DESIGN AND FABRICATION OF TIRE

PRESSURE MANAGEMENTSYSTEM
PROJECT REPORT
Submitted by

KARTHICK.S

(730713114060)

A.SATHISKUMAR

(730713114323)

In partial fulfillment for the award of the degree

Of
BACHELOR OF ENGINEERING
In
MECHANICAL ENGINEERING
DEPARTMENT OF MECHANICAL ENGINEERING
EXCEL COLLEGE OF ENGINEERING AND TECHNOLOGY
PALLAKAPALAYAM

ANNA UNIVERSITY: CHENNAI-600 025

APRIL 2016

ANNA UNIVERSITY: CHENNAI- 600 025

BONAFIDE CERTIFICATE
Certified that this project report DESIGN AND FABRICATION OF TIRE PRESSURE
MANAGEMENT SYSTEM is a bonafide work of

KARTHICK.S

(730713114060)

A.SATHISKUMAR

(730713114323)

Who carried out the project work under my supervision.

SIGNATURE

SIGNATURE
Dr.M.MURUGAN,M.E.,Ph.D.,
Mr.N.VENKATACHALAM,M.E.,

FIE.,

PGDCA.,(Ph.D).,

HEAD OF

DEPARTMENT

Department of

Mechanical Engineering,

SUPERVISOR
Associate Professor/MECH

Dept.,
Excel College of

Engineering and Excel College of Engineering and

Technology,

Technology,

Pallakapalayam.

Pallakapalayam.

Submitted for the project viva voce held on.......................................

INTERNAL EXAMINER

EXTERNAL EXAMINER

ABSTRACT
Improper tire pressure is a safety issue that is often overlooked or ignored. A drop in tire
pressure by just a few pounds per square inch (PSI) can result in the reduction of gas mileage,
tire life, safety, and vehicle performance. To address this problem, an automated system that
will alleviate the need for actively maintaining tire pressure was designed. This report
documents the design process for an onboard tire pressure management system (TPMS)
consisting of a centralized processor, air compressor, air control valves and rotary seals near
each wheel. The
Rotary seals allow the air line to transfer from the chassis to the wheel without entanglement.
The system takes periodic tire pressure readings and makes adjustments according to the
desired pressure setting. TPMS comes with several pre-defined tire pressure settings and allows
the user to enter their own pressure setting if needed. Pressure settings, current pressures and
flat/leak notifications are all displayed on a liquid crystal display (LCD) located in the dash.
This system
Will take the maintenance out of upholding tire pressure and increase tire life, fuel efficiency
and vehicle safety and performance.

i
ACKNOWLEDGEMENT
We would like to express our sincere thanks to our honorable chairman Prof.Dr.A.K.Natesan,
M.Com., MBA., M.Phil., Ph.D., FTA., PHF., and all the members of Sri Rengaswamy,
Educational Trust.
We express our whole hearted thanks to Dr.E.Palaniswamy, B.Sc., B.Tech.,M.E., MBA.,
Ph.D., FIE., Principal, Excel College of Engineering and Technology ,for giving us this
opportunity to undergone this course and to undertake this project.
We are extremely grateful to Dr.M.Murugan, ME.,Ph.D., FIE., Head of Department, advice
right from the day one he has contributed to a great extend to the completion of mini project.
Our sincere thanks to our project guide Mr.N.Venkatachalam, M.E., PGDCA., (Ph.D)
Associate Professor, Department of Mechanical Engineering, Excel College of Engineering and
Technology, for his valuable support and guidance throughout this project.
I am indebted to my project coordinator Mr.K.P.Senthilkumar, M.E., Assistant Professor for
his constant help and creative ideas over the period project.
I express my sincere words of gratitude to other students and staff members of Department of
Mechanical Engineering.

ii
CHAPTER
NO.
1
2
3
4

CONTENT
TITLE
Abstract
Introduction
Problem Statements
Scope
Requirement Specification
4.1 Technical Requirements
4.2Weidhting Factors
4.3 Rotary Seal Assembly
4.3.1 Geometric Dimension And Tolerance
4.3.2 Manufacturing
4.4 Air Pressure Monitoring System Of Vehicle

PAGE NO.
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1
2
3
4
4
6
6
6
7
7

Tire And Identification Method Of Vehicle Tire

6
7
8
9
10

FIGURE
1

By Wei And Hong ling

4.5 Tire Pressure Monitoring (TPM) System By

Laurens And Kill

4.6 Electrical Design
4.6.1 Hardware
4.6.2 Software
4.6.3 User Interface
Direct Tpms General Operation Of Traditional

8
8
11
13
15

Tpms
5.1 Direct Tpms
Advantage, Disadvantage &Application
Conclusion
Cost of the project
Bibliography
Image of the project
iii
TABLE OF THE FIGURE
TITLE
Assembly Of Rotary Seal

17
19
20
21
22
23

PAGE NO
7

Functional Decomposition

11

Main screen

13

Schematic diagram of general operation of a

16

direct TPMS
Bloke diagram for pressure monitoring system

18

iv
CHAPTER 1
INTRODUCTION
The majority of automobile drivers do not adequately maintain their tire pressure, even
though they lose approximately one to two pounds per square inch (PSI) of air pressure a

month. Underinflated tires cause a greater contact surface area with the road, resulting in higher
friction between the road and tire. This significantly decreases tire life and fuel economy.
Vehicle handling characteristics are also adversely affected due to low tire pressures. Stopping
distances increase and the driver experiences a loss of steering precision and cornering stability.
With all these undesirable effects, proper tire pressure should be of greater concern.
The National Highway Traffic Safety Administration (NHTSA) statistics show that 660
fatalities and 33,000 injuries occur every year as a result of low-tire pressure-related crashes.
The main reasons for incorrectly inflated tires include vehicle owners not knowing proper tire
pressures for certain conditions, difficulty finding an air pump, lack of a pressure measuring
device, and a general lack of concern. The Rubber Manufacturers Association has estimated that
only about 19 percent of drivers properly check their tire pressure.
These facts show that a system is needed to maintain proper tire pressure for optimal
performance in a variety of driving conditions. This report will discuss the design of a system
that makes pressure adjustments to the front and rear tires separately through the use of a user
control interface. The system consists of a centralized air compressor, a reservoir storage tank,
and solenoid valves to control the direction of air flow.

1
CHAPTER 2
PROBLEM STATEMENTS
The first problem statement is the location of the system. The transmitting and detection
unit will be located inside the tire. The location of the system is crucial for safety aspect and
precision of the data that will be gained. The second problem statement is the size of the system

which the size of the transmitting and detection unit needs to be small enough if it were to
locate inside the tire. The third is wire transmission; when tire is rotating, the transmitting and
detection unit will be transposed. Tire identification might be miscorrelated and the information
displayed on the screen about the pressure and temperature as correlated with the tire is wrong.
The fourth problem statement is sensor is using battery. Traditional direct TPMS requires
battery in each tire to power the sensor and the circuits, but the use of batteries raise potential
problems including limited life span, temperature-dependent capability, added weight,
environmental concerns, and larger maintenance cost. The fifth and the last problem statement
is self-generating power. In this project, self-generating power system is to be designed to
replace the batterys function as main power supply.

CHAPTER 3
SCOPE
There are many ways to design and develop a TPMS. This project requires extensive
research that might widen up the scope. Hence, the projects scope needs to be defined first in
order for this project to reach its objectives. Transmitting and detection unit could be installed

outside the tire, but this will increases the risk of being damaged by external environment and
even get stolen. Hence, the proper position of the unit would be inside the tire where the
measurement of the pressure value is directly obtained. In order to place the transmitting and
detection unit inside the tire, considerations of size of the unit needs to be taken. The size
should be small enough to fit in inside the tire.
There are many ways to achieve wireless transmission. But this project will be dedicated
in using radio frequency method, where receiver and transmitter are needed. Sensor is
integrated with the transmitting and detection unit, thus it requires power supply. Traditional
direct TPMS using battery as the solution but it has a few problems. Hence, this project will
design a system that does not require battery. One of the alternatives is by using piezoelectric
method. When stress or pressure is applied on the piezoelectric material, electric current will be
produced. This current will be used to power the transmitting and detection unit.

CHAPTER 4
REQUIREMENT SPECIFICATION
The driving force behind the tire pressure management system (TPMS) was to solve the
incorrect tire pressure situation. Several key objectives were set forth in order to design a
product which satisfies the problem and customers needs.

4.1 TECHNICAL REQUIREMENTS

Ideally, the general requirement of TPMS was to maintain an automobiles tire pressure
to the manufacturers suggested tire pressure (around 32 PSI). Since pressure in the tire varies
with surface temperature, it was practical to maintain the pressure within 1 PSI of the desired
value. In conjunction with maintaining tire pressure, TPMS also needed to display the current
tire pressure of all four tires within 1 PSI of the desired value.
TPMS needed to have preset pressure settings for different operating conditions. For
pulling a heavy load out of an incline at slow speeds, crawling out of soft dirt, or maneuvering
through challenging terrain, a lower tire pressure is desired in order to maximize traction. On
the other hand, when traveling with no external vehicle loading, the tire manufacturers
recommended pressure setting needed to be used for optimal performance
and gas mileage. Similarly, when towing a heavier external load at average to higher speeds, a
slightly higher tire pressure was desired.
If none of the preset settings were satisfactory for the user, TPMS needed to have the
capability of setting the tire pressure between 15 and 45 PSI. In support of being user friendly,
the system needed to be built to be automatic, requiring no user input. The system also needed
to have the capability of inflating or deflating four 28 inch tires from 15 to 30 PSI within 12
minutes.
For safety and performance concerns, TPMS needed to be capable of notifying the user
of a flat or slow leak condition. When any tire was measured at a pressure of less than 10 PSI or
any tire is 20% below the pressure of any other tire a warning for flat or possible leaks would be
displayed respectively. This would allow the user an opportunity to have the tire serviced or
replaced before failure.
4
In order to avoid modification to the vehicles current electrical supply, the system needed
to be capable of operating off a 12 volt source. Table I reviews the tire pressure management
systems technical requirements, goal values, and how those values were verified.

5
4.2 WEIGHTING FACTORS
When three proposed solutions were drafted, with the capabilities to meet the technical
requirements, certain design criteria were weighted to help aide the prototype selection. It was
important that TPMS was user friendly. Since the primary customer for TPMS was the
automotive market, it was vital that the system would have a relatively high air flow rate, so the

customer would not wait long periods of time between pressure alterations. Although noise was
a bigger concern for cars than trucks, TPMS would need to be relatively quiet and present no
sound discomfort to the user.
Due to the potential for operating in many environments, it was important that TPMS had
the ability to be isolated from the environment. For instance, when a truck would be pulling a
boat out of the water from a launch ramp or driving in off road environments such as snow,
mud, sand, dust, and rocks, TPMS would still need to function properly.
Another criterion of importance was the budget of the system. The prototype cost needed
to be no more than $2,000 and production costs of the system needed to be less than $500. See
Appendix A for the prototype build budget. These weighting factors can be seen in Table II.
4.3 ROTARY SEAL ASSEMBLY
4.3.1 GEOMETRIC DIMENSION AND TOLERANCE
Once designed, the TPMS rotary seal was geometrically dimensioned and tolerance to
ASME Y14.5 standards. The proper tolerances for the seals perspective location in the rotary
seal were specified by Parker manufacturing.

6
4.3.2 MANUFACTURING
First, it was determined that the RSA could be built to the required specifications. The
machinist built the housing by turning the radial dimensions with a lathe and programming a
CNC machine to cut the non-radial dimensions. To allow for an interference fit between the
axle and the axle ring, the axle diameter was turned on a lathe to its specified dimensions. Once

the axle ring was built, it was pressed onto the axle. For final assembly the seals were installed
to the RSA housing using the recommend grease, from Parker Manufacturing, for proper
lubrication. Then the housing slid onto the axle and over the axle ring. Finally, all the wheels
components were placed in their perspective positions.
Fig 1 Assembly of rotary seal
4.4 Air Pressure Monitoring System of Vehicle Tire and Identification Method of
Vehicle Tire by Wei and Hongling
This invention adopts encoding plug-in technology and converts the reidentificationissue

caused by tire transposition and tire replacement into the issue of resetting the ID code. Thus,
7
it provides a simple and effective technological solution for tire re-identification. Because of
the adoption of plug-in method, the operation is easy and reliable.
The invention adopts the encoding technology, reads the ID code in the plug-in encoding
memory via input/output (I/O) rather than via radio signals. Consequently, it avoids the problem

of low frequency (LF) signal in LF wake-up being disturbed in transmitting by the

electromagnetic noise in the automobile and essentially solves the disturbance problem.
4.5 Tire Pressure Monitoring (TPM) System by Lourens and Kell
This invention explains a typical TPM system specifically intended for automotive use. It
serves as a reference to design a real-world system based on various Microchip products. A
TPM system primarily monitors the internal temperature and pressure of an automobiles tire.
There is a variety of system approaches to follow, although this one is anther comprehensive
auto-location system.
An auto-location system can dynamically detect the position of a specific sensor, which is
useful when tires are rotated. The heart of the TPM system is the Sensor/Transmitter (S/TX)
device and it is based on Microchips rfPIC12F675.
4.6ELECTRICAL DESIGN
4.6.1 HARDWARE
To control this system it was decided to use the MSP430, which is a microprocessor
made by Texas Instruments (TI). This processor had many features that made it a perfect fit for
the design. The MPS430 has many models within the product line to best suit an applications
needs. The model chosen for this design was the MSP430FG4619.
The first feature that made the MSP430 an attractive choice for the project was the
onchipanalog-to-digital converter (ADC). The 12-bit ADC provided more than enough
resolution for measuring the voltages produced by the pressure sensors within the system. A
pressure sensor (part # MLH050PGP06A from Digi-Key) was located in line with each wheel.
The MSP430 also provided an internal 2.5 Volt (V) reference for the ADC. Since the ADC is
included within the MSP430, starting conversions and capturing data was very simple. The
onboard ADC also reduced the number of components in the design, the overall complexity,
8
and the cost. One of the many internal timers in the MSP430 was used to create periodic
interrupt. This interrupt was used to begin ADC conversions. The MSP430 was configured so
the ADC would sample consecutive channels for each conversion start signal given. The eight
channel multiplexer on the input of the ADC allowed each tire to be measured with the issuance

of one conversion start signal. Upon completion of all the measurements the MSP430 issued
another interrupt to notify the system the ADC was done. At the assertion of this interrupt the
system then evaluated the measurements and made the appropriate decisions.
The ADC within the MSP430 was a successive approximation register converter
(SAR).This meant that the input voltage was sampled to a capacitor array. This sampling
produced transient currents that required current to either be sourced to or from the ADC input
pins. This transient current could have created an error on the output of the pressure sensors if
the sensors were connected directly to the ADC inputs. The preferred method for driving a
SARADC is with an operational amplifier (opamp) used to buffer the input.
TI produces many opamps, so picking one was a challenging task. Part of the challenge
was not just choosing one opamp of many, but finding the correct one to suit the needs of the
design. The output of the pressure sensors a\were in the range of 0.5 to 4.5V. The ADC inputs
could only accept inputs in the range of zero to 2.5V. This was assuming the use of the internal
2.5V reference. To make this crossover the opamp needed to not only provide the transient
currents but also attenuate the signal. Attenuation with an opamp could be done easily with the
opamp configured in an inverting configuration. This configuration would yield voltages from
-0.5V to -4.5V. This was not acceptable. Opamps could have been configured in a non-inverting
configuration, but the gain is usually limited to at least unity. An opamp that could be
configured in a non-inverting configuration and still attenuate the signal was needed. The needs
of the design were met by the INA337. The INA337 was found within TIs instrumentation
amplifier product line. The gain of the amplifier was easily configured to the needed 0.5 with
the use of external resistors. The use of an external capacitance was also used to control the
bandwidth of the converter. This allowed for proper transient response and attenuation. One
INA337 was used for each tire in the system, for atotal of four amplifiers.
9
Once the buffered sensor signal was measured by the ADC the algorithm had to decide
whether to move air into or out of the tires. To do this the MSP430 had to turn the appropriate
solenoid valves on. The MSP430 could not directly provide the current needed to operate the
solenoid valves. To remedy this problem the TI part ULN2803 was chosen. This part consisted

of eight Darlington pair transistors that could run on up to 50V and provide 500mA per output
pin. The MSP430 would drive the inputs to the ULN2803 and the outputs would drive the
solenoid valves.
The system also needed to have a user interface. One of the many ports on the
MSP430was configured to accept the inputs of a keypad. Port one was chosen because these
pins could be configured as interrupts. This allowed the software to be written with events
instead of periodically polling the port to see if a pin was pressed. The keypad used eight pins to
decode which key was pressed. Pull up resistors were placed on four of the pins. With this setup
port one was configured to use four pins as output and four pins as inputs. The input pins were
set to active an interrupt when any key was pressed. The interrupt algorithm is discussed on the
software section.
The MSP430 also had the ability to directly drive an LCD with its onboard LCD drivers.
Due to the limitation of time and budget an inexpensive LCD was used. This display only
required the use of a standard UART connection, which was also part of the MSP430. For this
reason the LCD drives within the MSP430 were not used. Configuration for the Ladas straight
forward.
The last concern of the system was the power requirements. The solenoid valves, their
driver, and the air compressor needed a 12V source. This was taken directly from the vehicles
electrical system. The pressure sensors and the INA337s needed to run on a 5Vsupply. The
MSP430 needed a 3V supply. These two additional voltages were obtained by using TIs
LM317. These voltage regulators provided the correct voltage by configuring external resistors.
The regulators also provided the current requirements of the system.
TI was able to source all the electrical control system needs for this design. The TI parts
satisfied all the design needs of this project and the price points of the TI components made
10
them attractive. This combination met the concerns of design and manufacturing. This project
demonstrates that TI can provide one-stop shopping when designing a control system for a
consumer product.
A general connection of the system can be seen in the level 1 functional decomposition

Shown in fig. 2.

Fig 2 Functional Decomposition

4.6.2 SOFTWARE
The MSP430 had the advantage of having many different interrupt modes that could be
programmed. For this reason an event style of coding was used for the system. Using one of the
internal timers of the MSP430, an interrupt was set to happen every 50ms. This amount of time
was chosen because it was slow enough to not utilize much of the processor time and it was fast
enough to create a stable environment for air flow changes.
When the timer interrupt was triggered, the system took measurements with the ADC of
each pressure sensor. The internal ADC of the MSP430 has an eight channel input multiplexer
so that each tire can have its own channel. Completion of the sequential measurements would
trigger an interrupt that signaled to the MSP430 the ADC was done.
11
At this time the system evaluated the measurements taken from the tires and determined
first if a flat tire condition was present. This condition was defined as any one tire having
pressure below 10 PSI. Next, the algorithm determined if a leak condition was present on any
tire. A leak condition was defined as any one tire being 5 PSI below the level of any other tire.

This leak condition was not meant to determine of a tire was damaged, only toward the user that
a problem could have been present.
If neither of the two previous conditions were found, then the algorithm determined if the
system needed to adjust the pressure of any of the tires. This determination was made based on
a moving average of each tire. A total of 128 measurements was averaged and used to evaluate
what adjustments needed to be made. This number of measurements gave a total time of 6.4
seconds. This time was long enough that any impulses generated in the system, such as hitting
pot holes in the road, would be filtered out. This filtering mechanism was one method used to
help increase the stability of the system.
During adjustments of the tires, the averaging of the tire pressures was reduced to eight
data points. This was done to ensure the pressure of each tire was not adjusted too far above or
below the target value. The system was designed to be within 1 PSI of the target value.
Once an adjustment was made and the tires were set to the correct pressures, the running
average was reset. It took another 6.4 seconds before any further adjustments would be made.
Once a decision for adjustment was made by the system a wait state was implemented. The
implementation of the wait state was needed to ensure stability of the system. It was found that
the sensors would not take accurate readings of the pressures when air was flowing to or from
the tires. This error was caused by the gradient of the pressure, from the high or low pressure
reservoir to the tires. The errors would cause extreme overshoots and
Undershoot within the system. This created oscillation in the algorithm and the port that
drove the ULN2803. This oscillation was too fast for the solenoid valves to react to and so they
would not respond. The wait state consisted of making an adjustment decision. Then allowing
that decision to run for a fixed period of time. Once the time elapsed the adjustment was
discontinued and the air flow was stopped. At this time the sensors were able to produce correct
readings. The algorithm would them make new decisions once a new average was completed.
12
Another event that took place within the system was the user supplying inputs through
the use of the keypad. A key press on the key pad generated an interrupt signal to the system.
The system then evaluated the input and acted accordingly.

4.6.3 USER INTERFACE

To provide a functional system, a well planned user interface needed to be designed. This
interface consists of both a keypad and a liquid crystal display (LCD). Through this setup, the
user can monitor the current pressure settings in each individual tire, manually change the
pressure, or change the pressure by selecting one of four presets.
The main display shows four circles on the left hand side of the LCD with the pressure of
each tire written within the circle. Also within the circles will be a reference to which tire
pressure it is displaying. The codes are FR, FL, RR, and RL for front right tire, front left tire,
rear right tire, and rear left tire respectively. On the right side, the target pressures for the front
and rear tires are displayed. If a flat or leak is detected, a warning will be displayed in the
bottom right corner of this screen. Figure 3 shows this display.

Fig 3 Main screen

If a user wishes to change the pressure by just selecting a new number, a new set of
screens will be shown. First, the # key is entered, which takes the user to an axle selection
13
Screen. This screen will display three options, both axles, rear axle, and front axle. The user
then presses which letter corresponds to their selection. Then, the main screen is displayed. If
the user wishes to just type in a number without choosing an axle, the last axle selection will be
used.

Once the user presses the first digit, another screen is displayed. On this screen the use
renters the desired pressure, which will appear on the display when they press the keys. Once
the correct pressure is shown, the # key is again pressed to confirm the change in pressure. Then
the main screen will be displayed again, reflecting the changes.
The second method of changing the tire pressure is by choosing a preset. If the user
presses the * key, a new screen will display a menu of presets including normal, highway,
snow/ice, and off-road. The user must press the letter corresponding to their selection. Then the
display is returned to the main screen again with the new changes reflected.
With this user interface, the user has control of the system. They are able to make
changes to the system and view when these changes take effect. They should be able to easily
understand how the system is responding to the inputs. This level of interaction should give the
user confidence of the systems functionality.

14
CHAPTER 5
GENERAL OPERATION OF TRADITIONAL TPMS

An automobile tire pressure monitoring system and tire identification method includes a
transmitting and detection unit provided on each tire, as well as a receiving and display unit that
includes a receiving unit, a main control unit and a display unit. A plug-in encoding memory is
plugged into the receiving and display unit. One fixed identification (ID) code, which is the
same as that for the encoding memory, is provided for each transmitting and detection unit.
When the power is on, the receiving and display unit reads the ID code in each plug-in
encoding memory plugged into the socket of the display unit, and saves the information on the
corresponding relationships between ID codes saved in memories entire identity. The receiving
and display unit reads the ID codes in it, and determines whether these codes are identical with
those in the memories. If the signal is valid, the receiving and display unit compares the
corresponding relationships, determines which tire the detection unit is transmitting the signal,
and displays the information about pressure and temperature in corresponding display areas.
As shown in Figure 4, an automobile tire pressure monitoring system generally consists
of a transmitting and detection unit 92 and a receiving and display unit 91, which thereupon
comprises display unit 9101, receiving unit 9102 and receiving antenna 9103.The left side of
Figure 4 is a front sketch diagram of the display unit, i.e., the screen that is displayed on the
automobile instrument panel. The display unit 91901 of an ordinary automobile includes four
data display areas 91011 that display the parameters of the four tires respectively. The broken
lines in Figure 4 represent the correlations between the display area 91011 and the respective
tires.

15

Fig 4Schematic diagram of general operation of a direct TPMS

Source: Wei and Hongling 2005
The operation process is as follows: The sensor in the transmitting and detection unit 92
converts variation of the tire pressure into electric parameters which vary accordingly to
electronic component induction. Then, the electric parameters are processed by a MCU in the
transmitting and detection unit into digital code signals. After identification of the ID of the
digital code signals in this unit (used to distinguish it from other units) is completed, these code
signals are transmitted via a carrier frequency by a transmitter. The original data is recovered
after the radio signals are received and demodulated by the receiver antenna 9103. Then, after
being processed by the MCU of receiving and display unit, the data is displayed on the
corresponding tire data area of the users interface by the display screen installed in the vehicle.
In this way, the driver can clearly know the pressure in each tire. When the received data shows
the pressure in the tire lower or higher than the set limit, the MCU will show an alarm icon on
16

the display screen. The driver can then take appropriate action for the tire according to the data
of tire pressure shown so as to ensure safe driving.
Fixed encoding method: The correlation between ID code in the MCU memory of the
receiving and display unit and the tire identification information is fixed at the factory. The
same ID code is also fixed in the MCU memory of the transmitting and detecting unit and is
marked on the surface of the transmitting and detection unit. During the installation, the
transmitting and detection units are installed on the corresponding tires in accordance with the
marks and no change is allowed during application. This method is quite simple and its
shortcoming is that wrong installation is not allowed. Otherwise, identification confusion may
arise. Meanwhile, if a transmission unit is damaged, the user has to go to the manufacturer for
repair or replacement. The transmitting and detecting units must be reinstalled in accordance
with their marked positions when the tires are rotated.
5.1 DIRECT TPMS
This part will explain the present invention of direct TPMS. Basic principle is still the
same but every invention uses different approach to realize the application. Some inventions
used different materials, and some used different circuit.

17

Fig 5 Bloke diagram for pressure monitoring system

18

CHAPTER 6
ADVANTAGES

It will used in monitoring the tire pressure in running condition.

It will used in all type of road conditions.
This system used to control the tire friction.
Circuit system is simple.
It will used in the aeronautical and automobiles industries.
It will use in increases the efficiency of vehicle.

DISADVANTAGE
The experimental cost is high.
Extra equipments are needed.
APPLICATION.
It will used in all type of road conditions.
It will used in the aeronautical and automobiles industries.
It will use in increases the efficiency of vehicle.

19
CHAPTER 7
CONCLUSION

An automated system was developed that will alleviate the need for actively maintaining
tire pressure. The rotary seal assembly allows air to transfer from the chassis to the wheel. The
system comes with several pre-defined tire pressure settings and allows the user to enter their
own pressure setting if needed. Pressure settings, current pressures and flat/leak notifications
are all displayed on an LCD located in the dash. This system will take the maintenance out of
proper tire pressure resulting in increased tire life, fuel efficiency, vehicle safety and
performance.

20
CHAPTER 8
COST OF THE PROJECT

S.NO

1
2
3
4
5

PAYING DETAILS

AMOUNT

Tire+iorn rod+bearings
Lathe works & welding
Pressure valve+tube
Electronic circuit
Labor cost

1820
820

TOTAL

180
1100
700
4620

21
CHAPTER 9
REFERENCES
[1] Keep Your Tires at Proper Inflation. Doran Manufacturing LLC.

http://www.doranmfg.com/industry_studies.htm.
[2] Vehicle Safety Research. National Highway Traffic Safety Administration.
http://www.nhtsa.dot.gov/.
[3] Tire Maintenance and Safety. The Rubber Manufacturers Association.
http://www.rma.org/.
[4] Federal Motor Vehicle Safety Standards; Tire Pressure Monitoring Systems; Controls and
Displays, Department of Transportation and National Highway Traffic Safety Administration,
full document available at www.nhtsa.dot.gov/cars/rules/rulings/TirePresFinal/
[5] Lee Ann Obringer. "How Self-inflating Tires Work". December 10, 2004
http://auto.howstuffworks.com/self-inflating-tire.htm (October 27, 2007)

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CHAPTER 10
PHOTOGRAPHY

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