AUTOMATIC CLUTCH AND BRAKING SYSTEM

SYNOPSIS

The technology of has gained tremendous importance in the field of workplace

rationalization and automation from old-fashioned timber works and coal mines to
modern machine shops and space robots. It is therefore important that technicians and
engineers should have a good knowledge of pneumatic system, air operated valves and
accessories. The air is compressed in an air compressor and from the compressor plant
the flow medium is transmitted to the pneumatic cylinder through a well laid pipe line
system. To maintain optimum efficiency of pneumatic system, it is of vital importance
that pressure drop between generation and consumption of compressed air is kept very
low.

The aim is to design and develop a control system based an intelligent

electronically controlled automotive braking system is called “INTELLIGENT
REVERSE BRAKING SYSTEM”. Sensor Operated Pneumatic Brake is consists of
IR transmitter and Receiver circuit, Control Unit, Pneumatic breaking system. The IR
sensor is used to detect the obstacle. There is any obstacle in the path, the IR sensor
senses the obstacle and giving the control signal to the breaking system. The pneumatic
breaking system is used to break the system
 INTRODUCTION

We have pleasure in introducing our new project “AUTOMATIC CLUTCH AND

BRAKING SYSTEM”, which is fully equipped by IR sensors circuit and Pneumatic
breaking circuit.
It is a genuine project which is fully equipped and designed for Automobile
vehicles. This forms an integral part of best quality. This product underwent strenuous
test in our Automobile vehicles and it is good.

The “PNEUMATIC BRAKEING CIRCUIT” can stop the vehicle within 2 to 3

seconds running at a speed of 50 KM. The intelligent breaking system is a fully
automation project. This is an era of automation where it is broadly defined as
replacement of manual effort by mechanical power in all degrees of automation. The
operation remains an essential part of the system although with changing demands on
physical input as the degree of mechanization is increased.

Degrees of automation are of two types, viz.

Full automation.
Semi automation.

In semi automation a combination of manual effort and mechanical power is

required whereas in full automation human participation is very negligible.
 WORKING OPERATION

The IR TRANSMITTER circuit is to transmitter the Infra-Red rays. If any

obstacle is there in a path, the Infra-Red rays reflected. This reflected Infra-Red rays are
received by the receiver circuit is called “IR RECEIVER”.

The IR receiver circuit receives the reflected IR rays and giving the control signal
to the control circuit. The control circuit is used to activate the solenoid valve. The
operating principle of solenoid valve is already explained in the above chapter.
 BLOCK DIAGRAM

IRTRANSMITTER
CONTROL
POWER
SUPPLY UNIT

IR RECEIVER

RELAY

BREAK
ELETRO
MANGNET ARRANGEME
 APPLICATION

For automobile application

Industrial application

ADVANTAGES

Brake cost will be less.

Free from wear adjustment.

Less power consumption

Less skill technicians is sufficient to operate.

It gives simplified very operation.

Installation is simplified very much.

To avoid other burnable interactions viz.… (Diaphragm) is not

used.

Less time and more profit.

DISADVANTAGES

Additional cost require doing the automation

Free from wear adjustment

COMPONENT
POWER SUPPLY
INTRODUCTION
The present chapter introduces the operation of power supply circuits built using filters,
rectifiers, and then voltage regulators. Starting with an AC voltage, a steady DC voltage is
obtained by rectifying the AC voltage, then filtering to a DC level, and finally, regulating to
obtain a desired fixed DC voltage. The regulation is usually obtained from an IC voltage
regulator unit, which takes a DC voltage and provides a somewhat lower DC voltage, which
remains the same even if the input DC voltage varies, or the output load connected to the DC
voltage changes.

Fig:Circuit Diagrams for Power Supply

IC VOLTAGE REGULATORS
Voltage regulators comprise a class of widely used ICs. Regulator IC units contain the
circuitry for reference source, comparator amplifier, control device, and overload protection all
in a single IC. Although the internal construction of the IC is somewhat different from that
described for discrete voltage regulator circuits, the external operation is much the same. IC units
provide regulation of either a fixed positive voltage, a fixed negative voltage, or an adjustable set
voltage.A power supply can be built using a transformer connected to the AC supply line to step
the AC voltage to desired amplitude, then rectifying that AC voltage, filtering with a capacitor
and RC filter, if desired, and finally regulating the DC voltage using an IC regulator. The
regulators can be selected for operation with load currents from hundreds of Milli amperes to
tens of amperes, corresponding to power ratings from milliwatts to tens of watts.
THREE-TERMINAL VOLTAGE REGULATORS
Fig shows the basic connection of a three-terminal voltage regulator IC to a load. The
fixed voltage regulator has an unregulated DC input voltage, VI, applied to one input terminal, a
regulated output DC voltage, Vo, from a second terminal, with the third terminal connected to
ground The specifications also list the amount of output voltage change resulting from a change
in load current (load regulation) or in input voltage (line regulation).
FIXED POSITIVE VOLTAGE REGULATORS

Fig: Fixed Voltage Regulators

The series 78 regulators provide fixed regulated voltages from 5 to 24 V shows how one
such IC, a 7812, is connected to provide voltage regulation with the output from this unit of
+12V Dec. An unregulated input voltage VI is filtered by capacitor C1 and connected to the IC’s
IN terminal. The IC’s OUT terminal provides a regulated + 12V which is filtered by the capacitor
C2 (mostly for any high-frequency noise). The third IC terminal is connected to ground (GND).
While the input voltage may vary over some permissible voltage range, and the output
load may vary over some acceptable range, the output voltage remains constant within specified
voltage variation limits. These limitations are spelled out in the manufacturer’s specification
sheets.
BLOCK DIAGRAM
The AC voltage, typically 220V RMS, is connected to a transformer, which steps that AC
voltage down to the level of the desired DC output. A diode rectifier then provides a full-wave
rectified voltage that is initially filtered by a simple capacitor filter to produce a DC voltage. This
resulting DC voltage usually has some ripple or AC voltage variation.
A regulator circuit removes the ripples and also remains the same DC value even if the input DC
voltage varies, or the load connected to the output DC voltage changes. This voltage regulation is
usually obtained using one of the popular voltage regulator IC units.

:Block Diagram of Power Supply

TRANSFORMER
The potential transformer will step down the power supply voltage (0-230V) to (0-6V)
level. Then the secondary of the potential transformer will be connected to the precision rectifier,
which is constructed with the help of op–amp. The advantages of using a precision rectifier are it
will give a peak voltage output as DC, the rest of the circuits will give only RMS output.
BRIDGE RECTIFIER
When four diodes are connected as shown in the figure, the circuit is called as a bridge
rectifier. The input to the circuit is applied to the diagonally opposite corners of the network, and
the output is taken from the remaining two corners.
Let us assume that the transformer is working properly and there is a positive potential, at
point A and a negative potential at point B. The positive potential at point A will forward bias D3
and reverse bias D4. The negative potential at point B will forward bias D1 and reverse D2. At
this time the D3 and D1 are forward biased and will allow current flow to pass through them; D4
and D2 are reverse biased and will block current flow. The path for current flow is from point B
through D1, up through RL, through D3, through the secondary of the transformer back to point
B. This path is indicated by the solid arrows. Waveforms (1) and (2) can be observed across D1
and D3.One-half cycle later the polarity across the secondary of the transformer reverse, forward
biasing D2 and D4 and reverse biasing D1 and D3. The current flow will now be from point A
through D4, up through RL, through D2, through the secondary of T1, and back to point A. This
path is indicated by the broken arrows. Waveforms (3) and (4) can be observed across D2 and
D4. The current flow through RL is always in the same direction. In flowing through RL this
current develops a voltage corresponding to that shown waveform (5). Since current flows
through the load (RL) during both half cycles of the applied voltage, this bridge rectifier is a full-
wave rectifier.
One advantage of a bridge rectifier over a conventional full-wave rectifier is that with a
given transformer the bridge rectifier produces a voltage output that is nearly twice that of the
conventional full-wave circuit.
This may be shown by assigning values to some of the components shown in views A and B.
Assume that the same transformer is used in both circuits. The peak voltage developed between
points X and y is 1000 volts in both circuits. Since only one diode can conduct at any instant, the
maximum voltage that can be rectified at any instant is 500 volts. The maximum voltage that
appears across the load resistor is nearly-but never exceeds-500 v0lts, as a result of the small
voltage drop across the diode. In the bridge rectifier shown in view B, the maximum voltage that
can be rectified is the full secondary voltage, which is 1000 volts. Therefore, the peak output
voltage across the load resistor is nearly 1000 volts. With both circuits using the same
transformer, the bridge rectifier circuit produces a higher output voltage than the conventional
full-wave rectifier circuit.

IC VOLTAGE REGULATORS
Voltage regulators comprise a class of widely used ICs. Regulator IC units contain the
circuitry for reference source, comparator amplifier, control device, and overload protection all
in a single IC. IC units provide regulation of either a fixed positive voltage, a fixed negative
voltage, or an adjustable set voltage. The regulators can be selected for operation with load
currents from hundreds of Milli amperes to tens of amperes, corresponding to power ratings from
milliwatts to tens of watts. A fixed three-terminal voltage regulator has an unregulated DC input
voltage, VI, applied to one input terminal, a regulated DC output voltage, Vo, from a second
terminal, with the third terminal connected to ground. The series 78 regulators provide fixed
positive regulated voltages from 5 to 24 volts. Similarly, the series 79 regulators provide fixed
negative regulated voltages from 5 to 24 volts.
 For IC’s, Micro Controller, LCD --------- 5 volts

 For alarm circuit, op-amp, relay circuits ---------- 12 volts

DC MOTOR
INTRODUCTION
Almost every mechanical movement that we see around us is accomplished by an
electric motor. Electric machines are a means of converting energy. Motors take electrical
energy and produce mechanical energy. Electric motors are used to power hundreds of
devices we use in everyday life. Motors come in various sizes. Huge motors that can take
loads of 1000’s of Horsepower are typically used in the industry. Some examples of large
motor applications include elevators, electric trains, hoists, and heavy metal rolling mills.
Examples of small motor applications include motors used in automobiles, robots, hand
power tools and food blenders. Micro-machines are electric machines with parts the size
of red blood cells, and find many applications in medicine. Electric motors are broadly
classified into two different categories: DC (Direct Current) and AC (Alternating
Current). Within these categories are numerous types, each offering unique abilities that
suit them well for specific applications. In most cases, regardless of type, electric motors
consist of a stator (stationary field) and a rotor (the rotating field or armature) and operate
through the interaction of magnetic flux and electric current to produce rotational speed
and torque. DC motors are distinguished by their ability to operate from direct current.
There are different kinds of D.C. motors, but they all work on the same principles. In this
chapter, we will study their basic principle of operation and their characteristics. It’s
important to understand motor characteristics so we can choose the right one for our
application requirement.

CONSTRUCTION
DC motors consist of one set of coils, called armature winding, inside another set of coils
or a set of permanent magnets, called the stator. Applying a voltage to the coils produces
a torque in the armature, resultingin motion.

STATOR
 The stator is the stationary outside part of a motor.

 The stator of a permanent magnet dc motor is composed of two or more permanent

magnet pole pieces.

 The magnetic field can alternatively be created by an electromagnet. In this case, a

DC coil (field winding) is wound around a magnetic material that forms part of the
stator.

ROTOR
 The rotor is the inner part which rotates.

 The rotor is composed of windings (called armature windings) which are

connected to the external circuit through a mechanical commutator.

 Both stator and rotor are made of ferromagnetic materials. The two are separated
by air-gap.

WINDING
A winding is made up of series or parallel connection of the coils.
 Armature winding - The winding through which the voltage is applied or induced.
  The field winding - The winding through which a current is passed to produce
flux (for the electromagnet)

 Windings are usually made of copper.

PRINCIPLE OF OPERATION
Consider a coil in a magnetic field of flux density B (figure 4). When the two ends
of the coil are connected across a DC voltage source, current I flow through it. A force is
exerted on the coil as a result of the interaction of magnetic field and electric current. The
force on the two sides of the coil is such that the coil starts to move in the direction of
force.

In an actual DC motor, several such coils are wound on the rotor, all of which experience
force, resulting in rotation. The greater the current in the wire, or the greater the magnetic
field, the faster the wire moves because of the greater force created.At the same time this
torque is being produced, the conductors are moving in a magnetic field. At different
positions, the flux linked with it changes, which causes an emf to be induced (e = d/dt)
as shown in figure 5. This voltage is in opposition to the voltage that causes current flow
through the conductor and is referred to as a counter-voltage or back emf.

The value of current flowing through the armature is dependent upon the difference
between the applied voltage and this counter-voltage. The current due to this counter-
voltage tends to oppose the very cause of its production according to Lenz’s law. It results
in the rotor slowing down. Eventually, the rotor slows just enough so that the force
created by the magnetic field. Equals the load force applied to the shaft. Then the system
moves at constant velocity.

DC MOTOR EQUIVALENT CIRCUIT

The schematic diagram for a DC motor is shown below. A DC motor has two
distinct circuits: Field circuit and armature circuit. The input is electrical power and the
output is mechanical power. In this equivalent circuit, the field winding is supplied from a
separate DC voltage source of voltage Vf. Rf and Lf represent the resistance and
inductance of the field winding. The current If produced in the winding establishes the
magnetic field necessary for motor operation. In the armature (rotor) circuit, VT is the
voltage applied across the motor terminals, Ia is the current flowing in the armature
circuit, Ra is the resistance of the armature winding, and Eb is the total voltage induced in
the armature.

ADVANTAGES OF DC MOTOR
DC motors provide excellent speed control for acceleration and deceleration with
effective and simple torque control. The fact that the power supply of a DC motor
connects directly to the field of the motor allows for precise voltage control, which is
necessary to speed and torque control applications.
DC motors perform better than AC motors on most traction equipment. They are also
used for mobile equipment like golf carts, quarry and mining equipment. DC motors are
conveniently portable and well suited for special applications, such as industrial tools and
machinery that is not easily run from remote power sources.

MOTOR DRIVER –H BRIDGE

H Bridge is an electronic circuit that enables a voltage to be applied across a load
in either direction. These circuits are often used in robotics and other applications to
allow DC motors to run forwards and backwards. H bridges are available as integrated
circuits, or can be built from discrete components.
STRUCTURE OF H-BRIDGE

The term H bridge is derived from the typical graphical representation of such a
circuit. An H bridge is built with four switches (solid-state or mechanical). When the
switches S1 and S4 (according to the first figure) are closed (and S2 and S3 are open) a
positive voltage will be applied across the motor. By opening S1 and S4 switches and
closing S2 and S3 switches, this voltage is reversed, allowing reverse operation of the
motor. Using the nomenclature above, the switches S1 and S2 should never be closed at
the same time, as this would cause a short circuit on the input voltage source. The same
applies to the switches S3 and S4. This condition is known as shoot-through.

CONSTRUCTION
 Typical solid-state H bridge
A solid-state H bridge is typically constructed using opposite polarity devices,
such as PNPBJTs or P-channel MOSFETs connected to the high voltage bus and NPN
BJTs or N-channel MOSFETs connected to the low voltage bus.
The most efficient MOSFET designs use N-channel MOSFETs on both the high side and
low side because they typically have a third of the ON resistance of P-channel MOSFETs.
This requires a more complex design since the gates of the high side MOSFETs must be
driven positive with respect to the DC supply rail. However, many integrated circuit
MOSFET drivers include a charge pump within the device to achieve this.
Alternatively, a switched-mode DC–DC converter can be used to provide isolated
('floating') supplies to the gate drive circuitry. A multiple-output flyback converter is
well-suited to this application.
Another method for driving MOSFET-bridges is the use of a specialized transformer
known as a GDT (Gate Drive Transformer), which gives the isolated outputs for driving
the upper FETs gates. The transformer core is usually a ferrite toroid, with 1:1 or 4:9
winding ratio. However, this method can only be used with high frequency signals. The
design of the transformer is also very important, as the leakage inductance should be
minimized, or cross conduction may occur. The outputs of the transformer also need to be
usually clamped byZener diodes, because high voltage spikes could destroy the MOSFET
gates.
A common variation of this circuit uses just the two transistors on one side of the load,
similar to a class AB amplifier. Such a configuration is called a "half bridge". The half
bridge is used in some switched-mode power supplies that use synchronous rectifiersand
in switching amplifiers. The half-H bridge type is commonly abbreviated to "Half-H" to
distinguish it from full ("Full-H") H bridges. Another common variation, adding a third
'leg' to the bridge, creates a three-phase inverter. The three-phase inverter is the core of
any AC motor drive.
A further variation is the half-controlled bridge, where one of the high- and low-side
switching devices (on opposite sides of the bridge) are replaced with diodes. This
eliminates the shoot-through failure mode, and is commonly used to drive
variable/switched reluctance machines and actuators where bi-directional current flow is
not required.
A "double pole double throw" relay can generally achieve the same electrical
functionality as an H bridge (considering the usual function of the device). An H bridge
would be preferable to the relay where a smaller physical size, high speed switching, or
low driving voltage is needed, or where the wearing out of mechanical parts is
undesirable.
There are many commercially available inexpensive single and dual H-bridge packages,
and L293x series are the most common ones. Few packages have built-in flyback diodes
for back EMF protection.

OPERATION OF H-BRIDGE

The two basic states of an H bridge

The H-bridge arrangement is generally used to reverse the polarity of the motor, but can
also be used to 'brake' the motor, where the motor comes to a sudden stop, as the motor's
terminals are shorted, or to let the motor 'free run' to a stop, as the motor is effectively
disconnected from the circuit. The following table summarizes operation, with S1-S4
corresponding to the diagram above.

S1 S2 S3 S4 Result
Motor moves
1 0 0 1
right
 Motor moves
0 1 1 0
left
0 0 0 0 Motor free runs
0 1 0 1 Motor brakes
1 0 1 0 Motor brakes
1 1 0 0 Shoot-through
0 0 1 1 Shoot-through
1 1 1 1 Shoot-through

RELAY

A relay is an electrically operated switch. Current flowing through the coil of the relay
creates a magnetic field which attracts a lever and changes the switch contacts. The coil current
can be on or off so relays have two switch positions and they are double throw (changeover)
switches.

Relays allow one circuit to switch a second circuit which can be completely separate
from the first. For example a low voltage battery circuit can use a relay to switch a 230V AC
mains circuit. There is no electrical connection inside the relay between the two circuits; the link
is magnetic and mechanical.

The coil of a relay passes a relatively large current, typically 30mA for a 12V relay, but it
can be as much as 100mA for relays designed to operate from lower voltages. Most ICs (chips)
cannot provide this current and a transistor is usually used to amplify the small IC current to the
larger value required for the relay coil. The maximum output current for the popular 555 timer IC
is 200mA so these devices can supply relay coils directly without amplification.

Relays are usually SPDT or DPDT but they can have many more sets of switch contacts,
for example relays with 4 sets of changeover contacts are readily available. For further
information about switch contacts and the terms used to describe them please see the page on
switches.
 Most relays are designed for PCB mounting but you can solder wires directly to the pins
providing you take care to avoid melting the plastic case of the relay.

RELAY OFF
RELAY ON
Advantages of relays:
  Relays can switch AC and DC, transistors can only switch DC.
 Relays can switch high voltages, transistors cannot.
 Relays are a better choice for switching large currents (> 5A).
 Relays can switch many contacts at once.

Disadvantages of relays:
 Relays are bulkier than transistors for switching small currents.
 Relays cannot switch rapidly (except reed relays), transistors can switch many times per
second.
 Relays use more power due to the current flowing through their coil.
 Relays require more current than many ICs can provide, so a low power transistor
may be needed to switch the current for the relay's coil.

CONCLUTION AND FUTURE WORKS

Finally to conclude, Safety Auto Brake System prototype is successfully designed,
fabricated and examined. Each and every hardware component utilized for the development of
the prototype is effectively done by integrating features. The best working units are contributed
by cautiously placing every component with specific reason. Eventually the mechanism created
avoids rolling back of the vehicle on the slopes. The mechanism developed is more assistive for
the drivers while driving their cars on hilly roads in a comfortable manner. The driver in hill road
can drive the car without rolling along backward direction. The automatic slope region vehicle
braking system project is successfully designed, fabricated and tested under various conditions.
The project is implemented by integrating the features of all the hardware components. Firstly, it
is believed that every component utilized experience the basic reason and they carefully are
invested for best contribution in working unit. Secondly, the project using highly advanced IC’s
utilizes help of growing technology for the successful implementation. In our future work, the
Safety Auto Brake System can be implemented in many vehicles that keeps off the vehicles from
colluding and from accidents. The vehicles might be used with Regenerative braking in order to
save the energy and to store them in the battery, where the stored energy can be used for foster
purposes. Any type of hybrid vehicles can use type of braking and thus it can reduce the usage of
fossil fuels.
References
[1] Arun Kumar N., Srinivasan V., Krishna Kumar P., Analysing the strength of unidirectional
fibre orientations under transverse static load, International Journal of Applied Engineering
Research, v-9, i-22, pp-7749-7754, 2014.
[2] Srinivasan V., Analysis of static and dynamic load on hydrostatic bearing with variable
viscosity and pressure, Indian Journal of Science and Technology, v-6, i-SUPPL.6, pp-4777-
4782, 2013.
[3] Srinivasan V., Optimizing air traffic conflict and congestion using genetic algorithm, Middle -
East Journal of Scientific Research, v-20, i-4, pp-456-461, 2014.
[4] Praveen R., Achudhan M., Optimization of jute composite as a noise retardant material,
International Journal of Applied Engineering Research, v-9, i-22, pp7627-7632, 2014.
[5] Raja Kumar G., Achudhan M., Srinivasa Rao G., Studies on corrosion behaviour of borated
stainless steel (304B) welds, International Journal of Applied Engineering Research, v-9, i-22,
pp-7767-7772, 2014.
[6] Ganeshram V., Achudhan M., Design and moldflow analysis of piston cooling nozzle in
automobiles, Indian Journal of Science and Technology, v-6, i-SUPPL.6, pp4808-4813, 2013.
[7] Ganeshram V., Achudhan M., Synthesis and characterization of phenol formaldehyde resin as
a binder used for coated abrasives, Indian Journal of Science and Technology, v-6, i-SUPPL.6,
pp-4814-4823, 2013.
[8] Achudhan M., Prem Jayakumar M., Mathematical modeling and control of an electrically-
heated catalyst, International Journal of Applied Engineering Research, v9, i-23, pp-23013-,
2014.
[9] Anbazhagan R., Satheesh B., Gopalakrishnan K., Mathematical modeling and simulation of
modern cars in the role of stability analysis, Indian Journal of Science and Technology, v-6, i-
SUPPL5, pp-4633-4641, 2013.
[10] Udayakumar R., Kaliyamurthie K.P., Khanaa, Thooyamani K.P., Data mining a boon:
Predictive system for university topper women in academia, World Applied Sciences Journal, v-
29, i-14, pp-86-90, 2014.
[11] Kaliyamurthie K.P., Parameswari D., Udayakumar R., QOS aware privacy preserving
location monitoring in wireless sensor network, Indian Journal of Science and Technology, v-6,
i-SUPPL5, pp-4648-4652, 2013.