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REPORT
ON
AIR (PNUEMATIC) BRAKE SYSTEM
BY
Submitted by:
Sudeep Singh (ME Final Year)
Satendra Bharti (ME Final Year)
Pramod Sonker (ME Final Year)
Ahsaan Ullah (ME Final Year)
Abstract:
An air braking unit is used in an air braking system. The air braking unit is
arranged to be positioned, in use, at a vehicle wheel, and comprises an inlet for
receiving, in use, compressed air from a central source. At least one first valve
is arranged to selectively allow compressed air from the inlet to enter a wheel
brake chamber in use.
At least one second valve is arranged to selectively allow air from the brake
chamber to be released via an outlet to the atmosphere in use and control
means controls the first and second valves to operate to selectively control the
air pressure in the brake chamber in use.
1.1
CONTENTS
1. Introduction
2. History and development
3. Principles of Operation and Construction
4. Components
5. Advantages and Disadvantages
6. Literature Survey
7. Scope of Air Brake System
8. Future Aspects
9. Summary
10. References
1.
1.1 INTRODUCTION
1.1.1 Air Brake
A friction type of energy-conversion mechanism used to retard, stop, or hold a vehicle
or other moving element. The activating force is applied by a difference in air
pressure. With an air brake, a slight effort by the operator can quickly apply full
braking force.
The air brake, operated by compressed air, is used in buses; heavy-duty trucks,
tractors, and trailers; and off-road equipment. The air brake is required by law on
locomotives and railroad cars. The wheel-brake mechanism is usually either a drum
or a disk brake. The choice of an air brake instead of a mechanical, hydraulic, or
electrical brake depends partly on the availability of an air supply and the method of
brake control.
In a motor vehicle, the air-brake system consists of three subsystems: the air-supply,
air-delivery, and parking/emergency systems. The air-supply system includes the
compressor, reservoirs, governor, pressure gage, low-pressure indicator, and safety
valve. The engine-driven compressor takes in air and compresses it for use by the
brakes and other air-operated components. The compressor is controlled by a
governor that maintains air compression within a preselected range. The compressed
air is stored in reservoirs.
The air-delivery system includes a foot-operated brake valve, one or more relay
valves, the quick-release valve, and the brake chambers. The system delivers
compressed air from the air reservoirs to the brake chambers, while controlling the
pressure of the air. The amount of braking is thereby regulated. In the brake
chambers, the air pressure is converted into a mechanical force to apply the brakes.
As the pressure increases in each brake chamber, movement of the diaphragm
pushrod forces the friction element against the rotating surface to provide braking.
When the driver releases the brake valve, the quick-release valve and the relay valve
release the compressed air from the brake chambers. The parking/emergency
system includes a parking-brake control valve and spring brake chambers. These
chambers contain a strong spring to mechanically apply the brakes (if the brakes are
properly adjusted) when air pressure is not available.
During normal vehicle operation, the spring is held compressed by system air
pressure acting on a diaphragm. For emergency stopping, the air-brake system is split
into a front brake system and a rear brake system. If air pressure is lost in the front
brake system, the rear brake system will continue to operate. However, the supply air
will be depleted after several brake applications. Loss of air pressure in the rear
brake system makes the front brake system responsible for stopping the vehicle, until
the supply air is depleted.
1.3.5 Gauges
There is a gauge showing how much pressure is currently in the tank. If this is too
much, the pump must be shut off. It is also handy to see when you have enough
pressure to operate the pneumatic tools that the air compressor system is driving.
Some of the gauges are not visible--such as those which turn the pump on and off
and the gauge that controls the emergency relief pressure valve
1.4 Components
A basic air brake system capable of stopping a vehicle has five main components:
1. A compressor to pump air with a governor to control it.
2. A reservoir or tank to store the compressed air.
3. A foot valve to regulate the flow of compressed air from the reservoir when it is
needed for braking.
4. Brake chambers and slack adjusters to transfer the force exerted by the
compressed air to Mechanical linkages.
5. Brake linings and drums or rotors to create the friction required to stop the
wheels.
It is necessary to understand how each of these components works before studying
their functions in the air brake system.
Usually compressors are lubricated from the engine lubrication system, although
some compressors are self-lubricating and require regular checks of the lubricant
level.
It is very important the air that enters the system be kept as clean as possible. The air
must first pass through a filter to remove any dust particles. The air filter must be
cleaned regularly. A dirty filter will restrict the flow of air into the compressor,
reducing its efficiency. Some vehicles have the inlet port of the compressor connected
to the intake manifold and receive air that has been filtered by the engine air cleaner.
A piston type compressor operates on the same principle as the intake and
compression strokes of an engine.
· Intake stroke: The downward stroke of the piston creates a vacuum within the
cylinder which causes the inlet valve to open. This causes atmospheric air to flow
past the inlet valve into the cylinder.
Compression stroke: The upward motion of the piston compresses the air in the
cylinder. The rising pressure cannot escape past the inlet valve (which the
compressed air has closed). As the piston nears the top of the stroke, the pressurized
air is forced past the discharge valve and into the discharge line leading to the
reservoir.
1.4.2 Reservoirs
Reservoirs or tanks hold a supply of compressed air. The number and size of the
reservoirs on a vehicle will depend on the number of brake chambers and their size,
along with the parking brake configuration. Most vehicles are equipped with more
than one reservoir. This gives the system a larger volume of main reservoir air. The
first reservoir after the compressor is referred to as the supply or wet reservoir. The
other reservoirs are known as primary and secondary or dry reservoirs. When air is
compressed, it becomes hot. The heated air cools in the reservoir, forming
condensation. It is in this reservoir that most of the water is condensed from the
incoming air.
The Advantages
In a vehicle, heat energy from the engine is converted into kinetic energy to enable
its motion. When it comes to stopping motion, the same needs to be done in reverse--
the kinetic energy needs to be converted into heat energy, bringing the vehicle to a
halt. This is achieved using frictional devices called brakes. Most light vehicles today
use hydraulic fluid brakes while in most heavy vehicles, brakes operating on
compressed air are used.
1.5.1 Safety
A hydraulic brake contains special braking fluid in cylinders which is compressed
when the brake pedal is pressed, delivering the pressure to the frictional components
near the wheels which then press against each other to stop the vehicle. This process
has a serious drawback: if there is a leak in the braking system which results in
partial or complete loss of the braking fluid, the efficiency of the braking system is
significantly reduced or even completely lost. Air brakes remedy this issue by using
air instead of any special braking fluid to deliver pressure to the braking components.
Since air is readily available for free everywhere on the surface of earth, this
significantly reduces the chance of brake failure due to leaks in the braking system.
This is the primary reason for the use of air brakes being mandatory under
Government regulations for vehicles exceeding a certain size or carrying passengers
for commercial purposes.
1.5.2 Reliability
Air brakes are much more reliable than hydraulic brakes. Firstly, most modern air
brakes operate on a principle known as the triple valve system, as explained on
SDRM.org's Train Air Brake Description and History article, which is designed in a
manner opposite to hydraulic brakes or even previously used types of air brakes. In a
conventional braking system, the brake is in its released position by default and is
activated only when the braking fluid is compressed. Triple-valve system air brakes
however, are in the activated state by default and are released only with compressed
air pressure. When the vehicle is started, the compression begins and the brakes are
released when the vehicle is put to motion. Thus, if there is a leak or even if the
compression mechanism completely fails, the brakes revert back to their default,
activated position and the vehicle is brought to rest.
1.5.3 Cost Effectiveness
The special braking fluid used in hydraulic brakes is quite expensive. Air on the other
hand, is freely available. Although this doesn't make much of a difference in small
vehicles which require little hydraulic braking fluid, it does matter significantly in
larger vehicles like heavy duty trucks and locomotives which would require high
quantities of the fluid if hydraulic brakes were used.
The Disadvantages
Among the disadvantages are the costs of the equipment, which may be greater,
compared to other power systems. Also, the high pressure air might be dangerous in
the event of a failure.
Truck braking systems can usually still provide low levels of braking force even with
maintenance deficiencies. This low-level braking force will allow the truck driver to
adequately stop the truck for normal operations such as slowing for a stop sign.
However, when a high level of braking force is demanded in an emergency, these
deficiencies will show themselves. Even though the driver is applying the brakes very
hard, he will not get the expected result, which is a high level of deceleration. In this
case, the brakes are slowing the truck, but not as quickly as the driver expects them
to. Most likely the driver will perceive that the brakes are not working at all. In
reality, the brakes are working, but not at the level of performance expected for an
emergency application.
Brake Imbalance
Another brake performance problem that results from poor maintenance is brake
imbalance, which can be caused by deficiencies that affect some of the brakes in the
system but not others. Brake imbalance can also happen by having mismatched brake
system components that cause some brakes to work harder than others. Brake
imbalances can lead to instability during braking, brake fade, and brake fires.
Good brake balance is a result of having properly matched, maintained, and adjusted
brake system components, as well as a properly loaded trailer. There are two main
types of brake balance; torque balance and pneumatic balance. Proper torque balance
is created by having matched mechanical components, which are working properly
and adjusted correctly.
1.2 SCOPE OF THE PROJECT
Today tractors and trailers fitted with air brakes in agricultural and forestry
applications play an important part in the tractor industry. Many vehicle
manufacturers are now fitting their tractors with these air compressing systems
when they are created at the factory. As well, more tractors are being retro-fitted
with air braking equipment therefore more workshops will need to install and
support these systems now and in the future. The trend today is to use tractors with
more engine power to carry heavier loads. Safety is enhanced by using either air or
hydraulic braking systems. Responsible farm managers have recognized
the advantages of air braking systems and fitted their tractor-trailer combinations
accordingly.
1.2.1 Features
Tractor Trailer
Line filter
Compressor
Relay emergency valve with
Unloader
release valve
Air reservoir
Automatic load sensing valve
Trailer control valve
Brake cylinder
Coupling head (two, single and
Coupling head (supply and
control lines)
brake)
1.2.2 Benefits
Permits a smooth gradual braking process for the tractor-trailer
combinations
Advancement of the braking process for the trailer prevents under
running
Buffing of the trailer is prevented
When the tractor-trailer combination separates, the trailer's air brake is
automatically activated
The compressed air generating system on the tractor and the air braking
system on the trailer can be easily retrofitted
Air braking systems are ecologically friendly for the agricultural
environment
Air braking systems can reduce service costs and they are robust and
durable
1.2.3 Applications
a) Agricultural tractor and trailer
b) Forestry vehicles
c) City Works vehicles
d) Tractors with self propelled power engines
e) Telehandlers
1.6 FUTURE ASPECTS OF AIR BRAKING
This system resembles the Westinghouse air brake. A locomotive employs a main
reservoir of compressed air which is distributed along a brake pipe running the
length of the train. For each car, a triple valve connects the brake pipe to an auxiliary
reservoir and a brake cylinder. If the pressure in the brake pipe is lower than that in
the auxiliary reservoir, the brakes are applied from compressed air inside the
auxiliary reservoir. If the pressure in the brake pipe is higher than that of the
auxiliary reservoir, the brakes are released and the auxiliary reservoir is refilled from
the brake pipe. Low pressure in the brake pipe (usually still higher than atmospheric
pressure) thus applies the brakes, while high pressure releases the brakes. Due to the
design of the triple valve, a partial brake application is possible while a partial release
is basically not. The driver has a non-self lapping handle consisting of release, lap and
service positions.
1.7 Project Summary
According to a first aspect, the control system having one or more inputs indicative of
a vehicle operating state, and an output for determining whether a compressor is on-
load or off-load, the system further including target means to calculate in real time a
target pressure for a reservoir downstream of said compressor, said output being
responsive to said target means.
Control system inputs may comprise one or more of the following variables; engine
speed, vehicle speed, vehicle throttle opening, air pressure in a reservoir of the
braking system, air temperature at the outlet of the air compressor, dryness of the
desiccant of an air dryer downstream of the compressor relative humidity of ambient
air, dryness of air downstream of the air dryer, etc.
In a preferred embodiment the control system comprises a first input for indicating
vehicle engine speed, a second input for indicating vehicle speed, a third input for
indicating vehicle throttle opening, and a fourth input for indicating air pressure in a
reservoir downstream of the compressor, the target pressure being higher during
throttle-off modes than during throttle-on modes.
In this specification the term ‘throttle’ is used in relation to the vehicle accelerator
pedal or other means used to control admission of fuel to the vehicle engine.
Such a system requires a higher target pressure in throttle-off modes when the
vehicle is likely to be coasting or slowing down. In such circumstances the fuel supply
is normally closed off by the driver releasing the accelerator pedal and accordingly
vehicle momentum drives the engine and thus the compressor. The energy to drive
the compressor in this mode is ‘free’, at least to the extent that fuel is not being burnt.
Additional slowing of the vehicle occurs as a result of the compressor being on-load,
but this may be useful where the throttle-off mode is accompanied by or followed by
a braking event. In order to take maximum advantage during the throttle-off mode,
the target pressure in the air reservoir can be raised above the normal level, and as a
result compressor on-time during throttle-on modes can be reduced.
The invention permits a small but significant, reduction in vehicle fuel consumption,
and requires only minor adaptation of existing electronic control systems.
In a preferred embodiment the higher target pressure exceeds the normal target
pressure by 8-10%. The system may include a third yet higher target pressure to
meet high pressure requirements of associated air systems such as air suspension.
A particular advantage of the invention is that the higher target pressure exists
during a braking (throttle-off) mode, and where this is the final braking event before
the engine is stopped, the reservoir has an extra air charge to give a final purge of the
usual air dryer. This is especially useful since the air braking system is left in a dry
and clean state at the end of the working day. Also, the vehicle air system is clean and
dry at the beginning of the next working day.
Preferably independent control of compressor and purge valve is provided. This
ensures that the air line connecting the compressor and purge valve/reservoir is not
exhausted each time the purge valve is actuated. Clearly if this air line is exhausted, as
has hitherto been the case, the compressor is required to operate for a greater time
when brought on load.
Conversely, the normal target pressure may be reduced. For example, if the output
from the compressor is very hot, due for instance to hot ambient conditions and
significant air demand (and hence significant compressor on-time), the compressed
air may approach the temperature at which desiccant in the usual air dryer may be
damaged. In such circumstances it may be desirable to reduce the normal target
pressure, thereby reducing compressor on-time and permitting the compressor to
cool down.
The control system preferably includes an override to ensure that lower target
pressures are not imposed during conditions when maximum air volume is required,
for example during an emergency braking event.
According to a second aspect there is provided a control system for the compressor of
a vehicle air braking system, the compressor being capable of being taken offload at a
predetermined target pressure, wherein the control system has an input indicative of
vehicle throttle position and is adapted to increase said target pressure in real time at
a zero throttle opening.
According to a third aspect there is provided a control system for the compressor of a
vehicle air braking system, the control system having a first input for indicating
vehicle engine speed, a second input or indicating vehicle speed, a third input for
indicating vehicle throttle opening, a fourth input for indicating air pressure in a
reservoir downstream of the compressor, and an output for determining whether the
compressor is on-load or off-load, the system further including means to calculate in
real time a target pressure for said reservoir, the target pressure being higher during
throttle-off modes than throttle-on modes.
According to a fourth aspect there is provided a method of controlling a compressor
of a vehicle air braking system, the method comprising the steps of:
Provide a control system for the compressor having one or more inputs indicative of
a vehicles operating state,
Provide an output from the control system to place the compressor either on-load or
off-load depending upon said vehicle operating state,
Provide target means to calculate a target pressure for a reservoir downstream of
said compressor, wherein said output from the control system is responsive to said
target means.
1.8 REFERENCES
1. WIKIPEDIA.CO.UK
2. HOWSTUFFWORKS.COM
3. EHOW.COM
4. FREE PATENTSONLINE.COM
5. TECHNOPEDIA.COM
6. ENCYCLOPEDIA.COM
7. CRASHFORENSIC.COM
8. www.gnb.ca/0276/vehicle/pdf/ab_manual-e.pdf