ANTI-LOCK BRAKING SYSTEM IN VEHICLES

A SEMINAR REPORT Submitted by

SURENDRA SINGH DEVRA

In partial fulfillment for the award of degree Of BACHELOR OF TECHNOLOGY In

MECHANICAL ENGINEERING

DEPARTMENT OF MECHANICAL ENGINEERING SIR PADAMPAT SINGHANIA UNIVERSITY, UDAIPUR

APRIL 2013

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BONAFIDE CERTIFICATE

Certified that this project report ANTI-LOCK BRAKING SYSTEM IN VEHICLES is the bonafide work of SURENDRASINGH DEVRA who carried out the seminar work under my supervision.

(Prof. Naveen Kumar) HEAD Mechanical Engineering Department Sir Padampat Singhania University Udaipur

PROF.LAKSHMIPRASAD SUPERVISOR Assistant Professor Mechanical Engineering Department Sir Padampat Singhania University Udaipur

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ABSTRACT

To find auto break when enter accident area by proximity system when the two disciplines (Mechanical &Electronic) are brought together, a whole new world of interesting possibilities opens up. Here is a very simple and useful circuit for security purposes. Any vehicle when entered without break in proximity area become safe, one can seek the help of security proximity system. The project has two main parts an intruder sensor cum transmitter and a receiver. IR transmitter and receiver pair can be used to realize a proximity detector. The circuit presented here enables you to detect any object capable of reflecting the IR beam and moving in front of the IR LED photo detector pair up to a distance of about 5 meter from it. Here is a illustrative project, where a simple hardware circuit is directly interfaced to other vehicle. It can object counter for an assembly line conveyer belt, and so on. With a little modification of the hardware.

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TABLE OF CONTENTS

NO.

TITLE

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ABSTRACT.iii 1. INTRODUCTION.05 2. THE BASICS OF BRAKING SYSTEM..05 3. ANTI-LOCK BRAKING SYSTEM 06 4. PURPOSE OF ABS.09 5. HARDWARE DESCRIPTION..10 6. EFFECTIVENESS..11 7. DESIGN AND SELECTION OF COMPONENTS..13 8. WORKING OF ABS. 14 9. PARTS OF ABS..16 9.1 SPEED SENSORS..16 9.2 VALVES..16 9.3 PUMP17 9.4 CONTROLLER17 9.5 VISION.17 10. CONCLUSION19 11. BIBLIOGRAPHIES20

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1. INTRODUCTION
2.

A brake is a mechanical device which inhibits motion. The rest of this article is dedicated to various types of vehicular brakes. Most commonly brakes use friction to convert kinetic energy into heat, though other methods of energy conversion may be employed. For example, regenerative braking converts much of the energy to electrical energy, which may be stored for later use. Other methods convert kinetic energy into potential energy in such stored forms as pressurized air or pressurized oil. Eddy current brakes use magnetic fields to convert kinetic energy into electric current in the brake disc, fin, or rail, which is converted into heat. Still other braking methods even transform kinetic energy into different forms, for example by transferring the energy to a rotating flywheel. 2. BASICS OF BRAKING SYSTEM:Brakes are generally applied to rotating axles or wheels, but may also take other forms such as the surface of a moving fluid (flaps deployed into water or air). Some vehicles use a combination of braking mechanisms, such as drag racing cars with both wheel brakes and a parachute, or airplanes with both wheel brakes and drag flaps raised into the air during landing.

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Since kinetic energy increases quadratic ally with velocity ( ), an object moving at 10 m/s has 100 times as much energy as one of the same mass moving at 1 m/s, and consequently the theoretical braking distance, when braking at the traction limit, is 100 times as long. In practice, fast vehicles usually have significant air drag, and energy lost to air drag rises quickly with speed. Almost all wheeled vehicles have a brake of some sort. Even baggage carts and shopping carts may have them for use on a moving ramp. Most fixedwing aircraft are fitted with wheel brakes on the undercarriage. Some aircraft also feature air brakes designed to reduce their speed in flight. Notable examples include gliders and some World War II-era aircraft, primarily some fighter aircraft and many dive bombers of the era. These allow the aircraft to maintain a safe speed in a steep descent. The Saab B 17 dive bomber used the deployed undercarriage as an air brake. Friction brakes on automobiles store braking heat in the drum brake or disc brake while braking then conduct it to the air gradually. When traveling downhill some vehicles can use their engines to brake. 3. ABS:

Typical System (No ABS):-

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Typical Layout of System (with ABS) :Typical System (ABS):-

Components:-

Sliding Caliper

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Fixed Caliper

Pressure Control Valves

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4. PURPOSE OF ANTI-LOCK BRAKING SYSTEM

A preceding vehicle following control apparatus includes a sensor sensing an actual vehicle speed, a sensor sensing actual vehicle spacing from a controlled vehicle to a preceding vehicle ahead, and an actuator for regulating a driving/braking force of the controlled vehicle. A controller controls the vehicle speed or the vehicle spacing in a following control mode with the actuator, and starts a deceleration control if an anti-lock brake control is started in the following control mode. The controller cancels the deceleration control when the vehicle spacing becomes greater than a predetermined spacing value.

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5. HARDWARE DESCRIPTION The transmitter part consists of two 555 timers (IC1, IC2 for driving an infrared LED. the infrared detector to sense the transmission; To save power, the duty cycle of the 38kHz a stable multi vibrator is maintained at 10 per cent. The receiver part have an infrared detector comprising (IC3, IC4, IC5, IC7 ) wired for operation and timer, followed by (T1) & (T2) transistor. Upon reception of infrared signals to pin-2 of IC-4, the 555 (IC4) timer (mono) is turned on and it remain on as long as the infrared signals are being received.

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6. Effectiveness:
On high-traction surfaces such as bitumen, or concrete many ABS-equipped cars are able to attain braking distances better (i.e.shorter) than those that would be easily possible without the benefit of ABS. Even an alert, skilled driver without ABS would find it difficult, even through the use of techniques like threshold braking, to match or improve on the performance of a typical driver with an ABS-equipped vehicle, in real world conditions. ABS reduces chances of crashing, and/or the severity of impact. The recommended technique for nonexpert drivers in an ABS-equipped car, in a typical full-braking emergency, is to press the Brake pedal as firmly as possible and, where appropriate, to steer around obstructions. In such situations, ABS will significantly reduce the chances of a skid and subsequent loss of control.

In gravel and deep snow, ABS tends to increase braking distances. On these surfaces, locked wheels dig in and stop the vehicle more quickly. ABS prevents this from occurring. Some ABS calibrations reduce this problem by slowing the cycling time, thus letting the wheels repeatedly briefly lock and unlock. The primary benefit of ABS on such surfaces is to increase the ability of the driver to maintain control of the car rather than go into a skid though loss of control

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remains more likely on soft surfaces like gravel or slippery surfaces like snow or ice. On a very slippery surface such as sheet ice or gravel it is possible to lock multiple wheels at once, and this can defeat ABS (which relies on detecting individual wheels skidding). Availability of ABS relieves most drivers from learning threshold braking. When drivers do encounter an emergency that causes them to brake hard and thus encounter this pulsing for the first time, many are believed to reduce pedal pressure and thus lengthen braking distances, contributing to a higher level of accidents than the superior emergency stopping capabilities of ABS would otherwise promise. Some manufacturers have therefore implemented MercedesBenz's "brake assist" system that determines that the driver is attempting a "panic stop" and the system automatically increases braking force where not enough pressure is applied. Nevertheless, ABS significantly improves safety and control for drivers in most on-road situations The ABS equipment may also be used to implement traction control on acceleration of the vehicle. If, when accelerating, the tire loses traction with the ground, the ABS controller can detect the situation and take suitable action so that traction is regained.

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7. DESIGN AND SELECTION OF COMPONENTS: Given the required reliability it is illustrative to see the choices made in the design of the ABS system. Proper functioning of the ABS system is considered of the utmost importance, for safeguarding both the passengers and people outside of the car. The system is therefore built with some redundancy, and is designed to monitor its own working and report failures. The entire ABS system is considered to be a hard real-time system, while the subsystem that controls the self-diagnosis is considered soft real-time. As stated above, the general working of the ABS system consists of an electronic unit, also known as ECU (electronic control unit), which collects data from the sensors and drives the hydraulic control unit, or HCU, mainly consisting of the valves that regulate the braking pressure for the wheels.

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8. How Anti-lock Braking System Work The communication between the ECU and the sensors must happen quickly and at real time. A possible solution is the use of the CAN bus system, which has been and is still in use in many ABS systems today (in fact, this CAN standard was developed by Robert Bosch GmbH, for connecting electronic control units!). This allows for an easy combination of multiple signals into one signal, which can be sent to the ECU. The communication with the valves of the HCU is usually not done this way. The ECU and the HCU are generally very close together. The valves, usually solenoid valves, are controlled directly by the ECU. To drive the valves based on signals from the ECU, some circuitry and amplifiers are needed (which would also have been the case if the CAN-bus was used). The sensors measure the position of the tires, and are generally placed on the wheel-axis. The sensor should be robust and maintenance free, not to endanger its proper working, for example an inductive sensor. These position measurements are then processed by the ECU to calculate the wheel-spin. The hydraulic control unit is generally located right next to the ECU (or the other way around), and consists of a number of valves that control the pressure in the braking circuits. All these valves are placed closely together and packed in a solid block. This makes for a very simple layout, and is thus very robust.

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The central control unit generally consists of two microcontrollers, both active simultaneously, to add some redundancy to the system. These two microcontrollers interact, and check each other's proper working. These microcontrollers are also chosen to be power-efficient, to avoid heating of the controller which would reduce durability. The software that runs in the ECU has a number of functions. Most notably, the algorithms that drive the HCU as a function of the inputs, or control the brakes depending on the recorded wheel spin. This is the obvious main task of the entire ABS-system. Apart from this, the software also needs to process the incoming information, e.g. the signals from the sensors. There is also some software that constantly tests each component of the ABS system for its proper working. Some software for interfacing with an external source to run a complete diagnosis is also added. As mentioned before the ABS system is considered hard real-time. The control algorithms, and the signal processing software, certainly fall in this category, and get a higher priority than the diagnosis and the testing software. The requirement for the system to be hard real-time can therefore be reduced to stating that the software should be hard real-time. The required calculations to drive the HCU have to be done in time. Choosing a microcontroller that can operate fast enough is therefore the key, preferably with a large margin. The system is then limited by the dynamic ability of the valves and the communication, the latter being noticeably faster. The control system is thus comfortably fast enough, and is limited by the valves.
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9. PARTS OF ANTI-LOCK BRAKING SYSTEM: There are four main components to an ABS system: 9.1SpeedSensors the braking system needs some way of knowing when a wheel is about to lock up. The speed sensors, which are located at each wheel, or in some cases in the differential, provide this information

9.2Valves there is a valve in the brake line of each brake controlled by the ABS. On some systems, the valve has three positions:

In position one, the valve is open; pressure from the master cylinder is passed right through to the brake.
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In position two, the valve blocks the line, isolating that brake from the master cylinder. This prevents the pressure from rising further should the driver push the brake pedal harder.

In position three, the valve releases some of the pressure from the brake. 9.3Pump since the valve is able to release pressure from the brakes, there has to be some way to put that pressure back. That is what the pump does; when a valve reduces the pressure in a line, the pump is there to get the pressure back up. 9.4Controller the controller is a computer in the car. It watches the speed sensors and controls the valves. 9.5Vision The vision system will consist of several video cameras, each rigidly mounted to the vehicle. We will know the rigid transformations describing the position and orientation of each camera and the radar system with respect to the vehicle coordinate system and the other cameras, at every instant of time. We also know the internal parameters of each camera, which can be obtained using standard rig calibration techniques. In this case, a point in space, X, projects onto each camera. Most points will be attached to the same rigid surface, the terrain. Some will be on opposing vehicles, which can be modeled as separate rigid bodies moving in an
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independent manner. Still other points in space will belong to miscellaneous objects which may or may not be rigid, such as birds or clouds. For objects within the range and field of view of the radar, the vision system will know the approximate depth and velocity of locations in space. This greatly simplifies various vision tasks, since the relative change in pose between two instants of time is known. This provides a great deal of information for tasks such as feature tracking, motion estimation/segmentation, and geometric reconstruction. Objects beyond radar range will also need to be detected, tracked, and potentially identified, but since geometric information may not be easily obtained, we will use image-based techniques, such as color segmentation and 2D recognition. We will also investigate the efficacy of more advanced Level Set tracking methods. Detection of Other Challenge Vehicles The initial detection of a potential vehicle will occur in both the vision and radar systems. The radar will indicate the presence of an obstructing object in its depth map, assuming the object falls within the field and depth of view. Simultaneously, the vision system will detect the presence of one or more lights of the specified alert-light color in an invariant color space (such as HSV). When this occurs, the car-detection software module will attempt to find periodic flashing, which will positively indicate the presence of an opposing vehicle.

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10. CONCLUSIONS: When a driver quickly and firmly applies the brake and holds the pedal down, the brakes of a vehicle that is not equipped with ABS will almost immediately lock the wheels. The vehicle slides rather than rolls to a stop. During this time, the driver also has a difficult time keeping the vehicle straight and the vehicle might skid out of control. Here, the skidding and lack of control is caused by locking the wheels. If the driver could release the brake pedal just before the wheel locked up and then reapply brakes, the skidding could be avoided. This last thing is exactly what an antilock system does. When the brake pedal is pumped or pushed, the pressure is quickly applied and released at the wheels. This is called Pressure

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11. BIBLIOGRAPIES: 1. Nice, Karim (2000-08-22). "How Power Brakes Work". Howstuffworks.com. Retrieved 2011-03-12. 2. C.Michael Hogan, Analysis of highway noise, Journal of Water, Air, & Soil Pollution, Volume 2, Number 3, Biomedical and Life Sciences and Earth and Environmental Science Issue, Pages 387-392, September, 1973, Springer Verlag, Netherlands ISSN 0049-6979

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