DAR ES SALAAM INSTITUTE OF TECHNOLOGY

MECHANICAL ENGINEERING DEPARTMENT

BACHELOR OF MECHANICAL ENGINEERING
NTA LEVEL 8
SENIOR PROJECT-II

TITLE: DESIGN AND DEVELOPMENT OF ENGINE OVERHEAT

DETECTOR WITH ALERT ALARM SYTEM.

TYPE: DESIGN AND DEVELOPMENT

PRESENTED BY: ABDULRAHMAN J.MURYERY

ADMISSION No.: 140545482989

CLASS: B.ENG 14ME

June, 2017
 CERTIFICATION
The undersigned certify thathe has read the project titled: Design and development of engine
overheat detector with alert alarm. In the fulfillment of the requirements for the Bachelor of
Engineering Degree in Mechanical Engineering of Dar es salaam Institute of Technology.

................................ .............................
Signature Date

Mr.Hussein
(Project supervisor)
 Certification

DECLARATION
I, ABDULRAHMAN J.MURYERY (140545482989), declare to the best of my knowledge that
this project is my original work, it has not been copied anywhere. It is the result of my own
thought and effort through technical knowledge and consultation from experienced people with
the help of different kind of references from their writings or comments.

…………………..... …………………..
Signature Date
ABDULRAHMAN J.MURYERY
(A Student)

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 Certification

ACKNOWLEDGEMENT
First of all, I thank all my family member who strengthen and enable me to executing this
project.It is my pleasure to express my gratitude to many who have helped in preparation of this
project report .I owe an inestimable debt to several classmates who by personal kindness have
cheerfully shared with me the wisdom. I should particularly like to acknowledge helpfully
discussion I have had with my supervisor Mr. HUSSEIN assistant lecturer at Dar es salaam
institute of technology who helped in many and various ways. He may not recognize his
contribution in this pages but I assure him that for what I have received am truly thankful.

Also I would like to express my special thanks to Dr.Sanga project head of Mechanical
Engineering department, N.A.P KAENA (Project lecturer) for his needful assistance from the
beginning of the project, Mechanical Department lecturers for their co linear guidance and
corrective on successful completion of the project and Dr. J.M MALIFEDHA as a project
coordinator, for his good supervision and humanitarian assistance by which has enabled me to
commence with the project work.

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 Certification

DEDICATION
I would like to dedicate this Project to the family; Jumanne Muryery (my father) and Mwasiti
Ibrahim (my mother), for the full support they have given me during my studies, I do appreciate
their efforts.
Also to my project coordinator, Dr. J.M MALIFEDHA, my supervisor Mr. Hussein Rashid and
all Mechanical department staff members.

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 Acknowledgement

ABSTRACT
In this project, we are developing an Engine overheat detectors. The input for the system is from
Detection Sensors either from temperature rise or any other mechanism. The controller keeps
looking for the output from these sensors. If there is any traces temperature above the set limit,
then the system will alert the driver with alarm.
As vehicle automobiles are beyond the scope of this project, we are simulating the process by
activating the relay.
Literature review gives a detailed preview of engine temperature detectors involving vehicles,
the methods used to detect engine temperature and the types detecting device that are commonly
used. Illustrative case studies of some engine temperature detectors are identified and prepared
based on a statistical review of vehicle incidences documented in different parts of the world.
In methodology, data collection methods including interviews and observation will be employed
to facilitate in collection of a wide range of data. The collected data will be analyzed in view of
coming up with design alternative which culminated in selection of the best design alternative
and the successful development of the system model describing the response to engine overheat
in different vehicles. The successful achievement of the project objectives exhibited a number of
challenges that were recommended for future investigation and development.

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 Contents

CONTENTS
CERTIFICATION............................................................................................................................i
DECLARATION.............................................................................................................................ii
ACKNOWLEDGEMENT..............................................................................................................iii
DEDICATION……………………………………………………………………………………iv
ABSTRACT....................................................................................................................................v
LIST OF FIGURES…………………………………………………………………………….xii
LIST OF TABLES…………………………………..……………………………………………xi

LIST OF ABBREVIATIONS.......................................................................................................xii
SYMBOLS...................................................................................................................................xiii
CHAPTER ONE…………………………………………………………………………………..1
INTRODUCTION...........................................................................................................................1
1.1 Background................................................................................................................................1
1.2 Problem Statement…………………………………………………………………………….2
1.3 Project objectives.......................................................................................................................3
1.3.1 Main objective.................................................................................................................3

1.3.2 Specific objectives...........................................................................................................3

1.4 Significance of the project.........................................................................................................3

1.5 Project specification...................................................................................................................3
CHAPTER TWO.............................................................................................................................4

LITERATURE REVIEW................................................................................................................4

2.1 Temperature Measurement........................................................................................................4

2.2 Sensor........................................................................................................................................5
2.2.1 Types of Temperature Sensor..........................................................................................6

2.2.2 The Thermostat................................................................................................................8

2.2.3 The Thermocouple..........................................................................................................9

2.2.4 LM35 temperature sensor................................................................................................9

2.2.5RTD’s (resistance temperature sensor detector)............................................................11

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2.3 Temperature gauge..................................................................................................................12

2.4 Basics of Heat Transfer...........................................................................................................15
2.4.1 Heat Transfer Mechanisms............................................................................................16

2.4.2 Conduction....................................................................................................................16

2.4.3 Convection.....................................................................................................................16

2.4.4 Radiation.......................................................................................................................16

2.5 EMBEDDED SYSTEMS:.......................................................................................................17

2.5.1 Characteristics of embedded systems:...........................................................................18

2.5.2 Classification of embedded systems:............................................................................19

2.5.3 Applications of embedded systems:..............................................................................19

2.6 POWER SUPPLY:..................................................................................................................19

2.6.1 Microcontroller at89s52:...............................................................................................20

2.6.2 Resistors:.......................................................................................................................21

2.6.3 Capacitors:.....................................................................................................................21

2.7 Studying the existing engine overheat detectors (temperature gauge)....................................22

2.7.1 Capillary gauges............................................................................................................22

2.7.2 Basic principal operation of capillary gauge.................................................................22

2.7.3 Advantages of capillary temperature gauge..................................................................23

2.7.4 Disadvantages of capillary temperature gauge..............................................................23

2.7.5 Warning light.................................................................................................................23

2.7.6 Basic principal operation of Warning light...................................................................23

2.7.8 Advantages of warning light........................................................................................25

2.7.8 Disadvantages of warning light.....................................................................................25

2.7.9 Bi-metallic gauges.........................................................................................................26

2.7.9.1Basic principal operation of Bi-metallic gauges.........................................................26

2.9.9.2 Advantages of Bi-metallic gauges..............................................................................27

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2.9.9.3 Disadvantages of Bi-metallic gauges.........................................................................27

2.7.9.4 Magnetic temperature gauge......................................................................................27

2.7.9.5 Basic principal operation of magnetic temperature gauges........................................27

2.9.9.6Advantages of magnetic temperature gauges..............................................................28

2.9.9.7Disadvantages of magnetic temperature gauges.........................................................28

CHAPTER THREE.......................................................................................................................29

METHODOLOGY........................................................................................................................29

3.1 Literature Review....................................................................................................................29

3.2 Data Collection........................................................................................................................29
3.3 Data Analysis...........................................................................................................................29
3.4 Design Specifications:.............................................................................................................30
CHAPTER FOUR.........................................................................................................................31

DATA COLLECTION..................................................................................................................31

4.1 Data Collection Methods.........................................................................................................31

4.1.0 Observation...................................................................................................................31

4.1.1 Interviews......................................................................................................................31

4.2 Places Visited...........................................................................................................................31

4. 1 Data collected.........................................................................................................................32
CHAPTER FIVE...........................................................................................................................33
DATA ANALYSIS.......................................................................................................................33
5.1 Design specification.................................................................................................................33
5.2 Concept development..............................................................................................................33
5.3 Selection of a suitable design..................................................................................................33
5.4 Selection of the best alternative...............................................................................................34
5.4.1 Alternative A–On motion, engine overheats locking system with GSM Monitoring...34

5.4.2 Alternative B-Engine overheat with alert alarm system...............................................35

5.4.3 Alternative C- Engine overheats with alert Hazard light...............................................37

5.5 Determining the weight factor.................................................................................................38

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5.6 Summary..................................................................................................................................39
5.7 System Specifications and Operation......................................................................................40

5.8 System Operation.....................................................................................................................40

5.9 Design calculation....................................................................................................................41

5.9.1 Mechanical part ............................................................................................................41

5.9.2 Electrical Components..................................................................................................42

5.9.3 Program of temperature control....................................................................................42

5.9.4 Power source.................................................................................................................43

5.9.5 Transformer...................................................................................................................44

5.9.6 Calculation.....................................................................................................................45

5.9.7 Buzzer:...........................................................................................................................45

5.9.8 Operation sequence.......................................................................................................46

CHAPTER SIX..............................................................................................................................48

6.1 CONCLUSION........................................................................................................................48

6.2 RECOMMENDATION...........................................................................................................48
REFERENCES..............................................................................................................................49

APPENDICES..........................................................................................................................50-58

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 List of Tables

LIST OF FIGURES

Figure 1.1: Overhaul of engine due to overheat...………………………..…………………....…2

Figure 2.1: Contact temperature sensor type..................................................................................7
Figure 2.2: Non –contact temperature sensor types…………..………………………………….7
Figure 2.3: The bi-metallic thermostat…………………………………………………………...8
Figure 2.4: Thermocouple construction……………………………………………………..........9
Figure 2.5: LM35 temperature sensor………………………………………….….………….....10
Figure 2.6: RTDS………………………………………………………………………………..11
Figure 2.7: Temperature gauge………………………………………………..………………...13
Figure 2.8: Electric temperature gauge………………………………...……………………......14
Figure 2.9: Mechanical temperature …………………………………...…………………….....15
Figure 2.9.1: Heat transfer mechanism..................................................................................…...17
Figure 2.9.2: Microcontroller……………………………………………………………………20
Figure 2.9.3: Resistor…………………...……………………………………………………….21
Figure 2.9.4: Capacitor………………………………………………………………………….21
Figure 2.9.5: Capillary temperature gauge………………..…………………………………….22
Figure 2.9.6: Red light gauge…………………...……………………………………………….24
Figure 2.9.7: Blue light warning...................................................................................................25
Figure 2.9.8: Bi-metallic gauge………...…………………………………………………….....26
Figure 2.9.9: Magnetic temperature gauge……………………………………………..…….....28
Figure 5.1: On motion engine overheat locking system with GSM………………………...…..34
Figure 5.2: Engine overheat with alert alarm system…………………………………………...35
Figure 5.3: Engine overheat with alert hazard light……………………………………….…….37
Figure 5.4: Step down transformer……………………………………………………………...42
Figure 5.5: Buzzer………………………………………………………………………….……43
Figure 5.7: LCD display…………………………………………………………………….......45

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 List of figure

LIST OF TABLES
Table 4.1:Operating Range Temperature Of The Engine
Table 5.1: Average Marks For Alternative A........................................................................…...35
Table 5.2: Average Marks For Alternative B........................................................................…...36
Table 5.3: Average Marks For Alternative C........................................................................…...38
Table 5.4: Determination of weight factor………………………………………………..…….38
Table 5.5: Ranking the design alternative………………………………………………….…...39
Table 5.6: Tools and technical specification……………………………………………………40

x
 Symbols

LIST OF ABBREVIATIONS
ABBREVIATION MEANING

DIT Dar es Salaam Institute of Technology

NTA National Technical Awards

B.ENG Bachelor of Engineering

ME Mechanical

VETA Vocational Education and Training

Authority
A.D
Anno Domino
Dr.
Doctor in philosophy

PTC Positive Temperature Coefficient

NTC Negative Temperature Coefficient

RTD Resistance Temperature Detectors

OS Operating system

PC Personal Computer

RTS Real Time System

ROM Read Only Memory

RAM Random Access Memory

LCD Liquid Crystal Display

TEMESA Tanzania Electrical and Mechanical

Service Authority.

Microcontroller
MC

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 List of Abbreviations

SYMBOLS
s/No Description Meaning

01 °C Degree centigrade
02 C Capacitor

03 Τ Temperature

04 E Electromotive force

05 I Current

06 R Resistance

07 V Volt
08 A Ampere

09 o
F Fahrenheit

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CHAPTER ONE
INTRODUCTION

1.1 Background
Engine overheating alarm detector is electronics device which is used to detect the temperature
of the engine or machines when starts to rise above required operating point. Modern
manufacturing operations and other operating devices use many types of equipment that are
subjected to loads that cause heating in portions of the particular engine or machine. Sometimes
the heating occurs in powered equipment, such as electric motors, welding transformers, welding
guns, gear box, engine and machining equipment that experience friction loading. Often the
equipment is used in circumstances that make maximum use of its design capabilities and may
result in substantial heat generation within a particular heavily loaded, manufacturing unit.
Thus, there is a need for inexpensive and low energy-consuming devices that may be adapted to
function autonomously as a temperature monitor, providing an overheat signal or over-
temperature signal, for the particular environment of many different machines used in
manufacturing or other operations. There is a need for such devices to fit, non-obtrusively, on or
in thermal contact with the equipment, or within the equipment, and to give a visible warning
signal if, or when, some portion of the equipment reaches a temperature that indicates that it is
overheating and operator of alerted with alarm, which is likely to be harmful to its continued
operation.
This invention provides devices that are adapted for placement on (or in thermal contact with) a
surface of an operating unit of equipment, machine, or the like, for the purpose of raising a
visible, tabular, warning flag when the operating machine unit is experiencing overheating and
alarm to alert the operator. The up-standing overheat alarm detector is sized and located to
inform operator that the machine unit is in danger of being damaged by its overheated condition.
Overheating-detection device is shaped, or otherwise adapted, to be placed on a selected surface
of the equipment, often a surface that is visible to someone in the vicinity of the equipment as it
is being operated. The selected surface region of the equipment unit will serve as a useful
sensing location unit experiences an overheating condition of operation.(Denton July,2012)

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 Chapter One

1.2 Problem Statement

Factory temperature gauges fitted to most vehicles only show large temperature changes
typically in three stages being COOL-NORMAL-HIGH (OVERHEATING).Actual engine
operating temperature range between 90°C and 110°C (194°F and 230°F) and the needle may not
move despite the engine overheating this designed to give peace of mind. It can also change from
NORMAL to OVERHEATING rapidly per second-causing Engine damage. The same applies to
vehicles with a warning light and NO temperature gauge. Driver or operators see the light, but
the damage is already occurred.
Even mild overheating can cause serious problems. Most modern engines use lightweight
materials and some have greatly reduced durability at ‘higher than normal’ temperatures. With
Engine overheat detector with alarm, can monitor small changes in temperature. This gives
position to reduce loading or speed, or possibly stop and check the engine before overheating
occurs.

Figure 1.1 overhaul of engine due to overheat.

Source: Temesa, 2016

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

1.3 Project objectives

1.3.1 Main objective
The main objective is design and development of engine overheats alarm detector system.
1.3.2 Specific objectives
In order to achieve the main objective, the following will be done;
i. To examine the existing engine overheat detector system.
ii. To identify all necessary components to be used and their specifications.
iii. To design the prototype.
iv. Test the prototype.

1.4 Significance of the project

In successful completion of this project, the following will be the outcome intended as follow;
i. To protect the machines from overheating.
ii. To Reduce unnecessary movement for temperature checkup
iii. To enhance safety to the heating element.
iv. To reduce cost (when engine is damaged).
v. Machine will be mobile.

1.5 Project specification

Since the existing system is not accurate due to the problems stated in problem definition, the
solution of designing and development of engine overheats detector with alert alarm. Especially
for mass production has discovered. This machine will be affordable for both small, medium and
big industries/workshops hence solve the stated problems and achieving high productivity.

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CHAPTER TWO
LITERATURE REVIEW
2.1 Temperature Measurement
Temperature measurement in today’s industrial environment encompasses a wide variety of
needs and applications. To meet this wide array of needs the process controls industry has
developed a large number of sensors and devices to handle this demand. In this experiment you
will have an opportunity to understand the concepts and uses of many of the common
transducers, and actually run an experiment using a selection of these devices. Temperature is a
very critical and widely measured variable for most mechanical engineers. Many processes must
have either a monitored or controlled temperature. This can range from the simple monitoring of
the water temperature of an engine or load device, or as complex as the temperature of a weld in
a laser welding application. More difficult measurements such as the temperature of smoke
stack gas from a power generating station or blast furnace or the exhaust gas of a rocket may be
need to be monitored. Much more common are the temperatures of fluids in processes or
process support applications, or the temperature of solid objects such as metal plates, bearings
and shafts in a piece of machinery. There are a wide variety of temperature measurement probes
in use today depending on what you are trying to measure, how accurately you need to measure
it, if you need to use it for control or just man monitoring, or if you can even touch what you are
trying to monitor. Temperature measurement can be classified into a few general categories:
Thermometers, Probes Non-contact. Thermometers are the oldest of the group. The need to
measure and quantify the temperature of something started around 150 A.D. when Galen
determined the ‘complexion’ of someone based on four observable quantities. The actual
science of ‘thermometry’ did not evolve until the growth of the sciences in the 1500’s The first
actual thermometer was an air-thermo scope described in Natural Magic (1558, 1589). This
device was the fore runner of the current class of glass thermometers. Up to 1841 there were 18
different temperature scales in use. An instrument maker, Daniel Gabriel Fahrenheit learned to
Calibrate thermometers from Ole Romer, a Danish astronomer. (Gay-Lussac December,2009)

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 Chapter Two

Between 1708 and 1724 Fahrenheit began producing thermometers using Romer’s scale and then
modified that to what we know today as the Fahrenheit scale. Fahrenheit greatly improved the
thermometer by changing the reservoir to a cylinder and replaced the spirits used in the early
devices with mercury. This was done because it had a nearly linear rate of thermal expansion.
His calibration techniques were a trade secret, but it was known that he used a certain mixture of
the melting point of a mixture of sea salt, ice and water and the armpit temperature of a healthy
man as calibration points.
When the scale was adopted by Great Britain the temperature of 212 was defined as the boiling
point of water. This point as well as the melting point of plain ice was used as two known
calibration points. About 1740 Anders Celsius proposed the centigrade scale. It is not clear who
invented the scale, but it divided the range of the melting point of ice (100) to the steam point of
water (0) into 100 parts, hence ‘centigrade’. Linnaeus inverted the scale so that 0 was the ice
point and 100 was the steam point. In 1948 the name of the centigrade scale was changed to
Celsius.
About the time that Fahrenheit was experimenting with his liquid filled devices, Jaspeh L. Gay-
Lussac was working with gas filled tubes. He concluded that at a constant pressure, the volume
of the gas would expand at a particular rate for each degree of temperature rise, that being 1/267
per degree. In 1874 Victor Renault obtained better experimental results, showing this number to
be 1/273 and concluded that the pressure would approach zero at 1/273.15 degrees C. This lead
to the definition of zero pressure at -273.15 degrees C, or what we now know as the absolute
scale.(Gay-Lussac December,2009)

2.2 Sensor
A Sensor is a device that measure physical quantity and convert it into electrical signal.
Normally Sensitivity of sensor is the ratio of input and measurable quantity. The specific input
could be light, heat, motion, moisture, pressure, or any one of a great number of other
environmental phenomena. The output is generally a signal that is converted to human-readable
display at the sensor location or transmitted electronically over a network for reading or further
processing. A sensor sensitivity indicates how much the sensor output changes when the input
quantity being measured of both input and output signal (A.ANAND.Kumar, 9 december 2012).

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Before choosing a specific sensor for a particular application the following points are to be
considered first:
i. The nature of physical quantity measured.
ii. The nature of output required from the sensor.
iii. Location of sensor installation in a system.

2.2.1 Types of Temperature Sensor

The most commonly used type of all the sensors are those which detect Temperature or heat.
These types of temperature sensor vary from simple ON/OFF thermostatic devices which control
a domestic hot water heating system to highly sensitive semiconductor types that can control
complex process control furnace plant. [www.electronics-tutorials.].
We remember from our school science classes that the movement of molecules and atoms
produces heat (kinetic energy) and the greater the movement, the more heat that is generated.
Temperature Sensors measure the amount of heat energy or even coldness that is generated by an
object or system, allowing us to “sense” or detect any physical change to that temperature
producing either an analogue or digital output.
There are many different types of Temperature Sensor available and all have different
characteristics depending upon their actual application. A Sensor consists of two basic physical
types:

1. Contact Temperature Sensor Types – These types of temperature sensor are required to
be in physical contact with the object being sensed and use conduction to monitor
changes in temperature. They can be used to detect solids, liquids or gases over a wide
range of temperature. If the heat demand is relative steady, sensor could place closer to
the heat source to sense temperature change quicker and increase in thermal lag to the
heater and sensor more overshoot and undershoot can occur cause greater spread of
maximum and minimum temperature. This spread can be reduced by adapting parameter.

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 Chapter Two

Figure 2.1: contact Temperature Sensor Types

Source: www.automechanical.com,2017

2. Non-contact Temperature Sensor Types – These types of temperature sensor use

convection and radiation to monitor changes in temperature. They can be used to
detect liquids and gases that emit radiant energy as heat rises and cold settles to the
bottom in convection currents or detect the radiant energy being transmitted from an
object in the form of infra-red radiation (the sun)

.
Figure 2.2: Non-contact Temperature Sensor Types
Source: Alibaba.com,2017

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The two basic types of contact or even non-contact temperature sensors can also be sub-divided
into the following three groups of sensors, Electro-mechanical, Resistive and Electronics four
types of sensor are discussed below.
i. Thermocouple
ii. LM35 temperature sensor
iii. RTD’s (resistance temperature sensor detector)
iv. Thermostat

2.2.2 The Thermostat

The Thermostat is a contact type electro-mechanical temperature sensor or switch, that basically
consists of two different metals such as nickel, copper, tungsten or aluminium, that are bonded
together to form a Bi-metallic strip[refer figure 2.1]. The different linear expansion rates of the
two dissimilar metals produce a mechanical bending movement when the strip is subjected to
heat.
A thermostat is a special type of resistor, which changes its physical resistance when exposed to
changes in temperature. Most types of thermostat’s have a Negative Temperature Coefficient of
resistance or (NTC), that is their resistance value goes down with an increase in the temperature,
and of course there are some which have a Positive Temperature Coefficient, (PTC), in that their
resistance value goes UP with an increase in temperature
The bi-metallic strip can be used itself as an electrical switch or as a mechanical way of
operating an electrical switch in thermostatic controls and are used extensively to control hot
water heating elements in boilers, furnaces, hot water storage tanks as well as in vehicle radiator
cooling systems.

Figure 2.3: The Bi-

metallic Thermostat
Source:

www.electronics-tutorials.ws,2017

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 Chapter Two

2.2.3 The Thermocouple

The Thermocouple is by far the most commonly used type of all the temperature sensor types.
Thermocouples are popular due to its simplicity, ease of use and their speed of response to
changes in temperature, due mainly to their small size. Thermocouples also have the widest
temperature range of all the temperature sensors from below -200oC to well over 2000oC.

Thermocouples are thermoelectric sensors that basically consist of two junctions of dissimilar
metals, such as copper and constantan that are welded or crimped together. One junction is kept
at a constant temperature called the reference (Cold) junction, while the other the measuring
(Hot) junction. When the two junctions are at different temperatures, a voltage is developed
across the junction which is used to measure the temperature sensor as shown below.

Figure 2.4: Thermocouple Construction

Source: www.electronics-tutorials.ws,2016

Other Temperature Sensor Types not mentioned here include, The Thermostat, Resistive
Temperature Detectors (RTD), Semiconductor Junction Sensors, Infra-red and Thermal
Radiation Sensors, Medical type Thermometers, Indicators and Colour Changing Inks or Dyes.

2.2.4 LM35 temperature sensor

The LM35 series are precision integrated-circuit temperature devices with an output voltage
linearly-proportional to the Centigrade temperature.

The LM35 device has an advantage over linear temperature sensors calibrated in Kelvin, as the
user is not required to subtract a large constant voltage from the output to obtain convenient
Centigrade scaling. The LM35 device does not require any external calibration or trimming to

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provide typical accuracies of ±¼°C at room temperature and ±¾°C over a full −55°C to 150°C
temperature range. Lower cost is assured by trimming and calibration at the wafer level. The
low-output impedance, linear output and precise inherent calibration of the LM35 device makes
interfacing to readout or control circuitry especially easy. The device is used with single power
supplies, or with plus and minus supplies. As the LM35 device draws only 60 µA from the
supply, it has very low self-heating of less than 0.1°C in still air. The LM35 device is rated to
operate over a −55°C to 150°C temperature range,

While the LM35C device is rated for a −40°C to 110°C range (−10° with improved accuracy).
The LM35-series devices are available packaged in hermetic TO transistor packages, while the
LM35C, LM35CA, and LM35D devices are available in the plastic TO-92 transistor package.
The LM35D device is available in an 8-lead surface-mount small-outline package and a plastic
TO-220 package.(Khurm 2013)

Figure 2.5: LM35 temperature sensor

Source: www.electronics-tutorials.ws,2016

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 Chapter Two

2.2.5RTD’s (resistance temperature sensor detector)

Resistance thermometers, also called resistance temperature detectors (RTDs), are sensors
used to measure temperature. Many RTD elements consist of a length of fine wire wrapped
around a ceramic or glass core but other constructions are also used.
The RTD wire is a pure material, typically platinum, nickel, or copper. The material has an
accurate resistance/temperature relationship which is used to provide an indication of
temperature. As RTD elements are fragile, they are often housed in protective probes.
RTDs, which have higher accuracy and repeatability, are slowly replacing thermocouples in
industrial applications below 600 °C. Common RTD sensing elements constructed of platinum,
copper or nickel have a repeatable resistance versus temperature relationship (Rvs.T) and
operating temperature range. The Rvs.Trelationship is defined as the amount of resistance change
of the sensor per degree of temperature change. The relative change in resistance (temperature
coefficient of resistance) varies only slightly over the useful range of the sensor. Platinum was
proposed by Sir William Siemens as an element for resistance temperature detector at the
Bakerian lecture in 1871: it is a noble metal and has the most stable resistance–temperature
Relationship over the largest temperature range. Nickel elements have a limited temperature
range because the amount of change in resistance per degree of change in temperature becomes
very non-linear at temperatures over 572 °F (300 °C). Copper has a very linear resistance–
temperature relationship; however, copper oxidizes at moderate temperatures and cannot be used
over 302 °F (150 °C).(A.ANAND.Kumar. 9 december 2012)

Figure 2.6: RTD’s (resistance temperature sensor detector)

Source: www.heatmiser.com

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2.3 Temperature gauge

The temperature gauge in vehicle is designed to measure the temperature of engine’s coolant.
This gauge will tell y if the engine’s coolant is cold, normal, or overheating. It is an important
dial that is located on the dashboard of the vehicles.
Reasons the Temperature Gauge Reads High If the temperature gauge is reading high, this can
mean your vehicle is overheating. Another reason your reading might be high is could be losing
coolant. A small leak or evaporation may be the cause of losing coolant. A third reason your
temperature gauge is reading high could be because the thermostat is broken. If this is the case,
may need a coolant temperature switch replacement. The last reason the temperature gauge is
reading high can be because of a water pump, or water pump gasket failure. If the water pump is
malfunctioning, it may need to be replaced so it is best to have the vehicle looked at by a
professional. (L.floyd 2017)
Reasons the Temperature Gauge Reads Cold On most vehicles, the temperature gauge reads cold
until the engine has been running for a few minutes. If after the vehicle is warmed up, and the
temperature is still reading cold, the temperature gauge may be broken. Another reason the
temperature gauge is reading low is if the thermostat in the vehicle stays open. With the
thermostat stuck open, the engine can be overcooled causing a low temperature reading. If this is
the case, the thermostat may need to be replaced. (G 2014)
Reasons the Temperature Gauge Reads Normal Range When look at car temperature gauge, the
needle should be in the center or just slightly below center (toward “C”). The temperature needs
to be in that range at all times. The thermostat opens at a specific temp allowing coolant to
circulate through the rad. This in turn cools the coolant. The thermostat closes when coolant has
cooled sufficiently. In practice, it constantly cycles open and closed which keeps the motor and
coolant temperature within a fairly narrow range. If the air blowing through the radiator exceeds
a certain temp, your viscous fan will stiffen up, providing additional air flow to remove heat
from the coolant. Finally, if the coolant is still increasing in temperature your auxiliary electric
fan will engage at low speed and eventually high speed. This fan is controlled by a switch that
reads the coolant temp directly.

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 Chapter Two

When the electric fan is on at full speed, there is a lot of air flowing over the radiator - more than
enough to keep the coolant temps within their proper range and the gauge needle at 12:00 despite
the outside temperature.(L.floyd 2017)

Figure 2.7: Temperature gauge

Source: www.shutterstock.com,2017

2.3.1 Types of temperature gauge

There two types of temperature gauge
i. Electric Temperature Gauges
ii. Mechanical temperature Gauge
i. Electric Temperature Gauge
Basically, an electric temperature gauge is a voltmeter. The scale on the gauge face is reading
temperature but the instrument itself is reading voltage. The gauge itself is comprised of a
bimetallic (two different metals fastened together) "hairpin" assembly. This assembly is attached
to the needle.The gauge requires an electric circuit and a sending unit in order to read
temperature. The sending unit is a temperature-sensitive material that is part of a variable
resistance, water-sealed unit that sits in the coolant stream in the engine.
As the engine warms up the resistance in the sending unit is lowered gradually until the system
reaches maximum heat. The sending unit is the "ground" portion of the circuit sytem.

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

In the completed circuit the battery voltage passes from one side of the gauge, through the
bimetallic spring and onward to the sending unit, which is grounded to the engine. When the
engine is cold the resistance is high, so little current passes through the gauge. This small current
doesn't heat up the bimetallic spring, so the gauge reads a low temperature. As the engine warms
and the sending unit's resistance lowers more current passes through the gauge and the needle
reads higher because the bimetallic spring expand futher. because the bimetallic spring expand.

Figure 2.8: Electric temperature gauge

Source:www.vdo-instruments.com,2016

ii.Mechanical temperature Gauge

In this type of temperature gauge consist of A Bourdon Tube is a thin metal — usually brass or
copper — tube that is filled with an easily vaporized fluid, typically alcohol. It is sealed at both
ends. At the gauge end it is formed into a circle or spiral with its end attached to the indicating
needle by some form of linkage. The other end is fitted to a water-tight connector that is in direct
contact with the coolant in the engine.
As the coolant warms up the alcohol in the Bourdon tube expands. The expansion transfers its
force to the coiled end of the tube inside the gauge and cause arrow to move to the certain level.

13
 Chapter Two

As the coil or spiral unwinds it pulls the linkage on the needle, which in turn shows a
temperature reading on the gauge face. The gauges are calibrated during the manufacturing stage
and are not adjustable afterward.
Since the Bourdon Tube design is purely mechanical the gauge will continue to read some
temperature level even after the engine is shut off. As the engine cools the gauge's needle will
return to its rest position(frank j 2016)

Figure 2.9: mechanical temperature gauge

Source: www.vdo-instruments.com,2016

2.4 Basics of Heat Transfer

In the simplest of terms, the discipline of heat transfer is concerned with only two things:
temperature, and the flow of heat. Temperature represents the amount of thermal energy
available, whereas heat flow represents the movement of thermal energy from place to place.
On a microscopic scale, thermal energy is related to the kinetic energy of molecules. The greater
a material's temperature the greater the thermal agitation of its constituent molecules (manifested
both in linear motion and vibration modes). It is natural for regions containing greater molecular
kinetic energy to pass this energy to regions with less kinetic energy.
Examples include thermal conductivities, specific heats, material densities, fluid velocities, fluid
viscosities, surface emissivity, and more. Taken together, these properties serve to make the
solution of many heat transfer problems and involved process.

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

2.4.1 Heat Transfer Mechanisms

Heat transfer mechanisms can be grouped into 3 broad categories:
2.4.2 Conduction
Regions with greater molecular kinetic energy will pass their thermal energy to regions with less
molecular energy through direct molecular collisions, a process known as conduction. In metals,
a significant portion of the transported thermal energy is also carried by conduction-band
electrons.
2.4.3 Convection
When heat conducts into a static fluid it leads to a local volumetric expansion. As a result of
gravity-induced pressure gradients, the expanded fluid parcel becomes buoyant and displaces,
thereby transporting heat by fluid motion (i.e. convection) in addition to conduction. Such heat-
induced fluid motion in initially static fluids is known as free convection.
2.4.4 Radiation
All materials radiate thermal energy in amounts determined by their temperature, where the
energy is carried by photons of light in the infrared and visible portions of the electromagnetic
spectrum. When temperatures are uniform, the radioactive flux between objects is in equilibrium
and no net thermal energy is exchanged. The balance is upset when temperatures are not
uniform, and thermal energy is transported from surfaces of higher to surfaces of lower
temperature examples are a campfire heat, nuclear power production.(A.J.Kumar October 2015)

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 Chapter Two

Figure 2.9.1: Heat Transfer Mechanisms

Source: University of Wisconsin

2.5 EMBEDDED SYSTEMS:

An Embedded System is a combination of computer hardware and software, and perhaps
additional mechanical or other parts, designed to perform a specific function. An embedded
system is a microcontroller-based, software driven, reliable, real-time control system,
autonomous, or human or network interactive, operating on diverse physical variables and in
diverse environments and sold into a competitive and cost conscious market.
An embedded system is not a computer system that is used primarily for processing, not a
software system on PC or UNIX, not a traditional business or scientific application. High-end
embedded &lower end embedded systems. High-end embedded system - Generally 32, 64 Bit
Controllers used with OS. Examples Personal Digital Assistant and Mobile phones etc .Lower
end.
Embedded systems - Generally 8, 16 Bit Controllers used with an minimal operating systems and
hardware layout designed for the specific purpose of connecting circuit(Maini May,2003).

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

2.5.1 Characteristics of embedded systems:

1. An embedded system is any computer system hidden inside a product other than a
computer.
2. Embedded systems have a microprocessor/ microcontroller and a memory. Some have a
serial port or a network connection. They usually do not have keyboards, screens or disk
drives.
3. They will encounter a number of difficulties when writing embedded system software in
addition to those we encounter when we write applications. –
Handle a lot of data in a short period of time.
i. Response: The system may need to react to events quickly. – Testability: Setting
up equipment to test embedded software can be difficult
ii. Debug ability: Without a screen or a keyboard, finding out what the software is
doing wrong (other than not working) is a troublesome problem.
iii. Reliability: Embedded systems must be able to handle any situation without
human intervention.
iv. Memory space: Memory is limited on embedded systems, and you must make
the software and the data fit into whatever memory exists.
v. Program installation: You will need special tools to get your software into
embedded systems.
vi. Power consumption: Portable systems must run on battery power, and the
software in these systems must conserve power
vii. Processor hogs: Computing that requires large amounts of CPU time can
complicate the response problem.
viii. Cost: Reducing the cost of the hardware is a concern in many embedded system
projects; software often operates on hardware that is barely adequate for the job.
(A.ANAND.Kumar. 9 december 2012)

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 Chapter Two

2.5.2 Classification of embedded systems:

1. REAL TIME SYSTEMS (RTS):
i. RTS is one which has to respond to events within a specified deadline.
ii. A right answer after the dead line is a wrong answer.
RTS CLASSIFICATION:
i. Hard Real Time Systems.
ii. Soft Real Time System.
2. HARD REAL TIME SYSTEM:
i. Hard real-time systems have very narrow response time.
ii. Example: Nuclear power system, Cardiac pacemaker.
3. SOFT REAL TIME SYSTEM:
i. Soft real-time systems have reduced constrains on "lateness" but still must operate very
quickly and repeatable.
ii. Example: Railway reservation system – takes a few extra seconds the data remains valid.

2.5.3 Applications of embedded systems:

i. Military and aerospace embedded software applications.
ii. Communication Applications.
iii. Industrial automation and process control software.
iv. Mastering the complexity of applications.
v. Real time processing of ever increasing amounts of data.
vi. Intelligent, autonomous sensors.
2.6 POWER SUPPLY:
Power supply is a supply of electrical power. A device or system that supplies electrical or other
types of energy to an output load or group of loads is called a power supply unit or PSU. The
term is most commonly applied to electrical energy supplies, less often to mechanical ones, and
rarely to others system and to produce the require current to the circuit. (Stephano longo 2014).

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

A power supply may include a power distribution system as well as primary or secondary
sources of energy such as:
2.6.1 Microcontroller at89s52:
Microcontrollers are "embedded" inside some other device. They can control the features or
actions of the product. Another name for a microcontroller is "embedded controller”.
Microcontrollers are dedicated to one task and run one specific program. The program is stored
in ROM (read-only memory) and generally does not change. Microcontrollers are often low-
power devices. A microcontroller has a dedicated input device and has a small LED or LCD
display for output. (Stephano longo 2014)
A microcontroller also takes input from the device it is controlling and controls the device by
sending signals to different components in the device.
i. Chemical fuel cells and other forms of energy storage systems.
ii. Solar power and batteries.
iii. Generators or alternators.

Figure 2.9.2: Microcontroller

Source: Alibaba, 2016

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 Chapter Two

2.6.2 Resistors:
A resistor is a two-terminal electronic component designed to oppose an electric current by
producing a voltage drop between its terminals in proportion to the current, that is, in accordance
with Ohm's law: V = IR

Figure 2.9.3:Resistors
Source: Alibaba, 2017

2.6.3 Capacitors:
A capacitor or condenser is a passive electronic component consisting of a pair of conductors
separated by a dielectric. When a voltage potential difference exists between the conductors, an
electric field is present in the dielectric.

Figure 2.9.4: Capacitors.

Source: Alibaba, 2016

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

2.7 Studying the existing engine overheat detectors (temperature gauge)

Engine overheating detector is electronics device which is used to detect the temperature of the
engine or machines when starts to rise above required operating. Example of this device is
Temperature gauge which is uses in different area such as industry, vehicles, hospitals and plant.
2.7.1 Capillary gauges
Meaning Older types of temperature gauge used a direct linkage between the sensor and the
gauge.
2.7.2 Basic principal operation of capillary gauge
Capillary gauge consist of a sensor unit is a bulb containing a fluid with a low boiling point and
is coupled to the gauge by a fine metal capillary tube. As the sensor warms up, the
fluid vaporizes, so increasing the pressure in the bulb. This pressure is transmitted through the
capillary tube to the gauge where it acts on a. bourdon tube, which straightens out under pressure
to move the indicator needle.
The drawback of this design is that the gauge, sensor and tube have to remain as one unit,
meaning that the entire length of the tube has to be threaded through the dashboard during
fitment. In addition, the exposed capillary tube can easily be damaged, and when this happens
the complete assembly has to be replaced.

Figure 2.9.5: Capillary temperature gauge

Source:www.vdo-instruments.com,16/12/2016

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 Chapter Two

2.7.3 Advantages of capillary temperature gauge

i. Simplicity in use and low cost.
ii. Portable device.
iii. Checking physical damage is easy.
iv. Power source not require.
v. Repeatable, calibration does not drift.
2.7.4 Disadvantages of capillary temperature gauge
i. Cannot be used for automatic recording.
ii. Time lag in measurement.
iii. Range is limited to about 300 °C

2.7.5 Warning light

Sensors for high temperature warning lights are different to those used for gauges and operate
only as switches. They only pass a current to the light when a pre-set temperature has been
exceeded.
When the engine and sensor are hot, less electrical heating is needed to bend the strip and open
the contacts and the cooling process takes longer. This means that the contacts remain open for
longer so less overall current flows in the circuit. The needle is linked in such a way that a low
current equals a high gauge reading.

This type of sensor has to be used with a bi-metallic strip gauge where the rapid on-off nature of
the signal is smoothed out by the slow gauge response.(Er.S.K.Gupta July 2006)

2.7.6 Basic principal operation of Warning light

Regardless of the type of engine temperature warning system, all are tied to a sending unit or
sensor that is linked to the temperature gauge and power train computer. Later model vehicles
may have more than one type of engine temperature sensor deployed because the manufacturers
found that an engine could, in some cases, lose all of its coolant and never trigger any type of
overheating warning to the driver of the vehicle. To alleviate this problem, the cylinder head
temperature sensor was added to the engine coolant temperature sensor, and send signal to which
serves as a layer of protection and the redundant safety measure to the temperature warning
system.

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 Chapter Two

 When the vehicle is started cold, the temperature gauge needle will stay in the cold section or
even below the lowest section of the temperature gauge. If equipped, the overheat light on the
gauge should come on and then go off in 1 to 2 seconds or less. The needle should slowly rise to
somewhere in the middle range of the gauge as the engine warms up.
Usually, the needle settles a bit lower or higher than the absolute middle of the gauge. This is
normal. However, if the needle is going higher than 2/3 or lowers than 1/3 of the entire range,
there is a problem. If the needle settles higher than 2/3, the engine is running too hot and
therefore should be checked. If the needle settles below the 1/3 range, either the gauge is not
reading correctly or there is a problem with excessive flow in the cooling systemof
engine, possibly from a stuck-open thermostat. In either case, the vehicle needs to be inspected
and diagnosed by a qualified repair shop.(Er.S.K.Gupta July 2006)

Figure 2.9.6: red light gauge

Source: www.dashboardsymbols.com
Original idiot light, this is the Temperature Warning light or symbol. In red, it indicates quite
simply that the engine temperature is too high. If you see this light, your vehicle should be
stopped and the engine turned off as quickly as possible. Turning on the heater to the highest
setting will remove some of the heat as well engine are overheated.[www.howacarworks.com

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 Chapter Two

Figure 2.9.7: blue light warning

Source: www.dashboardsymbols.com
In blue, the symbol, which resembles a thermometer placed in water, indicates that the coolant
temperature is below what is needed for optimum performance. If the light blinks red then blue,
an electrical malfunction in the cooling system is indicated. Again, contact your dealer or
authorized repair center, soon.
Note that this symbol may appear inside the temperature gauge and have no function other than
to describe the gauge it is sitting in.
2.7.7 Advantages of warning light
i.A direct gage gives an instant and reliable reading.
ii. Direct gages have the edge on accuracy and reaction speed.
iii. Saving energy easily.
2.7.8 Disadvantages of warning light
i. Poor maintenance performance.
ii. Give inaccurate reading when battery fault or a charging system problem.
iii. It has delay between a change and the gage registering the change.
iv. Breaking of the copper line from the engine to the gage required to replace everything:
the whole gage assembly.

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 Project Work For Bachelor of Mechanical Engineering Student, DIT

2.7.9 Bi-metallic gauges

With bi-metallic strip gauges, the current allowed through by the sensor is fed to a coil of
resistance wire wound around a bi-metallic strip that's linked to the needle.Current flowing
through the bimetallic strip causes the strip to heat up. As it does so it bends because the two
metals in the strip expand with the heat by different amounts. The bending strip deflects the
needle across the scale. The amount the strip bends depends on the amount of current arriving at
the gauge, which in turn depends on the heat of the engine.

To avoid errors caused by variations in the car's supply voltage due to electrical load
and generatorspeed, a voltage stabilizer is included in the instrument circuit. The voltage
stabilizer also works on the bi-metallic strip principle and keeps the instruments supplied at a
steady 8 or 10 volts.

Figure 2.9.8: Bi-metallic gauges

Source: www.wika.com,2016

2.7.9.1Basic principal operation of Bi-metallic gauges

The bi-metallic principle is used in a rarer type of sensor. Movement of a bi-metallic strip inside
a heating coil in the sensor opens a pair of contacts, cutting off the current to the heater and the

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 Chapter Two

gauge. With the current off the strip cools and straightens out, remaking the contact so that
current flows again.
This sequence is repeated rapidly, with the amount of time the contacts are closed (and the
amount of time that currents flows to the gauge) depending on the overall temperature of the
sensor unit.
Bimetal temperature gauges are generally produced as a helical or spiral tube. The measuring
system consists of two strips of metal with different expansion coefficients that are welded or
bonded. The deformation of the bimetal strip into a helix or spiral shape creates a rotational
movement when the temperature changes. Given that one end of the bimetal helix is firmly
clamped, the other end will rotate to move the temperature gauge pointer shaft.(Er.S.K.Gupta
July 2006)
2.9.9.2 Advantages of Bi-metallic gauges
i. These are very simple and robust.
ii. Bimetallic gauge are cheap as compare to many other temperature measuring devices.
iii. The accuracy is between +or- 2% to 5% of the scale.
iv. These gauges have the capacity to withstand 50% over range in temperatures.
2.9.9.3 Disadvantages of Bi-metallic gauges
i. These cannot be used above 400’C.
ii. Due to regular use of bimetallic strip, it may permanently deform that results in errors
and do not give accurate results.
iii. Not suitable for small temperature because the expansion of metal tend to be similar so
device becomes rather insensitive.
2.7.9.4 Magnetic temperature gauge
The needle has a soft iron armature at its pivot, which moves by a certain amount depending on
the strength of the magnetic field between the two wire-wound coils. The strength of the field
depends on the size of the current passed into the coil from the sensor unit.
2.7.9.5 Basic principal operation of magnetic temperature gauges
Magnetic gauges, also called moving iron gauges, have a pair of coils, one on each side of a
pivoted iron armature that carries the needle. Sometimes the iron armature is weighted to hold
the needle in the rest position; in other cases a light hairspring does this at a certain second.

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 Chapter Three

The coils are connected directly to the car's electrical supply - one is earthed direct and the other
earths through the sensor, whose resistance varies with engine temperature. The current passing
through the coils produces a magnetic field which moves the armature against the weight or
spring. The amount of movement depends on the difference in the fields produced by the two
coils. This difference varies with the size of the current let through by the sensor unit(James R.J
2013).

Figure 2.9.9: Magnetic temperature gauge

Source: www.vdo-instruments.com,2017

2.9.9.4Advantages of magnetic temperature gauges

i. They are very easy to read.
2.9.9.7Disadvantages of magnetic temperature gauges
i. it gives inacurate reading.
ii. It requires little maintainance.
iii. It complicated to design.
iv. It uses much energy during the operation.

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 Chapter Two

CHAPTER THREE
METHODOLOGY
3.1 Literature Review
Literature review will be carried out to bring more light and help in understanding more about
starting system, different car accident scenario due to drunk drivers; alcohol detecting methods;
sensors and different microcontroller that have been used and how they are integrated on vehicle
systems. Another purpose of the review was to identify scenarios of interest that are currently
encountered. Illustrative case studies of important car accident scenarios were identified and
prepared based on a statistical review of vehicle incidences documented in different parts of the
world.
This information will be collected through reading an assortment of books by different authors,
reading researches from other people and also through internet surfing.

3.2 Data Collection

This dwelt on the following:

i. Type of data to be collected

ii. Methods used to collect the data
iii. Places for data collection

These points are discussed in details in Chapter Four on Data Collection.

3.3 Data Analysis

As part of the process to assist in the realization of the objectives of this project, steps will be
taken to analyses the collected data in view of coming up with design alternative which
culminated in selection of the best design alternative. The analysis of the obtained data was
geared towards achievement of the following major factors:

Selection of the best alternative for the system designed and developed: Factors considered
during selection of the best alternative included but were not limited to production cost,
durability, capacity, maintainability, efficiency, and safety. From these factors, weighting factor

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 Chapter Three

will be determined and ranked to obtain best alternatives. The alternative design that garnered
the highest weighting points will be taken as the best alternative.

3.4 Design Specifications:

An analysis will be done to determine the specifications of the system components based on the
best alternative of system selected.

Preparation of assembly drawings of the system components: Design software specifically

Computer Aided Design (CAD), PROTIUS SOFTWARE and Solid Works will be used to
prepare the drawings.

Preparation of development schedule:

Activities performed in developing the system and the time taken for each activity will be done.

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 Chapter Five

CHAPTER FOUR
DATA COLLECTION
4.0 This chapter gives an in-depth of the following:
i. Type of data collected,
ii. Methods used to collect the data, and;
iii. Places for data collection.

4.1 Data Collection Methods

The following methods were employed to facilitate a wide range of data that was deemed
valuable for use especially in developing the possible design alternatives.

4.1.0 Observation
This involved visual look at how temperature detector works through demonstration in areas
visited for instance Feba General Merchants who deal with maintenance and sale of detecting
equipment.

4.1.1 Interviews
By visiting the different stakeholders in the transport car dealers and safety industries, there were
opportunities to discuss with them a lot regarding the use and efficiency of the available means
of detecting alcohol and how to implement on the vehicle.

4.2 Places Visited

Some of the places visited for data collection were:
Toyota dealer (action auto garage) where data specifications were based on design of vehicles.
Feba General Merchants where data gathered was on specifications of equipment used in
temperature detecting system.
Temesa (Dodoma) data gathered based on temperature detecting device and different car effect
scenario due overheat of engine.
VETA (Chang’ombe)

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 Chapter Five

4. 1 Data collected
The author, in gathering and evaluating information on variables regarding fire incidences and
counter measures employed, was able to gather data of the following nature as shown in Table
4.1 below.
TABLE 4.1: Operating range temperature of the engine.
SN BRAND TYPE OF CYLINDER ENGINE MODEL OPERATING
VEHICLES VEHICLES VOLUME RANGE
TEMPERATURE
1. Volkswagen Golf 3180cc GH-IZAJZ,2003 980C-1070C

2. Toyota Collora II 1,330cc E-EL41,1992 820C-990C

3. Honda Odyssey 2,350cc DBA-RB1,2008 770C-820C

4. Volvo S40 2430cc CBA-5244,2005 930C-1210C

5. Mitsubishi Pajero IO 1,830cc GF-H76W,1999 800C -900C

6. Nissan Serena 1,990cc DBA-C25,2009 880C -990C

7. Audi A4 1,980cc GH-8PBVY,2006 980C -1070C

8. Hyundai Galloper 2476cc KD4TY-01,2000 950C -1100C

9. Kia Sorento 2,497cc JC718FF,2004 900C -1100C

10. Ssangyong Rexton 1998cc R7DF2OA2- 1030C -1490C

01A,2011
11. Lexus IS 2,490cc DBA-GSE20,2006 900C -1050C

12. Mazda Axela 1490cc DBA-BK5P,2008 900C-950C

13. Suzuki Every 650cc EDB-DA640 820C -1150C

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CHAPTER FIVE
DATA ANALYSIS
5.1 Design specification
In this chapter, the author evaluates the major factors that considered leading to the selection of
the best design alternative and the successful development of the system model.
The system designed was based on the following consideration so as to obtain high efficiency
and reliability:
a. Reliability: System’s ability to deploy upon activation.
b. Efficiency: The system’s proficiency in detecting temperature content.
c. Capacity: The time for deployment should be as minimal as possible with enough capacity to
detect temperature with alert alarm.
d. Safety: The system should be safe to operate and maintain.
e. Maintainability: The system should be easy to maintain.
5.2 Concept development
The project author sought to make different varieties of designs, the aim of these different
designs being to look for concept design, concept evaluation and to evaluation of possible design
specifications of the system with the sole endeavor of coming with an optimal system design.
5.3 Selection of a suitable design
In order to get the best alternative solution of this design, the following factors were considered:
a) Development cost,
b) Capacity,
c) Maintainability,
d) Efficiency,
e) Safety,
f) Positioning.

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 Chapter Five

5.4 Selection of the best alternative

Selection of the best alternative was achieved through function break down where different
combinations were evaluated culminating to development of three possible system design
alternatives.
The design alternatives were as follows:
a) Alternative A–On motion, engine overheats locking system with GSM Monitoring
b) Alternative B –.Engine overheats with alert alarm system.
c) Alternative C- Engine overheats with alert hazard light.
5.4.1 Alternative A–On motion, engine overheats locking system with GSM Monitoring
In this system design, when engine start to overheat due to the leakage of coolant, fault of
pump, fault of thermostat and water jacket, temperature sensor detects and send a signal
to the dashboard(temperature gauge) then the system will turn the engine off while the
Vehicle is in motion.

Figure 5.1: On motion engine overheat locking system with GSM

a) Advantages of alternative A.
i. Simple to design a system.
ii. It relative cheap to produce.

b) Disadvantages of alternative A
i. It is not safe in operation.
ii. Poor performance

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

Table 5.1: Average marks for Alternative A

Interviewee Safety Maintainability Efficiency of Operation Reliability Cost

1 3 3 3 4 3

2 3 4 3 2 2

3 4 4 3 3 1

4 4 4 3 2 2

5 4 3 3 2 2

Average 4.5 4.5 3 3.25 2.5

5.4.2 Alternative B-Engine overheat with alert alarm system

In this system design, when engine start to overheat due to the leakage of coolant, fault of pump,
fault of thermostat and water jacket, temperature sensor detects and send a signal to the
dashboard(temperature gauge) then the system will alert the driver with alarm

Figure 5.2: Engine overheat with alert alarm system

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 Chapter Five

a) Advantages of alternative B
i. Is very simple to design the system
ii. Have low cost compared to other method
iii. It is very safe in operation.
iv. It is easy to maintain
b) Disadvantages of alternative B
i. It does not show exactly problem occurred to the engine.
Table 5.2: Average marks for Alternative B
Interviewee Safety Maintainability Efficiency of Operation Reliability Cost

1 4 4 3 3 2

2 3 4 3 3 3

3 4 3 3 4 2

4 4 3 3 4 2

5 3 4 3 4 2

Average 4.5 4.5 3 4.5 2.75

Where, R j = Sum of the marks; k = Number of interviewees

5.4.3 Alternative C- Engine overheats with alert Hazard light
In this system design, when engine start to overheat due to the leakage of coolant, fault of pump,
fault of thermostat and water jacket, temperature sensor detects and send a signal to the
dashboard(temperature gauge) then the system will alert the driver with red light

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

Figure 5.3: Engine overheat with alert hazard light

a) Advantages of Alternative type C

i. A direct gage gives an instant and reliable reading.
ii. Direct gages have the edge on accuracy and reaction speed.
iii. Saving energy easily.
b) Disadvantages of Alternative type C
i. Poor maintenance performance.
ii. Give inaccurate reading when battery fault or a charging system problem.
iii. It has delay between a change and the gage registering the change
iv. Breaking of the copper line from the engine to the gage required to replace everything:
the whole gage assembly.

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 Chapter Five

Table5.3: Average marks for Alternative C

Interviewee Safety Maintainability Efficiency of Operation Reliability Cost

1 4 4 3 2 2

2 3 4 3 4 2

3 4 3 3 3 1

4 4 4 3 3 2

5 3 3 3 2 2

Average 4.5 4.5 3 3.5 2.25

5.5 Determining the weight factor

This was done by interview different people based on the objective of the project to determine
the weight of each pre-selected factors.

Table 5.5: Determination of weight factor

Interviewee Safety Maintainability Eff. of operation Reliability Cost Total(x)

1 4 4 4 3 3
2 4 3 3 4 4

3 4 4 4 4 3

4 3 4 3 3 3

5 4 4 4 4 4

Total(y) 19 19 18 18 17 91
Weight 0.21 0.21 0.2 0.2 0.18
factor (F)
Where;
y
Weight factor (F) =
x

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

Table 5.4: Ranking the design alternative

Factors

Total weight

Rank order
Alternatives

Safety Maintainability Efficiency Reliability Cost

of
operation
Weighting 0.26 0.26 0.25 0.2 0.23
Factors
A Weight 4.5 4.5 3 4.5 2.75

Score 1.17 1.17 0.75 0.9 0.63 4.62 1

B Weight 4.5 4.5 3 3.5 2.25

Score 1.17 1.17 0.75 0.7 0.52 4.31 3

C Weight 4.5 4.5 3 3.25 2.5

Score 1.17 1.17 0.75 0.65 0.58 4.32 2

5.6 Summary
The best alternative is the one which scored the highest point by considering the rank order
starting from the highest to the lowest total weight as it shown in the table 5.2 above. The project
author concludes that ALTERNATIVE B was the best alternative with the rank order number 1.

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 Chapter Five

5.7 System Specifications and Operation

The author embarked on designing a model to bring the concept out more vividly. The
specifications used in the model are as shown in table 5.5 below.

Table 5.5: Tools and technical specification

Description Technical specification

K-type temperature sensor 0 to 150 centigrade
Button For starting
Display 16x2 LCD
Battery 12V
Microcontroller AT89S52
Transformer Step down 12V
Battery 12 V DC
Resistor 5V DC
Diode 5 V DC
Buzzer Compact pin type 2048Hz
Frame To attach components(circuit)
Relay 12V
Crystal Oscillator 12V
Capacitor 2400µF
Variable resistor(POT) 22pf

5.8 System Operation

The system design, when engine start to overheat due to the leakage of coolant, fault of pump,
fault of thermostat and water jacket, temperature sensor detects and send a signal to the
dashboard(temperature gauge) then the system will alert the driver with alarm. The coding is
done in a way that the display prompts the driver the if K-type temperature sensor detect engine
is overheating, it will send the signal to the microcontroller and automatically the vehicle is on
motion the display and alert with alarm, will prompt the driver to park the vehicle within a three
minutes.

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

Figure 5.2: Engines overheat with alert alarm system.

5.9 Design calculation

It divided into two parts
i. Mechanical part
ii. Electrical part
5.9.1 Mechanical part
A frame of the model was designed to which all the system components were attached.
And the frame Length 600mm, Width 600mm and height 700mm.

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 Chapter Five

5.9.2 Electrical part

Figure 5.3: Microcontroller

5.9.3 The Program of Temperature Control

#include <LiquidCrystal.h>
LiquidCrystal lcd (7,6,5, 4,3,2)
Int output =8;
Int indicator =9;
Void setup() {
Lcd.begin(16,2)
Lcd.setcursor (0,0);
Lcd.print (“engine temperature”)
Lcd.setcursor (3,1);
Lcd.print (“controller”)
delay(1);
Lcd.clear ();
pinMode (output,OUTPUT);
pinMode (indicator,OUTPUT);
}

int temp=analogRead(A0);

float tempvalue= (temp * (1.5/306.9))*100;

lcd.setCursor(0,1);

lcd.print(“Read”);

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

lcd.setCursor(5,1);

lcd.print((int)tempvalue);

lcd.setCursor(8,1);

lcd.print(char(223));

lcd.setCursor(9,1);

lcd.print(“C”);

lcd.setCursor(0,0);

lcd.print(“(0 to 150)”);

lcd.setCursor(12,0);

lcd.print(char(223));

lcd.setCursor(13,0);
lcd.print(“C”);
if tempvalue ( (>57) {
digitalWrite(output,HIGH);
digitalWrite(indicator, LOW);

else {

delay(5);

lcd.clear();

5.9.4 Power Source

Power source is 12V which is within the range of vehicle power operations.

Battery selected has the following characteristics:

1. Nominal Voltage 12 Volts

2. 100Ah
3. Max Voltage 13.8, Min Voltage 10.5
The battery can easily be recharged through the vehicle alternator

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 Chapter Five

5.9.5 Transformer
A transformer is an electrical device that transfers electrical energy between two or more circuits
through electromagnetic induction. A varying current in one coil of the transformer produces a
varying magnetic field, which in turn induces a voltage in a second coil. Transformers are used
to increase or decrease the alternating voltages in electric power applications
A brief description:
 Transformer-steps down high voltage DC mains to low voltage DC

Figure5.4: Step down transformer

Source: www.elecricalmachine.com
Where:
   VP  -  is the Primary Voltage
   VS  -  is the Secondary Voltage
   NP  -  is the Number of Primary Windings
   NS  -  is the Number of Secondary Windings

   Φ (phi)  -  is the Flux Linkage

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

5.9.6 Calculation
A Transformers Turns Ratio
A voltage transformer has 1600 turns of wire on its primary coil and 400 turns of wire for its
secondary coil. Therefore the transformer ratio (TR) of the transformer will be as follows.

Np Number of primary coil 1600 4

T.R = = = =
Ns Number of secondary coil 400 1
This ratio of 4:1(4-to-1) simply means that there are three primary windings for every one
secondary winding. As the ratio moves from a larger number on the left to a smaller number on
the right, the primary voltage is therefore stepped down in value as shown.

If 12 volts is applied to the primary winding of the transformer above, then the resulting
secondary voltage will be

4 Vp Number of primary volts 12 v

T.R = 4:1 or = = =
1 Vs Number of secondary volts Vs

Vp 12
Secondary volts (Vs) = = =3
4 4

Again confirming that the transformer is a “step-down” transformer as the primary voltage is 12
volts and the corresponding secondary voltage is lower at 3volts.

5.9.7 Buzzer:

Figure 5.5: Buzzer

Source: www.alibaba.co

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 Chapter Five

5.9.8 Operation sequence

Below are the procedures gone through during the design and Development of engine overheat
detector with alert alarm.

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 Project Work for Bachelor of Mechanical Engineering Student, DIT

S/No SYTEM SEQUENCE OF OPERATION TOOLS TIME

COMPONENTS USED TAKEN IN
HOURS
Insert the following components
1. SYTEM CIRCUIT Soldering gun,
microcontroller, Relay, Resistor,
PREPARATION solder wire,
diode, capacitor, temperature Tester, 2
multimeter
sensor, LCD display, buzzer,
flasher and hazard light, on circuit
board according to the lay out as
shown on the detail drawing
Appendix C.

2. PROGRAM Prepare the programming code Laptop, Micro 1.15

CODE/INTRUCTION
instructions to be feed on the C, software(C+
+)
microcontroller

3.
PUSH BUTTON Install the push buttonand Soldering gun, 0.5
solder wire
mounting bracket of the frame.

4. FRAME i) Mark and cut the flat bar 2mm

thickness size according to -Scriber

dimension as specified on the -Hand hacksaw

detail drawing. Appendix A -Tape measure

3.5
ii) Join by welding the pieces of -Arc welding

flat bar to make the frame as machine.

shown on the detail drawing -Welding rods

-Hand grinder.
iii) Weld the ignition switch
-Spray gun.
mounting bracket and the wheels.
iv) Cut pieces of ceiling board
and lay it on frame to form a base
for the model.
v) Paint the frame

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 Chapter Five

CIRCUIT Install the circuit assembly on the Screw driver 1.25

5. INSTALLATION main frame.

6. BATTERY Install and connect the 12v as a -Tester 0.26

main power supply for the system -Screwdrivers

47
 Chapter Six

CHAPTER SIX
CONCLUSION AND RECOMMENDATIONS
6.1 Conclusion
The design and developing engine overheat detector with alert alarm system has involved in
various procedure which result to feasibility of the project although is not yet complete. This
report contributes six chapters. Chapter one which is introduction of the project, thorough
describe the needs to design and engine overheat detectors with alert alarm, Objective of the
project which are divided into two main and specific objectives and significance upon of
completion project.
Chapters two which is literature review show how researcher have done about the related device
which is engine overheat detectors with alert alarm. Chapter three, methodology show the
procedures gone through and those taken to accomplish project this project. Chapter four, Data
collection from difference sources, through difference data collection.
Chapter five Data analysis which is best alternative is obtained among of the perform task as
select one. This best alternative is one designed and developing according to data collected
during procedures of the data collection to meet needs. However factors such as durability,
production cost, maintainability, capacity, efficiency, ergonomics, safety will considered for
optimal design and developing of engine overheat detectors with alert alarm.

6.2 Recommendation
Further research and development of model for alcohol detection system, some challenges arose
that require attention. These include

a. Difficult in components availability

b. Integration of the different type temperature detector for different vehicles.

Additional is needed that would enhance further understanding to accelerate the development of
engine overheat detection technology with alert driver.

48
 References

REFERENCES
A.ANAND.Kumar. (9 december 2012). Digital signal processing. Mumbai, S.Chandi.
Denton, T. (July,2012). Automobile Mechanical & Electrical system. Calfonia, KLETT
PUBLISHER.
Er.S.K.Gupta (July 2006). Automobile engineering. NewDelhi:, S.Chan.
Frank j (2016). "automotive technology." Retrieved 15, 2016.
G, W. (2014). Electromechanical Engineering. Chicago, I.C PRESS.
Gay-Lussac, J. L. (December,2009). Intrumentation and control sytem. Chicago, CRC Press.
James R.J (2013). Automobile and Mechanical Engineering. Chicago, CRC Press.
Khurm, R. S. (2013). Automobile and Electrical engineering. Mumbai, RAMS PUBLISHER.
L.floyd, T. (2017). 15 january, 2017. www.yourmechanics.com.
Maini, A. K. ( May,2003). Dgital electronics. NewDelhi, KLETT PUBLISHERS.
Stephano longo, T. S. (2014). Optimal and Robust scheduling for networked control system.
Chicago, CRC Press.
w, F. (2017). www.efunda.com.

APPENDICES
APPENDIX A
S/N DESCRIPTION QUANTITY PRICE AMOUNT (T.SH)

1 Frame 1 40000 40000

2 Temperature sensor 1 81200 81200

3 LCD 1 55000 55000

4 Regulator 2 5000 10000

5 Push button 1 8200 8200

6 Diode 2 2000 4000

7 Capacitor 2 2000 4000

49
 References

8 Buzzer 1 8000 8000

9 Microcontroller 1 45000 45000

10 Transformer 1 24500 27000

11 Vero board 3 6000 18000

12 Labour charge 1 50000 50000

Total 350,400

Project cost estimation

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Appendices

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