Fabrication of Conceptual Model of Intelligent Braking System

FABRICATION OF CONCEPTUAL MODEL OF INTELLIGENT BRAKING SYSTEM
CHAPTER 1
INTRODUCTION
Road accidents are a common place in today’s scenario. Accident prevention has
been one of the leading areas of research. In Indian scenario, normally vehicles are
equipped with ABS (Anti-Lock Braking System), traction control, brake assist etc. for
driver’s safety. All these systems employ different types of sensor to constantly monitor
the conditions of the vehicle and respond in an emergency situation. We are also working
and studying parallel to this topic. We are developing the prototype model of intelligent
braking system which uses ultrasonic sensors in safety system for the controlling the
speed of the vehicle. This project includes an ultrasonic wave emitter to provide on the
front portion of the car. An ultrasonic receiver is also fitted to receive the signal. The
reflected wave gives the distance between the obstacle and the vehicle then an Arduino is
used to detect the pulses and apply the brakes.
Driving is a compulsory activity for most people. People use cars to move from
one place to another. The number of vehicles is increasing day by day. Nowadays, the
numbers of accident is so high and uncertain. Accidents occur frequently and cause worse
damage, serious injury and death. These accidents are mostly caused by delay of the
driver to hit the brake. The braking system was designed and applied on a car to make the
driving process safety using embedded system design. Currently, vehicles are often
equipped with active safety systems to reduce the risk of accidents, many of which occur
in the urban environments. The most popular include Antilock Braking Systems (ABS),
traction control and stability control. All these systems employ different types of sensors
to constantly monitor the conditions.
An intelligent mechatronic system includes an ultrasonic wave emitter provided

on the front portion of a car producing and emitting ultrasonic waves frontward in a
predetermined distance. An ultrasonic receiver is also placed on the front portion of the
car operatively receiving a reflective ultrasonic wave signal. The reflected wave (detected
pulse) gives the distance between the obstacle and the vehicle and RPM counter gives
speed of vehicle. The microcontroller is used to control the braking of the vehicle based
on the detection pulse information to push the brake pedal and apply brake to the car
stupendously for safety purpose.
Dept. of Mechanical Engineering, KIT,TIPTURPage 1

The main target of the ultrasonic braking system is that, cars should automatically
brake when the sensors sense the obstacle. This is a technology for automobiles to sense
an imminent forward collision with another vehicle or an obstacle, and to brake the car
accordingly, which is done by the braking circuit. This system includes two ultrasonic
sensors viz. ultrasonic wave emitter and ultrasonic wave receiver. The ultrasonic wave
emitter provided in front portion of an automatic braking car, producing and emitting
ultrasonic waves in a predetermined distance in front of the car. Ultrasonic wave receiver
is also provided in front portion of the car, receiving the reflected ultrasonic wave signal
from the obstacle. The reflected wave (detection pulse) is measured to get the distance
between vehicle and the obstacle. Then PIC microcontroller is used to control the servo
motor based on detection pulse information and the servo motor in turn automatically
controls the braking of the car. Thus, this new system is designed to solve the problem
where drivers may not be able to brake manually exactly at the required time, but the
vehicle can still stop automatically by sensing the obstacles to avoid an accident.
Safety is a necessary part of man’s life. Due to the accident cases reported daily
on the major roads in all parts of the developed and developing countries, more attention
is needed for research in the designing an efficient car driving aiding system. It is
expected that if such a device is designed and incorporated into our cars as a road safety
device, it will reduce the incidence of accidents on our roads and various premises, with
subsequent reduction in loss of life and property. While the model that we have developed
has proven to be quite adequate for the development of microcontroller system that has
been evaluated on a vehicle, it would be valuable to evaluate the developed controllers in
the field. This would force us to take a very careful look at the requirements for real-time
implementations of the intelligent braking system. Our present work realized us that
implementation of this smart system can feasible and of real time use. However, a major
area of concern of an engineer should be safety, as it concerns the use of his/her
inventions and the accompanying dangers due to human limitations. When it comes to the
use of a motor vehicle, accidents that have occurred over the years tell us that something
needs to be done about them from an engineering point of view [6].

1.1 Need of new system

We have pleasure in introducing our project “INTELLIGENT BRAKING
SYSTEM”, which is fully equipped by ultrasonic sensors circuit and Disc braking
system. It is a genuine project which is fully equipped and designed for Automobile
vehicles. This forms an integral of best quality and the product underwent strenuous
test in our Automobile vehicles and it is good. The sensor operated braking system
can stop the vehicle within 2 to 3 seconds running at 10kmph. The intelligent braking
system is a fully automation project 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 the change in demands on the
physical inputs as the degree of mechanisation is increased [7].
1.2 Working principle

Here we placed the ultrasonic sensor in the front of the vehicle which will detect
the obstacle by passing ultrasonic waves. The ultrasonic sensor passes the waves if
the waves are reflected back then the ultrasonic sensor will send signal to the circuit
board, then the solenoid valve makes the pneumatic cylinder to apply brake. If there is
no obstacle then the ultrasonic waves won’t reflect so the brakes do not apply. Here
the ultrasonic sensor plays the major role for detecting obstacle and pneumatic
cylinder to apply brake.
Figure 1.1: Working principle

1.3 Pro’s and Con’s of Intelligent Braking System

Advantages of Intelligent Braking System
IBS brakes have been proven to save lives in some situations by helping drivers
keep control of a vehicle. An IBS shares some of the infrastructure of a traction control
system, where new technology helps ensure that each wheel has traction on the road. That
makes it easy for manufacturers to install both of these features at the factory.
Intelligent braking systems coordinate wheel activity with a sensor on each wheel
that regulates brake pressure as necessary, so that all wheels are operating in a similar
speed range. And help drivers have better control of a vehicle in some road conditions
where hard braking may be necessary [9].
 An ultrasonic sensor, cheaper and less demanding of hardware than other types of
sensors presently used.
 As ultrasonic sensors can detect any kind of obstacle, this system can also prevent
collision of the vehicle with pedestrians, or can at least reduce the injuries
occurring.
 This lower cost of ultrasonic sensors compared with other kinds of sensors, could
facilitate the application and mounting of the system in many low-end vehicles,
helping to improve comfort and safety and offer a hassle free driving experience
at a reduced cost.
Disadvantages of Intelligent Braking System
 Additional coast require doing the automation.

 Free from the wear adjustment.
 This system is applied in the case of emergency period only.

CHAPTER 2
LITERATURE SURVEY
Hemalatha B. K. [1] in their work the intelligent braking system means a braking system
that provides a safety for vehicle during the parking of vehicle in parking area. Many time
it seems that the driver unable to judge the obstacle at back side of vehicle during the
parking of vehicle. So, Intelligent Braking System introduced with the feature that avoid
the damaging of vehicle during the parking process. The project, Intelligent Braking
System is planning to introduce a new advanced system in automobile market. Damaging
During a parking of vehicle is quite major problem but until there is no solution on this
problem. So we introduced a new system that will avoid damaging of vehicle during
parking. Intelligent Braking System will open up new and promising opportunities to
engineer in order of safety and discipline. Basic human being are many time unable to
judge the accurate and safe required distance during the parking in parking area.
Gopal P. Gawande [2] in their work intelligent braking system is introduced for
providing safety and comfort to driver during parking of car. The main aim of system is
to avoid critical damage of vehicles at the time parking. Most of the time drivers unable to
judge the proper distance between the car and obstacle, so this system will helpful as well
as important in car and driver safety. The intelligent braking system will open up a new
ideas and concepts for automobile industry as the requirements of human beings for
comfort and safe driving are increases. This system is addition in regular safety system.
And also increases the demand of vehicle in market view.
Divya Thakur Prof. A. P. [3] they have estimated automotive vehicles are increasingly
being equipped with collision avoidance and warning systems for predicting the potential
collision with an external object, such as another vehicle or a pedestrian. Upon detecting a
potential collision, such systems typically initiate an action to avoid the collision and/or
provide a warning to the vehicle operator. The aim is to design and develop a control
system based on an automatic, intelligent and electronically controlled automotive
braking system for automobiles is called as “INTELLIGET BRAKING SYSTEM”. This
Braking system consists of IR transmitter and receiver circuit and the vehicle. 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 microcontroller, which in turn
sends a signal to the motor to stop and also to the solenoid so as to stop the vehicle as

programmed. This project facilitates electromagnetic braking system using solenoid. Here
in fabrication module include a circular disc associated with a dc motor and a solenoid.
Embedded system module includes micro controller with a solenoid and sensor.
Dhanya K. R. R. Jeyanthi [4] in their work the automation technology has provided us
with various systems that reduce the time and human error. As personally one is very
careful about, otherwise damage being caused to the vehicle. In view of this to provide a
proper guidance to the vehicle, means are provided. When the vehicle gets too close to
the object, the alarm is triggered this warns the driver about an object. But this feature has
many problems and is prone to human error. We have enhanced the facility by using
automatic braking when an obstacle is close by. Therefore, in this paper we propose an
“Automatic Braking system” to prevent collision by using sensors to detect obstacles. The
“Automatic Braking system” will process the sensor data and control the vehicle to
prevent accidents caused by careless driving or difficulty in detecting objects in reverse
path.
Anusha P. Venkataratnam [5] in automation field, designers have proposed several

enhancements a precise short range radar system was developed for anti -collision
applications where automatic braking is applied in response to detection of a collision risk
where a very high probability of detection is accompanied by a very low level of false
alarms. A brake strategy for an automatic parking system of vehicle has proposed brake
controller which work with the automatic parking system and make the process of
parking smooth and stable. Autonomous antilock braking system (ABS) system which
can take over the traction control of the vehicle is developed for a four wheel vehicle.
ABS is a braking system that maintains control over the directional stability of the vehicle
during emergency braking or braking on slippery roads by preventing wheel lock-up.
There have been considerable advances in modern vehicle braking systems in recent
years.
2.1 Summary of Literature survey

From the above literature survey we have collected the following information
about intelligent braking system. Basically, the project is to study and analyse
ultrasonic sensor as a secondary measure for the pneumatic braking system, where we
placed the ultrasonic sensor in the front of the vehicle which will detect the obstacle
by passing ultrasonic waves. The ultrasonic sensor passes the waves if the waves are
reflected back then the ultrasonic sensor will send signal to the circuit board, then the

solenoid valve makes the pneumatic cylinder to apply brake. If there is no obstacle
then the ultrasonic waves won’t reflect back, so the brakes do not apply. Here the
ultrasonic sensor plays the major role for detecting obstacles and pneumatic cylinder
to apply the brake, also it prevents from accidents due to driver negligence.
2.2 Objectives and scope of project

Intelligent braking system is introduced for providing safety and comfort to driver
during driving. The main aim of the system is to avoid critical damage of vehicle
during driving. Most of the drivers are unable to judge proper distance between car
and obstacle, so this system will be helpful as well as important in car safety. The
intelligent braking system will open up new ideas and concepts for automobile
industries. As the requirements of human beings for comforts and safe driving
increases, this system is addition in regular safety system and also increases the
demand of vehicle in market view.
The objectives of present work are:
 To fabricate a prototype of intelligent braking system (IBS).

 To provide safe parking and efficient braking to avoid accident.
IBS provides many useful functions as follows:
1) It will provide safety for the driver.

2) It will provide safety for front side of vehicle during driving.
3) It will judge the proper and required distance between the obstacles.
4) It will immediately give control signal to apply the brake instantly.
5) To provide high effectiveness while driving.
6) To provide high durability and reliability using simple design.
7) To provide more adaptability to harsh environment safety.
8) Easy selection of speed and pressure.
9) To provide environment friendly and economical braking system.
10) It increases the demand of vehicle because of safety issues.
11) It helps in the development of new Mechatronics industries.
12) This type of braking can be used in any hybrid vehicles and we can reduce the
use of fuels.

CHAPTER 3
METHODOLOGY
 Based on the literature survey carried out on various braking system, need for
an intelligent braking system was necessary.
 Detail design of braking system is carried out. A 3D model of designed
braking system is carried out in CATIA.
 The component of the system are fabricated and assembled.
 Testing is carried out using the fabricated model.
Flow chart
Survey
Design
Fabrication and
Assembly
Testing

3.1 Programming
3.1.1 AURDINO IDE
The Arduino integrated development environment (IDE) is a cross-
platform application (for Windows, macOS, Linux) that is written in the programming
language Java. It is used to write and upload programs to Arduino compatible boards, but
also, with the help of 3rd party cores, other vendor development boards.
3.1.2 Wiring language
Wiring builds on Processing, an open project initiated by Casey Reas and

Benjamin Fry, both formerly of the Aesthetics and Computation Group at the MIT Media
Lab. The Wiring IDE is a cross-platform application written in Java which is derived
from the IDE made for the Processing programming language. It is designed to introduce
programming and sketching with electronics to artists and designers. It includes a code
editor with features such as syntax highlighting, brace matching, and automatic
indentation capable of compiling and uploading programs to the board with a single click
[10].
The program we used is as follows:
//threshold - less than 40cm
#include <NewPing.h>
const int lt = A5;
const int rt = A4;
const int bd = A3;
const int fd = A2;
const int echo1 = 2;
const int trig1 = 5;

const int dm1 = 9;
const int dm2 = 10;
const int buzz = 11;
const int brk = 13;
int d1, d2, d3;
NewPing sensor1(trig1, echo1, 200); //Trigger pin, Echo pin, max. distance
NewPing sensor2(trig2, echo2, 200);
NewPing sensor3(trig3, echo3, 200);
void setup()
pinMode(dm1, OUTPUT);
pinMode(dm2, OUTPUT);
pinMode(brk, OUTPUT);
pinMode(buzz, OUTPUT);
digitalWrite(dm1, LOW);
digitalWrite(brk, HIGH);
digitalWrite(buzz, LOW);
void loop()
d1 = sensor1.ping_cm();

while ((digitalRead(fd) == LOW) && (digitalRead(bd) == HIGH) && ((d1>40) ||

(d1==0)) && ((d2>40) || (d2==0)) && ((d3>40) || (d3==0))) // Move forward
digitalWrite(dm2, HIGH);
delay(10);
while ((digitalRead(fd) == LOW) && (digitalRead(bd) == HIGH) && (((d1<=40) &&

(d1>0)) || ((d2<=40) && (d2>0)) || ((d3<=40) && (d3>0)))) // Obstacle ahead, STOP
digitalWrite(brk, LOW);
digitalWrite(buzz, HIGH);
delay(10);
while ((digitalRead(bd) == LOW) && (digitalRead(fd) == HIGH)) // Move backward

digitalWrite(dm1, HIGH);
while ((digitalRead(fd) == LOW) && (digitalRead(bd) == LOW)) // Apply breaks
digitalWrite(brk, LOW);
delay(50);

Figure 3.1: Electronic circuit board
Flow chart showing the working of program
TRANSMITTER
(OPTICAL WAVES)
OBSTACLE
DETECTED
REFLECTED
WAVE
OPTICAL
RECEIVER

BRAKING CIRCUIT
3.2 Concept of present work

The concept of implementing intelligent braking system is one of the smart
options which can be implemented in various applications for stopping a moving body
without jerky motion. This concept of IBS explains that ultrasonic sensor and
microcontroller action plays vital role in determining braking torque generated by brake
actuation assembly.
Design of intelligent brake applications basically depend upon effectiveness of

Ultrasonic sensor and RPM counter. In the present work various experiments were
conducted to check the effect of various parameters such as obstacle distance, output
current and sensor position on moving vehicle braking. The parameters were varied using
different arrangements of sensors, varied amount of current which leads to various
conclusions. In the present work, a prototype of an ultrasonic distance measurement for
stationary obstacle is obtained. And controlling the speed of vehicle accordingly to
predetermined distance is shown. An ultrasonic sensor, cheaper and less demanding of
hardware than other types of sensors presently used, such as the sensors based on
computer vision or radar , is used to measure the distance between vehicle and the
obstacle. The speed of the vehicle is estimated using RPM counter. These two quantities
are used by the control system to calculate the actions of the brake, thus to adjust the
speed in order to maintain a safe distance to prevent accidents. As ultrasonic sensors can
detect any kind of obstacle, this system can also prevent collision of the vehicle with
pedestrians, or can at least reduce the injuries occurring. Since the control system does
not use the absolute speed to calculate the safety distance as done by the currently
existing systems, the interaction with automotive electronics is limited to actions on the
accelerator and brake. This matter, coupled with the fact of lower cost of ultrasonic
sensors compared with other kinds of sensors, could facilitate the application and
mounting of the system in many low-end vehicles, helping to improve comfort and safety
and offer a hassle free driving experience at a reduced cost.
3.3 Components
3.3.1 ATMEGA 328P
Figure 3.2: Arduino Uno pin mapping
The ATmega328 is a single-chip microcontroller created by Atmel in the mega-

AVR family (later Microchip Technology acquired Atmel in 2016). It has a modified
Harvard architecture 8-bit RISC processor core.
The Atmel 8-bit AVR RISC-based microcontroller combines 32 kb ISP flash

memory with read-while-write capabilities, 1 kb EEPROM, 2 kb 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. The device achieves throughput approaching 1 MIPS per MHz.
As of 2013 the ATmega328 is commonly used in many projects and autonomous

systems where a simple, low-powered, low-cost micro-controller is needed. Perhaps the
most common implementation of this chip is on the popular Arduino development
platform, namely the Arduino Uno and Arduino Nano models.
A common alternative to the ATmega328 is the "pico-Power" ATmega328P. A

comprehensive list of all other members of the megaAVR series can be found on the
Atmel website [11].
 ATmega328

 ATmega328P and ATmega328P-AUTOMOTIVE

 ATmega328PB and ATmega328PB-AUTOMOTIVE (superset of ATmega328P)
Figure 3.3: ATmega328p
3.3.2 Ultrasonic sensor

Ultrasonic ranging module HC - SR04 provides 2cm - 400cm non-contact
measurement function, the ranging accuracy can reach to 3mm. The modules includes
ultrasonic transmitters, receiver and control circuit. The basic principle of work:
(1) Using IO trigger for at least 10us high level signal,
(2) The Module automatically sends eight 40 kHz and detect whether there is a
pulse signal back.
(3) IF the signal back, through high level, time of high output IO duration is
the time from sending ultrasonic to returning.
Test distance = (high level time×velocity of sound (340m/s) / 2
Wire connecting direct as following:
 5V Supply
 Trigger Pulse Input
 Echo Pulse Output
 0V Ground

Figure 3.4: Ultrasonic sensor
Test distance = (high level time × velocity of sound (340M/S) / 2
Specifications of ultrasonic sensor:
Working Voltage DC 5V
Working Current 15mA
Working Frequency 40Hz
Max Range 4m
Min Range 2cm
Measuring Angle 15 degree
Trigger input signal 10ns
Dimension 45*20*15mm
3.3.3 Encoder and Decoder HT12 E

HT12E is an encoder integrated circuit of series of encoders. They are paired with
series of decoders for use in remote control system applications. It is mainly used in
interfacing RF and infrared circuits. The chosen pair of encoder/decoder should have
same number of addresses and data format. Simply put, HT12E converts the parallel

inputs into serial output. It encodes the 12 bit parallel data into serial for transmission
through an RF transmitter. These 12 bits are divided into 8 address bits and 4 data bits.
HT12E has a transmission enable pin which is active low. When a trigger signal
is received on TE pin, the programmed addresses/data are transmitted together with the
header bits via an RF or an infrared transmission medium. HT12E begins a 4-word
transmission cycle upon receipt of a transmission enable. This cycle is repeated as long as
TE is kept low. As soon as TE returns to high, the encoder output completes its final
cycle and then stops [12].
Figure 3.5: Encoder and Decoder HT12 E
3.3.4 RF transmitter and receiver 434MHZ

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. 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 [13].
Figure 3.6: RF Transmitter and Receiver
3.3.5 434 MHz RF communication information

This radio frequency (RF) transmission system employs Amplitude Shift Keying
(ASK) with transmitter/receiver (Tx/Rx) pair operating at 434 MHz. 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. The
system allows one way communication between two nodes, namely, transmission and
reception. The RF module has been used in conjunction with a set of four channel
encoder/decoder ICs. Here HT12E & HT12D have been used as encoder and decoder
respectively. The encoder converts the parallel inputs (from the remote switches) into
serial set of signals. These signals are serially transferred through RF to the reception
point. The decoder is used after the RF receiver to decode the serial format and retrieve
the original signals as outputs. These outputs can be observed on corresponding LEDs.

Figure 3.7: Flowchart showing transmission and receiving of signal
Encoder IC (HT12E) receives parallel data in the form of address bits and control
bits. The control signals from remote switches along with 8 address bits constitute a set of
12 parallel signals. The encoder HT12E encodes these parallel signals into serial bits.
Transmission is enabled by providing ground to pin14 which is active low. The control
signals are given at pins 10-13 of HT12E. The serial data is fed to the RF transmitter
through pin17 of HT12E.
Figure 3.8: Transmission of signal from Ultrasonic sensor to transmitter flowchart
Transmitter, upon receiving serial data from encoder IC (HT12E), transmits it

wirelessly to the RF receiver. The receiver, upon receiving these signals, sends them to
the decoder IC (HT12D) through pin2. The serial data is received at the data pin
(DIN,pin14) of HT12D. The decoder then retrieves the original parallel format from the
received serial data.

Figure 3.9: Receiving of signal from transmitter to receiver flowchart
When no signal is received at data pin of HT12D, it remains in standby mode and
consumes very less current (less than 1µA) for a voltage of 5V. When signal is received
by receiver, it is given to DIN pin (pin14) of HT12D. On reception of signal, oscillator of
HT12D gets activated. IC HT12D then decodes the serial data and checks the address bits
three times. If these bits match with the local address pins (pins 1-8) of HT12D, then it
puts the data bits on its data pins (pins 10-13) and makes the VT pin high. An LED is
connected to VT pin (pin17) of the decoder. This LED works as an indicator to indicate a
valid transmission. The corresponding output is thus generated at the data pins of decoder
IC. A signal is sent by lowering any or all the pins 10-13 of HT12E and corresponding
signal is received at receiver’s end (at HT12D). Address bits are configured by using the
by using the first 8 pins of both encoder and decoder ICs. To send a particular signal,
address bits must be same at encoder and decoder ICs. By configuring the address bits
properly, a single RF transmitter can also be used to control different RF receivers of
same frequency.
To summarize, on each transmission, 12 bits of data is transmitted consisting of 8

address bits and 4 data bits. The signal is received at receiver’s end which is then fed into
decoder IC. If address bits get matched, decoder converts it into parallel data and the
corresponding data bits get lowered which could be then used to drive the LEDs. The
outputs from this system can either be used in negative logic or NOT gates (like 74LS04)
can be incorporated at data pin [14].

Figure 3.10: Remote controller
3.3.6 Solenoid valve

A solenoid valve is an electromechanical device in which the solenoid uses an
electric current to generate a magnetic field and thereby operate a mechanism which
regulates the opening of fluid flow in a valve. Solenoid valves differ in the characteristics
of the electric current they use, the strength of the magnetic field they generate, the
mechanism they use to regulate the fluid and the type and characteristics of fluid they
control. The mechanism varies from linear action, plunger-type actuators to pivoted-
armature actuators and rocker actuators. The valve can use a two-port design to regulate a
flow or use a three or more port design to switch flows between ports. Multiple solenoid
valves can be placed together on a manifold.
Solenoid valves are the most frequently used control elements in fluidics. Their
tasks are to shut off, release, dose, distribute or mix fluids. They are found in many
application areas. Solenoids offer fast and safe switching, high reliability, long service
life, good medium compatibility of the materials used, low control power and compact
design [15].

Figure 3.11: Solenoid valve
3.3.7 Air compressor

An air compressor is a device that converts power (using an electric motor, diesel
or gasoline engine, etc.) into potential energy stored in pressurized air (i.e., compressed
air). By one of several methods, an air compressor forces more and more air into a storage
tank, increasing the pressure. When tank pressure reaches its engineered upper limit, the
air compressor shuts off. The compressed air, then, is held in the tank until called into
use. The energy contained in the compressed air can be used for a variety of applications,
utilizing the kinetic energy of the air as it is released and the tank depressurizes. When
tank pressure reaches its lower limit, the air compressor turns on again and re-pressurizes
the tank. An air compressor must be differentiated from a pump because it works for any
gas/air, while pumps work on a liquid [16].
Figure 3.12: Air compressor
3.3.8 Pneumatic cylinder

Pneumatic cylinder(s) (sometimes known as air cylinders) are mechanical devices
which use the power of compressed gas to produce a force in a reciprocating linear
motion. Like hydraulic cylinders, something forces a piston to move in the desired
direction. The piston is a disc or cylinder, and the piston rod transfers the force it
develops to the object to be moved. 85 Engineers sometimes prefer to use pneumatics
because they are quieter, cleaner, and do not require large amounts of space for fluid
storage.
Because the operating fluid is a gas, leakage from a pneumatic cylinder will not
drip out and contaminate the surroundings, making pneumatics more desirable where

cleanliness is a requirement. For example, in the mechanical puppets of the Disney Tiki
Room, pneumatics is used to prevent fluid from dripping onto people below the puppets
[17].
 Stroke length = 100mm

 Diameter of piston rod = 20mm
 Double acting cylinder uses force of air to movie in both extends and
retract strokes.
Figure 3.13: Pneumatic cylinder
3.3.9 Disc brake

A disc brake consists of a metal disc, or "rotor", attached to the wheel hub that
rotates with the wheel. Callipers are attached to the frame or fork along with pads that
squeeze the rotors for braking. As the pads drag against the rotor, the wheel - and thus the
bicycle - is slowed as kinetic energy (motion) is transformed into thermal energy (heat).
Disc brakes may be actuated mechanically by cable, or hydraulically.
Disc brakes are most common for mountain bikes (including nearly all downhill
bikes), and are also seen on some hybrid bicycles and touring bicycles. A disc brake is
sometimes employed as a drag brake.
Many hydraulic disc brakes have a self-adjusting mechanism so as the brake pad
wears; the pistons keep the distance from the pad to the disc consistent to maintain the
same brake lever throw. Some hydraulic brakes, especially older ones, and most
mechanical discs have manual controls to adjust the pad-to-rotor gap. Several adjustments
are often required during the life of the pads.

Figure 3.14: Disc brake
3.3.10 DC Motor
A DC motor is any of a class of rotary electrical machines that converts direct
current electrical energy into mechanical energy. The most common types rely on the
forces produced by magnetic fields. Nearly all types of DC motors have some internal
mechanism, either electromechanical or electronic; to periodically change the direction of
current flow in part of the motor.
DC motors were the first form of motor widely used, as they could be powered
from existing direct-current lighting power distribution systems. A DC motor's speed can
be controlled over a wide range, using either a variable supply voltage or by changing the
strength of current in its field windings. Small DC motors are used in tools, toys, and
appliances. The universal motor can operate on direct current but is a lightweight brushed
motor used for portable power tools and appliances. Larger DC motors are currently used
in propulsion of electric vehicles, elevator and hoists, and in drives for steel rolling mills.
The advent of power electronics has made replacement of DC motors with AC motors
possible in many applications.
 Wiper motor of 12V

 Speed of the motor varies from 50 to 60RPM.

Figure 3.15: DC motor of 12V 100rpm
3.3.11 Lead-Acid Battery

The lead–acid battery was invented in 1859 by French physicist Gaston Plantae
and is the earliest, yet still most widely used,[not verified in body] type of rechargeable
battery. Despite having a very low energy-to-weight ratio and a low energy-to-volume
ratio, its ability to supply high surge currents means that the cells have a relatively large
power-to-weight ratio. These features, along with their low cost, make them attractive for
use in motor vehicles to provide the high current required by automobile starter motors.
As they are inexpensive compared to newer technologies, lead–acid batteries are

widely used even when surge current is not important and other designs could provide
higher energy densities. In 1999 lead–acid battery sales accounted for 40–45% of the
value from batteries sold worldwide excluding China and Russia, and a manufacturing
market value of about $15 billion. Large-format lead–acid designs are widely used for
storage in backup power supplies in cell phone towers, high-availability settings like
hospitals, and stand-alone power systems. For these roles, modified versions of the
standard cell may be used to improve storage times and reduce maintenance
requirements. Gel-cells and absorbed glass-mat batteries are common in these roles,
collectively known as VRLA (valve-regulated lead–acid) batteries.
The electrical energy produced by a discharging lead–acid battery can be

attributed to the energy released when the strong chemical bonds of water (H2O)
molecules are formed from H+ ions of the acid and O2- ions of PbO2.[9] Conversely,
during charging the battery acts as a water-splitting device, and in the charged state the
chemical energy of the battery is mostly stored in the acid.

Figure 3.16: Lead-Acid 12V-7Ah rechargeable battery
3.4 CAD Tool used

CATIA V5 R21
CATIA is the world’s engineering and design leading software for product
3D CAD design excellence. It is used to design, simulate, analyse, and manufacture
products in a variety of industries including aerospace, automotive, consumer goods, and
industrial machinery, just to name a few. It addresses all manufacturing organizations,
from OEMs through their supply chains, to small independent producers.
If you stop and take a look around, CATIA is everywhere. CATIA is in the plane
that just flew over, the car that just went silently by, the phone you just answered, and the
bottle of water that you just finished [18].
CATIA delivers the following applications:
 A Social design environment built on a single source of truth and accessed

through powerful 3D dashboards that drive business intelligence, real-time
concurrent design and collaboration across all stakeholders including mobile
workers.
 An Inclusive product development platform that is easily integrated with existing

processes & tools. This enables multiple disciplines to leverage powerful and
integrated specialist applications across all phases of the product development
process [17].

Figure 3.17: Dimensions of the frame
Figure 3.18: 3D model of the frame

CHAPTER 4
Fabrication and Assembly

4.1 Fabrication of the model
Mild steel
Carbon steel is steel with carbon content up to 2.1% by weight. The
definition of carbon steel from the American Iron and Steel Institute (AISI) states:
Steel is considered to be carbon steel when:
 No minimum content is specified or required for chromium, cobalt, molybdenum,

nickel, niobium, titanium, tungsten, vanadium or zirconium, or any other element
to be added to obtain a desired alloying effect.
 The specified minimum for copper does not exceed 0.40 percentage;
 Or the maximum content specified for any of the following elements does not
exceed the percentages noted: manganese 1.65, silicon 0.60, copper 0.60.
The term "carbon steel" may also be used in reference to steel which is not stainless steel;
in this use carbon steel may include alloy steels.
As the carbon percentage content rises, steel has the ability to become harder and
stronger through heat treating; however, it becomes less ductile. Regardless of the heat
treatment, higher carbon content reduces weld ability. In carbon steels, the higher carbon
content lowers the melting point.
Mild steel (iron containing a small percentage of carbon, strong and tough but not
readily tempered), also known as plain-carbon steel and low-carbon steel, is now the most
common form of steel because its price is relatively low while it provides material
properties that are acceptable for many applications. Mild steel contains approximately
0.05–0.25% carbon making it malleable and ductile. Mild steel has a relatively low
tensile strength, but it is cheap and easy to form; surface hardness can be increased
through carburizing.
In applications where large cross-sections are used to minimize deflection, failure

by yield is not a risk so low-carbon steels are the best choice, for example as structural
steel. The density of mild steel is approximately 7.85 g/cm3 (7850 kg/m3 or 0.284
lb/in3)and the Young's modulus is 200 GPa (29,000 ksi).

Low-carbon steels suffer from yield-point run-out where the material has two
yield points. The first yield point (or upper yield point) is higher than the second and the
yield drops dramatically after the upper yield point. If low-carbon steel is only stressed to
some point between the upper and lower yield point then the surface develops louder
bands. Low-carbon steels contain less carbon than other steels and are easier to cold-
form, making them easier to handle.
High-tensile steels are low-carbon, or steels at the lower end of the medium-
carbon range, which have additional alloying ingredients in order to increase their
strength, wear properties or specifically tensile strength. These alloying ingredients
include chromium, molybdenum, silicon, manganese, nickel and vanadium. Impurities
such as phosphorus or sulphur have their maximum allowable content restricted.
Carbon steels which can successfully undergo heat-treatment have a carbon content in
the range of 0.30–1.70% by weight. Trace impurities of various other elements can have a
significant effect on the quality of the resulting steel. Trace amounts of sulphur in
particular make the steel red-short, that is, brittle and crumbly at working temperatures.
Low-alloy carbon steel, such as A36 grade, contains about 0.05% sulphur and melts
around 1,426–1,538 °C (2,599–2,800 °F). Manganese is often added to improve the
hardenability of low-carbon steels. These additions turn the material into low-alloy steel
by some definitions, but AISI's definition of carbon steel allows up to 1.65% manganese
by weight [8].
Figure 4.1: Fabricated frame

4.2 Assembly of the model

 After fabrication of the frame we weld the shaft to the frame to fix the bearings
and the wheels.
 Then we fix the DC Motor to the frame.
 For the rear wheel we fix the disc brake.
 And we fix the pneumatic cylinder which is linked to the brakes.
 We fix the ultrasonic sensor at the front of the frame to detect the obstacles.
 The ultrasonic sensor is connected to the circuit board to send the signals.
 The solenoid valve is connected to the circuit board and the pneumatic cylinder to
activate the braking system.
Figure 4.2: Assembly of fabricated model

CHAPTER 5
OUTCOME OF THE PROJECT

 In the present work, a prototype of an Intelligent Braking System using ultrasonic
sensor is developed to apply brake when an obstacle is detected which brings the
vehicle to rest.
 An ultrasonic sensor which is cheaper and less demanding of hardware than other
types of sensors presently used, such as the sensors based on computer vision or
radar is used to measure the distance between vehicle and the obstacle.
 These quantities are used by the control system to calculate the actions on both the
accelerator and also the brake, thus to adjust the speed in order to maintain a safe
distance to prevent accidents.
 As ultrasonic sensors can detect any kind of obstacle, this system can also prevent
collision of the vehicle with pedestrians, or can at least reduce the injuries
occurring.
 Since the control system does not use the absolute speed to calculate the safety
distance as done by the currently existing systems, the interaction with automotive
electronics is limited to actions on the accelerator and brake. This matter, coupled
with the fact of lower cost of ultrasonic sensors compared with other kinds of
sensors, could facilitate the application and mounting of the system in many low-
end vehicles, helping to improve comfort and safety and offer a hassle free driving
experience at a reduced cost.

SCOPE FOR FUTURE WORK

It would be useful to perform stable, free braking and also help to evaluate this
safety-critical automotive braking system. While car is taking a turn sensor can give the
false indication of obstacle. To avoid this arrangement can be made such that this system
turns off while taking turn. This can be achieved by mounting sensors on car wheel that
are capable of measuring wheel turning.
The reliable intelligent driver assistance systems and safety warning systems is
still a long way to go. However, as computing power, sensing capacity, and wireless
connectivity for vehicles rapidly increase, the concept of assisted driving and proactive
safety warning is speeding towards reality. As technology improves, a vehicle will
become just a computer with tires. Driving on roads will be just like surfing the web,
there will be traffic congestion but no injuries or fatalities. Advanced driver assistant
systems and new sensing technologies can be highly beneficial, along with large body of
work on automated vehicles.

BIBILIOGRAPHY
1. Hemalatha B. K., Pooja, Chaithra M., Megha S., Rakshitha R. T. May [2016].
“Automatic Braking System for Automobiles Using IR Sensor” International
Journal of Advanced Research in Electrical, Electronics and Instrumentation
Engineering, Vol. 5, Issue 5. PP- 31-39.
2. Gopal P. Gawande, Shruti V.Gavhale, Irshad A. Zariye, Sagar P. Ritpurkar. 3
February – 2014 “Review of speed control and automatic braking system”
International Journal of Engineering Research & Technology (IJERT). Vol. 7
Issue 2. PP- 117-119.
3. Divya Thakur Prof. A. P. Thakare. June [2015] “Implementation of automatic
reverse braking system on fpga” IETE 46th Mid Term Symposium ‘Impact of
Technology on Skill Development Mts-2015, Special Issue Of Inter National
Journal Of Electronics, Communication & Soft Computer Science & Engineering.
Vol. 3. Issue 7. PP-21-24.
4. Dhanya K. R. R. Jeyanthi. June [2012] “Automatic braking system with sensor
fusion concept” IEES 4. Vol. 1. PP- 17-20.
5. Anusha. Dr. P. Venkataratnam, [2015] “Collision control and collision avoidance

using ultrasonic sensor” International Journal Of Current Engineering And
Scientific Research (Ijcesr). Vol. 2, Issue 7. PP-71-78.
6. Ravi Ingle, Sumit Thak, Ankush Shelke. April [2014] “Automated reverse braking
system” International Journal of Engineering Sciences & Research Technology.
Vol. 4. Issue 3. PP-61-64.
7. Gajanan Koli1. Akshay Patil2. [2015] “Intelligent Braking System using the IR
Sensor”. Vol. 3. Issue 4. PP-12-13.
8. Mr. Shinde, Abhijeet Balasaheb, etal. [2016]. “Automatic pneumatic bumper-
braking system” IJSRD - International Journal for Scientific Research &
Development, Vol. 4. Issue 2. PP-21-23.
9. Chaithra M., Megha S, etal. May [2017]. “Automatic Braking System for
Automobiles Using IR Sensor” International Journal of Advanced Research in
Electrical, Electronics and Instrumentation Engineering Vol. 5, Issue 5. PP-37-41.

10. Gopal P. Gawande, Irshad A. Zariye, Sagar P. Ritpurkar February [2014].

“Review of speed control and automatic braking system” International Journal of
Engineering Research & Technology (IJERT) Vol. 3. PP-25-26.
11. Divya Thakur Prof. A. P. Thakare. [2015]. “Implementation of automatic reverse
braking system on fpga” IETE 46th Mid Term Symposium ‘Impact of Technology
on Skill Development, Special Issue Of Inter National Journal Of Electronics,
Communication & Soft Computer Science & Engineering. PP-17-24.
12. Dhanya K. R. R. Jeyanthi June [2012]. “Automatic braking system with sensor
fusion concept”. Vol 1. Issue 4. PP-5-12.
13. Anusha. Dr. P. Venkataratnam [2015]. “Collision control and collision avoidance
using ultrasonic sensor” International Journal of Current Engineering and
Scientific Research (IJCESR). Vol 2. Issue 7. PP-8-10.
14. Ravi Ingle, Sumit Thak. May [2013] “Automated reverse braking system”
International Journal of Engineering Sciences & Research Technology. Vol 4.
Issue 3. PP-12-17.
15. Katore S.R., Kadlag S.C., Pawar G.V., Prof.Londhe B.C. [2016]. Vol 2. Issue 4.
PP-17-20.
16. Shruti V.Gavhale March [2014] “Automatic braking with pneumatic bumper
system” A R Digitech International Journal of Engineering, Education and
Technology. Volume 3. Issue 2. PP-13-15.
17. Ankush Shelke. June [2010] “Hardware Implementation of Intelligent Braking
System” Published By - S. N. Sidek and M. J. E. Salami, Faculty of Engineering,
International Islamic University Malaysia. Vol 3. Issue 2. PP-67-73.
18. G.V. Sairam, B. Suresh, CH. Sai Hemanth, K. Krishna Sai. July [2015].
“Intelligent Mechatronic Braking System”. Vol 3. Issue 4. PP-12-17.

Fabrication of Conceptual Model of Intelligent Braking System

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FABRICATION OF CONCEPTUAL MODEL OF INTELLIGENT BRAKING SYSTEM

An intelligent mechatronic system includes an ultrasonic wave emitter provided

Dept. of Mechanical Engineering, KIT,TIPTURPage 1

Dept. of Mechanical Engineering, KIT,TIPTURPage 2

1.1 Need of new system

1.2 Working principle

Figure 1.1: Working principle

Dept. of Mechanical Engineering, KIT,TIPTURPage 3

1.3 Pro’s and Con’s of Intelligent Braking System

Disadvantages of Intelligent Braking System

 Additional coast require doing the automation.

Dept. of Mechanical Engineering, KIT,TIPTURPage 4

Dept. of Mechanical Engineering, KIT,TIPTURPage 5

Anusha P. Venkataratnam [5] in automation field, designers have proposed several

2.1 Summary of Literature survey

Dept. of Mechanical Engineering, KIT,TIPTURPage 6

2.2 Objectives and scope of project

The objectives of present work are:

 To fabricate a prototype of intelligent braking system (IBS).

IBS provides many useful functions as follows:

1) It will provide safety for the driver.

Dept. of Mechanical Engineering, KIT,TIPTURPage 7

Dept. of Mechanical Engineering, KIT,TIPTURPage 8

3.1.2 Wiring language

Wiring builds on Processing, an open project initiated by Casey Reas and

The program we used is as follows:

//threshold - less than 40cm

const int lt = A5;

const int rt = A4;

const int bd = A3;

const int fd = A2;

const int echo1 = 2;

const int echo2 = 3;

const int echo3 = 4;

const int trig1 = 5;

const int trig2 = 6;

const int trig3 = 7;

Dept. of Mechanical Engineering, KIT,TIPTURPage 9

const int dm1 = 9;

const int dm2 = 10;

const int buzz = 11;

const int brk = 13;

int d1, d2, d3;

NewPing sensor2(trig2, echo2, 200);

NewPing sensor3(trig3, echo3, 200);

Dept. of Mechanical Engineering, KIT,TIPTURPage 10

while ((digitalRead(fd) == LOW) && (digitalRead(bd) == HIGH) && ((d1>40) ||

while ((digitalRead(fd) == LOW) && (digitalRead(bd) == HIGH) && (((d1<=40) &&

while ((digitalRead(bd) == LOW) && (digitalRead(fd) == HIGH)) // Move backward

Dept. of Mechanical Engineering, KIT,TIPTURPage 11

while ((digitalRead(fd) == LOW) && (digitalRead(bd) == LOW)) // Apply breaks

Dept. of Mechanical Engineering, KIT,TIPTURPage 12

Figure 3.1: Electronic circuit board

Flow chart showing the working of program

Dept. of Mechanical Engineering, KIT,TIPTURPage 13

3.2 Concept of present work

Design of intelligent brake applications basically depend upon effectiveness of