Design Optimization Of Third Brake Light And Signal System On Motorcycle Helmet.
DESIGN OPTIMIZATION OF THIRD BRAKE LIGHT AND SIGNAL SYSTEM ON MOTORCYCLE HELMET
LOGESWARAN A/L KANASIN
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“It is hereby certified that I have read this thesis by Logeswaran A/L Kanasin and in our opinion it is satisfactory in terms of scope, quality and presentation as a fulfillment of the requirements
for the course Bachelors Degree in Mechanical Engineering (Automotive)”
Signature :
Supervisor 1 : Mr. Mohd Zakaria Mohammad Nasir
Date :
Signature :
Supervisor 1 : Mr. Razali bin Mohd Tihth
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DESIGN OPTIMIZATION OF THIRD BRAKE LIGHT AND SIGNAL SYSTEM ON MOTORCYCLE HELMET
LOGESWARAN A/L KANASIN
This report was submitted in accordance with the partial requirements for honor of Bachelor of Mechanical Engineering (Automotive)
Faculty of Mechanical Engineering Universiti Teknikal Malaysia Melaka
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ii
DECRALATION
I hereby, declare this thesis entitled
“DESIGN OPTIMIZATION OF THIRD BRAKE LIGHT AND SIGNAL SYSTEMON MOTORCYCLE HELMET”
is the result of my own research except as cited in the reference.
Signature :
Author’s Name : LOGESWARAN A/L KANASIN
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DEDICATION
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iv
ACKNOWLEDGEMENTS
In name of GOD I would like to express my first and foremost thankfulness for giving me the optimum health, courage and strength along the period of completing this project.
It gives me the greatest pleasure to express my sincere gratitude to my supervisor, Mr. Mohd. Zakaria Mohammad Nasir of which we had an excellent working relationship, and who offered tremendous help and encouragement throughout the course of my graduate studies and completion of this project.
My sincere thank also to my friends, all technicians and staffs in Faculty of Mechanical, UTeM; thank you for the co-operations, helps, and patience.
Thanks also to Universiti Teknikal Malaysia Melaka for giving me the opportunity to complete my degree program successfully.
I would also like to take this opportunity to thank my family members who inspired and supported me throughout the completion of my project.
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ABSTRACT
A new helmet design where it is integrated with wireless based third brake light and turn signal lights is being developed in this thesis. This invention will function to be more flexible, and increase the safety of motorcyclists. The presence of third brake light and turn signal light at the back of helmet will increase the visibility of the rider and his motorcycle especially at night and raining. The design is based on existing third brake light system using wireless system. Extra feature that is added to this invention is the addition of turn signal lights at the back of helmet. The new design will be integrated into an air spoiler unit to make it as an accessory. The systems will be functioning by signal transmission between transmitter and receiver using radio frequency (RF). The transmitter unit will be attached to motorcycle and receiver will be placed at the helmet.
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vi ABSTRAK
Satu reka bentuk topi keledar yang terkini disepadukan dengan sistem tanpa wayar yang menghubungkan lampu brek ketiga dan satu suis membelok adalah dibangunkan dalam tesis ini. Ciptaan ini akan berfungsi supaya lebih fleksibel, dan meningkatkan keselamatan penunggang motosikal. Kehadiran lampu brek ketiga dan lampu isyarat membelok di belakang topi keledar akan meningkatkan jarak penglihatan penunggang dan pengguna jalanraya yang lain di belakang motosikal terutama pada waktu malam dan semasa hujan. Reka bentuk adalah berdasarkan terdapat brek ketiga sistem lampu menggunakan sistem tanpa wayar. Ciri-ciri tambahan yang ditambah untuk ciptaan ini adalah lampu isyarat membelok kiri dan kanan di belakang topi keledar. Reka bentuk ini adalah berdasarkan kepada lampu brek ketiga menggunakan sistem tanpa wayar yang sedia ada. Reka bentuk baru ini akan diintegerasikan ke dalam bekas
aerodinamik udara bagi menjadikan ia seperti satu aksesori topi keledar. Sistem-sistem itu akan berfungsi oleh transmisi isyarat antara pemancar dan penerima menggunakan frekuensi radio. Unit pemancar akan menjadi diletakkan pada motosikal dan penerima akan dipasang pada topi keledar.
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TABLE OF CONTENT
CHAPTER SUBJECT PAGE
DECLARATION ii
DEDICATION iii
ACKNOWLEDGEMENTS iv
ABSTRACT v
ABSTRAK vi
TABLE OF CONTENT vii
LIST OF TABLES xi
LIST OF FIGURES xii
LIST OF DIAGRAMS xiiii
LIST OF ABBREVIATIONS xv
CHAPTER 1 INTRODUCTION 1
1.1 Problem Statement 3
1.2 Objective 6
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viii
CHAPTER 2 LITERATURE REVIEW 7
2.1 Wireless system 7
2.1.1 Bluetooth 7
2.1.2 Infrared system 9
2.1.3 Radio Frequency 11
2.2 RF Transmitter 13
2.2.1 Transmitter circuit 15
2.3 RF Receiver 16
2.4 Motorcycle Helmet Design 17
2.4.1 Choices of Motorcycle Helmet 18
2.4.2 Retention System 21
2.4.3 Comfort Padding 21
2.4.4 Outer Shell 21
2.4.5 Impact Absorbing Liner 22
2.5 Motorcycle Electrical Wiring System 23
2.5.1 Turn Signal Light 24
2.5.2 Brake Light 24
2.6 Electrical Components 25
2.6.1 Resistor 25
2.6.1.1 Fixed resistors vs. Variable resistors 26
2.6.1.2 Resistive Unit 27
2.6.2 Capacitor 28
2.6.2.1 Types of Capacitors 28
2.6.2.2 Capacitance 29
2.6.3 LED (Light Emitting Diode) 29
2.6.4 Transistor 30
2.6.4.1 Type of Transistors 31
2.6.5 Integrated Circuit (IC) 32
2.6.6 Relay 33
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2.6.6.2 Single Pole Single Way relay (SPSW) & 34 Single Pole Two Way relay (SPTW)
2.7 Ergonomics of helmet design 35
2.7.1 Design Considerations 36
2.7.2 Design Criteria 37
2.7.3 Standard for Helmet Strength 38 2.7.4 Helmet Weight and Aerodynamics 39
2.7.5 Design Issues 39
CHAPTER 3 METHODOLOGY 41
3.1 Flow Chart of Thesis 41
3.2 Wireless System Selection 43
3.3 Helmet Design Compatibility (Accessory) with 44 RF System
3.4 Block Diagram of RF System 47
3.5 Circuit Design 48
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viiiii
CHAPTER 4 RESULTS AND DISCUSSION 50
4.1 Transmitter Unit 50
4.2 Receiver Unit 53
4.3 System Unit Attachment on Motorcycle Model 55 4.3.1 System attachment on helmet 57 4.3.2 Testing on motorcycle 60
4.4 Range setup and testing 61
4.5 Radio Frequency (RF) Radiation Effect on Human 62
4.5.1 Non-Ionizing Radiation 62
4.5.2 Measurement of Radio Frequency Radiation 63 4.5.3 Biological Effect Caused By Radio Frequency 63
Energy
4.5.4 Emissions from Radio and Television Broadcast 64 Antennas
CHAPTER 5 CONCLUSION AND RECOMMENDATION 66
5.1 Conclusion 66
5.2 Recommendation 67
REFFERENCES 68
BIBLIOGRAPHY 69
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LIST OF TABLES
NO. TITLE PAGE
1.1 Breakdown of registered vehicles from 1999 to 2007 2 1.2 Road Accident Fatalities according to type of road users 2 2.1 Comparison of Performance Characteristics of wireless 11
systems
2.2 Breakdown of RF system 12
2.3 Type of resistors comparison 26
2.4 Helmet test criteria for CSPC, ASTM F1447 and Snell B-95 38
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xii
LIST OF FIGURES
NO. TITLE PAGE
1.1 Downward visual clearance 4
1.2 Downward visual clearance (side view) 4
1.3 Upward visual clearance 5
1.4 Upward visual clearance (side view) 5
2.1 Bluetooth radio frequency bandwidth 8
2.2 Electromagnetic spectrum 10
2.3 No deflection 13
2.4 Deflection 13
2.5 Compass deflection and effect on voltmeter 14
2.6 Sine wave and square wave forms 14
2.7 Wave characteristics 15
2.8 Receiver circuit flow 17
2.9 Cross section of a full-face motorcycle helmet 18
2.10 Full face helmet 19
2.11 Open face helmet 19
2.12 Half-helmet 20
2.13 Contact switch 25
2.14 Fixed resistor 26
2.15 Resistor color code system 27
2.16 Capacitor 28
2.17 LED configuration 29
2.18 Transistors 30
2.19 NPN and PNP transistor configurations 31
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2.21 Simple electromechanical relay 33
2.22 Relay condition 34
2.23 Structure and components of a helmet 35
2.24 Helmet’s comfort padding comparison 40
3.1 KHI Helmet 44
3.2 Position of transmitter 46
3.3 Relay (12 V) 46
3.4 Sample transmitter circuit drawn in MultiSim 48
3.5 Surface modelling of helmet 49
4.1 Assembled transmitter unit 51
4.2 Front brake transmitter switch location 52 4.3 Rear pedal brake transmitter switch location 52
4.4 Assembled receiver circuit 54
4.5 Flasher circuit schematic 54
4.6 Motorcycle model 56
4.7 Brake switch at (a) front and (b) rear 56
4.8 Signal light switch box 57
4.9 Power supply location 58
4.10 Connecting wires 58
4.11 Location of LEDs 59
4.12 Fabricated helmet with motocycle model 60 4.13 Instantaneous light up of brake on each system 60 4.14 Distance between the transmitter and receiver units 61
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xiiii
LIST OF DIAGRAMS
NO. TITLE PAGE
2.1 FM Transmitter circuit diagram 15
2.2 Basic motorcycle wiring harness 23
3.1 Transmitter unit 47
3.2 Receiver unit 47
4.1 Transmitter circuit schematic diagram 51
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LIST OF ABBREVIATIONS
JPJ = Jabatan Pengangkutan Jalan JKJR = Jabatan Keselamatan Jalan Raya IR = Infrared
RF = Rado Frequency Hz = Hertz
ISM = Industrial, Scientific and Medical CPU = Central Processing Unit
FM = Frequency Modulator AM = Amplitude Modulator VHF = Very High Frequency UHF = Ultra High Frequency
PPE = Personal Protective Equipment ISO = International Standards Organization EPS = Expanded Polystyrene
IC = Integrated Circuit LED = Light Emitting Diode SPSW = Single Pole Single Way SPTW = Single Pole Two Way MTBI = Mild Traumatic Brain Injury
CPSC = Consumer Product Safety Commission SAR = Specific Absorption Rate
ERP = Effective Radiated Power
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1
CHAPTER 1
INTRODUCTION
In Malaysia, the major mode of transportation is motorcycle since 1980’s. Currently, the motorcycles on the road constitutes more than halves of all registered vehicles population in Malaysia. According to Jabatan Pengangkutan Jalan (JPJ), about 485,236 new motorcycles have been registered in the year 2007 alone. The percentage of motorcycles registered annually in Malaysia is about 60% with an annual growth rate of 7% (Highway Planning Unit, Ministry of Works, 2003).So, the presence of higher number of motorcycles on the road constitutes to higher number of cases involving road accidents compared to other vehicles. The use of motorcycles and motor vehicles imposes risks of death or permanent impairment due to head injury. So, for motorcycles, the proper use of protective helmets can minimize the risk of death or permanent impairment.
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Table 1.1: Breakdown of registered vehicles from 1999 to 2007 (Source: JKJR, January 2009)
Year No. Of Registered Vehicles
Car Motorcycle Lorry/Van Bus Taxi
1999 3,787,047 5,082,473 642,976 47,674 55,929 2000 4,145,982 5,356,604 665,284 48,662 56,152 2001 4,557,992 5,609,351 689,668 49,771 56,579 2002 5,027,173 5,859,195 714,796 51,251 58,385 2003 5,428,774 6,164,953 740,462 52,846 60,723 2004 5,911,752 6,572,366 772,218 54,997 65,008 2005 6,473,261 7,008,051 805,157 57,370 67,451 2006 6,941,996 7,458,128 836,579 59,991 70,409 2007 7,419,643 7,943,364 871,234 62,308 72,374
Table 1.2: Road Accident Fatalities according to type of road users (Source: JKJR, August 2009)
Road User Categories 2007 2008
Car driver/passengers 1228 1335
Motorcyclists/pillion riders 3646 3898
Pedestrians 636 598
Cyclists/pillion 190 203
Bus driver/passenger 75 48
Lorry drivers 204 195
Van drivers 133 96
Four-wheel Vehicle drivers 99 106
Others 71 48
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3
The seriousness of injuries sustained in road accidents among the users are more prevalent in motorcyclists and pillion passengers category. Although many precaution steps have been implemented in recent years, the fatalities keep on increasing every year. Normally, in motorcycle accidents, our upper parts of human body especially head and neck are more prone to serious injuries. According to a research done by Road Safety Research Centre, Universiti Putra Malaysia (UPM) in 1999, the distribution of injuries in fatally injured motorcyclists shows that their head is the most frequent part of human getting injured at 44.1%.
This alarming rate of road fatality among motorcyclists is contributed largely by its safety aspects such as safety helmet and hazard lights. Some of these elements does not comply the standards set by Jabatan Keselamatan Jalan Raya (JKJR) and Standard and Industrial Research Institute of Malaysia (SIRIM) and also international standard like Federal Motor Carrier Safety Administration (FMCSA).
Other than that, innovative ideas like new design on helmet which consists of brake light and signal lights at the back of helmet will help in improving road fatalities involving motorcycles. The presence of these lights at the back of helmet will alert other road users behind them. This will be helpful during heavy rain and at night.
1.1 Problem Statement
The appearance of motorcycles and its riders during night and under rain is greatly reduced due to poor visibility. The motorists behind a motorcycle can’t see them under these weather conditions. Furthermore, although the usage of safety vests can be helpful, not many motorcyclists are using it.
In the meantime, the position of motorcycle’s rear brake light which is low for other motorists including motorcyclists. In terms of peripheral vision of a helmet, the downward visual clearance is 30° where the second plane is tilted 30° down
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from the basic plane. This criteria is suitable for helmets without integrated brake and signal light on helmet.
Figure 1.1: Downward visual clearance
Figure 1.2: Downward visual clearance (side view)
But for visual clearance above the basic plane (upward visual clearance), the second plane is tilted 7° up from the reference plane. This implies that the motorcyclists can view upward up to 7° from their eye (reference plane). For better safety precaution, the riders need more and better visible brake and signal light. Attaching brake and signal light on motorcycle helmet based on upward visual clearance could be the solution for this.
30°
Basic plane
Second plane
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5
Figure 1.3: Upward visual clearance
(Source: 2005 Standard for Protective Headgear, Snell Memorial Foundation)
Figure 1.4: Upward visual clearance (side view) Helmet 7°
Reference plane Second plane
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1.2 Objective
i) Develop new third brake light and turn signal on motorcycle helmet using wireless system.
1.3 Scope
i) Literature study on wireless systems and its effects to environment ii) Literature study on motorcycle’s existing helmet design
iii) Perform analytical study on critical components
iv) Design and develop a new electrical circuit for wireless brake and signal system.
v) Design and modelling new concept and design in MSC CATIA V5 of new helmet design
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7
CHAPTER 2
LITERATURE REVIEW
2.1 Wireless System
In this thesis, wireless system will be used for the new third brake light and signal system on the helmet. Basically, examples of wireless systems are Bluetooth, Infrared (IR), and Radio Frequency (RF). Mobility is one of the key terms in wireless system where users of wireless system tend to be mobile. To choose the best wireless system for this project, comparisons will be made in terms of advantages and disadvantages among the three available wireless systems.
2.1.1 Bluetooth
Bluetooth is one method of connecting devices like computers with hand phones and to other electronic gadgets. Bluetooth is an open wireless protocol that enables short-range wireless voice and data communications anywhere in the world.
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Table 1.1: Breakdown of registered vehicles from 1999 to 2007 (Source: JKJR, January 2009)
Year No. Of Registered Vehicles
Car Motorcycle Lorry/Van Bus Taxi
1999 3,787,047 5,082,473 642,976 47,674 55,929 2000 4,145,982 5,356,604 665,284 48,662 56,152 2001 4,557,992 5,609,351 689,668 49,771 56,579 2002 5,027,173 5,859,195 714,796 51,251 58,385 2003 5,428,774 6,164,953 740,462 52,846 60,723 2004 5,911,752 6,572,366 772,218 54,997 65,008 2005 6,473,261 7,008,051 805,157 57,370 67,451 2006 6,941,996 7,458,128 836,579 59,991 70,409 2007 7,419,643 7,943,364 871,234 62,308 72,374
Table 1.2: Road Accident Fatalities according to type of road users (Source: JKJR, August 2009)
Road User Categories 2007 2008
Car driver/passengers 1228 1335
Motorcyclists/pillion riders 3646 3898
Pedestrians 636 598
Cyclists/pillion 190 203
Bus driver/passenger 75 48
Lorry drivers 204 195
Van drivers 133 96
Four-wheel Vehicle drivers 99 106
Others 71 48
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The seriousness of injuries sustained in road accidents among the users are more prevalent in motorcyclists and pillion passengers category. Although many precaution steps have been implemented in recent years, the fatalities keep on increasing every year. Normally, in motorcycle accidents, our upper parts of human body especially head and neck are more prone to serious injuries. According to a research done by Road Safety Research Centre, Universiti Putra Malaysia (UPM) in 1999, the distribution of injuries in fatally injured motorcyclists shows that their head is the most frequent part of human getting injured at 44.1%.
This alarming rate of road fatality among motorcyclists is contributed largely by its safety aspects such as safety helmet and hazard lights. Some of these elements does not comply the standards set by Jabatan Keselamatan Jalan Raya (JKJR) and Standard and Industrial Research Institute of Malaysia (SIRIM) and also international standard like Federal Motor Carrier Safety Administration (FMCSA).
Other than that, innovative ideas like new design on helmet which consists of brake light and signal lights at the back of helmet will help in improving road fatalities involving motorcycles. The presence of these lights at the back of helmet will alert other road users behind them. This will be helpful during heavy rain and at night.
1.1 Problem Statement
The appearance of motorcycles and its riders during night and under rain is greatly reduced due to poor visibility. The motorists behind a motorcycle can’t see them under these weather conditions. Furthermore, although the usage of safety vests can be helpful, not many motorcyclists are using it.
In the meantime, the position of motorcycle’s rear brake light which is low for other motorists including motorcyclists. In terms of peripheral vision of a helmet, the downward visual clearance is 30° where the second plane is tilted 30° down
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from the basic plane. This criteria is suitable for helmets without integrated brake and signal light on helmet.
Figure 1.1: Downward visual clearance
Figure 1.2: Downward visual clearance (side view)
But for visual clearance above the basic plane (upward visual clearance), the second plane is tilted 7° up from the reference plane. This implies that the motorcyclists can view upward up to 7° from their eye (reference plane). For better safety precaution, the riders need more and better visible brake and signal light. Attaching brake and signal light on motorcycle helmet based on upward visual clearance could be the solution for this.
30°
Basic plane
Second plane
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Figure 1.3: Upward visual clearance
(Source: 2005 Standard for Protective Headgear, Snell Memorial Foundation)
Figure 1.4: Upward visual clearance (side view) Helmet 7°
Reference plane Second plane
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1.2 Objective
i) Develop new third brake light and turn signal on motorcycle helmet using wireless system.
1.3 Scope
i) Literature study on wireless systems and its effects to environment ii) Literature study on motorcycle’s existing helmet design
iii) Perform analytical study on critical components
iv) Design and develop a new electrical circuit for wireless brake and signal system.
v) Design and modelling new concept and design in MSC CATIA V5 of new helmet design
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CHAPTER 2
LITERATURE REVIEW
2.1 Wireless System
In this thesis, wireless system will be used for the new third brake light and signal system on the helmet. Basically, examples of wireless systems are Bluetooth, Infrared (IR), and Radio Frequency (RF). Mobility is one of the key terms in wireless system where users of wireless system tend to be mobile. To choose the best wireless system for this project, comparisons will be made in terms of advantages and disadvantages among the three available wireless systems.
2.1.1 Bluetooth
Bluetooth is one method of connecting devices like computers with hand phones and to other electronic gadgets. Bluetooth is an open wireless protocol that enables short-range wireless voice and data communications anywhere in the world.