Professional Documents
Culture Documents
CONTENTS
2. SYNOPSIS
3. WORKING
5. BRAKE DETAILS
11. CONCLUSION
12. BIBILOGRAPHY
ABSTRACT
ABSTRACT
The aim is to design and develop a control system based on breaking system
of an AIR controlled safely automotive wheel braking system.
The control valve which directs the air to the double acting cylinder for
breaking control. This braking actions is implemented In our project, we have to
apply this braking system in one wheel as a model.
INTRODUCTION
CHAPTER – I
INTODUCTION
CHAPTER – I
INTRODUCTION
In cars the hand brake is a latching brake usually used to keep the car stationary.
automobiles e-brakes usually consist of a cable directly connected to a brake mechanism on one
end and to some type of mechanism that can be actuated by the driver on the other end .the
mechanisms is often a hand –operated lever, on the floor on either side of the driver, a pull handle
located below and near the steering wheel column, or a pedal located far apart from the other
pedals.
Although sometimes known as an emergency brake, using it in any emergency where the
footbrake is still operational is likely to badly upset the brake balance of the car vat increase the
likelihood of loss of control of a vehicle for example by initiating the rear – wheel skid.
Additionally, the stopping force provided using the hand brake of or in addition to the footbrake is
usually small and would not significantly aid in stopping the vehicle, again because it usually
operates on rear wheel while braking .the emergency brake is instead intended for use in case of
mechanical failure where the regular footbrake is inoperable or compromised, hopefully with
opportunity to apply the brake in a controlled manner to bring the vehicle to a safe. If gentle half
before seeking service assistance The most common use for an automobile emergency brake is to
keep the vehicle motionless when it is parked, thus the alternative name, parking brake .car
emergency brake have a ratchet locking mechanism that will keep them engaged until a release
button is pressed . on vehicles with automatic transmission, this is usually used in concert with
parking pawl in the transmission .automotive safety experts recommended the use of both system
is required by laws in some jurisdictions .yet many individuals use only the park position on the
automatic transmission and not the parking brake.
LITERATURE SURVEY
A traditional handbrake is very simple by pulling the lever up; you are pulling two cables which
run to each of the rear brakes. By adding tension to these cables, this in turn causes the pads (or
‘shoes’ for cars with drum brakes) to squeeze against the discs (or drums) to hold the rear wheels
firmly in place. Some cars with disc brakes have separate handbrake drum-brake shoes or even a
separate disc-brake caliper for the handbrake.
Later electronic parking brake replaces this mechanical system with an electrical one. By pressing
the switch, motors on each brake caliper squeeze the pads into the disc. We are trying to make
hand brake mechanism even simpler using rack & pinion and proximity sensors.
The modern automobile drum brake was invented in 1902 by Louis Renault,
though a less - sophisticated drum brake had been used by Maybach a year earlier. In the
first drum brakes, the shoes were mechanically operated with levers and rods or cables.
From the mid-1930s the shoes were operated with oil pressure in a small wheel cylinder
and pistons, though some vehicles continued with purely-mechanical systems for
decades. Some designs have two wheel cylinders.
The shoes in drum brakes are subject to wear and the brakes needed to be adjusted
regularly until the introduction of self adjusting drum brakes in the 1950s. In the 1960s
and 1970s brake drums on the front wheel of cars were gradually replaced with disc
brakes and now practically all cars use disc brakes on the front wheels, with many
offering disc brakes on all wheels. However, drum brakes are still often used for
handbrakes as it has proved very difficult to design a disc brake suitable for holding a
car when it is not in use. Moreover, it is very easy to fit a drum handbrake inside a disc
brake so that one unit serves for both footbrake and handbrake.
Early type brake shoes contained asbestos. When working on brake systems of
older cars, care must be taken not to inhale any dust present in the brake assembly. The
United States Federal Government began to regulate asbestos production, and brake
manufactures had to switch to non-asbestos linings. Owners initially complained of poor
braking with the replacements; however, technology eventually advanced to
compensate. A majority of daily-driven older vehicles have been fitted with asbestos-
free linings. Many other countries also limit the use of asbestos in brakes.
Drum brakes consist of a backing plate, brake shoes, brake drum, wheel cylinder,
return springs and an automatic or self-adjusting system. When you apply the brakes,
brake fluid is forced, under pressure, into the wheel cylinder which, in turn, pushes the
brake shoes into contact with the machined surface on the inside of the drum. When the
pressure is released, return springs pull the shoes back to their rest position. As the brake
linings wear, the shoes must travel a greater distance to reach the drum. When the
distance reaches a certain point, a self-adjusting mechanism automatically reacts by
adjusting the rest position of the shoes so that they are closer to the drum.
1.2.1 BRAKE SHOES
Like the disc pads, brake shoes consist of a steel shoe with the friction material or
lining riveted or bonded to it. Also like disc pads, the linings eventually wear out and
must be replaced. If the linings are allowed to wear through to the bare metal shoe, they
will cause severe damage to the brake drum.
The backing plate is what holds everything together. It attaches to the axle and
forms a solid surface for the wheel cylinder, brake shoes and assorted hardware. It rarely
causes any problems.
Brake drums are made of iron and have a machined surface on the inside where
the shoes make contact. Just as with disc rotors, brake drums will show signs of wear as
the brake linings seat themselves against the machined surface of the drum. When new
shoes are installed, the brake drum should be machined smooth. Brake drums have a
maximum diameter specification that is stamped on the outside of the drum. When a
drum is machined, it must never exceed that measurement. If the surface cannot be
machined within that limit, the drum must be replaced.
The wheel cylinder consists of a cylinder that has two pistons, one on each side.
Each piston has a rubber seal and a shaft that connects the piston with a brake shoe.
When brake pressure is applied, the pistons are forced out pushing the shoes into contact
with the drum. Wheel cylinders must be rebuilt or replaced if they show signs of
leaking.
The major components of the drum brake assembly is shown in the following
figure the detailed exploded view of drum brake components.
Return springs pull the brake shoes back to their rest position after the pressure is
released from the wheel cylinder. If the spring are weak and do not return the shoes all
the way, it will cause premature lining wear because the linings will remain in contact
with the drum. A good technician will examine the springs during a brake job and
recommend their replacement if they show signs of fatigue. On certain vehicles, the
technician may recommend replacing them even if they look good as inexpensive
insurance.
The parts of a self adjusting system should be clean and move freely to insure that
the brakes maintain their adjustment over the life of the linings. If the self adjusters stop
working, you will notice that you will have to step down further and further on the brake
pedal before you feel the brakes begin to engage. Disc brakes are self adjusting by
nature and do not require any type of mechanism. When a technician performs a brake
job, aside from checking the return springs, he will also clean and lubricates the self
adjusting parts where necessary.
In drum brakes, the cable pulls on a lever mounted in the rear brake and is directly
connected to the brake shoes. This has the effect of by passing the wheel cylinder and
controlling the brakes directly.
1. Support plate
2. Park brake shoes
3. Equalizer
4. Springs
5. Hold down clips
6. Adjuster
Disc brakes on the rear wheels add additional complication for parking brake systems.
There are two main designs for adding a mechanical parking brake to rear disc brakes.
The first type uses the existing rear wheel caliper and adds a lever attached to a
mechanical corkscrew device inside the caliper piston. When the parking brake cable
pulls on the lever, this corkscrew device pushes the piston against the pads, thereby
bypassing the hydraulic system, to stop the vehicle. This type of system is primarily
used with single piston floating calipers, if the caliper is of the four piston fixed type,
then that type of system can’t be used. The other system uses a complete mechanical
drum brake unit mounted inside the rear rotor. The brake shoes on this system are
connected to a lever that is pulled by the parking brake cable to activate the brakes. The
brake “drum” is actually the inside part of the rear brake rotor.
On cars with automatic transmissions, the parking brake is rarely used. This can cause
a couple of problems. The biggest problem is that the brake cables tend to get corroded
and eventually size up causing the parking brake to become inoperative. By using the
parking brake from time to time, the cables stay clean and functional. Another problem
comes from the fact that the self adjusting mechanism on certain brake systems uses the
parking brake actuation to adjust the brakes. If the parking brake is never used, then the
brakes never get adjusted.
Disc brakes consist of a metal disc attached to the wheel hub that rotates with the
wheel. Calipers are attached to the frame or fork along with pads that squeeze together
on the disc. Such brakes have been successfully used on motorcycles for decades, and
been the principal choice there. The disc brake is a lot like the brakes on bicycle. Bicycle
brakes have a caliper, which squeezes the brake pads against the wheel. In a disc brake,
the brake pads squeeze the rotor instead of the wheel, and the force is transmitted
hydraulically instead of through a cable. Friction between the pads and the disc slows
the disc down.
1.4.2 CONSTRUCTION
A Disc brake uses a flat, round disc or rotor, attached to the wheel hub
instead of a drum. Brake pads are positioned on the opposite sides of the rotor and are
mounted in the brake caliper. The caliper contains the hydraulic piston used to apply the
shoes and to transmit the braking forces from the shoes to the suspension members.
All disc brakes are non energized, non servo brakes; lining pressure is directly
proportional to brake pedal pressure.
Centrifugal force will throw the contaminants off the rotor. A disc brake will have much
cooler operation than drum brakes because of increased area that is exposed to the air
flowing past it.
All modern automotive brake system uses a hydraulic system to transmit the
application forces from the brake pedal to the brake shoes.
The brake’s hydraulic system begins at the master cylinder. The master cylinder is
basically a piston type hydraulic pump operated by the brake pedal. As brake pedal is
pushed, brake fluid is pumped to the caliper or wheel cylinder piston. This fluid pushes
on the pistons, which push the brake shoes against the rotor.
In case of disc brakes the frictions surface is directly exposed to the cooling air, so
the heat dissipation is much easier in disc brake than drum brakes.
The frictional surface in case of disc brakes are flat when compared to curved
surface of drum brakes, this mean in disc brakes there is uniform wear.
Frictional pad material is not subjected to any bending, thereby increasing the
range of materials from which to choose the suitable one.
The design of disc brakes is such that there is no loss efficiency due to expansion,
as the system becomes hot, expansion of drum of internally expanded shoe types
if brake tends to move the friction surface apart, causing a loss of effective pedal
travel, on the friction surfaces slightly without tending to increase the clearance.
Disc brake weigh less than their conventional drum type counterpart a saving
approximately 20% being possible.
Disc brake has a better anti fade characteristics than drum brakes.
1.4. DISADVANTAGES
Air bubbles if any got trapped in the hydraulic circuit will result is brake failure.
Sufficient level of brake fluid should always be maintained all the time
Hydraulic disc brakes usually require relatively specialized tools to bleed the
brake systems.
Repairs on the trail are difficult to perform, whereas mechanical disc brakes rarely
fail completely.
Considering the above mentioned advantages and superior nature of disc brakes we
decided to choose modifications in disc brakes to make it much simpler and more
effective and cheaper design.
1.5 HYDRAULIC VS MECHANICAL
Two main disc brake systems exist: hydraulic and mechanical (cable-actuated).
Mechanical disc brakes (which are almost always less expensive than hydraulic) have
less modulation than hydraulic disc brake systems, and since the cable is usually open to
the outside, mechanical disc brake tend to pick up small bits of dirt and grit in the cable
lines when ridden in harsh terrain. Hydraulic disc rakes use fluid from a reservoir,
pushed through a hose, to actuate the pistons in the disc caliper that then actuate the
pads. Hydraulic disc brake systems generally keep contaminants out better. However,
since hydraulic disc brakes usually require relatively specialized tools to bleed the brake
systems, repairs on the trail are difficult to perform, whereas mechanical disc brakes
rarely fail completely. Hydraulic disc brakes occasionally require bleeding of the brake
lines to remove air bubbles. There are two types of brake fluid used in disc brakes today:
mineral oil and DOT fluid. Mineral oil is generally inert and while DOT has a higher
boiling point, it is known to be corrosive to frame paint. The two are generally not
interchangeable, as the different fluids may cause seals to swell or be corroded. Also, the
hydraulic fluid may boil on steep, continuous down hills. This is due to heat building up
in the disc and pads and can cause the brake to lose its ability to transmit force through
incompressible fluids, since some of it has become a gas, which is compressible. To
avoid this problem, 203 mm (8 inch) diameter disc rotors have become common on
downhill bikes. Larges rotors dissipate heat more quickly and have a larger amount of
mass to absorb heat. For these reasons, one must weigh the advantages and
disadvantages of using a hydraulic system versus a mechanical system.
1) DCV system
2) Pneumatic actuator unit
3) Hand Brake lever
A rack is a toothed bar or rod that can be thought of as a sector gear with an infinitely large radius of
curvature. Torque can be converted to linear force by meshing with a gear; the pneumatic piston is used
for movement. Such a mechanism is used in automobiles to convert the rotation of the steering wheel
into the left-to-right motion of the tie rod(s).Linear actuation is used to engage the hand brake lever and
disengagement is done by spring tension.
DESCRIPTION OF
PNEUMATIC COMPONENTS
DESCRIPTION OF PNEUMATIC COMPONENTS
3. Pneumatic fittings
b. Flexible hoses
c. Air compressors
end of the piston is a rod which the rod end has one port. This rod end port is used for
entrance of air and extends outside one end of the cylinder. At another end is a port for
exit of air.
Double acting cylinder can be extended and retracted pneumatically. The smallest
bore size of a double acting cylinder is 1 1/8 inch. The piston, which is made of ductile
SPOOL VALVE:
The spool is rod in 5/2 values, so that 5/2 valve is called “spool
A direction control valve is used to change the direction of airflow as and when
required by the system for reversing the machine tool devices. A direction control valve
air pressure. The fluid or air pressure is applied to the cylinder piston through a valve
operated by a cylindrical electrical coil. The electrical coil along with its frame and
plunger is known as the solenoid and the assembly of solenoid and mechanical valve is
electromechanical device used in control of machines. Solenoid valves are of two types,
In fig 1 is shown a single solenoid spring return valve in its de-energized condition. The
symbol for the solenoid and the return are also shown. The solenoid valve is shown
the solenoid valve action. In the de energized condition, the plunger and the valve spool
In this position of spool, port P is connected to port A and port B is connected to tank or
exhaust (i.e. atmosphere) if air is used. Spring pressure (S) keeps the spool in this
condition
is de
energized. Fluid pressure from port P through port A is applied to the left side of the
cylinder piston. Thus the cylinder piston moves in the right direction. Now
when the solenoid coil is energized, plunger is attracted and it pushes the spool against
spring pressure.
B. Thus pressure is applied to the cylinder piston from right and moves the piston rod to
the left. At the same time fluid in the other side is drained out to the tank. When the
solenoid coil is again de energized, the spring (S) will move the spool to its original
position as shown in figure 1. Thus, normally when the solenoid coil is de energized the
There are no nuts to tighten the tube to the fittings as in the conventional type of
metallic fittings. The tube is connected to the fitting by a simple push ensuring leak
proof connection and can be released by pressing the cap and does not require any
special tooling like spanner to connect (or) disconnect the tube from the fitting.
Elastomer or synthetic rubber, which permits operation at high pressure. The standard
outside diameter of tubing is 1/16 inch. If the hose is subjected to rubbing, it should be
2.5.1. ADVANTAGES
More room and less weight: fewer components result in savings in terms
of space and weight
DISADVANTAGES
APPLICATIONS
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Total 6000.00
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PHOTO VIEW
PHOTO VIEW