Btech final year project automatic tyre pressure inflation system.

Page | 1
A
PROJECT REPORT
ON
“AUTOMATIC TYRE PRESSURE INFLATION SYSTEM”
Submitted for partial of the award of degree in
BACHELOR OF TECHNOLOGY
[MECHANICAL ENGINEERING]
Under the Supervision of
Mr. Harsh Rai
By
ANKIT GUPTA (1424040009)
DEPARTMENT OF MECHANICAL ENGINEERING
SUNDER DEEP ENGINEERING COLLEGE
Dr. A.P.J ABDUL KALAM UNIVERSITY, LUCKNOW
MAY, 2018

Page | 2
DECLARATION
We hereby declare that this submission is our own work and that, to the best of our
knowledge and belief, it contains no material previously published or written by another
person nor material which to a substantial extent has been accepted for the award of any
other degree or diploma of the university or other institute of higher learning, except
where due acknowledgement has been made in the text.
Ankit Gupta (1424040009)
Signature:……………………

Page | 3
CERTIFICATE
This is to certify that this project report entitled “AUTOMATIC TYRE PRESSURE
INFLATION SYSTEM” submitted to “Sunder Deep College of Engineering and
Technology, Ghaziabad” for the award of “Bachelor of Technology” in Mechanical
Engineering from “Dr. A.P.J Abdul Kalam Technical University, Lucknow” is a
bonafide record of work done by “ANKIT GUPTA(1424040009),” under my
supervision. The matter in this report has not been submitted to any University or
Institution for award of any degree to the best of my knowledge and belief.
MR. B.P. SRIVASTAVA MR. HARSH RAI
(HOD, ME) (Project Guide)
(Assistant Professor)
Date:

Page | 4
ACKNOWLEDGEMENT
After the completion of this work, we would like to give our sincere thanks to all those
who helped us to reach our goal. It’s a great pleasure and moment of immense satisfaction
for us to express my profound gratitude to our guide Mr. Harsh Rai whose constant
encouragement enabled us to work enthusiastically. His perpetual motivation, patience
and excellent expertise in discussion during progress of the project work have benefited
us to an extent, which is beyond expression.
We would also like to give our sincere thanks to Mr. B.P. Srivastava, Head of
Department, Mr. Harsh Rai, and Project Co-Guide from Department of Mechanical
Engineering, Sunder Deep Engineering College, Ghaziabad, for their guidance,
encouragement and support during a project.
I am thankful to Our Executive Director Dr. Anju Saxena, Sunder Deep Engineering
College, Ghaziabad, for providing an outstanding academic environment, also for
providing the adequate facilities.
Last but not the least I would also like to thank all the staffs of Sunder Deep Engineering
College, Ghaziabad (Mechanical Engineering Department) for their valuable guidance
with their interest and valuable suggestions brightened us.

Page | 5
ABSTRACT
Since the discovery of tires, amelioration is being done in tires of a vehicle on a regular
basis for its improved life and its role in increasing vehicular safety. As we all know that
vehicle is the most important part of our life, because it helps us in traveling miles in a
few minutes. The air pressure of the tires needs to be maintained at ideal level for better
running of vehicle and for its safety purposes. So this system was introduced keeping in
mind the fuel consumption, vehicular safety and comfort. It maintains the required tire
pressure of vehicle, increases fuel efficiency and reduces tire wear thus increasing their
life and reducing the tire replacement time and cost. Significant aim of introducing this
system is to maintain ideal pressure in tires and when the pressure of tire goes below ideal
vale pressure gauge monitors it and the tire is inflated again. This paper provides a better
understanding for researchers and new learners on the working, advantages and
limitations of the “Automatic tire inflation system” used in tires of a vehicle.
Project is concerned about and to develop an “automatic tyre pressure inflation system”.
As we are aware that by drop of few pressure units in vehicle its results in the reduction in
mileage, tyre life, safety and performance. This system can be placed in every in
automobile under any operating condition, this will not only maintain the correct tyre
pressure but also increase tyre life, mileage and safety so we have fabricated this system
to inflate and deflate the tyre automatically by using control units. This system is named
automatic because it checks the tyre pressure continuously using built control device and
accordingly gives alert signals to the driver about the tyre condition.

Page | 6
TABLE OF CONTENTS
CHAPTER 1
INTRODUCTION
1.1 Introduction
1.2 Problem Identification
1.3 Organization of Project Report
CHAPTER 2
LITERATURE SURVEY
2.1 Literature Review
2.2 History
2.3 Design Objectives
CHAPTER 3
PROJECT OVERVIEW
3.1 Frame Design
3.2 Design Consideration
3.3 Methodology
CHAPTER 4
PROJECT
4.1 3D CAD Modeling
CHAPTER 5
CASE STUDY
5.1 Trial Objective
5.2 Trial’s result
CHAPTER 6
ANALYTICAL CALCULATIONS
6.1 Calculation for Compressor.
6.2 Calculation for Air Valve Sizing..
6.3 Vibration Analysis: Deflections due to Resonance.

Page | 7
6.4 Determine the maximum angular velocity of the tire.
6.5 Determine the critical speed of the rotary joint shaft system.
6.6 Compare the critical speed with the maximum angular velocity.
CHAPTER 7
COMPONENTS OF INFLATION SYSTEM
5.1 Air Compressor
7.2 Wheel
7.3 Tyres
7.4 Flexible air hose
7.5 Quick Release Coupling
7.7 Rotary Joint
7.8 Pressure Switch
7.9 Motor
CHAPTER 8
8.1 System Working
CHAPTER 9
9.1 Advantages
9.2 Applications
CHAPTER 10
10.1 Result
10.2 Conclusions
10.3 Future Scope
10.4 References

Page | 8
LIST OF FIGURES
Figure no. Figure Page No
1 Tyre 8
2 Survey Record 12
3 Military Truck 13
4 Frame 14
5 Frame Layout 14
6 Air Compressor 16
7 Axle 17
8 Tyre 17
9 Bearing 18
10 Chain Spocket 18
11 GHZG Emission 23
12 Trial Summary 24
13 Compressor 30
14 Tyre Design 31
15 Coupling 32
16 Rotary joint 33
17 Motor 34

Page | 9
CHAPTER 1
1.1 INTRODUCTION
According to a study, approximately 80% of the vehicles on the road are driven with one
and more tyre under inflated. Tyre looses air during normal driving (especially after
hitting pot holes or curbs) and seasonal changes in temperature.
Fig-1
The vehicle can also lose one or two psi each month in winter and even more in the
summer and you can’t feel if they are properly inflated just by looking at them.
This is a system which is installed on the vehicle that enables the operator to adjust the
inflation pressure of individual tyre of the vehicle.
This system has three general goals:
a)TO DETECT: -If the air pressure in tyre has dropped (Continuously check the air
pressure in each tyre).
b) TO NOTIFY: -If there is any dropped in the air pressure in any tyre.
c)TO INFLATEDEFLATER -In case of over pressure or under pressure the tyre
pressure is maintained inflate the tyre to the required level if there is a drop in the tyre
pressure and there has to be an air supply as well as check wall that opens only when
needed.

Page | 10
It consists of compressor, which supplies air and air tank is used to stored air at
constant pressure. This pressurize air can be filled into tyres through flexible ducting
with the help of rotary bearing. The pressure conditions are achieved by pressure
gauges.
The mode of transport is one of the most important criterions these days. The vehicles
safety is thus essential. Accidents are also increasing at a quick pace. There are several
factors which causes these accidents. The improper inflation of tyres is one among
them. Tyres lose air through normal driving (especially after hitting pot holes or curbs),
permeation and seasonal changes in temperature. When tyres are under inflated, the
tread wears more quickly. Under inflated tyres get damaged quickly due to overheating
as compared to properly inflated tyres. The under- inflation also causes a small
depreciation in the mileage as well.
Above all the vehicles running with under inflated tyres can cause accidents.
Thus to rectify all these defects we are using self inflating systems. The pressure
monitoring systems in such systems helps in monitoring the tyre pressure constantly.
The system which contains sensors feed the information to a display panel which the
driver can operate manually. The electronic unit controls all the information. The
source of air is taken from the vehicles air braking system or from the pneumatic
systems. Thus it helps in re-inflation of the tyres to proper pressure conditions.
Under-inflated tyres increase rolling resistance, which can not only reduce fuel economy,
but can also wear out tyres and reduce vehicle safety through poor handling. Maintaining
correct tyre pressures and monitoring for uneven tyre wear (which can be caused by poor
wheel alignment) can help to ensure optimum vehicle performance.
Central tyre inflation (CTI) systems offer one solution to managing tyre pressure, by
automatically maintaining tyre pressures within a pre-determined range. Commonly used
in off-road vehicle applications, CTI systems are primarily installed for their safety
benefit (e.g. reducing tyre blow-out) and extending tyre life.

Page | 11
1.2 Problem Identification:
As we are aware that maintenance of correct tyre pressure is extremely important for the
enhancement of tyre life. Due to drop in the pressure the tyre goes underinflated and
reduces fuel economy, quickest tyre wear, not proper rolling, discomfort ride etc.
So to solve out all these problems we make an automatic tyre inflation system, which will
properly inflate the tyre all the times.
1.3 Organization of Project Report:
The rest of the project report organization is as follows. Topic 2 describes the
history of inflation system. It also specifies the methodology of our project. Topic 3
onwards the report describes the Project Overview. Topic 4 describes various steps
involves in designing of Inflation system and it also explains about 3D modeling. Topic 5
is the case study of this Project. Topic 6 describes about analytical calculations. Topic 7
gives a brief detail about Components of this Project. Topic 8 explains about the working
of the Project. Topic 9 tells about the Advantages and Applications of the Project. Topic
10 describes the Result, Conclusion, Future Scope and References of the Project.

Page | 12
CHAPTER 2
LITERATURE SURVEY
2.1 Literature Review
Over a period of 12 weeks in 2013 a trial was conducted involving two cement tankers in
NSW, Australia. For the first 6 weeks this system was turned on in both tankers and for
another 6 weeks this system was turned off and graphs are prepared which shows that
trucks with this system was in good condition like average vehicle idle time, average
vehicle time spent using power take off, Avg. Emission and fuel combustion.
We also carried out a survey of different people and asked them when they inspect their
tyre pressure, the report is as follows:-
5.40% - 6 Monthly
8.10 % - Bi-Monthly
24.32% - Monthly
13.51 % - 5-10 days
43.24 % - Weekly
5.40% - 3-5 Days
Fig-2

Page | 13
The problems they were facing were tyre wear, time and efforts to check as well as fill
the correct air pressure. Also, some unprofessional guys do not fill the correct pressure in
the tyre which leads to over inflation or under inflation on the tyre. To overcomes all
these our system is the best suitable system also, in summer days, when we drive, the
temperature of the tyre increases rapidly, consequently, the heated air inside the tyres
expands and its pressure rises quickly, which can lead to a tyre blowout with disastrous
consequences. So, therefore, to maintain the correct tyre pressure in any weather
condition, we must enable this system.
2.2 History
CTIS was first used in production on the American DUKW amphibious truck which was
introduced in 1942.
The Czech heavy military 8x8 truck Tatra T813's central inflation and deflation system
was designed to maintain pressure even after multiple bullet punctures. Military Tatra
trucks are equipped with CTIS as standard.
From 1984, GM offered CTIS for the Chevrolet Blazer and various pick-ups. Several
trucks used by the U.S. military also have CTIS (e.g. the HMMWV and its civilian
counterpart, the Hummer H1). The feature is also common in Soviet and Russian military
trucks.
Fig-3
(Tatra T813 prototype had CTIS already in 1960, it later became standard for all Tatra military trucks.)
2.3 Design Objectives
The overall goal of our design project is to develop a system 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.

Page | 14
CHAPTER 3
PROJECT OVERVIEW
3.1 Frame Design:
Fig-4
Fig-5

Page | 15
3.2 Design Consideration:
We used SOLIDWORKS software to design a three dimensional model of the Frame.
This software allowed our team to visualize the design in 3-D space and reduce errors in
fabrication. The main criterion in Frame design was to achieve perfect balance between
the axle and frame, and compact dimension to achieve the required weight and torsional
rigidity criteria.
3.3 Methodology
This project started with discussion with project guide about design. This discussion
covering project overview and throw out opinion that related about title and instruct to
proposed a certain design and concept before go up to next step. Then start to make and
decide the best idea about the title. Before that, literature review and research about title
is the important point to get the best idea. Then study and make a lot of investigation
about conventional air filling system. This includes a study about concept of conventional
air filling system, process to fabricate, and material. These tasks have been done through
study on the internet, books, and others information.
After gather and collect all related information and obtain new idea and knowledge about
the title, the project would continue with the design process. In this stage, the knowledge
and idea should throw out in sketching process. After several design sketched, the best
design would be choose among previous design so that we could carry on designing
process. Then the selected design would be transfer to engineering drawing using CAD
software in order to for analysis process. After that material preparation which is has been
confirm initially. Purpose of this process is to determine the suitable and follow the
product and design requirement. This process covering purchased material, measuring
material and cutting off based on requirement. Here, this process is important because the
material would determine whether our product in way to failure or otherwise.
After all the drawing and material preparation done the next process is a fabrication
process. This process based on dimension has been determined from drawing. During this
process, all the manufacturing process which is suitable could be used such as drilling
process, thread using lathe machine, welding process and cutting material using disc
cutter. Analysis stage has been implemented before fabrication stage. The evaluation is by
considering the strength, portable, durability, safety and others. After all process above
done on schedule without any problem such as product defect all material for report
writing is gathered.

Page | 16
CHAPTER 4
3D CAD MODELLING
1) Frame:
Fig-6
2) Air Compressor:
Fig-7

Page | 17
3) Axles:
Fig-8
4) Tyre:
Fig-9

Page | 18
5) Bearing:
Fig-10
6) Chain and Sprocket:
Fig-11

Page | 19
CHAPTER 5
CASE STUDY
5.1) Trial Objective
The objective of this trial was to assess the economic and environmental performance of
automatic central tyre inflation in B-double regional line haul applications.
This trial involved an in-field assessment of two cement tankers operating regional
linehaul routes in NSW. The vehicles operated over an average of 12 week between
February 2013 and May 2013. Both trial vehicles underwent a monitoring period of 6
weeks with the CTI system turned on. This was followed by a 6-week period with the
CTI system turned off. In order to ensure that the operation of each vehicle was directly
comparable before and after the intervention, data loggers were fitted to each vehicle to
capture key descriptors of vehicle operation.
Specifically, information was collected in relation to:
 AVERAGE SPEED: average speed (km/h)
. IDLE TIME: time spent at idle.
 PTO: time spent using power-take-off.
 STOPPING INTENSITY: number of stops per kilometer travelled.
 FUEL CONSUMPTION: total fuel consumed (L).
5.2) Trial’s result
A summary of the results for each of the trial vehicles when using automatic tyre inflation
is provided in Table 1. Comparison of the fuel consumption data revealed that when using
a CTI system changes in fuel efficiency ranged from a 1.22% fuel use reduction in Truck
2, to a 0.84% fuel use increase in Truck 1. Of the two trial vehicles, Truck 2 provided a
stronger argument in support of CTI producing fuel savings, despite more idling and more
PTO use during the CTI period. Combined, the average fuel efficiency benefit was 0.19%
(Figure 5). Analysis of the GHG performance (Figure 6) mirrors the fuel trend: GHG
emissions generated by the trial vehicles were, on average, 0.19% lower than before the
monitoring intervention.

Page | 20
Figure 1
Comparison of average vehicle speed across the trial period
Truck1
Truck2

Page | 21
Comparison of average vehicle engine load across the trial period
Truck 1 and Truck 2
Comparison of average vehicle idle time across the trial period

Page | 22
Comparison of average vehicle PTO time across the trial period

Page | 23
Figure 5
Comparison of average vehicle fuel consumption across trial period
Figure 12
Comparison of average vehicle GHG emissions across the trial period

Page | 25
CHAPTER 6
ANALYTICAL CALCULATIONS
6.1 Calculation for Compressor:
 Calculation FOR Compressor Selection:
 For tyre pressure of 30 psi
• Where, 1 psi = 0.06895 bar
• Therefore,
 30 psi = 30*0.06895 bar
= 2.0685 bar
= 2.1 bar (approx.)
 Therefore, we are selecting 12V D.C., 5.5 bar
compressor for tyre pressure of 30psi
6.2 Calculation for Air Valve Sizing:
Assumingpressure dropandnegligible pressure leaks,industry technical bulletin [11] proposed
equation6 and7, dependingon pressure drop,todeterminecoefficient of flow (Cv), where G is
the specificgravityrelativeto air at atmospheric condition, T is the temperature of gas through
the valve inFahrenheit,P1andP2 are inletandoutletpressure inPSIrespectively, and ΔP is the
pressure dropthroughthe valve in PSI as 27 well. Equation 6 is used if pressure drop across the
valve islessthanhalf of the inlet pressure, and equation 7 is used if the pressure drop exceeds
half the inletpressure.Inthe case where pressure dropexceedshalf the inletpressure, the flow
rate is limited by super-sonic flow and therefore only depends on the inlet pressure.

Page | 26
6.3) Vibration Analysis: Deflections due to Resonance:
In performing the vibration analysis, one potential failure mode of the rotary joint system
that was identified dealt with excessively large deflections of the CV joint shaft to which
the rotary joint is attached. These large deflections would only occur if the angular
velocity of the tire (and hence CV joint shaft) matched the natural frequency of the rotary
joint and shaft system, or more specifically, if
ωn = ωtire
Where ωn is the natural frequency of the rotary joint-shaft system and ωtire is the
angular velocity at which the tire is operating. The condition that leads to large shaft
deflections is known as resonance, and if this occurs, catastrophic failure due to shear is
likely. In order to alleviate this problem, the natural frequency of the system (also known
as the critical speed) should always be significantly above the angular velocity of the tire,
or more specifically,
ωcrit > ωtire
Where ωcrit is the critical speed of the rotary joint shaft-system and tire represents the
same quantity previously mentioned. This design problem has been modeled based on the
following assumptions:
1. The CV joint shaft can be considered as a solid steel cylinder.
2. Only half of the rotary joint (the portion located on the CV joint shaft) rotates; the
other half, which is attached to the spindle at the base of a vehicle strut, is stationary.
3. The rotating portion of the rotary joint can be modeled as an aluminum “rotating disk”
with initial dimensions as indicated in the CAD drawing And The mass eccentricity
introduced by the presence of the air tube connection can be considered negligible for
this specific problem.
4. The vehicle (and hence tire) speeds cannot exceed 60 KMPS, which corresponds to
the “worst case” design scenario. 5. The tires can be modeled as P205/65/15 grade as
used on the Toyota Camry.
The procedure of this analysis can therefore be summarized as the following:
1. Determine the maximum angular velocity of the tire.
2. Determine the critical speed of the rotary joint shaft system.
3. Compare the critical speed with the maximum angular velocity. If the critical speed
exceeds the maximum angular velocity, then the design criterion is satisfied. If the
critical speed is less than 28 the maximum angular velocity, then the dimensions of the

Page | 27
rotary joint must be changed such that the critical speed exceeds the maximum angular
velocity.
The first item needed to calculate the angular velocity of the tire is the radius of the tire.
Knowing the grade of the tire for this application, the radius can simply be found by
Where w(tire) refers to the width of the tire in inches, drim refers to the diameter of the
rim in inches, and rtire refers to the radius of the tire in inches. Note that the coefficient
of the w(tire) term is merely the aspect ratio relating of the height and width of the tire,
which is stated in the tire grade. With w(tire)=205 mm and d(rim)=15 inC, the radius of
the tire is
The angular velocity of the tire is then expressed as the following:
Where V(tire) is the velocity of the tire in mph, r(tire)is the radius of the tire in inches,
and ω(tire) is the angular velocity of the tire in rpm. With V(tire)=37.5 mph and
r(tire)=12.75 in, the angular velocity of the tire is
In determining the critical speed of the rotary joint-shaft system, the first step is to
determine the stiffness of the shaft. This quantity can be found by

Page | 28
Where E is the elastic modulus of the shaft in kpsi, A shaft is the cross-sectional area of
the shaft in square inch, L(shaft)is the length of the shaft in inches, and k is the stiffness
of the shaft in lbf/in. With E=30,000 kpsi and L(shaft)=40 in, the stiffness of the shaft is
The next phase is to calculate the mass of the rotating portion of the rotary joint
according to the equation
Where ρ is the density of the disk in lbf/cubic inch, V(disk) is the initial volume (given in
CAD drawing) of the disk in in3 , g is the gravitational acceleration in ft/s2 , and m is the
mass of the disk in lbf·s2 /ft. With ρ =0.098 lbf/cubic inch, the mass of the disk is
(NOTE: Detailed volume calculation omitted due to excessive length)
Finally, the critical speed of the rotary joint-shaft system can be determined by
Where k and m are the same quantities calculated above and ω(crit) is the critical speed of
the system in rpm. With k=7.36 x 105 lbf/in and m=0.02 lbf·s2 /ft, the critical speed of
the system is

Page | 29
Because the critical speed is on the order of 100 times greater than the maximum angular
velocity of the shaft, it can be stated that the rotary joint-shaft system is more than
sufficiently stable. An optimization on this to reduce the critical speed from an apparent
“over-design” situation is made possible by increasing the mass via increasing the overall
size of the rotary joint.
CHAPTER 7.
COMPONENTS OF INFLATION SYSTEM
These are the components and specification used for the manufacture of the project
a) Air Compressor
b) Wheel
c) Tyre
d) Flexible Air Hose.
e) Quick Release Coupling.
f) Axle.
g) Rotary joint.
h) Pressure Switch.
i) Motor
A) AIR COMPRESSOR:
An air compressor is a device that converts power (using an electric motor, diesel or
gasoline engine, etc.) into potential energy stored in pressurized air (i.e., compressed air).
By one of several methods, an air compressor forces more and more air into a storage
tank, increasing the pressure. When tank pressure reaches its upper limit the air
compressor shuts off. The compressed air, then, is held in the tank until called into use.
The energy contained in the compressed air can be used for a variety of applications,

Page | 30
utilizing the kinetic energy of the air as it is released and the tank depressurizes. When
tank pressure reaches its lower limit, the air compressor turns on again and re-pressurizes
the tank.
 The system uses compressor to get the air from atmosphere & to compress it to a
required pressure. A 12V DC compressor has being used in our system. It is
perfect for cars, bikes and inflators. It operates from the cigarette lighter socket of
a DC- 12V.
 Proper design has been set up for installing hose and cord. It is ideal for inflating
all vehicle tires and other high-pressure inflatable's. The following table shows the
specification of our portable compressor
Operating Pressure Range
(psi)
0-150psi
Voltage Supply 12 V DC
Weight 2 kg
Current 15 amp
Fig-14
 Calculation FOR Compressor Selection:
 For tyre pressure of 30 psi
• Where, 1 psi = 0.06895 bar
• Therefore,
 30 psi = 30*0.06895 bar

Page | 31
= 2.0685 bar
= 2.1 bar (approx.)
 Therefore, we are selecting 12V D.C., 5.5 bar
compressor for tyre pressure of 30psi
B) WHEEL:
It is a circular component that is intended to rotate on an axle bearing.
Tires are mounted onto wheels that most often have integral rims on their outer edges to
hold the tire. Automotive wheels are typically made from pressed and welded steel, or a
composite of lightweight metal alloys, such as aluminum or magnesium. These alloy
wheels may be either cast or forged. The mounted tire and wheel assembly is then bolted
to the vehicle's hub. A decorative hubcap and trim ring may be placed over the wheel.
C) TYRE:
Fig-15
A tire (American English) or tyre (British English) is a ring-shaped vehicle component
that covers the wheel's rim to protect it and enable better vehicle performance. Most tires,
such as those for automobiles and bicycles, provide traction between the vehicle and the
road while providing a flexible cushion that absorbs shock.
The materials of modern pneumatic tires are synthetic rubber, natural rubber, fabric and
wire, along with carbon black and other chemical compounds. They consist of a tread and
a body. The tread provides traction while the body provides containment for a quantity of
compressed air. Before rubber was developed, the first versions of tires were simply
bands of metal that fitted around wooden wheels to prevent wear and tear. Early rubber
tires were solid (not pneumatic). Today, the majority of tires is pneumatic inflatable
structures, comprising a doughnut-shaped body of cords and wires encased in rubber and
generally filled with compressed air to form an inflatable cushion. Pneumatic tires are

Page | 32
used on many types of vehicles, including cars, bicycles, motorcycles, trucks, heavy
equipment, and aircraft. Metal tires are still used on locomotives and railcars, and solid
rubber (or other polymer) tires are still used in various non-automotive applications, such
as some casters, carts, lawnmowers, and wheelbarrows.
D) FLEXIBLE AIR HOSE:
It is kind of hollow tube which is used to transport air from the compressor to the tyre
and it is flexible due to which it can easily transport.
E) QUICK RELEASE COUPLING:
A quick connect fitting, also called a quick disconnect or quick release coupling,
is a coupling used to provide a fast, make-or-break connection of fluid transfer lines.
Operated by hand, quick connect fittings replace threaded or flanged connections, which
require wrenches. When equipped with self-sealing valves, quick connect fittings will,
upon disconnection, automatically contain any fluid in the line.
Fig-16
F) AXLE:
An axle is a central shaft for a rotating wheel or gear. On wheeled vehicles, the axle
may be fixed to the wheels, rotating with them, or fixed to the vehicle, with the wheels
rotating around the axle In the former case, bearings or bushings are provided at the
mounting points where the axle is supported. In the latter case, a bearing or bushing
sits inside a central hole in the wheel to allow the wheel or gear to rotate around the
axle. Sometimes, especially on bicycles, the latter type axle is referred to as a spindle.
G) ROTARY JOINT:

Page | 33
A rotary union or swivel joint is a mechanism used to transfer fluid (under pressure or
vacuum) from a stationary inlet to a rotating outlet, preserving and isolating the fluid
connection. Also referred to as rotary joints, rotary couplings, fluid swivels or swivel
joints; rotary unions are engineered to endure a large range of temperature and pressure
for a variety of conditions and environments. In addition, rotary unions may integrate
multiple independent flow connections (passages) and handle diﬀerent types of media
simultaneously. Rotary unions typically function by connecting to an input and securing
onto another mechanism by allowing a moving connection to be preserved. Rotary unions
are utilized in a variety of rotary application from compact unions for the semiconductor
industry to large, rugged-duty fluid swivels for industrial variety of applications.
Additionally, materials, sealing technology, and bearing types can be incorporated.
Fig-17
H) PRESSURE SWITCH:
A pressure switch is a form of switch that closes an electrical contact when a certain set
fluid pressure has been reached on its input. The switch may be designed to make contact
either on pressure rise or on pressure fall. Pressure switches are widely used in industry to
automatically supervise and control systems that use pressurized fluids.

Page | 34
I) ELECTRIC MOTOR:
Direct current electrical energy into mechanical energy. The most common types rely on
the A DC motor is any of a class of rotary electrical machines that converts forces
produced by magnetic fields. Nearly all types of DC motors have some internal
mechanism, either electromechanical or electronic, to periodically change the direction of
current flow in part of the motor.
Fig-18
SPECIFICATIONS:
 The specifications and material used for manufacturing of different components
are as follows :
Sl. No. Description Specifications
(1). Compressor 80 psi (5.516 bar)
12V D.C.
(2). Rotary Joint Size= ½, Pressure=
10kg/cm2
(3). Pressure Sensor Pressure range= 0-
100 psi
(4). Bearing Roller bearing
,Carbon Steel
(5). Chain Sprocket No. of teeth =18,
Carbon steel
(6). Shaft Carbon Steel
(7). Frame 75*60*50, Mild
Steel
(8). Wheel Auto-rickshaw

Page | 35
Wheel
(9). Hoses Polyvinyl chloride
(PVC)
(10). DC motor 12V DC ,100rpm

Page | 36
CHAPTER 9.
ADVANTAGES AND APPLICATIONS OF THE PROJECT
9.1) ADVANTAGES:
There are many important positive points of this system as explained below;
1. The main advantage is that you don’t require to check tyre pressure daily, it saves the
time of air filling.
2. This will reduce the tyre wear because of uniform pressure in the tyres.
3. The cost of the system is optimized, but increases safety, comfort and efficiency.
4. The weight of the system is very less so one can use in cars, buses etc.
5. With this you don’t have to stop in that area, which is not safe for you, when a tyre
gets punctured.
6) Reduced tyre blowouts since tyres remain at the proper inflation level at all times.
7) Reduce maintenance cost and time efficiency.
8) Reduce human efforts.
9) Increase the vehicle efficiency.
10) Increase the life span of tyre
11) Avoids accidents and fatality.
9.2) APPLICATIONS:
1) It can be used in military vehicles.
2) It can be used in emergency vehicles like ambulance, police vehicles and fire vehicles.
3) It can be used in trucks and trailers.
4) It can be used in very costly vehicles where maintenance of standard is important.
5) It can be used in sports cars as there is need of regular checking of air pressure in
tyres.

Page | 37
Chapter 10
10.1) RESULT
Proper tire pressure thus always helps to improve the tire life, attains greater braking
efficiency, improved ride quality and cargo safety due to reduction in the vehicle
vibrations, improved vehicle mobility due to the increase in traction when tire pressures
are lowered. When the required pressure in the tire is reached, the buzzer will indicate it
to the driver and the solenoid valve will shut off the air supply to the tire. Thus on
implementing the Tire pressure inflation system to the four wheeler vehicle, the system
will helps the driver to regulate and maintain proper pressure inside the tires. The
development of Tire pressure inflation system (TPIS) has proven that the users inflate
their tires more frequently at home over the weekends and found to be as an easier
application towards sustaining correct tire pressure at all times. Its ability to relief
excessive air from over inflated tire is also fully utilized as hooking up Automatic tire
pressure inflation system to the value without any other devices are taken as advantage.
The tire pressure inflation system is working with satisfactory conditions.
10.2) CONCLUSION
We can conclude that this system ensures us that each and every tyre is properly inflated
to the proper tyre pressure throughout the journey and it also improves tyre life, reduces
tyre wear, increases fuel efficiency and also increases the overall safety of the vehicle, it
also monitors the tyre pressure constantly, provide us the proper inflation and deflation of
the tyre, and helps in providing a comfortable ride with better mileage.
10.3) FUTURE SCOPE
Michelin is working with several other companies to develop an active pressure-
management system called TIPM (Tyre Intelligent Pressure Management), due to be
available sometime in 2005. This system has a compressor that automatically adjusts the
pressure in each tyre while the vehicle is in operation to compensate for leaks and slow-
leak punctures. The driver will be able to adjust the pressure depending on the desired
driving mode: comfort, sporty, all-terrain or over-obstacle. There are at least two other
systems in the early development stages that are oriented toward the consumer market the
En-tyre system and the Cycloid Air Pump system. The entire self inflating system uses a
valve that pulls in air from the atmosphere. It then pumps the air into the under-inflated
tyre using a peristaltic-pump action. The goal is to constantly maintain a specific
pressure.

Page | 38
10.4) REFERENCES
[1] Inderjeet Singh, Bhupendra Pratap Singh, Hari Shankar Sahu, Raunak Chauhan,
Novel Kumar Sahu. To Study on Implementation of Tyre Inflation System for
Automotive Vehicles. Volume 5 Number 4 2016.
[2] Ajas.M.A, Aishwarya.T.G, Adersh Vinayak, Surya Balakrishnan, Janahanlal P.S.
Tire Pressure Monitoring and Air Filling System. International Journal of Research in
Engineering and advanced Technology. Volume 2 Number 2 2014.
[3] Hemant Soni, Akash Lahurgade, Sourabh Relkar, SourabhBadhulkar. Automatic Tire
Inflation System. Golden Research Thoughts Volume 3 Number 10 2014.
[4] www.tiresizecalculator.com
[5] T Pletts, Literature Review on Central Tyre Inflation System July 2006.
[6] www.engineeringtoolbox.com
[7] www.wikipedia.org/wiki/Central_tire_inflation_system
[8] Kunjan Shinde, Sagar Asari, Vighnesh Nayak, Pranav Kadam and Anand Dalvi
(Project on Vehicle Automation) Automatic Tire Inflation System.
[9] Tawanda Mushiri, Allan T.Muzhanje, Charles Mbohwa. A Literature review on
Design of an automatic tyre pressure inflation for small vehicles.
[10] Harshal Junankar, Vishnusagar Bihare, Nishant Giradkar, Chetal Gupta. A review:
Automatic Tire Inflation System, International Journal for Scientific Research and
Development. Volume 3 Number 1, 2015

Btech final year project automatic tyre pressure inflation system.

More Related Content

What's hot (20)

Similar to Btech final year project automatic tyre pressure inflation system. (20)

More from Ankit Gupta (6)

Recently uploaded (20)

Btech final year project automatic tyre pressure inflation system.