Proximity Controlled Cruising Prototype (PCCP)
Literature Survey and Identification of Problem
The considerations kept in mind while deciding the problem for project work were:
Problem chosen should be of field of interest
It should be possible to complete the problem within the required time
For analysis information should be available in the library, books, magazines, or
other sources of information
For investigation necessary equipment should be available in the labs or it may be
possible to get the same in local markets
For fabrication, suitable facilities should be available in the college workshop or
in the local markets
It should be possible to investigate the problem within the funds available.
It should be possible to determine the technique for handling the problem.
Since the very beginning automobiles have always fascinated us and we have always kept
in touch with the latest developments in this field. Being an avid reader of international
publications like popular mechanics and other Indian journals like Indian Auto we came
to know that the latest research in Mercedes benz is in the field of cruise control using
proximity sensors so we logged on to their web site whose address is given below
http://www.mercedes-benz.com/e/innovation/rd/forschung_feb97.htm#5
From the information available at the web site we were impressed and we decided to
build a prototype of Proximity Controlled Cruising Prototype (PCCP)
Cruise control concept
The system measures the distance and speed relative to the car in front with the help of a
radar sensor and powerful microcomputer, and maintains a safe distance. All the driver
has to do is select the desired speed using the cruise control lever. The electronic cruise
control does the rest. If the two cars get too close, the device automatically backs off the
gas and activates the brakes, if necessary. The system has already been tested
successfully on a simulator and on the highway. Proximity-Controlled Cruising is
relaxing and safe.The system has already been tested successfully on a simulator and on
the highway. Test drivers have said driving with Proximity-Controlled Cruising is
relaxing and safe. The system is currently in the development stage and should go into
production in a few years. ABS, ASR, ETS, ESP - innovate technology has been making
driving increasingly safer recently. With the advent of microelectronic technology, these
systems have become reliable aids for the driver, helping him to master critical situations
better
Electronic Copilot
Mercedes engineers have shown that the dream of an electronic copilot to keep a safe
distance isn't just Utopia. They tested an S-Class Mercedes, titling their project
"Proximity-Controlled Cruising". The name alone reveals the secret behind this future-
oriented technology. "It's the next logical step up from cruise control which is standard
equipment on many of our models", says Walter Klinkner, head of the traffic control
experiment at Mercedes-Benz. Cruise control maintains a speed preset by the driver and
has proven to be an extra comfort on long trips.However, this holds true primarily when
there is little traffic on the road.Once traffic gets heavy and the gap between cars
diminishes however, the driver has to intervene, either selecting a new cruise speed or
turning off the cruise control altogether. This will be a thing of the past. Mercedes-Benz
engineers have combined cruise control with a radar sensor that keeps an eye on the road
ahead. Together with a microcomputer, it makes sure that a safe distance is maintained at
all times
Proximity Control: Radar Sensor
Proximity-Controlled Cruising will be as easy to use as normal cruise control. Once the
car has reached the desired speed, depressing the cruise control lever on the steering
column is all that is needed to activate the electronic system. The small radar sensor
mounted in the grill detects cars up ahead up to a distance of approximately 120 meters
and calculates the distance and the relative speeds of the two cars in a fraction of a
second. Proximity Control works at speeds of between 35 and 150 Km/h. Bad-weather
visibility is no longer a factor thanks to the use of radar beams. Because radar signals are
emitted and returned in extremely short intervals, the system is able to register a sudden
drop in speed of the car in front and applies the brakes accordingly. If the situation
becomes too risky for the computer to handle alone, however, a warning signal also
sounds, alerting the driver to apply the brakes. "Proximity-Controlled Cruising isn't an
automatic emergency brake. It isn't supposed to eliminate the driver. He's still in charge
and he still has to pay attention to traffic conditions and react in dangerous situations",
says Mercedes engineer Walter Klinkner
Simulator Tests
This futuristic driver's aid already has many years of development and testing behind it.
Engineers from Mercedes-Benz's Research Institute laid the groundwork as part of the
European "Prometheus" project. The result was, among other things, a radar sensor
suitable for mass production. The electronic brake booster which permits exact
calibration of the extent to which the system influences braking, is based on the Braking
Assistant, another technical innovation from Mercedes-Benz. Here too, development
work is proceeding in high gear. Tests in the Mercedes-Benz simulator in Berlin rounded
out development work on the various components, giving researchers an idea of the
acceptance level among motorists for such a system
Testing Ground - The Autobahn
The initial positive simulator results were confirmed by road tests carried out by
Mercedes engineers and experts from Rhineland inspection authorities. A team of 30
drivers tested Proximity-Controlled Cruising on stretches of the German Autobahn
between Cologne and Frankfurtand Cologne and Aachen at speeds of up to 145 KPH.
The results are impressive:
Testers said that driving with Proximity-Controlled Cruising was relaxing, safe and less
of a chore than driving without it.
When Proximity-Controlled Cruising was engaged, stress on the driver was reduced
considerably as measured against such criteria as pulse rate and the ability to maintain a
lane.
Drivers were able to concentrate better on other tasks thanks to Proximity-Controlled
Cruising
Less Stress at the Wheel
Proximity-Controlled Cruising will be available on Mercedes models in just a few years.
It will make an important contribution to driving comfort, an area that has been receiving
increased attention from Mercedes-Benz recently. By driving comfort we mean the
capacity of a car to keep a driver physically and mentally fit on long trips. An automatic
assistance system such as Proximity-Controlled Cruising can do just that.
Methodology
After deciding on the problem of interest we started to device the strategy on the
methodology to be followed. The problem boils down to the identification of proximity
sensors and the control of steering wheel and the accelerator through motors.
For the control of steering wheel the choice for motors was as below
DC motors are inexpensive, small, and powerful motors that are widely used.
Gear-train reductions are typically needed to reduce the speed and increase the
torque output of the motor.
Servo motors are used for angular positioning, such as in radio control airplanes
to control the position of wing flaps, or in RC cars to turn the wheels. The output
shaft of a servo does not rotate freely as do the shafts of DC motors, but rather is
made to seek a particular angular position under electronic control. In effect, a
servo motor is a combination of a DC motor, a shaft position sensor, and a
feedback circuit. A servo motor also usually includes a built-in gear-train and is
capable of delivering high torques directly. No servo motors are included in the
1999 ELEC 201 kit.
Stepper motors also called actuators, do not rotate continuously, but turn in fixed
increments, and resist a change in their fixed positions. They require special
driving circuits to apply the correct sequence of currents to their multiple coils.
They are commonly used in robotics, particular in mechanisms that perform linear
positioning, such as floppy and hard disk drive head motors and X-Y tables.
DC Motors
DC motors are widely used in robotics because of their small size and high energy output.
They are excellent for powering the drive wheels of a mobile robot as well as powering
other mechanical assemblies.
Ratings and Specifications
Several characteristics are important in selecting a DC motor. The first two are its input
ratings that specify the electrical characteristics of the motor.
Operating Voltage.
If batteries are the source of power for the motor, low operating voltages are desirable
because fewer cells are needed to obtain the specified voltage. However, the electronics
to drive motors are typically more efficient at higher voltages. Typical DC motors may
operate on as few as 1.5 Volts or up to 100 Volts or more. Roboticists often use motors
that operate on 6, 12, or 24 volts because most robots are battery powered, and batteries
are typically available with these values.
Operating Current.
The ideal motor would produce a great deal of power while requiring a minimum of
current. However, the current rating (in conjunction with the voltage rating) is usually a
good indication of the power output capacity of a motor. The power input (current times
voltage) is a good indicator of the mechanical power output. Also, a given motor draws
more current as it delivers more output torque. Thus current ratings are often given when
the motor is stalled. At this point it is drawing the maximum amount of current and
applying maximum torque. A low voltage (e.g., 12 Volt or less) DC motor may draw
from 100 mA to several amperes at stall, depending on its design.
The next three ratings describe the motor's output characteristics:
Speed.
Usually this is specified as the speed in rotations per minute (RPM) of the motor when it
is unloaded, or running freely, at its specified operating voltage. Typical DC motors run
at speeds from one to twenty thousand RPM. Motor speed can be measured easily by
mounting a disk or LEGO pulley wheel with one hole on the motor, and using a slotted
optical switch and oscilloscope to measure the time between the switch openings.
Torque.
The torque of a motor is the rotary force produced on its output shaft. When a motor is
stalled it is producing the maximum amount of torque that it can produce. Hence the
torque rating is usually taken when the motor has stalled and is called the stall torque.
The motor torque is measured in ounce-inches (in the English system) or Newton-meters
(metric). The torque of small electric motors is often given in milli-Newton-meters (mN-
m) or 1/1000 of a N-m. A rating of one ounce-inch means that the motor is exerting a
tangential force of one ounce at a radius of one inch from the center of its shaft. Torque
ratings may vary from less than one ounce-inch to several dozen ounce-inches for large
motors.
Power.
The power of a motor is the product of its speed and torque. The power output is greatest
at about half way between the unloaded speed (maximum speed, no torque) and the
stalled state (maximum torque, no speed). The output power in watts is about (torque) x
(rpm) / 9.57.
Measuring Motor Torque
A simple experiment can be performed to determine the torque rating of a motor. All that
is needed is a motor to be measured, a power supply for the motor, a piece of thread, a
mass of known weight, a table, and a ruler. The mass is attached to one end of the thread.
The other end of the thread is attached to the motor shaft so that when the motor turns the
thread will be wound around the motor shaft. The motor shaft must be long enough to
wind the thread like a bobbin.
The motor is put near the edge of a table with the mass hanging over the edge, as
illustrated in Figure. When the motor is powered it will begin winding up the thread and
lifting the mass. At first this will be an easy task because the moment arm required to lift
the mass is small--the radius of the motor shaft. But soon, the thread will wind around the
shaft, increasing the radius at which the force is applied to lift the mass. Eventually, the
motor will stall. At this point, the radius of the thread bobbin should be measured. The
torque rating of the motor is this radius times amount of mass that caused the stall.
Alternatively, a LEGO gear and long beam can be mounted on the motor shaft, and a
small scale (such as a postage scale) calibrated in grams can be used to measure the force
produced by the stalled motor at the end of the lever resting on the scale. The torque in
mN-m is given by (force in grams) x (lever length in cm) x (0.09807). The stall current
can be measured at the same time. The measurement must be made quickly (1 second)
because the large current will heat the motor winding, increasing its resistance, and
significantly lowering the current and torque.
Figure below shows a relative comparison some of the motors considered.
Speed, Torque, and Gear Reduction
It was mentioned earlier that the power delivered by a motor is the product of its speed
and the torque at which the speed is applied. If one measures this power over the full
range of operating speeds -- from unloaded full speed to stall -- one gets a bell-shaped
curve of motor power output.
When unloaded, the motor is running at full speed, but at zero torque, thus producing
zero power. Conversely, when stalled, the motor is producing its maximum torque output,
but at zero speed -- also producing zero power! Hence the maximum power output must
lie somewhere in between, at about one-half of the maximum speed and of the maximum
torque.
A typical DC motor operates at speeds that are far too high to be useful, and at torques
that are far too low. Gear reduction is the standard method by which a motor is made
useful.
The motor shaft is fitted with a gear of small radius that meshes with a gear of large
radius. The motor's gear must revolve several times into order to cause the large gear to
revolve. The speed of rotation is thus decreased, but overall power is preserved (except
for losses due to friction) and therefore the torque must increase. By ganging together
several stages of this gear reduction, a strong torque can be produced at the final stage.
The challenge when designing a high-performance gear reduction for a competitive robot
is to determine the amount of reduction that will allow the motor to operate at highest
efficiency. If the normal operating speed of a motor/gear-train assembly is faster than the
peak efficiency point, the gear-train will be able to accelerate quickly, but will not be
operating at peak efficiency once it has reached the maximum velocity. Remember that
the wheel is part of the drive train and gearing, and its size, the velocity desired, the
motor characteristics, and other factors all effect the optimum gear ratio.
Pulse Width Modulation
Pulse width modulation is a technique for reducing the amount of power delivered to a
DC motor. Instead of reducing the voltage operating the motor (which would reduce its
power), the motor's power supply is rapidly switched on and off. The percentage of time
that the power is on determines the percentage of full operating power that is
accomplished. This type of motor speed control is easier to implement with digital
circuitry. It is typically used in mechanical systems that will not need to be operated at
full power all of the time.
Figure illustrates this concept, showing pulse width modulation signals to operate a motor
at 75%, 50%, and 25% of the full power potential.
A PWM waveform consisting of eight bits, each of which may be on or off, is used to
control the motor. Every 1/1000 of a second, a control bit determines whether the motor
is enabled or disabled. Every 1/125 of second the waveform is repeated. Therefore, the
control bit make 8 checks per cycle, meaning the PWM waveform may be adjusted to
eight power levels between off and full on.
Servo Motors
Servo motors incorporate several components into one device package:
A small DC motor;
A gear reduction drive for torque increase;
An electronic shaft position sensing and control circuit.
The output shaft of a servo motor does not rotate freely, but rather is commanded to
move to a particular angular position. The electronic sensing and control circuitry -- the
servo feedback control loop -- drives the motor to move the shaft to the commanded
position. If the position is outside the range of movement of the shaft, or if the resisting
torque on the shaft is too great, the motor will continue trying to attain the commanded
position.
Servo motors are used in model radio control airplanes and helicopters to control the
position of wing flaps and other flight control mechanisms.
Servo Motor Control
A servo motor has three wires: power, ground, and control. The power and ground wires
are simply connected to a power supply. Most servo motors operate from five volts.
The control signal consists of a series of pulses that indicate the desired position of the
shaft. Each pulse represents one position command. The length of a pulse in time
corresponds to the angular position. Typical pulse times range from 0.7 to 2.0
milliseconds for the full range of travel of a servo shaft. Most servo shafts have a 180
degree range of rotation. The control pulse must repeat every 20 milliseconds.
Stepper Motors
The shaft of a stepper motor moves between discrete rotary positions typically separated
by a few degrees. Because of this precise position controllability, stepper motors are
excellent for applications that require high positioning accuracy. Stepper motors are used
in X-Y scanners, plotters, and machine tools, floppy and hard disk drive head positioning,
computer printer head positioning, and numerous other applications.
Stepper motors have several electromagnetic coils that must be powered sequentially to
make the motor turn, or step, from one position, to the next. By reversing the order that
the coils are powered, a stepper motor can be made to reverse direction. The rate at which
the coils are respectively energized determines the velocity of the motor up to a physical
limit. Typical stepper motors have two or four coils.
Stepper Motor Control
The stepper motors have two sets of three wires: power, and two control/ground lines.
The power wire is simply connected to a power supply.
The two control/ground signals are alternately grounded for a brief period. This series of
pulses thus steps the motor to the desired position of the shaft. Each pulse pair represents
one step command. The length of a pulse in time does not correspond to any angular
position. The pulses must simply be long enough to cause the motor coil to actuate.
CIRCUIT DESCRIPTION
The ckt can be devided into following parts
Power Supply
The transformer converts the 220 volts AC into 12 volts AC. This AC is then rectified
using full wave rectifier. The ripple of the DC current is smoothened using a filter
capacitor 1000uF 25 V.
2. IR sensor
Port 1 has been used to sense the traffic using IR sensors. IR sensor is basically a reverse
biased IR diode, whose conductivity increases as the IR light falls on its junction.
This change in conductance pulls the end of 1K resistance to 5 volts thus sending a higher
voltage to the microcontroller
3. Microcontroller card
The logic for pulses is generated by 8951 microcontroller which determines the motion of
the motor and the switching on of the alarm. The AT89C51 is a low-power, high-
performance CMOS 8-bit microcomputer with 4K bytes of Flash Programmable and
Erasable Read Only Memory (PEROM). The device is manufactured using Atmel’s high
density nonvolatile memory technology and is compatible with the industry standard
MCS-51™ instruction set and pinout. The on-chip Flash allows the program memory to
be reprogrammed in-system or by a con-ventional nonvolatile memory programmer. By
combining a versatile 8-bit CPU with Flash on a monolithic chip, the Atmel AT89C51 is
a powerful microcomputer which provides a highly lexible and cost effective solution to
many embedded control appli-cations. Features
Compatible with MCS-51™ Products
4K Bytes of In-System Reprogrammable Flash Memory
Endurance: 1,000 Write/Erase Cycles
Fully Static Operation: 0 Hz to 24 MHz
Three-Level Program Memory Lock
128 x 8-Bit Internal RAM
32 Programmable I/O Lines
Two 16-Bit Timer/Counters
Six Interrupt Sources
Programmable Serial Channel
Low Power Idle and Power Down Modes
4. Stepper motor driver.
The outputs of the microcontroller stage are not enough to drive the stepper motor. Hence
switching transistors are used to increase the current levels. They consist of darlington
pairs of transistors, one for each winding coil of the stepper motor, which act as switches
that give current to the windings so as to rotate the motor in the desired direction. The
stepper motor consists of a magnet suspended in a field of 4 coils which are arranged
around it in a circle. To move the motor in clockwise direction the pulses are given to the
windings one after the other in the clockwise direction and vicaversa
Choice of proximity Sensors
For proximity sensor radar principle is used. The pulses of particular frequency are
transmitted and the reflections are measured. Depending on the magnitude of the
reflected pulses the proximity can be ascertained. Different choices are available ranging
from microwave pulses to IR pulses. Since it is not possible to use microwave frequency
range due to legal problems we have decided to use IR pulses. IR or infra red pulses are
similar to the ones used in TV remote. Although technically this is not the best solution
since sun rays also have some IR radiation which can interfere with the sensing system
but due to legal issues IR will be used which can be substituted by microwave in the
actual system.
IRPROXIMITY
SENSOR
INTERFACE
uC
STEPPERMOTORDRIVER
STEPPERMOTOR
FORSTEERING
BLOCK DIAGRAM
STEERING
ELECTROMAGNETIC
RELAY
SOLENOIDFOR FUEL
SUPPLY
;
; 8051 Disassembly of CRUISE.hex
mov p1,#0
mov p2,#0
acall X0110
acall X0110
acall X0110
acall X0110
acall X0110
X0010: mov acc,p0
anl a,#1
cjne a,#0,X0010
mov p2,#0ffh
acall X0110
acall X0110
acall X0110
acall X0110
acall X0110
acall X0110
acall X0110
acall X0110
mov p2,#0
acall X0110
X0030: mov acc,p0
anl a,#1
cjne a,#0,X0030
acall X0080
acall X0080
acall X0080
acall X0080
acall X0110
acall X0110
acall X00a0
acall X00a0
acall X00a0
acall X00a0
ajmp X0010
X0080: mov p1,#1
acall X0110
mov p1,#2
acall X0110
mov p1,#4
acall X0110
mov p1,#8
acall X0110
ret
X00a0:mov p1,#8
acall X0110
mov p1,#4
acall X0110
mov p1,#2
acall X0110
mov p1,#1
acall X0110
ret
X0110: mov r0,#0ffh
X0112: dec r0
mov r1,#0ffh
X0115: dec r1
mov a,r1
jnz X0115
mov a,r0
jnz X0112
ret
DESIGN CONCEPTS
INTRODUCTION
Engineering can be defined as a profession in which a knowledge of the mathematical
and physical sciences gained by study experience and practice is applied with judgement
to develop ways to utilize economically the materials and forces of nature for the
progressive well being of mankind.
Design can be defined as an iterative decision making process to conceive and implement
optimum systems to solve societies problems and needs. We have used a systematic
methodology for designing. The Design Logic is as shown below
Primitive needs Goal
Divergence Transformation Convergence
Divergence
It is the act breaking the problem into pieces and extending the boundary of a design
situation. It is the starting point and the initial brief is expected to evolved or remodeled.
The aims at this stage are tentative and the objectives are unstable. The boundary is not
properly defined and the evaluation is deferred. Typical divergence methods are
Literature searching, Questionnaire, Strategy Switching, Matchetts fundamental design
method, Synectics etc.
Transformation
In this stage we use boundary shifting method, Functional innovation method, System
transformation and Analysis of interconnected decision area.
Convergence
In this stage we use Ranking & weighting, Boundary searching, Quirck’s reliability
index, Checklists, Systematic decision making, Man machine system designing in order
to reach the desired goals in optimal way.
In our project we have followed the same approach. We have first used the divergent
approach and tried to think of as many possible solutions as we could using our
creativity.
SYSTEM DESIGN CYCLE
NEEDS FEASIBILITY STUDY
PRELIMINARY DESIGN
DETAILED DESIGN
PLANNING
ACHIEVEMENTOFGOALS
FEASIBILITY STUDY
This stage involves Need Analysis, Problem Study, Problem Formulation with due
regards to engineering scientific financial, social, political and similar relevant factors.
PRELIMINARY DESIGN
This stage involves main synthesis of the expected design, analysis of this design for
realization and checking, Optimization of the accepted design and transformation from
vaguely defined concepts to tentatively final design concepts.
DETAILED DESIGN
This stage involves detailing the parts components and their assembly, going into
sufficient details of fabrication/ manufacture in implementing the design.
PLANNING
This stage involves evaluating and altering the design concepts to suit the requirements of
production, distribution, consumption and product retirement.
INFORMATION SOURCES
For gathering information for our project we conducted a survey at various car
dealerships and prospective customers
Some more hard information was downloaded from the internet and collected from
Mercedes benz web site.
For design calculations various text books were consulted.
CREATIVITY
We wanted to put in a lot of creativity so that the design is as innovative as possible.
Various determinants of creativity are
Knowledge
Effort
Aptitude
Method
Chance
The various steps in a creative cycle are
Preparation
Concentration
Withdrawal
Insight or illumination
Verification or follow through
The various aids to creativity are
Concentrated effort
Liberally use questioning attitude
Follow a systematic approach
Try many alternatives
Review historic information
Try check lists
Break mental set
Brain storming
Inversion
Empathy
Analogy
Avoid conservatism
Avoid premature rejection
Avoid premature satisfaction
Fantasy
Work in an atmosphere conducive to creative thought
See existing solutions.
ESTIMATION
Estimation involves approximate answer to predict the results. This one can reach by
observing the existing solutions and using ones own judgement to find an approximate
result.
CHECKING
The checking of various estimations is done
By logic
By arithmetic or algebraic rules
By higher mathematical rules
By engineering sense
Dimensionally correct
Limiting values
Trend values
Sign check
Relevant factors appear in the equation
Symmetry checking
By experimentation
OPTIMIZATION
Methods
Mental survey
Appraisal of alternatives
Differential calculus
Graphic
Numerical
Method of steepest descent
Using linear programming
Use of dual variables
Langrangian multipliers
Newton Raphson approximation method
DECISION MAKING
Source factors
Finances
R & D facilities
R & D skills
Materials
Admn of R & D Prodn & Sales
Resources for decision making
Technical factors
Dimensions size & Shape
Weight
Strength – Identify weakest points
Electrical effects
Magnetic effects
Temperature effects
Corrosion
Erosion
Fluid flow effects – drag
Wear – lubrication effects
Power – Input / Output
Fatigue
Creep
Dynamics
Thermal effects
Inertia
Effeciency
Manufacturing effects
Chemical effects
Mass production
Noise Damping characterstics
Human Factors
Ethics
Others views of alternative
Aesthetic factors
Resistance to change – fear of new
Personal tastes
Decision maker
Scientific method
State the desired goal or objective
Generate a number of alternatives
List as many related factors as possible
Use the list of related factors to remove the list of alternatives
FEASIBILITY STUDY
Input COLLECT INFORMATIONPrimitiveNeeds
ANALYSE NEED SYNTHESIS& STUDY ENV. CONCEPTS
NEED IDENTIFY QUANTITY INPUT ANALYZESTATEMENT PROBLEM & OUTPUT PROBLEM
TECHNICAL STATEMENTOF PROBLEM
Establishing need
Study the nature of the need
Establish the need reasonably well to the extent possible
Make primitive statement of the need
Do reconnoisance study
Wrt qualitative aspects
Wrt quantitave aspects
Wrt. Overall validity
Studying Environment
Physical
Technological
Organisational
Social & Customers acceptability
Time consideration
Estimation of competition
Political environment
Economic feasibility
Financial feasibility
Need Analysis
For conducting analysis we asked ourselves the questions
Who are the end users ?
How it can be satisfied ?
With the design chosen by us this need can be satisfied.
Why the project is to be started ?
PRELIMINARY DESIGN
The preliminary design stage involved
Generation of several possible solutions
Subdivision of system into sub-systems
Generating solution of a sub system from
Technical literature publications
Kinematics & known constraints
Methods already established
Historical developments & patents
Physical characterstics
Assemby of sub-systems
Selection of the most promising concepts from several solutions
Formulation of a useful model preferably mathematical for this selected solution
Analysis of the model formulated
Sensitivity analysis
Compatibility analysis
Reliability analysis
Stability analysis
Optimization
Prediction of performance
Preparing layouts of the selected solutions and check its function
VARIOUS PROPOSED SOLUTIONS TO THE PROBLEM
During our preliminary design stage we applied our creativity and took help of various
information sources and thought of different designs using different types of motors and
sensors.
CONCLUSION
As this project has been undertaken as a part of the compulsory requirement for fulfilling
the condition for BE Engineering degree following points were kept in mind
Problem chosen was of field of interest
It should be possible to complete the problem within the required time
For analysis information should be available in the library, books, magazines, or other
sources of information
For investigation necessary equipment should be available in the labs or it may be
possible to get the same in local markets
For fabrication, suitable facilities should be available in the college workshop or in
the local markets
It should be possible to investigate the problem within the funds available.
It should be possible to determine the technique for handling the problem.
BIBLIOGRAPHY
1. An introduction to Systems Design - D.K. Agarwal, S.L. Singla
2. Machine Design – P.C. Sharma, D.K. Agrarwal
3. Hydraulics Fluid Mechanics – S. Ramamurtham
4. Machine design by Dr. R.S. Khurmi
5. Web Site www.eatons.com
1. Web Site www.vds.net
2. Web Site www.wesco.com
3. Web Site www.yahoo.com
