ABSTRACT

The project deals with the concept of contactless magnetic power transmission system. The
contactless power transmission systems involves a magnetic drive train which acts as a coupling
between the driven and the driven. The wireless control vehicle prototype is used to demonstrate
the above concept. The proposed project involves the demonstration of magnetic contactless
power transmission system which will transfer the power from one shaft to another without any
contact on a wireless car prototype. This not only reduces the loss of energy in transmission but
also saves the energy loss in form of heat.
Introduction:

The gear is power transmitting element that transmits rotary motion from one shaft to another by
means of engaging teeth. The gear mechanism or gear train is the collection of two or more
meshing gear which is used in mechanical devices and machine now a day. However there are
localized problems such as vibration, noise, abrasion & the necessity of lubrication due to
contact force and friction. Recently the use of non contact magnetic gear that utilizes permanent
magnets in order to solve these problems has been developed. It transmits torque from non
contact magnetic coupling rather than meshed mechanical gear teeth. Compare with conventional
gear mechanism the non contact magnetic gear mechanism posses unique attributes like: no need
for lubricants, low mechanical energy losses, over load protection & tolerance of misalignment
between the input and output shafts.

The power transmission is mechanical in most machines, and it is commonly achieved in the use
of gear transmissions. Mechanical gear transmissions have a high torque density, but the friction
occurs in them, which is often the cause of the gear failure. Also, the noise, heat and vibration
are present, so the reliability of these gears is reduced. Nowadays, it is more and more taken care
of the energy conservation, and therefore the environment as well, when designing new products.
The goal is to reduce the noise, vibration, to simplify maintenance more, reduce heat and reduce
dimensions. The magnetic gears are the new type of gears, which attract the attention of the
constructors because of the possibility to overcome some of these problems. These are non-
contact gears, where the power and torque transmission is achieved with the help of magnetic
forces. Friction, wear and fatigue are not present in magnetic gears, they do not require
lubrication, and they can be applied as a protective mechanism against overloading. They can
operate in a wide temperature range, from -270°C to 350°C. Also, the operation is reversible, so
the same device, in which they are installed, can be used as a reducer and as a multiplier. The
concept of magnetic gear was proposed about a hundred years ago. Their main advantage, in
comparison to the conventional gears, the lack of contact and wear of teeth, was the reason
enough for the further development of magnetic gears. However, the low efficiency, complex
structure and high costs of their making, represented a significant problem. The production of
magnetic gears for general industrial applications was enabled with the development of new
magnetic materials of high magnetic permeability, the new precise production techniques and
advanced modelling tools. Thus, the number of researchers interested in the development of
structural solutions and performances of magnetic gears has grown. Historical overview of
magnetic gears, as well as achievements accomplished in this area, has been presented in the
literature [1]. There are a large number of papers on the topic of magnetic gears.

The objective of studying magnetic gears is to replace mechanical gears which are noisy, require
frequent maintenance and lubrication, and suffer from friction losses. The magnetic gear is
contactless and quiet in operation, and it requires no lubrication. In addition, it slips when
overloaded whereas the mechanical gear may break down when overloaded. The magnetic gear
is contactless and quiet in operation, and it requires no lubrication. In addition, it slips when
overloaded whereas the mechanical gear may break down when overloaded. The magnetic gear
transmission is used for mechanical gear transmission with help of the magnet and electrical
motor. This is transducer electrical energy convert to the mechanical energy. The ability to
hermetically separate two areas when continuing to transmit mechanical power from one to the
other makes these couplings ideal for applications where prevention of cross contamination is
essential .For instance: hydraulic sectors, dosing systems, compressors, sterilizers, industrial
ovens, biotechnology, subsea equipment, pharmaceutical industry, chemical industry, food
industry, generators, mixers. A magnetic coupler transmits a force without any actual physical
contact. Since magnetic forces attract and repel, and this force performs work, the action can be
linear or rotary. A simple magnetic coupler has a follower and a driver. The driver is connected
to a motor, while the follower reacts to the driver's motion, and this results in the transmission of
mechanical energy without contact. To understand a magnetic coupler, it is helpful to understand
magnets. A magnet produces a magnetic field or force. This force acts on ferromagnetic
materials and pulls them together or pushes them apart. Ferromagnetic materials include iron,
cobalt, nickel, and certain alloys. The overall strength of a magnet is measured by what is termed
its magnetic moment, or by the magnetic flux that is produced. The implementation of this
project involves design and fabrication of contactless magnetic transmission system For this
propose a vehicle prototype is developed which will be controlled wirelessly to demonstrate the
concept of wireless power transmission.
Literature Review:

Before starting the project it was necessary to study the literature review involved in this project.
To start with the deep study was made on contactless power transmission. The important ones is
given below.

Yi-Chang Wu et.al. Says in the paper “Transmitted Torque Analysis of a Magnetic Gear
Mechanism with Rectangular Magnets” that Magnetic gears transmit torque by noncontact
magnetic coupling rather than meshed mechanical gear teeth. In contrast to traditional
mechanical gear mechanisms, non-contact magnetic gear mechanisms possess unique features of
low mechanical energy loss, overload protection ability, no need for lubricants, and tolerance of
misalignment and vibration isolation between adjacent mechanical parts. The analysis of
transmitted torque is a prerequisite task when evaluating the performance of a magnetic gear
mechanism. The two dimensional finite-element analysis (FEA) is further employed in
computing the magnetic fields and transmitted torques of external-type magnetic gear sets. The
results of this paper are beneficial for further design purposes and optimization of magnetic gear
mechanisms. Wang, Li says in the paper “Design and Construction of a Prototype Solenoid Coil
for MICE Coupling Magnets” that a superconducting coupling solenoid mounted around four
conventional RF cavities, which produces up to 2.6 T central magnetic field to keep the muons
within the cavities, is to be used for the Muon Ionization Cooling Experiment (MICE). In order
to validate the design method and develop the coil winding technique with inside-wound SC
splices required for the coupling coil, a prototype coil made from the same conductor and with
the same diameter and thickness but Only one-fourth long as the coupling coil was designed and
fabricated by ICST. The prototype coil was designed to be charged to strain conditions that are
equivalent or greater than would be encountered in the coupling coil. This paper presents
detailed design of the prototype coil as well as developed coil winding skills. The analyses on
stress in the coil assembly and quench process were carried out. Jose Luis Perez-Diaz says in the
paper “Contactless Mechanical Components: Gears, Torque Limiters and Bearings” that
contactless mechanical components are mechanical sets for conversion of torque/speed, whose
gears and moving parts do not touch each other, but rather they provide movement with magnets
and magnetic materials that exert force from a certain distance. Magneto-mechanical
transmission devices have several advantages over conventional mechanisms: no friction
between rotatory elements (no power losses or heat generation by friction so increase of
efficiency), no lubrication is needed (oil-free mechanisms and no lubrication auxiliary systems),
reduced maintenance (no lubricant so no need of oil replacements), wider operational
temperature ranges (no lubricant evaporation or freezing), overload protection. Noboru Niguchi
et.al. Says in the paper “Transmission Torque Characteristics in a Magnetic Gear” that the
transmission torque characteristics in a surface permanent magnet-type (SPM-type magnetic
gear. The operating principle of this gear and its transmission torque under the synchronous
operation in accordance with the gear ratio are formulated. And the high order components
contained in the cogging torque are verified by employing the 3-D finite element method (FEM)
and carrying out measurements on a prototype. Furthermore, a method for reducing the cogging
torque is discussed. The operating principle and transmission torque characteristics in a SPM-
type magnetic gear was formulated, and verified by employing the 3-D FEM analysis and the
experiment

Other than research papers the history was also studied of magnetic gears and related materials to
arrive at the viable solution. The first magnetic gear can be traced back to 1901 when Armstrong
designed an electromagnetic spur gear . The fundamental operating principle of this magnetic
gear is very similar to that of conventional mechanical gears except that the force/torque
transmission exerted by tooth meshing is replaced with the contactless magnetic interaction.
Early magnetic gear development mainly focused on spur type and worm type topologies.
Essentially, a magnetic gear can be designed according to each available topology of its
mechanical counterpart. For most early MG topologies, their torque densities simply cannot
compete with that of their mechanical counterparts. Studies on the magnetic coupling indicated
that a higher torque transfer can only be realized when engaging a large number of magnet poles
. This implies that the MGs derived from a simple analogy of mechanical gears mostly lead to
inferior designs. A noteworthy concept of an MG was introduced in the late 1960s, which
features three concentric parts, i.e. an inner magnet rotor, an outer magnet rotor and a flux
modulator between them. Further study on this new MG topology was done by Laing and
Ackermann et al . The former presented different shapes and arrangements of the modulator
while the latter proposed a simple modulator structure with linking bridges. In addition,
Ackermann et al described the mathematic relations between the numbers of pole-pairs of the
permanent magnet (PM) rotors and the modulator pieces. A unique advantage of this MG
topology is that all PMs are involved in torque transmission, resulting in a high torque density
design
Objectives:

The main objectives of the project are:

1. Development of contactless power transmission system using axial magnetic Tranmission

system
2. To fabricate a remote controlled prototype to demonstrate the working of magnetic power
transmission
3. To Make the prototype wireless.
Working Principle:

A magnetic gear uses permanent magnets to transmit torque between an input and output shaft
without mechanical contact. Torque densities comparable with mechanical gears can be achieved
with an efficiency up To 95% at full load and with much higher part load efficiencies than a
mechanical gear. For higher power ratings a magnetic gear will be smaller, lighter and lower cost
than a mechanical gear. Since there is no mechanical contact between the moving parts there is
no wear and lubrication is not required. Magnetic gears inherently protect against overloads by
harmlessly slipping if an overload torque is applied, and automatically and safely re-engaging
when the fault torque is removed. Magnomatics has developed a range of magnetic gear
technologies for achieving low and high ratios and a linear gear variant. The magnetic gear
concept has been extended to provide both an ultra-high torque density pseudo direct drive
electrical machine and a variable ratio gear topology for continuously variable transmission
systems.

The magnetic coupling works by using the power generated by permanent magnets. No external
power supply is needed. These are permanent magnets not electro magnets. The magnets are
installed alternating between poles in a side by side and opposing position as seen in the
diagram. The main body of each coupling half is of ferromagnetic material to aid the channeling
of the magnetic field correctly and therefore maximizing transmittable torque

The gear is power transmitting element that transmits rotary motion from one shaft to another by
means of engaging teeth. The gear mechanism or gear train is the collection of two or more
meshing gear which is used in mechanical devices and machine now a day. However there are
localized problems such as vibration, noise, abrasion & the necessity of lubrication due to
contact force and friction. Recently the use of non contact magnetic gear that utilizes permanent
magnets in order to solve these problems has been developed. It transmits torque from non
contact magnetic coupling rather than meshed mechanical gear teeth. Compare with conventional
gear mechanism the non contact magnetic gear mechanism posses unique attributes like: no need
for lubricants, low mechanical energy losses, over load protection & tolerance of misalignment
between the input and output shafts. The figure below shows the illustration diagram of the Drive
train used in the project.
Methodology:

The following components need to be fabricated and few need to be assembled for the working
of this project. The entire project methodology is carried out in phases so as to minimize the
errors.
1) Design and fabrication of machine chassis:
In this phase the chassis is fabricated. The chassis forms the structural component of the
machine and hence should be fabricated in such a way that it can provide sufficient
amount of space to mount all the components with ease

2) The power system: This is responsible for providing the power to the machine which is
used to drive the machine. Since the machine involves demonstration of magnetic
contactless transmission system, the prototype should be developed which will be used to
demonstrate the concept.
3) The magnetic transmission system:
This forms the main system of the project. This involves fabrication of a magnetic non
contact transmission system which will be demonstrated in this project. This phase
involves development of the same which will drive the fabricated prototype using
noncontact transmission system.
4) The Wireless Control system: In this phase the wireless control system is developed. This
is responsible for controlling the prototype wirelessly using a joystick.
5) The Assembly: In this phase the assembly of the system is done which involves
assembling the all above components to make fully functional prototype of non contact
transmission system.
3D Modeling:

The chassis is modeled first using 3D modeling software and then fabricated. The chassis is
fabricated in ERW steel pipes. The ERW steel pipes are chosen because they are not only
economical but also light weight and serve the purpose. The chassis was fabricated in 25mm
square ERW pipes.

The figure below shows the 3d Diagram as well as dimensions of the chassis
With Dimensions:
Material selection:

Before starting the project the material survey was done to select the most suitable materials for
the project. The Mateiral selection details are discussed in this chapter.

DC Motor

A DC motor in simple words is a device that converts direct current(electrical energy) into
mechanical energy. It’s of vital importance for the industry today, and is equally important for
engineers to look into the working principle of DC motor in details that has been discussed in
this article. In order to understand the operating principle of dc motor we need to first look into
its constructional feature.

The very basic construction of a dc motor contains a current carrying armature which is
connected to the supply end through commulator segments and brushes and placed within the
north south poles of a permanent or an electro-magnet as shown in the diagram below.

Figure Construction of DC Motor

Now to go into the details of the operating principle of DC motor its important that we
have a clear understanding of Fleming’s left hand rule to determine the direction of force acting
on the armature conductors of dc motor.
 Fleming’s left hand rule says that if we extend the index finger, middle finger and thumb
of our left hand in such a way that the electric current carrying conductor is placed in a magnetic
field (represented by the index finger) is perpendicular to the direction of current (represented by
the middle finger), then the conductor experiences a force in the direction (represented by the
thumb) mutually perpendicular to both the direction of field and the current in the conductor.

Figure Fleming’s Left Hand Rule

For clear understanding the principle of DC motor we have to determine the magnitude
of the force, by considering the diagram below.

We know that when an infinitely small charge dq is made to flow at a velocity ‘v’ under
the influence of an electric field E, and a magnetic field B, then the Lorentz Force dF
experienced by the charge is given by:-
Figure Magnetic Flux due to Current Flow

We know that when an infinitely small charge dq is made to flow at a velocity ‘v’ under
the influence of an electric field E, and a magnetic field B, then the Lorentz Force dF
experienced by the charge is given by:-

BIL
dF = dq(E + v X B)
For the operation of dc motor, considering E = 0
∴dF = dq v X B
i.e. it’s the cross product of dq v and magnetic field B.
or dF = dq (dL/dt) X B [v = dL/dt]
Where dL is the length of the conductor carrying charge q.
Or dF = (dq/dt) dL X B
or dF = I dL X B [Since, current I = dq/dt]
or F = IL X B = ILB Sinθ
or F = BIL Sinθ
 From the 1st diagram we can see that the construction of a DC motor is such that the
direction of electric current through the armature conductor at all instance is perpendicular to the
field. Hence the force acts on the armature conductor in the direction perpendicular to the both
uniform field and current is constant.

i.e. θ = 90°

So if we take the current in the left hand side of the armature conductor to be I, and
current at right hand side of the armature conductor to be − I, because they are flowing in the
opposite direction with respect to each other.

Then the force on the left hand side armature conductor, Fl = BIL Sin90° = BIL

Similarly force on the right hand side conductor Fr = B( − I)L.Sin90° = − BIL

∴we can see that at that position the force on either side is equal in magnitude but opposite in
direction. And since the two conductors are separated by some distance w = width of the
armature turn, the two opposite forces produces a rotational force or a torque that results in the
rotation of the armature conductor.

Now let's examine the expression of torque when the armature turn crate an angle of α with its
initial position.

The torque produced is given by

Torque = force, tangential to the direction of armature rotation X distance.

Or τ = Fcosα.w

Or τ = BIL w cosα

Where α is the angle between the plane of the armature turn and the plane of reference or
the initial position of the armature which is here along the direction of magnetic field.

The presence of the term cosα in the torque equation very well signifies that unlike force
the torque at all position is not the same. It in fact varies with the variation of the angle α. To
explain the variation of torque and the principle behind rotation of the motor let us do a stepwise
analysis.

Figure Direction of Rotation

Step 1:
Initially considering the armature is in its starting point or reference position where the angle α =
0.
∴ τ = BIL w cos0 = BILw
Since α = 0, the term cos α = 1, or the maximum value, hence torque at this position is maximum
given by τ = BILw. This high starting torque helps in overcoming the initial inertia of rest of the
armature and sets it into rotation.
Figure Direction of Rotation for α =0
Step 2:
Once the armature is set in motion, the angle α between the actual position of the
armature and its reference initial position goes on increasing in the path of its rotation until it
becomes 90° from its initial position. Consequently the term cosα decreases and also the value of
torque.
The torque in this case is given by τ = BILwcosα which is less than BIL w when α is
greater than 0°

Figure Direction of Rotation where α not 0

Step 3:
 In the path of the rotation of the armature a point is reached where the actual position of
the rotor is exactly perpendicular to its initial position, i.e. α = 90°, and as a result the term cosα
= 0.
The torque acting on the conductor at this position is given by.
τ = BILwcos90° = 0

Figure Direction of Rotation for α=90 degree

i.e. virtually no rotating torque acts on the armature at this instance. But still the armature
does not come to a standstill, this is because of the fact that the operation of dc motor has been
engineered in such a way that the inertia of motion at this point is just enough to overcome this
point of null torque. Once the rotor crosses over this position the angle between the actual
position of the armature and the initial plane again decreases and torque starts acting on it again.

Types
The direct current motor or the DC motor has a lot of application in today’s field of
engineering and technology. Starting from an electric shaver to parts of automobiles, in all small
or medium sized motoring applications DC motors come handy. And because of its wide range
of application different functional types of dc motor are available in the market for specific
requirements.
The types of DC motor can be listed as follows

 DC motor
 Permanent Magnet DC Motor
 Separately Excited DC Motor
  Self Excited DC Motor
 Shunt Wound DC Motor
 Series Wound DC Motor
 Compound Wound DC Motor
o Cumulative compound DC motor
 Short shunt DC Motor
 Long shunt DC Motor
o Differential Compound DC Motor
 Short Shunt DC Motor
 Long Shunt DC Motor

Figure Types of DC Motor

The DC motor used in this project is 17 Watt PMDC motor.

4.Joystick

A joystick is an input device consisting of a stick that pivots on a base and reports its
angle or direction to the device it is controlling. A joystick, also known as the control column, is
the principal control device in the cockpit of many civilian and military aircraft, either as a center
stick or side-stick. It often has supplementary switches to control various aspects of the aircraft's
flight.

Joysticks are often used to control video games, and usually have one or more push-
buttons whose state can also be read by the computer. A popular variation of the joystick used on
modern video game consoles is the analog stick. Joysticks are also used for controlling machines
such as cranes, trucks, underwater unmanned vehicles, wheelchairs, surveillance cameras, and
zero turning radius lawn mowers. Miniature finger-operated joysticks have been adopted as input
devices for smaller electronic equipment such as mobile phones.

Figure Image of Joystick

The basic idea of a joystick is to translate the movement of a plastic stick into electronic
information a computer can process. Joysticks are used in all kinds of machines, including F-15
fighter jets, backhoes and wheelchairs. In this article, we'll be focusing on computer joysticks,
but the same principles apply to other sorts of joysticks.

The various joystick technologies differ mainly in how much information they pass on.
The simplest joystick design, used in many early game consoles, is just a specialized electrical
switch.

Figure 4.29 Structure of Joystick

This basic design consists of a stick that is attached to a plastic base with a flexible rubber
sheath. The base houses a circuit board that sits directly underneath the stick. The circuit board is
made up of several "printed wires," which connect to several contact terminals. Ordinary wires
extend from these contact points to the computer.

The printed wires form a simple electrical circuit made up of several smaller circuits. The
circuits just carry electricity from one contact point to another. When the joystick is in the
neutral position -- when you're not pushing one way or another -- all but one of the individual
circuits are broken. The conductive material in each wire doesn't quite connect, so the circuit
can't conduct electricity.

Each broken section is covered with a simple plastic button containing a tiny metal disc.
When you move the stick in any direction, it pushes down on one of these buttons, pressing the
conductive metal disc against the circuit board. This closes the circuit -- it completes the
connection between the two wire sections. When the circuit is closed, electricity can flow down a
wire from the computer (or game console), through the printed wire, and to another wire leading
back to the computer.

5. microcontroller board.

The microcontroller board is required on the transmitter side as well as receiver side. The
transmitter side is to read the data from the joystick and send it wirelessly to the robotic vehicle.
The receiver side is to take appropriate decisions of the robot.
Thus two microcontroller boards are used in this project.

A microcontroller (sometimes abbreviated µC, uC or MCU) is a small computer on a single

integrated circuit containing a processor core, memory, and programmable input/output
peripherals. Program memory in the form of Ferroelectric RAM, NOR flash or OTP ROM is also
often included on chip, as well as a typically small amount of RAM. Microcontrollers are
designed for embedded applications, in contrast to the microprocessors used in personal
computers or other general purpose applications.

Microcontrollers are used in automatically controlled products and devices, such as automobile
engine control systems, implantable medical devices, remote controls, office machines,
appliances, power tools, toys and other embedded systems. By reducing the size and cost
compared to a design that uses a separate microprocessor, memory, and input/output devices,
microcontrollers make it economical to digitally control even more devices and processes. Mixed
signal microcontrollers are common, integrating analog components needed to control non-
digital electronic systems.

Some microcontrollers may use four-bit words and operate at clock rate frequencies as low as 4
kHz, for low power consumption (single-digit milliwatts or microwatts). They will generally
have the ability to retain functionality while waiting for an event such as a button press or other
interrupt; power consumption while sleeping (CPU clock and most peripherals off) may be just
nanowatts, making many of them well suited for long lasting battery applications. Other
microcontrollers may serve performance-critical roles, where they may need to act more like a
digital signal processor (DSP), with higher clock speeds and power consumption.
The microcontroller used here is ATMELS AVR ATMEGA MICROCONTROLLER. A
microcontroller (sometimes abbreviated µC, uC or MCU) is a small computer on a
single integrated circuit containing a processor core, memory, and programmable
input/output peripherals. Program memory in the form of NOR flash or OTP ROM is also
often included on chip, as well as a typically small amount of RAM. Microcontrollers are
designed for embedded applications, in contrast to the microprocessors used in personal
computers or other general purpose applications.
The Atmel AVR is a CMOS 8-bit microcontroller based on the AVR RISC architecture.
By executing powerful instructions in a single clock cycle, the ATmegaachieves
throughputs approaching 1MIPS per MHz, allowing the system designer to optimize
power consumption versus processing speed.

The features of microcontroller are:

The high-performance Atmel 8-bit AVR RISC-based microcontroller combines 32KB

ISP flash memory with read-while-write capabilities, 1KB EEPROM, 2KB SRAM, 23
general purpose I/O lines, 32 general purpose working registers, three flexible
timer/counters with compare modes, internal and external interrupts, serial programmable
USART, a byte-oriented 2-wire serial interface, SPI serial port, 6-channel 10-bit A/D
converter (8-channels in TQFP and QFN/MLF packages), programmable watchdog timer
with internal oscillator, and five software selectable power saving modes. The device
operates between 1.8-5.5 volts.

By executing powerful instructions in a single clock cycle, the device achieves

throughputs approaching 1 MIPS per MHz, balancing power consumption and processing
speed.
The figure below shows the microcontroller used in this project:
6. The 433 Mhztx Rx module:

This is used to give the wireless capability to the project. The project involves a pair of
transmitter as well as receiver. The transmitter is paired with one microcontroller and receiver
with another.

Working of RF module:
The RF module, as the name suggests, operates at Radio Frequency. The corresponding
frequency range varies between 30 kHz & 300 GHz. In this RF system, the digital data is
represented as variations in the amplitude of carrier wave. This kind of modulation is known as
Amplitude Shift Keying (ASK).

Transmission through RF is better than IR (infrared) because of many reasons. Firstly, signals
through RF can travel through larger distances making it suitable for long range applications.
Also, while IR mostly operates in line-of-sight mode, RF signals can travel even when there is an
obstruction between transmitter & receiver. Next, RF transmission is more strong and reliable
than IR transmission. RF communication uses a specific frequency unlike IR signals which are
affected by other IR emitting sources.

This RF module comprises of an RF Transmitter and an RF Receiver. The transmitter/receiver

(Tx/Rx) pair operates at a frequency of 434 MHz or 315 MHz. An RF transmitter receives serial
data and transmits it wirelessly through RF through its antenna connected at pin4. The
transmission occurs at the rate of 1Kbps - 10Kbps.The transmitted data is received by an RF
receiver operating at the same frequency as that of the transmitter.

The RF module is often used along with a pair of encoder/decoder. The encoder is used for
encoding parallel data for transmission feed while reception is decoded by a decoder. HT12E-
HT12D, HT640-HT648, etc. are some commonly used encoder/decoder pair ICs.

Circuit diagram and practical usage of the module:

This circuit utilizes the RF module (Tx/Rx) for making a wireless remote, which could be used
to drive an output from a distant place. RF module, as the name suggests, uses radio frequency to
send signals. These signals are transmitted at a particular frequency and a baud rate. A receiver
can receive these signals only if it is configured for that frequency.

A four channel encoder/decoder pair has also been used in this system. The input signals, at the
transmitter side, are taken through four switches while the outputs are monitored on a set of four
LEDs corresponding to each input switch. The circuit can be used for designing Remote
Appliance Control system. The outputs from the receiver can drive corresponding relays
connected to any household appliance.
This radio frequency (RF) transmission system employs Amplitude Shift Keying (ASK) with
transmitter/receiver (Tx/Rx) pair operating at 434 MHz or 315MHz. The transmitter module
takes serial input and transmits these signals through RF. The transmitted signals are received by
the receiver module placed away from the source of transmission.

Battery or power supply:

The battery or power supply unit provides the required power to the entire system. As the goal of
this project was to make this trolley portable and automated, it was necessary to choose an
appropriate power system which could supply the requisite amount of the power to the entire
system. The battery chosen for this project was 12 V 7. 5 AH battery.

This can continuously supply a current of 7.5 Amp for one hour.

The following calculations show the power supplied by the battery and other calculations:

Battery voltage: 12 V

Battery current : 7.5 AH

Therefore power output of the battery is given by

P=VxI
 = 12 x 7.5

P = 90 Watt

We use 12 V 2 Amp adapter for charging the system. Therefore time required for charging is
given by the calculations given below:

Power of adapter = 24 Watt

Therefore time required for charging the battery is given by :

t = 90/24

t = 3.75 Hours

The ERW steel pipes:

The ERW steel pipes are not only economical but also provide the sufficient strength for the
structural component fabricated using the ERW steel Pipes. The another advantages of ERW
steel pipes are, these are locally available . This makes them the perfect choice for chassis
fabrication in our project. Further the chassis can be fabricated using simple arc welding process
which makes it easier to fabricate it locally. Hence ERW steel pipes in square Cross section
were selected for chassis fabrication.
Chassis material finally selected: ERW Steel Pipes 25 mm square cross section

30mm Neodymium magnets:

Neodymium is a metal which is ferromagnetic (more specifically it

shows antiferromagnetic properties), meaning that like iron it can be magnetized to become
a magnet, but its Curie temperature (the temperature above which its ferromagnetism disappears)
is 19 K (−254.2 °C; −425.5 °F), so in pure form its magnetism only appears at extremely low
temperatures. However, compounds of neodymium with transition metals such as iron can have
Curie temperatures well above room temperature, and these are used to make neodymium
magnets.

The strength of neodymium magnets is due to several factors. The most important is that
the tetragonal Nd2Fe14B crystal structure has exceptionally high uniaxial magnetocrystalline
anisotropy (HA ~7 T – magnetic field strength H in units of A/m versus magnetic
moment in A·m2). This means a crystal of the material preferentially magnetizes along a
specific crystal axis, but is very difficult to magnetize in other directions. Like other magnets, the
neodymium magnet alloy is composed of microcrystallinegrains which are aligned in a powerful
magnetic field during manufacture so their magnetic axes all point in the same direction. The
resistance of the crystal lattice to turning its direction of magnetization gives the compound a
very high coercivity, or resistance to being demagnetized.

The neodymium atom also can have a large magnetic dipole moment because it has 4 unpaired
electrons in its electron structure as opposed to (on average) 3 in iron. In a magnet it is the
unpaired electrons, aligned so they spin in the same direction, which generate the magnetic field.
This gives the Nd2Fe14B compound a high saturation magnetization (Js ~1.6 T or 16 kG) and a
remnant magnetization of typically 1.3 teslas. Therefore, as the maximum energy density is
proportional to Js2, this magnetic phase has the potential for storing large amounts of magnetic
energy (BHmax ~ 512 kJ/m3 or 64 MG·Oe). This magnetic energy value is about 18 times
greater than "ordinary" ferrite magnets by volume, and 12 times by mass. This magnetic energy
property is higher in NdFeB alloys than in samarium cobalt (SmCo) magnets, which were the
first type of rare-earth magnet to be commercialized. In practice, the magnetic properties of
neodymium magnets depend on the alloy composition, microstructure, and manufacturing
technique employed.

The Nd2Fe14B crystal structure can be described as alternating layers of iron atoms and a
neodymium-boron compound. The diamagnetic boron atoms do not contribute directly to the
magnetism, but improve cohesion by strong covalent bonding. The relatively low rare earth
content (12% by volume) and the relative abundance of neodymium and iron compared
with samarium and cobalt makes neodymium magnets lower in price than samarium-cobalt
magnets.
Fabrication

Till date the chassis is completed and the image below shows the completed chassis. The
following operations were involved in chassis fabrication.

 Cutting
 Welding
 Grinding
The Magnetic Drive train:
The Sprocket Chain drive:
The Final Complete assembly:
THE DESIGN CALCULATIONS:

Design of Shatft:

As per the requirement the following motor was chosen for the machine.
The details of the motor chosen are 12 V Watt Dc geared motor.
From the available motors we select the motor with following specifications
Operating voltage V = 12 V
Current I = 1.8 A at load
Speed = 35 rpm
As we know the total power is given by
Power = Voltage x Current
P= V x I
= 12 x 1.8
= 21.6 Watt

Power of the shaft= 2 Pi N T/60

where N is the Rpm of the motor 35

T= torque transmitted
P= 2x pi x 35 x T/60
T= 21.6 x 60/ 2 x pi x 35
5.89 x 1000 N-mm

No of teeth on sprocket =14

Pitch of the sprocket = .538 Inches

therefore diameter of the sprocket = pcosec(180/T)

=.625 cosec(180 / 14)
=2.4181 inches
=60.91
=60 mm
torque transmitted = force x radius
= 5.89 x 1000= F x 30
F=196.333 N
F= 20.01 kg

Torque transmitted by the shaft is given by

T=pi/16 x shear stress x dx d x d
Selectable permissible shear stress as 70 N /mm square

from the above formula calculate D

D=7.35 mm
Taking factor of safety as 1.5
D actual = 7.35 x 1.5
D = 11 mm Therefore form data design hand book standard shat size is 12 mm
D= 12 mm
 Software Used:

The software used to program the microcontroller is the arduino IDE. Arduino is an open-source
computer hardware and software company, project and user community that designs and
manufactures kits for building digital devices and interactive objects that can sense and control
the physical world. Arduino boards may be purchased preassembled, or as do-it-yourself kits; at
the same time, the hardware design information is available for those who would like to
assemble an Arduino from scratch.

The project is based on a family of microcontroller board designs manufactured primarily by

SmartProjects in Italy, and also by several other vendors, using various 8-bit AtmelAVR
microcontrollers or 32-bit Atmel ARM processors. These systems provide sets of digital and
analog I/O pins that can be interfaced to various extension boards and other circuits. The boards
feature serial communications interfaces, including USB on some models, for loading programs
from personal computers. For programming the microcontrollers, the Arduino platform provides
an integrated development environment (IDE) based on the Processing project, which includes
support for C and C++ programming languages.

The arduino board is connected to pc and the program is burnt onto the microcontroller board.
The figure below shows the arduino integrated development environment for compiling and
uploading the programs to arduino board.
The arduino IDE
Conclusion:

Our system successfully demonstrates the benefits of contactless power transmission like, higher
transmission efficiency, reduced power loss, no friction as it is contactless and hence no wear of
components and system so greater life of system. Above all there is no noise and vibrations like
contact system. Magnetic couplings, clutches and brakes are both safe, reliable and particularly
economical to operate. They work without wear or contact, are virtually maintenance- free,
operate with low bearing friction (concentric ring couplings) and, under conditions of normal
use, have an almost unlimited working life. They are particularly useful when it is necessary to
ensure a strict, physical separation between the drive and driven side. A magnetic gear uses
permanent magnets to transmit torque between an input and output shaft without mechanical
contact. Torque densities comparable with mechanical gears can be achieved with an efficiency
>99% at full load and with much higher part load efficiencies than a mechanical gear. For higher
power ratings a magnetic gear will be smaller, lighter and lower cost than a mechanical gear.
Since there is no mechanical contact between the moving parts there is no wear and lubrication is
not required

References:
[1] Wu, Yi-Chang, and Chih-Wen Wang. "Transmitted Torque Analysis of a Magnetic Gear
Mechanism with Rectangular Magnets." Appl. Math 9.2 (2015): 1059- 1065.
[2] Wang, Li, et al. "Design and construction of a prototype solenoid coil for MICE coupling
magnets." IEEE Transactions on Applied Superconductivity 20.3 (2010): 373-376.
[3] Perez-Diaz, Jose Luis, et al. "Contactless mechanical components: gears, torque limiters and
bearings." Machines 2.4 (2014): 312-324.
[4] Niguchi, Noboru, et al. "Transmission torque characteristics in a magnetic gear." Electrical
Machines (ICEM), 2010 XIX International Conference on. IEEE, 2010.
[5] Baran, W. and M. Knorr, "Synchronous couplings with sm co5 magnets," 2nd Int. Workshop
on Rare-earth Cobalt Permanent Magnets and Their Applications, 140-151, Dayton, Ohio, USA,
1976.
[6] Yonnet, J. P., "Permanent magnet bearings and couplings," IEEE Trans. Magn., Vol. 17, No.
1, 1169- 1173, 1981.doi:10.1109/TMAG.1981.1061166
[7] Yonnet, J. P., S. Hemmerlin, E. Rulliere, and G. Lemarquand, "Analytical calculation of
permanent magnet couplings," IEEE Trans. Magn., Vol. 29, No. 6, 2932-2934, 1993.
doi:10.1109/20.280913
[8] Furlani, E. P., "Formulas for the force and torque of axial couplings," IEEE Trans. Magn.,
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