PROJECT REPORT

On

“VIBORN”-NEW APPROACH TO VEHICULAR

HORN
Submitted for partial fulfilment of award of
BACHELOR OF TECHNOLOGY
In
Mechanical
Engineering (2020-21)
By
SATYAM GUPTA (1712240143)
SUNDARAM TIWARI (1712240173)
UJJWAL SINGH (1712240179)
Under the
Guidance of
Mr. K.K. YADAV

SHRI RAMSWAROOP MEMORIAL GROUP OF

PROFESSIONAL COLLEGES, LUCKNOW
Affiliated to
Dr. A. P. J. ABDUL KALAM TECHNICAL
UNIVERSITY LUCKNOW
 DEPARTMENT OF MECHANICAL
ENGINEERING SRMGPC

CERTIFICATE

This is to certify that the project entitled “VIBORN”- NEW APPROACH TO

VEHICULAR HORN submitted by Satyam Gupta(1712240143), Sundaram Tiwari
(1712240173), Ujjwal Singh (1712240179) in the partial fulfilment of the requirement
for the award of Bachelor of Technology in Mechanical Engineering of Dr.A.P.J. Abdul
Kalam Technical University is a record of students’ own work under our supervision
and guidance. The project report embodies result of original work and studies carried
out by students and the content of the report do not form the basis for award of any
other degree to the candidate or to anybody else.

Mr K.K.Yadav Mr. A.K. RATHORE

Assistant Professor(Project Guide) (Head of Department)

i
 DEPARTMENT OF MECHANICAL
ENGINEERING SRMGPC

DECLARATION

We hereby declare that the project entitled “VIBORN”- NEW APPROACH TO

VEHICULAR HORN submitted by us in the partial fulfilment of the requirement for
the award of the degree of Bachelor of Technology in Mechanical Engineering of Dr.
A.P.J. Abdul Kalam Technical University, is record of our own work carried under the
supervision and guidance of Mr. K.K.yadav (Assistant Professor, Mechanical
Engineering Department)

To the best of my knowledge this project has not been submitted to Dr. A.P.J. Abdul
Kalam Technical University or to any other university or institute for the award of any
degree.

SATYAM GUPTA 1712240143

SUNDARAM TIWARI 1712240173
UJJWAL SINGH 1712240179

ii
 ACKNOWLEDGEMENT
"It is not possible to prepare a report without the assistance & encouragement of other
people. This one is certainly no exception. "

On the very outset of this report, we would like to extend our sincere & heartfelt
obligation towards all the personages who have helped us in this endeavor. Without
their active guidance, help, cooperation & encouragement, we would not have made
headway in the project.

We are ineffably indebted to Mr. A.K. RATHORE, Head of Department, Mechanical

Engineering Department for taking pain-staking efforts & Mr. K.K.Yadav for
conscientious guidance and encouragement to accomplish this assignment.

We extend our heartiest gratitude to SRMCEM for giving us this opportunity. We also
acknowledge with a deep sense of reverence, our gratitude towards our parents and
member of our family, who has always supported us morally as well as economically.

At last, but not least gratitude goes to all of our friends who directly or indirectly helped
us to complete this report and for providing us with the journals & research papers and
thus providing the overall support to us.

Any omission in this brief acknowledgement does not mean lack of gratitude. Thanking
You.

SATYAM GUPTA 1712240143

SUNDARAM TIWARI 1712240173
UJJWAL SINGH 1712240179

iii
 PREFACE
In this report everything about “VIBORN”- NEW APPROACH TO VEHICULAR
HORN is written. In this project we aim to design an alternate system that could fulfill
the function of the conventional sound horn without using sound as the messenger.
Noise pollution is 2nd largest contributor in pollution to environment and needed to
addressed, and it is not possible without reducing sound produced by billions of
vehicles on roads.
Hence a bold step is taken to try out the solution with utilizing different sensory organs
of human ,that is equally reliable and can be dependent in most of the situations
Project is lengthy because of being totally fresh, and no such application before this is
seen in academic or industrial use. Firstly, whole technical analysis and engineering
data is generated ,on this strong foundation the hardware for demonstrative purpose is
erected and tested.
The whole report is divided into these chapters:–
• Chapter 1-Introduction. This chapter provides detailed information about the
sound horn and its properties along with literature survey, problem definition and
solving methodology used
• Chapter 2-dimensioning:dimensions of different components of handle bar and
elements involved are done here with help of digitally precise instruments
• Chapter 3-analysis for position of VIBORN installation is carried out on
different selected routes of Lucknow.
• Chapter 4- all the information about hardware used in experiment data
collection along with assumption and methods involved for doing so
• Chapter 5- data acquisition methodology (software) involved
• Chapter 6- processing of data: all the raw data collected is processed from time
domain to frequency domains and conclusions are drawn from here ,various graphs and
charts are shown here
• Chapter 7- modal analysis: for knowledge of the natural frequencies of handle
and cover ,modal analysis is performed in Autodesk fusion 360 and frequencies
involved are noted. Properties of material are also mentioned here in tabular form.
• Chapter 8- hardware used in project for making system ,all the details and
characteristics and working explained in this section
• Chapter 9- from here we have discussed everything about communication ,as it
is important part. The available methodology and technology that are viable as a
solution for the project., brief description of radio communication that is used in the
project

iv
• Chapter 10-this chapter deals with the terms and definition from author that are
required for the project for parameter testing.
• Chapter 11-material description of the grip involved that is used in project i.e.,
Flexible Polyurethane Foam
• Chapter 12-all the hardware of project are integrated in this chapter and wiring
connections are shown along with them.
• Chapter 13-images related to project ,sender and receiver vehicles are separated
pictured and ground testing images involved.

v
 ABSTRACT
If you look at the evolution of the automobile industry you can find many of marvelous
achievements that are beyond one’s expectation, we have improved significantly in
engine like its power, efficiency and pollution control. But this is limited to its
performance or aesthetics, the cost environment and people have paid is much more &
will not be cheap in coming years which is going to be paid by our children’s. pollution
created by automobile is not singular & include waste discharge in air in form of direct
air pollution & noise pollution. Since 1910 when Oliver Lucas invited modern electric
horn used in vehicle, it has not modified in terms of better noise management. Instead,
we have made even more loud & unbearable noises from them. This is going unchecked
and unattended since last 100 years, since then number of vehicles on the roads have
risen exponentially , counting in billions.
In hope to reduce the noise generated from the sea of vehicles on roads, a new approach
is taken, to create a new alternative of vehicular sound horn that can be used with same
ease & equal effectiveness. The main purpose of horn on roads is to inform ahead
vehicles about one’s presence behind them, we use our ear to listen to the sound
produced & judge at what distance the behind vehicle is.
Project VIBORN is eliminating the hearing aid ;we are using touch sense of humans to
receive the message and use the vibration as indicator of being vehicle on vicinity.
At any time ,the driving mechanisms of vehicle i.e., handles & steering wheels are in
constant with rider’s hand. VIBORN will take advantage of this to inform the rider ,by
passing special frequency to coin motor fixed in grips of handle and steering wheels
which will generate a vibration in handles of vehicle that will be detectable to humans
and in their comfort range ,transmitted through any suitable wireless technology(radio
communication here) that will be fast and having strongly secure in this highly
industrialized society.
Hardware is very simple and its communication module is its backbone, the better the
communication technology is the more reliable the system gets. It can be a matter of
debate that whether giving the vibration to riders is safe ,& whether it has any health
disorder. For this we followed the vibration guidelines issued by WHO and EU for level
of vibration for hand & whole-body vibration. A detailed-on ground vibration analysis
is conducted on vibration induced in handle on roads and natural frequencies of handle
in software are modeled and studied. With full satisfaction with heath concerns we have
prepared and tested the setup on roads of Lucknow.
It will be honor for us to give back the society a solution of issue that will benefit not
only lifesaving , pollution reduction but will give academics to apply and think
creatively to modern day situations

vi
 TABLE OF CONTENTS
Certificate i

Declaration ii
Acknowledgement iii
Preface iv-v
Abstract vi
Table of Contents vii-
ix

1) CHAPTER 1 1
1.1 INTRODUCTION 1
1.2 SOUND HORN 2
1.3 PROBLEM DEFINITION 4
1.4 PROBLEM SOLVING METHODOLOGY 5
1.5 LITERATURE REVIEW 5
2) CHAPTER 2 11
2.1 DIMENSIONING OF CELL TYPE VIBRATION MOTOR AND HANDLE
GRIP 11
3) CHAPTER 3 12
3.1 ANALYSIS FOR POSITION OF VIBRATION MOTOR 12
4) CHAPTER 4 14
4.1 HARDWARE USED IN EXPERIMENTAL DATA ACQUISITION 14
4.1.1 ADXL335 14
4.1.2 MINISENSE 100 16
4.2 VEHICLES INVOLVED IN VIBRATION DATA COLLECTION 17
4.2.1 ATIVA 3G 17
4.3 VIBRATION DATA COLLECTION AND ACQUISITION 23
4.4 CONSIDERATION TAKEN WHILE DATA ACQUISITION 25
5) CHAPTER 5 27
5.1 DATA ACQUISITION METHODOLOGY (software) 27
6) CHAPTER 6 29
PROCESSING OF DATA IN TIME DOMAIN 29
6.1 VARIOUS RESULTS FROM VIBRATION DATA 31

vii
6.1.1 INSIGHTS OF FREQUENCY SPECTRUM OBTAINED 31
6.1.2 CONCLUSION OF EXPERIMENTAL DATA ANALYSIS FROM
COLLECTED DATA 33
7) CHAPTER 7 34
7.1 MODAL ANALYSIS 34
7.2 VIBRATIONAL ANALYSIS OF HANDLE 36
7.2.1 Steel 36
7.2.2 Rubber Butyl 37
7.2.3 Rubber Nitrile 37
7.2.4 Result Summary 40
7.2.5 CONCLUSION 40
8) CHAPTER 8 41
8.1 HARDWARE USED 41
8.1.1 HALL SENSOR 41
8.1.2 DISTANCE CALCULATION FORMULA 46
8.1.3 COIN TYPE VIBRATOR MOTOR 47
8.1.4 HC-12 WIRELESS SERIAL PORT COMMUNICATION MODULE 49
8.1.5 TM1637 58
8.1.6 ARDUINO UNO 60
9) CHAPTER 9 63
9.1 COMMUNICATION 63
9.1.1 COMMUNICATION BETWEEN VEHICLES 63
9.2 COMMUNICATION METHOD USED IN PROJECT 65
9.2.1 RADIO COMMUNICATION 65
10) CHAPTER 10 68
10.1 DEFINATION OF VIBORN’S COMMUNICATION METHODOLOGY 68
10.1.1 Emergency vibration alert system (EVAS) 68
•IN EVAS 68
10.1.2 Normalized approach system (NAS). 69
•In NAS 69
10.2 METHOD OF CALCULATING DISTANCE IN PROJECT 70

viii
11) CHAPTER 11 71
11.1 GRIP MATERIAL 71
12) CHAPTER 12 73
12.1 HARDWARE CONNECTION 73
12.2 COMPLETE HARDWARE INSTALLATION 75
12.2.1 PLACEMENT OF SYSTEM 75
12.3 PLACEMENT OF COMMUNICATION SYSEM 77
13) CHAPTER 13 78
13.1 PROJECT IMAGES 78
14) CHAPTER 14 81
14.1 CONCULSUION 81
14.2 LIMITATIONS 82
14.3 FUTURE SCOPE 83

APPENDICES
Appendix A: List of Figures x-xi
Appendix B: List of Tables xii
REFERENCES xiii-xv

ix
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

1) CHAPTER 1

1.1 INTRODUCTION

Automobiles are without a doubt one of the most significant accomplishments in human
history. It shaped the world into what it is today. From the steam engines that connected
countries and states to the motorcycles that service the world's most isolated locations.
The automobile's aid and presence have altered our manner of life and standard of
living. Vehicles have a far-reaching impact that cannot be stated in 2-3 pages.
Engineering has transformed them into sophisticated, efficient machines that we can no
longer imagine living without. We've made significant strides and advancements in the
transportation sector, to the point that we're now distributing commodities via drones.
Whether it's the low cost of cars, the astounding speeds of motorcycles, or the tones of
weight carrying capacity of trucks, we're always optimizing and enhancing autos, but
we've neglected to pay enough attention to the byproducts of our labour. No, we are not
discussing the fuel emissions produced by automobiles; that discussion is for another
time. Instead, we are discussing the noise emissions produced by millions and millions
of autos operating 24*7*365 DAYS a year. While the facts on sound pollution will be
discussed in greater detail in our report, as a quick overview, we need to reaffirm that
automotive noise pollution is the leading source of noise pollution worldwide.
According to the World Health Organization (WHO), noise has a detrimental effect on
health that is second only to air pollution. Not only is it a leading cause of hearing loss,
but also of heart disease, learning difficulties in children, and sleep disorders. Yet, if
more rigorous rules were implemented, traffic noise could simply be reduced using
existing technologies. Between 2005 and 2014, T&E advocated for stronger limitations
on sources of transport noise, such as autos, lorries, and trains, at the EU and global
levels. We will continue to look for ways to reduce noise pollution. The problem is not
those individuals chose or purposefully created disorder, but that we are now capable
of creating a solution, even if it is not a solution, we are making progress toward
resolving the issue of road travel's noisy and headache-inducing impulses. Attempting
to propose an alternative that would make travelling a more pleasurable and harmonious
experience rather than a disease-causing profession.

1
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

1.2 SOUND HORN

In 1910, Oliver Lucas of Birmingham, England, invented the first commercially
available electric car horn. Car horns are typically electronic, operated by a flat circular
steel diaphragm that is magnetised in one direction and pulled in the opposite way by a
spring. The diaphragm is connected to contact points that repeatedly stop the current
flowing to the electromagnet, causing the diaphragm to spring back in the opposite
direction, re-completing the circuit. This configuration opens and closes the circuit
hundreds of times per second, producing a loud noise similar to that of a buzzer or
electric bell, which is magnified when it enters a horn. Typically, a screw is included
for adjusting the distance/tension of the electrical connections for optimal performance.
A spiral exponential horn form (sometimes referred to as the "snail") is cast into the
body of the horn in order to better match the diaphragm's acoustical impedance to open
air and therefore more effectively transfer sound energy. Car horns typically produce
between 107 and 109 decibels of sound and draw between 5 and 6 amps of current.

Horns can be used singly or in pairs to create an interval consisting of two notes played
simultaneously; while this doubles the sound volume, the use of two different
frequencies with their beat frequencies and missing fundamental is more perceptible
than the use of two identical horns, especially in an environment with a high ambient
noise level. 500 Hz and 405–420 Hz (roughly B4 and G4, major sixth) are typical
frequencies for a pair of horns of this kind.

Certain cars, as well as many motor scooters and motorcycles, now use a more
affordable and compact alternative design that, although preserving the term "horn,"
omits the actual horn ducting in favour of a larger flat diaphragm to achieve the
appropriate sound level. These horns produce a sound level of roughly 109–112 dB and
often use 2.5–5 amps of current. Again, these horns can be used alone or in pairs; typical
frequencies for this design are 420–440 Hz and 340–370 Hz (roughly G4–A4 and F4–
F4).

2
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Figure 1-2:electric horn

Figure 1-1Diagram showing how a car horn
works
component of some types of cars and other motor
vehicles equipped with an electronic horn, such as scooters.

Modern automobiles' radiators no longer dictate the shape of their grilles, which have
become more abstract, with the radiator having a variable proportion to the grille and
extending over 15 centimetres behind it. Nowadays, grilles are typically built in such a way
that the sound of a horn may easily be heard through them. The designs that mirror the
grille form no longer have front fenders with relatively huge fissures for trumpet-shaped
horns. Thus, some automobiles, most frequently British, feature a pair of spherical horn
grilles on either side of the radiator grille, each with a horn behind it. Horn grilles on
premium automobiles are typically chrome-plated.

Automobiles with rear engines, such as the Volkswagen Beetle and early Porsches,
must be equipped with horn grilles beneath their headlights. Certain motor scooters also
have this feature, which is located beneath the handlebars. Their horn grilles may be
constructed of inexpensive plastic. These vehicles, as well as the more affordable
automobiles, have only one horn.

While truck (lorry) and bus horns may be electrically operated and similar to car horns,
they are frequently air horns powered by compressed air from an air compressor, which
many trucks and buses have to operate the air brakes. The compressor compresses air
and drives it through a diaphragm in the horn's throat, causing the horn to vibrate. These
air horns are frequently utilised as trim, with chromed straight horns positioned on the
cab's roof. Using a small electrical compressor, this system can also be put on
customised autos. Typically, two or more are utilised, and some drivers even instal
railway sirens. Although the frequencies vary to create a range of various chords, they
are generally lower than those of automotive horns—125–180 Hz (about C3–G3). The
sound pressure level is around 117–118 dbs.

3
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

1.3 PROBLEM DEFINITION

1. These can be classified in broadly according to nature of the problem i.e

mechanical and software
2. Develop a range of frequency that will be given to grip of handles
considering the different weather conditions and wearing conditions in
various situations
3. The frequency developed should be within WHO norms so that it would not
affect the biological limits of people
4. And possess no such harm on long run exposure of the viborn
5. finding the optimized location of setting the vibration motor so that rider
will be comfortable as well it is in proximity enough so that it makes them
alert the riders for fulfilment of objective of viborn
6. Generating accurate and reliable information about the position of
surrounding vehicles in 2d plane
7. Making hardware for transmitting information of position
8. Making the grip of handles of vehicles

4
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

1.4 PROBLEM SOLVING METHODOLOGY

Figure 1-3:work flow illustration in project

1.5 LITERATURE REVIEW

1) Sumit S. Khune and Amit R. Bhende in their research work on topic

“VIBRATION ANALYSIS OF MOTORCYCLE HANDLEBAR FOR
RIDING COMFORT USING TUNED MASS DAMPER” writes in Article in
Journal of Measurements in Engineering, December 2020 published by
springer.

The research work by author is administered to seek out the vibrations in handlebar of
a motorbike and incorporate the modification to scale back vibrations permanently ride
comfort without affecting its handling. Handlebar is enhanced using tuned mass damper
to bear vibration amplitudes. Vibration analysis are conducted out for original (stock)
and modified handlebar. In this study, vibration analysis on motorcycle handlebar is
tested out on 2014 make Royal Enfield Thunderbird 350. bike is powered by 346 cubic
centimetres, air cooled single cylinder under square engine

5
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

2) Atul P. Gund the research scholar along with Dr. F. B. Sayyad his
professor at S Moze College of Engineering, Balewadi, Pune, India in
“THEORETICAL & EXPERIMENTAL ANALYSIS OF BIKE HANDLE
BAR” published in International Journal of Recent Development in Engineering
and Technology Issued on 9, September 2016

The study's major goal is to discover and optimise the natural frequency of the handle
bar. This improved model will deliver better results. The other goal of this research is
to examine different materials on handle bars, such as aluminium and glass fibre, and
to determine their natural frequencies. To conduct the testing, the bike handle bar is
clamped to the bench. As previously mentioned, the hammering test is performed. The
FFT analyser is linked to a sensor that detects component vibrations. External vibrations
are produced by hammering the handle bar. There will be a peak amplitude when the
vibrations travel through the handle bar, which is the component's inherent frequency.
Similarly, the component is put to the test three times. The sensor is programmed to
read this information, and the results are saved in the FFT analyser.

3) Pranavdeep A. Borse PG Student & Dr. Purushottam S. Desale Associate

Professor, Mechanical Engineering Department of S.S.V.P.S.B.S. Deore
College of Engineering, Dhule, India in their research paper of “DESIGN AND
VIBRATIONAL ANALYSIS OF MOTORCYCLE HANDLEBAR BY FEA
METHOD AND CORRELATING IT WITH TEST RESULTS” published in
IARJSET, on July 2017.
The experimental study of structural vibration contributes substantially to our attempts
to understand and regulate numerous vibrational phenomena in practice. The major
purpose of the experimental vibration analysis is to determine the nature and extent of
the degree of vibration reaction and to check the theoretical FE models and prediction.
This approach was used to validate the FEM model. Free vibration study was carried
out for discovering natural response of structure by some shock or displacement. The
construction was subjected to impact forces, and the reactions were observed at various
places along the handle bar. ANSYS v16 software is utilised for Modal vibrational
analysis of the motorbike Handlebar assembly. The six distinct mode shape findings
are produced demonstrating varying deflections of handlebar assembly. Then
experimental vibrational analysis has been done for the finding’s correlation.

6
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

4) Muhammad Iyad Al-Maliki Saifudin of School of Mechanical Engineering,

University Sains Malaysia wrote “ATTENUATION OF MOTORCYCLE
HANDLE VIBRATION USING DYNAMIC VIBRATION ABSORBER” in
MATEC Web of Conferences published in 2018.
A series of tests conducted on the handle reveal that the vibration is primarily caused
by the engine, with an additional source of vibration coming from the road surface
roughness. The placement of DVA in various locations on the handle resulted in
varying levels of attenuation at varying speeds in the x and z directions. Vibration
measurements on the motorbike handle are used to establish the operating frequency,
vibration level, and their dominating axis. One small triaxle accelerometer is included
among the measurement equipment.

5) Ali Israr & Hong Z. Tan of Haptic Interface Research Laboratory Purdue
University, USA wrote “A PSYCHOPHYSICAL MODEL OF
MOTORCYCLE HANDLEBAR VIBRATIONS” published in 2007 ASME
International Mechanical Engineering Congress and Exposition.
They devised a quantitative model based on perception to relate broadband vibrations
sent via a motorcycle handlebar to the rider's hands in this investigation. The test device
was a computer-controlled actuator mounted on the handlebar of a motorcycle rig
assembly. Participants were taught to grip the handlebars and maintain a sitting position
similar to that of a motorbike rider. With a single brass washer between the handlebar
and the accelerometer, the accelerometer was screwed onto the stud. The washer was
inserted to align the accelerometer axis with the Polaris coordinate system when hand
tightened.
6) Professor Adamek from the University of Applied Sciences Osnabrück,
Campus Lingen in Germany operated a large vibrational study of riders in study
sponsored by Brüel & Kjær’s company in April 2017.
Vibration was recorded for a total distance of 2500 kilometres, driven on 27 different
motorcycles by 23 different drivers. The study examined individuals who ride
motorcycles for work (on police motorcycles and St. John's accident aid motorcycles)
and for personal use. The objective was to assess vibration exposure while riding and
to determine an order of magnitude for this exposure based on motorcycle type and
rider type. Numerous researches have been conducted on vibration and motorcycles in
the past, but none have combined three sources of vibration: the handlebars, footrests,

7
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

and seat. Vibrations at the handlebars were filtered (frequency range: 6.3 to 1250 Hz),
and then the vibrations in the three translational directions (x, y, and z) were added
together to give a total value. The entire value was then multiplied by frequency-
dependent assessment factors that represent the hand-arm system's sensitivity to various
frequencies. The total vibration value calculated using the frequency-evaluated value
was then used for assessment.
7) Vikas Phogat Morpho, Alok Sethi of DIMTS & Sharad Arora as primary
authors of M2M ENABLEMENT IN INTELLIGENT TRANSPORT SYSTEM
in government of India’s technical report of 2015.
Every vehicle, as a component of the ITS ecosystem, must communicate with other
vehicles, road infrastructure, people, and the environment. Wireless communications
technology is critical to this type of communication. The research discusses India's
specific issues and environment, as well as possible technologies for V2X like as DSRC
and LTE. Additionally, it proposes the optimum course of action for India in terms of
technology adaptation and spectrum requirements. The research explores further into
the eSIM requirements, with a focus on the automotive sector. Additionally, the paper
emphasised the importance of developing standards and procedures for Emergency
Call, or more commonly referred to as E-Call.
8) Fabio Arena and Giovanni Pau from Faculty of Engineering and Architecture,
Kore University of Enna, in article of AN OVERVIEW OF VEHICULAR
COMMUNICATIONS.
V2V technology is used to transmit data wirelessly between motor vehicles. The major
goal of this communication is to avoid accidents by letting cars in motion to exchange
data about their location and speed inside an ad-hoc mesh network. The latter makes
use of a decentralised connection method that can produce a completely linked or a
partially connected mesh topology. Each node in the first example is directly connected
to the rest of the network. In the second situation, some nodes can be connected to all
others, while others are connected to only those with whom they often exchange the
majority of data.
By utilising this network topology, the nodes of a mesh network can exchange messages
and information with neighbouring nodes to which they are directly connected (just one
hop in the case of a completely connected network), or they can take one of the various
paths to the destination accessible (multi-hop, in the case of a partially connected
network). Additionally, this topology boosts the network structure's resiliency. Indeed,

8
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

in the event of a node's collapse or temporary failure, the routes within the forwarding
tables are adjusted to reach all destinations.
9) John Harding, Gregory Powell, Rebecca Yoon, Joshua Fikentscher, Charlene
Doyle, Dana Sade, Mike Lukuc, Jim Simons and Jing Wang collectively wrote
VEHICLE-TO-VEHICLE COMMUNICATIONS: READINESS OF V2V
TECHNOLOGY FOR APPLICATION for U.S. Department of Transportation,
National Highway Traffic Safety Administration in 2014
The purpose of this research report is to determine the readiness for vehicle-to-vehicle
(V2V) communications, a system for transmitting basic safety information between
vehicles in order to provide drivers with warnings about impending collisions. For more
than a decade, the US Department of Transportation and NHTSA have conducted
research on this technology. This report examines technical, legal, and policy issues
relating to V2V by analysing prior research, technological solutions available for
addressing the agency's identified safety problems, the policy implications of those
technological solutions, legal authority, and legal issues such as liability and privacy.
Decision-makers will use this report and other available data to determine how to
proceed with additional activities involving vehicle-to-vehicle (V2V), vehicle-to-
infrastructure (V2I), and vehicle-to-pedestrian (V2P) technologies.
10) Paul Cahill, Lucy Quirk, Priyanshu Dewan and Vikram Pakrashi from
Dynamical Systems & Risk Laboratory, School of Mechanical and Materials
Engineering and Centre for Marine and Renewable Energy Ireland (MaREI),
University College Dublin, Dublin, Ireland Centre for Marine and Renewable
Energy Ireland (MaREI), Environmental Research Institute, University College
Cork, Cork, Ireland & Indian Institute of Technology-Benaras Hindu
University, Benaras, India wrote research paper on COMPARISON OF
SMARTPHONE ACCELEROMETER APPLICATIONS FOR
STRUCTURAL VIBRATION MONITORING published in year 2018.
The research compares the performance of a variety of smartphone accelerometer apps
to a calibrated benchmark accelerometer. Following an initial evaluation, 12 apps were
chosen for testing out of 90. The selected applications were subjected to sinusoidal
vibration testing at various frequencies and their responses compared to a calibrated
baseline accelerometer. Analysis of variance (ANOVA) and a test of significance were
used to quantify the performance of apps. The apps were then tested in a laboratory

9
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

environment using a realistic dynamic scenario of monitoring the acceleration response

of a bridge caused by the passage of a French Train à Grande Vitesse (TGV).

The paper has helped the project to establish the experimental verification of data
acquiesced & processed in this project work by Satyam Gupta, Sundaram Tiwari &
Ujjwal Singh.

10
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

2) CHAPTER 2
2.1 DIMENSIONING OF CELL TYPE VIBRATION
MOTOR AND HANDLE GRIP
Two components whose dimensioning is a must are vibration motor and handle grip of
vehicles because they are complimentary to each other as the vibration motor will be
installed in the handle grip, hence the knowledge of dimension will make help in
installation position and further help in partial decision making of the frequency and
magnitude of vibration that will be given.

Figure 2-2:measuring of handle cover Figure 2-1:measuring vibration motor

Measurements have been done by digital vernier caliper of Measurement range: 0 -

6''/ 0 - 150mm; Resolution: 0.01”/ 0.1mm; Accuracy: ±0.2mm/0.01”
Image: handle grip Objective of dimensioning
1. To determine the space available
2. To determine the thickness of grip
3. To determine compatibility of possible vibration motors with handle grip
Handle grip (Activa 3G)
Table 1:handle grip dimesnions

Length (whole body) 120.12 mm

Diameter (smallest) 21.5 mm
Diameter (2nd smallest) 25.57 mm
Thickness of grip 4.07 mm
Cell Vibration motor
Thickness = 3.3 mm
Result: cell type vibration can be installed in handle grip with a clearance of 0.77
mm

11
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

3) CHAPTER 3
3.1 ANALYSIS FOR POSITION OF VIBRATION
MOTOR
All world's road vehicles have one thing in common: they are all controlled and
managed with the hands, either by handles or steering wheels. Because the viborn will
be installed in vehicle handles and steering wheels, it is necessary to assess the location
of its installation. The vibration motor will produce a large amount of vibration.
According to a survey by office commute, Indians spend more time on the road every
day than people in most other countries, spending more than 2 hours on the road every
day. When we consider the number of people who spend more than 10 hours a day
driving, it becomes critical to carefully identify the location where the vibration will be
generated.
A ground visual effort was undertaken to capture visual images in the rush region of
Lucknow to analyses the behavior of drivers of handle steered vehicles.
A visual analysis of how the different riders have grip on the handles in different
situations are carried out in practical conditions on busy road without preconscious of
riders, it is important for us to know the impromptu and parameter less knowledge of
the rider’s pattern of gripping on handles.
Areas in Lucknow like IT COLLEGE,HAZRATGANJ

Image 1 Image 2

Image 3 Image 4

Figure 3-1:Images taken of griping style of riders

12
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Figure 3-2:map showing route Metro Station to Pakka pull

(Harding bridge)
Results are obtained after considering following points
1. Vicinity of vibration motor to hand of rider
2. Magnitude and nature of vibration given to hands of rider
3. Behaviors of rider for dripping the handle
4. Reaction of rider to any instantaneous vibration
5. Size and dimensions of cell type vibration motor
6. Giving priority to position where no other electrical wiring is already present.
7. Vibration motor is never in constant contact to rider’s hand. (This is most
important from the point of view of human comfort and WHO norms of hand
transmitted vibration)

22,3.490,93
.5
(In
cylindrical
i
Figure 3-3:finalised location of vibration motor to be installed

The position is selected from visual and habitual inspection of rider holding the handle
the position is not in contact with the rider’s hand but enough close so that vibration
given to hands are easily detectable.

13
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

4) CHAPTER 4
4.1 HARDWARE USED IN EXPERIMENTAL
DATA ACQUISITION
As the vibration in handles of vehicles are low in frequency as well as in magnitude,
we are using the two sensors for this purpose

4.1.1 ADXL335
The module is powered by a compact, low-power triple axis MEMS accelerometer from
Analog Devices — the ADXL335. The sensor has a detection range of 3 g in its whole.
It is capable of measuring both static accelerations owing to gravity and dynamic
acceleration caused by motion, shock, or vibration in tilt-sensing applications.

Figure 4-1:ADXL335

The sensor operates between 1.8V and 3.6VDC (3.3V is recommended) and normally
consumes less than 350A of current. However, because it includes a built-in 3.3V
regulator, it is ideal for interfacing with 5V microcontrollers like as the Arduino.
This breadboard-compatible board splits the ADXL335's pins into a 6-pin, 0.1′′ pitch
header. This features three analogue outputs for X, Y, and Z axis readings, two power
supply pins, and a self-test pin for evaluating the sensor's operation in the final
application. The analogue output is ratiometric, which means that the 0g reading output
is theoretically half of the 3.3V supply voltage (1.65V), the -3g measurement output is
at 0v, and the 3g measurement output is at 3.3V, with complete scaling in between.

Here are the complete specifications of ADXL335 Accelerometer IC

14
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Table 2 :PROPERTIES OF ADXL335

Operating Voltage 1.8V – 3.6V

Operating Current 350μA (typical)
Sensing Range ±3g (Full Scale)
Temperature Range −40 to +85°C
Sensing axis 3 axes
Sensitivity 270 to 330mV/g (Ratio metric)
Shock Resistance Up to 10,000g
Dimension 4mm x 4mm x 1.45mm

HERO MASTERO
Engine
Battery 12V, 4.0 Ah
Battery Capacity 12 V - 4 Ah ETZ5
Battery Type Maintenance Free
Bore x Stroke 52.4 mm x 57.8 mm
Configuration Single cylinder
Cooling type Air Cooled
No of Cylinders 1
Engine Capacity 124.6
Engine Type Air cooled& 4-stroke& Single
cylinder& OHC
Fuelling Fuel Injection
Max Power 9.12 PS @ 7000rpm
Max Torque 10.4Nm @ 5500 rpm
Mileage (Claimed) 57.04
No of valves per cylinder 2
Transmission
Clutch Type Not Required
Number of Gears CVT
Type Automatic
Chassis and Suspension

15
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Frame Type Under Bone

Brakes
Front Disc/Drum Size 190 mm
Front Type Disc
Rear Disc/Drum Size 130 mm
Rear Type Drum
Suspension - Front Telescopic Hydraulic Shock
Absorber
Front Tyre Size 9 0/100 R10
Suspension - Rear
Rear Tyre Size 90/100 R10
Tyre Size Spare No
Ground Clearance 155 mm
Height 1188 mm
Length 1843 mm
Wheelbase 1261 mm
Width 718 mm

4.1.2 MINISENSE 100

The MiniSense 100 is an accelerometer with a cantilever beam. When the beam is
horizontally placed, acceleration in the vertical plane causes the beam to bend due to
the inertia of the mass at the beam's tip. Strain in the beam generates a piezoelectric
reaction, which can be sensed as an output charge or voltage across the sensor's
electrodes.
The sensor is capable of detecting both continuous and abrupt vibrations or impacts.
For excitation frequencies less than the sensor's resonant frequency, the device
produces a linear output governed by the aforementioned "baseline" sensitivity. At
resonance, the sensitivity is considerably increased.
impacts with high-frequency components will drive the impedance matching (response
of the MiniSense 100 to a single half-sine impulse at 100 Hz, of amplitude 0.9 g). The
external electrical circuit has a significant impact on the sensor's capacity to detect low
frequency motion.

16
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Figure 4-2:MINISENSE 100

Parameter Value Units

Table 3: properties of minisense 100

Voltage Sensitivity (open-circuit, baseline) 1.1 V/g

Charge Sensitivity (baseline) 260 pC/g
Resonance Frequency 75 Hz
Voltage Sensitivity (open-circuit, at resonance) 6 V/g
Upper Limiting Frequency (+3 dB)42 Hz
Linearity +/-1 %
Capacitance 244 pF
Dissipation Factor 0.018 (none)
Inertial Mass 0.3 gram

4.2 VEHICLES INVOLVED IN VIBRATION DATA

COLLECTION
Vehicles are chosen as per authors comfort and availability, all the vehicles involved
in project for data collection. All the specifications of all three vehicles are tabulated
below

4.2.1 ATIVA 3G
Dimensions & Weight
Kerb Weight 108 kg

17
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Length 1761 mm
Width 710 mm
Height 1149 mm
Ground Clearance 153 mm
Wheelbase 1238 mm
Seat Height 765 mm
Chassis
Type Under bone
Engine
Displacement 109.2
Cylinders 1
Valves 2
Power (BHP) 8 bhp @ 7,500 rpm
Torque (NM) 8.83 Nm @ 5,500 rpm
Cooling System Air Cooled
Ignition CDI
Transmission
Transmission Type Automatic
No of gears -
Drivetrain
Drive Type V-Matic
Fuel
Fuel Type Petrol
Fuel efficiency 61 kmpl
Fuel delivery system Carburettor
Suspensions, Brakes, Steering & Tyres
Suspension Front Spring Loaded Hydraulic Type
Suspension Rear Spring Loaded Hydraulic Type
Wheel Size (inches) 10 inches
Tyre Size Front 90/100-10 53J
Tyre Size Rear 90/100-10 53J
Brakes Front No

18
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Brakes Rear No
Electrical
Battery 12V,3Ah Maintenance Free
Headlight Bulb Type 12V 35/35W
Electric System -
Table 4:activa 3g specification

ACTIVA 5G
Engine and Transmission
Engine Type Fan cooled, 4 stroke, SI Engine
Displacement 109.19 cc
Max Power 7.96 PS @ 7500 rpm
Max Torque 9 Nm @ 5500 rpm
No. of Cylinders 1
Cooling System Air Cooled
Valve Per Cylinder 2
Drive Type Belt Drive
Starting Kick and Self Start
Fuel Supply carburettor
Clutch V - Matic
Transmission Automatic
Gear Box CVT
Bore 50 mm
Stroke 55.6 mm
Compression Ratio 9.5:1
Emission Type bs4
Features and Safety

ABS No
Braking Type Combi Brake System
Charging Point Optional
Service Due Indicator Yes
Seat Opening Switch Yes
Speedometer Analogue

19
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Odometer Digital
Fuel Gauge Digital
Console Analogue and Digital
Pass Switch Yes
Clock Yes
Additional Features Metal Muffler Cover
Carry Hook Yes
Passenger Footrest Yes
Mileage and Performance

ARAI Mileage 60 kmpl

City Mileage 58.1 kmpl
Top Speed 83 kmph
Acceleration (0-60 Kmph) 10.55s
Quarter Mile 24.41 s@84.84kmph
Kickdown (20-80 kmph) 17.65s
Braking (60-0 Kmph) 22.57m
Chassis and Suspension

Chassis Under Bone

Front Suspension Spring Loaded Hydraulic Type
Rear Suspension Spring Loaded Hydraulic Type
Body Graphics Yes
Dimensions and Capacity

Length 1761 mm
Width 710 mm
Height 1158 mm
Fuel Capacity 5.3 L
Saddle Height 765 mm
Ground Clearance 153 mm
Wheelbase 1238 mm
Kerb Weight 109 Kg
Under seat storage 18 L
Tyres and Brakes

20
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Tyre Size Front: -90/100-10, Rear:-

90/100-10
Tyre Type Tubeless
Wheel Size Front: -254 mm, Rear :-254
mm
Wheels Type Sheet Metal
Front Brake Drum
Rear Brake Drum
Front Brake Diameter 130 mm
Rear Brake Diameter 130 mm
Radial Tyre Yes
Front Tyre Pressure (Rider) 22 psi
Front Tyre Pressure (Rider & Pillion) 22 psi
Rear Tyre Pressure (Rider) 29 psi
Rear Tyre Pressure (Rider & Pillion) 36 psi
Table 5:activa 5g specifications

HERO MASTERO
Engine
Battery 12V, 4.0 Ah
Battery Capacity 12 V - 4 Ah ETZ5
Battery Type Maintenance Free
Bore x Stroke 52.4 mm x 57.8 mm
Configuration Single cylinder
Cooling type Air Cooled
No of Cylinders 1
Engine Capacity 124.6
Engine Type cylinder& OHC Air cooled& 4-stroke& Single

Fuelling Fuel Injection

Max Power 9.12 PS @ 7000rpm
Max Torque 10.4Nm @ 5500 rpm

21
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Mileage (Claimed) 57.04

No of valves per cylinder 2
Transmission
Clutch Type Not Required
Number of Gears CVT
Type Automatic
Chassis and Suspension
Frame Type Under Bone
Brakes
Front Disc/Drum Size 190 mm
Front Type Disc
Rear Disc/Drum Size 130 mm
Rear Type Drum
Suspension - Front Telescopic Hydraulic Shock
Absorber
Front Tyre Size 90/100 R10
Suspension - Rear
Rear Tyre Size 90/100 R10
Tyre Size Spare No
Ground Clearance 155 mm
Height 1188 mm
Length 1843 mm
Wheelbase 1261 mm
Width 718 mm
Table 6:Hero mastero specifications

Conditions of vehicle are assumed to be ideal and their condition in which they are
tested are assumed to be with same parameters.

22
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

4.3 VIBRATION DATA COLLECTION AND

ACQUISITION

The frequency and magnitude of vibration passed in the handle needs to be in certain
constrains for its successful running, hence first it is required to collect the formation
about the detailed vibration and its properties in Realtime vehicles, for this reading are
needed to be taken from vehicles. The vibration reading collected from the various
routes of Lucknow .Routes are decided on following parameters

1. Condition of roads
2. Movement of vehicles
3. Running of various types of vehicles
Considering the parameters following routes are chosen to collect vibration
data
From munishipulia to barabanki (safaedabad)
From munshipulia to r.d.s.o via charak hospital

Figure 4-3:Map showing route conducted on

Assumption made during data collection

• Vibration data is collected during route (including the zero vibration
when the vehicle stops at traffic signal)
• The vibration caused due to sudden acceleration and deacceleration of
vehicle is counted in the vibration data
• Any angular shift is assumed negligible
• Motion and vibration due to steering action is assumed negligible

23
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

4.4 CONSIDERATION TAKEN WHILE DATA

ACQUISITION

A significant focus has been given on providing a horizontal platform that allows the
adxl335 y axis to be perpendicular to the ground, hence increasing the instrument's
structural accuracy, which can be checked using a smartphone's gyroscope level meter.
Although the accelerometer measures three axes, we are only interested in the y axis
data because it is the most visible in the handle

Figure 4-4: diagram showing wiring of adxl335

1. Special focus is given to the leveling of accelerometer i.e., to make the sensor
horizontal so that no alias effect is generated and any kind of deviation either
positive or negative is captured in data acquisition.

Figure 4-5:leveler used for correct orientation

24
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

for this purpose, leveling sensor of smartphone is calibrated and then used as gauge to
level the accelerometer stand . In the above image we can see the 0 on the displays
conforming same.
2. One of the interesting tasks was to carefully attach the accelerometer such that
it is not influenced by mounting attachment and not enough lose so that it will
start measuring false data from movement of vehicle and tilt of handle while
driving.
i) This was carried out by determine a certain distance from sensor’s end ,
where the sensor is free enough and stiff also so that the only vertical
disturbances will be captured.

Figure 4-6: image showing mounting while recording

3. Power input to the sensor is provided by 5.0 v USB type B through the Arduino
UNO work is to capture data acquired.
The power although this type of power backup limits the data capturing on the
battery backup of laptop.

Figure 4-7:arduino & powered by laptop

25
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

5) CHAPTER 5
5.1 DATA ACQUISITION METHODOLOGY
(software)

It is critical to detail the methodology and strategy used to collect data for the project.
The data is the first crucial component of the project because it dictates the final
outcome and job quality.

In the previous PPR, we described the vibration sensor MINISENSE 100 for main data
collecting from the vehicle's handle bar.

Because the sensor's results were unsatisfactory and unsuitable for the purpose
intended, we switched the principal data collection technique from MINISENSE 100
to ADXL335 (only the sensor collecting data)

The new sensor, an accelerometer, is most frequently employed to monitor triad data.
i.e.

2. Velocity 3. Displacement

All three data are critical from a data analysis standpoint, as they provide a broad
representation of the practical findings.

Prior to demonstrating the process, the following section will demonstrate the methods
for acquiring data from the vehicle's handle. It is worth noting the faults and data
corruptions that may occur during data acquisition.

• Typically, the four greatest sources of error in an analogue input system are: input
offset, gain error, non-linearity, and system noise.

1. Errors in the Input Offset: Input offset is the constant variance and real input
voltages, assuming that all other errors are zero. For instance, if the intake offset
potential was +0.1 volt, readings of perfect 1, 2, and 5-volt received signal
would be 1.1, 2.1, and 5.1 volts, accordingly.
2. Gain error is defined as the measurement error expressed as a percentage of the
full-scale reading.
Gain error is the difference in between slopes of the actual and ideal systems (in
volts per bit). For instance, if the maximum gain error is 1%, the gain error at 1

26
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

volt is 10 millivolts, whereas the gain error at 10 volts is tenfold as great at 100
millivolts.
3. The non-linearity error is the biggest discrepancy between the calibration curve
and the best straight line relating the output signal to the applied force.•
Typically, the four greatest sources of error in an analogue input system are:
input offset, gain error, non-linearity, and system noise.

Errors in the Input Offset: Input offset is the constant variance and real input voltages,
assuming that all other errors are zero. For instance, if the intake offset potential was
+0.1 volt, readings of perfect 1, 2, and 5-volt received signal would be 1.1, 2.1, and 5.1
volts, accordingly.

Gain error is defined as the measurement error expressed as a percentage of the full-
scale reading.

. Gain error is the difference in between slopes of the actual and ideal systems (in volts
per bit). For instance, if the maximum gain error is 1%, the gain error at 1 volt is 10
millivolts, whereas the gain error at 10 volts is tenfold as great at 100 millivolts.

The non-linearity error is the biggest discrepancy between the calibration curve and the
best straight line relating the output signal to the applied force.

This line can be formed between the zero-load signal and the nominal capacity signal,
or between the nominal capacity signal and another more operational value, such as
75% of the nominal load, in order to share the error. It can also be obtained using the
least squares approach in some instances. This inaccuracy is shown as a percentage of
the full scale.

Data that is noisy is corrupted, garbled, or has a low Signal-to-Noise Ratio. Inadequate
techniques (or procedures that are not properly documented) for removing noise from
data might create a false perception of accuracy or incorrect results.

Data = true signal + noise

27
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

6) CHAPTER 6
PROCESSING OF DATA IN TIME DOMAIN
As mentioned earlier there are noise components in every signal ,in order to get
simplified results signal processing in time domain is done.

Raw data from sensor is collected and component of gravity is removed from the data
i.e.
Data-9.81

Then the data is plotted against time

Figure 6-1: unfiltered time-amplitude vibration data

As we can see, the magnitude of the acceleration reaches -40 to 40 m/s2 at some
locations, which is instrumental error because the ADXL335 has a sensitivity of +/- 3g,
or 29.43, and so no signal magnitude may exceed 29.43 m/s2. As a result, filtering is
performed in both origin and MATLAB.

Brief high list of data is

Table 7:highlights of conducted experiments

Total distance for vibration collection 120.1 km

Total number of vehicles involved 3
Total number of riders involved 3 (men=3, female=0)

28
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Software used MATLAB, Excel, SeismoSignal_4.3.0,

origin data 2021 on computer, Physics
toolbox pro on smartphone

All the data of acceleration is collected and processed in various software

The sgolayfilt function does the majority of the filtering by convolving the signal with
B, sgolay's output. The filtered signal's steady-state component is obtained as a result.

18 points order 5 polynomial Savitzky-Golay filter

22 points order 5 polynomial Savitzky-Golay filter

Figure 6-2: savisky golay filter applied

29
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Figure 6-3:yellow curves showing smoothed data

6.1 VARIOUS RESULTS FROM VIBRATION

DATA

Figure 6-4:frequency spectrum of activa 3G

6.1.1 INSIGHTS OF FREQUENCY SPECTRUM

OBTAINED

1. Vibration in vehicle is function of multiple factors including Vehicle speed,

acceleration, weight of vehicle, surface or road conditions, environmental conditions,
and vehicle fitness.

30
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

2. It is found that if the road surface is ideal or free from disturbances most of the time
frequency is in range of 0-10 hz

3. In conditions of rough terrain or bumpy road, the frequency spectrum varies and
extended up to 200 hz

4. In this most prevalent and significant are found in between 0- 80 hz

5. Significant Acceleration values are found near 0g or x axis data that can be stated
as, zero vibration in vehicle, this can be also proven through histogram-

Figure 4 HISTOGRAM OF ACCELARATION

Figure 6-5:Histogram of accleration data

6. We Can state that for surface conditions and vehicle fitness it optimum then, there is
least possibility that the hand vibration thar driver experiences will be below 10 hz

7. As the vibration motor of coin type is used having range of frequency 10-55 hz it is
a possibility that the vibration passed to grip can get diluted or lost or non-detectable in
this

8. For this case amplitude of frequency can be regulated through changing mass and
parameter of vibration motor, so that the vibration passed can be detected with ease.

31
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

9. Grip material used will damp and absorb the vibration, specifically foam material
grip
10. Former approach of putting the vibration motor away from riders’ hand and in non-
vicinity should be reconsidered as the practical testing shows different result from
rider’s experience & is subjected to person-to-person acceptance of vibration and
comfort.

Figure 6-6: FFT of data captured

one of the limitations of using the FFT function is that the number of data points
operated on must be a number that is a power of two. For example, we must operate on
8 9 10
either 256 data point (2 ), 512 data points (2 ), 1024 data points (2 ), 2048 data points
11
(2 ) or any other power of two.

6.1.2 CONCLUSION OF EXPERIMENTAL DATA

ANALYSIS FROM COLLECTED DATA
The objective of the experimental analysis and data processing was to determine the
frequencies that are transmitted from road to handles while riding the vehicle, so that
accurate information about the amplitude & frequency can be known for viborn i.e.,
vibration cell motor without creating any resonance. The vibration from road at any
instantaneous point of time is not unique & contain multiple phase and mixed frequency
which are in transitional in nature all time
Hence it was found that from road vibration is in range 0-200 hz in case of hand-
held vibration &0-80 hz in case of whole-body vibration.

32
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

7) CHAPTER 7
7.1 MODAL ANALYSIS

Modal analysis is a critical technique for deciphering the vibration properties of

mechanical systems. It translates the excitation and response vibration signals obtained
on a complicated structure that is difficult to see into a set of predictable modal
characteristics.

Modal analysis is a critical technique for deciphering the vibration properties of

mechanical systems. It translates the excitation and response vibration signals obtained
on a complicated structure that is difficult to see into a set of predictable modal
characteristics.

Prior to doing a random vibration study for validation purposes, it is required to conduct
a modal analysis of the system.

Modal analysis is performed in this case utilising Autodesk fusion 360, the company's
cutting-edge modelling and analysis software.

It is necessary to mention how the software calculates the findings; although the topic
contains comprehensive mathematical modelling and data, we are attempting to
summarise the physics and analytic procedures.

Finite element analysis (FEA) is a computer-aided technique for predicting how a

product will react to forces, vibration, heat, fluid movement, and other physical factors
encountered in the real world. Finite element analysis determines if a product will fail,
wear out, or perform as intended. Although it is called analysis, it is utilised during the
product development phase to forecast what will happen when the product is used.

EA works by decomposing a real item into a huge number of finite elements (thousands
to hundreds of thousands), such as little cubes. Mathematical equations aid in the
prediction of each element's behaviour. Then, a computer adds up all the individual
behaviours to anticipate the real behaviour of the object.

Finite element analysis aids in the prediction of the behaviour of products subjected to
a variety of physical conditions, including the following:

• Mechanical stress

33
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

• Mechanical vibration
• Fatigue
• Motion
• Heat transfer
• Fluid flow
• Electrostatics

Modal analysis of the handle bar is first compared closely observed of research
papers for verifying the accuracy of the modal analysis, a same dimension model of
research paper IARJSET is modelled

Table 8:comparing RESEARCH PPR DATA WITH FUSION 360 DATA

IARJSET NATURAL MODEL RESULT IN

FREQUENCY’S FUSION 360
Software Experimental Frequency (Hz)
Results (Hz) Results (Hz)
94.008 91.90 101.1 Hz
97.68 94.87 102.8 Hz
103.82 99.80 103.8 Hz
104.62 99.80 103.8 Hz
416.43 421.00 425.4 Hz
460.29 472.00 429.5 Hz

This test result is conducted in order to verify the parameter testing of software being
used

34
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

7.2 VIBRATIONAL ANALYSIS OF HANDLE

For developing a new system and taking such a bold step such as we are taking, it
becomes must to determine the natural frequencies of handle in which the external
excitation in form of vibration will be given

Hence a natural modal frequency analysis is carried out in Autodesk fusion 360

Pre-Settings in analysis

Contact Tolerance of 0.1 mm provided with number of modes set as 8, number of modes
is not the primary target of analysis as there are specifically few modes that can be alter
the dimensions of handle in practical situation, hence frequency range, preloaded modes
& enhanced accuracy are left null.

For mesh default values set in fusion 360 are used, no scaling of mesh size per part is
required, Max. Turn Angle on Curves (Deg.) is 60, Max. Adjacent Mesh Size Ratio is
1.5, Max. Aspect Ratio is 10 &Minimum Element Size (% of average size) is 20.

For Adaptive Mesh Refinement Number of Refinement Steps is 6, Results

Convergence Tolerance (%) 5 & Frequency Mode is 1.

The actual materials that are used in project can’t be analysed in vibration analysis as
the materials poison ratio less than 0.3, doesn’t allow so, hence the closet material
which are permitted in software are replaced with the material used in actual project.

Rubber Butyl is taken as rubber cover of handle, and Rubber Nitrile as the grip over the
cover of handle and steel as core hollow handle in study.

For all the components yield strength of materials is used as their factor of safety. There
particular characteristics are summarised in tables below.

7.2.1 Steel
Table 9:PROPERTIES OF STEEL

Density 7.85E-06 kg / mm^3

Young's Modulus 210000 MPa

Poisson's Ratio 0.3

35
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Yield Strength 207 MPa

Ultimate Tensile Strength 345 MPa

Thermal Conductivity 0.056 W / (mm K)

Thermal Expansion Coefficient 1.2E-05 / K

Specific Heat 480 J / (kg K)

7.2.2 Rubber Butyl

Table 10:PROPERTIES OF NITRYL RUBBER

Density 1.2E-07 kg / mm^3

Young's Modulus 2 MPa

Poisson's Ratio 0.49

Yield Strength 15 MPa

Ultimate Tensile Strength 15 MPa

Thermal Conductivity 8.8E-05 W / (mm K)

Thermal Expansion Coefficient 1.3E-04 / K

Specific Heat 1966 J / (kg K)

7.2.3 Rubber Nitrile

Table 11: PROPERTIES OF NITRILE RUBBER

Density 1.2E-06 kg / mm^3

Young's Modulus 2 MPa

Poisson's Ratio 0.49

Yield Strength 15 MPa

Ultimate Tensile Strength 15 MPa

Thermal Conductivity 2.43E-04 W / (mm K)

Thermal Expansion Coefficient 1.6E-04 / K

Specific Heat 1966 J / (kg K)

With little or no intervention from the user, software provides unique applications
for automatic geometry clean up and meshing. The user must enter all of the
parameters, such as minimum hole diameter, minimum fillet radius, average and
minimum element length, and quality parameter, and the software will execute a
programme to create the best possible mesh by following all or most of the supplied
instructions.

36
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Table 12:NODES & ELEMENTS GENERATED

Type Nodes Elements

Solids 144872 80461

Handle in analysis is fixed from the same places where they are fixed in practical application

Figure 7-1:Fixed elements of handle

From the analysis multiple modes, i.e., 8 in number are obtained and following mode shapes
are generated in Fusion 360

Mode 1: 418 Hz

Figure 7-2:mode 1

Mode 4: 440.2 Hz

Figure 7-3: mode 2

37
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Mode 3: 427.5 Hz

Figure 7-4:mode 3

Displacements observed at these 4 mode shapes are in range of 1-2 mm when

magnified 1-2 times

This shows that while the natural frequency attenuation of handle bar the distortion in
the handle is very minimum and only due to the material properties used in components.

Hollow steel cylinder used in the analysis matches with the real application and is most
stable and backbone component of the handle bar, it is providing the stiffness required
and the elasticity as well when the situation of resonance occurs.

It is seen that in analysis that as the size of the handle bar is reduced or scaled down the
frequency range also changes, because of these different frequencies can be obtained
when different component is analysis separately for e.g., grip and cover alone.

Mode 4: 440.2 Hz

Figure 7-5:mode 4

38
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

7.2.4 Result Summary

Table 13:result summary of natural frequency analysis

Frequency Participation X Participation Y Participation Z

Mode 1: 418 Hz 0 18.3581993 1.21290004

Mode 2: 424.7 Hz 0 14.2364994 4.80550006

Mode 3: 427.5 Hz 0 1.24530001 18.7447995

Mode 4: 440.2 Hz 0 4.76199985 14.4557998

Mode 5: 471.4 Hz 0 0.0001 0.0013

Mode 6: 474.7 Hz 0 0.0047 0.0008

Mode 7: 495.7 Hz 0 0.0001 0.001

Mode 8: 496.8 Hz 0 0.0012 0.0029

From the result summary it is clear that from mode shape 5 to mode shape 8, Frequency
keeps increasing but the participation in two directions is negligible, also the shapes
obtained in these modes are not feasible and are inherited due to Poisson’s ratio of
material used in analysis.

7.2.5 CONCLUSION

From the mode shape obtained it is seen that the shape changes relevant to vibration
from road that can alter and affect the dimensions of handle and comfort of rider are
mode 1,2,3,4.

Mode shapes 5,6,7,8 is seen due to material expansions of its natural frequency, hence
these 4 modes can be neglected, as they are above 450 Hz non-attainable during any
time of running.

Also, the change in the frequencies from the research paper are due to dimension
variation and fixed points of handle

39
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

8) CHAPTER 8
8.1 HARDWARE USED

8.1.1 HALL SENSOR

Magnetic sensors convert magnetic or magnetically encoded data to electrical signals

that electronic circuits can handle, and in the Sensors and Transducers lessons, we
looked at inductive proximity sensors and the LDVT, as well as solenoid and relay
output actuators. Magnetic sensors are solid state devices that are gaining popularity
due to their versatility in sensing position, velocity, and directional movement. They
are also a common choice of sensor for electronics designers due to their non-contact
operation, low maintenance, sturdy design, and resistance to vibration, dust, and water
as sealed hall effect devices. Magnetic sensors are widely used in vehicle systems to
detect location, distance, and speed. For instance, the angular location of the crank shaft
affects the spark plug firing angle, the position of the car seats and seat belts affects
airbag control, and wheel speed detection affects the anti-lock braking system (ABS).
Magnetic sensors are designed to respond to a wide range of positive and negative
magnetic fields in a variety of different applications, and one sort of magnet sensor
whose output signal is proportional to the magnetic field density surrounding it is
termed a Hall Effect Sensor. Hall Effect Sensors are magnetic field-activated devices.
We understand that a magnetic field has two critical properties: flux density (B) and
polarity (North and South Poles). A Hall effect sensor's output signal is a function of
the magnetic field density surrounding the instrument. When the magnetic flux density
in the vicinity of the sensor reaches a certain threshold, the sensor recognises this and

Figure 8-1:hall sensor working

40
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

generates an output voltage termed the Hall Voltage, VH. Consider the illustration
below.

The Effect of the Hall Sensors are essentially composed of a thin rectangular piece of
p-type semiconductor material such as gallium arsenide (GaAs), indium antimonide
(InSb), or indium arsenide (InAs) that conducts a continuous current. When the device
is placed in a magnetic field, the magnetic flux lines exert a force on the semiconductor
material, causing the charge carriers, electrons and holes, to deflect to either side of the
semiconductor slab. Charge carriers travel as a result of the magnetic force they
encounter as they pass through the semiconductor material.

As these electrons and holes flow sideways, the accumulation of these charge carriers
creates a potential difference between the two sides of the semiconductor material.
Then, the existence of an external magnetic field at right angles to the semiconductor
material affects the transport of electrons through it, and this effect is higher in a flat
rectangular shaped material.

The effect of applying a magnetic field to generate a quantifiable voltage is termed the
Hall Effect after Edwin Hall, who discovered it in the 1870's. The fundamental physical
principle underpinning the Hall effect is Lorentz force. To generate a potential
difference across the device, the magnetic flux lines must be perpendicular to the
current flow and have the correct polarity, which is often a south pole.

The Hall effect offers information on the magnetic pole's nature and magnitude. For
instance, a south pole causes the device to generate a voltage output, whereas a north
pole has no impact. Hall Effect sensors and switches are typically designed to be in the
"OFF" state (open circuit condition) when no magnetic field is present. They will only
operate in the "ON" position (closed circuit state) when exposed to a magnetic field of
suitable strength and polarity.

HALL EFFECT MAGNETIC SENSOR

The output voltage of the basic Hall Element, referred to as the Hall voltage (VH), is
proportional to the strength of the magnetic field travelling through the semiconductor
material (output H). Because the output voltage of a Hall effect sensor can be quite low,
only a few microvolts even in the presence of strong magnetic fields, the majority of
commercially available Hall effect devices incorporate integrated DC amplifiers, logic

41
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

switching circuits, and voltage regulators to enhance the sensor's sensitivity, hysteresis,
and output voltage. Additionally, this enables the Hall effect sensor to function across
a broader range of power supply and magnetic field conditions.

The Hall Effect Sensor

There are two main types of Hall Effect Sensors: linear and digital. For linear
(analogue) sensors, the output signal is taken straight from the operational amplifier's
output, with the output voltage being proportional to the magnetic field passing through
the Hall sensor.

Linear or analogue sensors output a continuous voltage that increases in the presence
of a strong magnetic field and drops in the presence of a weak magnetic field. In linear
output Hall effect sensors, as the magnetic field intensity increases, the amplifier's
output signal increases proportionately until it reaches the limits imposed by the power
supply. Any further increase in the magnetic field has no effect on the output but will
push it farther towards saturation.

On the other hand, digital output sensors incorporate a Schmitt-trigger with built-in
hysteresis that is coupled to the op-amp. When the magnetic flux travelling through the
Hall sensor exceeds a predetermined value, the device's output rapidly flips from "OFF"
to "ON" without any contact bounce. This inherent hysteresis prevents the output signal
from oscillating when the sensor moves in and out of the magnetic field. At that time,
digital output sensors had only two states: "ON" and "OFF."

Bipolar and Unipolar digital Hall effect sensors are the two most common varieties.
Bipolar sensors require a positive magnetic field (south pole) to function and a negative
magnetic field (north pole) to deactivate, but unipolar sensors simply require a single
magnetic south pole to operate and deactivate as they travel in and out of the magnetic
field.

The majority of Hall effect devices are unable to directly switch high electrical loads
due to their very low output drive capabilities of roughly 10 to 20mA. An open-collector
(current sinking) NPN Transistor is added to the output for large current loads.

This transistor functions as an NPN sink switch in its saturated zone, shorting the output
terminal to ground anytime the applied flux density exceeds that of the "ON" pre-set
value.

42
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

The output switching transistor can be configured as an open emitter, open collector, or
both, resulting in a push-pull output design capable of sinking enough current to directly
drive a wide variety of loads, including relays, motors, LEDs, and lights.

8.1.1.1 Hall Effect Applications

A magnetic field activates Hall effect sensors, and in many applications, the device can
be driven by a single permanent magnet coupled to a rotating shaft or gadget. There are
numerous varieties of magnetic detecting movements, including "Head-on,"
"Sideways," "Push-pull," and "Push-push." Whichever arrangement is utilised, the
magnetic lines of flux must always be perpendicular to the sensing region of the device
and have the correct polarity in order to achieve optimal sensitivity.

Additionally, to ensure linearity, strong magnets with a substantial field strength change
are required for the required movement. There are numerous different routes of motion
for detecting a magnetic field, and two of the more popular sensing setups employing a
single magnet are described below: Head-on Detection and Sideways Detection.

8.1.1.2 Head-on Detection

Figure 8-2:hall sensor head on detection

As the term "head-on detection" implies, it requires that the magnetic field is
perpendicular to the hall effect sensing device and that it approaches the sensor directly
towards the active face for detection. A sort of "frontal" approach.

This direct approach produces an output signal, VH, that in linear devices represents
the strength of the magnetic field, the magnetic flux density, as a function of distance
from the hall effect sensor. The closer the magnetic field is, and thus the stronger it is,
the bigger the output voltage, and vice versa.

43
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Additionally, linear devices may distinguish between positive and negative magnetic
fields. Non-linear devices can be made to turn on the output when the air gap distance
between the magnet is set to a predetermined value, indicating positional detection.

8.1.1.3 Sideways Detection

Figure 8-3: hall sensor sideway detection

The second arrangement of sensing is called "sideways detection." This requires

moving the magnet in a sideways motion across the face of the Hall effect element.

Sideways or slide-by detection is advantageous for detecting the existence of a

magnetic field as it slides across the face of the Hall element within a set air gap
distance, such as when counting rotational magnets or measuring the speed of rotation
of motors.

A linear output voltage representing both a positive and a negative output can be
produced depending on the position of the magnetic field as it passes by the sensor's
zero-field centre line. This enables the detection of vertical as well as horizontal
movement.

Hall Effect Sensors have a wide variety of applications, most notably as proximity
sensors. They can be utilised in place of optical and light sensors if there is water,
vibration, dirt, or oil in the environment, such as in automobile applications.
Additionally, Hall effect devices can be employed to detect current.

As we learned in previous lectures, when a current flow through a conductor, it

generates a circular electromagnetic field around it. Without the use of huge or
expensive transformers and coils, electrical currents ranging from a few milliamps to
hundreds of amperes can be monitored by positioning the Hall sensor adjacent to the
conductor.

44
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Along with detecting the presence or absence of magnets and magnetic fields, Hall
effect sensors can be used to detect ferromagnetic materials such as iron and steel by
inserting a small permanent "biassing" magnet behind the device's active area. The
sensor is now immersed in a persistent and static magnetic field, and any change or
disturbance caused by the entrance of a ferrous material can be detected with
sensitivities as low as mV/G.

There are numerous methods for connecting Hall effect sensors to electrical and
electronic circuits, depending on the device type, digital or linear. A very simple and
straightforward example is provided below, which utilises a Light Emitting Diode.

8.1.2 DISTANCE CALCULATION FORMULA

Distance that will be displayed on TM163 will be calculated with help of hall sensor
and Arduino uno only We have detailed about the functioning of hall sensor earlier
,hence it is utilized such that actual displacement between vehicles is calculated with
certain tolerance of error, as the output of digital sensor is dependent on the magnet and
RPM of vehicle

• Multiple parameters of vehicle can be converted from this

For e.g., once we have the RPM of vehicle ,we can calculate following parameters

Vehicle speed = Wheels RPM * Tire diameter * π * 60 / 63360,

• where: π is the circle constant; it represents the ratio between the tire's
perimeter and its diameter; 60 is the number of minutes (from "rounds
per minutes") in an hour (from "miles per hour"); and
• 63360 is the number of inches (from the Tire diameter) in a mile (from
"miles per hour").

A simpler approach is carried out in the project ,every time the magnet passes sensor,
one revolution is counted and set as tire length and added in progression to get
displacement of vehicle

45
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

8.1.3 COIN TYPE VIBRATOR MOTOR

A coin-type motor can be constructed with a case, bearing, rotor, shaft, magnet, bracket,
FPC, counterweight, brush, coil assembly, lead wire, and UV glue. The commutation
points come into contact with the ends of the brushes. It will reinforce the coils
contained within the rotor. Stimulating the coils provides a magnetic field, which works
in conjunction with the stator's ring magnet to induce rotation. A magnetic field can
generate a force that causes the weight to move. The weight's repeated displacement
generates an unstable force known as vibration. The commutation points of the motor
can be used to reverse the polarity pairs, such that while the rotator travels, the electrical
coils continually reverse the polarity.

Figure 8-4:parts of coin type vibration motor

There are two basic types of vibration motor. An eccentric rotating mass vibration
motor (ERM) uses a small unbalanced mass (we usually call it eccentric weight) on a
DC motor, when it turns it creates a centrifugal force that translates to
vibrations. A linear vibration motor contains a moving mass attached to a wave spring,
which creates a force when driven.

The ERM motor is the most often utilised cell phone vibration motor on the market. He
has the following benefits over LRA motors.

1. ERM motor technology is mature, and the cost is quite low.

2. With a range of sizes ranging from 3 to 12, you can easily pick a motor to match your
design.

46
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

3. Numerous installation and connection methods available, including SMD Reflow,

Spring Contact, FPC, and Connectors.

Figure 8-5:Image of coin type ERM

Key Features
Table 14:FEATURES OF ERM TYPE COIN MOTOR

Body Diameter: 12 mm
Body Length: 3.4 mm
Typical Operating current 53 mA
Typical Power Consumption 160 mW
Typical Vibration Amplitude: 1.7 G
Typical Normalised Amplitude 1.7 G
Rated Voltage: 3V
Rated Speed: 11000 rpm
Lead Length 45 mm

Three significant advantages exist for SMD surface mount cell phone vibration motors.
To begin, the motor's compact size conserves space. Our smallest size is 3.7*2.7mm.
The second advantage is that the motor can be immediately attached to the printed
circuit board, allowing for automated production. These SMD Surface mount vibrator
motors are made of materials that can survive up to three reflows. Thirdly, the motor is
extremely reliable and can operate properly in temperatures ranging from -40°C to
80°C. The linear vibration motor accelerates more quickly than the ERM cell phone
vibration motor. It takes only 50ms to reach the maximum vibration level, compared to
100ms–200ms for the ERM vibration motor. Increased acceleration results in improved
haptic feedback, which is why an increasing number of mobile phone makers are
switching to linear motors rather than classical motors. Additionally, LRA generates
vibration via alternating current. It has low vibration noise, a high starting current, a
long life, and stable G-force, all of which are significant improvements over ERM
motors. The motor could be the future trend in the development of mobile phone
vibration motors.

47
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

8.1.4 HC-12 WIRELESS SERIAL PORT

COMMUNICATION MODULE

The HC-12 wireless serial port communication module is a multichannel embedded

wireless data transmission module of the latest generation. Its wireless working
frequency band is 433.4-473.0MHz, and it has a total of 100 channels. Multiple
channels can be established, with a stepping of 400 KHz. The module's maximum
transmission power is 100mW (20dBm), its detecting response is -117dBm at a baud
rate of 5,000bps in the air, and the communication distance in open space is 1,000m.
The module is enclosed with a stamp hole, patch welding is possible, and its dimensions
are 27.8mm 14.4mm 4mm (including antenna cap, excluding spring antenna), making
it very convenient for customers to use. On the module, there is a PCB antenna platform
ANT1, which allows the user to use an external 433M frequency band antenna through
coaxial cable; there is also an antenna solder eye ANT2, which allows the user to weld
a spring antenna. The user could choose one of these antennas based on their needs.
The module contains an MCU, so the user does not need to programme it
independently, and the transparent transmission mode is only responsible for receiving
and delivering serial port data, making it simple to use. The module supports different
serial port transparent transmission modes, which the user can choose from using the

Figure 8-6: HC-12

AT command, depending on their needs. In the idle state, the average working current

of the three modes FU1, FU2, and FU3 is 80 a, 3.6 mA, and 16 mA, respectively, with
a maximum working current of 100 mA. (in transmitting state).

48
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

8.1.4.1 Product Configuration

Only one 433MHz-frequency-band wireless communication module with IPEX20279-

001E-03 standard RF connector is included in the typical configuration of the HC-12
module. easily obtainable springy antennae, IPEX-to-BNC coaxial cable, and matching
433MHz-frequency-band omni-directional rubber antenna with BNC connector are
optional accessories. They could be purchased according on the user's needs.

Figure 8-7: HC -12 DIMENSIONS

8.1.4.2 Product Dimension

Patch welding or weld 2.54mm-spacing pin headers can be used on the HC-12 module, which
can then be immediately inserted onto the user's PCB. The module has a total of nine pins and
one RF antenna pedestal ANT1, and their definitions are as follows:

Table 15: PIN CONFIGURATIONS OF HC-12

Pin Definition I/O direction Note

1 VCC Power supply input, DC3.2V-5.5V, with

load capacity not less than 200mA. (Note: If the

module is working in transmitting state for a long
time, it is suggested that one 1N4007 diode should
be connected in series when the power voltage is
greater than 4.5V, to avoid heating of built-in
LDO of module.)

2 GND Common ground

3 RXD Input, weak URAT input port, TTL level; 1k resistance has
pull-up been connected in series inside

49
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

4 TXD Output URAT output port, TTL level; 1k resistance has

been connected in series inside

5 SET Input, internal Parameter setting control pin, valid for low level;
10k pull-up 1k resistance has been connected in series inside
resistance

6 ANT Input/output 433MHz antenna pin

7 GND Common ground

8 GND Common ground

9 NC No connection, used in fixing, compatible with

HC-11 module pin position

ANT1 ANT Input/output IPEX20279-001E-03 antenna socket

ANT2 ANT Input/output 433MHz spring antenna solder eye

With a load capacity of at least 200mA (Note: When the power voltage is larger than
4.5V and the module is in the transmitting state for a long period, it is recommended
that one 1N4007diode be connected in series to reduce heating of the module's built-in
LDO.) 2 Illustration 15 DIMENSIONS

The outer half-hole bonding pad is utilised in patch welding, while pints 1-6 each
feature two bonding pads. The spring antenna can be bonded with hands when the inner
bonding pad ANT2 of Pin 6 is used in patch welding. Pins 1-5's inner round-hole
bonding pads are utilised to weld 2.54mm-spacing pin headers that can be put directly
into the user's PCB socket.

8.1.4.3 Wireless serial port transparent transmission

(1) Simple introduction of working principle

When replacing half-duplex communication, the HC-12 module is used in physical

wiring, as indicated in the diagram above. The left device delivers serial port data to
the module, which the RXD port of the left module receives and automatically sends
the data into the air via radio wave. The right module may automatically receive the
data and restore the serial port data sent by the left device by reading it from TXD.

50
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

From right to left, it's the same. Between modules, only half duplex mode is possible,
and they cannot receive and send data at the same time.

(2) Serial port transparent transmission

The HC-12 module includes three transparent serial port transmission modes, denoted
by the letters FU1, FU2, and FU3, respectively. Rather than wireless transmission, all
modes are simply responsible for receiving and sending serial port data during
operation. The system's basic operating state is FU3 full-speed mode, and in this mode,
the baud rate in this air may be automatically adjusted according to the baud rate of the
serial port, with the lowest baud rate providing the longest communication distance.
Different modes cannot communicate with one another; therefore, the user must choose
the best mode for his or her needs.

The modules are typically used in pairs and send data in half-duplex mode. Meanwhile,
two paired modules' transparent transmission mode, serial port baud rate, and wireless
communication channel must all be the same. FU3, 9,600bps (8-bit data, no check, one
stop bit), CH001 is the default configuration (433.4MHz).

Use an unlimited number of bytes continually supplied to the serial port of the module
at one time. If hundreds of bytes of data are sent constantly at a time, some bytes may
be lost due to ambient interference and other reasons. To avoid information loss, the
top computer must have a response and resending system.

(3) Three serial port transparent transmission modes

The default serial port transparent transmission mode of the HC-12 module when it
leaves the factory is FU3. The module is then in full-speed mode, with an idle current
of around 16mA. In this mode, the module may automatically modify the baud rate of
wireless transmission in the air in accordance with the serial port baud rate, as stated in
the table below:

Table 16:BAUD RATE SETINGS

Serial port
baud rate
1,200 2,400 4,800 9,600 19,200 38,400 57,600 115,200

bps bps bps bps bps bps bps bps

51
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Baud rate in 5,000bps 15,000bps 58,000bps 236,000bps

the air

The serial port baud rate can be set to a low value to achieve the longest
communication distance. Set the serial port baud rate to a high value for short-term
transfer of large amounts of data, but keep in mind that the communication distance
will be lowered as a result. The receiving sensitivity of the module in the air at various
baud rates is indicated in the table below.

Table 17: BAUD RATE SENSTIVITY OF HC-12

Baud rate in the air 5,000bps 15,000bps 58,000bps 236,000bps

Wireless receiving sensitivity -117dBm -112dBm -107dBm -100dBm

The communication distance is usually cut in half every time the reception sensitivity
is dropped by 6dB.

The serial port transparent transmission mode can be set with the AT command when
the module's "SET" pin is at a low level (see the introduction in the following chapter
for details).

The idle working current of FU1 mode is roughly 3.6mA, making it a reasonably
power-saving option. The module can also specify 8 different serial interface baud
rates in this manner, as shown in the table above, however the baud rate in the air is
always 250,000bps.

FU2 mode is a power-saving mode with an idle working current of around 80A. The
module only supports baud rates of 1,200bps, 2,400bps, and 4,800bps in this mode,
with a consistent baud rate of 250,000bps in the air. The module will not be able to
communicate normally if the serial port baud rate is changed.

Meanwhile, in FU1 and FU3 mode, when the module is set to FU2 mode, any baud
rate more than 4,800bps is automatically decreased to 4,800bps. The data package
transmitting time interval cannot be too short in FU2 mode; else, the data would be

52
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

lost. It is recommended that the data package transmitting time interval not be shorter
than 1 second.

The following are some reference values for various modes' characteristics:

Note: The time between conducting a short circuit on the TX and RX pins of one
module and sending serial port data to the other module, starting to send serial port
data to the other module, and the time when the returned data appears at the TX pin of
the other module is referred to as the loopback test time delay.

AT Command to Set Module Parameters and Switch Module Functions The AT

command is used to set module parameters and switch module functions, and it is
only valid after exiting the setting state.In the meanwhile, in the event of a power
outage, changes to parameters and functionalities will not be lost.

(1) Command mode entering

The first method is to set Pin 5 "SET" to a low level when the device is in normal use
(energised). The second method is to disconnect the power supply, set Pin 5 "Set" to
low, and then energise it.

Either of the above two methods will cause the module to enter AT command mode;
release it (do not set pin "SET" to low level), and the command mode will be exited.
After departing command mode, if the module function is modified, it will be
switched to the appropriate functional status.

In the second method, the module continuously inputs AT in the serial port format of
9,600, N, 1.

(2) Command instruction

①. AT

Test command. e.g.:

Send “AT” command to module, and the module returns “OK”.

②AT+Bxxxx

53
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Change the baud rate of the serial port. The baud rate can be modified to 1,200, 2,400,
4,800, 9,600, 19,200, 38,400, 57,600, and 115,200 bits per second. 9,600bps is the
default value.

e.g.: To adjust the serial port baud rate of the module to 19,200bps, send the
command "AT+B19200" to the module, which will return "OK+B19200."

③AT+Cxxxx

Optionally change the wireless communication channel from 001 to 127. (For the
release exceeding 100, the communication distance cannot be ensured). Release 001
is the default value, and the operational frequency is 433.4MHz. Channel 100's
stepping frequency is 400KHz, while its operating frequency is 473.0MHz.

e.g.:

To set the module to work on Channel 21, send the command "AT+C021" to the
module, which will return "COK+C021." The module will work at Channel 21 after
quitting the device is installed, with a working frequency of 441.4MHz.

Note: Because the HC-12 module's wireless receiving sensitivity is relatively strong,
when the serial port baud rate exceeds 9,600bps, five adjacent channels must be
staggered to be used. When the serial port baud rate is less than 9,600bps, five
adjacent channels must be staggered to use in short-distance (within 10m)
communication.

④AT+FUx

Change the serial port transparent transmission mode of the module to one of three
options: FU1, FU2, or FU3. The default mode of the module is FU3, and proper
communication is only possible when the serial port transparent transmission mode of
two modules is set to the same. Please see the “wireless serial port transparent
transmission” section above for a more complete explanation. e.g.:

When you send the command "AT+FU1" to the module, it responds with "AT+0K."

⑤AT+Px

Set the module's transmitting power, x, which can range from 1 to 8, as well as the
module's equivalent transmitting power. The default number is 8, and the higher the

54
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

transmitting power, the greater the distance of communication. The transmitting

power is at its lowest when the transmitting power level is set to 1. In general, every
6dB reduction in transmitting power equals a half-distance reduction in transmission
distance. e.g.:

When you give the module the command "AT+P5", it responds with "OK+P5". The
module's transmitting power is +11dBm after quitting the command code.

⑥AT+Ry

Obtain a single module parameter, where y is one of the letters B, C, F, or P, which

stand for baud rate, communication channel, serial port transparent transmission
mode, and transmitting power, respectively.

Example 1: Send "AT+RB" to the module, and if it responds with "OK+B9600," the
serial port baud rate of the module is 9,600bps.

Example 2: Send the “AT+RC” instruction to the module, and if it responds with
“OK+RC001,” it is determined that the module's communication channel is 001.

Example 3: Send the “AT+RF” command to the module, and if it responds with
“OK+FU3,” the module is in serial port transparent transmission mode 3.

Example 4: Send the “AT+RP” instruction to the module, and if it responds with
“OK+RP: +20dBm,” it is determined that the module's transmitting power is
+20dBm.

⑦AT+RX

Obtain all of the module's parameters. Return the serial port's clear transmission
mode, baud rate, communication channel, and transmitting power in the correct order.
Send the “AT+RX” instruction to the module, and it will respond with “OK+FU3rn
OK+B9600rn OK+C001rn OK+RP: +20dBmrn”. (The term “rn” stands for “return
newline.”

⑧AT+Uxxx

Set the serial port's data bits, check bit, and stop bit. N stands for no check, O for odd
check, and E for even check in the check bit. One stop bit equals one stop bit, two
stop bits equals two stop bits, and 1.5 stop bits equals 1.5 stop bits. e.g.:

55
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Deliver “AT+U8O1” to module to send serial port format of eight data bits, odd
check, and one stop bit, and the module will respond “OK+U8O1”.

⑨ AT+V

Inquire about the firmware version of the module. For example, if you send the
command "AT+V" to the module, it will respond with "HC-12 V1.1."

⑩ AT+SLEEP

After exiting AT after receiving the command, the module enters sleep mode, with a
working current of roughly 22A and no serial port data transfer. The module will then
exit sleep mode automatically if you enter AT setting state again. For example, when
wireless data transmission is not required, send the “AT+SLEEP” command to the
module to preserve power, and the module responds with “OK+SLEEP.”

⑾ AT+DEFAULT

Assign values for serial port baud rate, communication channel, and serial port
transparent transmission mode. For example, if you send the module
"AT+DEFAULT," it will return "OK+DEFAULT," and the default value will be
restored. The baud rate of the serial port is 9,600bps, the channel of communication is
C001, and the serial port transparent transmission mode is FU3.

⑿ AT+UPDATE

Set the status of the module to "Waiting for Software Update."

The module will not react to commands again until it is re-energized after issuing the
command.

Please close the serial port assistant after submitting the command and start the HC-
1X updater to update the software. Please see the “software update” introduction for a
more complete operating technique.

56
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

8.1.5 TM1637

Feature’s description

The TM1637 is a special LED (light-emitting diode screen) drive control circuit with
keypad read connection that is internally integrated with MCU digital interface, data
latch, LED high pressure drive, and keyboard scan. This product is available in a
DIP20/SOP20 package and has good performance and quality. It is mostly used in the
display drive of induction cookers, microwave ovens, and other small household
electrical appliances.

8.1.5.1 Function features

• Applied power CMOS technique
• The display mode (8 segments*6 bit) supports output by common anode LED.
• Keyboard scan (8×2bit), with enhanced identification circuit with anti-
interference keys
• Luminance adjustment circuit (adjustable 8 duty ratio)
• Two-wire serial interface (CLK, DIO)
• Oscillating type: Built-in RC oscillator
• Built-in power-on reset circuit
• Built-in automatic blanking circuit
• Package type: DIP20/SOP20

Figure 8-8: digital display TM1637

57
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

8.1.5.2 Pin functions

Table 18: pin functions of TM1637

Symbols Pin name Pin Description

No.

It is used for serial data input and output.

The input data has a low-level
DIO Data input/output 17
fluctuation while high level transfer at
SCLK. Once one bit is transferred, one
ACK is generated at failing edge of the
8th clock inside the chip.

CLK Clock input 18 It is used for data input and output at

rising edge.

K1~K2 Data input by 19-20 Inputting the pin data here and it will be
keyboard scan latched when the display cycle is over.

SG1~SG8 Output (segment) 2-9 Segment Output (also keyboard scan)

and N-channel open drain output

GRID6~GRID Output (bit) 10-15 Bit output and P-channel open drain
1 output

VDD Logic Supply 16 Anode power connection

GND logic ground 1 Grounding connection

58
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

8.1.6 ARDUINO UNO

Arduino Uno is a single-board computer based on the ATmega328P microcontroller

(datasheet). It features 14 digital input/output pins (six of which are PWM outputs), six
analogue inputs, a 16 MHz ceramic resonator (CSTCE16M0V53-R0), a USB
connection, a power jack, an ICSP header, and a reset button. It includes everything
you need to get started with the microcontroller; simply connect it to a computer via
USB or power it with an AC-to-DC adapter or battery. You can experiment with your
Uno without fear of doing something incorrectly; in the worst-case scenario, you can
replace the chip for a few dollars and start over. "Uno" means "one" in Italian and was
chosen to commemorate the launching of the Arduino Software Development
Environment (IDE) 1.0. The Uno board and Arduino Software (IDE) version 1.0 were
the reference versions of Arduino, which have since evolved into newer releases.

The Arduino Uno's ATmega328 is preprogrammed with a bootloader that enables you
to upload new code to it without using an external hardware programmer. It interacts
through the STK500 protocol in its original form (reference, C header files).
Additionally, you can bypass the bootloader and programmed the microcontroller
directly via the ICSP (In-Circuit Serial Programming) header using Arduino ISP or a
similar tool; details are available in these instructions. The Arduino repository contains
the source code for the ATmega16U2 (or 8U2 on rev1 and rev2 boards) firmware. The
ATmega16U2/8U2 includes a DFU bootloader that may be triggered as follows:

On Rev1 boards, this is accomplished by soldering the jumper on the back of the board
(near the map of Italy) and then reseating the 8U2.

On Rev2 and subsequent boards, there is a resistor connecting the 8U2/16U2 HWB line
to ground, which simplifies the process of entering DFU mode.

After that, you can load a fresh firmware using Atmel's FLIP software (Windows) or
the DFU programmer (Mac OS X and Linux). Alternatively, you can use the ISP header
in conjunction with an external programmer (overwriting the DFU bootloader)

59
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Figure 8-9:Arduino Uno

Distinctions from other boards

The Uno is distinguished from previous boards by the absence of the FTDI USB-to-
serial driver chip. Rather of that, it utilizes the Atmega16U2 (or Atmega8U2 up to
version R2) as a USB-to-serial converter.

Figure 8-10:pin description of Arduino uno

The Arduino Uno board can be powered through USB or a separate power supply.
Automatic selection of the power source. External power (non-USB) can be supplied
by an AC-to-DC adapter (wall wart) or a battery. Connect the adapter by inserting a
2.1mm center-positive connector into the power jack on the board. Leads from a battery
can be plugged into the POWER connector's GND and Vin pin headers. The board can
be powered externally from a range of 6 to 20 volts. However, if the supply voltage is
less than 7V, the 5V pin may deliver less than five volts, causing the board to become
unstable. If the voltage regulator is used in excess of 12V, it may overheat and cause
damage to the board. The recommended voltage range is between 7 and 12 volts.

The following are the power pins:

60
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

• Vin: The voltage applied to the Arduino board when it is powered by an external
source (as opposed to 5 volts from the USB connection or other regulated power
source). This pin can be used to supply electricity or to access voltage supplied
via the power jack.
• 5V: This pin provides a controlled 5V from the board's regulator. The board can
be powered through the DC power jack (7 - 12V), the USB connector (5V), or
the board's VIN pin (7-12V). Using the 5V or 3.3V pins to supply power
bypasses the regulator and may cause damage to your board. We do not
recommend it.
• 3V3: The on-board regulator generates a 3.3-volt supply. The maximum current
consumption is 50 mA.
• GND: Pins that have been ground.
• IOREF: This pin on the Arduino board serves as the microcontroller's voltage
reference. A properly constructed shield may read the voltage on the IOREF pin
and pick the appropriate power supply, or enable voltage translators on the
outputs to function with 5V or 3.3V.

8.1.6.1 Communication

The Arduino Uno includes a variety of communication interfaces for connecting to

a computer, another Arduino board, or other microcontrollers. The ATmega328
supports UART TTL (5V) serial communication via digital pins 0 (RX) and 1 (TX).
The ATmega16U2 on the board routes this serial communication over USB and
appears to software on the PC as a virtual com port. The 16U2 firmware is
compatible with conventional USB COM drivers and does not require an extra
driver. On Windows, however, an.inf file is necessary. The Arduino Software (IDE)
features a serial monitor that enables simple textual data to and from the board to
be delivered and received. When data is transmitted via the USB-to-serial chip and
USB connection to the computer, the RX and TX LEDs on the board will flash.
Serial communication is enabled on any of the Uno's digital pins with a Software
Serial library. Additionally, the ATmega328 enables communication via I2C (TWI)
and SPI. The Arduino Software (IDE) contains a Wire library that simplifies the use
of the I2C bus; for further information, refer to the documentation. Utilize the SPI
library for SPI communication.

61
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

9) CHAPTER 9
9.1 COMMUNICATION

9.1.1 COMMUNICATION BETWEEN VEHICLES

To transfer data between vehicles, a communication protocol is required. This is

without a doubt the most critical phase for the following reasons: the speed of sound at
sea level — assuming an air temperature of 59 degrees Fahrenheit (15 degrees Celsius)
— is 761.2 miles per hour (1,225 kilometres per hour). For centuries, we have used
sound to alter the purpose of vehicles on the road.

To replace this, we need a faster and more compelling channel to propose it as an

alternative; therefore, wireless communication is born. Why are you equating wireless
communication with a bigger umbrella? This includes radio, 5G, and any other
technology. As the objective of communication in a project is to ensure that work is
completed successfully, rather than to adhere to a particular method,

Any communication protocol that satisfies the following requirements may be used.

• Cost effectiveness
• Flexibility
• Convenience There is no need to physically connect anything in order to receive
or pass messages
• Speed The network connectivity or the accessibility were greatly improved in
accuracy and speed.
• Constant connectivity also ensures that people can respond to catastrophes
relatively swiftly.

It's also worth noting that, in the future and now, with the increasing number of
hardware IoT and devices, the commonly used technologies rely on a few
communication technologies, such as WIFI, Bluetooth, and certain frequencies.

As a result, it is preferable to use a communication protocol that does not work on a

large number of devices for safety and non-interference, ensuring smooth and haptic-
free communication at all times, for these various frequencies are dedicated in various
countries in response to the advancement and demand for vehicular communication.

62
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Almost every developing country acknowledges the necessity for vehicle-to-vehicle

communication, and annual reports for future use are produced.

9.1.1.1 V2X WAVE 5.850-5.925 GHz (DSRC) Technology

Solutions:
Dedicated Short Range Communications (DSRC) is a two-way wireless
communication envisioned for automotive use, with interoperability between vehicles
(V2V) and traffic signal infrastructure (commonly referred to as V2I) built on IEEE
802.11p Wireless Access for Vehicular Environments (WAVE) and architecture,
security, and message protocols standards (IEEE 1609.x in the US and a host of ETSI
facility). There are ETSI and SAE message set standards, as well as infrastructure
operators' data elements.

9.1.1.2 Long Term Evaluation (LTE)

Live LTE networks may give exceptionally fast data speeds of up to 100Mbps in the
downlink and 50Mbps in the uplink, depending on the spectrum available. LTE
incorporates Multiple in Multiple Out (MIMO) technology, the Orthogonal Frequency
Division Multiple Access (OFDMA) air interface in the downlink, and Single Carrier
FDMA in the uplink to make it backwards compatible with GSM and HSPA. High
spectral efficiency and network performance, as well as high network capacity and low
latency, are all provided by this combination. LTE will enable spectrum channel
bandwidths ranging from 1.4 MHz to 20 MHz and will be able to operate in both paired
and unpaired spectrum modes (in FDD mode) (in TDD mode).

9.1.1.3 Automotive Short-range radar (SRR) working on 24GHz &

79GHz
To identify impediments, automotive short-range radar (SRR) uses the electromagnetic
field distribution surrounding a vehicle, which includes reflection from nearby objects.
When the car is moving, radars can alert the driver to potential collisions and even
automatically activate safety features like seat belts and air bags. One of the most
difficult aspects of SRR design is the high frequency of operation, which makes
numerical simulation problematic due to the tiny wavelength, resulting in electrically
huge models. SRR operates on the 24 GHz and 79 GHz frequency ranges. SRR's long-
term operational frequency is thought to be in the 79 GHz range

63
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

9.2 COMMUNICATION METHOD USED IN PROJECT

9.2.1 RADIO COMMUNICATION

Radio communication is utilised in a variety of applications and fields, including

military and commercial uses. That is why each country regulates the radio spectrum.
In the United States, the Federal Communications Commission (FCC), the European
Union's European Communications Office, and India's Telecommunication Regulatory
Authority (TRAI) are all examples of official agencies that regulate radio spectrum in
their respective territories.

The high-frequency bands from 30 MHz to 300 GHz are reserved for
telecommunications purposes such as microwave, radar, radio, and television.
Internationally, certain radio frequencies are protected for industrial, scientific, and
medical applications other than telecommunications. These radio frequencies are
referred to as ISM (Industrial Scientific and Medical) bands. The ISM band is a portion
of the radio spectrum that is widely used for purposes other than telecommunications.
The frequency range for devices operating in the ISM band is typically between a few
megahertz and 3 GHz. These frequencies are not reserved for any particular use, and
the majority of them are available without a license.

Not all ISM band frequencies are license-free. License allocation and other constraints
on the ISM band, such as transmission power limits, differ globally, but there is one
frequency band that is license-free everywhere. Indeed, the ISM band is shared with
non-ISM communication applications that operate in the 915 MHz, 2.450 GHz, and 5.8
GHz bands and are therefore not subject to license requirements. 2.4 GHz is the most
often utilised license-free frequency among these. This is the same frequency as Wi-Fi,
Bluetooth, Zigbee, and cordless phones, among other wireless communication
technologies.

However, radio communication at 2.4 GHz requires a significant amount of

transmission power. To achieve the same range of radio communication as the 300
MHz frequency, a 2.4 GHz signal would require several times the transmission strength
on the transmitter side as the 300 MHz signal. Other alternatives for license-free use
include the 433 MHz or 868 MHz frequency. Additionally, these frequencies are

64
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

available for license-free use throughout the majority of the world. Additionally,
numerous wireless modules operating in these frequency bands are easily available.

After settling on 433 MHz and 868 MHz, the question of which frequency is best for
radio communication arises. While the 433 MHz band is not licenced, it does have
transmission power constraints. Due to the low power consumption of all 433 MHz
modules, they cannot communicate across distances more than 30 or 50 meters. A 433
MHz RF module equipped with an antenna and maximum transmission power may
transfer data up to a maximum distance of 300 meters but not beyond that. The 868
MHz RF modules are available with increased transmitting power and a range of more
than 2 kilometers. Second, because of the vast number of devices operating at this
frequency with a restricted operational range, the 433 MHz bands can become quite
congested. An antenna height of more than double the size necessary for an 868 MHz
RF module is required for a 433 MHz RF module. It would be approximately 16 cm in
length, which is unsuitable for small-size gadgets. In the case of 868 MHz, the
operational range will exceed 2 kilometers, a small antenna will be required, and the
RF module can be supplied with additional transmission power. Additionally, the
frequency band will not become congested quickly due to the lower number of devices
running on it and the availability of a longer operational distance. Thus, 868 MHz
should be chosen as the frequency for license-free radio communication.

That was the frequency band selection process; now let's look at the radio
communication system or radio electronics required for the communication project. A
radio communication system is comprised of three components:

• a radio transmitter,
• a communication channel, often air, and a
• radio receiver.

A radio transmitter is composed of a carrier wave generator operating at a high

frequency, an intelligence or data circuit, a modulator, and an amplifier. A radio
receiver is made up of three components: an amplifier, a demodulator, and an output
transducer.

The information signal is synthesized at the transmitter from a source known as an

information signal or intelligence. Typically, this signal has a low frequency. The
information can be in the form of digital data, acoustic waves, or any other type of

65
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

media. At the transmitter, a high-frequency carrier wave is generated on which the

information signal is overlaid. Superimposing indicates that one of the carrier wave's
characteristics, such as frequency, amplitude, or phase, is adjusted in response to the
intelligence signal's information. Modulation is the technique of altering carrier waves
in response to an information stream. An antenna is used to amplify and transmit the
modulated signal. The carrier wave passes through the air and is detected at the receiver
by an antenna. The receiver amplifies the detected wave to compensate for the wave's
significant loss of strength as it propagates through the air over a long distance. The
increased signal is demodulated by a demodulator. Demodulation is the technique of
extracting information signals from a high-frequency carrier wave. The information
signal is amplified once more and sent to an output transducer for reversion to its
original state. For instance, if the information signal was audio, it would be sent to a
speaker for generation of sounds.

66
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

10) CHAPTER 10
10.1 DEFINATION OF VIBORN’S
COMMUNICATION METHODOLOGY

Certain terminology is needed to defined under the project in view of the limiting the
parameters and application of project in the view it is seen in current situation.

In order to replicate the function of a vehicular horn we would have to convey two
primary information to rider

1) Direction of approaching vehicle with respect to driver

2) Position of approaching vehicle with respect to driver

Additionally, we can give secondary information like velocity of approaching vehicle

etc. Formerly we were approaching to achieving all the mentioned information to the
rider, but due to the changed circumstances ,we have decided to depict the working
model of the project as its on application.

So, the viborn was originally hypnotized to be replacement of conventional horn, we in

acknowledging the changed circumstances made two broad applications

10.1.1 Emergency vibration alert system (EVAS)

• IN EVAS the transmitting vehicle is approximately 400-500 meters distance
from receiving vehicle, this system is applicable for emergency vehicles or
vehicles of greater importance e.g., Ambulance, police vehicles, administrative
conveys, military movements.

Here the transmitting frequency are limited and assigned to few ,and receiving points
are rest of the vehicles.

Primary objective in this system is alerting the vehicles on road prior to arrival of
approaching vehicle so that traffic can be cleared and alerted .

Hence in this case ,direction of the approaching vehicle is not much significant as
distance is greater than 50 m .

So, in this system we can work just by giving distance of the approaching vehicle,
project has utilized this system

67
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

10.1.2 Normalized approach system(NAS).

• In NAS the transmitting and receiving vehicles are present in all vehicles and
are used when vehicle approach is less than 50 m. Here the requirement of
direction of behind vehicle is required . This approach an extensive application
& can be explored in future. Also, the NAS can be utilized best in mountains
region with transmitting vehicles in busses, trucks, and receivers in small size
vehicles at sharp curves.

Figure 10-1: illustration of EVAS & NAS mode

68
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

10.2 METHOD OF CALCULATING DISTANCE IN

PROJECT

The work of acquisition of distance from is actually a simple one ,when taken out at
industrial level, but from academic point of view this is tricky part as we are requiring
instantaneous distance between two vehicles and it should not be relative to a third
party.

For this earlier we engaged the help of signal strength of communication , i.e., signal
strength ,but the results were not convincing and we were unable to fully acquiesce the
data with required level of accuracy.

It is worth mentioning that varied circumstances made us restrict our measurement

technique and we went for relative measurement of distance for sake of demonstration
purpose.

Steps

1. Two vehicles are started from same point ( distance 0)

2. Now at any point on road the measurement is relative between two and
accurate

Note: actual distance will be calculated differently in case of multiple vehicles

Figure 10-2: principle of distance calculation in project

69
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

11) CHAPTER 11
11.1 GRIP MATERIAL

There are various type of grips in the market that are made of different varieties of either

• Rubber
• low density plastic
• foam

we have taken foam material because of its machining properties, comfort to the rider
and low-density material & lightest weight from all.

Flexible Polyurethane Foam

Flexible polyurethane foam is light, durable, supportive and comfortable. It is

commonly used for cushioning in bedding, furniture, automotive interiors, carpet
underlay and packaging. This accounts for 30% of the polyurethane market due to its
commodity usage

Polyurethane Foam

Rubber butyl

Figure 11-1:material of component in actual

Rubber butyl

Rubber nitrile

Figure 11-2:material of component in analysis

70
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Length of grip = 118 mm Thickness of grip = 2.1 mm

Table 19: properties of Thermoplastic Polyurethane

Properties Thermoplastic Polyurethane

Density 0.05 - 1.7 g/cm3
Elastic Modulus 0.03 - 1.88 GPa
Flexural Modulus 0.029 - 18 GPa
Elongation at Break 2 - 950%
Hardness 45-98 Shore A
51-85 Shore D
Coefficient of Thermal Expansion 100-200 10-6 /ºC

Thermal Conductivity 0.14 - 0.5 W/m.K

Max. Service Temperature 80 - 90°C (120-135°C short-term)

Min. Service Temperature ~ -60°C

Dielectric Strength 17-25 kV/mm

Assumption: grip is perfect cylinder

71
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

12) CHAPTER 12
12.1 HARDWARE CONNECTION

Hardware part of the viborn can be divide in 2 parts broadly

1. Machinal part
2. Communication part

Mechanical part

the vibration cell /coin type vibration motor is primary hardware which is output
device which will deliver configured vibration frequency to the handle grip.

connection is simple is nature in which the vibration motor is connected to the

microcontroller i.e., Arduino uno, this microcontroller is further controlled with help
of computer/microprocessor. Algorithm is passed from Arduino IDE of desired
characteristics to the grip.

Schematics of the connection is shown in following figure

Figure 12-1: wiring of motor with arduino uno

72
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Figure 12-2:image taken while connection with arduino

/* Vibration Motor */
int motorPin = 3;
int sensorPin = 0;
int sensorAmbient = 0;
int thresholdMargin = 100;
void setup()
{
pinMode(motorPin, OUTPUT);
Serial.begin(9600);
}
void loop()
{
int sensorValue = analogRead(sensorPin);
Serial.println(sensorValue);
if( sensorValue > sensorAmbient + thresholdMargin)
{
digitalWrite(motorPin, HIGH);
}
else
{
digitalWrite(motorPin, LOW);
}
}

73
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

12.2 COMPLETE HARDWARE INSTALLATION

From hardware being prepared ,the testing and installation has been carried out and on
two scooters ,namely active 3g (Honda) and Hero Maestro (hero MotoCorp)

Following points are assumed for testing purpose-

• Structural conditions of both scooters are neglected

• Running condition of both scooters are assumed to be sane
• Testing is performed in open area
• Speed of both vehicles are less than 30 km/hour ,for sake of accurate
distance measurement
• Environmental conditions are kept constant

Assumptions of electronic unit-

• Connections from Arduino to sensors are perfect ( i.e., not loose )

• No thermal heating effect due to vehicle running on electronics
• Resistance of wire due to longevity is neglected

There will be two vehicles that will be necessary for testing of system of viborn &
condition of test is designed to replicate in practical situation in following 3 conditions

1. No traffic + straight road

2. No traffic+ blind turn
3. Traffic +straight road

Parameters on which project is tested

1. Time to reach from transmitter vehicle to receiver vehicle

2. Response & detectability of viborn i.e., vibration motor

12.2.1 PLACEMENT OF SYSTEM

Hall sensor is placed on stationary engine structure for safety and handling purpose,
Door Magnetic Stopper Door Magnetic Holder, required with hall sensor mounted
on rim of such that when it rotates ,it will change magnetic field of hall sensor.

74
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Figure 12-3: mounting of hall to wheel rim

It was challenge to use magnet as a stimulator of the sensor in wheel of a actual vehicle
as the vehicles are prone to water and bumps of road ,this could have easily damaged
the senor, and common magnets are were viable to place and mount on the tire, hence
a unique solution of using an industrial grade door closer magnet to work with sensor.
This solved the problem of mounting the magnet is such difficult location wheel rim
with providing satisfactory sensor detectability.

Figure 12-4:hall sensor mounted along with magnet

75
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

12.3 PLACEMENT OF COMMUNICATION

SYSEM

Arduino board is set up above vacant space over battery of bike ,it is a space well
protected from external influence , hence major part of electronics is setup in here

HC-12 is also set up in this space.

1. Transmitter vehicle connection setup

Figure 12-5: transmitter wiring Figure 12-6: receiver wiring

It consists of following –

• Push button(momentary switch)

• Hall sensor
• HC-12
• Arduino
• Breadboard mini
2. Receiver vehicle connection setup
• Vibration motor coin type X 2
• Hall sensor
• HC-12
• Arduino
• Breadboard mini
• TM1637 ( 4 Digit 7 Segment display )

76
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

13) CHAPTER 13
13.1 PROJECT IMAGES

Figure 13-1:image of sensder vehicle parts

77
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Figure 13-3:image of reeceiver vehicle parts

78
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

Figure 13-4:receiver vehicle

Figure 13-5: test conducted on highway at IIM LUCKNOW

79
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

14)CHAPTER 14
14.1 CONCULSUION

The project was intended to create an alternate soltuion of sound horn that could replace
vehicular sound horn from vehicles by giving an equally effective non pollutant towards
enviroment & we have succeed to establish this with engineering data and experiments
that the VIBORN i.e. the project by using the touch sense of humans instead of hearing
sense. This has given us leap towards the long needed progress in tackling the noise
pollution created by billions of vehicles and dieaseas caused by them.

Where the conventional vehicular soud horn emits around 50-70 decibels of sound in
enviroment ,the VIBORN fulfills the task by emitting 0 decibels. This is greatest
achivement of the project,on completely reducing the noise generated by using a
alternate system for same purpose.

From large set of data collected by us on road, in diffrenet conditions ,the project has
been persistent on the technical feasability of VIBORN by analysising its sturtural and
vibrational characteristics that could have leaded it to case of reasonance and uncomfort
to the riders while driving.

Using vibration in the human endevor where the rules & reglations are quite strignet it
becomes a responsibilty and must to validate the reliabliy of the system & check
whether it’s parameter are under control .Guidelines for vibration issuled by WHO &
EU that could exist in hand & whole body vibration are followed in project.

Projcet’s success is dependent on how much we can know about vehicular vibration
present in handles and steering wheels of automobiles.the more we know about this,the
more enhanced vibration can be given to VIBORN ,the more comfortable the rider will
be.

VIBORN has proved its detectabilty and senstivilty to the satisfactory levels as per this
particular project requirements with signal senstivity of 2 seconds ,this could be further
reduced with application of better communciation modules than radio communication.

80
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

14.2 LIMITATIONS
1. Vehicular sound horn that we are using today is around 100 years old, this has
created a worldwide acceptance and habit of hearing sound of horn on road, it
will be challenge on how to make people accept the improved system by
introducing totally new approach.
2. Even when the system is it’s in full efficiency, vibration detection and reacting
to it still dependent on rider, how the rider will react and comply the incoming
signals is out of control of anyone.
3. The vibration given by VIBORN to riders are pre-programmed and not changes
will changing road condition, this could lead to loss of amplitude or dilution of
vibration before getting detected, hence a dynamic system for this should be
accounted.
4. Project VIBORN is made on the assumption that riders keep their bare hand on
driving mechanism of vehicle, but this is not universal and always true,
particular areas like cold regions and geographies where the gloves are a
complication might seem impractical for project, but it can be improvised with
knowing the damping created & giving suitable amplitude to vibration.
5. Particular vehicles where the driving mechanisms are already in high vibration
presence will not be a good place for application of VIBORN because it is
designed to work such that human hand detect small frequency will low
amplitude, in these vehicles the vibration are already out of range of VIBORN
spectrum.
6. VIBORN was designed to communicate between vehicles and devices,
pedestrians and animals on road will not be a receiver and this is limitation to
project, hence it must be used along will conventionally sound horn, in case
there are people on road.
7. Communication technology while using the VIBORN also possess limit to
project, the type of communication used will define its limitation in particular
case.
8. Geographies like tunnels can reduce the spread and range of VIBORN.

81
MECHANICAL DEPARTMENT, SRMGPC LKO
 “VIBORN”- NEW APPROACH TO VEHICULAR HORN

14.3 FUTURE SCOPE

1. The project has strong future in application of emergency services used on road
like Ambulances, government convoys, army vehicles. These are primary
vehicles on road which are long needed to given priority, as in this case the
sender vehicle is 1 in number the system has no addition load. These vehicles
can be assigned with special vibration patterns ,so that all the vehicle recognize
them and give way in case of emergencies prior to the arrival of vehicle, this
can save a lot of valuable time and avoid chaos.
2. The road in mountainous region have sharp curves & heavy vehicles are always
on the move along with passenger vehicles, many times road accident occur,
with help of VIBORN with using appropriate communication module ,this
could be avoided by assigning the heavy automobile a vibration pattern that will
be send to all vehicles on road for safe passing and avoid dangerous interactions
between vehicle on narrow corners.
3. Receivers of signals can be placed and modified to collect data of vehicles on
road and their management by traffic police officials for smooth traffic flow &
in case of emergency situation required for specially assigned vehicles.
4. With the system getting connected and digitalized it ,data can be collected and
researched for studies and academic & industrial purposes.
5. Moreover, the VIBORN should be used ideally in regions of heavy traffic where
there is constantly honking involved earlier, parts of traffic where there is no
movement of vehicles due to congestion ,here the purpose of honking more of
a psychological reason rather than other, it will calm the riders and still fulfill
the purpose of pressing switch.

82
MECHANICAL DEPARTMENT, SRMGPC LKO
 Appendix-A

LIST OF FIGURES
FIGURE 1-1DIAGRAM SHOWING HOW A CAR HORN WORKS ____________ 3
FIGURE 1-2:ELECTRIC HORN _________________________________________ 3
FIGURE 1-3:WORK FLOW ILLUSTRATION IN PROJECT __________________ 5
FIGURE 2-1:MEASURING VIBRATION MOTOR ________________________ 11
FIGURE 2-2:MEASURING OF HANDLE COVER _________________________ 11
FIGURE 3-1:IMAGES TAKEN OF GRIPING STYLE OF RIDERS ____________ 12
FIGURE 3-2:MAP SHOWING ROUTE METRO STATION TO PAKKA PULL
(HARDING BRIDGE) ________________________________________________ 13
FIGURE 3-3:FINALISED LOCATION OF VIBRATION MOTOR TO BE INSTALLED
___________________________________________________________________ 13
FIGURE 4-1:ADXL335 _______________________________________________ 14
FIGURE 4-2:MINISENSE 100 _________________________________________ 17
FIGURE 4-3:MAP SHOWING ROUTE CONDUCTED ON __________________ 23
FIGURE 4-4: DIAGRAM SHOWING WIRING OF ADXL335________________ 25
FIGURE 4-5:LEVELER USED FOR CORRECT ORIENTATION _____________ 25
FIGURE 4-6: IMAGE SHOWING MOUNTING WHILE RECORDING ________ 26
FIGURE 4-7:ARDUINO & POWERED BY LAPTOP _______________________ 26
FIGURE 6-1: UNFILTERED TIME-AMPLITUDE VIBRATION DATA ________ 29
FIGURE 6-2: SAVISKY GOLAY FILTER APPLIED _______________________ 30
FIGURE 6-3:YELLOW CURVES SHOWING SMOOTHED DATA ___________ 31
FIGURE 6-4:FREQUENCY SPECTRUM OF ACTIVA 3G __________________ 31
FIGURE 6-5:HISTOGRAM OF ACCLERATION DATA ____________________ 32
FIGURE 6-6: FFT OF DATA CAPTURED _______________________________ 33
FIGURE 7-1:FIXED ELEMENTS OF HANDLE ___________________________ 38
FIGURE 7-2:MODE 1 ________________________________________________ 38
FIGURE 7-3: MODE 2 ________________________________________________ 38
FIGURE 7-4:MODE 3 ________________________________________________ 39
FIGURE 7-5:MODE 4 ________________________________________________ 39
FIGURE 8-1:HALL SENSOR WORKING ________________________________ 41

x
FIGURE 8-2:HALL SENSOR HEAD ON DETECTION _____________________ 44
FIGURE 8-3: HALL SENSOR SIDEWAY DETECTION ____________________ 45
FIGURE 8-4:PARTS OF COIN TYPE VIBRATION MOTOR ________________ 47
FIGURE 8-5:IMAGE OF COIN TYPE ERM ______________________________ 48
FIGURE 8-6: HC-12 __________________________________________________ 49
FIGURE 8-7: HC -12 DIMENSIONS ____________________________________ 50
FIGURE 8-8: DIGITAL DISPLAY TM1637_______________________________ 58
FIGURE 8-9:ARDUINO UNO__________________________________________ 61
FIGURE 8-10:PIN DESCRIPTION OF ARDUINO UNO ____________________ 61
FIGURE 10-1: ILLUSTRATION OF EVAS & NAS MODE __________________ 69
FIGURE 10-2: PRINCIPLE OF DISTANCE CALCULATION IN PROJECT ____ 70
FIGURE 11-1:MATERIAL OF COMPONENT IN ACTUAL _________________ 71
FIGURE 11-2:MATERIAL OF COMPONENT IN ANALYSIS _______________ 71
FIGURE 12-1: WIRING OF MOTOR WITH ARDUINO UNO ________________ 73
FIGURE 12-2:IMAGE TAKEN WHILE CONNECTION WITH ARDUINO _____ 74
FIGURE 12-3: MOUNTING OF HALL TO WHEEL RIM ___________________ 76
FIGURE 12-4:HALL SENSOR MOUNTED ALONG WITH MAGNET ________ 76
FIGURE 12-5: TRANSMITTER WIRING ________________________________ 77
FIGURE 12-6: RECEIVER WIRING ____________________________________ 77
FIGURE 13-1:IMAGE OF SENSDER VEHICLE PARTS ____________________ 78
FIGURE 13-2 SETUP OF COMMUNICATION IN ACTIVA 3G ______________ 79
FIGURE 13-3:IMAGE OF REECEIVER VEHICLE PARTS __________________ 79
FIGURE 13-4:RECEIVER VEHICLE ____________________________________ 80
FIGURE 13-5: TEST CONDUCTED ON HIGHWAY AT IIM LUCKNOW
80

xi
 Appendix-B

LIST OF TABLES

TABLE 1:HANDLE GRIP DIMESNIONS ................................................................ 11

TABLE 2 :PROPERTIES OF ADXL335 .................................................................... 15
TABLE 3: PROPERTIES OF MINISENSE 100......................................................... 17
TABLE 4:ACTIVA 3G SPECIFICATION ................................................................. 19
TABLE 5:ACTIVA 5G SPECIFICATIONS ............................................................... 21
TABLE 6:HERO MASTERO SPECIFICATIONS ..................................................... 22
TABLE 7:HIGHLIGHTS OF CONDUCTED EXPERIMENTS ................................ 29
TABLE 8:COMPARING RESEARCH PPR DATA WITH FUSION 360 DATA .... 35
TABLE 9:PROPERTIES OF STEEL .......................................................................... 36
TABLE 10:PROPERTIES OF NITRYL RUBBER .................................................... 37
TABLE 11: PROPERTIES OF NITRILE RUBBER .................................................. 37
TABLE 12:NODES & ELEMENTS GENERATED .................................................. 38
TABLE 13:RESULT SUMMARY OF NATURAL FREQUENCY ANALYSIS ...... 40
TABLE 14:FEATURES OF ERM TYPE COIN MOTOR ......................................... 48
TABLE 15: PIN CONFIGURATIONS OF HC-12 ..................................................... 50
TABLE 16: BAUD RATE SETINGS ......................................................................... 52
TABLE 17: BAUD RATE SENSTIVITY OF HC-12 ................................................. 53
TABLE 18: PIN FUNCTIONS OF TM1637............................................................... 59
TABLE 19: PROPERTIES OF THERMOPLASTIC POLYURETHANE………….72

xii
 REFERENCES
1) https://www.omnicalculator.com/everyday-li`23fe/rpm
2) https://lastminuteengineers.com/433mhz-rf-wireless-arduino-tutorial/
3) https://www.mouser.com/applications/rf-wireless-technology/
4) https://www.engineersgarage.com/understanding-radio-frequency-
communication/
5) https://www.bksv.com/en/Knowledge-center/blog/articles/vibration/vibrating-
motorcycle-seat
6) https://www.jvejournals.com/article/21518
7) https://ueidaq.wordpress.com/2013/08/12/error-sources-in-data-acquisition-
control-systems/
8) https://www.sensy.com/en/definitions/technical-features/non-linearity-error-fs
9) "Noisy Data in Data Mining - Soft Computing and Intelligent Information
Systems". sci2s.ugr.es.
10) R.Y. Wang, V.C. Storey, C.P. Firth, A Framework for Analysis of Data Quality
Research, IEEE Transactions on Knowledge and Data Engineering 7 (1995) 623-
640 doi: 10.1109/69.404034)
11) X. Zhu, X. Wu, Class Noise vs. Attribute Noise: A Quantitative Study, Artificial
Intelligence Review 22 (2004) 177-210 doi: 10.1007/s10462-004-0751-8
12) https://economictimes.indiatimes.com/jobs/indians-spend-7-of-their-day-getting-
to-their-
office/articleshow/70954228.cms#:~:text=Indians%20spend%20more%20time%2
0in,than%203%20minutes%20per%20kilometre.
13) https://www.analog.com/en/products/adxl335.html
14) https://www.adafruit.com/product/163
15) https://www.sparkfun.com/datasheets/Sensors/Flex/MiniSense_100.pdf
16) https://www.te.com/usa-en/product-CAT-PFS0011.html
17) https://coolterm.en.lo4d.com/windows
18) https://create.arduino.cc/projecthub/HackingSTEM/stream-data-from-arduino-
into-excel-f1bede

xiii
19) https://ueidaq.wordpress.com/2013/08/12/error-sources-in-data-acquisition-
control-systems/
20) https://www.sensy.com/en/definitions/technical-features/non-linearity-error-fs
21) "Noisy Data in Data Mining - Soft Computing and Intelligent Information
Systems". sci2s.ugr.es.
22) R.Y. Wang, V.C. Storey, C.P. Firth, A Framework for Analysis of Data Quality
Research, IEEE
23) Transactions on Knowledge and Data Engineering 7 (1995) 623-640 doi:
10.1109/69.404034)
24) X. Zhu, X. Wu, Class Noise vs. Attribute Noise: A Quantitative Study, Artificial
Intelligence Review 22
25) (2004) 177-210 doi: 10.1007/s10462-004-0751-8
26) https://matmatch.com/learn/material/polyurethane
27) https://techzeero.com/arduino-tutorials/vibration-motor-with-arduino/
28) https://s3.amazonaws.com/suncam/docs/013.pdf
29) https://www.crystalinstruments.com/s/Basics-of-Modal-Testing-and-Analysis-
072017.pdf
30) https://www.autodesk.in/solutions/finite-element-
31) analysis#:
~:text=Finite%20element%20analysis%20(FEA)%20is,the%20way%20it%20was
%20designed.
32) https://iarjset.com/upload/2017/july-17/IARJSET%2050.pdf

33) ATTENUATION OF MOTORCYCLE HANDLE VIBRATION USING

DYNAMIC VIBRATION ABSORBER
Muhammad Iyad Al-Maliki Saifudin, Nabil Mohamad Usamah and
Zaidi Mohd Ripin.
34) Vibration Measurement; Vibration Sensors; Measuring Vibration Precisely
APPLICATION NOTE LA05-0020
35) https://www.lionprecision.com/vibration-measurement-vibration-sensors-
measuring-vibration-precisely/
36) https://www.mouser.in/datasheet/2/418/MiniSense_100-710033.pdf
37) https://www.elprocus.com/gyroscope-sensor/

xiv
38) http://www.indextm.co.kr/upload/catalogue_file/a7d1a6112e63bdf7f435470257a
97da9.pdf
39) https://blog.endaq.com/vibration-analysis-fft-psd-and-spectrogram
40) https://www.techwalla.com/articles/how-to-calculate-wi-fi-range
41) https://www.researchgate.net/publication/236960711_Communication_Technolog
y_That_Suits_IoT_-_A_Critical_Review
42) https://www.iosrjournals.org/iosr-jce/papers/KVNNIEER/Volume%202/19-26-
29.pdf?id=7557#:~:text=Vehicle%20to%20vehicle%20communication%20is,wir
eless%20medium%20for%20signal%20propagation.
43) https://www.who.int/occupational_health/pwh_guidance_no.10.pdf

xv