Automatic Tyre

Inflation System
PROJECT ON VEHICLE AUTOMATION

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  ----------------- COLLEGE OF ENGINEERING
---------  

PROJECT TITLE
  
 
PROJECT SYNOPSIS ON
 
AUTOMATIC TYRE INFLATION SYSTEM

 
BACHELOR OF MECHANICAL ENGINEERING

SUBMITTED BY
 
RAHUL SHINDE
NAYEEM SHAIKH
SURAJ SINGH
TARIQ SHAIKH

PROJECT GUIDE: PROF. MRS. SHWETA MATEY

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--------------- COLLEGE OF ENGINEERING
-------------------------
-------------------

CERTIFICATE
This is to certify that the following project group members

1. Rahul Shinde
2. Nayeem Shaikh
3. Suraj Singh
4. Mohd. Tariq Shaikh

Of B.E. Mechanical Engineering in the academic year 2012-2013 has

satisfactorily and successfully doing their project on :

Automatic Tyre Inflation System.

Submitted in partial fulfilment of requirement for B.E in Mechanical

Engineering.

Prof. Mrs. Shweta Matey

(Internal Guide)

3
 INDEX
Page.N Name of the topic Page
o No.

1 ABSTRACT

2 INTRODUCTION

3 OBJECTIVES
4

8 HARDWARE SESCRIPTION

9 SOFTWARE DESCRIPTION

10 CONCLUSION

11

12

13

14 REFERENCE

15 APPENDIX

4
 CHAPTER 1

ABSTRACT
Driven by studies that show that a drop in tyre pressure by just a few PSI can

result in the reduction of gas mileage, tire life, safety, and vehicle performance,

we have developed an automatic, self-inflating tire system that ensures that

tyres are properly inflated at all times. Our design proposes and successfully

implements the use of a portable compressor that will supply air to all four tyres

via hoses and a rotary joint fixed between the wheel spindle and wheel hub at

each wheel. The rotary joints effectively allow air to be channelled to the tyres

without the tangling of hoses. With the recent oil price hikes and growing

concern of environmental issues, this system addresses a potential improvement

in gas mileage; tyre wear reduction; and an increase in handling and tyre

performance in diverse conditions.

The most important factors in tire care are:

Proper Inflation Pressure

Proper Vehicle Loading

Proper Tire Wear

Regular Inspection

Good Driving Habits

Vehicle Condition

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 BATTERY DC MOTOR
12 V DC COMPRESSER CHAIN DRIVE

PRESSURE GAUGE

PEDESTAL BEARING

DRAIN VALVE SHAFT

TIER

ROTARY JOINT

FRAME

CONSTRUCTION6 DIAGRAM
 CHAPTER 2

INTRODUCTION

TYRE-INFLATION BASICS

According to AAA, about 80 percent of the cars on the road are driving

with one or more tires under inflated. Tyres lose air through normal driving

(especially after hitting pot holes or curbs), permeation and seasonal changes in

temperature. They can lose one or two psi (pounds per square inch) each month

in the winter and even more in the summer. And, you can't tell if they're

properly inflated just by looking at them. You have to use a tire pressure gauge.

Not only is under inflation bad for your tyres but it's also bad for your gas

mileage, affects the way your car handles and is generally unsafe. When tires

are under inflated, the tread wears more quickly. According to Goodyear, this

equates to 15 percent fewer miles you can drive on them for every 20 percent

that they're under inflated. Under inflated tires also overheat more quickly than

properly inflated tyres, which cause more tire damage. The faded areas below

indicate areas of excessive tread wear.

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 Because tyres are flexible, they flatten at the bottom when they roll. This

contact patch rebounds to its original shape once it is no longer in contact with

the ground. This rebound creates a wave of motion along with some friction.

When there is less air in the tire, that wave is larger and the friction created is

greater -- and friction creates heat. If enough heat is generated, the rubber that

holds the tyre's cords together begin to melt and the tyre fails. See how tyre

works to learn more. Because of the extra resistance an under inflated tyre has

when it rolls, your car's engine has to work harder. AAA statistics show that

tyres that are under inflated by as little as 2 psi reduce fuel efficiency by 10

percent. Over a year of driving, that can amount to several hundred dollars in

extra gas purchases.

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1. PROJECT MOTIVATION

Improperly inflated tyres are fairly common problems on passenger vehicles. In

fact, 80% of passenger vehicles on the road have at least one under-inflated tire

and 36% of passenger cars have at least one tyre that is 20% or more under-

inflated . Often pressure loss in tires is a result of natural permeation of the gas

through the elastic rubber, road conditions (such as potholes), and seasonal

changes in temperature (According to Weissler of Popular Mechanics, for every

drop of 10 ºF, tyre pressure drops by1 psi ). Most vehicle owners are unaware of

the fact that their tyres are not at the correct pressures because it is difficult to

determine the tyre pressure visually; a tyre that is properly inflated to the correct

pressure looks very similar to one that is either over-inflated or under-inflated

(Fig). According to the Rubber Manufacturing Association (RMA) survey, 80%

of people are unsure of how to check their tyre pressures. Thus, from the

viewpoint of passenger vehicle owners, they are losing money due to increased

tyre wear and decreased fuel efficiency, and a solution needs to be found to

correct this issue. From the viewpoint of the designers, however, the root cause

of improperly-inflated tyres is due to vehicle owners not knowing proper tire

pressures for certain conditions, difficulty finding an air pump, lack of pressure

measuring device, and a general lack of concern. Thus, the combination of the

user and expert viewpoints will be used to make decisions in our design process

of this product.

9
 Figure :Difficult to Notice Under-Inflated Tyre

In this case, the tyre on the left is 31% under-inflated from

the tyre that is at nominal pressure on the right.

Tyre Wear, Fuel Economy, Performance, and Safety

An under-inflated tyre can have dramatic effects on tyre wear. Since the contact

patch of the tyre has a larger wave pattern, friction and heat increase cause the

contact patch to wear out more quickly than if the tyre was inflated properly.

“Goodyear estimated that a tyre’s average tread life would drop to 68 percent of

the expected tread life if tire pressure dropped from 35 psi to 17 psi and

remained there”. According to an unpublished study by Goodyear, the average

cost for a tire $61.00, and the average tread life is 45,000 miles. Thus, at an

average cost of $61.00/tire, and given as a circumstance that the owner keeps a

vehicle for 100,000 miles, the owner will have to change the tires three times

instead of twice. The owner would then be paying $244 more for tires, and in

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both situations, the most-recently installed tires will only have approximately

10,000 miles of use. Doran Manufacturing offers more statistics regarding the

effects of under-inflated tires:

• 20% under-inflation can reduce tyre life by 30%

• 20% under-inflation can increase tyres wear by 25%

Fuel economy is also greatly affected by under-inflated tyres. According to

fueleconomy.gov, an under inflation of 1 psi in all four tires on a passenger

vehicle reduces efficiency by 0.4%. Based on average gas prices, there is a

potential of 3.3% in savings, which translates to $0.09 per gallon.

As vehicle speeds increase, the tire pressures should also increase accordingly

to reduce rollingresistance (which improves fuel economy) and to limit damage

due to the increased frequency of tire profile deflections. Since highways are

typically smoother than local roads, increasing the tire pressure will not

negatively impact ride quality in terms of noise and vibrations.

Properly inflated tires also have a significant effect on safety; the reduction in

tire wear and increase in vehicle safety are strongly correlated. 660 deaths and

approximately 33,000 injuries per year are associated with under-inflated tires

according to National Highway Traffic Safety Administration (NHTSA). Worn

out tyres have a significant negative impact on traction in all weather

conditions. Under-inflated tires also increases the stopping distance of vehicles

on both dry and wet roads . At the same time, drivers would also “find a

noteworthy loss of steering precision and cornering stability” .Additionally, heat

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build-up and the wear of the tyre structure can cause a sudden unexpected

blowout on the highways, which is a common cause of many accidents.

Beneficiaries

As previously mentioned, the main beneficiaries of this advancement in

technology that will allow for tyre pressure to be adjusted for driving conditions

will be the vehicle owners. Despite an initial investment in the technology, they

will experience a reduction in tire wear and an increase in fuel economy; both of

which will result in saving money in the long run.

It is plausible to say that society as a whole will benefit from the resulting

design. The reduction in tyre disposal in landfills and decrease the rate of

consumption of natural resources will truly benefit society. Also, the

improvement in vehicle safety will benefit all people who drive a vehicle on the

roadways. However, not everyone will benefit from this technology. Both tire

manufacturers and the petroleum industry will be negatively affected by this

resulting design. Tire manufacturers will be negatively affected since this

product is being designed with the reduction of tire wear in mind. The demand

for their products will decrease as tires last longer and fewer replacements are

needed. This is similarly true for the petroleum industry since this product

results in an increase in fuel economy for passenger vehicles, and the demand

for oil will go down.

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 CHAPTER 3

OBJECTIVE

DESIGN OBJECTIVES:

The overall goal of our design project is to develop a product that will decrease

tire wear while improving fuel economy, performance and safety of a passenger

vehicle through dynamically-adjustable tire pressures. However, there are

several key objectives that the team has targeted our design to meet, and these

objectives include both design characteristics and business objectives.

3.1 Ability to Provide Proper Tire Pressure

The ideal functional objective of our design is its capability to adjust the

pressures in all four tires of a Passenger vehicle to obtain the proper pressure for

varying road/driving conditions. Specifically, it is desired that:

• Cold tire pressure is maintained during vehicle use to account for slow leaks

and

Fluctuating tire temperatures

• As vehicle speed increases, tyre pressures increases

• As vehicle speed decreases, tyre pressures decreases

• As vehicle load increases, tyre pressures increase

• As vehicle load decreases, tyre pressures decrease

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Based on more detailed research on the components necessary for the system, it

was discovered that a specialized rotary joint must be designed to support this

process. This design consideration required additional product development

time that was not originally anticipated. Therefore, the ideal functional

objectives have been modified to account for this design requirement.

Specifically, the new objectives require that:

• Cold tire pressure (35 psi) is maintained by ensuring that the rotary joint-shaft

system

Does not fail structurally

• Cold tire pressure (35 psi) is maintained by ensuring that the rotary-joint shaft

system

Does not leak excessively

• Cold tire pressure (35 psi) is maintained by ensuring that the entire system

(compressor,

Air tubes, rotary joint, etc.) can provided sufficient flow rate.

Because of the detailed level of explanation required for these items, these

objectives are described

Numerically in the Engineering Analysis and Optimization section of this

document.

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3.2 Minimize Negative Visual Aesthetics

Another design objective is to ensure that the product will not have a negative

effect on current vehicle Aesthetics. All components should be located as

inconspicuously as possible and should only be seen When servicing the unit.

However, in the case of the rotary joints, which may still be visible through the

Wheel rims, an attempt must be made to minimize its visibility around the brake

disks. Specifically, it is desired that Where Visible is the visible area of the

rotary joint and Disk is the visible area of the brake disk.

3.3 Ability to Provide Automatic System

A third objective is to provide all of the said benefits to the user through an

automatic system, thus minimizing user intervention. Specifically, it is desired

that the system automatically increase or decrease the tire pressures for the

given road conditions. However, since this objective is closely linked with the

ideal objectives in maintaining the proper tire pressure, and thus unattainable

due to time constraints, this objective will not be pursued.

3.4 Low Cost Device

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For both the customer (OEM) and end user (vehicle owner), it is imperative to

keep the price of the device as low as possible. Considering the potential

benefits and cost savings that this design has to offer and the prices of optional

equipment for passenger vehicles with similar complexity, the target price range

for this device has been identified as. This is the price for both the OEM and

vehicle owner, assuming that the OEM does not mark up the price. In addition,

this price range should be able to support the costs of components of the system,

manufacturing, and any necessary installation.

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 CHAPTER 4

HARDWARE DESCRIPTION

4.1 LAYOUT OF TYRE INFLATION SYSTEM:

FIG: TYRE INFLATION SYSTEM CONFIGURATION

1. PORTABLE COMPRESSOR

12V Car Electric Air Compressor Tyre Pump - Tyre Inflator also for Bikes,

Cycles, Boats, Inflatable Toys 100% Brand New 12V Air Compressor/Tyre

Infiltrator Simply use this for fast & easy inflation of car tires" No strength

required for pumping air as it is all electronic & is powered directly from

your car battery Perfect for anyone who wants a ease while inflating a tyre

Time saving as compared to mechanical pump .Quick operation, very

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 Compact and easy to store in car dickey SUITABLE For:-  Auto tyres, Car/

bike tyres, rubber rafts balls Inflates car tyres, bicycle tyres, rafts and sports

equipment such as Basketball, Soccer fast and easily.  Also inflates boats,

pools, air bed, balloon, etc.

2. SOLENOID VALVES ( IN FUTURE)

2/2 air solenoid valves are direct acting solenoid valves and do not require a

minimum operating differential pressure. As shown below when the coil is

energized (right diagram), it lifts the solenoid plunger, which normally rests

on the valve seat and lifts it to open the main valve orifice. When the coil is

de-energized (right diagram), the spring force the plunger return to the valve

seat to close the valve orifice.

     

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3. PRESSURE SENSOR ( IN FUTURE)

A pressure sensor measures pressure, typically of gases or liquids. Pressure is an

expression of the force required to stop a fluid from expanding, and is usually

stated in terms of force per unit area. A pressure sensor usually acts as a

transducer; it generates a signal as a function of the pressure imposed. For the

purposes of this article, such a signal is electrical.

Pressure sensors are used for control and monitoring in thousands of everyday

applications. Pressure sensors can also be used to indirectly measure other

variables such as fluid/gas flow, speed, water level, and altitude. Pressure

sensors can alternatively be called pressure transducers, pressure transmitters,

pressure senders, pressure indicators and piezometers, manometers, among

other names.

Pressure sensors can vary drastically in technology, design, performance,

application suitability and cost. A conservative estimate would be that there

may be over 50 technologies and at least 300 companies making pressure

sensors worldwide.

4. ROTARY JOINT

We are designing this device for common passenger vehicles, and the main

challenge is the presence of the axle shaft that runs straight into the centre of the

wheel forcing us to find an alternative method of routing the air. Our proposed

solution to this challenge is to place rotary joint that has one half spinning with

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the drive axle hub and the other half stationary with the spindle. Within this

rotary joint will be an air chamber that will allow air to pass from the stationary

half of the joint into the half that is rotating.

The main criteria for our rotary joint design were the following:

• Must have approx. 40mm hole in the center to allow for the axle to either pass

through or support the joint.

• Air inlets and outlets must be located at the outer radius to allow the hoses on

the outside of the joint to clear the vehicle spindle and hub.

• Overall thickness of the joint must be no greater than 25mm to so as not to

interfere with the

Vehicle driveline or suspension components.

• Ball bearing system must be used to reduce contact friction between the two

rotating halves both axial and planar.

5. PRESSURE SWITCH

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A pressure switch is a form of switch that makes electrical contact when a

certain set pressure has been reached on its input. This is used to provide on/off

switching from a pneumatic or hydraulic source. The switch may be designed to

make contact either on pressure rise or on pressure fall

6. CAR BATTERY 12 V

An automotive battery is a type of rechargeable battery that supplies electric

energy to an automobile. Usually this refers to an SLI battery (starting, lighting,

ignition) to power the starter motor, the lights, and the ignition system of a

vehicle’s engine.

CENTRAL TIRE INFLATION SYSTEM (CTIS) ( IN FUTURE)

The idea behind the CTIS is to provide control over the air pressure in

each tire as a way to improve performance on different surfaces. For example,

lowering the air pressure in a tire creates a larger area of contact between the

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tire and the ground and makes driving on softer ground much easier. It also does

less damage to the surface. This is important on work sites and in agricultural

fields. By giving the driver direct control over the air pressure in each tire,

manoeuvrability is greatly improved. Another function of the CTIS is to

maintain pressure in the tires if there is a slow leak or puncture. In this case, the

system controls inflation automatically based on the selected pressure the driver

has set. There are two main manufacturers of the CTIS: U.S.-based Dana

Corporation and France-based Syegon (a division of GIAT). Dana Corporation

has two versions, the CTIS for military use (developed by PSI) and the Tire

Pressure Control System (TPCS) for commercial, heavy machinery use. In the

next section, we'll take a look at the inner workings of a basic CTIS setup.

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 A wheel valve is located at each wheel end. For dual wheels, the valves

are typically connected only to the outer wheel so the pressure between the two

tires can be balanced. Part of the wheel valve's job is to isolate the tire from the

system when it's not in use in order to let the pressure off of the seal and extend

its life. The wheel valve also enables on-demand inflation and deflation of the

tires. An electronic control unit (ECU) mounted behind the passenger seat is the

brain of the system. It processes driver commands, monitors all signals

throughout the system and tells the system to check tire pressures every 10

minutes to make sure the selected pressure is being maintained. The ECU sends

commands to the pneumatic control unit, which directly controls the wheel

valves and air system. The pneumatic control unit also contains a sensor that

transmits tire-pressure readings to the ECU. An operator control panel allows

the driver to select tire-pressure modes to match current conditions. This dash-

mounted panel displays current tire pressures, selected modes and system status.

When the driver selects a tyre-pressure setting, signals from the control panel is

send to the electronic control unit then to the pneumatic control unit and to the

wheel valves. When vehicles are moving faster (like on a highway), tire

pressure should be higher to prevent tire damage. The CTIS includes a speed

sensor that sends vehicle speed information to the electronic control unit. If the

vehicle continues moving at a higher speed for a set period of time, the system

automatically inflates the tires to an appropriate pressure for that speed. This

type of system uses air from the same compressor that supplies air to the brakes.

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A pressure switch makes sure the brake system gets priority, preventing the

CTIS from taking air from the supply tank until the brake system is fully

charged.

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 CHAPTER NO
MATERIAL SELECTION
The proper selection of material for the different part of a machine is

the main objective in the fabrication of machine. For a design engineer it is

must that he be familiar with the effect, which the manufacturing process and

heat treatment have on the properties of materials. The Choice of material for

engineering purposes depends upon the following factors:

1. Availability of the materials.

2. Suitability of materials for the working condition in service.

3. The cost of materials.

4. Physical and chemical properties of material.

5. Mechanical properties of material.

The mechanical properties of the metals are those, which are associated with the

ability of the material to resist mechanical forces and load. We shall now

discuss these properties as follows:

1. Strength : It is the ability of a material to resist the externally applied

forces

2. Stress: Without breaking or yielding. The internal resistance offered by a

part to an externally applied force is called stress.

3. Stiffness: It is the ability of material to resist deformation under stresses.

The modules of elasticity of the measure of stiffness.

25
4. Elasticity: It is the property of a material to regain its original shape after

deformation when the external forces are removed. This property is

desirable for material used in tools and machines. It may be noted that

steel is more elastic than rubber.

5. Plasticity: It is the property of a material, which retain the deformation

produced under load permanently. This property of material is necessary

for forging, in stamping images on coins and in ornamental work.

6. Ductility: It is the property of a material enabling it to be drawn into wire

with the application of a tensile force. A ductile material must be both

strong and plastic. The ductility is usually measured by the terms,

percentage elongation and percent reduction in area. The ductile materials

commonly used in engineering practice are mild steel, copper, aluminum,

nickel, zinc, tin and lead.

7. Brittleness: It is the property of material opposite to ductile. It is the

property of breaking of a material with little permanent distortion. Brittle

materials when subjected to tensile loads snap off without giving any

sensible elongation. Cast iron is a brittle material.

8. Malleability: It is a special case of ductility, which permits material to be

rolled or hammered into thin sheets, a malleable material should be

plastic but it is not essential to be so strong. The malleable materials

commonly used in engineering practice are lead, soft steel, wrought iron,

copper and aluminum.

26
 9. Toughness: It is the property of a material to resist the fracture due to

high impact loads like hammer blows. The toughness of the material

decreases when it is heated. It is measured by the amount of absorbed

after being stressed up to the point of fracture. This property is desirable

in parts subjected to shock an impact loads.

10.Resilience: It is the property of a material to absorb energy and to resist

rock and impact loads. It is measured by amount of energy absorbed per

unit volume within elastic limit. This property is essential for spring

material.

11.Creep: When a part is subjected to a constant stress at high temperature

for long period of time, it will undergo a slow and permanent deformation

called creep. This property is considered in designing internal combustion

engines, boilers and turbines.

12. Hardness: It is a very important property of the metals and has a wide

verity of meanings. It embraces many different properties such as resistance

to wear scratching, deformation and mach inability etc. It also means the

ability of the metal to cut another metal. The hardness is usually expressed in

numbers, which are dependent on the method of making the test. The

hardness of a metal may be determined by the following test.

a) Brinell hardness test

b) Rockwell hardness test

c) Vickers hardness (also called diamond pyramid) test and

27
 d) Share scaleroscope.

The science of the metal is a specialized and although it overflows in to realms

of knowledge it tends to shut away from the general reader. The knowledge of

materials and their properties is of great significance for a design engineer. The

machine elements should be made of such a material which has properties

suitable for the conditions of operations. In addition to this a design engineer

must be familiar with the manufacturing processes and the heat treatments have

on the properties of the materials. In designing the various part of the machine it

is necessary to know how the material will function in service. For this certain

characteristics or mechanical properties mostly used in mechanical engineering

practice are commonly determined from standard tensile tests. In engineering

practice, the machine parts are subjected to various forces, which may be due to

either one or more of the following.

1. Energy transmitted

2. Weight of machine

3. Frictional resistance

4. Inertia of reciprocating parts

5. Change of temperature

6. Lack of balance of moving parts

The selection of the materials depends upon the various types of stresses that

are set up during operation. The material selected should with stand it. Another

criteria for selection of metal depend upon the type of load because a machine

28
part resist load more easily than a live load and live load more easily than a

shock load.

Selection of the material depends upon factor of safety, which in turn depends

upon the following factors.

1. Reliabilities of properties

2. Reliability of applied load

3. The certainty as to exact mode of failure

4. The extent of simplifying assumptions

5. The extent of localized

6. The extent of initial stresses set up during manufacturing

7. The extent loss of life if failure occurs

8. The extent of loss of property if failure occurs

Materials selected in m/c

Base plate, motor support, sleeve and shaft

Material used

Mild steel

Reasons:

1. Mild steel is readily available in market

2. It is economical to use

3. It is available in standard sizes

4. It has good mechanical properties i.e. it is easily machinable

29
 5. It has moderate factor of safety, because factor of safety results in

unnecessary wastage of material and heavy selection. Low factor of

safety results in unnecessary risk of failure

6. It has high tensile strength

7. Low co-efficient of thermal expansion

Properties of Mild Steel:

M.S. has a carbon content from 0.15% to 0.30%. They are easily wieldable thus

can be hardened only. They are similar to wrought iron in properties. Both

ultimate tensile and compressive strength of these steel increases with

increasing carbon content. They can be easily gas welded or electric or arc

welded. With increase in the carbon percentage weld ability decreases.

Mild steel serve the purpose and was hence was selected because of the above

purpose

BRIGHT MATERIAL:

It is a machine drawned. The main basic difference between mild steel and

bright metal is that mild steel plates and bars are forged in the forging machine

by means is hot forged. But the materials are drawn from the dies in the plastic

state. Therefore the material has good surface finish than mild steel and has no

carbon deposits on its surface for extrusion and formation of engineering

materials thus giving them a good surface finish and though retaining their

metallic properties

30
 RAW AND STANDERD MATERIAL
SR NO PART NAME MAT QTY

1 FRAME MS 25 KG

2 CHAIN DRIVE 6.25” PITCH STD 1 SET

3 SHAFT DIA 20 MM MS 1NOS

4 017 WATT DC MOTOR MS 1 NOS

5 CONTROLLING CKT (IN FUTURE) STD 1 NOS

6 WHEEL STD 1NOS

7 BATTERY RU 1 NOS

8 COMPRESSER STD 1NOS

9 ROTARY VALVE STD 1 NOS

10 PRESSURE GAUGE STD 1 NOS

11 PEDESTAL BEARING P204 2 NOS

12 NUT BOLT WASHER M 10 MS 8 NOS

13 WELDING ROD - 1 50 NOS

14 RED OXID - 1 LIT

31
 CHAPTER NO
MACHINE DESIGN
Introduction: This chapter describes some of the mathematical

technique used by designers of complex structures. Mathematical models and

analysis are briefly described and detail description is given of the finite –

element method of structural analysis. Solution techniques are presented for

static, dynamic & model analysis problems. As part of the design procedure the

designer must be analyses the entire structure and some of its components. To

perform this analysis the designer will develop mathematical models of

structure that are approximation of the real structure, these models are used to

determine the important parameters in the design. The type of structural model

the designer uses depends on the information that is needed and the type of

analysis the designer can perform.

Three types of structural models are

1. Rigid Members: The entire structure or parts of the structure are

considered to be rigid; hence no deformation can occur in these members.

2. Flexible members: The entire structure or parts of the structure are

modeled by members that can deform, but in limited ways. Examples of this

members trusses, beams and plates.

32
3. Continuum: A continuum model of structure is the most general, since

few if any mathematical assumptions about the behavior of the structure

need to be made prior to making a continuum model. A continuum member

is based on the full three – dimensional equations of continuum models. In

selecting a model of the structure,

The designer also must consider type of analysis to be performed. Four

typical analysis that designers perform are:

1. Static equilibrium: In this analysis the designer is trying to the

determine the overall forces and moments that the design will undergo. The

analysis is usually done with rigid members of model of structure and is the

simplest analysis to perform.

2. Deformation: This analysis is concerned with how much the structure

will move when operating under the design loads. This analysis is usually

done with flexible members.

3. Stress: In this analysis the designers wants a very detailed picture of

where and at what level the stresses are in the design. This analysis usually

done with continuum members.

4. Frequency : This analysis is concerned with determining the natural

frequencies and made shape of a structure. This analysis can be done with

33
 either flexible members of a structure. This analysis can be done with either

flexible members or continuum members but now the mass of the members

is included in the analysis.

The subject of MACHINE DESIGN deals with the art of designing machine of
structure. A machine is a combination of resistance bodies with successfully
constrained relative motions which is used for transforming other forms of
energy into mechanical energy or transmitting and modifying available design is
to create new and better machines or structures and improving the existing ones
such that it will convert and control motions either with or without transmitting
power. It is the practical application of machinery to the design and construction
of machine and structure. In order to design simple component satisfactorily, a
sound knowledge of applied science is essential. In addition, strength and
properties of materials including some metrological are of prime importance.
Knowledge of theory of machine and other branch of applied mechanics is also
required in order to know the velocity. Acceleration and inertia force of the
various links in motion, mechanics of machinery involve the design.

CONCEPT IN M.D.P.

Consideration in Machine Design

When a machine is to be designed the following points to be considered: -

i) Types of load and stresses caused by the load.

ii) Motion of the parts and kinematics of machine. This deals with the

type of motion i.e. reciprocating . Rotary and oscillatory.

iii) Selection of material & factors like strength, durability, weight,

34
 Corrosion resistant, weld ability, machine ability is considered.

iv) Form and size of the components.

v) Frictional resistances and ease of lubrication.

vi) Convince and economical in operation.

vii) Use of standard parts.

viii) Facilities available for manufacturing.

ix) Cost of making the machine.

x) Numbers of machine or product are manufactured.

GENERAL PROCEDURE IN MACHINE DESIGN

The general steps to be followed in designing the machine are as followed.

i) Preparation of a statement of the problem indicating the purpose of the

machine.

ii) Selection of groups of mechanism for the desire motion.

iii) Calculation of the force and energy on each machine member.

iv) Selection of material.

v) Determining the size of component drawing and sending for

manufacture.

vi) Preparation of component drawing and sending for manufacture.

vii) Manufacturing and assembling the machine.

viii) Testing of the machine and for functioning.

35
36
Power of Shaft = P = 17 watt
 
Power transmitted by shaft,
 
2πNT
P = -----------------
60
Where, N→ Rpm of motor shaft = 24
T →Torque transmitted
 
2π x 24 x T
17 = ---------------------- x 103
60 
T = 6.76 x 103 N-mm
We know that,
 
No. of teeth (Gear) , N1 = 12
No. of teeth (sprocket) , N2 = 36
Ratio = R = 1 : 3
 
Torque on sprocket = 3 × T

= 3 × 6.76 x 103
 
= 20.280 x 103 N-mm
 
Dia. Of sprocket,
 
Periphery = π × dia. Of sprocket
 
36 × 6.25 = π × D
 
D = 36 × 6.25
-----------------
π
 
D = 72 mm
Torque transmitted,
 
 
T = Force × radius
 
20.280 x 103 = F × 36
F = 563.33N
F = 563.33 N
-----------------
9.81
 
F = 58 Kg

37
Torque transmitted by shaft,
 
 
T = π/16 x τ x d3
 
Select permissible shear stress (τ) from design data book.
 
τ = 70 N/mm2
 
Therefore, 20.28 x 103 = π /16 x d3 x 70
 
D = 12 mm.
 
Taking Factor Of Safety = 1.6

D actual = 12 x 1.6 = 19.2 mm

 We select dia. Of shaft = 20 mm.

 
For 20 mm shaft dia we select standard PEDESTAL BEARING P204

38
 CHAPTER NO
COST ESTIMATION

Cost estimation may be defined as the process of forecasting the

expenses that must be incurred to manufacture a product. These expenses take

into a consideration all expenditure involved in a design and manufacturing

with all related services facilities such as pattern making, tool, making as well

as a portion of the general administrative and selling costs.

PURPOSE OF COST ESTIMATING:

1. To determine the selling price of a product for a quotation or contract so

as to ensure a reasonable profit to the company.

2. Check the quotation supplied by vendors.

3. Determine the most economical process or material to manufacture the

product.

4. To determine standards of production performance that may be used to

control the cost.

BASICALLY THE BUDGET ESTIMATION IS OF TWO TYRES:

1. material cost

2. Machining cost

MATERIAL COST ESTIMATION:

39
Material cost estimation gives the total amount required to collect the raw

material which has to be processed or fabricated to desired size and functioning

of the components.

These materials are divided into two categories.

1. Material for fabrication:

In this the material in obtained in raw condition and is manufactured or

processed to finished size for proper functioning of the component.

1. Standard purchased parts:

This includes the parts which was readily available in the market like allen

screws etc. A list is forecast by the estimation stating the quality, size and

standard parts, the weigh of raw material and cost per kg. For the fabricated

parts.

MACHINING COST ESTIMATION:

This cost estimation is an attempt to forecast the total expenses that may include

to manufacture apart from material cost. Cost estimation of manufactured parts

can be considered as judgment on and after careful consideration which

includes labour, material and factory services required to produce the required

part.

PROCEDURE FOR CALCULATION OF MATERIAL COST:

The general procedure for calculation of material cost estimation is

1. After designing a project a bill of material is prepared which is divided

into two categories.

40
 a. Fabricated components

b. Standard purchased components

2. The rates of all standard items are taken and added up.

3. Cost of raw material purchased taken and added up.

LABOUR COST:

It is the cost of remuneration (wages, salaries, commission, bonus etc.) of the

employees of a concern or enterprise.

Labour cost is classifies as:

1 Direct labour cost

2 Indirect labour cost

Direct labour cost:

The direct labour cost is the cost of labour that can be identified directly with

the manufacture of the product and allocated to cost centers or cost units. The

direct labour is one who counters the direct material into saleable product; the

wages etc. of such employees constitute direct labour cost. Direct labour cost

may be apportioned to the unit cost of job or either on the basis of time spend

by a worker on the job or as a price for some physical measurement of product.

Indirect labour cost:

It is that labour cost which cannot be allocated but which can be apportioned to

or absorbed by cost centers or cost units. This is the cost of labour that doesn’t

alters the construction, confirmation, composition or condition of direct material

but is necessary for the progressive movement and handling of product to the

41
point of dispatch e.g. maintenance, men, helpers, machine setters, supervisors

and foremen etc.

The total labour cost is calculated on the basis of wages paid to the labour for 8

hours per day.

Cost estimation is done as under

Cost of project = (A) material cost + (B) Machining cost + (C) lab our

cost

(A) Material cost is calculated as under :-

i) Raw material cost

ii) Finished product cost

i) Raw material cost:-

It includes the material in the form of the Material supplied by the “ Steel

authority of India limited” and ‘Indian aluminum co.,’ as the round bars,

angles, square rods , plates along with the strip material form. We have to

search for the suitable available material as per the requirement of designed safe

values. We have searched the material as follows:-

Hence the cost of the raw material is as follows:-

42
 RAW MATERIAL & STANDARD MATERIAL

SR NO PART NAME MAT QTY COST

1 FRAME MS 25 KG 3000

2 CHAIN DRIVE 6.25” PITCH STD 1 SET 700

3 SHAFT DIA 20 MM MS 1NOS 650

4 17 WATT DC MOTOR MS 1 NOS 1700

5 WHEEL STD 1NOS 2200

6 BATTERY RU 1 NOS 1500

7 COMPRESSER STD 1NOS 3000

8 ROTARY VALVE STD 1 NOS 2800

9 PRESSURE GAUGE STD 1 NOS 450

10 PEDESTAL BEARING P204 2 NOS 700

11 NUT BOLT WASHER M 10 MS 8 NOS 120

12 WELDING ROD - 1 50 NOS 150

13 RED OXID - 1 LIT 200

14 MISSILINIOUS ckt 3000

TOTAL

43
 CHAPTER 5

SOFTWARE DESCRIPTION
FLOW CHART :

Methodology :-

Compressed air is given to the 2/2 solenoid valve inlet. The pressure switch is

used to sense the tyre pressure. The required tyre pressure is setted by the

pressure switch reading. This pressure switch is used to sense the current

pressure and this output signal is given to the solenoid valve.

44
Whenever the tyre pressure is below the setted valve the pressure switch

activate the solenoid valve. The compressed air is goes to the tyre with the help

of quick release coupling which is used to rotating the wheel freely. The

required pressure is filled then the pressure switch will be deactivated the

solenoid valve so that the tyre pressure will be maintained in constant level.

45
 CHAPTER 6

ADVANTAGES AND FUTURE SCOPE

ADVANTAGES:

The dynamically-self-inflating tyre system would be capable of succeeding as a

new product in the automotive supplier industry. It specifically addresses the

needs of the consumers by maintaining appropriate tire pressure conditions for:

• Reduced tyre wear

• Increased fuel economy

• Increased overall vehicle safety

Because such a product does not currently exist for the majority of passenger

vehicles, the market conditions would be favorable for the introduction of a

self-inflating tire system.

Through extensive engineering analysis, it has also been determined that the

self-inflating tire system would actually function as desired. In particular, the

product would be capable of:

• Providing sufficient airflow to the tire with minimal leakage

• Withstanding the static and dynamic loading exerted on the rotary joints Note

that likewise, this system would not produce any negative dynamic effects (such

as CV joint failure due to resonance) on surrounding systems. Most

significantly, the self-inflating tire system would be a successful product

46
because of its economic benefits to investors. Specifically, the final product

would:

• Sell at about $450/unit, with total first year profit and sales of nearly $2.1

million and 58,000units, respectively

• Experience 12% annual market growth each year for the first five years of the

product, bringing total sales up to 370,000 units

• Break-even on the capital investment in just under three years For further

development of this product, we recommend increasing the capability of the

system by adding the following features:

• Pressure adjustment based on increasing vehicle speed

• Pressure adjustment based on increasing vehicle load

• Adaptability for recreational use (inflating rafts, sports balls, etc.)

• Implementation of interactive display

• Creation of universal design for aftermarket use.

FUTURE SCOPE:

As previously mentioned, the main beneficiaries of this advancement in

technology that will allow for tyre pressure to be adjusted for driving conditions

will be the vehicle owners. Despite an initial investment in the technology, they

will experience a reduction in tire wear and an increase in fuel economy; both of

which will result in saving money in the long run.

47
It is plausible to say that society as a whole will benefit from the resulting

design. The reduction in tyre disposal in landfills and decrease the rate of

consumption of natural resources will truly benefit society. Also, the

improvement in vehicle safety will benefit all people who drive a vehicle on the

roadways. However, not everyone will benefit from this technology. Both tire

manufacturers and the petroleum industry will be negatively affected by this

resulting design. Tire manufacturers will be negatively affected since this

product is being designed with the reduction of tire wear in mind. The demand

for their products will decrease as tires last longer and fewer replacements are

needed. This is similarly true for the petroleum industry since this product

results in an increase in fuel economy for passenger vehicles, and the demand

for oil will go down

48
 CHAPTER 6

CONCLUSION

The dynamically-self-inflating tyre system would be capable of succeeding as a

new product in the automotive supplier industry. It specifically addresses the

needs of the consumers by maintaining appropriate tire pressure conditions for:

• Reduced tyre wear

• Increased fuel economy

• Increased overall vehicle safety

Because such a product does not currently exist for the majority of passenger

vehicles, the market conditions would be favorable for the introduction of a

self-inflating tire system.

Through extensive engineering analysis, it has also been determined that the

self-inflating tire system would actually function as desired. In particular, the

product would be capable of:

• Providing sufficient airflow to the tire with minimal leakage

• Withstanding the static and dynamic loading exerted on the rotary joints Note

that likewise, this system would not produce any negative dynamic effects (such

as CV joint failure due to resonance) on surrounding systems. Most

significantly, the self-inflating tire system would be a successful product

49
because of its economic benefits to investors. Specifically, the final product

would:

• Sell at about $450/unit, with total first year profit and sales of nearly $2.1

million and 58,000units, respectively

• Experience 12% annual market growth each year for the first five years of the

product, bringing total sales up to 370,000 units

• Break-even on the capital investment in just under three years For further

development of this product, we recommend increasing the capability of the

system by adding the following features:

• Pressure adjustment based on increasing vehicle speed

• Pressure adjustment based on increasing vehicle load

• Adaptability for recreational use (inflating rafts, sports balls, etc.)

• Implementation of interactive display

• Creation of universal design for aftermarket use

50
REFERENCES :

1.http://www.roadtransport.com/Articles/2008/03/06/130054/continentaloutline
s-correct-tyre-pressure-benefits.html

2.http://www.tyreinflaors.in

3.for pressure sensors- http://www.autoshop101.com/forms/h35.pdf

4.Keep Your Tires at Proper Inflation.” Doran MFG LLC. from

http://www.doranmfg.com/industry_studies.htm.

5. NPRM on TIRE PRESSURE MONITORING SYSTEM. From

http://www.nhtsa.dot.gov/cars/rules/rulings/TPMS_FMVSS_No138/.

6.http://www.firestonetrucktires.com/us_eng/load/index.asp

7. http://www.pressureguard.com

51
 APPENDIX
Time Line Chart
Month Nature of work done

July Group formation & search for appropriate project.

August Finalization of project and discussion with project co-

ordinator.

September Submission of synopsis & data collection.

October Started working on circuit.

November Finalization of circuit & search for component.

January Starting fabrication & component mounting.

February Completion of hardware & started working on software.

March Software completion & testing of project.

April Completion of project & working on project report.

52
 Recommende
d Inflation
  Pressure          
             
      Unloaded Loaded
Vehicle Front Rear Front Rear
make Models Tyre size Kgf/cm2 Kgf/cm2 Kgf/cm2 Kgf/cm2
      (PSI) (PSI) (PSI) (PSI)
 
PSR
155/70
INDICA R13 75S 2.4 (34) 2.1 (30) 2.4 (34) 2.4 (34)
 
PSR
165/65
INDICA V2 R13 77T 2.1 (30) 1.9 (28)    
 
PSR
175/65
INDIGO R14 82T 1.8 (26) 1.8 (26)    
 
PSR
175/65
INDIGO MARINA R14 82T 1.9 (27) 1.9 (27)    
 
PSR
235/75
SAFARI R15 105S 2.1 (30) 2.4 (35) 2.2 (32) 2.4 (35)
 
LT195 R15
SUMO 106/105Q 2.6 (38) 2.6 (38) 2.6 (38) 3.3 (47)
 
LT 215/75
TATA R15
MOTORS SUMO VICTA 106/103Q 2.4 (35) 2.4 (35) 2.4 (35) 3.5 (50)
 
LVR 175
R14C
QUALIS FS 96/94Q 2.3 (33) 2.3 (33) 2.6 (36) 3.8 (54)
 
PSR
195/70
QUALIS GS R14 95H 2.3 (33) 2.3 (33) 2.6 (38) 2.6 (38)
 
PSR
205/65
CAMRY R15 94V 2.3 (33) 2.3 (33) 2.6 (38) 2.6 (38)
 
PSR
195/60
COROLLA R15 88V 2.3 (30) 2.1 (30) 2.1 (30) 2.1 (30)
 

TOYOTA INNOVA PSR 2.3 (33) 2.3 (33) 2.3 (33) 2.5 (36)

53
 205/65
R15 94V
 
             
             
PSR
165/80
OPEL ASTRA R14 85T 2.0 (29) 1.7 (25) 2.0 (29) 2.2(32)
 
PSR
175/70
OPEL CORSA R13 82S 2.0 (29) 2.0 (29) 2.0 (29) 2.0 (29)
 
PSR
185/70
CLUB R14 88S 2.0 (29) 1.7 (25) 2.0 (29) 2.2 (32)
 
PSR
215/55
OPEL VECTRA R16 93V/H 2.2 (32) 2.2 (32) 2.3 (33) 2.9 (42)
 
PSR
185/65
CHV OPTRA R14 86H 2.1 (30) 2.1 (30) 2.1 (30) 2.1 (30)
 
PSR
205/65
CHV TAVERA(PS) R15 94H 1.8 (26) 2.4 (35) 1.8 (26) 2.4 (35)
 
PSR
GENERAL 205/75
MOTORS CHV FORESTER R15 95H 2.0 (29) 1.9 (28) 2.0 (29) 2.5 (36)
 
PSR
175/75
R13 82T 2.2 (32) 2.1 (30)    
 
PSR
175/65
IKON R14 82T 2.2 (32) 2.1 (30)    
 
PSR
195/60
FUSION R15 88T 2.2 (32) 2.1 (30)    
 
PSR
205/55
MONDEO R16 91H 2.6 (36) 2.4 (35) 2.7 (40) 3.0 (44)
 
PSR
265/70
FORD ENDEAVOUR R15 112S 2.1 (30) 2.1 (30) 2.1 (30) 2.1 (30)
             
             
             
             
             

54
             
             
             
             
PSR
155/70
SANTRO R13 75S 2.1 (30) 2.1 (30) 2.1 (30) 2.1 (30)
 
PSR
155/80
R13 79S 2.1 (30) 2.1 (30) 2.3 (33) 2.3 (33)
 
PSR
175/70
R13 82S 2.1 (30) 2.1 (30) 2.3 (33) 2.3 (33)
 
PSR
175/65
GETZ R14 82T 2.1 (30) 2.1 (30) 2.3 (33) 2.3 (33)
 
PSR
175/70
ACCENT R13 82S 2.1 (30) 2.1 (30) 2.1 (30) 2.1 (30)
 
PSR
185/60
GTX R14 82H 2.1 (30) 2.1 (30) 2.1 (30) 2.1 (30)
 
PSR
195/60
ELANTRA R15 88H 2.1 (30) 2.1 (30) 2.3 (33) 2.3 (33)
 
PSR
195/65
R15 92V 2.1 (30) 2.1 (30) 2.3 (33) 2.3 (33)
 
PSR
205/60
SONATA R16 92V 2.1 (30) 2.1 (30) 2.3 (33) 2.3 (33)
 
PSR
235/75
R15 105T 2.0 (29) 2.0 (29) 2.0 (29) 2.2 (32)
 
PSR
255/65
HYUNDAI TERRACAN R16 106T 2.0 (29) 2.0 (29) 2.0 (29) 2.2 (32)
 
PSR
175/80
LANCER R13 86S 2.0 (28) 2.0 (28)    
 
PSR
185/60
LANCER SPORTS R14 82H 2.0(28) 2.0(28)    
 
HINDUSTA PSR
N MOTORS PAJERO 235/75 2.0(28) 2.0(28)    

55
 R15 105S
 
PSR
165/80
AMBASADOR R15 87S 1.7(24) 1.7(24) 1.7(24) 2.0(28)
 
PSR
175/80
CONTESSA R13 86S 1.8(28) 1.8(28) 1.8(28) 2.1(30)
 
LT 195
R15
RTV 106/105Q 2.4(34) 2.4(34) 2.4(34) 4.8(70)
 
LT 195
R15
BAJAJ JUDO/TRAX/GAMA 106/105Q 2.4(34) 2.4(34) 2.4(34) 4.2(60)
 
PSR
215/65
R16 98H 2.2(32) 2.2(32) 2.2(32) 2.5(36)
 
PSR
215/70
NISSAN X TRAIL R15 98H 2.0(29) 2.0(29) 2.0(29) 2.5(36)
 
MARUTI 5.65-12
800(Bias) 4PR 1.8(26) 1.8(26)    
 
PSR
145/70
800(Radial) R12 69S 1.9(27) 1.9(27)    
 
4.50-12
OMNI 6PR ULT 2.2(31) 2.2(31)    
 
4.50-12
Omni CNG 6PR ULT 2.2(31) 2.2(31) 2.8(40)** 2.8(40)**
 
F78-15
GYPSY(Bias) 4PR 1.4(20) 1.4(20) 1.4(20) 1.8(26)
 
PSR
155/80
ESTEEM R13 79S 1.8(26) 1.8(26)    
 
PSR
175/70
ESTEEM Vxi/AX R13 82T 1.8(26) 1.8(26)    
 
ZEN PSR
145/80
R12 74S 1.7(24) 1.7(24)    
 
PSR 2.1(30) 2.1(30)    
145/70
R13 71S

56
  
PSR
145/70
ZEN Diesel R13 71S 2.3(33) 2.1(30)    
 
PSR
165/80
BALENO R13 83S 2.0(29) 2.0(29)    
 
PSR
145/70
R13 71S 2.3(33) 2.3(33)    
 
PSR
155/65
WAGON R R13 73S 2.2(32) 2.2(32)    
 
PSR
235/60
GRAND VITARA R16 100H 2.1(30) 2.1(30) 2.1(30) 2.5(36)
 
LT 155
R13C
VERSA 90/89Q 1.8(26) 2.3(33) 2.5(36) 4.5(65)
 
PSR
145/80
ALTO R12 74S 2.1(30) 2.1(30)    
 
PSR
175/65
VTEC R14 82T 2.0(29) 2.0(29) 2.0(29) 2.0(29)
 
PSR
175/70
CITY R13 82S 2.0(29) 2.0(29) 2.0(29) 2.0(29)
 
PSR
175/65
NEW CITY R14 82T 2.2(32) 2.1(30)    
 
PSR
195/65
ACCORD R15 91V 2.0(29) 2.0(29) 2.0(29) 2.0(29)
 
PSR
205/65
ACCORD-03 R15 94V 2.1(30) 2.0(29) 2.3(33)* 2.2(32)*
 
PSR
205/70
CRV R15 96T 1.8(26) 1.8(26) 1.8(26) 2.0(29)
 
           
 
PSR
215/65
HONDA CRV-05 R16 98T 2.0(29) 2.0(29) 2.0(29) 2.0(29)

57
 
PSR
145/70
MATIZ R13 71S 2.1(30) 2.1(30) 2.1(30) 2.3(34)
 
PSR
175/70
CIELO-EX R13 82S 1.8(25) 1.6(23) 1.9(27) 2.1(30)
 
PSR
185/60
DAEWOO NEXIA R14 82H 2.1(30) 1.9(27) 2.2(31) 2.4(34)
 
PSR
145/80
UNO R13 75S 2.0(28) 1.9(28) 2.2(32) 2.2(32)
 
PSR
165/80
PALIO R13 83S 1.9(28) 1.9(28) 2.2(32) 2.2(32)
 
PSR
175/80
PALIO ADVENTURE R14 2.0(29) 2.0(29) 2.2(32) 2.5(36)
 
PSR
175/65
PALIO SPORT R14 82T 1.9(28) 1.9(28) 2.2(32) 2.2(32)
 
PSR
175/65
PALIO WEEKEND R14 82T 1.9(28) 1.9(28) 2.2(32) 2.2(32)
 
PSR
165/80
SIENA R13 83S 2.0(29) 2.0(29) 2.2(32) 2.2(32)
 
PSR
175/65
PETRA R14 82T 2.0(29) 2.0(29) 2.2(32) 2.5(36)
 
PSR
175/65
FIAT SIENA W.E R14 82T 2.0(29) 2.0(29) 2.2(32) 2.5(36)
 
             
             
             
             
             
             
             
             
             
M&M ARMADA PSR 1.6(23) 1.8(26) 1.6(23) 2.2(32)
215/75
R15 100S

58
  
PSR
215/75
BOLERO GLS R15 100S 2.1(30) 2.1(30) 2.1(30) 2.5(36)
 
LVR 175
VOYAGER R14C 6PR 2.1(30) 2.1(30)    
 
PSR
235/75
R15 105S 2.0(28) 2.2(31) 2(28) 2.2(31)
 
PSR
235/70
SCORPIO R16 105S 2.0(28) 2.2(31) 2(28) 2.2(31)
 
PSR
195/65
R15 91V 2.0(28) 2.2(31) 2.4(34) 2.4(34)
 
PSR
205/60
R15 95V 2.0(28) 2.2(31) 2(28) 2.4(34)
 
PSR
205/55
SKODA OCTAVIA R16 89V 2.0(28) 2.2(31) 2.2(31) 2.4(34)
 
PSR
225/55
E220 CDI R16 95V 2.0(29) 2.0(29) 2.1(30) 2.4(36)
 
PSR
225/55
E240 V6 R16 95V 2.0(29) 2.2(32)    
 
PSR
195/65
C200K R15 91V 2.1(30) 2.3(33)    
 
PSR
DAIMLER 195/65
CHRYSLER C200 CDI R15 91V 2.1(30) 2.3(33)    
             
             

Ckt for automatic air filling

59
Program for automatic air filling

P1 = 255
P2 = 0
Cls
Lcd "Auto Tire Air"
Lowerline
Lcd " filling"

Do

If P1.0 = 1 Then
P2.0 = 1
Cls
Lcd "Compressor On"
Wait 1
End If

If P1.1 = 1 Then
P2.0 = 0
Cls
Lcd "Compressor Off"
Wait 1
End If
60
Waitms 10

Loop

61