ANTI THEFT STEERING SYSTEM

Submitted in partial fulfillment of the requirement for the award of

IN

MECHANICAL ENGINEERING

BY

Under the guidance of ------------------------

2004-2005

DEPARTMENT OF MECHANICAL ENGINEERING

CERTIFICATE
 Register number:
_________________________

This is to certify that the project report titled

“ANTILOCK BRAKING SYSTEM (ABS)” submitted by
the following students for the award of Diploma
engineering is record of bonafide work carried out by
them.

Done by

Mr. /Ms._______________________________

In partial fulfillment of the requirement for the award of

Diploma in Mechanical Engineering

During the Year – (2004-2005)

_________________ _______________
Head of Department Guide

Coimbatore –641651.
Date:

Submitted for the university examination held on ___________

_________________ ________________
Internal Examiner External
Examiner
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ACKNOWLEDGEMENT
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 ACKNOWLEDGEMENT

At this pleasing moment of having successfully

completed our project, we wish to convey our
sincere thanks and gratitude to the management
of our college and our beloved chairman
…………………………………………………, who provided all
the facilities to us.
We would like to express our sincere thanks to
our principal ………………………………………, for
forwarding us to do our project and offering
adequate duration in completing our project.
We are also grateful to the Head of
Department Prof. …………………………………….., for
her constructive suggestions & encouragement
during our project.
With deep sense of gratitude, we extend our
earnest & sincere thanks to our guide
…………………………………………………….., Department
of Mechanical for her kind guidance &
encouragement during this project.
 We also express our indebt thanks to our
TEACHING and NON TEACHING staffs of
MECHANICAL ENGINEERING DEPARTMENT,
……………………….(COLLEGE NAME).

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 ANTI THEFT STEERING SYSTEM
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 CONTENTS
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CONTENTS

CHAPTER NO
TITLE PAGE NO
1
Synopsis
2
Introduction
3 Literature survey
5 Car safety
6 Basic of pneumatic
7 Components and Description
8 Diagram
9 Working principle
10 Advantages and Disadvantages
11 Applications
12 List of materials
13 Cost estimation
14 Conclusion
Bibliography
Photography

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Chapter-1
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SYNOPSIS
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CHAPTER-1

SYNOPSIS

Objective:
 The objective of this project is anti lock steering control system.

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Chapter-2
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INTRODUCTION
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CHAPTER-2

INTRODUCTION
 Nowadays Automation occupies various electronic sections by its comfortable

nature. This is an era of automation where it is broadly defined as replacement of manual

effort by electronic power in all degrees of automation. The operation remains an

essential part of the system although with changing demands on physical input as the

degree of mechanization is increased.

Degrees of automation are of two types, viz.

Full automation.

Semi automation.

In semi automation a combination of manual effort and electronic power is required

whereas in full automation human participation is very negligible.

NEED FOR AUTOMATION:

Automation can be achieved through computers, hydraulics, pneumatics, robotics,

etc., of these sources; electronics form an attractive medium for low cost automation. The

main advantages of all electronics systems are economy and simplicity. Automation plays

an important role in mass production.

 To achieve quick response

 To prevent the accident by alarm indication

  To reduce the work load

 To reduce the fatigue of workers

 To achieve good quality

 Less Maintenance

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Chapter-3
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LITERATURE SURVEY
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CHAPTER-3

LITERATURE SURVEY
SAFETY SYSTEM:

There have been considerable advances in modern vehicle braking systems in

recent years. For example, electronically controlled ABS for emergency braking,

electronically controlled hydraulically actuated individual brake-by-wire (BBW) systems

for saloon cars and electronically controlled pneumatically actuated systems for heavy

goods vehicles. The work of recent years shall form the basis of a system design

approach to be implemented. The novelty of the proposed research programmed shall lie

in the design and evaluation of control systems for achieving individual wheel motion

control facilitated by BBW. In the case of BBW the brake pedal is detached from the

hydraulic system and replaced by a 'brake pedal simulator'. The simulator provides an

electrical signal for the electronic control system.

Preliminary modeling and simulation work considers a quarter cars initially

followed by a natural progression to the half car and full four wheel station cases. The

model is to be constructed in modular form thus allowing the replacement / interchange

of the various blocks and their associated technologies. Upon completion of the full

vehicle braking model, sensitivity analyses will be carried out.

Once the preliminary simulation model has been thoroughly benchmarked and

existing control system strategies evaluated, an audit of the technology used is to take

place and this will provide a basis for comparison of iterative technologies / techniques.
The final phase of the new modern vehicle shall include:

 Development of improved ABS control systems

 Development and assessment of an electro-hydraulic-BBW (EH-BBW) system

 Individual wheel braking combined with traction control

 Assessing sensor failure and fault tolerant control system design

 Preliminary studies into an electrically actuated system

 Re-engineering using simplified models.

ANTILOCK BRAKING SYSTEM:

Anti-lock braking systems were first developed for aircraft. An early system was

Dunlop's Maxaret system, introduced in the 1950s and still in use on some aircraft

models. This was a fully mechanical system.

It saw limited automobile use in the 1960s in the Ferguson P99 racing car, the

Jensen FF and the experimental all wheel drive Ford Zodiac, but saw no further use; the

system proved expensive and in automobile use somewhat unreliable. A purely

mechanical system developed and sold by Lucas Girling was factory-fitted to the Ford

Fiesta Mk III. It was called the Stop Control System.

The German firm of Bosch had been developing anti-lock braking technology

since the 1930s, but the first production cars using Bosch's electronic system became

available in 1978. They first appeared in trucks and German limousines from Mercedes-

Benz. Systems were later introduced on motorcycles.

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Chapter-4
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CAR SAFETY
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CHAPTER-4

CAR SAFETY
 Car safety is the avoidance of automobile accidents or the minimization of

harmful effects of accidents, in particular as pertaining to human life and health. Special

safety features have been built into cars for years, some for the safety of car's occupants

only, and some for the safety of others.

Every year tens of thousands of people are killed in road accidents. Major factors

in accidents include driving under the influence of alcohol or other drugs, inattentive

driving, driving while fatigued, reckless driving, or encounters with road hazards such as

snow, potholes and crossing animals.

Despite technological advances, the death toll of car accidents remains high: about

40,000 people die every year in the US, a number which increases annually in line with

rising population and increased travel (although the rate per capita and per distance

traveled decreases steadily), and a similar number in Europe. A much higher number of

accidents result in permanent disability.

When pregnant, women should continue to use seatbelts and airbags properly. A

University of Michigan study found that "unrestrained or improperly restrained pregnant

woman are 5.7 times more likely to have an adverse fetal outcome than properly

restrained pregnant women." If seatbelts are not long enough, extensions are available

from the car manufacturer or an aftermarket supplier.

Car safety is especially critical for young children, as car safety is generally

designed for normal sized adults. Safety features that could save an adult can actually

cause more damage to a child than if the feature was not there. It is important to review

with others, who may be supervising your child, your rules for car safety. All children age

12 and under should ride in the back seat. This is especially the case if there are airbags in

the front seat, as airbags are only designed to protect adults and may injure children.

Child safety locks prevent children from accidentally opening doors from inside

the vehicle, even if the door is unlocked. The door, once unlocked, can then be opened

only from the outside.

Newborn babies should be put in a car seat until they weigh at least 20 or 22

pounds (10 or 11 kg). These carriers are designed to be placed in the rear seat and face
towards the rear with the baby looking towards the back window. Some of these carriers

are "Convertables" which can also be used forward facing for older children. With

infants, these should only be used facing the rear. Harness straps should be at or below

shoulder level.

Toddlers over 1 year old and between 20 and 40 pounds (10 and 20 kg) should be

placed in forward facing child seats or convertibles placed in the rear seat. Harness straps

should be at or above the child's shoulders.

Children, who weigh less than 80 pounds (40 kg), are younger than 8, or are

shorter than 4 ft 9 in (1.4 m) are advised to use belt positioning booster seats which raise

them to a level that allows seat belts to work effectively. These seats are forward facing

and must be used with both lap and shoulder belts.

Booster seats must be used with both lap and shoulder belt. Make sure the lap belt

fits low and tight across the lap/upper thigh area and the shoulder belt fits snug crossing

the chest and shoulder to avoid abdominal injuries

There are two main types of booster seats. If your car's back seat is lower than

your child's ears, use a high back booster seat to help protect your child's head and neck.
If your car's seat back is higher than your child's ears, you can use a backless booster

seat.

Safety features

Avoidance

To make driving safer and prevent accidents from occurring, cars have the following

safety features:

Turn signals and brake lights, including Center High Mounted Stop Lamps

(CHMSL).

Anti-lock braking system (ABS) with EBV (Electronic brake pressure

distribution), which prevents the brakes from locking and losing traction

while braking. This shortens stopping distances in almost all cases. See

also: Emergency Braking Assistance (EBA)

Electronic stability controls, which use various sensors to intervene when

the car senses a possible loss of control. The car's computer can reduce
 power from the engine and even apply the brakes to prevent the car from

under steering or over steering

Traction control(TCS)

Dynamic steering response (DSR).

Electronic Skid Prevention (ESP), with Acceleration Slip Regulation (ASR)

and Electronic differential lock (EDL).

Lane Departure Warning System (LDWS).

Directional headlamps.

Damage control:

When an accident occurs, various systems work together to minimize damage to

those involved. Much research has been done using crash test dummies to make modern

cars safer than ever. Recently, attention has also been given to the cars design regarding

the safety of pedestrians in car-pedestrian collisions.

Controversial proposals in Europe would require cars sold there to have a

minimum/maximum hood height. This has caused automakers to complain that the

requirements will restrict their design choices, resulting in ugly cars. Others have pointed

out that a notable percentage of pedestrians in these accidents are drunk.

Seatbelts (or safety belts) keep a person from being thrown forward or ejected

from the vehicle.

Airbags

 Front airbags inflate in a medium speed head on collisions to cushion

the blow of a head on the dashboard or steering wheel.

 Side airbags inflate in a side (T-bone) collision to cushion the torso

 Curtain airbags protect the heads of passengers in a side collision

 Crumple zones absorb the energy of an impact when the car hits

something

 Cage construction is designed to protect vehicle occupants. Some racing

vehicles have a tubular roll cage

 Reinforced side door structural members

 Fuel pump shutoff devices turn off gas flow in the event of a collision

for the purpose of preventing gasoline fires.

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Chapter-5
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BASICS OF PNEUMATIC
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 CHAPTER-5

BASICS OF PNEUMATIC

PNEUMATICS

The word ‘pneuma’ comes from Greek and means breather wind. The word

pneumatics is the study of air movement and its phenomena is derived from the word

pneuma. Today pneumatics is mainly understood to means the application of air as a

working medium in industry especially the driving and controlling of machines and

equipment.

Pneumatics has for some considerable time between used for carrying out the

simplest mechanical tasks in more recent times has played a more important role in the

development of pneumatic technology for automation.

Pneumatic systems operate on a supply of compressed air which must be made

available in sufficient quantity and at a pressure to suit the capacity of the system. When

the pneumatic system is being adopted for the first time, however it wills indeed the

necessary to deal with the question of compressed air supply.

 The key part of any facility for supply of compressed air is by means using

reciprocating compressor. A compressor is a machine that takes in air, gas at a certain

pressure and delivered the air at a high pressure.

Compressor capacity is the actual quantity of air compressed and delivered and the

volume expressed is that of the air at intake conditions namely at atmosphere pressure

and normal ambient temperature.

The compressibility of the air was first investigated by Robert Boyle in 1962 and

that found that the product of pressure and volume of a particular quantity of gas.

The usual written as

PV = C (or) PıVı = P2V2

In this equation the pressure is the absolute pressured which for free is about 14.7

Psi and is of courage capable of maintaining a column of mercury, nearly 30 inches high

in an ordinary barometer. Any gas can be used in pneumatic system but air is the mostly

used system now a days.

SELECTION OF PNEUMATICS

Mechanization is broadly defined as the replacement of manual effort by

mechanical power. Pneumatic is an attractive medium for low cost mechanization

particularly for sequential (or) repetitive operations. Many factories and plants already

have a compressed air system, which is capable of providing the power (or) energy

requirements and the control system (although equally pneumatic control systems may be

economic and can be advantageously applied to other forms of power).

The main advantage of an all pneumatic system are usually economic and

simplicity the latter reducing maintenance to a low level. It can also have out standing

advantages in terms of safety.

PRODUCTION OF COMPRESSED AIR

Pneumatic systems operate on a supply of compressed air, which must be made

available, in sufficient quantity and pressure to suit the capacity of the system. When

pneumatic system is being adopted for the first time, however it wills indeed the

necessary to deal with the question of compressed air supply.

 The key part of any facility for supply of compressed air is by means using

reciprocating compressor. A compressor is a machine that takes in air, gas at a certain

pressure and delivered the air at a high pressure.

Compressor capacity is the actual quantity of air compressed and delivered and the

volume expressed is that of the air at intake conditions namely at atmosphere pressure

and normal ambient temperature.

Clean condition of the suction air is one of the factors, which decides the life of a

compressor. Warm and moist suction air will result in increased precipitation of condense

from the compressed air. Compressor may be classified in two general types.

1. Positive displacement compressor.

2. Turbo compressor

Positive displacement compressors are most frequently employed for compressed

air plant and have proved highly successful and supply air for pneumatic control

application.
 The types of positive compressor

1. Reciprocating type compressor

2. Rotary type compressor

Turbo compressors are employed where large capacity of air required at low

discharge pressures. They cannot attain pressure necessary for pneumatic control

application unless built in multistage designs and are seldom encountered in

pneumatic service.

RECIPROCATING COMPRESSORS

Built for either stationary (or) portable service the reciprocating compressor is by

far the most common type. Reciprocating compressors lap be had is sizes from the

smallest capacities to deliver more than 500 m³/min. In single stage compressor, the air

pressure may be of 6 bar machines discharge of pressure is up to 15 bars. Discharge

pressure in the range of 250 bars can be obtained with high pressure reciprocating

compressors that of three & four stages.

Single stage and 1200 stage models are particularly suitable for pneumatic

applications , with preference going to the two stage design as soon as the discharge

pressure exceeds 6 bar , because it in capable of matching the performance of single stage

machine at lower costs per driving powers in the range .

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Chapter-6
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COMPONENTS AND
DESCRIPTION
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 CHAPTER-6

COMPONENTS AND DESCRIPTION

The major components of this project are,

Pneumatic Cylinder

Solenoid Valve

Flow Control Valve

Microcontroller

1. PNEUMATIC CYLINDER:

Cylinder is a device which converts fluid power into liner mechanical force and

motion. These cylinders are widely used in industrial pneumatic systems. These

cylinders are also called as linear motors and reciprocating motors pneumatic cylinders

are designed for a variety of services.

 Pneumatic cylinders are designed for a variety of services. Pneumatic cylinders

transforms the flow of pressured fluid into a push or pull of the piston rod since out

system uses double acting cylinders we shall see some details about them.

Double acting cylinders are in one in which fluid force can be applied to the

movable element in two directories. The force exerted by the compressed air moves the

piston in two directories in a double acting cylinder. They are used particularly. The

piston is required to perform work not only on the advance movement but also on the

return.

In principle, the stroke length is unlimited, although bucking and bending must be

considered before we select a particular size of piston diameter, rod length and stroke

length. The main component of any pneumatic system is the cylinder, which receivers air

under pressure and the pressurized air helps to move the piston to and fro. The force

acting on the piston will be equal to the product of the pressure of air and the area of the

cylinder.

The amount of air delivered into the cylinder into the cylinder decides the rate of

doing work. A cylinder is a hollow circular section with the top and bottom flange

provided to prevent the leakage of air.

 The compressed air is used to actuate the piston. In order to move the

piston to and fro, the air is supplied to the top and bottom of the cylinder alternatively.

Cylinder is mainly classified into two types namely,

 Single acting cylinder.

 Double acting cylinder.

In single acting cylinder, using the spring provided around the piston rod attains

the return stroke, but it is not efficient. So, the double acting cylinder is used in which

the return stroke is attained using compressed air.

Double Acting Cylinder

In this the force exerted by the compressed air moves the piston in two directions.

They are used partially when the piston is required to perform work not only on the

advance movement but also on the return stroke. This principle, the stroke length is

unlimited, although bucking and bending must be considered before selecting the

particular size of piston diameter, rod length and stroke length.

 The different parts of double acting cylinder are:

1. Barrel

2. Piston rod

3. Top Cover

4. Bottom Cover

5. Wiper Cover

6. Retaining ring

7. Piston

8. Piston guide

9. Bearing Cap

10. ‘O’ ring for piston guide

11. Hexagonal socket head screw

12. Check nut

The double acting cylinder is made up of cast aluminium. The inner and outer

surface of the cylinder should be machined accurately. The internal diameter of the

cylinder should be accurate in order to provide a smooth surface for the packing. The

appearance of the outer diameter should be good.

The outer most part of the bottom and top cover contains internal threads for

inserting bolts to clamp the cylinder.

 In case of double acting cylinder a force is developed in both the directions. The

moving member inside the cylinder is nothing but a piston which is found to be moving

forward and backward due to high-pressure air. The cylinder top and lower plate are

flanged together by means of bolts and nuts. The bottom of the cylinder is also flanged

with end covers for the movement of the piston in reciprocating manner.

The bottom end cover has a bore in center whose diameter is slightly larger than

piston rod diameter. The force during the return stroke is less compared to that of the

forward stroke because in the former, the piston rod covers some area so that the air

cannot concentrate in the piston rod area.

4.4.1. Parts of Pneumatic Cylinder

Piston

The piston is a cylindrical member of certain length which reciprocates inside the

cylinder. The diameter of the piston is slightly less than that of the cylinder bore diameter

and it is fitted to the top of the piston rod. It is one of the important part which converts

the pressure energy into mechanical power.

 The piston is equipped with a ring suitably proportioned and it is relatively soft

rubber which is capable of providing good sealing with low friction at the operating

pressure. The purpose of piston is to provide means of conveying the pressure of air

inside the cylinder to the piston of the oil cylinder.

Generally piston is made up of

 Aluminium alloy-light and medium work.

 Brass or bronze or CI-Heavy duty.

The piston is double acting type. The piston moves forward when the high-

pressure air is turned from the right side of cylinder. The piston moves backward when

high pressure acts on the piston from the left side of the cylinder. The piston should be as

strong and rigid as possible.

The efficiency and economy of the machine primarily depends on the working of

the piston. It must operate in the cylinder with a minimum of friction and should be able

to withstand the high compressor force developed in the cylinder and also the shock load

during operation.

The piston should posses the following qualities.

 a. The movement of the piston not creates much noise.

b. It should be frictionless.

c. It should withstand high pressure.

Piston Rod

The piston rod is circular in cross section. It connects piston with piston of other

cylinder. The piston rod is made of mild steel ground and polished. A high finish is

essential on the outer rod surface to minimize wear on the rod seals. The piston rod is

connected to the piston by mechanical fastening. The piston and the piston rod can be

separated if necessary.

One end of the piston rod is connected to the bottom of the piston. The other end

of the piston rod is connected to the other piston rod by means of coupling. The piston

transmits the working force to the oil cylinder through the piston rod. The piston rod is

designed to withstand the high compressive force. It should avoid bending and withstand

shock loads caused by the cutting force. The piston moves inside the rod seal fixed in the

bottom cover plate of the cylinder. The sealing arrangements prevent the leakage of air

from the bottom of the cylinder while the rod reciprocates through it.

Cylinder Cover Plates

The cylinder should be enclosed to get the applied pressure from the compressor

and act on the pinion. The cylinder is thus closed by the cover plates on both the ends

such that there is no leakage of air. An inlet port is provided on the top cover plate and an
outlet ports on the bottom cover plate. There is also a hole drilled for the movement of

the piston.

The cylinder cover plate protects the cylinder from dust and other particle and

maintains the same pressure that is taken from the compressor. The flange has to hold the

piston in both of its extreme positions. The piston hits the top plat during the return

stroke and hits the bottom plate during end of forward stroke. So the cover plates must

be strong enough to withstand the load.

Cylinder Mounting Plates:

It is attached to the cylinder cover plates and also to the carriage with the help of

‘L’ bends and bolts.

GENERALLY USED MATERIALS

Cylinder Tube Materials:

LIGHT DUTY MEDIUM DUTY HEAVY DUTY

1. Plastic Hard drawn brass tube hard drawn brass tube.

2. Hard drawn Aluminium Hard drawn steel tube

Aluminium tube Castings tube.

3. Hard drawn Brass, Bronze, Iron or

Brass tube Castings, welded steel tube

End Cover Materials:

LIGHT DUTY MEDIUM DUTY HEAVY DUTY

1. Aluminium stock Aluminium stock Hard tensile

(Fabricated) (Fabricated) Castings

2. Brass stock Brass stock

(Fabricated) (Fabricated)

3. Aluminium Aluminium, Brass,

Castings iron or steel Castings.

Piston Materials:

LIGHT DUTY MEDIUM DUTY HEAVY DUTY

1.Aluminium Aluminium Castings Aluminium Forgings,

Castings Brass (Fabricated) Aluminium Castings.

2. Bronze (Fabricated) Bronze (Fabricated)
3. Iron and Steel Brass, Bronze, Iron or

Castings Steel Castings.

Mount Materials:
LIGHT DUTY MEDIUM DUTY HEAVY DUTY
1. Aluminium Aluminium, Brass High Tensile

Castings And Steel Castings Steel Castings

2. Light Alloy High Tensile

(Fabricated) Steel Fabrication

Piston Rod Materials:

MATERIAL FINISH REMARKS

MILD STEEL Ground and polished hardened, Generally preferred chrome

ground and polished. plated

STAINLESS STEEL Ground and Polished Less scratch resistant than

chrome plated piston rod

2. SOLENOID VALVE WITH CONTROL UNIT:

The directional valve is one of the important parts of a pneumatic system.

Commonly known as DCV, this valve is used to control the direction of air flow in the

pneumatic system. The directional valve does this by changing the position of its internal

movable parts.

This valve was selected for speedy operation and to reduce the manual effort and

also for the modification of the machine into automatic machine by means of using a
solenoid valve. A solenoid is an electrical device that converts electrical energy into

straight line motion and force. These are also used to operate a mechanical operation

which in turn operates the valve mechanism.

` Solenoids may be push type or pull type. The push type solenoid is one in which

the plunger is pushed when the solenoid is energized electrically. The pull type solenoid

is one is which the plunger is pulled when the solenoid is energized.

The name of the parts of the solenoid should be learned so that they can be

recognized when called upon to make repairs, to do service work or to install them.

Parts of a Solenoid Valve

1. Coil

The solenoid coil is made of copper wire. The layers of wire are separated by

insulating layer. The entire solenoid coil is covered with an varnish that is not affected by

solvents, moisture, cutting oil or often fluids. Coils are rated in various voltages such as

115 volts AC, 230 volts AC, 460 volts AC, 575 Volts AC, 6 Volts DC, 12 Volts DC, 24

Volts DC, 115 Volts DC & 230 Volts DC. They are designed for such frequencies as 50

Hz to 60 Hz.
 2. Frame

The solenoid frame serves several purposes. Since it is made of laminated sheets,

it is magnetized when the current passes through the coil. The magnetized coil attracts

the metal plunger to move. The frame has provisions for attaching the mounting. They

are usually bolted or welded to the frame. The frame has provisions for receivers, the

plunger. The wear strips are mounted to the solenoid frame, and are made of materials

such as metal or impregnated less fiber cloth.

3. Solenoid Plunger

The Solenoid plunger is the mover mechanism of the solenoid. The plunger is

made of steel laminations which are riveted together under high pressure, so that there

will be no movement of the lamination with respect to one another. At the top of the

plunger a pin hole is placed for making a connection to some device. The solenoid

plunger is moved by a magnetic force in one direction and is usually returned by spring

action. Solenoid operated valves are usually provided with cover over either the solenoid

or the entire valve. This protects the solenoid from dirt and other foreign matter, and

protects the actuator. In many applications it is necessary to use explosion proof

solenoids.

WORKING OF 3/2 SINGLE ACTING SOLENOID (OR) CUT OFF VALVE:

 The control valve is used to control the flow direction is called cut off valve or

solenoid valve. This solenoid cut off valve is controlled by the emergency push button.

The 3/2 Single acting solenoid valve is having one inlet port, one outlet port and one

exhaust port. The solenoid valve consists of electromagnetic coil, stem and spring. The

air enters to the pneumatic single acting solenoid valve when the push button is in ON

position.
Technical Data:

Size : ¼”
Pressure : 0 to 7 kg / cm2
Media : Air
Type : 3/2
Applied Voltage : 230V A.C
Frequency : 50 Hz

MICROCONTROLLER

In our project 89C51 Microcontroller is used as a control unit.

INTRODUCTION ABOUT MICRO CONTROLLER:

A microcontroller consists of a powerful CPU tightly coupled with memory (RAM,

ROM or EPROM), various I/O features such as serial port(s), parallel port(s), Timer/Counter(s),

Interrupt controller, Data Acquisition interfaces-Analog to Digital Converter (ADC), Digital to

Analog Converter (DAC), everything integrated onto a single silicon chip.

It does not mean that any micro controller should have above said features on-chip.

Depending on the need and area of application for which it is designed, the on-chip features
present in it may or may not include all the individual sections said above. Any micro computer

system requires memory to store a sequence of instructions making up a program, parallel port or

serial port for communicating with an external system, timer/counter for control purposes like

generating time delays, baud rate for the serial port, apart from the controlling unit called the

Central Processing Unit.

MEMORY ASSOCIATED WITH AT-89C51:

PROGRAM MEMORY:

A program memory is a block of memory, which can be used to store a sequence of

program codes (by using special EPROM / PROM programmers). It can only be read from and

not written into, under normal operating conditions.

There can be up to 64 k bytes of program memory in AT-89C51. in ROM and EPROM

versions of the MCS-351 family of devices, the lower 4K are provided on-chip whereas in ROM

fewer versions, all program memory is external.

In ROM and EPROM versions of this device, if the special control signals EA (External

Access enable) is strapped off Vcc, and then program fetches to addresses 0000 to 0FFF are

directed to the internal ROM. The program fetch will be from external memory, where EA* is

grounded.

After reset, the CPU begins execution from address location 0000 of the program

memory.
 Figure shows a map of the AT-89C51-program memory

FFFF
60K Bytes
Internal FFFF

1000 OR 64 K Bytes
External
0FFF
4 K Bytes
Internal 0000

0000

DATA MEMORY:

Data memory is the Read/Write memory. Hence, it can be both read from and written

into. AT-89C51 has got 128 bytes of internal data memory and 64K of external data memory.

FF SFRS
DIRECT
ADDRESS
80 SING FFFF
ONLY 64 K Bytes
7F AND External
DIRECT
AND 0000
INDIRECT
ADDRESS
00 ING
INTERNAL DATA MEMORY:

Internal data memory addresses are one byte wide, which includes 128 bytes of

on-chip RAM plus a number of special Function Registers. The 128 bytes of RAM can

be accessed either by direct addressing (MOV data address) or by indirect addressing

(MOV @Ri).

The lowest 32bytes (00-1F) of on-chip RAM are grouped into 4 banks of 8

registers each. Program instructions call out these registers as R0 through R7 > Bits 3

and 4 (PSW.3 and PSW.4) in register program status word (PSW) select which register

bank is n use. This allows more efficient use of code space, since register instructions are

shorter than instructions that use direct addressing.

Reset initializes the stack pointer register to 7 and its incremented once to start

from locating 08, which is register R0 of second register bank. Hence, in order to use

more than one register bank, the stack pointer should be initialized to a different location

of RAM if it is not used for data storage.

The next 16 bytes (20-2F) from a block of bit addressable memory space, which

can also byte addressed.

 Bytes 30 through 7F are available to the user as data RAM. However, is the stack

pointer has been initialized to this area, enough number of bytes should be left a side to

prevent stack overflow.

I/O STRUCTURE OF AT-89C51:

AT-89C51 has four 8-bit parallel ports (hence 8*4=32 I/O lines are available). All four

parallel ports are bi-directional. Each line consists of a latch, an output driver and an input

buffer.

The four ports are named as port 0 (po), port 1 (p1), port 2 (p2) and port 3(p3). They are

bit addressable and has to be represented in the form PX.Y is i.e. bit Y of port X while using bit

addressing mode. PX.0 is the LSB (least significant Bit) of port x and px.7 is the MSB (Most

Significant Bit) of that port.

Out of the four ports, port 0 and port 2 are used in accesses to external memory. All the

port 3 pins are multifunctional. Port 3 is an 8-bit bidirectional with internal pull-ups.
Port pin Alternate Functions

P3.0 RXD (Serial input port)

P3.1 TXD (Serial output port)

P3.2 INTO (External Interrupt 0)

P3.3 INT1 (External Interrupt 1)

P3.4 T0 (Timer 0 External input)

P3.5 T1 (Timer 1 External Input)

P3.6 WR (External Data memory write

strobe)

P3.7 RD (External Data memory Read

Strobe)

PORT 0:

Port 0 is an 8-bit open drain bi-directional I/O port. It is also the multiplexed low order

address and data bus during access to external memory.

It also receives the instruction bytes during EPROM programming and outputs

instruction bytes during program verification. (External pull-ups are required during

verification). Port 0 can sink (and operation and source) eight LS TTL input.
PORT 1:

Port 1 is an 8-bit bi-directional with internal pull-ups. It receives the low order address

byte during EPROM program verification. The port-1 output buffers can sink/source four LS

TTL inputs.

PORT 2:

Port 2 is an 8-bit bi-directional with external pull-ups. It emits the high order address byte

during accesses to external memory.

It also receives, these high-order address bits during EPROM programming Verification.

Port 2 can sink/source four LS TTL inputs.

RST:

While the oscillator is running a high on this pin for two machine cycles resets the

device. A small external pull down resistor (8.2k) from RST to Vss permits power on reset when

a capacitor (10 micro frequencies) also connected from this pin to Vcc.
ALE/PROG:

Address latch enable is the output for latching low byte of the address, during access 10

external memory. ALE is activated at a constant rate of 1/6 the oscillator frequency except during

an external data memory access at which time one ALE pulse is skipped. ALE can sink/source

eight LS TTL inputs. This pin is also the program pulse input (PROG) during EPROM

programming.

PSEN:

Program Store Enable is the read strobe to external program memory. PSEN is activated

twice each machine cycle, during fetches form external program memory. PSEN is not activated

during fetches from internal program memory. PSEN can sink/source 8 LS TTL inputs.

EA/Vpp:

When external access enable (EA) is held high, the AT-89C51 execute out of internal

program memory (Unless the program counter exceeds OFF (H)). When EA is held low, the AT-

89C51 H executes only out of external program memory. This pin also receives the 21 Volts

programming. Supply Voltage (Vpp) during EPROM programming. This pin should not be

floated during normal.

XTAL1:
 It is inputs to the inverting amplifier that forms the oscillator. XTAL1 should be grounded

when an external oscillator is used.

XTAL 2:

It is Outputs to the inverting amplifier that forms the oscillator, and input to the internal

clock generator, receives the external oscillator signal when an external oscillator is used.

Vss - Circuit ground potential

Vcc - Supply Voltage during Programming Verification and normal

Operation.

TIMERS/COUNTERS:

AT-89C51 has two 16-bit timer/counter 0, and timer/counter 1. They can be configured in

any of the four operating modes, which are selected by bit-pars (m1, 0) in register TMOD

(Timer/counter Mode control). Modes 0, 1 and 2 are the same for the timer/counters. Mode 3 is

different.

FEATURES OF AT-89C51:

Now a day’s an 8-bit AT-89C51/8031/8751 and 16 bit 8097 micro controllers available in

the form of kits. Its special features are summarized as:-

4k Bytes of Flash

128 Bytes of RAM

 32 I/O lines

A five vector two level interrupt architecture.

A full duplex serial port

On chip Oscillator and clock circuitry.

ADDRESSING MODES:

The AT-89C51 instructions operate on data stored in internal CPU registers, external

memory or on the I/O ports. There are a number of methods (modes) in which these registers,

memory (internal or external) and I/O Ports (Internal / External) can be addressed, called

addressing modes. This section gives a brief summary of the various types of addressing modes

available in AT-89C51.

These Modes are:

Immediate

Direct

Indirect

Register

Register Specific

Indexed

IMMEDIATE ADDRESSING:
 In this mode, the data to be operated upon is in the location immediately following the

opcodes. For example, the instruction,

MOV A, # 41

-Loads the accumulator with the hex value 41.

‘//’ Signifies IMMEDIATE ADDRESSING.

DIRECT ADDRESSING:

In direct addressing, the operand is specified by an 8-bit address field in the instruction.

For example, the instruction,

INC 20

Increments the contents of the On-Chip data address 20 by one.

INDIRECT ADDRESSING:

In indirect addressing, the instruction specifies a register, which contains the address of

the operand. Both internal and external RAM can be indirectly addressed.

The address register for 8-bit address can be R0 or R1 of the selected register bank or the

stack pointer. The address register for 16-bit address can only be the 16-bit “data pointer”

register, DPTR. For example, the instruction,

 MOVX @DPTR, A

-Writes the contents of the accumulator to the address held by the DPTR register.

RESISTOR ADDRESSING:

The register banks, containing resistors R0 through R7, can be accessed by certain

instructions, which carry a 3-bit register specification within the opcode of the instruction.

Instructions that access the registers this way are code efficient, since this mode eliminates an

address byte.

When the instruction is executed, one of the eight resistors in the selected bank at the

execution time by two bank select bits is selected at the execution time by the two bank select

bits in the PSW. For example, the instruction,

MOV A, R0

-Copies the contents of the resistor R0 (of the selected bank) to the accumulator.

INDEXED ADDRESSING:

Only program memory can be accessed with indexed intended for reading look-up tables

in program memory. A 16-bit base resistor (Either DPTR or the Program counter) points to the

base of the table and accumulator is set up with the table entry number. The address of the table

entry in program memory is formed by adding the accumulator data to the base pointer. The

instruction,
 MOVC A,@A+DPTR

This function reads the contents of program memory, whose address is obtained by

adding the content of DPTR and accumulator copies it to the accumulator.

1 40

2 39

3 38

4 37

5 36

6 35

7 34

8 33

9 32

10 31

11 30

12 29

13 28

14 27
PIN DIAGRAM
15 26
PDIP
16 25

17 24
P1.0 Vcc
18 23
P1.1 P 0.0(AD 0)
19 22

20 21
 P1.2 P 0.1 (AD 1)

P1.3 P 0.2 (AD 2)

P1.4 P 0.3 (AD 3)

P1.5 P 0.4 (AD 4)

PORT 0 DRIVERS PORT 2 DRIVERS
P1.6 P 0.5 (AD 5)

P1.7 P 0.6 (AD 6)

RAM ADDR RAM PORT 0 PORT 2 FLASH
RESISTOR LATCH LATCH
RST P 0.7 (AD 7)

(R X D) P3.0 EA / VPP

(T X D) P3.1 ALE/PROG
B STACK PROGRAM
(INT 0) P3.2 PSEN ADDRESS
REGISTER ACC POINTER
REGISTER
(INT 1) P3.3 P2.7 (A 15)

(T 0) P3.4 P2.6 (A 14)

(T1) P3.5
TMP 2 TMP 1 P2.5 (A 13) BUFFER

(WR) P3.6 P2.4 (A

12)
PC
(RD) P3.7 P2.3 (A 11) INCREME
N-TER
XTAL 2 P2.2 (A 10)
INTERRUPT SERIAL PORT
XTAL 1 AND TIMER BLOCKSP2.1 (A 9)
PSW PROGRAM
GND P2.0 (A 8) COUNTER

PLCC
PTIMING
0. 0 – P 0 . 7 INSTRUCT P2.0 – P2.7 DPTR
AND -ION
Vcc CONTROL REGISTER

PORT 1 PORT 3
LATCH LATCH
GND

OSC PORT 1 DRIVERS PORT 3 DRIVERS

 ALU

PSEN
ALE/
PROG
EA/Vpp

RST

P1.0 – P1.7 P3.0 – P3.7

ACCUMULATOR:
 Accumulator is the Accumulator register mnemonics for Accumulator. Specific

instruction however, refer to the Accumulator simply A.

B REGISTER:

The B register is used during multiply and divide operations. For other

instructions can be treated as another scratch pad register.

PROGRAM STATUS WORD:

The PSW resistor contains program status information. The program status word

(PSW) contains several status bits that reflect the current state of the CPU. The PSW

resides in SFR space. It contains the carry bit, the auxiliary carry 9for BCD operations),

the two register bank select bits, the overflow flag a parity bit and two user definable

status flags. The carry bit other than serving the functions of a carry bit in arithmetic

operations, also serves as the ‘Accumulator’ for a number of Boolean operations. The bits

and RSI are used to select one of the register bans. A number instruction refers of their

RAM location R0 through R7. The selection of which the four banks is being referred to

is made on the bass of the bits RS0 and RS1 execution time.

The lower 32B are grouped into 4 banks of 8 resistors. Program instructions call

out there resistors as R0 through R7 bits in the PSW select which register is n use. The

parity bit reflects the number is in the accumulator. P=1 if the accumulator contains an
 old number of 1 s and p=0 if the accumulator contains an even number of 1 s. Thus the

number of 1 s in the accumulator plus P is always even. Two bits in the PSW are

uncommitted and may be used as general-purpose status flags.

PROGRAM STATUS WORD OF AT89C51 DEVICES:

C AC FO RS1 RS0 OV P

Carry flag receives carry Parity of accumulator by hard

out from bit-1 of ALU ware to 1 bit if it contains an old
operation number of 1 s otherwise set to 0

Auxiliary carry flag User Definable Flag

receives carry out from bit-
1 of addition operands

Overflow Flag set by

Arithmetic Operation
General Purpose Status Flag

Resistor Bank Select bit- 0

Register Bank Select bit-1

7F (H)

2F (H)
20 (H)
THE LOWER 128 BYTES OF INTERNAL RAM
Bank-3 1F (H)
18 (H)
Bank-2 17 (H)
10 (H)
Bank-1 0F (H)
08 (H)
Bank-0 07 (H)
00 (H)
 Bit addressable Space
Bit address 0-7F (H)
Bank Select Bit 11
In PSW

10 4 Banks of 8 resistors
R0 - R7
01
00

STACK POINTER:

The stack pointer resistor is 8-bit wide. It is incremented before data is stored

during PUSH and CALL execution while the stack may where in on-chip RAM. The

stack pointer is initialized to 07(H) after a reset. This causes the stack to begin at location

08(H).

DATA POINTER:

The data pointer (DPTR) consists of a high byte (DPH) and a low byte (DPL).

Its intended function is to hold a 16-bit address. It may be manipulated as a 16-bit resistor
or 08 two independent bit registers. Ports 0 to 3 – p0, p1, p2 and p3 are the SFR latches

for ports 0, 1, 2, and 3 respectively.

SERIAL DATA BUFFER:

The serial data buffer is actually two separate resistors transmit buffer and a

receive buffer resistor. When data is moved to SBUF, it goes to the transmit buffer where

it is held for serial transmission. (Moving a byte to SBUF is what initiates the

transmission) When data is moved from SBUF, it comes from the receive buffer.

TIME RESISTORS:

Resistors pairs (TH0, TL), (TH1, TL1) and (TH2, TL2) are the 16-bits counting

resistors for the interrupt system, the timer counters and the serial port.

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Chapter-7
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---------------------------------------------------------------------------------------

DRAWINGS
---------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------

Chapter-8
---------------------------------------------------------------------------------------

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WORKING PRINCIPLE
---------------------------------------------------------------------------------------
 CHAPTER-8

WORKING PRINCIPLE

This project constructed with microcontroller. This project is very

useful for anti theft, because steering unit is locked when vehicle is in parking

condition. Steering is released when the RFID is matched with the owner’s print,

then only anti lock steering is released. Then we put key to vehicle on and OFF. If

RFID Tagis mismatched at the attempt of three times. Alarm should be on. When

vehicle is parked anti lock steering is activated by the microcontroller.

---------------------------------------------------------------------------------------

Chapter-9
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------

ADVANTAGES & DISADVANTAGES

---------------------------------------------------------------------------------------
 CHAPTER-9

ADVANTAGES AND DISADVANTAGES

ADVANTAGES

 It requires simple maintenance cares

 The safety system for automobile.
 Checking and cleaning are easy, because of the main parts are screwed.
 Easy to Handle.
 High security.
 Repairing is easy.
 Replacement of parts is easy.

DISADVANTAGES

 Initial cost is high.

 Air tank is required for this operation.
---------------------------------------------------------------------------------------

Chapter-10
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------

APPLICATIONS
---------------------------------------------------------------------------------------
 CHAPTER-10

APPLICATIONS

 It is very much useful for Car Owners & Auto-garages.

 Thus it can be useful for the following types of vehicles;

1) MARUTI,

2) AMBASSADOR,

3) FIAT,

4) MAHINDRA,

5) TATA
---------------------------------------------------------------------------------------

Chapter-11
---------------------------------------------------------------------------------------

---------------------------------------------------------------------------------------

LIST OF MATERIALS
---------------------------------------------------------------------------------------
 CHAPTER-11

LIST OF MATERIALS

Sl. No. Qty. Material

PARTS
i. Pneumatic Cylinder 1 Aluminium
ii. Solenoid Valve 1 Aluminium
iii. Microcontroller 1 Electronic
iv. Relay driver 1 electronics
v. Pedal arrangement 1 Mild Steel
vi. Flow Control Valve 1 Aluminium
vii. LCD display 1 Cast Iron
viii. Connecting Tube - Polyurethene
ix. Hose Collar and Reducer - Brass
x Stand (Frame) 1 Mild steel
xi Steering 1 Rubber

---------------------------------------------------------------------------------------

Chapter-12
---------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------

COST ESTIMATION
---------------------------------------------------------------------------------------

CHAPTER-12

COST ESTIMATION
 1. MATERIAL COST:

Sl. No. Qty. Amount (Rs)

PARTS
i. Pneumatic Cylinder 1
ii. Solenoid Valve 1
iii. Microcontroller 1
iv. Relay driver 1
v. Pedal arrangement 1
vi. Flow Control Valve 1
vii. LCD display 1
viii. Connecting Tube -
ix. Hose Collar and Reducer -
x Stand (Frame) 1
Xi Steering
TOTAL =

2. LABOUR COST

LATHE, DRILLING, WELDING, GRINDING, POWER HACKSAW, GAS CUTTING:

Cost =

3. OVERHEAD CHARGES

The overhead charges are arrived by “Manufacturing cost”

Manufacturing Cost = Material Cost + Labour cost

=
=
 Overhead Charges = 20% of the manufacturing cost
=

TOTAL COST

Total cost = Material Cost + Labour cost + Overhead Charges

=
=

Total cost for this project =

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Chapter-13
---------------------------------------------------------------------------------------
---------------------------------------------------------------------------------------

CONCLUSION
---------------------------------------------------------------------------------------

CHAPTER-13
CONCLUSION

This project work has provided us an excellent opportunity and experience, to use

our limited knowledge. We gained a lot of practical knowledge regarding, planning,

purchasing, assembling and machining while doing this project work. We feel that the

project work is a good solution to bridge the gates between institution and industries.

We are proud that we have completed the work with the limited time successfully.

The “ANTI THEFT STEERING SYSTEM” is working with satisfactory conditions.

We are able to understand the difficulties in maintaining the tolerances and also quality.

We have done to our ability and skill making maximum use of available facilities.
 In conclusion remarks of our project work, let us add a few more lines about our

impression project work.

---------------------------------------------------------------------------------------

BIBLIOGRAPHY
---------------------------------------------------------------------------------------

BIBLIOGRAPHY

1. G.B.S. Narang, “Automobile Engineering”, Khanna Publishers, Delhi, 1991,

pp 671.

2. William H. Crowse, “Automobile Engineering”.

3. MECHANISMS IN MODERN ENGINEERING DESIGN Vol. V. PART I

4. ELEMENTS OF WORKSHOP TECHNOLOGY – VOL II

-S.K. HAJRA CHOUDHURY

-S.K. BOSE

-A.K. HAJRA CHOUDHERY

5. STRENGTH OF MATERIALS -I.B. PRASAD

Web site:

www.maritime.org

www.dmv.org

www.carsafety.com
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PHOTOGRAPHY
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