Fabrication of Automatic Tyre Pressure Inflation System

CHAPTER 1

INTRODUCTION
There have been a notably increasing number of inconveniences let alone untimely
expenses caused by tyre problems, including and not limited to increased fuel consumption.
Majority of scenarios have been where one fails to make it to work or to an appointment in
time due to a flat tyre and on top of that is forced to fish out money to get the car operational
again simply due to tyre pressure issues. Many drivers do the routine of passing through a
pressure refilling point every morning before they get to work which is a both inconvenient
and expensive way to maintain tyres, and as such some drivers choose to ignore under
inflated tyres. Unfortunately they do not know that in doing so they increase the overall fuel
consumption of the vehicle. The instauration of a proper and automated tyre pressure
inflation system would be an innovational advent that would answer to the many vehicle
hustles related to tyre pressure systems currently being faced, incidentally reducing tyre
repair costs by 28%. The under inflation of vehicle tyres attribute to high maintenance cost of
the tyres, elevated fuel consumption and inconveniences or holdups to the user which has
negative effects on finances and it causes delays to work and other appointments.

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 tyre and 36% of
passenger cars have at least one tyre that is 20% or more under-inflated. Often pressure loss
in tyres 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 F, tyre pressure drops by 1 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. 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 tyre pressures
for certain conditions, difficulty finding an air pump, lack of pressure measuring device, and

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Fabrication of Automatic Tyre Pressure Inflation System

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.

1.1 EFFECT OF TYRE PRESSURE ON VEHICLE

Proper air pressure in a tyre helps to distribute the weight of a vehicle evenly across
the tyres tread pattern, so the tyre (and the vehicle) is at its most stable. When a tyre is
under-inflated or over-inflated, it loses stability, negatively affecting handling, cornering, and
stopping. Eventually the tyre will also start to wear unevenly.

Figure 1.1: Tyre Wear Patterns Observed For Different Tyre Inflation Pressures

Under-inflated tyres tend to show wear on the outside edges of the tread as shown in
fig, while overinflated tyres show wear down the middle of the tread. With incorrect inflation
pressure more tyre wear and thus there is a need to change tyre quickly.

The main motivation for properly inflated tyre is to distribute the vehicle load evenly
across the tyre footprint thereby providing good contact with the road, passenger comfort,
responsive handling and uniform tyre wear. It should be remembered that it is the air pressure
inside the tyre that supports the weight of the vehicle. Two situations can arise with
improperly inflated tyres namely, under-inflated and over-inflated.

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In the case of under-inflated tyres, the tyre life could be reduced considerable if the
tyre pressure is maintained low for long periods of time. Tyre manufacturers Michelin and
Goodyear have claimed a reduction in tyre life of up to 30% if tyres are operated 20% below
recommended pressure. Tyre also bends and distorts more, resulting in over-heating and
increased RR. In a test conducted, it was even found that the vehicle was a few seconds
slower around a track on under-inflated tyres, with drivers reporting a detached feeling from
the vehicle in the corners. For the over-inflated case, the tyre could sustain damage when
riding over road surface irregularities such as potholes and bumps. Passenger comfort is also
marginally compromised. Increasing the tyre pressure results in a decrease in tyre-road
contact area, resulting in slightly poorer traction and braking capabilities. Figure 1.1 shows
typical tyre wear patterns observed for under-inflated, recommended and over-inflated tyres.

An under-inflated tyre tends to wear at the shoulders more than at the center, since the
pressure is not sufficient at the tyre center to bear the load. For over-inflated tyres, the wear
is severe along the center due to bulging of the tyre. Proper tyre pressure becomes
particularly important in wet weather conditions from a safety point of view. Tread depth,
tyre footprint size and tread design play a vital role in determining the hydroplaning
characteristics and wet traction performance of a tyre. From a series of test conducted by
Michelin it was concluded that the tyre pressure plays an important role in determining the
tyre's contact patch surface area, especially at increasing vehicle speeds. Tests revealed that
an under-inflated tyre would hydroplane at speeds lower than well inflated tyres for the same
height of standing water.

1.2 INFLATION PRESSURE:

Tyres are specified by the vehicle manufacturer with a recommended inflation
pressure, which permits safe operation within the specified load rating and vehicle loading.
Most tyres are stamped with a maximum pressure rating. For passenger vehicles and light
trucks, the tyres should be inflated to what the vehicle manufacturer recommends, which is
usually located on a decal just inside the driver's door or in the vehicle owners handbook.
Tyres should not generally be inflated to the pressure on the sidewall; this is the maximum
pressure, rather than the recommended pressure.

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Inflated tyres naturally lose pressure over time. Not all tyre-to-rim seals, valve-stem-
to-rim seals, and valve seals themselves are perfect. Furthermore, tyres are not completely
impermeable to air, and so lose pressure over time naturally due to diffusion of molecules
through the rubber. Some drivers and stores inflate tyres with nitrogen (typically at 95%
purity), instead of atmospheric air, which is already 78% nitrogen, in an attempt to keep the
tyres at the proper inflation pressure longer. The effectiveness of the use of nitrogen vs. air as
a means to reduce the rate of pressure loss is baseless, and has been shown to be a bogus
marketing gimmick. One study noted a 1.3 psi (9.0 KPA; 0.090 bar) difference (from an
initial pressure of 30 psi (210 KPA; 2.1 bar) for air-filled vs. nitrogen-filled tyres. The test
showed an average loss of 2.2 for the nitrogen filled tyres compared to 3.5 for the air filled
tyres. However, the statistical significance of the test was not given as no t-test nor p values
were reported. And they do note that the loss in both the nitrogen filled tyres and the air filled
tyres mean that tyre pressures should be checked regularly.

The tyre contact patch is readily changed by both over- and under inflation. Over
inflation may increase the wear on the center contact patch, and under inflation will cause a
concave tread, resulting in less center contact, though the overall contact patch will still be
larger. Most modern tyres will wear evenly at high tyre pressures, but will degrade
prematurely if underinflated. An increased tyre pressure may decrease rolling resistance, and
may also result in shorter stopping distances. If tyre pressure is too low, the tyre contact
patch is greatly increased. This increases rolling resistance, tyre flexing, and friction between
the road and tyre. Under-inflation can lead to tyre overheating, premature tread wear, and
tread separation in severe cases

1.3 TYRE MANUFACTURING

A tyre is a ring-shaped vehicle component that covers the wheel's rim to protect it and
enable better vehicle performance. Most tyres, 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 tyres 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

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compressed air. Before rubber was developed, the first versions of tyres were simply bands
of metal fitted around wooden wheels to prevent wear and tear. Early rubber tyres were solid
(not pneumatic). Today, the majority of tyres are 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 tyres are used on many types of
vehicles, including cars, bicycles, motorcycles, buses, trucks, heavy equipment, and aircraft.
Metal tyres are still used on locomotives and railcars, and solid rubber (or other polymer)
tyres are still used in various non-automotive applications, such as some casters, carts,
lawnmowers, and wheelbarrows.

1.4 TYPES OF TYRE WEAR

1.4.1 One Sided Wear

The most frequent cause of one-sided wear is a wheel geometry in deviation of
specifications. These deviations develop over time and are the price the driver pays for bad
driving habits, for example, kern mounting.

Lowering a vehicle in conjunction with low-profile tyres can also negatively affect
wheel alignment. The modified lever arms (e.g. less rim offset after retro fitting) encourage a
tendency for the alignment of the wheels to deviate during driving from the specified data.

This might go unnoticed as all wheel alignment values are still found to be within
tolerance limits when measured statically on the axle measurement bench. The result may be
an increase in non-uniform wear.

Fig 1.2 One Sided Wear

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1.4.2 Wear In The Tread Centre:

This wear pattern is found on powered wheels of highly motorized vehicles. Even
todays mid-range cars have modern engines generating high levels of torque and capable of
producing high degrees of slip. These high torque levels, during strong acceleration or in
stop-start urban traffic, or when accelerating away from traffic lights, can quickly increase
wear of the tread centre. For safety reasons, the tyre inflation pressure must not be allowed to
drop below the vehicle manufacturers recommendation.

Fig 1.3 Wear In Tread Centre

1.4.3 Diagonal Spot Wear:

Diagonal spot wear runs at a angle of about 45 to the circumferential plane. It
usually occurs on the circumference of the tyre only once, although multiple instances are
also known. Vehicles affected are usually front wheel drive. Spot wear is restricted more or
less to no powered wheel positions, especially the rear left position. Some vehicle models are
particularly susceptible to spot wear, while others are not affected at all. The effect is
aggravated by high toe-in values. This is because the toed-in tyre rolls at a slip angle, even
when the vehicle is travelling straight ahead. The result is diagonal warping in the tyre/road
contact zone. Toe-in values at the lower end of the manufacturers tolerance range are best as
far as wear is concerned. In the area with the most severe diagonal spot wear, certain
structural parts of the tyre often touch. Under inflation or shock absorbers that do not
function properly aggravate this type of wear.

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Fig 1.4 Diagonal Spot Wear

1.4.4 Saw-Tooth Wear:

Saw-tooth wear is a wear pattern caused under normal usage with normal
suspension settings. This is the outwardly visible (and audible) manifestation of various
distortional forces at work on the tread. To explain this, it is better to first say something
about tread design. Tread grooves and sipes a source of noise are absolutely essential in
ensuring safety on wet and flooded roads. In the case of low-profile tyres in particular, a
higher percentage of tread void is necessary to take up the water and to improve the
protection against aquaplaning. Cross-grooves for water drainage form freestanding blocks
in the shoulder area. These shoulder blocks can wear to leave the sawtooth pattern as a
result of rolling mechanisms under certain operating conditions.

Fig 1.5 Saw Tooth Wear

1.4.5 Braking Flat Spots

Braking flat spots are the result of full braking with locked wheels, causing the tyre
to lay rubber. There is no tread compound which can avoid the severe wear caused by
extreme braking maneuvers.

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1.6 Braking Flat Spots

1.5 SYSTEM DEVELOPMENT PHASES

Phase 0 Phase 1 Phase 2 Phase 3 Phase 4

Planning Concept Cost Fabrication Testing

Development Estimation

Fig 1.7 Development Phases

1.5.1 PLANNING PHASE

The planning activity is often referred as to phase zero, since it precedes the project
approval and launch of product approval process. This phase begins with corporate strategy
and includes assessment of technology development and market objectives. The output of
planning phase is project mission statement, which specifies the target market for the
product, business goals, key assumptions and constraint

1.5.2 CONCEPT DEVELOPMENT

In the concept development phase, the needs of target market is identified, alternative
product concepts are generated and evaluated, and one or more concepts are selected for
further development and testing .A concept is a description of the form, function and features
of a product and is usually accompanied by a set of specifications, an analysis of competitive
products and an economic justification of the project.

1.5.3 COST ESTIMATION

In this phase cost of each material is estimated and listed. Also selection of material
with low cost along with good quality.

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1.5.4 FABRICATION OF THE PRODUCT

In this phase, the product is fabricated. Products fabricated during this phase are
sometimes supplied to preferred customers and are carefully evaluated to identify any
remaining flaws.

1.5.5 TESTING
This phase includes testing of system performance, which include testing tyre
pressure while running condition as well as in stationary position of vehicle for different
times.

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CHAPTER 2

LITERATURE SURVEY

2.1Literature Survey:
Literature Survey including journals, conference proceedings, trade magazines,
government reports, market, consumer and product information about existing methodologies
has been carried out with the help of electronic searches. This search is conducted to identify
the different tyre pressure inflation systems existing in the market and also to find out similar
products in other areas, which will help the current product development. The patents survey
was also carried out to collect information about available patent pertaining to the area of
interest for study and understanding.

V.JeevaBharathi developed automatic tyre inflation and deflation system. This can
be placed in all automobiles while long drives and that can be utilized while climbing uphill
or down hills. It is very necessary for the every automobile to be cautious while driving
through long distances. So they have fabricated this machine to fill the air automatically by
using control units. In this project main function is suddenly the air is decreased to the
automobile vehicles the sensor signal alerted to the person when the use of air tank to fill the
air in the tyre. Then the air pressure is increased to the tyre in the vehicle it is same as the
process of indicating the sensor signal through the person when the use of solenoid valve to
reduce the excess air in the tyre.

Senthilraja applied the techniques to reduce the process time and human efforts of
the conventional manual air filling system. The system helps to reduce cost and
frictionbetween surface of tyre and road so that will reduce thewastage of tyre material. As a
result, Itwill increase the life of tyre. After fabrication of automatic tyre inflation system, the
result obtained that if the system utilization will be executed in proper by taking and
concerning all the relevant according to the project demand the process time, cost and human
efforts can be reduce in a great manner.

TawandaMushiri presented in their report the functions to restore the tyre pressure
on vehicles so that they are kept at optimum pressure levels, thus extending their life time at
the same time saving the owner from fuel costs and maintenance cost incurred with
underinflated tyres. It constitutes of a wind driven turbinecompressor unit which uses drag
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wind as source of drive to a turbine and quickly converts it to rotational energy which powers
a small compressor that feeds the tyre with pressurized air whenever the need arises. The
system is monitored and controlled by a Java/Android program which detects low pressure
and initiates compressor ON / OFF states. The system is environmentally friendly releasing
zero gases and is self-sustaining using independent power source from that of the vehicle
itself.

V.JeevaBharathi, D.Johny et al presented the theory on The Automatic tyre

inflation and deflation system is a Mechanical device which is widely used in automobile
works. The manual work increases the effort of the man power (operator) during the air
checking in vehicles. The Air Maintenance Technology system developed through this
project replenishes lost air and maintains optimal tyre cavity pressure whenever the tyre is
rolling in service, thus improving overall fuel economy by reducing the tyres rolling
resistance. Automation can be achieved through computers, hydraulics, pneumatics, robotics,
etc., of these sources, pneumatics form an attractive medium for low cost automation.

Hari Shankar Sahu, RaunakChauhan et al, The Tyre Inflammation System is

based on the idea to maintain uniform tyre pressure of an automobile and to reduce tyre wear,
increase fuel efficiency and increased overall vehicle safety.The main working principle of
the Tyre Inflation System is that the compressed air is passed through the rotary joint into the
nozzle fitted in Rim of the Wheel. The rotary joint thus allows the air to flow through itself
along with providing the rotary motion of the wheel assembly. Thus the rotary joint makes it
possible work out the idea. A compressor is used which gets its power supply from the
battery. When the pressure falls below desired level the compressor pumps air through the
rotary union to the Tyre and inflates it.

2.2 CASE STUDY ON AUTOMATIC TYRE INFLATION MANAGEMENT:

The aim of this study is to design and fabricate a system in which there is proper
inflation in the tyre at all times which produce fuel savings of 1-4% and increase tyre life by
up to 10%. A trial was done in this case paper involving two cement tankers in NSW
Australia operated over a period of 12 weeks in 2013. For first 6 weeks central inflation
system was turned ON in both tankers and for another 6 weeks central inflation system was
turned OFF in the both and graphs are prepared showing trucks with central inflated system
is good in conditions like average vehicle idle time, average vehicle time spent using power
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take off, average vehicle GHG emissions, average vehicle fuel consumption across the trial
period. 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 channeled 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

2.3 SURVEY ANALYSIS

Here administered a 27 question survey to potential users for this dynamically self-
inflating tyre system to gain an understanding of their knowledge regarding the topic as well
as to observe their preferences for certain aspects that can incorporate with the system.
Below is a list of the main points discovered from the results:
Only 4.3% of those surveyed check their tyre pressures on a weekly basis.
Only 5.3% of survey participants check their tyre pressures for fuel economy.
Most participants check their tyre pressures for safety reasons instead of tyre wear.
Those that do not check their tyre pressures either do not care or do not know the
correct pressures.
Roughly half of those surveyed have had their tyres replaced in the 3-4 year timeframe.
Almost half of those surveyed never check their tyre tread depth.
Those that do check their tread depths mostly check it for safety concerns.
Those that never check their tread depths either do not know the correct depth or do not
care. 70% of those surveyed drive on the highway a moderate amount (50% of all
driving done on highways).
48% of survey participants drive over the legal speed limit.
52% of those surveyed drive compact cars and the rest sports cars, trucks/SUVs, and
mid size cars.
66% care about vehicle appearance.
86% of survey participants listen to music/radio at a moderate to loud volume level.
Almost half of those surveyed get their vehicle service every 6 months and are mostly
willing to wait either 1 hour or 1 day depending on the type of service required.

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70% of survey participants would look to purchase a middle grade vehicle.

With regards to system override, people are most interested in being able to control the
pressures in each tyre.
Of all options presented to them, people mostly want a light to show them that the
system is turned on as well as a numeric display of the pressures in each tyre.
52% of those surveyed expect to see a return on investment for this device in 1 year.

2.4 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
tyres average tread life would drop to 68 percent of the expected tread life if tyre pressure
dropped from 35 psi to 17 psi and remained there. According to an unpublished study by
Goodyear, the average cost for a tyre $61.00, and the average tread life is 45,000 miles. Thus,
at an average cost of $61.00/tyre, and given as a circumstance that the owner keeps a vehicle
for 100,000 miles, the owner will have to change the tyres three times instead of twice. The
owner would then be paying $244 more for tyres, and in both situations, the most-recently
installed tyres will only have approximately 10,000 miles of use. Doran Manufacturing offers
more statistics regarding the effects of under-inflated tyres:
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 tyres 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 tyre pressures should
also increase accordingly to reduce rolling resistance.

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CHAPTER 3

OBJECTIVES AND METHODOLOGY

3.1 OBJECTIVES
The main objective of the present work is to develop and demonstrate automatic tyre
inflation system for two wheelers to overcome the difficulty of under inflation.
1) Maintains the required tyre pressure:
The function of the system is to maintain and adjust the pressure in all the tyres of
the system according to varying loading and driving conditions.
2) An Automatic System:
An automatic system further saves human energy & time in filling the air in tyres
when they are in under inflated conditions.
3) Builds a Low cost system:
The installation of such a system in vehicles is a low cost affair.

3.2 METHODOLOGY
The following steps were carried out to achieve the objective of the project work

Problem Identification
Concept Development
Prototyping

3.2.1 PROBLEM IDENTIFICATION:

Underinflated tyres overheat more quickly than properly inflated tyres, which cause
damage to tyres. To reduce this problem we are designing this system. As soon as a tyre
pressure goes under inflated, then a pressure sensor senses it and send it to the Controller
which activates the solenoid valve and air is filled up to proper inflation. To develop an
automatic air filling system which recognizes and fills air in respective tyre when its pressure
goes below the desired/required pressure (under inflated condition).

3.2.2 CONCEPT DEVELOPMENT

The concept of developing automatic tyre inflation system is as shown in below block
diagram. The arrangement of the components in a proper sequence enables it to infiltrate the

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air into the tyre and maintain a constant pressure. Some of the major components used to
develop the system are

12V DC compressor
12V 2/2 Solenoid Valve
Strain gauge type pressure switch
Analog type pressure gauge
Quick release rotary joint
12V dry battery
Flexible air hose
1/2 inch T- Valve

Fig.3.1 Block diagram of Automatic tyre inflation system

Working Principle

This mechanism works on the principle that the compressor supplies air to the tyre when the
vehicle is running as well as in stationary. The air from the compressor is supplied to the
rotary joint, from where the air is supplied to the tyre which is under-inflated because of the
implementation of rotary joint the air is easily supplied to the tyre without tangling the hoses.
An automatic compact air compressor, shutdown automatically when the required tyre
pressure is reached. In the process of automatic tyre inflation system as shown in fig. The
compressor is used to compress the air. The air is taken from the atmosphere and compressed
it at required pressure. There is ducting which is used connect to the compressor outlet port
and one end of the rotary joint. The compressed air is supplied to the rotary joint through the

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ducting. Two Pedestal bearings are used to support the axle of the assembly. Bearings are
fixed to the rigid supports via nuts and bolts. The axle is rotate on which wheel or rim is
mounted on one end. One end of coupler is connected to axle and other end is connected to
rotary joint.

A Compressed air is given to the 2/2 solenoid valve inlet through Air compressor.
The pressure switch is used to sense the tyre pressure. The required tyre pressure is set in the
pressure switch reading. This pressure switch is used to sense the current pressure and this
output signal is given to the solenoid valve. Whenever the tyre pressure is below the set valve
the pressure switch activate the solenoid valve. The compressed air goes to the tyre with the
help of quick release coupling which is used to rotating the wheel freely. Once the required
pressure is reached in the tyre, the pressure switch will deactivates the solenoid valve so that
the tyre pressure will be maintained in constant level.

3.3.3 Prototype

As per the concept developed and with the materials selected, a working model is
developed as show in figure. The working prototype is mounted on a real time bike (TVS
Super). This prototype is used to check its workability and performance for infiltrating tyre in
both static and dynamic conditions. It is mounted to the front tyre of the bike with little
modifications on the front side.

Fig 3.2 prototype

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CHAPTER 5

MATERIAL SELECTION
The following materials are selected to build the prototype as per the concept developed.

5.1 ROTARY JOINT

FIG 5.1 ROTARY JOINT

Rotary joint or a Rotary Union is a device that provides a seal between a stationary passage
and a rotating part. Stationary passage may be a pipe or tubing; whereas rotating part can be a
drum, spindle or a cylinder. Thus it permits the flow of the fluid into and/or out of the
rotating part. Generally the fluids that are used with the rotary joints and rotating unions are
air, steam, water, thermal oil, hydraulic fluids etc. A rotary union will lock onto an input
valve while rotating to meet an outlet. During this time the liquid and/or gas will flow into
the rotary union from its source and will be held within the device during its movement. This
liquid and/or gas will leave the union when the valve openings meet during rotation and more
liquid and/or gas will flow into the union again for the next rotation.

Specifications:

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5.2 12V DC COMPRESSOR

FIG 5.212V DC 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, 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.

Working voltage: DC12V

Rating power: 120W
Inflating Speed: 1.06 CFM
Min. Amp: 10 Amps
Maximum Amp: 15 Amps
LED flashlight: Bright Torch
Maximum Working Pressure 100 PSI
Display Units: KPA, PSI, BAR, KG/CM
The power cable is with a 15 amps fuse, and there is a backup fuse in the package.
Overheat protector will shut of the unit when it exceeds 167F

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5.3 12V 2/2 SOLENOID VALVE

FIG 5.312V 2/2 SOLENOID VALVE

A solenoid valve is an electromechanically operated valve. The valve is controlled by

an electric current through a solenoid: in the case of a two-port valve the flow is switched on
or off; in the case of a three-port valve, the outflow is switched between the two outlet ports.
Multiple solenoid valves can be placed together on a manifold.

The 3V110-1/8 is a pneumatic directional solenoid valve with a three-way operation

& three ports (P = Pressure, A = Outlet, EA = Exhaust for port A). Three-way, two-position
valves are generally used to fully extend a single acting (spring return) cylinder, or in
applications with similar operation.

Specifications:

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5.4 PRESSURE SWITCH

Fig.5.4 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.

Specifications:

Enclosure Plated Steel with ABS cover to IP:33 as per IS:13947 (Part-I), 1993
Sensing Element Photoshop Bronze Bellows
Switching Instrument Quality snap acting microswitch-SPDT contacts
Switch Rating 15A 250V AC
Repeatability / Accuracy + 2% FSR
Ambient Temperature 70 c
Process Temperature 100 c max
Prcess Connection 1/4" BSP (F)
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Fabrication of Automatic Tyre Pressure Inflation System

Cable Entry Suitable for Cable diaupto 14 mm OD

Mounting Surface/Panel

5.5 PRESSURE GAUGE

Fig 5.5 Pressure Gauge

Instruments used to measure and display pressure in an integral unit are called pressure
gauges or vacuum gauges. A manometer is a good example as it uses a column of liquid to
both measure and indicate pressure. Likewise the widely used Bourdon gauge is a
mechanical device which both measures and indicates, and is probably the best known type
of gauge.

Specifications:

Dial Size: 2-1/2" Dial Size (Crimped Casing)

Accuracy: +/- 3/2/3%
Scale: Dual Scale - PSI / Bar
Movement: Copper Alloy
Bourdon Tube: Copper Alloy
Window:Polycarbonate
Case: Stainless Steel case for protection in harsh environments
Connection: Copper Alloy Lower Mount; 1/4" NPT (for 2-1/2" dial)
Normal Ambient Temp.:-4F to +140F (-20C to +60C)
Liquid Filling:Glycerin oil filled to enhance the reliability and integrity; helps dampen the
effect of vibration and pulsation; lubricates the movement and extends the life of gauge.
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Fabrication of Automatic Tyre Pressure Inflation System

5.6 12V DC BATTERY

Fig 5.6 12V DC Battery

An electric battery is a device consisting of one or more electrochemical cells with external
connections provided to power electrical devices such as flashlights, smartphones, and
electric cars. When a battery is supplying electric power, its positive terminal is the cathode
and its negative terminal is the anode

Type: Dry
Voltage: 12V
Current: 12Ah

5.7FLEXIBLE AIR HOSE

Fig.8Flexible air hose

Air hoses are used in underwater diving, such as scuba diving, to carry air from the surface or
from air tanks or diving pumps to the diver. Air hoses are therefore a necessary part of
standard diving dress and any type of surface supplied diving equipment. They are an

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Fabrication of Automatic Tyre Pressure Inflation System

essential part of scuba diving equipment, used to deliver pressurised air from the first stage of
a diving regulator to the other components.

Specification:

Inner Diameter: 8 mm
Outer Diameter: 14 mm
Working Air pressure: 300 PSI
Burst Air Pressure: 1200 PSI

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Fabrication of Automatic Tyre Pressure Inflation System

CHAPTER 6

ADVANTAGES, DISADVANTAGES AND APPLICATIONS

6.1ADVANTAGES

The most important advantage is you dont have to stop in any area where you cant
find help if tyre get punctured, as you get solution for such problem by yourself.
Another important advantage of this system is that you dont need to check tyre
pressure at any air filling station. Thus never have to go anywhere for the air filling.
As the required pressure in tyres is always maintained, the life of tyres increases.
Also the efficiency and mileage of the vehicle increases which eventually saves the
money of owner.
You dont have to change your tyre with another tyre which saves a lot of time and
you can utilize that time in reaching to your destination.
The overall weight of this system is also very less so that this system can also be
effectively implanted in cars,buses, trucks etc.
The next major advantage is withstanding the static and dynamic loading exerted on
the rotary joints.
The most important is pressure adjustment based on increasing vehicle speed and
load. Hence reduced in tyre wear.
The cost of system is optimum, but increases fuel economy and overall vehicle
safety.

6.2DISADVANTAGES
It needs a separate unit to install components.
It needs power supply
Requires more maintenance
Too many components
Heavier than general vehicles

6.3APPLICATIONS
Automobile Application
Car Manufacturing Industry
All two wheeler and four wheeler applications

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Fabrication of Automatic Tyre Pressure Inflation System

CHAPTER 7

TESTING & RESULTS

To check the performance, the system is tested in both static and dynamic conditions.
The important parameter is infiltrating time. The infiltrating time varies in both static and
dynamic condition. As well as it is directly depend on the actuation voltage of the
compressor.

The below table is the observation made on the system at various conditions

Pressure Difference Time in Sec

Condition
Min Max (Infiltration Time)
Static 5 22
10 22
15 22
Dynamic at 5 22
30 RPM of 10 22
wheel 15 22

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Fabrication of Automatic Tyre Pressure Inflation System

CHAPTER 8
CONCLUSION
The 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 tyre pressure conditions. 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 tyre system.

We can conclude that this automatic self-inflating tyre system ensures that all tyres are
always properly inflated and thus improves the tyre life, safety and vehicle performance by
supplying air to all tyres via hoses and a rotary joint fixed between wheel spindle and wheel
hub at each wheel whenever there is a pressure drop inside the tyre.

Thus self-inflating tyres help us in attaining certain helpful criterions.

1. It helps in the monitoring of tyre pressure constantly
2. Thus it provides inflation of the tyre
3. It helps in attaining better mileage
4. It also helps in providing comfortable driving.

SCOPE FOR FUTURE WORK

This system can be used in both front and rear tyres.
It can also be included in heavy vehicles.
We removed front shock absorber for our project convenience and it can be adopted
in future or next level.

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PHOTO GALLERY

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