance motors, etc.), which are discussed on this page, are examples of singly-fed motors. By far, singly-fed motors are the predominantly installed type of motors. Nanotube nanomotor

Researchers at University of California, Berkeley, recently developed rotational bearings based upon multiwall carbon nanotubes. By attaching a gold plate (with dimensions of the order of 100 nm) to the outer shell of a suspended multiwall carbon nanotube (like nested carbon cylinders), they are able to electrostatically rotate the outer shell relative to the inner core. These bearings are very robust; devices have been oscillated thousands of times with no indication of wear. These nanoelectromechanical systems (NEMS) are the next step in miniaturization and may find their way into commercial applications in the future. See also:

Molecular motors Electrostatic motor

[edit] Efficiency To calculate a motor's efficiency, the mechanical output power is divided by the electrical input power:

, where is energy conversion efficiency, Pe is electrical input power, and Pm is mechanical output power. In simplest case Pe = VI, and Pm = T, where V is input voltage, I is input current, T is output torque, and is output angular velocity. It is possible to derive analytically the point of maximum efficiency. It is typically at less than 1/2 the stall torque. Implications Because a DC motor operates most efficiently at less than 1/2 its stall torque, an "oversized" motor runs with the highest efficiency. IE: using a bigger motor than is necessary enables the motor to operate closest to no load, or peak operating conditions.
Torque capability of motor types

When optimally designed for a given active current (i.e., torque current), voltage, pole-pair number, excitation frequency (i.e., synchronous speed), and core flux density, all categories of electric motors or generators will exhibit virtually the same maximum continuous shaft torque (i.e., operating torque) within a given physical size of electromagnetic core. Some applications require bursts of torque beyond the maximum operating torque, such as short bursts of torque to accelerate an electric vehicle from standstill. Always limited by magnetic core saturation or safe operating temperature rise and voltage, the capacity for torque bursts beyond the maximum operating torque differs significantly between categories of electric motors or generators. Note: Capacity for bursts of torque should not be confused with Field Weakening capability inherent in fully electromagnetic electric machines (Permanent Magnet (PM) electric machine are excluded). Field Weakening, which is not readily available with PM electric machines, allows an electric machine to operate beyond the designed frequency of excitation without electrical damage.

Electric machines without a transformer circuit topology, such as Field-Wound (i.e., electromagnet) or Permanent Magnet (PM) Synchronous electric machines cannot realize bursts of torque higher than the maximum designed torque without saturating the magnetic core and rendering any increase in current as useless. Furthermore, the permanent magnet assembly of PM synchronous electric machines can be irreparably damaged, if bursts of torque exceeding the maximum operating torque rating are attempted. Electric machines with a transformer circuit topology, such as Induction (i.e., asynchronous) electric machines, Induction Doubly-Fed electric machines, and Induction or Synchronous Wound-Rotor Doubly-Fed (WRDF) electric machines, exhibit very high bursts of torque because the active current (i.e., Magneto-Motive-Force or the product of current and winding-turns) induced on either side of the transformer oppose each other and as a result, the active current contributes nothing to the transformer coupled magnetic core flux density, which would otherwise lead to core saturation. Electric machines that rely on Induction or Asynchronous principles shortcircuit one port of the transformer circuit and as a result, the reactive impedance of the transformer circuit becomes dominant as slip increases, which limits the magnitude of active (i.e., real) current. Still, bursts of torque that are two to three times higher than the maximum design torque are realizable. The Synchronous WRDF electric machine is the only electric machine with a truly dual ported transformer circuit topology (i.e., both ports independently excited with no short-circuited port). The dual ported transformer circuit topology is known to be unstable and requires a multiphase slip-ring-brush assembly to propagate limited power to the rotor winding set. If a precision means were available to instantaneously control torque angle and slip for synchronous operation during motoring or generating while simultaneously providing brushless power to the rotor winding set (see Brushless wound-rotor doubly-fed electric machine), the active current of the Synchronous WRDF electric machine would be independent of the reactive impedance of the transformer circuit and bursts of torque significantly higher than the maximum operating torque and far beyond the practical capability of any other type of electric machine would be realizable. Torque bursts greater than eight times operating torque have been calculated.

Materials
There is an impending shortage of many rare raw materials used in the manufacture of hybrid and electric cars (Nishiyama 2007) (Cox 2008). For

example, the rare earth element dysprosium is required to fabricate many of the advanced electric motors used in hybrid cars (Cox 2008). However, over 95% of the world's rare earth elements are mined in China (Haxel et al. 2005), and domestic Chinese consumption is expected to consume China's entire supply by 2012 (Cox 2008).[citation needed] While permanent magnet motors, favored in hybrids such as those made by Toyota, often use rare earth materials in their magnets, AC traction motors used in production electric vehicles such as the GM EV1, Toyota RAV4 EV and Tesla Roadster do not use permanent magnets or the associated rare earth materials. AC motors typically use conventional copper wire for their stator coils and copper or aluminum rods or bars for their rotor. AC motors do not significantly use rare earth materials.

Motor standards
The following are major design and manufacturing standards covering electric motors:

International Electrotechnical Commission: IEC 60034 Rotating Electrical Machines National Electrical Manufacturers Association (USA): NEMA MG 1 Motors and Generators Underwriters Laboratories (USA): UL 1004 - Standard for Electric Motors

Uses
Electric motors are used in many, if not most, modern machines. Obvious uses would be in rotating machines such as fans, turbines, drills, the wheels on electric cars, locomotives and conveyor belts. Also, in many vibrating or oscillating machines, an electric motor spins an irregular figure with more area on one side of the axle than the other, causing it to appear to be moving up and down. Electric motors are also popular in robotics. They are used to turn the wheels of vehicular robots, and servo motors are used to turn arms and legs in humanoid robots. In flying robots, along with helicopters, a motor causes a propeller or wide, flat blades to spin and create lift force, allowing vertical motion. Electric motors are replacing hydraulic cylinders in airplanes and military equipment.

In industrial and manufacturing businesses, electric motors are used to turn saws and blades in cutting and slicing processes, and to spin gears and mixers (the latter very common in food manufacturing). Linear motors are often used to push products into containers horizontally. Many kitchen appliances also use electric motors to accomplish various jobs. Food processors and grinders spin blades to chop and break up foods. Blenders use electric motors to mix liquids, and microwave ovens use motors to turn the tray food sits on. Toaster ovens also use electric motors to turn a conveyor to move food over heating elements.

These are the motors which we are using in our project.

This motor does not oscillate back and forth, it rotates continuously in one direction like most other motors. This type of motor is called a"gearhead" or "gear motor" and has the advantage of having lots of torque. My unscientific test (using one wiper motor and a torque wrench) found that at 12 volts, on high speed, the motor has 13.5 pound-feet and on low speed, has 17.5 pound-feet of torque.

SWITCH
In electronics, a switch is an electrical component that can break an electrical circuit, interrupting the current or diverting it from one conductor to another. [1][2] The most familiar form of switch is a manually operated electromechanical

device with one or more sets of electrical contacts. Each set of contacts can be in one of two states: either 'closed' meaning the contacts are touching and electricity can flow between them, or 'open', meaning the contacts are separated and nonconducting. A switch may be directly manipulated by a human as a control signal to a system, such as a computer keyboard button, or to control power flow in a circuit, such as a light switch. Automatically-operated switches can be used to control the motions of machines, for example, to indicate that a garage door has reached its full open position or that a machine tool is in a position to accept another workpiece. Switches may be operated by process variables such as pressure, temperature, flow, current, voltage, and force, acting as sensors in a process and used to automatically control a system. For example, a thermostat is an automatically-operated switch used to control a heating process. A switch that is operated by another electrical circuit is called a relay. Large switches may be remotely operated by a motor drive mechanism. Some switches are used to isolate electric power from a system, providing a visible point of isolation that can be pad-locked if necessary to prevent accidental operation of a machine during maintenance, or to prevent electric shock.

In the simplest case, a switch has two pieces of metal called contacts that touch to make a circuit, and separate to break the circuit. The contact material is chosen for its resistance to corrosion, because most metals form insulating oxides that would prevent the switch from working. Contact

materials are also chosen on the basis of electrical conductivity, hardness (resistance to abrasive wear), mechanical strength, low cost and low toxicity. Sometimes the contacts are plated with noble metals. They may be designed to wipe against each other to clean off any contamination. Nonmetallic conductors, such as conductive plastic, are sometimes used. Actuator The moving part that applies the operating force to the contacts is called the actuator, and may be a toggle or dolly, a rocker, a push-button or any type of mechanical linkage.

A pair of contacts is said to be "closed" when current can flow from one to the other. When the contacts are separated by an insulating air gap, an air space, they are said to be "open", and no current can flow at typical voltages. Switches are classified according to the arrangement of their contacts in electronics. Electricians installing building wiring use different nomenclature, such as "one-way", "two-way", "three-way" and "four-way" switches, which have different meanings in North American and British cultural regions as described in the table below. In a push-button type switch, in which the contacts remain in one state unless actuated, the contacts can either be normally open (abbreviated "n.o." or "no") until closed by operation of the switch, or normally closed ("n.c. or "nc") and opened by the switch action. A switch with both types of contact is called a changeover switch. These may be "make-before-break" which momentarily connect both circuits, or may be "break-before-make" which interrupts one circuit before closing the other. The terms pole and throw are also used to describe switch contact variations. The number of "poles" is the number of separate circuits which are switched by a switch. The number of "throws" is the number of separate positions that the switch can adopt. A single-throw switch has one pair of contacts that can either be closed or open. A double-throw switch has a contact that can be connected to either of two other contacts, a triple-throw has a contact which can be connected to one of three other contacts, etc. i DESIGN AND DEVELOP AUTO CAR JACKER POWER BY INTERNAL CAR

POWER AMIR ISKANDAR BIN ARIFFIN A report submitted in partial fulfilment of the requirements for the award of the degree of Bachelor of Mechanical Engineering FACULTY OF MECHANICAL ENGINEERING UNIVERSITI MALAYSIA PAHANG NOVEMBER 2008 ii SUPERVISORS DECLARATION

We hereby declare that we have checked this project and in our opinion this project is satisfactory in terms of scope and quality for the award of the degree of Bachelor of Mechanical Engineering Signature : Name of Supervisor : MUHAMAD MAT NOOR Position : SUPERVISOR Date : 10 NOVEMBER 2008 Signature : Name of Panel : ZAMRI BIN MOHAMED Position : LECTURER Date : 10 NOVEMBER 2008 iii STUDENTS DECLARATION I hereby declare that the work in this thesis is my own except for quotations and summaries which have been duly acknowledged. The thesis has not been accepted for any degree and is not concurrently submitted for award of other degree. Signature : Name : AMIR ISKANDAR BIN ARIFFIN ID Number : MA05062 Date : 10 NOVEMBER 2008 iv ACKNOWLEDGEMENTS

It is with a great sense of pleasure that I acknowledge the help and guidance I have received from a numerous people during the course of my stay at Universiti Malaysia Pahang. My supervisor Mr. Muhamad Mat Noor and co-supervisor provided me with energy, enthusiasm and insight to work on this interesting final year project .I am very much thankful to them for all their support in conducting and writing up my work. Moreover, I would like to express my heartfelt and sincere for their priceless guidance and support during my final year. In addition to being my supervisor, he also helps me a lot with advices in industries. Furthermore, I also would like to thank lab instructor, Mr. Asmizam as he was the man who helps me a lot in fabricating the gears which took almost 2 weeks. Not forgetting my fellow friends who gave a lot of ideas, contributing in my development of automatic car jacker. Without them, I would have been nowhere near completing my project which I also learnt the importance of team working. Thanks to the almighty god; Allah for give me the life and hope to finish this project without any major problems. Last but not least, special thanks go to my beloved parents who supported me to reach my goals and sacrificed much in their life for my well-being. I am indebted to their painstaking attitude, which always kept me on the right track v

ABSTRACT The work in this study is in general described, an electrically operated car jack. A scissor type, automatically operated by switch buttons consists of a base, a load engaging head, gearing system and stabilizer base. The prototype includes motor powered from the cigarette lighter adapter. The motor with gearing system will be the lifting mechanism. When the car needed to be lifted, just press the button and release the button at a desired height level. The common problem faced by the current available car jacks in the market is it is manually operated and needed physical effort to lift the vehicle. All the analysis and results such as the torque needed and gearing ratio is important in this project before needed to be developed. The developed automatic car jacker is base on the result and analysis part to lift a kancil car (682kg). The stress and Von Mises stress are additional analysis on the gearing parts to know how much stress applied on the system to avoid failure. The developed automatic car jacker is a success which it able to lift a kancils car according to the set scopes. vi ABSTRAK Projek ini adalah jek kereta yang dioperasi dengan menggunakan tenaga elektrik dari bateri kereta.Jek kereta jenis gunting dan dioperasi menggunakan system kawalan

butang mengandungi tapak, kepala jek,sistem gear and tapak penstabil.Prototaip ini juga mengandungi motor yang dijanakan dari kuasa adapter dari kereta.Motor dengan sistem gear merupakan mekanisma pengangkat.Apabila kereta memerlukan untuk diangkat atau jek, cuma memerlukan menekan butang dan melepaskan butang pada ketinggian yang dikehendaki.Masalah utama yang terdapat pada jek kereta yang dijual pasaran adalah ia dioperasi secara manual dan memerlukan tenaga buruh yang tinggi.Semua analisis dan data seperti daya kilasan dan sistem gear ratio adalah penting dalam projek ini sebelum ia boleh dibina.Jek kereta automatik ini dibina daripada analysis dan data daripada kereta kancil (682 kg).Tekanan normal dan tekanan Von Mises adalah analisis tambahan pada system gear untuk mengetahui berapa nilai tekanan yang dikenakan pada gear.Ini adalah untuk mengelakkan kegagalan sistem.Prototaip jek kereta automatik yang dibina adalah satu kejayaan kerana berjaya jek kereta mengikut skop yang telah ditetapkan. vii TABLE OF CONTENTS Page SUPERVISORS DECLARATION ii STUDENTS DECLARATION iii ACKNOWLEDGEMENTS iv ABSTRACT v ABSTRAK vi TABLE OF CONTENTS vii LIST OF TABLES xi

LIST OF FIGURES xii LIST OF SYMBOLS vii LIST OF ABBREVIATIONS vii CHAPTER 1 INTRODUCTION 1.0 Introduction 1 1.1 Project Motivation 1 1.2 Background 2 1.3 Problem Statement 4 1.4 Objectives 4 1.5 Scopes 5 CHAPTER 2 LITERATURE REVIEW 2.1 Introduction 6 2.2 Terminology 6 2.2.1 Jack 6 viii 2.2.2 Design 7 2.2.3 Car 10 2.3 Type of Automotive Car Jacks 11 2.3.1 Scissor jack 11 2.3.2 Pneumatic Jack 11 2.3.3 Hydraulic jack 12 2.3.4 A double post in ground lift 12 2.4 Product Quality and Life Expectancy 13 2.5 Materials 14 2.5.1 The American Iron and Steel Institute (AISI) 14 2.5.2 Factors in Material Selection 14 2.5.2.1 Mechanical Factor 15 2.5.2.2 Life of Component Factor 15 2.5.2.3 Cost and Availability 15 2.6 The Automotive Electrical System 15 2.6.1 Vehicle Lighter Plug Adaptor 16 2.7 Equation Involved 18 2.8 Gearing System 19 2.9 Example of Research 20

2.9.1 Research by Yang-Chou Liu 20 2.9.2 Research by Edward M.Lonnon 21 2.9.3 Research by Farhad Razzaghi 23 2.9.4 Research by Research by Kevin Andrew 26 2.9.5 Research by Charles F.Sweeney 27 CHAPTER 3 METHODOLOGY 3.0 Introduction 28 3.1 Methodology Flowchart 29 3.2 Finding Current Design of Various Car Jack 30 3.3 Concept Study 30 ix 3.4 Draft/Sketch New Design 30 3.5 Design Approval 31 3.6 Design Using Solidworks 2007 31 3.7 Analysis Using FEA 31 3.7.1 Linear Static Analysis 31 3.7.2 Build/Mesh Model 33 3.7.3 Element and Material Type 33 3.7.4 Load Application 33 3.7.5 Analyze Model 33 3.8 Selecting Materials 33 3.9 Assemble and joint 34 3.10 Test the Performance of Developed Automatic Car Jack 34 3.11 Documentation 34 CHAPTER 4 RESULTS AND DISCUSSIONS 4.0 Introduction 35 4.1 Discussion on Finalized and Components Selection 35 4.1.1 Weight 35 4.1.2 Motor Selection 36 4.1.3 Battery 36 4.1.4 Dimension and Final Design 37 4.2 Theoretical Calculation on Spur Gear 38 4.2.1 Module 41

4.3 Specification of Spur Gear 42 4.4 Motor Performance 44 4.5 Static Analysis 45 4.6 Torque Observation 49 4.7 Analysis of Spur Gear 50 4.7.1 Force Analysis 50 4.7.2 Number Revolution 52 x 4.7.3 Stresses on Spur Gear Teeth 54 4.7.3.1 Bending Stress 55 4.7.3.2 Barth Velocity Factor 56 4.7.3.3 Allowable Bending Stress 58 4.7.3.4 Von Mises Stress 58 4.7.3.5 FEA analysis on Spur Gear 59 4.8 Switch circuit 61 4.9 Specifications 62 4.9.1 Cost Analysis 63 CHAPTER 5 CONCLUSION AND RECOMMENDATIONS 5.1 Introduction 64 5.2 Accomplishment 64 5.2.1 Accomplishment of Part 1 64 5.2.2 Accomplishment of Part 2 66 5.3 Recommendations 67 5.3.1 Weight 67 5.3.2 Motor 67 5.3.3 Gearing 68 REFERENCES 69 APPENDICES A Engineering Drawings 71 B Figure of Prototype Analysis 76 C Figure of Prototype and Fabrication Process 79 xi LIST OF TABLES Table No.

2.1 Specification of Kancil Cars 4.1 Table of Motor Performance 4.2 Load Versus Stress Von Mises 4.3 Height and Torque Data 4.4 Specification 4.5 Cost Analysis Page 10 44 47 49 62 63 xii LIST OF FIGURES Figure No. Page 2.1 Typical Scissor Jack 7 2.2 Design Process 9 2.3 Kancil 660EX 10 2.4 Scissor Jack 11 2.5 Pneumatic Jacks 11 2.6 Hydraulic Jacks 12 2.7 Double Post in Ground Lift 12 2.8 12V Car Cigarette Lighter Plug Adaptor 16 2.9 Car Cigarette Lighter 16 2.10 Use of Stand after Jacking 21 2.11 Assembly kit 22 2.12 Perspective View Motorized Jack 23 2.13 Perspective View of Electric Jack 25 2.14 Perspective View Car Jack Adaptors 25 2.15 Perspective View of Car Jack of an Apparatus for Electric jack 26 2.16 Design by Kevin Andrew 27 2.17 Design by Charles F.Sweeney 27

3.1 Methodology Flowchart 29 3.2 General Procedure of FEA using ALGOR 32 4.1 Dimensions 37 4.2 Final Design 37 4.3 Actual Prototype 38 xiii 4.4 Module Diagram 41 4.5 Specification Pinion Gear 10 teeth 42 4.6 Drawing Pinion Gear 10 teeth 42 4.7 Specification gear 30 teeth 43 4.8 Drawing for gear 30 teeth 43 4.9 Graph of RPM versus Volts 44 4.10 Load Applied 45 4.11 Nodal Displacement 46 4.12 Stress Von Mises 46 4.13 Graph of Stress versus Load 47 4.14 Graph of Nodal Displacement Magnitude versus Load 48 4.15 Graph of Torque versus Height 49 4.16 FBD Pinion and Gear 51 4.17 Pinion Effect 51 4.18 The Mating Between Gear and Pinion 54 4.19 Gear Teeth and Force Acting 55 4.20 Graph of Lewis Factor 56 4.21 Analysis on Spur Gear 59 4.22 Result for point at Tip Tooth 59 4.23 Stress Von Mises Analysis 60 4.24 Switch Circuit 61 4.25 Switch Button 61 5.1 Final Year Project 1 65 5.2 Final Year Project 2 66 5.3 Baldor Power Window Motor 68 xiv LIST OF SYMBOLS

 Natural frequency vm True stress, local stress Stress Von Mises xv LIST OF ABBREVIATIONS List of Abbreviations AISI American Iron and Steel Institute ALI American Lift Instituition ASTM American Society for Testing and Materials CAD ECM Computer-aided Drafting Electronic Control Module SAE Society of Automotive Engineers FEA USMA Finite Element Analysis United States Marine Association 1 CHAPTER 1 INTRODUCTION 1.1 PROJECT MOTIVATION An automotive jack is a device used to raise all or part of a vehicle into the air in order to facilitate repairs. Most people are familiar with the basic car jack (manually operated) that is still included as standard equipment with most new cars. These days, a car jack is an important tool to have in our vehicle due to unknown upcoming event such as flat tire in our journey. Even so, people who like to rotate their tires themselves or

who may install snow tires before the winter and remove them in the spring need to use a jack to perform the job. Changing a flat tire is not a very pleasant experience. Moreover, the USMA report on the Integration and Performance of Women at West Point in Proceedings (July 1998) reveals sex-norming schemes whereby women. Navy studies show that only 12% of women can accomplish the two-person stretcher carry, a requirement critical to ship security. Women may be able to drive a five-ton truck, but need a man's help if they must change a tire. Women have a much lighter skeleton that means, among other things, she cant pull more forces as well as men and are at greater risk of skeletal injuries. Usually the car purposely tries to get a flat tire at the least opportune moments. Like when you are rushing home from work, something emergency, business meeting or in the middle of the woods for instance. You are not going to be able to keep driving, so you are going to have to remove it and install your car's spare tire in its place. This is a waste of time and even will endanger you if you are jacking and changing the tire in 2 hurry. Working near a vehicle that is supported by a car jack can be fatal. In Australia, over the last four years at least 19 people have been crushed and killed by a vehicle while they were working. All the deaths were men and involved the vehicle being lifted

or supported in the wrong way. Home mechanics are most at risk of this type of death or injury. In some cases the worker was killed when the vehicle was not secured by chocks and the vehicle rolled on top of them, or the structures used to support the vehicle failed. On average, 160 injuries are associated with car jacks each year. Injuries have ranged from amputation to fractures and crush injuries. The correct use of jacks can prevent death or injury. With the spare installed, you should be able to reach your house or the nearest service station. Furthermore, an organization called the American Lift Institute (ALI) was established to promote improvements in automotive lift technology, especially in the area of safety. As recently as the late 1990s, car lift or jack manufacturers were allowed to declare that their products were safe even though they did not meet any set standard. Thanks to ALI's cooperative venture with the American National Standards Institute, all jacks and lifts must meet a set number of performance standards in order to be ALI/ANSI certified. Improvement in automotive car jack is really needed to make the tool more efficient, user-friendly, practical to use, changes in industry direction and most importantly high safety features. Further research on car jack is very important. 1.2 BACKGROUND In the repair and maintenance of automobiles (car), it is often necessary to raise

an automobile to change a tire or access the underside of the automobile. Accordingly, a variety of car jacks have been developed for lifting an automobile from a ground surface. Available car jacks, however, are typically manually operated and therefore require substantial laborious physical effort on the part of the user. Such jacks present difficulties for the elderly and handicapped and are especially disadvantageous under adverse weather conditions. 3 Furthermore, available jacks are typically large, heavy and also difficult to store, transport, carry or move into the proper position under an automobile. In addition, to the difficulties in assembling and setting up jacks, such jacks are generally not adapted to be readily disassembled and stored after automobile repairs have been completed. Suppose car jacks must be easy to use for pregnant women or whoever had problem with the tire in the middle of nowhere. In light of such inherent disadvantages, commercial automobile repair and service stations are commonly equipped with large and hitech car lift, wherein such lifts are raised and lowered via electrically-powered systems. However, due to their shear size and high costs of purchasing and maintaining electrically-powered car lifts, such lifts are not available to the average car owner. Engineering is about making things

simpler or improving and effective. Such electricalpowered portable jacks not only remove the arduous task of lifting an automobile via manually-operated jacks, but further decrease the time needed to repair the automobile. Such a feature can be especially advantageous when it is necessary to repair an automobile on the side of a roadway or under other hazardous conditions. There also reports on car jacks which lead to a serious number of accidents. These are due of safety features that are on conventional car jacks are not enough. A specified jack purposed to hold up to 1000 kilograms, but tests undertaken by Consumer Affairs has revealed that is fails to work after lifting 250 kilograms and may physically break when it has a weight close to its 1000 kilograms capacity. Whilst no injuries have been reported to date, Ms Rankine has expressed concerned about the dangers associated with the use of a vehicle jack that does not carry the weight it is promoted to hold. Tests have proven that the jack has the propensity to buckle well under the weight it is promoted to withstand, and it doesnt meet the labeling or performance requirements of the Australian Standard for vehicle jacks. 4 1.3 PROBLEM STATEMENT Available jacks present difficulties for the elderly, women and are especially disadvantageous under adverse weather conditions. These presently available jacks

further require the operator to remain in prolonged bent or squatting position to operate the jack. Doing work in a bent or squatting position for a period of time is not ergonomic to human body. It will give back problem in due of time. Moreover, the safety features are also not enough for operator to operate the present jack. Present car jack do not have a lock or extra beam to withstand the massive load of the car. This is for the safety precaution in case if the screw break. Furthermore, available jacks are typically large, heavy and also difficult to store, transport, carry or move into the proper position under an automobile. Suppose car jacks must be easy to use for pregnant women or whoever had problem with the tire in the middle of nowhere. The purpose of this project is to encounter these problems. An electric car jack which has a frame type of design by using electric from the car lighter will be developed. Operator only needs to press the button from the controller without working in a bent or squatting position for a long period of time to change the tire. 1.4 OBJECTIVES In order to fulfill the needs of present car jack, some improvement must be made base on the problems statement: I. To design a car jack that is safe, reliable and able to raise and lower the height level.

II. To develop a car jack that is powered by internal car power and fully automated with a button system. 5 1.5 SCOPES I. The developed automatic car jack can only withstand below 1000kg of load (Kancil 682kg) II. The developed automatic car jack must be operated on a flat surface. III. The developed automatic car jack is only a prototype and not readily functioning as commercial product. IV. The design is based on current scissor jack in the market. V. The developed automatic car jack is only for normal person. VI. The developed automatic car jack can only work by using the internal car power (12V) 6 CHAPTER 2 LITERATURE REVIEW 2.1 INTRODUCTION The main purpose of this literature review is to get information about the project from the reference books, magazines, journals, technical papers and web sites. In this chapter the discussion will be made base on all the sources. 2.2 TERMINOLOGY In this section, all the terminology on this project is presented. 2.2.1 Jack

A mechanical jack is a device which lifts heavy equipment. The most common form is a car jack, floor jack or garage jack which lifts vehicles so that maintenance can be performed. Car jacks usually use mechanical advantage to allow a human to lift a vehicle. More powerful jacks use hydraulic power to provide more lift over greater distances. Mechanical jacks are usually rated for a maximum lifting capacity (for example, 1.5 tons or 3 tons). 7 Figure 2.1: Typical scissors jack 2.2.2 Design To design is either to formulate a plan for the satisfaction of a specified need or to solve a problem. If the plan results in the creation of something having a physical reality, then the product must be functional, safe, reliable, competitive, usable, manufacturable, and marketable. . These terms are defined as follows: I. Functional: The product must perform to fill its intended need and customer expectation. II. Safe: The product is not hazardous to the user, bystanders, or surrounding property. Hazards that cannot be designed out are eliminated by guarding (a protective enclosure); if that is not possible, appropriate directions or warning are provided. III. Reliable: Reliability is the conditional probability, at a given confidence level,

that the product will perform its intended function satisfactorily or without failure at a given age. IV. Competitive: The product is a contender in its market. 8 V. Usable: The product is user friendly accommodating to human size, strength. Posture, reach, force, power and control. VI. Manufacturable: The product has been reduced to a minimum number of parts. Suited to mass production, with dimensions, distortion, and strength under control. VII. Marketable: The product can be bought, and service (repair) is available. It is important that the designer begin by identifying exactly how to recognize a satisfactory alternative, and how to distinguish between two satisfactory alternatives in order to identify the better. From this, optimization strategies can be formed or selected. Then the following tasks unfold: Invent alternative solution Establish key performance metrics Through analysis and test, simulate and predict the performance of each alternative, retain satisfactory alternatives, and discard unsatisfactory ones. Choose the best satisfactory alternatives discovered as an approximation to optimality. Implement the design The characterization of a design task as a design problem can introduce the idea that, as

a problem, it has solution. 9 Task Clarify the task Elaborate the specification Specification Identify essential problems Establish function structures Search for solution principles Combine and firm up into concept variants Evaluate against technical and economic criteria Concept Develop preliminary layouts and form designs Select best preliminary layouts Refine and evaluate against technical and economic criteria Upgrade and improve Preliminary layout Optimize and complete form designs Check for errors and cost effectiveness Prepare the preliminary parts list and production documents Definitive layout Finalize details Complete details drawings and production documents Check all the documents Documentation Solution Figure 2.2: Pahl and Beitz Model of Design Process

CONCLUSION
We have successfully completed the project, this project eliminates the manual effort and hence shows the advancement in technology. This project shows the combination of mechanical and electronic circuitry and hence accomplishes the task of automatic lifting of the jack.

BIBLIOGRAPHY
ELECTRONIC DEVICES AND CIRCUIT THEORY BY ROBERT L. BOYLSTEAD AND LOUIS NASHELSKY OP-AMPS AND LINEAR INTEGRATED CIRCUITS BY RAMAKANT A. GAYAKWAD DIGITAL DESIGN BY M.MORRIS MANO A COURSE IN ELECTRICAL END ELECTRONIC MEASUREMENTS AND INSTRUMENTATION BY A.K.SAWHNEY SOME OF THE FOLLOWING WEB SITES WERE ACCESSED

www.alldatasheets.com www.datasheetcatalog.com www.electroniccircuitschematic.com www.epanaroma.com www.yahoo.com www.google.com www.scielectronics.com www.parallax.com www.parallaxinc.com