LIST OF FIGURES

FIGURE 1: The hand brake lever in a Saab 9-5 automobile.

FIGURE 2: The illustration of self-locking mechanism and its exploded view.

FIGURE 3: the schematic drawing of actuator prototype

FIGURE 4: System testing construction schematic.

FIGURE 5: TRW auto motives Electronic parking brake control system.

FIGURE 6: Lexus system is typical of the single motor system that actuates traditional
shoe in-hat parking brakes.

FIGURE 7: Fig block diagram of Lexus system is typical of the single motor electric
parking brake system

FIGURE 8: Fig circuit design of EMPB system.

FIGURE 9:

FIGURE 10:

.......................................................................................................................................................
19

.......................................................................................................................................................
20

.......................................................................................................................................................
21

FIGURE 17: FREE BODY DIAGRAM SHOWING BEARING COUPLE MOMENT..............

22

FIGURE 18: ROTARY POTENTIOMETER MOUNT.................................................................

24

FIGURE 19: LINEAR POTENTIOMETER MOUNT..................................................................

25

FIGURE 20: MULTI-ACTUATOR SWITCH-MODE HYDRAULIC CIRCUIT........................

27

FIGURE 21: SKELETAL VIEW OF MANIFOLD WITH VALVES............................................

28

FIGURE 22: MANIFOLD.............................................................................................................

29

FIGURE 23: HIGH SPEED VALVE WITH FLOWS: HYDRAFORCE CATALOG (7).............
29
 LIST OF TABLES

Table 1.Comparison of conventional and electromechanical brakes

Table 2.
Table
Table
Table
Table
NOMENCLATURE
 A =Area of solar panel(m2 )

 D=Diameter of motor shaft (m)

 F =Force exerted on the pump (N)

 p=Pressure (N/m2)

 P=power (W)

 I =current (A)

 V=voltage (volts)

 N =speed ( rpm)
 CONTENTS

1. Introduction.................................................................................................................... 1
1.1 Problem statement……................................................................................. 3
1.2 Objectives ................................................................................................... 3
1.3 Scope........................................................................................................... 3
1.4 Methodology ................................................................................................. 3
1.5 Organization of Dissertation ........................................................................
3

2. Literature Review........................................................................................................... 1

3. SYSTEM DESIGN CONCEPT DESCRIPTION............................................................5

4.1.2.3

............. 25
4.5
Conclusions .......................................
...................................................
......... 26
5
Functions .........................................
...................................................
................... 27
5.1
Normal Driving Phase ..............................
...................................................

...................................................
......... 42
7.3
Summary ................
 ABSTRACT

An electromechanical parking brake system for a vehicle consists of an electric motor,

reduction gear train associated with the motor for transmitting motion from the motor to a
lead screw, which pushes the brake pads. This project provides a new concept design of
the EMPB system that has simple and low-cost characteristics. This paper deals with
designing, analysis and fabrication of EMPB system. Electromechanical parking brake
system also referred to as brake by-wire, replace conventional parking braking systems
with a completely electrical component system. This occurs by replacing conventional
linkages with electric motor-driven units. The braking force is generated directly at each
wheel by high performance electric motors and gear reduction, which are controlled by
an ECU.
 1. INTRODUCTION

We have pleasure in introducing our new project “AUTOMATIC HAND BREAK

RELEASE”, which is fully equipped by automatic system. 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.

In cars, the parking brake, also called hand brake, emergency brake, or e-brake, is a
latching brake usually used to keep the vehicle stationary. It is sometimes also used to
prevent a vehicle from rolling when the operator needs both feet to operate the clutch and
throttle pedals. Automobile hand brakes usually consist of a cable directly connected to
the brake mechanism on one end and to a lever or foot pedal at the driver's position. The
mechanism is often a hand-operated lever (hence the hand brake name), on the floor on
either side of the driver, or a pull handle located below and near the steering wheel
column, or a (foot-operated) pedal located far apart from the other pedals.

Although sometimes known as an emergency brake, using it in any emergency where the
footbrake is still operational is likely to badly upset the brake balance of the car and
vastly increase the likelihood of loss of control of the vehicle, for example by initiating a
rear-wheel skid. Additionally, the stopping force provided by using the handbrake is
small and would not significantly aid in stopping the vehicle. The parking brake operates
mostly on the rear wheels, which have reduced traction while braking but in some cases,
parking brake operates on front wheel, as done in most Citroens manufactured since the
end of World War II. The hand brake is instead intended for use in case of mechanical
failure where the regular footbrake is inoperable or compromised. Modern brake systems
are typically very reliable and equipped with dual-circuit hydraulics and low-brake-fluid
sensor systems, meaning the handbrake is rarely used to stop a moving vehicle.
Conventional parking brake actuation involves the human interference. Without pulling
or pushing the lever, the parking brake will not work. Also, sometimes due to negligence
or in emergency conditions, we humans often forget to apply parking brakes. This may
lead to rolling of vehicle in case of slopes and collision with other vehicles in parking
area. Constant enhancements in active safety and improvements with respect to the
reliability and comfort of operation mean that mechanical handbrakes are increasingly
being replaced by electromechanical systems.
This gave birth to ideas of electric parking brake techniques. The fundamental function of
the electric parking brake (EPB) is to activate and release the parking brake when the
vehicle is at a standstill. In first generation of electric parking brake fitted, a switch on the
instrument panel replaces the traditional handbrake lever used to operate the mechanical
parking brake. This switch utilizes an electronic control unit (ECU) to trigger
electromechanical actuators within the wheel brakes or central actuator that operates the
rear wheel brake via a Bowden cable.[1] Further, for reducing drivers effort and
reminding for application of parking brake, there was a demand for a completely
automated parking brake system, which will be fulfilled by the upcoming ideas of
mechatronic. This paper is based on the development of one such system, involving the
concepts of automobile, mechanical and electronics, known as Electromechanical parking
brake.
Hence, there is great demand for an electronic applied mechanism, with automation for
actuation of the parking brake. It should also save space, reduce overall weight,
complication in linkages, less mechanical parts prone to wear and tear, good responsive
technique, high durability, very less or no involvement of human, easy to repair and
economic. The EMPB system helps to enhance driving safety and comfort and provides
greater freedom in interior design and packaging. EMPB eliminates the need for a
parking brake lever or pedal and improves vehicle styling, space management and
crashworthiness.[2]
The EMPB system is composed of one electro-mechanical actuator integrated into the
disc brake caliper and a controller with redundant connections to the power supply, which
is controlled inside the vehicle’s cabin by a simple rocker switch. EPB is electronically
controlled, and features can be designed easily through software giving an enhanced level
of freedom for driver comfort- and safety functionality.
In cars, the hand brake (also known as the emergency brake, e-brake, or parking brake) is
a latching brake usually used to keep the car stationary. Automobile e-brakes usually
consist of a cable (usually adjustable for length) directly connected to the brake
mechanism on one end and to some type of mechanism that can be actuated by the driver
on the other end. The mechanism is often a hand-operated lever (hence the hand brake
name), on the floor on either side of the driver, or a pull handle located below and near
the steering wheel column, or a (foot-operated) pedal located far apart from the other
pedals.
Although sometimes known as an emergency brake, using it in any emergency
where the footbrake is still operational is likely to badly upset the brake balance of the car
and vastly increase the likelihood of loss of control of the vehicle, for example by
initiating a rear-wheel skid. Additionally, the stopping force provided by using the
handbrake instead of or in addition to the footbrake is usually small and would not
significantly aid in stopping the vehicle, again because it usually operates on the rear
wheels; they suffer reduced traction compared to the front wheels while braking. The
emergency brake is instead intended for use in case of mechanical failure where the
regular footbrake is inoperable or compromised, hopefully with opportunity to apply the
brake in a controlled manner to bring the vehicle to a safe, if gentle halt before seeking
service assistance. Modern brake systems are typically very reliable and engineered with
fail safe (e.g. dual-circuit hydraulics) and failure-warning (e.g. low brake fluid sensor)
systems, meaning the handbrake is no longer often called on for its original purpose.
The most common use for an automobile emergency brake is to keep the vehicle
motionless when it is parked, thus the alternative name, parking brake. Car emergency
brakes have a ratchet locking mechanism that will keep them engaged until a release
button is pressed. On vehicles with automatic transmissions, this is usually used in
concern with a parking pawl in the transmission. Automotive safety experts recommend
the use of both systems to immobilize a parked car, and the use of both systems is
required by law in some jurisdictions, yet many individuals use only the "Park" position
on the automatic transmission and not the parking brake. It is similar to manual
transmission cars: These are recommended always to be left with the handbrake engaged,
in concert with their lowest gear (usually either first or reverse). The use of both systems
is also required by law in some jurisdictions. However, when parking on level ground,
many people either only engage the handbrake (gear lever in neutral), or only select a
gear (handbrake released).
 1.1 PROBLEM STATEMENT

Design and develop the prototype model of automatic hand brake release showing the
automation of hand brake while parking the vehicle on slopes.
Also fabricate the model of the same showing exact working of automation of hand brake
/ parking brake by using the ignition key of vehicle.
 1.2 OBJECTIVE

2. To Design and develop the prototype model of automatic hand brake release
showing the automation of hand brake while parking the vehicle on slopes.
3. To fabricate the model of the same showing exact working of automation of hand
brake / parking brake by using the ignition key of vehicle.
4. To test the vehicle under different conditions of slopes and speed.
5. To give and automation option for modern day cars for vehicle safety and safe
parking of vehicle on slope.
6. To study literature survey behind automatic hand brake release and design
according to it.
 1.3 SCOPE

 In Four wheeler application for safe parking of cars on slopes, when driver
forgets or intentionally avoids the use of hand brake.
 To provide an automation for manually operated hand brakes which will
reduce human efforts band provide comfort in driving.
 It can also implemented in two wheeler.
 1.4 METHODOLOGY

“AUTOMATIC HAND BREAK RELEASE” is nothing but one of the breaking

systems in automobile at the time of vehicle switch off condition. In this breaking system
motorized operated one.

In this project, the control unit is received the signal from the key switch. The key
switch is ‘ON’ at the time of vehicle start condition. The first time clutch is applied so
that the motor is rotating in forward direction for 2 sec to release the break (Already
wheel is on braking condition). The key switch is ‘OFF’ the motor is rotating in reward
direction for 2 sec to applying the break.
“AUTOMATIC HAND BREAK RELEASE” is nothing but one of the breaking
systems in automobile at the time of vehicle switches off condition. In this breaking
system motorized operated one.
In this project, the control unit is received the signal from the key switch. The key switch
is ‘ON’ at the time of vehicle start condition. The first time clutch is applied so that the
motor is rotating in forward direction for 2 sec to release the break (Already wheel is on
braking condition). The key switch is ‘OFF’ the motor is rotating in reward direction for
2 sec to applying the break.

The control unit consists of a relay circuit. It is an electromagnetic switch. It has two
outputs. The solenoid valve unit consists of two ½ solenoid valves. ½ indicates two ports
and one way operation. Compressed air enters through first solenoid valve and expelled
to atmosphere through second solenoid valve. Air enters to brake chamber through
connection provided between these two solenoid valves.

When driver is in the seat, parking brake is not needed. At that time, the limit switch is in
open mode. So current cannot passes to relay circuit through the switch. When driver
stands from his seat, limit switch senses and send electric current to relay circuit. One of
the relay output sends out a voltage to first solenoid valve and now it is in opened
position so the compressed air enters to brake chamber.

When driver is in the seat relay circuit sends electric current to second solenoid valve and
now the second solenoid valve in opened position. At the same time the first solenoid
valve is in closed condition. So air cannot enter to the brake chamber and air inside the
brake chamber escaped to atmosphere through second solenoid valve.

An additional emergency switch is provided in case of emergency . If the driver needs

parking brake when he is on the driving seat , then the emergency switch can be used .It
to gives the same function as a limit switch and provides voltage to the solenoid valve .So
the brake is applied .This can be used in the case of heavy traffic and some needs of
parking , where driver needs his seat .
 2. LITERATURE REVIEW

The electromechanical parking brake Design and function

Service Training Self-study programme 346

To make absolutely sure that the vehicle could not roll away when parked up, the driver
had to pull up sharply on the handbrake lever until now or step on an additional parking
brake pedal in the footwell. In the future, all that will be required is a quick press of a
switch in the instrument panel – thanks to the electromechanical parking brake in the new
Passat replacing the conventional, manual parking brake. S346_001 NEW Caution Note
The electromechanical parking brake doesn't just help with parking. Due to its intelligent
brake intervention system, safe braking is assured and the required hold is provided for
hill starts. The electromechanical parking brake is also referred to in other publications as
an electrical parking brake (EPB).
The advantages of the electromechanical parking brake The electromechanical parking
brake offers many advantages over the conventional handbrake, such as for example:
● Greater freedom in designing the interior The handbrake lever has been discontinued
and replaced by a button. This allows greater freedom in the interior layout and in
designing the centre console and footwell area.
● Greater functionality for the customer With the use of an electronic control system and
CAN network, the electromechanical parking brake offers additional helpful functions for
the customer (such as AUTOHOLD or dynamic drive off assistant) and a higher level of
comfort.
● Advantages in the manufacturing process Since the handbrake lever and handbrake
cables are no longer needed, production and assembly of the vehicle have been
simplified. ● Capable of self-diagnosis The electromechanical parking brake is a
mechatronic system. The system functions are monitored on an ongoing basis. The
electromechanical parking brake in comparison.
Types of brakes

Fig.1 The hand brake lever in a Saab 9-5 automobile.

School buses which are equipped with a hydraulic brake system will have a hand brake
lever to the left of the driver (in left hand drive buses) near the floor. It is operated by
pushing the lever down with one's hand to apply the brake, and pulling it upwards to
release it. However, this has been known to cause severe back problems in drivers who
do this regularly,[citation needed] and many choose to push it up with their feet.

Some cars with automatic transmissions are fitted with automatically releasing parking
brakes. Later models require the foot brake to be depressed before the car's transmission
can be moved from park. When reverse or drive is selected, the parking brake
automatically releases. Earlier models would release the parking brake when the gear
selector was placed in a forward or reverse gear without requiring any input on the brake
pedal at all. These earlier automatic release systems were a safety hazard, since there
would be no protection against accidentally knocking the transmission into gear.

In cars with rear drum brakes, the parking brake cable usually actuates these drums
mechanically with much less force than is available through the hydraulic system.

In cars with rear disc brakes, the parking brake either actuates the disc calipers (again,
with much less force) or a small drum brake housed within the hub assembly (the inner
circumference of the disc is often used instead of a separate drum).

Hudson automobiles used an unusual hybrid hydraulic-mechanical dual-brake system

which operated the rear brakes through the otherwise conventional mechanical
emergency-brake system when a failure of the hydraulic system allowed the pedal to
travel beyond its normal limit.[2]

A number of production vehicles, light and medium duty trucks, and motor homes have
been made with a separate drum brake on the transmission output shaft; called a driveline
parking brake. This has an advantage of being completely independent of other braking
systems. This is effective as long as the drive train is intact — propeller shaft, differential,
and axle shafts. In many vehicles, this type of parking brake is operated by either a foot
pedal or a hydraulic cylinder controlled by the transmission gear selector, or by both.

The EMPB system is a semi automated system in which motor rotates as per the signals
from an ECU. Considering engine ignition is on and vehicle is at rest, as soon as the
engine is turned off, microcontroller senses this and sends actuating signal to motor relay.
As the motor starts to rotate
(Anticlockwise), the rotary speed of motor is reduced, hence torque is increased using
gear trains and its output is supplied to lead screw which rotates in a nut, in turn converts
rotary motion to linear motion, hence pushing the brake pad against the disc and parking
brake is hence applied.
In other hand, when engine is started, the microcontroller senses this and actuates the
motor to rotate in opposite direction(Clockwise), hence releasing the parking brake.
The design is made so that it can be applied to 350 kg vehicle. The EMPB system works
satisfactorily on ignition conditions. The HOLD and release functions also works in an
acceptable manner. It is seen that the average response time of the EMPB system is 600-
700 ms.
 Table.1 comparison of conventional and electromechanical brakes

2.1 Novel design of the integrated Electric Parking Brake system

Yan-Sin Liao, Chien-Tai Huang, Chien-Tzu Chen, Shou-Yi Cheng, Bo-Ruei Chen
and Fu-Yen Huang
Automotive Research & Testing Center (ARTC).
A new design of integrated Electric Parking Brake system, called iEPB and integrated in
the brake caliper, is introduced in this paper. It consists of an electrically operated brake
unit and a hydraulically pressed unit independently, and uses a special self-locking
mechanism instead of a screw device to increase the efficiency and the working speed.
With all conventional EPB system’s advantages, it also provides a stronger brake
performance and a faster reaction time. In this paper, we describe the working principle
of this new design at first, and then introduce the arrangement of the testing system,
followed by a discussion of experimental data. The testing results prove the feasibility of
this design. The conclusion paragraph summarizes the key points about the design of the
iEPB system.
The iEPB system is more convenient and safety than traditional parking systems. It’s
operated and released automatically. With integrated intelligent function, the iEPB system
has the following merits:
• Replace a hand lever by an operation button.
• Because of no hand lever, there is more space in the vehicle.
• Combining a control unit, the iEPB system can be automatically operated and released
at the right time, which makes the operation simpler and the driver to feel more
comfortable and safer.
• With high performance mechanism, the iEPB system has a faster reaction time. So we
can provide the Auto-Hold function by adopting the iEPB system.

There are two types of existing electric parking brake. One type is the cable puller[3], and
the other is the integrated caliper[4]. This new design belongs to the integrated caliper
type. Almost 100% integrated caliper type of market products use the screw device as its
linear mechanism. The screw device can provide a large reduction ratio in a small space
and transfer the rotation motion into linear motion with a non-reverse feature. But a low
mechanical efficiency due to the screw friction makes a great energy lose. In this paper,
we introduce a new design that is a type of screw free concept. Basing on the same power
source, the screw free design can reduce about three-quarter reaction time of the system
[5].

SYSTEM DESCRIPTION
For improving working speed, enhancing mechanism efficiency and providing a non-
reverse feature at the same time, the iEPB mechanism design is the key point. The
important factors that need to be considered include:
• Caliper pressing force.
• Working time of the actuator.
• Power consumption.
• Parking force that can be maintained when power off.
 Figure 2. The illustration of self-locking mechanism and its exploded view.

System test construction –

System test construction is shown in Figure 7. The mechanism of the iEPB system, the
caliper, and brake disk were fixed on the rigid platform. The one side of the brake lining
shoe was connected to the load cell first, and then the load cell was connected to the
brake disk.

Synthesis and characterization of magneto-rheological (MR) fluids for MR brake

application, Bhau K. Kumbhar a, * , Satyajit R. Patil b , Suresh M. Sawant b
Magneto rheological (MR) fluid technology has been proven for many industrial
applications like shock absorbers, actuators, etc. MR fluid is a smart material whose
rheological characteristics change rapidly and can be controlled easily in presence of an
applied magnetic field. MR brake is a device to transmit torque by the shear stress of MR
fluid. However, MR fluids exhibit yield stress of 50e90 kPa. In this research, an effort has
been made to synthesize MR fluid sample/s which will typically meet the requirements of
MR brake applications. In this study, various electrolytic and carbonyl iron powder based
MR fluids have been synthesized by mixing grease as a stabilizer, oleic acid as an
antifriction additive and gaur gum powder as a surface coating to reduce agglomeration
of the MR fluid. MR fluid samples based on sunflower oil, which is bio-degradable,
environmentally friendly and abundantly available have also been synthesized. These MR
fluid samples are characterized for determination of magnetic, morphological and
rheological properties. This study helps identify most suitable localized MR fluid meant
for MR brake application. Copyright © 2015 The Authors. Production & hosting by
Elsevier B.V. On behalf of Karabuk University. This is an open access article under the
CC BY-NC-ND license

2.2 Design and testing of a new electric parking brake actuator

Chien-Tai. Huang, Chien-Tzu Chen, Shou-Yi Cheng, Bo-Ruei Chen and Ming-Hu
Huang
Automotive Research & Testing Center (ARTC)
Electric parking brake (EPB) system provides the roomy space for vehicles compared
with traditional handbrake system. Combining a control unit realizes the intelligent
functions, which make vehicles more convenient and secure, and avoid the vehicle
damage and danger caused by the negligence of drivers. This paper provides a new
concept design of the EPB system that has simple and low-cost characteristics. The
testing results have proved the feasibility of this design. First we describe the working
principle of this new design, and then introduce the arrangement of the testing system,
followed by the discussion of experimental data. The last is conclusion paragraph.
The intelligent function of EPB systems makes the parking brake be operated and
released automatically. That is more convenient to use than traditional systems, and has
the following merits:
1. Use an operation button to replace a hand lever.
2. Because of no hand lever, the vehicle has more spacious space.
3. Combining a control unit, EPB system can be automatically operated and released at
the right time, which makes the operation simpler and the driver feel more comfortable
and safe.

There are two types of existing EPB. One is the cable puller, and the other is the caliper.
This new concept design belongs to the cable puller type. Many design concepts of the
cable puller type use the ways of two cables [1,2]. Some perhaps use one cable to connect
by way of the balancer one divides into two brakes [3]. Minorities also use the design
concept of one cable method [4,5], which has small curvature radius of cable that will
reduce the cable life and mechanical efficiency. The new concept design of this paper will
also use one cable to connect two sides of the parking brake, but still maintain the cable
life and
mechanical efficiency.
Benchmarking - In table 1, there are four products of cable type EPB comparing with the
new design concept. The important differences are shown as follows.
 No force sensor lets EPB be simpler and cost less.
 No balancer lets EPB be easily assembled on vehicle.
 No inner cable combine interface lets EPB reduce the production cost and
assembly processes.
 Self-balance feature is useful to reduce difference of two side cable-pulling force.

Therefore, this new design concept has benefits such as without inner cable interface,
simple structure, low cost, and easy assembly.

SYSTEM DESIGN CONCEPT DESCRIPTION

It is not difficult to control an EPB. The mechanism is the key point of EPB system. The
important factors that need be considered include:
 Cable-pulling force.
  Parking brake force can be maintained when the power source of electric motor is
off.
 Working time of the actuator.
 The force for two sides of parking brake is near.

Actuator parts –
The schematic drawing of actuator prototype is shown in Figure 1a. It comprises a brush
motor, a pair of screw pole and six reduction gears, and uses one cable and two cable
tubes to connect to two sides of brake. The prototype picture is shown in Figure 1b. The
length, width and height of
this box are 15cm, 10.5cm and 7cm. The volume is approximately 40% smaller than
market products [12].

Working principle –
This actuator uses one cable only, and two sides of cable connect brakes separately. When
the electric motor rotates clockwise, it actuates the reduction gears (process 3 section
reduction), and then propels the inner screw pole to rotate. When the inner screw pole
rotates, it will actuate the outer screw pole and the guide tube, and then the right cable
tube will move to right side, (the outer screw pole, guide tube and right cable tube are
fixed as a combination.)
Therefore, It will cause the cable tube to provide force to cable to pull the two sides of
brakes. Cable-pulling force achieves balance in pulling process, and then keeps the
vehicle motionless when it is parked. When the parking brake need be released, the motor
reverses and the cable-pulling force will disappear. The principle that can make the cable
have large curvature radius will maintain the cable life and mechanical efficiency.
Besides, without a cable balancer, it has fewer inner interfaces for the cable, which
provides characteristics of simple structure, low cost and easy assembly.
Force control method –
To control cable-pulling force to keep the vehicle motionless when it is parked is our
target. The control method of actuator belongs to close loop control. The controller uses
feedback from the current sensor to control the motor. When the feedback motor electric
current reach set value, the controller cuts off the power source. As the motor power
source is off, the screw pole set has self-locking effect, and then the cable-pulling force
will be retained. Using a current sensor instead of force sensor brings benefits of low cost
and saving volume.

Fig 3. The schematic drawing of actuator prototype

System testing construction –

This system testing construction is shown in Figure. The mechanism of EPB and two
cable tubes were fixed on rigid platform, and one end of the cable was connected to the
load cell first, and then the load cell was connected to the brake.
The control unit was connected to the power source. When pressed down the start button,
the motor started transmitting torque to the mechanism of the EPB, and the cable also
started generating pulling force. The cable-pulling force was measured by the load cell,
and the signal of load cell passed through amplifier and transmitted into the data recorder
shown on the notebook finally.
 Figure 4. System testing construction schematic.

CONCLUSION OF THIS PAPER

This paper describes a new concept design of EPB and the testing for the EPB prototype.
The results reveal as follows:
1. This paper provides a new concept design of the EPB system that has simple and low-
cost characteristics.
2. The testing results prove the feasibility and excellence of this new concept.
3. This new concept is not only theoretical interest, but also can be applied into a
practical parking brake system.
2.3 Design And Fabrication of Electromechanical Parking Brake System
Sumant Ashok Nayak*, Kiran G*, Kushal P S*, Madhu B V*and Dr. Ravishankar
M K†
An electromechanical parking brake system for a vehicle consists of an electric motor,
reduction gear train associated with the motor for transmitting motion from the motor to a
lead screw, which pushes the brake pads. This project provides a new concept design of
the EMPB system that has simple and low-cost characteristics. This paper deals with
designing, analysis and fabrication of EMPB system. Electromechanical parking brake
system also referred to as brake by-wire, replace conventional parking braking systems
with a completely electrical component system. This occurs by replacing conventional
linkages with electric motor-driven units. The braking force is generated directly at each
wheel by high performance electric motors and gear reduction, which are controlled by
an ECU.
Conventional parking brake actuation involves the human interference. Without pulling
or pushing the lever, the parking brake will not work. Also, sometimes due to negligence
or in emergency conditions, we humans often forget to apply parking brakes. This may
lead to rolling of vehicle in case of slopes and collision with other vehicles in parking
area. Constant enhancements in active safety and improvements with respect to the
reliability and comfort of operation mean that mechanical handbrakes are increasingly
being replaced by electromechanical systems. This gave birth to ideas of electric parking
brake techniques. The fundamental function of the electric parking brake (EPB) is to
activate and release the parking brake when the vehicle is at a standstill. In first
generation of electric parking brake fitted, a switch on the instrument panel replaces the
traditional handbrake lever used to operate the mechanical parking brake. This switch
utilizes an electronic control unit (ECU) to trigger electromechanical actuators within the
wheel brakes or a central actuator that operates the rear wheel brake via a Bowden cable.
[1]
Further, for reducing drivers effort and reminding for application of parking brake, there
was a demand for a completely automated parking brake system, which will be fulfilled
by the upcoming ideas of mechatronic. This paper is based on the development of one
such system, involving the concepts of automobile, mechanical and electronics, known as
Electromechanical parking brake. Hence, there is great demand for an electronic applied
mechanism, with automation for actuation of the parking brake. It should also save space,
reduce overall weight,
complication in linkages, less mechanical parts prone to wear and tear, good responsive
technique, high durability, very less or no involvement of human, easy to repair and
economic. The EMPB system helps to enhance driving safety and comfort and provides
greater freedom in interior design and packaging. EMPB eliminates the need for a
parking brake lever or pedal and improves vehicle styling, space management and
crashworthiness.[2]
The EMPB system is composed of one electro-mechanical actuator integrated into the
disc brake caliper and a controller with redundant connections to the power supply, which
is controlled inside the vehicle’s cabin by a simple rocker switch. EPB is electronically
controlled, and features can be designed easily through software giving an enhanced level
of freedom for driver comfort- and safety functionality.

2.4 Driver Assistance Systems with focus on Automatic Emergency Brake

Tomas Henriksson
This thesis work aims at performing a survey of those technologies generally called
Driver Assistance Systems (DAS). This thesis work focuses on gathering information in
terms of accident statistics, sensors and functions and analyzing this information and
shall thru accessible information match functions with accidents, functions with sensors
etc. This analysis, based on accidents in United States and Sweden during the period
1998 – 2002 and two truck accident studies, shows that of all accidents with fatalities or
sever injuries involving a heavy truck almost half are the result of a frontal impact. About
one fourth of the accidents are caused by side impact, whereas single vehicle and rear
impact collisions causes around 14 % each. Of these, about one fourth is collision with
unprotected (motorcycles, mopeds, bicycles, and pedestrians) whereas around 60 % are
collision with other vehicles. More than 90 % of all accidents are partly the result of
driver error and about 75 % are directly the result of driver error. Hence there exist a
great opportunity to reduce the number of accidents by introducing DAS. In this work, an
analysis of DAS shows that six of the systems discussed today have the potential to
prevent 40 –50 % of these accidents, whereas 20 – 40 % are estimated to actually having
the chance to be prevented.

2.5 The Electronic Parking Brake Module:

Range Rover Sport and Land Rover Discovery
he Electronic Parking Brake Module, also known as the EPB actuator, is fitted to the
Range Rover Sport from 2005 onwards and the Land Rover Discovery 3 & 4. Whilst
generally reliable we wish to draw your attention to the following installation procedure.
If the parking brake will not release, or appears not to have released when moving off, a
loud screeching noise may be heard from the rear of the vehicle. This combined with a
parking sensor flashing on the dashboard could indicate the EPB module has failed. The
parking brake can be released manually: in the Discovery 3 and 4 by removing the small
rectangular plastic cover situated just behind the parking brake lever. On the Range Rover
Sport the EPB lever needs to be removed by unscrewing 2 screws. Inside the console
there is a wire cable loop, pulling this will release the parking brake.

TRW Automotive Develops and Tests Electric Parking Brake

TRW Auto motive’s electric parking brake (EPB) offers many advantages over traditional
parking brakes. By eliminating the need for a parking brake lever or pedal, the EPB
provides greater flexibility in the vehicle’s interior design. The EPB’s onboard computer
can be integrated with the vehicle’s stability control system.. For example, it can be
configured to release the brake when the vehicle accelerates, activate the brake when the
driver’s door opens, and prevent the vehicle from rolling backward when starting from a
stop. Because the EPB is a critical part of the parking application, TRW had to test every
operation and branch of the control software. TRW used Math Works tools for Model-
Based Design to model and simulate the control system of the IEC 61508–certified EPB.
With Simulink Design Verifier™ TRW engineers automatically generated tests, an
approach that helped the group achieve 100 percent coverage of their Simulink® and
Statef low® models. “Simulink Design Verifier enabled us to bring the formal testing of
our software in-house and verify our design in the first phases of development, when
defects are easier and lesscostly to fix,” notes Christoph Hellwig, team lead at TRW. The
ChallengeOn previous projects, an external vendor manually wrote and performed tests
on TRW’s code. Using the test results, TRW developers analyzed and debugged their
code. The process was expensive and prone
to miscommunication and delays. Further, manual testing left some portions of the
designs uncovered by tests. “We decided to bring this process in-house, not only to
reduce costs, but also to develop this type of software verification expertise within our
organization,” says Hellwig. TRW sought to improve its test process and provide
meaningful and actionable feedback to developers much earlier in the develop-ment
cycle.
The Solution
The software development group at TRW had used MATLAB® and Simulink to develop
a detailed software design specification, which enabled them to change their test process.
TRW engineers used Simulink Design Verifier to generate tests that enabled them to meet
their customer’s requirement for 100 percent coverage on the EPB control system model.
Ling Zhu, test engineer at TRW, used Simulink Design Verifier to automatically generate
tests from the same models that were used for development of code. The test engineers
then ran the generated test cases to review the test results. They also used Simulink
Verification and Validation™ to generate model coverage reports that highlighted
untested elements of the EPB design and provided developers with insight into areas of
the model that were not being exercised. Developers use these reports to shorten the time
needed to resolve defects.
 Fig 5.TRW auto motives Electronic parking brake control system.
The Results
Test case development time reduced from days to hours. “Writing tests for complex
models using manual processes required several days of effort,” says Hellwig. “With
Simulink Design Verifier, we automatically generate the tests and get reliable, repeatable
test results in a few hours. For simpler models that previously required a full day of
manual test writing, we have results within a few minutes.”100 percent model coverage
achieved. “We supplemented the automatically generated test cases from Simulink
Design Verifier with just a few handwritten tests and attained 100 percent code
coverage,” says Hellwig. “With the manual process, we were
unable to achieve this level of coverage.”Formal testing begun two months into the
project. “Given the expense of third-party testing, we used to wait until function freeze,
or about one year into the project, to begin formal testing,” says Hellwig. “Simulink
Design Verifier enables us to per-form this testing in-house, so we can provide
meaningful feedback to development starting with initial builds, often just two months
after the project begins.”

Industries
• Automotive
Application Areas
• System design and simulation
• Verification, validation, and test
• Control design

Products Used
• MATLAB
• Simulink
• Simulink Design Verifier
• Simulink Verification and Validation
• State flow

2.6 Electronic parking brake tech

Auto Service Professional Magazine
Every day in every way, electronics are taking over mechanical tasks. Thanks to alleged
unintended acceleration, almost everyone now knows about throttle by wire. But parking
brakes by wire still seems like a secret for many, even professionals.Yet, the technology
is not so new. Electronic parking brakes have been around since the mid-2000s. The 2004
Audi A8 had them. Since the 2009 model year, all Audi vehicles have electronic parking
brakes. So do some Volkswagens, Volvos, Cadillacs, Buicks, Jaguars, Lexuses and more.
There are two basic designs. The first, and simplest, still uses cables to actuate the
parking brakes in the traditional manner. Cables from the wheels attach to a motor that
pulls and releases similar to the way a manual lever pulls and releases. But an electrical
switch replaces the lever. Lexus, for example, uses this design.
Closing the circuit sends a signal to the parking brake module that, in turn, turns the
reversible motor to apply the brakes. Upon close examination, you may think that the
motor looks a lot like a window regulator motor, and you would be right. Of course the
torque is multiplied substantially by a transmission.
The second design has no cables. Instead, the actuators are attached directly to the rear
calipers. A signal to the controller relays power to the motors to clamp the brake pads
against the rotors. The distance the pads have to move is minimal, but must be maintained
through regular adjustment, which is done automatically. Volkswagen, for example, uses
this design.
In most cases, a parking brake switch, either a pull on/push off or a push on/push off,
actuates the parking brakes. In some cases, the brakes are actuated when the transmission
is shifted into park. On systems with the caliper-mounted motors, the electronic parking
brake can double as a hill-hold for vehicles with a manual transmission. Of course, these
command circuits have been added to the vehicle CAN bus which has been on virtually
all cars sold in the U.S. since it was made mandatory with the 2008 model year.

Fig. 6. Lexus system is typical of the single motor system that actuates traditional shoe-
in-hat parking brakes.

Single motor/cable system

Let’s take a look at the 2009 Lexus LS 460 as an example of the single motor/cable
system.In the manual mode, the parking brakes are set by activating a switch while in the
automatic mode; the brakes are activated when the transmission is shifted into and out of
park, while pressing the brake pedal. As long as the car is not moving, pressing the switch
runs the motor to tighten the parking brake cable. The tension will be increased to a value
depending on the tilt of the vehicle (hills) based on input from the yaw rate and
acceleration sensor. Once it reaches the desired clamping force, the motor stops and
maintains the tension.
When the switch is pulled up for release, the motor turns in the opposite direction until
the slack reaches a predetermined value. All values are orchestrated by the control
module. If the switch is pressed while the car is moving, the brakes will apply for as long
as the switch is held, then will release as Based on input from the yaw rate and
deceleration sensor, the electronic parking brakes are applied to provide hill-hold ability.
soon as the switch is released.
If the battery dies, the parking brake system won’t operate. To release the parking brakes
manually, a special tool is included along with the jack tools. Install the correct bit on the
tool, remove the plug from the spare tire well, insert the tool and turn counterclockwise to
release.
 Fig. 7. block diagram of Lexus system is typical of the single motor electric parking
brake system

If power was totally lost, or the control module or motor replaced, the electronic parking
brake system will have to be re-initialized. Of course, a scan tool is required. Incidentally,
the parking brake operates even if the CAN system quits. Servicing the brake pads,
calipers and parking brake shoes does not require any special techniques.
Caliper-mounted motors
The Volkswagen Passat is an example of a car with caliper-mounted motors that actuate
the caliper pistons to move the brake pads to create clamping force. The components are
designed to hold the car securely, even if the onboard electric power supply fails.
Indicator lights in the instrument cluster and in the EPB button switch show whether the
parking brake has been activated. An operating noise from the EPB also indicates that the
brake is being applied.
A large button (to the left of the headlight switch) operates the electronic parking brake.
The dynamic automatic release makes manual release unnecessary. It releases the parking
brakes upon driving off. In the VW system, the control module is built into the caliper’s
motor assembly rather than separately. Care must be taken when servicing the brake pads
on these vehicles. It cannot be done without a scan tool.

Retracting the calipers

Briefly, here is the technique to retract the calipers: Using the scan tool, cycle the brakes
on and off to erase any stored trouble codes. Then use the proper scan tool commands to
retract the calipers. If the caliper pistons do not retract, but the motor has run and tried to
retract them, the pistons then need to be pushed back manually. After replacing the brake
pads, you have to set the proper pad-to-rotor clearance. After cycling the parking brake
switch on and off three times, use your scan tool to set the basic pad setting. The calipers
will grab and release three times.
 3. SYSTEM DESIGN CONCEPT DESCRIPTION

An electromechanical parking brake system for a vehicle consists of an electric motor,

reduction gear train associated with the motor for transmitting motion from the motor to a
lead screw, which pushes the brake pads.[3] The lead screw and thrust nut are used which
pushes the brake pad against disc when rotated. The gears are used to increase the torque
of the motor. The actuation of brake is dependent on the engine ignition conditions.
The weight of the vehicle is assumed as 350 kg and road gradient as 30o throughout the
calculations. For prototype fabrication, structural mild steel (A36) material is considered
and analysis were made for same. Instead of force sensors, the control method consists of
a simple
control structure which approximately detect the initial contact point between brake pads
and a brake disc with the angular velocity of motor and the clamping force was estimated
with the function of angular displacement from the maximum angular velocity.
Hardware components required
1. Caliper
2. Gears
3. Motor
4. Lead screw and thrust nut
5. Microcontroller
6. 2-Channel Relay
7. Ignition switch and keys for operation
8. Wiring and harness
9. 12V DC supply source
10. Brake disc.
Circuit design
As shown is below figure, microcontroller is always supplied with 5V DC and sends the
actuating signal of range 0V to 5V to relay based on the ignition condition of engine.
Relay is supplied with 12V DC and switches the motor to rotate either clockwise or
anticlockwise. As the motor rotates, it produces some electrical noises and high voltage.
So to prevent microcontroller components from damage due to this noise and high
voltage, we are using opto-coupler in between microcontroller and relayboard.

Fig.8.circuit design of EMPB system.

Drum brake for actuation by motor

The Drum Brake

The drum brake may look complicated, and it can be pretty intimidating when you open
one up. Let's break it down and explain what each piece does.

Like the disc brake, the drum brake has two brake shoes and a piston. But the drum brake
also has an adjuster mechanism, an emergency brake mechanism and lots of springs.
The brake on a car has to be actuated by a different power source than the primary
braking system. The drum brake design allows for a simple cable actuation mechanism.

LIMITS SWITCH
A mechanical limit switch interlocks a mechanical motion or position with an
electrical circuit. A good starting point for limit-switch selection is contact arrangement.
The most common limit switch is the single-pole contact block with one NO and one NC
set of contacts; however, limit switches are available with up to four poles.
Limit switches also are available with time-delayed contact transfer. This type is
useful in detecting jams that cause the limit switch to remain actuated beyond a
predetermined time interval.
 Other limit switch contact arrangements include neutral-position and two-step.
Limit switches feature a neutral-position or center-off type transfers one set of contacts
with movement of the lever in one direction. Lever movement in the opposite direction
transfers the other set of contacts. Limit switches with a two-step arrangement, a small
movement of the lever transfers one set of contacts, and further lever movement in the
same direction transfers the other set of contacts.
Maintained-contact limit switches require a second definite reset motion. These
limit switches are primarily used with reciprocating actuators, or where position memory
or manual reset is required. Spring-return limit switches automatically reset when
actuating force is removed.

SOLENOID VALVE

A solenoid valve is a combination of two functional units:

1. A solenoid operator essentially consisting of a coil, core, core tube, shading coil
and spring(s).
2. A valve body containing orifices in which a disc, diaphragm or piston etc .is
positioned according to the type of technology used. The valve is opened or
closed by movement of the magnetic core which is drawn into a solenoid when
the coil is energized.

SOLENOID VALVE TERMINOLOGY

1 Coil
Coil is the electrical part of the valve consisting of a spool wound with insulated
copper wire creating a magnetic flux when energized. The coil is held in place on the tube
with a retaining clip.

2Core
 Core is the soft-magnetic plug nut moved by magnetic forces (flux generated by
the coil).A coil spring is used which keeps the core in fixed position when the coil is de-
energized.

3Core tube
Core tube is Stainless steel tube closed at one end, installed to improve the magnetic flux
of the solenoid coil upon energization.
.
4Cover
Cover mounted on the valve body and incorporating a number of orifices.
.Dead volume
Dead volume is the volume of fluid in the non-flushable areas in the solenoid
valve.

6 Manual operator
Manual operator is used to manual operation of the lever to open or close the
orifices in case of emergency.

7 Manual operator spring

Manual operating spring is drawback spring ensuring return of the pulse control
device to its initial position
 ELECTRONIC RELAY
A relay is an electrically operated switch. Many relays use an electromagnet to
operate a switching mechanism mechanically, but other operating principles are also
used. Relays are used where it is necessary to control a circuit by a low-power signal
(with complete electrical isolation between control and controlled circuits), or where
several circuits must be controlled by one signal. The first relays were used in long
distance telegraph circuits, repeating the signal coming in from one circuit and re-
transmitting it to another. Relays were used extensively in telephone exchanges and early
computers to perform logical operations.

BASIC DESIGN AND OPERATION.

A simple electromagnetic relay consists of a coil of wire surrounding a soft iron

core, an iron yoke which provides a low reluctance path for magnetic flux, a movable
iron armature, and one or more sets of contacts (there are two in the relay pictured). The
armature is hinged to the yoke and mechanically linked to one or more sets of moving
contacts. It is held in place by a spring so that when the relay is de-energized there is an
air gap in the magnetic circuit.

In this condition, one of the two sets of contacts in the relay pictured is closed,
and the other set is open. Other relays may have more or fewer sets of contacts depending
on their function. The relay in the picture also has a wire connecting the armature to the
yoke. This ensures continuity of the circuit between the moving contacts on the armature,
and the circuit track on the printed circuit board (PCB) via the yoke, which is soldered to
the PCB.

When an electric current is passed through the coil it generates a magnetic

field that attracts the armature, and the consequent movement of the movable contact(s)
either makes or breaks (depending upon construction) a connection with a fixed contact.
If the set of contacts was closed when the relay was de-energized, then the movement
opens the contacts and breaks the connection, and vice versa if the contacts were open.

When the current to the coil is switched off, the armature is returned by a force,
approximately half as strong as the magnetic force, to its relaxed position. Usually this
force is provided by a spring, but gravity is also used commonly in industrial motor
starters. Most relays are manufactured to operate quickly. In a low-voltage application
this reduces noise; in a high voltage or current application it reduces arcing.

When the coil is energized with direct current, a diode is often placed across the
coil to dissipate the energy from the collapsing magnetic field at deactivation, which
would otherwise generate a voltage spike dangerous to semiconductor circuit
components. Some automotive relays include a diode inside the relay case. Alternatively,
a contact protection network consisting of a capacitor and resistor in series
(snubber circuit) may absorb the surge. If the coil is designed to be energized
with alternating current (AC), a small copper "shading ring" can be crimped to the end of
the solenoid, creating a small out-of-phase current which increases the minimum pull on
the armature during the AC cycle.

A solid-state relay uses a thyristor or other solid-state switching device, activated

by the control signal, to switch the controlled load, instead of a solenoid. A light-emitting
diode (LED) coupled with a photo transistor can be used to isolate control and controlled
circuits.
 EMERGENCY SWITCH

An emergency switch is provided to the circuit to meets the emergency

condition. Emergency switch is a common type one way switch and is used in the same
circuit of limit switch. If driver needs parking brake when he is on the driving seat this
switch can be used.
Diagram illustrates an extremely simple circuit. (For the moment, ignore the
dotted line and the points A and B). The battery is represented by 4 lines (the longer line
being positive and the shorter one negative). Starting from the negative end of the battery,
electrons "circle" through one wire, pass through the light bulb, pass through the other
wire and then return to the battery thereby completing the circuit.
This is all well and good but there are 2 drawbacks to this circuit 1) the light
always stays on and 2) the power is constantly being used. How can we turn the light
bulb 'off'? Well, we could unscrew the bulb from the socket but in the real world this is
very inconvenient. (Light bulbs are inside fixtures, on ceilings and so on). Perhaps we
could disconnect the power at the source. This too is very inconvenient. You would have
to go down to your basement to shut the power off. Or - much more dangerous - you
would have to disconnect the electrical supply wire before it reaches the light socket.
This circuit is used as an emergency circuit in automatic parking
brake system. An emergency switching is provided through this circuit. when driver
needs parking brake , when he is on the driving seat, then this switch can act as similar to
limit switc

DESCRIPTION OF EQUIPMENTS

1 LIMITS SWITCH
A mechanical limit switch interlocks a mechanical motion or position with an electrical
circuit. A good starting point for limit-switch selection is contact arrangement. The most
common limit switch is the single-pole contact block with one NO and one NC set of
contacts; however, limit switches are available with up to four poles.
Limit switches also are available with time-delayed contact transfer. This type is useful in
detecting jams that cause the limit switch to remain actuated beyond a predetermined
time interval.
Other limit switch contact arrangements include neutral-position and two-step. Limit
switches feature a neutral-position or center-off type transfers one set of contacts with
movement of the lever in one direction. Lever movement in the opposite direction
transfers the other set of contacts. Limit switches with a two-step arrangement, a small
movement of the lever transfers one set of contacts, and further lever movement in the
same direction transfers the other set of contacts.
Maintained-contact limit switches require a second definite reset motion. These limit
switches are primarily used with reciprocating actuators, or where position memory or
manual reset is required. Spring-return limit switches automatically reset when actuating
force is removed.

2 SOLENOID VALVE
Figure-7
Solenoid Valve
A solenoid valve is a combination of two functional units:
1. A solenoid operator essentially consisting of a coil, core, core tube, shading coil
and spring(s).
2. A valve body containing orifices in which a disc, diaphragm or piston etc .is
positioned according to the type of technology used. The valve is opened or closed by
movement of the magnetic core which is drawn into a solenoid when the coil is
energized.

3 SOLENOID VALVE TERMINOLOGY

9.3.1 Coil
Coil is the electrical part of the valve consisting of a spool wound with insulated copper
wire creating a magnetic flux when energized. The coil is held in place on the tube with a
retaining clip.

3.2Core
Core is the soft-magnetic plug nut moved by magnetic forces (flux generated by the
coil).A coil spring is used which keeps the core in fixed position when the coil is de-
energized.

3.3Core tube
Core tube is Stainless steel tube closed at one end, installed to improve the magnetic flux
of the solenoid coil upon energization.
.
3.4Cover
Cover mounted on the valve body and incorporating a number of orifices.
3.5 .Dead volume
Dead volume is the volume of fluid in the non-flushable areas in the solenoid valve.

3.6 Manual operator

Manual operator is used to manual operation of the lever to open or close the orifices in
case of emergency.

3.7 Manual operator spring

Manual operating spring is drawback spring ensuring return of the pulse control device to
its initial position
ELECTRONIC RELAY
A relay is an electrically operated switch. Many relays use an electromagnet to
operate a switching mechanism mechanically, but other operating principles are also
used. Relays are used where it is necessary to control a circuit by a low-power signal
(with complete electrical isolation between control and controlled circuits), or where
several circuits must be controlled by one signal. The first relays were used in long
distance telegraph circuits, repeating the signal coming in from one circuit and re-
transmitting it to another. Relays were used extensively in telephone exchanges and early
computers to perform logical operations.

1 BASIC DESIGN AND OPERATION.

A simple electromagnetic relay consists of a coil of wire surrounding a soft iron core, an
iron yoke which provides a low reluctance path for magnetic flux, a movable iron
armature, and one or more sets of contacts (there are two in the relay pictured). The
armature is hinged to the yoke and mechanically linked to one or more sets of moving
contacts. It is held in place by a spring so that when the relay is de-energized there is an
air gap in the magnetic circuit.
In this condition, one of the two sets of contacts in the relay pictured is closed, and the
other set is open. Other relays may have more or fewer sets of contacts depending on
their function. The relay in the picture also has a wire connecting the armature to the
yoke. This ensures continuity of the circuit between the moving contacts on the armature,
and the circuit track on the printed circuit board (PCB) via the yoke, which is soldered to
the PCB.
When an electric current is passed through the coil it generates a magnetic field that
attracts the armature, and the consequent movement of the movable contact(s) either
makes or breaks (depending upon construction) a connection with a fixed contact. If the
set of contacts was closed when the relay was de-energized, then the movement opens the
contacts and breaks the connection, and vice versa if the contacts were open.
When the current to the coil is switched off, the armature is returned by a force,
approximately half as strong as the magnetic force, to its relaxed position. Usually this
force is provided by a spring, but gravity is also used commonly in industrial motor
starters. Most relays are manufactured to operate quickly. In a low-voltage application
this reduces noise; in a high voltage or current application it reduces arcing.
When the coil is energized with direct current, a diode is often placed across the coil to
dissipate the energy from the collapsing magnetic field at deactivation, which would
otherwise generate a voltage spike dangerous to semiconductor circuit components. Some
automotive relays include a diode inside the relay case. Alternatively, a contact protection
network consisting of a capacitor and resistor in series (snubber circuit) may absorb the
surge. If the coil is designed to be energized with alternating current (AC), a small copper
"shading ring" can be crimped to the end of the solenoid, creating a small out-of-phase
current which increases the minimum pull on the armature during the AC cycle.
A solid-state relay uses a thyristor or other solid-state switching device, activated by the
control signal, to switch the controlled load, instead of a solenoid. A light-emitting diode
(LED) coupled with a photo transistor can be used to isolate control and controlled
circuits.
Emergency Switch Circuit
An emergency switch is provided to the circuit to meets the emergency condition.
Emergency switch is a common type one way switch and is used in the same circuit of
limit switch. If driver needs parking brake when he is on the driving seat this switch can
be used.
Diagram illustrates an extremely simple circuit. (For the moment, ignore the dotted line
and the points A and B). The battery is represented by 4 lines (the longer line being
positive and the shorter one negative). Starting from the negative end of the battery,
electrons "circle" through one wire, pass through the light bulb, pass through the other
wire and then return to the battery thereby completing the circuit.
This is all well and good but there are 2 drawbacks to this circuit 1) the light
always stays on and 2) the power is constantly being used. How can we turn the light
bulb 'off'? Well, we could unscrew the bulb from the socket but in the real world this is
very inconvenient. (Light bulbs are inside fixtures, on ceilings and so on). Perhaps we
could disconnect the power at the source. This too is very inconvenient. You would have
to go down to your basement to shut the power off. Or - much more dangerous - you
would have to disconnect the electrical supply wire before it reaches the light socket.
This circuit is used as an emergency circuit in automatic parking brake
system. An emergency switching is provided through this circuit. when driver needs
parking brake , when he is on the driving seat, then this switch can act as similar to limit
switch.

ADVANTAGES

1) Free from wear adjustment.

2) Reduce the manual work
3) Less skill technicians is sufficient to operate.
4) Installation is simplified very much.

DISADVANTAGES
 3. Addition cost is required to install this system to four wheeler.

APPLICATION

 Four wheeler application

 It is also implemented in two wheeler.

CONCLUSION

 The electromechanical parking brake help with automatic parking brake application
based on
engine ignition condition.

 Safe braking is assured in slopes and hill starts with the help of “HOLD” function.

 EMPB has complete automatic operation for easy drivability and safety.
 This system also gets some advanced options like hold function in head to head traffic
and inclined roads, which would promise the drivers and vehicle owners with a safe
pleasure drive and stops.

 The response time of EMPB system is good. Hence, applies and releases the parking
brake in
very short time period.

 The EMPB system has greater relative advantages over the conventional parking
system and will find maximum application in the future because of its significance.

REFERENCES

[1] Chien-Tai. Huang, Chien-Tzu Chen, Shou-Yi Cheng, Bo-Ruei Chen and Ming-Hu
Huang, Design and Testing of a New Electric Parking Brake Actuator, Paper #:2008-01-
2555, Published on 2008-10-12, SAE Int. J. Passenger Cars- Mechanical system in
Automotive Research & Testing Center (ARTC), Taiwan. Link-
http://papers.sae.org/2008- 01-2555/
[2] Wolfsburg, The electro parking brake-Design and function, Volkswagen AG,
Technical status: 03.2005 Volkswagen AG Service Training VK-21. Link- www.
volkspage. net/technik/ ssp/ ssp/ SSP_346.pdf

[3] Tatsuya Yamasaki, Masaaki Eguchi, Yusuke Makino, NTN technical review
No.75(2007), Need of an Electromechanical Brake, Link- www.ntn-snr.com/portal
/fr/enen/ file.../NTN_TR75_en_P0531.pdf

[4] William H Crouse and Donald L Anglin, Automotive mechanics, SIE 10th edition
2008, McGraw hill education(India) private limited, ISBN 978-0-07-063435-0

[5] Chih Feng Lee, A thesis on Brake force control and judder compensation of an
automotive brake by wire, 2013, Department of Mechanical Engineering, The University
of Melbourne, Victoria, Australia, Link- dtl.unimelb.edu. au/ researchfile 304026.pdf

[6] Lee Y O, Wongoo Lee, Lee C W, Novel clamping force control for electric parking
brake systems, Published in Asian Control Conference, 2009. Linkhttp://
ieeexplore.ieee.org/ xpl/article Details.jsp? tp=&arnumber=527612 5& query Text%3
Delectric+parking+brake.