Automatic Pneumatic Braking With Dual Mode Operating System Using Sensors

Visvesvaraya Technological University
BELAGAVI, KARNATAKA
A PROJECT REPORT ON
“AUTOMATIC PNEUMATIC BRAKING WITH DUAL

MODE OPERATING SYSTEM USING SENSORS”
Submitted to Visvesvaraya Technological University in partial fulfillment of the

requirement for the award of Bachelor of Engineering Degree in Mechanical Engineering.
Submitted by
VISHNU PATIL 4JN16ME105

THIPPESWAMY K H 4JN16ME099
MALLIKARJUNAYYA S HIREMATH 4JN15ME044
VINAY A 4JN16ME102
Under the guidance of
Mr. Parameshwara S M.tech,

Assistant Professor, Dept. of Mechanical Engineering,
JNNCE, Shivamogga.
Department of Mechanical Engineering

Jawaharlal Nehru National College of Engineering
Shivamogga - 577 204
August 2020.
National Educational Society ®
Jawaharlal Nehru National College of Engineering

Department of Mechanical Engineering
CERTIFICATE
This is to certify that the Project entitled
“AUTOMATIC PNEUMATIC BRAKING WITH DUAL MODE

OPERATING SYSTEM USING SENSORS”
Submitted by

VINAY A 4JN16ME102
Student of 8th semester B.E. Mechanical Engineering, in partial fulfillment of the

requirement for the award of degree of Bachelor of Engineering in Mechanical Engineering
of Visvesvaraya Technological University, Belagavi during the year 2019-20.
Signature of Guide Signature of HOD
Mr. Parameshwara S M.Tech. Dr. E. Basavaraj M.Tech. Ph.D.,

Assi. Professor, Dept. of Mechanical Prof. & Head of Dept. of Mechanical
Engineering, JNNCE, Shivamogga. Engineering, JNNCE, Shivamogga.
Signature of Principal
Dr. H.R. Mahadevaswamy B.E., M.E, Ph.D.,

Principal, JNNCE, Shivamogga.
Signature of Evaluators
1. 2.
Automatic pneumatic Braking with Dual mode operating system with sensors
ACKNOWLEDGEMENT
The satisfaction and bliss accompanying the successful completion of

our project would be incomplete without the mention of the people who made
it possible.
We are thankful to our beloved principal Dr. H. R. Mahadevaswamy

for his support in all the academic matters.
We would like to express our sincere gratitude to Dr. E. Basavaraj

Professor and Head of Department of Mechanical Engineering, J.N.N. College
of Engineering, Shivamogga, for providing us with adequate facilities, ways
and means by which we were able to complete our project.
We would also like to express our gratitude to our guide Mr.Parameshwara

S. Asssistant Professor, Department of Mechanical Engineering, J. N. N.
College of Engineering, Shivamogga, for his kind support, guidance and
encouragement throughout the project work.
Finally, we would also like to express our gratitude to all the faculty
members of Department of Mechanical Engineering for their support and
guidance throughout the project work and our heartfelt gratitude to Jawaharlal
Nehru National College of Engineering for providing us with all the required
facilities without which completion of our project would not have been
possible.

VINAY A 4JN16ME102
Dept. of Mechanical Engineering, JNNCE, Shivamogga

CONTENTS
Sl.No. Chapters Title Page No.
1. Acknowledgement
2. Chapter 1 Introduction 1
3. Chapter 2 Literature Review 2
4. Chapter 3 Problem statement and Objectives 4
3.1 Problem statement 4
3.2 Objectives 4
5. Chapter 4 Working principle 5
4.1 Working 5
4.2 2D diagram 5
4.3 Block diagram 6
6. Chapter 5 Components description and Design aspects 7
5.1 Sensors 7
5.2 Selection of Pneumatics 10
5.2.1 Pneumatic single acting cylinder 11
5.2.2 Solenoid valve 16
5.2.3 Flow control valve 19
5.2.4 PU Connectors and Hoses 19
5.3 Stand, Wheel and braking arrangement 20
5.4 Wheel Shaft design 21
5.5 Ball bearing 23
5.6 Single Phase AC Motor 24
5.7 Belt 25
7. Fabricated model 26
8. Chapter 6 Expected outcomes and Future scope 27
9. References 28
10. Appendix I 29
11. Appendix II 30
Dept. of Mechanical Engineering, JNNCE, Shivamogga

CHAPTER 1
INTRODUCTION
We have pleasure in introducing our project “AUTOMATIC PNEUMATIC
BRAKING WITH DUAL MODE OPERATING SYSTEM USING SENSORS”
which is equipped by IR sensors circuit system and pneumatic braking activation system.
It is the project which has been fully equipped and designed for auto vehicles.
Today India is one of the largest country in the use of various types of vehicles.
As the available resources to run these vehicles like quality of roads, and unavailability of
new technologies in vehicles are causes for accidents. The number of people which are
dead during the vehicle accidents is also very large as compared to the other causes of
death. Though there are various causes of the accidents but proper technology of braking
system and technology to reduce the damage during accident are mainly effects on the
accident rates.
So today implementation of proper braking system to prevent the accidents
and reduce the damage is must for vehicles. To get this system implementation goal, this
project is designed with Automatic braking system with dual sensor mode. It is the project
which has been fully equipped and designed for auto vehicles.
In regular vehicles there are various mechanisms operated for the braking system
like use of hydraulic, pneumatic, or mechanical system. But all these braking mechanisms
receive the input signal directly from the driver by application of force on brake pedal.
Thus, braking of vehicles is totally manual operated. So, if the driver fails to see the
obstacle in front of his driving vehicle or fails to apply proper braking force on the brake
pedal, he may lose the control of his vehicle, leading to accident. Also the driver may not
able to pay complete attention when driving at night. So there are many chances of
accidents. Thus, the current designed system fairly reduces the chance of accident and
damage of vehicle and passengers.
Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 1

CHAPTER 2
LITERATURE REVIEW
Dr. P. Poongodi PPG Institute of Technology, Coimbatore, Tamil Nadu, INDIA –

641012. Mr. P. Dineshkumar, Karpagam University, Coimbatore, Tamil Nadu,
INDIA – 641021.[1]
In this paper, the need for safety of vehicles by reducing the impact of crash by applying a
smooth or partial braking with the help PIC 16F877a micro controller is proposed. The
driver’s risk of sensing the object from a particular distance and not able to notice within
the certain limit such conditions are occurs while designing this work. Once the similar
situation will faced to International Journal of Engineering Science and Computing,
April 2017 10330 http://ijesc.org/
Acceleration of the vehicle will be directly controlled without any disturbing the safe
throttle (actuation mechanism) of the vehicle, the designed machine itself takes the control
of acceleration pedal if the brake is not applied within the predetermined distance.
Takahiro Wada “A Deceleration control method of automobile for collision

avoidance based on driver perceptual risk” IEEE international Conference on Smart
Robots and Systems, Oct 4881-4886 [2]
The author observed that the to reduce rear-end crash of automobiles, it is important to
judge necessity of deceleration assistance as earlier as possible and initiate the assistance
naturally. On the other hand, we have derived a mathematical model of driver's perceptual
risk of proximity in car following situation and successfully derived driver deceleration
model to describe deceleration patterns and break initiation timing of expert driver. In this
paper, a smart braking system for accident avoidance will be proposed based on the
formulated brake profile model and brake initiation model of expert driver to realize
smooth, secure brake assistance naturally. In addition, experimental results using a driving
simulator will show validity of the proposed system based on subjective evaluation.

Matthew L. Brumbelow David S. ZUBY Institute of Highway Safety United States

Paper No. 09-0257 “IMPACT AND INJURY PATTERNS IN FRONTAL CRASHES
OF VEHICLES WITH GOOD RATINGS FOR FRONTAL CRASH
PROTECTION”[3]
There are two consumer evaluation programs of vehicle frontal crashworthiness in the
United States. The National Highway of Traffic Safety Administration (NHTSA) gives
occupant protection ratings of 1 to 5 stars for the drivers based on vehicle performance in
a full-width test into a rigid wall at 56 km/h. The Insurance Institute for Highway Safety
(IIHS) assigns vehicle ratings of good, acceptable, marginal, or poor based on
performance in a 64 km/h test in which 40% of the vehicle front impacts a deformable
barrier. These programs were introduced, structural and restraint system designs have very
good improved substantially, and high test performance now is treated as a de facto
standard. Among vehicles rated in the IIHS frontal offset test between January 2005 and
May 2008, 85% received good ratings, with the rest receiving the second highest rating of
acceptable.

CHAPTER 3
3.1 PROBLEM STATEMENT
Road accident is most unwanted thing to happen to a road user, though they
happen quite often. The most unfortunate thing is that we don't learn from our mistakes on
road. Most of the road users are quite well aware of the general rules and safety measures
while using roads but it is only the laxity on part of road users, which cause accidents and
crashes.
In India, more than 150,000 people killed and injured about 500,000 each year
in traffic accidents. 400 deaths a day are forcing India to take vehicle safety seriously.
Main cause of accidents and crashes are due to human errors. Some of the
common behaviors of human which results in accident are,
1. Over Speeding
2. Drunken Driving
3. Distractions to driver
4. Avoiding Safety Gears like Seat belts and Helmets
5. Traffic signal jumping
6. Non-adherence to lane driving and overtaking in a wrong manner
Various national and international researches have found these as most
common behavior of Road drivers, which leads to accidents.
3.2 OBJECTIVES
1) To increase the sureness of braking Application.

2) To increase the response time of braking system.
3) To improve the pre-crash safety.
4) To avoid the percentage of passenger injury by using external vehicle safety.
5) To reduce the requirement of internal safety devices like air bags.

CHAPTER 4
WORKING PRINCLIPLE
4.1. WORKING
This project model consists of IR transmitter and Receiver and sensor
circuit, Control Unit, air compressor, Single acting pneumatic cylinder, Solenoid valve,
Motor, braking system. The sensor senses the obstacle which will come infront of the
vehicle.
The system is having two modes one is short range mode and another
is long range mode. Mode 1 is Short range mode is activated in high vehicle density areas
that is more traffic area and low speed, working range upto 40cm. Mode 2 is Long range
mode is activated by manually working range up to 2.5m when the vehicle is in low
traffic areas that is when vehicle can be at high speed (say 50 kmph).
The control system is given to solenoid valve, when sensor senses the obstacle
by the signal solenoid valve energized and controls the flow of pressurized air from
compressor to pneumatic actuator. Then the braking system stops the vehicle within 1 to 2
seconds. This Braking activation system is automatically activated when the vehicle
starts.
4.2. 2D DIAGRAM

4.3 BLOCK DIAGRAM
IR
CONTROL TRANSMITTER
POWER
SUPPLY
UNIT
IR RECEIVER
FLOW
CONTROL SOLENOID
VALVE VALVE
BRAKE
PNEUMATIC
AIR TANK CYLINDER
ARRANGEMENT
(COMPRESSOR)
Flow diagram of system.

CHAPTER 5
COMPONENTS DESCRIPTION AND DESIGN ASPECTS
5.1. SENSORS:
A sensor is a transducer used to make a measurement of a physical variable. Any
sensor requires calibration in order to be useful as a measuring device. Calibration is the
procedure by which the relationship between the measured variable and the converted
output signal is established.
Care should be taken in the choice of sensory devices for particular tasks. The
operating characteristics of each device should be closely matched to the task for which it
is being utilized. Different sensors can be used in different ways to sense same conditions
and the same sensors can be used in different ways to sense different conditions.
Types of sensors
Passive sensors detect the reflected or emitted electro-magnetic radiation from

natural sources, while active sensors detect reflected responses from objects which are
irradiated from artificially generated energy sources, such as radar. Each is divided further
in to non-scanning and scanning systems.
A sensor classified as a combination of passive, non-scanning and non-imaging

method is a type of profile recorder, for example a microwave radiometer. A sensor
classified as passive, non-scanning and imaging method, is a camera, such as an aerial
survey camera or a space camera. Sensors classified as a combination of passive, scanning
and imaging are classified further into image plane scanning sensors, such as TV cameras
and solid state scanners, and object plane scanning sensors, such as multi-spectral scanners
(optical-mechanical scanner) and scanning microwave radiometers. An example of an
active, non-scanning and non-imaging sensor is a profile recorder such as a laser
spectrometer and laser altimeter. An active, scanning and imaging sensor is radar, for

example synthetic aperture radar (SAR), which can produce high resolution, imagery, day
or night, even under cloud cover.
Laser sensors have recently begun to be used more frequently for monitoring air
pollution by laser spectrometers and for measurement of distance by laser altimeters.
IR Sensor
IR Sensor
IR Sensor specifications
 Operating Voltage : 3.0V – 5.0V.

 Detection range : 2cm – 40cm (Adjustable)
 Current Consumption : at 3.3V : ~23 mA, at 5.0V: ~43 mA.
IR TRANSMITTER:
The IR transmitting circuit is used in many projects. The IR transmitter sends 40

kHz (frequency can be adjusted) carrier under 555 timer control. IR carriers at around 40
kHz carrier frequencies are widely used in TV remote controlling and ICs for receiving
these signals are quite easily available.
IR RECEIVER:
The transmitted signal reflected by the obstacle and the IR receiver circuit receives
the signal and giving control signal to the control unit. The control unit activates the
pneumatic breaking system, so that break was applied.
PIR Sensor
PIR Sensor
PIR Sensor specifications
 Operating Voltage : 4.0V – 12.0V.

 Detection range : 120° and 6 meters (Adjustable)
 Response speed : 0.3s to 25s (Adjustable)
 Current Consumption : 65mA.
Characteristics of optical sensor

In our project IR and PIR Sensors are used to detect the obstacle. These
sensors are fitted at the front side of the vehicle. In short range mode IR sensor will be
active and in long range mode PIR sensor will be activate.

5.2. SELECTION OF PNEUMATICS:
Mechanization is broadly defined as the replacement of manual effort by mechanical

power. Pneumatics is an attractive medium for low cost mechanization particularly for
sequential or repetitive operations. Many factories and plants already have a compressed
air system, which is capable of providing both the power or energy requirements and the
control system (although equally pneumatic control systems may be economic and can be
advantageously applied to other forms of power).
The main advantages of an all-pneumatic system are usually economy and
simplicity, the latter reducing maintenance to a low level. It can also have out standing
advantages in terms of safety.
PNEUMATIC COMPONENTS AND ITS DESCRIPTION
 The pneumatic bearing press consists of the following components to fulfill the
requirements of complete operation of the machine.
 PNEUMATIC SINGLE ACTING CYCLINDER

 SOLENOID VALVE
 FLOW CONTROL VALVE
 PU CONNECTORS
 HOSES

5.2.1. PNEUMATIC SINGLE ACTING CYLINDER:
Pneumatic cylinder consist of

A) PISTON B) CYLINDER
The cylinder is a Single acting cylinder one, which means that the air pressure
operates forward and spring returns backward. The air from the compressor is passed
through the regulator which controls the pressure to required amount by adjusting its knob.
A pressure gauge is attached to the regulator for showing the line pressure. Then
the compressed air is passed through the single acting 3/2 solenoid valve for supplying the
air to one side of the cylinder.
One hose take the output of the directional Control (Solenoid) valve and they are
attached to one end of the cylinder by means of connectors. One of the outputs from the
directional control valve is taken to the flow control valve from taken to the cylinder. The
hose is attached to each component of pneumatic system only by connectors.
Single acting pneumatic cylinder

Parts of Pneumatic Cylinder

Piston:
The piston is a cylindrical member of certain length which reciprocates inside the
cylinder. The diameter of the piston is slightly less than that of the cylinder bore diameter
and it is fitted to the top of the piston rod. It is one of the important parts which convert
the pressure energy into mechanical power.
The piston is equipped with a ring suitably proportioned and it is relatively soft
rubber which is capable of providing good sealing with low friction at the operating
pressure. The purpose of piston is to provide means of conveying the pressure of air
inside the cylinder to the piston of the oil cylinder.
Generally piston is made up of
 Aluminium alloy-light and medium work.
 Brass or bronze or CI-Heavy duty.
The piston is single acting spring returned type. The piston moves forward when
the high-pressure air is turned from the right side of cylinder.
The piston moves backward when the solenoid valve is in OFF condition. The
piston should be as strong and rigid as possible. The efficiency and economy of the
machine primarily depends on the working of the piston. It must operate in the cylinder
with a minimum of friction and should be able to withstand the high compressor force
developed in the cylinder and also the shock load during operation.
The piston should posses the following qualities.
a. The movement of the piston not creates much noise.

b. It should be frictionless.
c. It should withstand high pressure.

Piston Rod
The piston rod is circular in cross section. It connects piston with piston of other
cylinder. The piston rod is made of mild steel ground and polished. A high finish is
essential on the outer rod surface to minimize wear on the rod seals. The piston rod is
connected to the piston by mechanical fastening. The piston and the piston rod can be
separated if necessary.
One end of the piston rod is connected to the bottom of the piston. The other end
of the piston rod is connected to the other piston rod by means of coupling. The piston
transmits the working force to the oil cylinder through the piston rod. The piston rod is
designed to withstand the high compressive force. It should avoid bending and withstand
shock loads caused by the cutting force. The piston moves inside the rod seal fixed in the
bottom cover plate of the cylinder. The sealing arrangements prevent the leakage of air
from the bottom of the cylinder while the rod reciprocates through it.
Cylinder Cover Plates

The cylinder should be enclosed to get the applied pressure from the compressor
and act on the pinion. The cylinder is thus closed by the cover plates on both the ends
such that there is no leakage of air. An inlet port is provided on the top cover plate and an
outlet ports on the bottom cover plate. There is also a hole drilled for the movement of the
piston.
The cylinder cover plate protects the cylinder from dust and other particle and
maintains the same pressure that is taken from the compressor. The flange has to hold the
piston in both of its extreme positions. The piston hits the top plat during the return stroke
and hits the bottom plate during end of forward stroke. So the cover plates must be strong
enough to withstand the load.
Cylinder Mounting Plates:

It is attached to the cylinder cover plates and also to the carriage with the help of
‘L’ bends and bolts.

PNEUMATIC CYLINDER
Design of Piston rod:

Load due to air Pressure.
Diameter of the Piston (d) = 35 mm
Pressure acting (p) = 6 kgf/cm²
Material used for rod = C 45
Yield stress (σy) = 36 kgf/mm²
Assuming factor of safety = 2
Force acting on the rod (P) = Pressure x Area
= p x (Πd² / 4)
= 6 x {( Π x 3.5² ) / 4 }
P = 57.73 Kgf
Design Stress(σy) = σy / FOS

= 36 / 2 = 18 Kgf/mm²
= P / (Π d² / 4 )
∴d = √ 4 p / Π [ σy ]
= √ 4 x 57.73 / {Π x 18}
= √ 4.02 = 2.02 mm
∴ Minimum diameter of rod required for the load = 2.02 mm
We assume diameter of the rod = 12.5 mm
Design of cylinder thickness:

Material used = Cast iron
Assuming internal diameter of the cylinder = 35 mm
Ultimate tensile stress = 250 N/mm² = 2500 kgf/cm²
Working Stress = Ultimate tensile stress / factor of safety

Assuming factor of safety = 4

Working stress ( ft ) = 2500 / 4 = 625 Kgf/cm²
We assume thickness of cylinder = 2.5 mm

Inner diameter of barrel = 35 mm
Outer diameter of barrel = 35 + 2t
= 35 + ( 2 x 2.5 ) = 40 mm
Design of Piston rod:

Diameter of Piston Rod:
Force of piston Rod (P) = Pressure x area = p x Π/4
P = 6 x (Π / 4) x (3.5)²
= 57.73 Kgf
Also, force on piston rod (P) = (Π/4) (dp)² x ft
P = (Π/4) x (dp)² x 625
57.73 = (Π/4) x (dp)² x 625
∴ dp² = 57.73 x (4/Π) x (1/625)
= 0.12
dp = 0.34 cm = 3.4 mm
By standardizing dp = 12.5 mm
Length of piston rod:

Approach stroke = 50 mm
Length of threads = 2 x 20 = 40mm
Extra length due to front cover = 12 mm
Extra length of accommodate head = 20 mm
Total length of the piston rod = 50 + 40 + 12 + 20
= 122 mm
By standardizing, length of the piston rod = 130 mm

SPECIFICATION
1. Single acting pneumatic cylinder

Technical Data
Stroke length : Cylinder approach stoker length 50 mm
Bore diameter : 25mm
Quantity : 1
Seals : Nitride (Buna-N) Elastomer
End cones : Cast iron
Piston : EN – 8
Media : Air
Temperature : 0-80 º C
Pressure Range : 8 N/m²
5.2.2 SOLENOID VALVE WITH CONTROL UNIT:

The directional valve is one of the important parts of a pneumatic system.
Commonly known as DCV, this valve is used to control the direction of air flow in the
pneumatic system. The directional valve does this by changing the position of its internal
movable parts.
This valve was selected for speedy operation and to reduce the manual effort and
also for the modification of the machine into automatic machine by means of using a
solenoid valve. A solenoid is an electrical device that converts electrical energy into
straight line motion and force. These are also used to operate a mechanical operation
which in turn operates the valve mechanism. Solenoids may be push type or pull type.
The push type solenoid is one in which the plunger is pushed when the solenoid is

energized electrically. The pull type solenoid is one is which the plunger is pulled when
the solenoid is energized.
3/2 DCV Solenoid valve

The name of the parts of the solenoid should be learned so that they can be
recognized when called upon to make repairs, to do service work or to install them.
Parts of a Solenoid Valve
1. Coil
The solenoid coil is made of copper wire. The layers of wire are separated by
insulating layer. The entire solenoid coil is covered with an varnish that is not affected by
solvents, moisture, cutting oil or often fluids. Coils are rated in various voltages such as
115 volts AC, 230 volts AC, 460 volts AC, 575 Volts AC, 6 Volts DC, 12 Volts DC, 24
Volts DC, 115 Volts DC & 230 Volts DC. They are designed for such frequencies as 50
Hz to 60 Hz.
2. Frame
The solenoid frame serves several purposes. Since it is made of laminated sheets,
it is magnetized when the current passes through the coil. The magnetized coil attracts the
metal plunger to move. The frame has provisions for attaching the mounting. They are
usually bolted or welded to the frame. The frame has provisions for receivers, the plunger.
The wear strips are mounted to the solenoid frame, and are made of materials such as
metal or impregnated less fiber cloth.
3. Solenoid Plunger
The Solenoid plunger is the mover mechanism of the solenoid. The plunger is
made of steel laminations which are riveted together under high pressure, so that there will
be no movement of the lamination with respect to one another. At the top of the plunger a
pin hole is placed for making a connection to some device. The solenoid plunger is
moved by a magnetic force in one direction and is usually returned by spring action.
Solenoid operated valves are usually provided with cover over either the solenoid or the
entire valve. This protects the solenoid from dirt and other foreign matter, and protects the
actuator. In many applications it is necessary to use explosion proof solenoids.
WORKING OF 3/2 SINGLE ACTING SOLENOID (OR) CUT OFF VALVE
The control valve is used to control the flow direction is called cut off valve or
solenoid valve. This solenoid cut off valve is controlled by the emergency push button.
The 3/2 Single acting solenoid valve is having one inlet port, one outlet port and one
exhaust port. The solenoid valve consists of electromagnetic coil, stem and spring. The air
enters to the pneumatic single acting solenoid valve when the push button is in ON
position.
Technical Data:
Size : ¼” or 6.3mm dia.
Pressure : 0 to 7 kg / cm2
Media : Air
Type : 3/2 DCV
Applied Voltage : 230V A.C
Frequency : 50 Hz

5.2.3 FLOW CONTROL VALVE:
This valve is used to speed up the piston movement and also it acts as
an one -way restriction valve which means that the air can pass through only one way and
it can’t return back. By using this valve the time consumption is reduced because of the
faster movement of the piston.
Technical Data:
Port size ¼” 0.635 x 10 ² m
Pressure : 0 to 10 kg/cm2
Media : Air
Flow control valve
5.2.4. PU CONNECTORS AND HOSES:
In our pneumatic system there are two types of connectors used; one is the hose
connector and the other is the reducer. Hose connectors normally comprise an adapter
(connector) hose nipple and cap nut. These types of connectors are made up of brass or
Aluminium or hardened steel. Reducers are used to provide inter connection between two
pipes or hoses of different sizes. They may be fitted straight, tee, “V” or other
configurations. These reducers are made up of gunmetal or other materials like hardened
steel etc.
Connectors
Technical data
Max working pressure : 10 x 10 ⁵ N/m²
Temperature : 0-100 º C
Fluid media : Air
Material : Brass

Pneumatic Connector
Hoses
Technical date
Max pressure : 10 x 10 ⁵ N/m²
Outer diameter : 6 mm 6 x 10 ˉ ³m
Inner diameter : 3.5 mm 3.5 x 10 ˉ ³m
Material type : Polyurethane tube
Pneumatic Hose
5.3 STAND, WHEEL AND BRAKING ARRANGEMENT
STAND
This is a supporting frame and made up of L-shaped mild steel angle bar of 3mm
thickness and 25mm width. The stand is fabricated with the dimensions of
80cm*30cm*30cm.
WHEEL AND BRAKING ARRANGEMENT:

The simple wheel and braking arrangement is fixed to the frame stand. Near the
brake drum, the pneumatic cylinder piston is fixed.

5.4 WHEEL SHAFT DESIGN
BASIC SHAFT DESIGN FORMULA
The drive shaft with multiple pulleys experience two kinds of stresses, bending stress and
shear stress. The maximum bending stress generated at the outer most fiber of the shaft.
And on the other hand, the shear stress is generated at the inner most fiber. Also, the value
of maximum bending stress is much more than the shear stress. So, the design of the shaft
will be based on the maximum bending stress and will be driven by the following formula:
Maximum bending stress Tb = (M * r) / I……………….Eqn.1.1
Where,
M is maximum bending moment on the shaft.
r is the radius of the shaft.
I is area moment of inertia of the shaft.
Design Procedure
 Draw the bending moment diagram to find out the maximum bending moment (M)
on the shaft.
 Calculate the area moment of inertia (I) for the shaft.
 Replace the maximum bending stress (Tb) with the given allowable stress for the
shaft material.
 Calculate the radius of the shaft.
Shaft Design Problem

Refer the above picture, where a steel shaft is supported by two bearings and a pulley is
placed in between the bearings. You have to design the shaft. Weight of the pulley is 1000
N.
Input data:
Maximum allowable shear stress for the shaft material= 40 N/mm2
Solution:
 From the bending moment diagram, the maximum bending moment (M) is
calculated as 66666.67 N/mm2.
 Area moment of inertia (I)of the circular shaft is:
I = pi * r^4 *0.25
= 0.785*r^4………………..Eqn. 1.2
 From Eqn1.1 we can write:
40= (66666.67 *r)/ (0.785*r^4)
r= 12.85 mm
Hence the load acting on shaft is taken more than the actual, so we can take the 25 mm
diameter shaft.
Conclusion
The drive shaft design problem discussed in this article has considered only the self weight
of the pulley that is wheel and brake arrangement and hence the load acting in only one
direction. If the loads act in multiple directions then the resultant moments need to be
calculated and then the shaft design formula applied. Another way of solving drive shaft
design concept problem is using FEA tools.

5.5 DESIGN OF BALL BEARING
Bearing No. 6205/C3
Outer Diameter of Bearing (D) = 52 mm

Width of Bearing (B) = 15 mm
Inner Diameter of the Bearing (d) = 25mm
r₁ = Corner radii on shaft and housing

r₁ = 1 (From design data book)
Maximum Speed = 15,000 rpm (From design data book)
Mean Diameter (dm) = (D + d) / 2

= (52 + 25) / 2
dm = 38.5 mm
Ball Bearing

5.6 DESIGN OF SINGLE PHASE AC MOTOR
Output power in H.P = (2 x Π x NT)/4500
Where,
T - Torque = Load x radius of shaft
Weight of the machine = 13 kg
Radius of shaft = 0.0127 m
Torque = 13 x 0.0127
T = 0.165 kg-m
∴ Required output power in HP = (2 x Π x NT)/4500

= ( 2 x Π x 550 x 0.165 ) / 4500
= 0.126
≈ 0.13 H.P
Hence power required for the motor is = 0.13 H.P
Hence the 0.25 HP AC Motor is selected.
AC Motor specifications
Power : 0.25 HP
Speed : 1440 RPM
Current : 2.5 Amps
Voltage : 200-220 V

5.7 DESIGN OF BELT
To find the rpm of the lager pulley:
We know,
D = d x ( n₁/n₂ ) x η
D - Diameter of Larger pulley = 114.35 mm

d - Diameter of smaller pulley = 63.53
n₁ - Speed of smaller pulley = 720 RPM
η - Efficiency = 0.98
Speed of larger pulley (n₂) = 63.53 x (720/114.35) x 0.98

= 392 RPM
Nominal pitch length of belt (L) = 2C + Π/2 (D+d) + { (D-d)²/4C}

= (2 x 500) + Π /2 (114.35+63.53) +
{(114.35-65.53)²/(4 x 500)}
L = 1280 mm
For 1280 mm, the V-Belt selected is “A” type.

FABRICATED MODEL
Fabrication work
Project Model

CHAPTER 6
EXPECTED OUTCOMES AND FUTURE SCOPE
6.1 EXPECTED OUTCOMES
After the completion of the project, model will be able to

 It is able to Increase the sureness in braking system.
 Braking system is able to give fast response and can stops the vehicle within 1-2
seconds.
 System is able to increase the pre-crash safety.
 System is suitable to operable in both high and low traffic areas.
 Automatic braking system reduces the damage and impact of accident.
 System is able to avoid accidents and it’s harms.
6.2 FUTURE SCOPE
 There can be a fully automatic activation of long range mode when the vehicle
reaches a certain speed (say 50kmph) by using speed sensor.
 With the above special scope it can be adoptable in autonomous vehicles.

REFERENCES
 Dr. P. Poongodi PPG Institute of Technology, Coimbatore, Tamil Nadu, INDIA –

641012. Mr. P. Dineshkumar, Karpagam University, Coimbatore, Tamil Nadu,
INDIA – 641021.[1]
 Takahiro Wada “A Deceleration control method of automobile for collision

avoidance based on driver perceptual risk” IEEE international Conference on
Smart Robots and Systems, Oct 4881-4886 [2]
 Matthew L. Brumbelow David S. ZUBY Institute of Highway Safety United States

Paper No. 09-0257 “IMPACT AND INJURY PATTERNS IN FRONTAL
CRASHES OF VEHICLES WITH GOOD RATINGS FOR FRONTAL CRASH
PROTECTION”[3]

APPENDIX I
BILL OF MATERIALS
The various components used in the fabrication of project model are
shown in the following table below:
Sl. PARTS Specifications Qty.
No.
i. Single Acting Pneumatic 25mm bore,50mm stroke 1
Cylinder
ii. Flow Control Valve ¼’’ dia, 0-10 bar working 1
pressure
iii. Wheel 45cm dia. Scooty wheel 1
with brake system
iv. Solenoid Valve 3/2 type, 1.5-8 bar pressure 1
v. Single Phase induction motor 0.25 HP, 1440 RPM, 200- 1

220V
vi. Sensor Unit IR Sensor, PIR Sensor 1
vii. Pulley 63.53 and 114.35 mm dia. 2

pulleys
viii. Polyurethane tube (Hose) 3.5mm inner,6mm outer dia. -
ix. PC Air connector 4mm inner dia. and 10mm 2

thread dia. 0-10 bar pressure
x Stand (Frame) 3mm thickness,25mm width 1

L-rod,80cm*30cm*30cm

APPENDIX II
COSTING
The estimated cost is calculated based on the marketing value of the individual
components and is worked out to be Rs. 10,500 approximately as shown in the table
below:
Sl. No. PARTS Qty. Amount (Rs.)
i. Single Acting Pneumatic Cylinder 1 1,100
ii. Flow Control Valve 1 600
iii. Wheel 1 800
iv. Solenoid Valve 1 800
v. Single Phase induction motor 1 3,500
vi. Sensor Unit 1 600
vii. Pulley 2 450
viii. Polyurethane tube, PC Air connector - 350
ix. Ball Bearing 2 300
x Stand (Frame) 1 800
xi For Fabrication and Miscellaneous - 1,200
Total = 10,500

Automatic Pneumatic Braking With Dual Mode Operating System Using Sensors

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Automatic Pneumatic Braking With Dual Mode Operating System Using Sensors

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Visvesvaraya Technological University

“AUTOMATIC PNEUMATIC BRAKING WITH DUAL

Submitted to Visvesvaraya Technological University in partial fulfillment of the

VISHNU PATIL 4JN16ME105

Under the guidance of

Mr. Parameshwara S M.tech,

Department of Mechanical Engineering

Jawaharlal Nehru National College of Engineering

“AUTOMATIC PNEUMATIC BRAKING WITH DUAL MODE

VISHNU PATIL 4JN16ME105

Student of 8th semester B.E. Mechanical Engineering, in partial fulfillment of the

Signature of Guide Signature of HOD

Mr. Parameshwara S M.Tech. Dr. E. Basavaraj M.Tech. Ph.D.,

Dr. H.R. Mahadevaswamy B.E., M.E, Ph.D.,

The satisfaction and bliss accompanying the successful completion of

We are thankful to our beloved principal Dr. H. R. Mahadevaswamy

We would like to express our sincere gratitude to Dr. E. Basavaraj

We would also like to express our gratitude to our guide Mr.Parameshwara

VISHNU PATIL 4JN16ME105

Dept. of Mechanical Engineering, JNNCE, Shivamogga

Dept. of Mechanical Engineering, JNNCE, Shivamogga

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 1

Dr. P. Poongodi PPG Institute of Technology, Coimbatore, Tamil Nadu, INDIA –

Takahiro Wada “A Deceleration control method of automobile for collision

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 2

Matthew L. Brumbelow David S. ZUBY Institute of Highway Safety United States

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 3

1) To increase the sureness of braking Application.

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 4

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 5

4.3 BLOCK DIAGRAM

Flow diagram of system.

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 6

COMPONENTS DESCRIPTION AND DESIGN ASPECTS

Passive sensors detect the reflected or emitted electro-magnetic radiation from

A sensor classified as a combination of passive, non-scanning and non-imaging

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 7

 Operating Voltage : 3.0V – 5.0V.

The IR transmitting circuit is used in many projects. The IR transmitter sends 40

PIR Sensor specifications

 Operating Voltage : 4.0V – 12.0V.

Characteristics of optical sensor

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 9

5.2. SELECTION OF PNEUMATICS:

Mechanization is broadly defined as the replacement of manual effort by mechanical

PNEUMATIC COMPONENTS AND ITS DESCRIPTION

 PNEUMATIC SINGLE ACTING CYCLINDER

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 10

5.2.1. PNEUMATIC SINGLE ACTING CYLINDER:

Pneumatic cylinder consist of

Single acting pneumatic cylinder

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 11

Parts of Pneumatic Cylinder

a. The movement of the piston not creates much noise.

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 12

Cylinder Cover Plates

Cylinder Mounting Plates:

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 13

Design of Piston rod:

Design Stress(σy) = σy / FOS

Design of cylinder thickness:

Dept. of Mechanical Engineering, JNNCE, Shivamogga Page 14

Assuming factor of safety = 4

We assume thickness of cylinder = 2.5 mm

40= (66666.67 r)/ (0.785r^4)