ISSN 2321 3361 2016 IJESC

Research Article Volume 6 Issue No. 7

Automatic Brake Failure Indicator and Over Heating Alarm

Dr.N.Venkatachalapathi1, V. Mallikarjuna2
Professor and Head1, Assistant Professor 2
Department of Mechanical Engineering,
Annamacharya Institute of Technology & Science, Rajampet, A.P India

Abstract:
The braking system of a car is undoubtedly one of its more important features. The aim of this work is to create a better braking
system with indicator. Brake failure occurs only because of worn out of brake shoe and cut in liner. It consists of two sensors.
One sensor is connected with the brake shoe. The other sensor is the brake liner. The signal from the two sensors is given to a
microcontroller. When the brake shoe is worn out, the sensor senses signal to the microcontroller. Also if the brake liner is cut, the
sensor sends signal to the microcontroller. The microcontroller analyses the signal and operates the corresponding indicator. It
nothing wrong, the vehicle will move and if any one critical, the vehicle will stops and the screen shows the indication of brake
failure. Since this indicates the status of the brake, the user can identify the condition of the brake and thus limiting the chances of
malfunction.

Key Words: Anti Breaking system, Sensors, Microcontroller.

I. INTRODUCTION
Car safety is the avoidance of automobile accidents or the will be operated by the microcontroller automatically. This
minimization of harmful effects of accidents, in particular as prevents unnecessary accident. Since this indicates the status of
pertaining to human life and health. Special safety features the brake, the user can identify the condition of the brake and
have been built into cars occupants only, and some for the thus limiting the chances of malfunction
safety of others. We have pleasure in introducing our new Block diagram
project automatic head light dim/bright controller and engine
over heat alarm which is fully equipped by sensors circuit,
dim/bright light and engine over heat alarm circuit. It is
genuine project which is fully equipped and designed for
automobile vehicles. This forms an integral part of best quality.
This product underwent test in our automobile vehicles and it
is good.
The major components of the project are follows
Frame
Battery
IR sensor circuit
In this Project we are using control unit to check the Brake
condition and Engine heat. Here we are sending the signal
voltage through the Brake Wire from one end to other end. At
the other end in the wheel the signal conditioning unit checks
that whether the signal voltage in the Brake wire is available or Figure 1.1 Block diagram
not.
The braking system of a car is undoubtedly one of its more Back Ground
important feature. The aim of this work is to create a better Though the world is getting modernized, we have to face
braking system with indicator. Brake failure occurs only so many problems. One of such problems is accidents. One of
because of worn out of brake shoe and cut in liner. It consists the thing that everyone tried to avoid is while traveling is
of two sensors. One sensor is connected with the brake shoe. accidents, and sometimes it is inevitable. Now- a-days we can
The other sensor is the brake liner. The signal from the two see accidents in every nook and corner of the world. It results
sensors is given to a microcontroller. When the brake shoe is in the death of thousands of lives. In foreign countries they
worn out, the sensor senses signal to the microcontroller. Also take remedial measures for the prevention of accidents but our
if the brake liner is cut, the sensor sends signal to the country like India takes less action against the prevention of
microcontroller. The microcontroller analyses the signal and accidents.. When the driver brakes they are actually pushing a
operates the corresponding indicator. It nothing wrong, green plunger into the master cylinder, which in turn pushes brake
indicator will glow and if any one critical, red indicator will fluid through tubes and hoses to brake all the moving units in
glow. If the brake is failure in running time, an alternate brake the vehicle. So many other devices are there to predict brake

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failure like United States patent 3711827, United States patent Components Required
3914734, etc. The United States patent 3711827 is a self-test S. Component Specification Quantity
incorporated to determine if the warning light is operated No
properly. But my project can indicate brake failure and the 1 Diode IN4007 2
function of the brake whenever the brake is applied and it is 2 IC 7812 2
less expensive compared to other products. CA 3140 1
NE555 1
Ground Clearance 3 Resistor 10K 5
Whenever we buy cars we often discuss the fuel economy, 100K 1
style, features, colour, price and all that. But unless widely 470 2
publicized, people hardly care to look at the physical specs of 470K 1
the car - in particular the ground clearance. 4 Capacitor 1000F,25V 2
Ground clearance is a factor mostly discussed when 100F,25V 1
someone is buying low level cars. Indeed Luxury cars are 10F ,25V 2
known for their low stance and low ground clearance. Now, 0.01F 1
anyone or any website will tell you that ground clearance is the 0.02F 1
"minimum distance between the ground/road and the lowest 5 Switch Brake Switch 1
part of the car". And then manufacturers publish the ground Ignition Switch 1
clearance figures such as 160 mm or 170 mm or 180 mm. 6 LED Red LED 1
Green LED 1
7 Buzzer Plastic 1
8 DC Socket 12v 1

Figure 1.5 Demonstration of ground clearance of
suspension car
In our concept car the suspension of the car allow
minimum of 600 mm ground clearance or even beyond that
becomes a major success factor of the model.
In the case of Indian roads the vehicles which have more
than 200 mm of ground clearance is appropriate for ride in
urban as well as in rural areas.
Description
Brake failure indicator is a device used to avoid accidents
and it gives an early indication of brake failure. Of all the
system that make up a vehicle, the brake system might just be
important. If a force is exerted on the piston putting pressure
on the fluid confined in the left hand container, the fluid is
forced out through the narrow tube at the bottom and into the
right hand container, exerting a force on the second piston,
forcing it to move upward. The circuit can be assembled on
any general purpose PCB or perforated board. The audio
indicator is black in color. It is connected on the right side of
steering. Both LEDs are red in color.
Components Description
It is a complete standalone voltage regulator. We only
need to use 2 capacitors. One on the input and second one on
the output of 7812 in order to achieve clean voltage output and
even these capacitors are optional to use. To achieve 12v 1A
current, 7812 should be mounted on a good heat sink plate.
Thanks to the transistor like shape of 7812 which makes it easy
to mount on. 7812 is a famous IC which is being widely used
in 12V voltage regulator circuits. Truly speaking a heat sink
plate. 7812 has built in over heat and short-circuit protection
which makes it a good choice for making power supplies.
In electronics markets, 7812 is sold under various names
such as 7812a, 7812act, 7812t and lm7812. All of them are
almost identical with a little to no differences at all. 7812 input
voltage range is 14V to 35V. Exceeding the voltage range may
damage the IC. Given bellow is 7812 pin diagram to make the
pin out connections clear in case you want to do some
experiments.
Infra Red Obstacle Detection Sensor
In the system we are using 5mm IR SENSORS as an early
warning system that also made it economic in design and
simple in implementation. Infrared radiation is the portion of
electromagnetic spectrum having wavelengths longer than
visible light wavelengths, but smaller than microwaves.

The main constituent parts are:

IR SENSORS
Diode
Resistor
An IR sensor
Capacitor Roughly from 0.75m to 1000 m is the infrared region.
Buzzer Infrared waves are invisible to human eyes. The wavelength
region of 0.75m to 3 m is called near infrared, the region

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from 3 m to 6 m is called mid infrared and the region higher
than 6 m is called far infrared.
7812 pin diagram
If you hold upside down (pins up) and the IC number is
facing you then the left pin will be the voltage regulator output,
the centred pin will be ground and the right pin will be the
voltage input pin. Under my experience, the maximum safe
current you can get from one 7812 IC is 1A. If you need more
power then there are a few ways to do so.
More than one 7812 can be used in parallel in order to
achieve more than 1A current but output voltage of each 7812
can slightly vary resulting in unbalanced load on all of them.
This can result in load balancing issues and can damage the IC
carrying most current. However there is a way to overcome
this problem. I have given bellow a schematic diagram in
which two 7812 ICs are attached together and both of them are
carrying almost equal load. At least the current difference is
not too much to damage any IC
IC 3140
The CA3140A and CA3140 are integrated circuit
operational ampliers that combine the advantages of high
voltage PMOS transistors with high voltage bipolar transistors
on a single monolithic chip. The CA3140A and CA3140
BiMOS operational ampliers feature gate protected MOSFET
(PMOS) transistors in the input circuit to provide very high
input impedance, very low input current, and high speed
performance. The CA3140A and CA3140 operate at supply
voltage from 4V to 36V (either single or dual supply). These
operational ampliers are internally phase compensated to
achieve stable operation in unity gain follower operation, and
additionally, have access terminal for a supplementary external
capacitor if additional frequency roll-off is desired. Terminals
are also provided for use in applications requiring input offset
voltage nulling. The use of PMOS eld effect transistors in the
input stage results in common mode input voltage capability
down to 0.5V below the negative supply terminal, an important
attribute for sin- gle supply applications. The output stage uses
bipolar transistors and includes built-in protection against
damage from load terminal short circuiting to either supply rail
or to ground.
555 IC
The 555 Timer IC is an integrated circuit (chip) used in a
variety of timer, pulse generation and oscillator applications.
The circuit arrangement of the 555 is said to be even more
common, being incorporated in many single-voltage Flash and
other electrically-erasable ICs where it is the basis for the
oscillator driving the charge pump which provides the
programming overvoltage.
Depending on the manufacturer, the standard 555 package
includes over 20 transistors, 2 diodes and 15 resistors on a
silicon chip installed in an 8-pin mini dual-in-line package
(DIP-8). Variants available include the 556 (a 14-pin DIP
combining two 555s on one chip), and the 558 (a 16-pin DIP
combining four slightly modified 555s with DIS & THR
connected internally, and TR falling edge sensitive instead of
level sensitive).
The 555 has three operating modes
Mono stable mode: in this mode, the 555 functions as a
"one-shot" pulse generator. Applications include timers,
missing pulse detection, bounce free switches, touch
International Journal of Engineering Science and Computing, July 2016
switches, frequency divider, capacitance measurement,
pulse-width modulation (PWM) and so on.
Astable free running mode: the 555 can operate as an
oscillator. Uses include LED and lamp flashers, pulse
generation, logic clocks, tone generation, security alarms,
pulse position modulation and so on.
Bistable mode or Schmitt trigger: the 555 can operate as
a flip-flop, if the DIS pin is not connected and no capacitor
is used. Uses include bounce free latched switches.
LED
A light emitting diode is a semiconductor diode that emits
light when the electric current is applied in the forward
direction of the device, as in the simple LED circuit. The effect
is a form of electroluminescence where incoherent and narrow
spectrum light is emitted from p-n junction. LEDs are widely
used as indicator lights on electronic devices and increasingly
in higher power applications such as flashlights and area light.
The colour of emitted light depends on the composition and
condition of semiconductor material used and infrared, visible
or ultraviolet .In brake failure indicator, the LED is used for
indication.
Figure 2.1.2(a) LED is on i.e. no any obstacle is present
When the brake is applied, the green LED blinks and the
piezo buzzer beeps for around one second if the brake system
is intact. If the brake fails, the red LED Glows and the buzzer
stop beeping.
Diode
A diode is a device that permits current flow
predominantly in only one direction. Most semiconductor
diodes are made from germanium or silicon. A diode has two
leads, an anode and a cathode. The cathode is often marked by
a band at one end is the lead by which conventional current
leaves the diode when forward biased. There are several types
of diode, each with features that suits a particular job. In brake
failure indicator, the inverting input is connected to the brake
switch through diode and resistor.
Buzzer
A buzzer or beeper is a signaling device usually electronic.
These devices are used in automobiles, household appliances
such as microwave oven. It consists of a number of switches or
sensors connected to a control unit that determines if and
which button pushed or a present time has lapsed, sounds a
warning in the form of an intermittent buzzing or beeping
sound. Buzzer or beepers are output transducers converting
electrical energy into sound. They contain an internal oscillator
to produce the sound which is set at about 400 Hz for buzzers
and about 3 KHz for beepers. In brake failure indicator, when
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the brake is applied the green LED blinks and the buzzer beeps
for one second and if the brake fails, the buzzer stops beeping.
Thus the buzzer functions as an indicator of brake failure.
Figure 2.1.2(b) Buzzer
Resistor
A resistor is a two terminal passive electronic component
which implements electrical resistance as a circuit element.
When a voltage is applied across the terminals of a resistor, a
current I will flow through the resistor in direct proportion to
that voltage. This constant of proportionality is called
conductance. The reciprocal of the conductance is known as
the resistance R, since, with a given voltage V, a larger value
of R further resists the flow of current I as given by ohms
law: I = V/R
Resistors are common elements of electrical networks and
electronics circuits and are ubiquitous in most electronics
equipments. Practical resistors can be made of values
compounds and films, as well as resistance wire (wire made of
a high-resistivity alloy, such as nickel-chrome).Resistors are
also implemented within integrated circuits, particularly analog
devices, and can also be integrated into hybrid and printed
circuits.
Capacitor
Capacitor (formerly known as condenser) is a device for
storing electric charge. The forms of practical capacitors vary
widely, but all contain at least two conductors separated by a
nonconductor. Capacitor used as parts of electrical system,
consist of metal foils separated by a dielectric (insulator).
Energy is stored in the electrostatic field. An ideal capacitor is
characterized by a single constant value, capacitance, measured
in farads.
Capacitors are widely used in electronic circuits, for
blocking direct current while allowing alternating current to
pass, in filter network, for smoothing the output of power
supplies, in the resonant circuits that tune radios to particular
frequencies and for many other purposes.
Main and Secondary Power Supply
Main power supply is for complete circuit and the
secondary power supply is only for the Led and IR circuit
activation. Specification of both the supplies are
Main power supply 1 Batteries i.e. 12 V and 1.5 ampere
Figure 2.1.2(c) Main Power Supply Batteries
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Secondary Power Supply 9V battery
Figure 2.1.2(d) Secondary Power Supply
Joystick for Controlling the Vehicle
The below diagram shows the joystick and its designing,
wiring done in respect of the vehicle
Figure 2.1.2(e) Joystick for the vehicle
Soldering
Soldering is the process of joining two or more
similar or dissimilar metals by melting another metal having
lower melting point.
Soldering Fluxes
In order to make the accept the solder readily; the
components terminals should be free from oxides and other
obstructing films. Soldering flux cleans the oxides from the
surface of the metal Zinc Chloride, ammonium Chloride and
Rosin are the commonly used fluxes.
Solder
Solder is used for joining two or metals at temperature
below their melting point. The popularly used solders are alloy
of Tin (60%) and Lead (40%) that metals at 375f and solidifies
when it cools.
Soldering Iron
It is used to melt the solder and apply at the joints in the
circuit.
Block Diagram of IR Circuit
A typical system for detecting infrared radiation is given
in the following block diagram:
Infrared Source
All objects above 0 K radiate infrared energy and hence
are infrared sources. Infrared sources also include blackbody
radiators, tungsten lamps, silicon carbide, and various others.
For active IR sensors, infrared Lasers and LEDs of specific IR
wavelengths are used as IR sources.
Transmission Medium
Three main types of transmission medium used for
Infrared transmission are vacuum, the atmosphere, and optical
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fibers. The transmission of IR radiation is affected by
presence of CO2, water vapor and other elements in the
atmosphere. Due to absorption by molecules of water carbon
dioxide, ozone, etc. the atmosphere highly attenuates most IR
wavelengths leaving some important IR windows in the
electromagnetic spectrum.
Optical Components
Often optical components are required to converge or
focus infrared radiations, to limit spectral response, etc. To
converge / focus radiations, optical lenses made of quartz,
CaF2, Ge and Si, polyethylene Fresnel lenses, and mirrors
made of Al, Au or a similar material are used. For limiting
spectral responses, band pass filters are used. Choppers are
used to pass interrupt the IR beams.
Infrared Detectors
Various types of detectors are used in IR sensors.
Important specifications of detectors are
Photosensitivity or Responsivity: Responsivity is the
Output Voltage/Current per watt of incident energy.
Higher the better.
Noise Equivalent Power (NEP): NEP represents detection
ability of a detector and is the amount of incident light
equal to intrinsic noise level of a detector.
Detectivity (D*: D-star): D* is the photosensitivity per
unit area of a detector. It is a measure of S/N ratio of a
detector. D* is inversely proportional to NEP. Larger D*
indicates better sensing element.
In addition, wavelength region or temperature to be
measured, response time, cooling mechanism, active area, no
of elements, package, linearity, stability, temperature
characteristics, etc. are important parameters which need
attention while selecting IR detectors.
Signal Processing
Since detector outputs are typically very small,
preamplifiers with associated circuitry are used to further
process the received signals. We used these sensors as a
detector which provides early detection.
Process Description
Brake failure indicator is a device which is used to avoid
accidents. The brake failure indicator circuit is a circuit that
constantly monitors of the condition of brakes and gives an
audio visual indication. When the brake is applied the green
LED blinks and the piezo buzzer beeps for around one second
if the brake system is intact. If brake fails the red.The circuit
will work only in vehicles with negative grounding. It also
gives an indication of brake switch failure. In hydraulic brake
systems of vehicles; a brake switch is mounted on the brake
cylinder to operate the rear brake lamps.
The brake switch is fluid operated and doesnt function if
the fluid pressure due to leakage. The fluid leakage cannot be
detected easily unless there is a severe pressure drop in the
brake pedal. This circuit sensor the chance of brake failure by
monitoring the brake switches and reminds you of condition of
brake every time the brake is applied. The circuit comprises of
ICs, seven resistors, seven capacitors, two LED, Two diodes
and a buzzer. The circuit uses an op-amp (IC 2) as voltage
comparator and timer in constable configuration for alarm. IC
International Journal of Engineering Science and Computing, July 2016
2 senses the voltage level across, the brake switch. Its non
inverting input gets half the supply voltage through potential
divider resistors R3 and R4 of 10 Kilo ohms each. The
inverting input of IC2 is connected to brake switch through
diode DI, ICI and resistor R2.
It receives a high voltage when the brake is applied.
Normally, when the brake is not applied, the output of IC2
remains high and the red LED glows. Resistor R1 is used for
the input stability of IC2. ICI and CI provide a ripple-free
regulated supply to the inverting input of IC2. IC3 is wired as a
mono stable to give pulse output of one second. Timing
elements RT and C4 make the output high for one second to
activate the buzzer and LED2. Usually the trigger pin of IC3 is
high due to R6 and the buzzer and LED2 remains off. When
the brake pedal is pressed, pin 2 of IC2 gets a higher voltage
from the brake switch and its output goes low to switch off the
red LED. When there is a pressure drop in the brake system
due to leakage, the pressure sensor works LED1 remains on
And the buzzer does not sound when the brake is applied. The
circuit can be assembled on any general purpose PCB or
perforated board. The circuit can be powered form the
vehicles battery. The circuit requires well-regulated power
supply to avoid triggering while the battery is charging from
the dynamo. IC4, C6 and C7 provide regulated 12V to the
circuit. The power supply should be taken from the ignition
switch and the circuit ground be clamped to the vehicles body.
A bicolor LED can be used in place of LED1 and LED2 if
desired.
Anti Collision System
The AntiCollision device is a detection device meant to
be incorporated into cars for the purpose of safety. As opposed
to the anticollision devices present in the market today, this
system is not designed to control the vehicle. Instead, it serves
as an alert in the face of imminent collision. The device is
intended to find a way to implement a minimum spacing for
cars in traffic in an affordable way. It would also achieve
safety for the passengers of a moving car. The device is made
up of an infrared transmitter and receiver.
Figure 3.1 Grid formation by transmitted rays of IR sensor
Also incorporated into it is an audio visual alarm to work
in with the receiver and effectively alert the driver and/or the
passengers.
The device works by sending out streams of infrared
radiation and when these rays are seen by the other equipped
vehicle, both are meant to take the necessary precaution to
avert a collision. The device would still sound an alarm even
though it is not receiving infrared beams from the oncoming
vehicle.
This is due to reflection of its own infrared beams. At the
end of the design and testing process, overall system was
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implemented with a constructed work, tested working and
perfectly functional.
Figure 3.1(b) Transmission and reception of the waves by
IR sensors
This is due to reflection of its own infrared beams. At the
end of the design and testing process, overall system was
implemented with a constructed work, tested working and
perfectly functional.
Circuit Diagram
Figure 3.2 circuit diagram
The circuit uses an op-amp IC CA3140 (IC2) as voltage
comparator and timer NE555 (IC3) in constable configuration
for alarm. Voltage comparator IC2 senses the voltage level
across the brake switch. Its non-inverting input gets half the
supply voltage through potential divider resistors R3 and R4 of
10 kilo-ohms each. The inverting inputs of IC2 are connected
to the brake switch through diode D1, IC7812 (IC1) and
resistor R2. It receives a higher voltage when the brake is
applied.
Normally, when the brake is not applied, the output of IC2
remains high and the red LED glows. The output of IC2 is fed
to trigger pin 2 of the mono stable through coupling. Resistor
R1 is used for the input stability of IC2. IC1 and Cl provide a
ripple-free, regulated supply to the inverting input of IC2. 1C3
is wired as a mono stable to give pulse output of one second
timing elements R7 & C4 make the output high for one second
to activate buzzer and LED 2 usually the trigger pin of IC 3 is
high due to R6 & Buzzer and LED2 remains of when the brake
pedal is pressed pinto of IC2 gets higher voltage from the
brake switch and its output go slow to switch of the red LED.
The low output IC2 gives a short negative pulse to the mono
stable through C2 to trigger it. This activates buzzer and Led 2
indicate that brake system is working. When there is a pressure
drop in the brake system due to leakage, LED1 remains on and
the buzzer does not sound when the brake is applied.
Working Principle
The braking system of a car is undoubtedly one of its more
important feature. The aim of this work is to create a better
International Journal of Engineering Science and Computing, July 2016
braking system with indicator. Brake failure occurs only
because of worn out of brake shoe and cut in liner. It consists
of two sensors. One sensor is connected with the brake shoe.
The other sensor is the brake liner. The signal from the two
sensors is given to a microcontroller. When the brake shoe is
worn out, the sensor senses signal to the microcontroller. Also
if the brake liner is cut, the sensor sends signal to the
microcontroller. The micro controller analyses the signal and
operates the corresponding indicator. It nothing wrong, green
indicator will glow and when break failure signal fault detected
red indicator will glow and automatically activated external
mechanical brakes used to avoiding the accident. The system
automatically stops vehicle, when the IR sensor detecting the
parts of the operator inside the machine.
How Brake Failure Works?
As drivers, we need both of these features as much as we
need to breathe in and out. If you've ever been in a vehicle that
did not stop, you know the sheer terror that brake failure can
cause. Whether your vehicle is equipped with disc or drum
brakes, you expect them to work when you hit the brake pedal.
Brakes can't talk -- or can they? If you're not distracted
with chatter or music, you might hear your brakes trying to tell
you when something's wrong. Brakes have their own language;
they squeal, click, squeak and grind. You need to listen
carefully to their noises rather than ignore them and hope the
sounds will magical.
Figure 3.3(a) Disc brake
The easiest way you can avoid brake failure is by
maintaining the vehicle regularly and being attentive to any
changes in performance. Because a vehicle's brake system
involves many components along the entire length of the
vehicle, any number of things can go wrong. Calipers, drums
and brake pads, -Let's say that despite your attentive care of the
vehicle, the brakes begin to fail. What dangers might you and
your passengers face, and how can you prepare for them? What
will you do if you are towing a boat or trailer and experience
brake failure? How can a runaway truck ramp help if your
brakes stop working? In this article, we'll investigate the
answers to these questions, explaining everything you need to
know along the way.
Brake Pads Working
There's a lot more to effectively using your car's braking
system then simply stomping on the pedal when a squirrel
darts out in front of you. The braking systems of cars, trucks
and motorcycles are made up of a number of parts that
translate the driver's actions into physical force that stops the
car. One of those brake parts is your vehicle's brake pads.
Brake pads are a key brake part because they are the
component that contacts and applies pressure and friction to a
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vehicle's brake rotors -- those flat, shiny discs that you can
sometimes see just behind the wheels of some vehicles.

Figure 3.3(b) disc pads

The pressure and friction applied to the brake rotor is what

slows and stops the wheel. Once the wheels stop turning, the
vehicle stops moving, too. Though the role of brake pads as
braking parts is pretty simple, the brake pads themselves are Figure 4.1(a) Emergency brake assist
anything but. Because of how fast a vehicle's wheels rotate and
how much a typical car or truck weighs, brake pads undergo Dynamic Stability and Traction Control (DSTC)
extreme stress every time you slow down or come to a stop. DSTC makes driving on twisty and slippery road
Think about it: Would you want to grab and hold on to a heavy conditions safer, by using sensors to detect whether any of the
metal disc that was spinning really fast? Imagine slowly wheels is losing traction. DSTC has the ability to cut power in
squeezing that disc until the vehicle rolls to a halt -- it's a a flash, helping the car to regain its grip. If in any case the car
thankless job, but brake pads do it repeatedly for thousands and shows a tendency to skid the system automatically slows the
thousands of miles without complaint. particular wheels to help maintain control.
Brake Controllers Working
If you've ever gone roller skating at the rink with a large
group of friends, you might very well have started a train. With
everyone in single file and holding onto the person in front of
him or her, the train continues in a circle around the rink. As
long as everyone skates together at the same relative speed, the
line will move along safely.

Figure 4.1(b) Brake assist

Electronic Brake Distributed (EBD)
EBD makes sure that the braking forces of the car are
distributed between the front and the rear brakes in order to
optimize braking efficiency.

Figure 3.3(c) brake controller

The group can't go on skating in circles forever, of course.

So when someone needs to take a break, the best way the
whole train can slow down at the same time is if the person at
the front of the line sends a signal to rest of the skaters to slow
down. This way, each skater stops at about the same time,
avoiding any collisions. If the front skater had decided to stop
on his own without letting those behind him know of his
decision, the full force of the train's momentum would cause
his fellow skaters to crash into him, creating a massive pileup
and probably tripping up any nearby strangers. You can think
of a truck towing a trailer in a similar way.

IACCIDENT AVOIDANCE SYSTEMS

Emergency Brake Assist (EBA)
In an emergency, many people do not depress the brake Figure 4.1(c) Electronic Brake Distribution
pedal hard enough. EBA senses an emergency braking
situation and helps the driver to reduce speed in the shortest Anti-lock Braking System (ABS)
distance possible.

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 With ABS you can brake as hard as you can and steer
yourself to safety without the fear of wheels locking up and
skidding.
Figure 4.1(d) Anti-Lock braking system
Blind Support Information System (BSIS)
Using cameras set just below the outer rear view mirrors
the BSDS tell you if there is any vehicle in your blind spot.
Figure 4.1(e) Blind Spot information system
Night Vision
Driving during the night becomes safe than ever with the
night vision where one can see clearly on the control display
even in pitch black. Thanks to infra-red technology
Figure 4.1(f) Night vision
Rules and Regulations
Several rulemaking committees and government safety
authorities have addressed the deficiencies in the existing
elevator regulations and have proposed revisions to the
elevator safety codes.
The report from the American Society of Mechanical
Engineers - A17 Mechanical Design Committee on "Cars
ascending into the building overhead,"-dated September 1987,
contained the types of failures that could result in elevators
accelerating into overhead structure and an analysis of the
possible solutions. In addition, a proposal to the A17.1
Committee for a new code Rule 205.6 was introduced as
follows:
Rule 205.6 ("Prevention of over speeding car from striking
the overhead structure"): All traction elevators shall be
provided with a means to prevent an ascending car from
International Journal of Engineering Science and Computing, July 2016
striking the overhead structure. This means shall conform to
the following requirements:
1. Prior to the time when the counterweight strikes its buffer,
it shall reduce the speed of the car to the speed for which
the counterweight buffer is designed.
2. It shall not develop an average retardation of the car in
excess of 32.2 ft./s2 (9.81 m/s2) during the stopping
phase.
3. It shall be a mechanical means independent of the driving
machine brake.
4. It shall prevent over speeding of the elevator system
through the control of one or more of the following:
a. Counterweight
b. Car
c. Suspension or compensating rope system.
This proposed rule is currently under committee review,
and consideration has been given to requiring protection to
prevent the car from leaving the landing with the doors opened
or unlocked.
An ascending elevator car accident occurred at a western
Pennsylvania coal mine on February 4, 1987 and caused
extensive structural damage and disabled the elevator for two
months. Following this accident, the Pennsylvania Bureau of
Deep Mine Safety established an advisory committee to
determine these devices that are available to provide ascending
car over speed protection for new and existing mine elevator
installations.
The following four protective methods were determined to
be feasible based on engineering principles or extensive mine
testing.
1. Weight balancing (counterweight equals the empty car
weight).
2. counter weight safeties
3. dynamic braking
4. rope brake.
The Pennsylvania Bureau of Deep Mine Safety has
approved these four methods and has made ascending car over
speed protection mandatory on all existing counterweighted
mine elevators within the state of Pennsylvania, effective
December 1, 1991.
The safety code also addressed the potential risk of
injuries to passengers if a failure would cause the car to leave
the landing with the door open. This hazard could cause the
passenger to be crushed between the car floor and landing door
header. This risk is also present in the down direction. To
eliminate the "trapping risk" in both directions, additional
protective means that must detect any uncontrolled movement
of the car are required.
Protective Devices
Several methods are available to provide ascending car
over speed protection. Some methods are feasible only on new
installations, and others are easily retrofitted to existing
elevators. Three of the most viable solutions are presented here
for consideration.
Counterweight Safeties
The obvious method is to install traditional safeties on the
counterweight; however, the reliability of this old technology
is being questioned. In addition, this method can be difficult to
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install on existing elevators, especially if the counterweight
guide rails and brackets need to be replaced to accommodate
the additional load forces. Clearances may not be available for
the counterweight safeties due to limited shaft way dimensions.
There is also a problem with maintaining the safety system
under the less than desirable operating environment that is
present in the mine shaft way.
Dynamic Braking
A second solution used in the United States mining
industry is the application of passive dynamic braking to the
elevator drive motor. As mentioned earlier, most elevators use
direct current drive motors that can perform as generators
when lowering an overhauling load. Dynamic braking simply
connects a resistive load across the motor armature to dissipate
the electrical energy generated by the falling counterweight.
The dynamic braking control can be designed to function when
the main power is interrupted. Dynamic braking does not stop
the elevator but limits the runaway speed in either direction;
therefore, the buffers can safely stop the conveyance.
Mechanical Modification
Prior to testing, several mechanical modifications were
required to protect the rope brake system from environmental
and mechanical damage. The modifications also reduced the
possibility and the undesirable effect of an air leak in the
pneumatic system. The following modifications were included
in the rope brake design:
1. The 200 lbf/m2 rated plastic air hose was replaced with
2,000 lbf/m2 rated metal braided hose with integral
couplings.
2. The air hose compression fittings were replaced by
stainless steel threaded connectors.
3. All the electrical components were installed in protective
enclosures, and the wiring was installed in conduit.
4. A check valve was installed in the compressed air supply
line to hold the rope in the applied position once it was set
even if air pressure was lost in the air compressor tank.
5. The added check valve required an additional pressure
switch to monitor the supply air pressure. The original
pressure switch would not detect a pressure loss in the air
compressor tank when the check valve was installed. The
contacts of the two pressure switches were installed in
series.
MECHANICAL TESTING
Product
In order to detect the efficiency and its working of Brake
failure indicator, several tests were conducted. Before releasing
it as a new product into the market, every product undergo
testing. So product testing is essential to verify the working of
the product. The test should be decided in order to verify
whether the product satisfied all the objectives. With the help
of speed test, we can verify the different levels of speed. In
order to detect the effect of petrol level on this device, the
petrol level testing is also conducted. The condition of brake is
also detected with the help of another methods. Therefore, with
the help of this tests, we find out whether the Brake Failure
Indicator is working properly or not.
International Journal of Engineering Science and Computing, July 2016
Speed Testing
With the help of this test, we can confirm that the brake
failure indicator is working in all the above conditions. This
test was under taken to check the working of brake switch as
well as brake failure indicator. From this testing, we find out
that whether the speed is high or low, the brake failure
indicator is working in all condition. It is working at even low
speed also. So from speed test we can confirm that it is
working properly.
Petrol level Testing: From the above test, we can confirm that
the level of petrol does not cause any problem to the condition
of brake. Thus the brake failure indicator worked properly at
all conditions. Tests were conducted to determine if the rope
brake would operate reliably in the mining environment to
provide ascending car over speed protection.
First, accelerated mechanical testing was performed to
determine if the braking system could withstand repeated
operation without experiencing significant wear or failure.
These tests were performed while the suspension ropes were
stationary. This testing was conducted at both the mine site
installation and in the laboratory.
Mine site testing was conducted every 4 hr. Mechanical
counters were installed on both the machine brake and the rope
brake to record the total number of operations for each brake.
Every 4 hr, the number of times the machine brake had set
during the previous 4 hr period was noted, and then, the rope
brake was operated an equal number of times.
The mechanical testing concluded after 30 days of around
the clock testing. The total number of rope brake operations
was 3430. The temperature range varied from 25 to 83F.
One of the rope brake components subjected to wear was
the piston ring gasket. This gasket provides the air seal
between the moving piston, which presses against the traveling
brake pad, and the stationary cylinder. An overload test was
conducted to determine the integrity of this seal.
For the test, 8750 lb (125% of rated load) was loaded onto
the car at the bottom of the shaft. Then, the rope brake was set,
and the machine brake was disengaged. The air pressure was
released from the air compressor tank, and the air pressure
inside the rope brake cylinder was monitored. The load was
successfully held stationary for 1 hr. The initial air pressure
was 114 lbf/in 2, and after 1 hr, the pressure was 102 lbf/in2.
The pressured reduction may be attributed to an air leak
through the check valve or past the piston ring gasket as a
result of wear.
After 2 mo of testing and 146,836 operations, the rope
brake was disassembled and inspected for wear. The pneumatic
piston ring gasket exhibited minimal wear. Superficial rust was
evident where the compressed air entered the rope brake and
displaced the lubricant.
Over the 70 days of testing, the temperature ranged from 5
to 82F, and the relative humidity varied from 25 to 100%. At
times, thick accumulations of frost build up on the air line
between the magnetic valve and the rope brake cylinder.
Therefore, the formation of ice inside the compressed air lines
was possible; however, no adverse effects were observed.
Rope Pulse Tachometer Test
The brake control logic obtains the speed reference signal
from an independent pulse tachometer assembly. The pulse
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tachometer assembly consists of two proximity switches
mounted 45 mechanical degrees apart around a rotating rubber
wheel. Two sheet metal screws are installed into the rubber
wheel on opposite sides (180 apart). The rubber wheel is
friction driven by the suspension ropes. A spring tension arm
maintains pressure between the rubber friction wheel and
suspension ropes. Electrical pulses are generated as the screw
heads pass beneath the proximity switches. This pulse train is
interpreted by the brake control box to obtain the speed of the
elevator.
Speed Relay Input Test
The brake control logic also monitors a speed relay to
determine if the elevator should be running. For this
installation, the elevator speed relay RL2 is monitored by the
brake control logic. The normally closed contact of RL2 opens
when the elevator reaches 60% of the rated speed. The speed
contact serves as a check on the rope tachometer. When RL2 is
opened, the brake control should be receiving a signal from the
rope tachometer. The rope brake and machine brake set if the
tachometer fails for any reason to produce a signal when the
elevator control has a run command.
Motor Contactor Input Test
The M contact is the main motor contactor that closes to
supply armature current to the drive motor. When the M
contact is open, power is removed from the elevator drive
motor and the machine brake is set. An auxiliary contact on the
M contactor drives the Mx relay, which then drives the Ma
relay. The normally open contact on the Ma relay is monitored
by the rope brake control logic. Therefore, when the Ma
contact is open, the elevator should be stationary or coming to
a stop.
Pressure Switch Test
The rope brake is equipped with two pressure switches to
monitor the air pressure on each side of the added check valve.
The contacts for each pressure switch are connected in series.
Therefore, both must be closed to provide power to the SR
relay (fault string) and allow the elevator to run. According to
the previously discussed test results, the pressure switch
contacts close when the air pressure is greater than 54 lbf/in 2.
When low pressure is sensed on either side of the check valve,
the SR relay drops out, which opens the safety fault string,
thereby removing the drive power and causing the machine
brake to set.
The brake control logic did not detect the shorted failure
of the pressure switch during laboratory testing. Therefore, a
mechanical limit switch was required to be installed on the
rope brake to monitor the position of the rope brake pads and
assure that the rope brake is released when the elevator is
running.
Test Button
A test button is located on the front panel of the brake
control box. The purpose of the button is to test the speed-
sensing circuitry of the brake control system. If the test button
is pressed while the elevator is running at rated speed, a red
indicator button is illuminated. During laboratory testing, it
was discovered that depressing the test button will defeat the
over speed protection of the brake control. As a result of this
discovery, the test button was required to be disconnected from
International Journal of Engineering Science and Computing, July 2016
the rope brake electronic control and was required to be
mechanically disabled.
Dynamic Performance Tests
The retarding capacity of the Bode rope brake model 580
was tested at the mine site on three occasions over a 6-mo
period. During the test procedure, the elevator motor armature
current, field current, armature voltage, speed (analog
tachometer feedback), and rope brake cylinder air pressure
were monitored and recorded on an eight-channel thermal
array recorder.
Low Air Pressure Tests
A series of tests were conducted with the air compressor
motor disconnected from the power source to determine the
number of times the rope brake could stop the elevator from
the stored pressurized air in the compressor tank. The test were
conducted with no car load in the upward direction.
Figure 5.3 Rope Brake Retarding Effort during Low Air
Pressure
The stopping distances were calculated from the actual
deceleration rates based on an initial speed of 600 ft/min. As
expected, the stopping distance increased as the available air
pressure decreased. The rope brake was able to effectively stop
the elevator within 82 feet with as little as 30 lbf/in2 in the air
compressor tank. After the rope brake set, only 22lbf/in 2 was
available in the air compressor tank. The slight distortion in the
curve may be attributed to the varying condition of the
suspension rope surface and initial speed fluctuations.
Compound Braking
The effect of compound braking is always a concern on
elevators equipped with multiple brakes. This elevator is
equipped with four independent braking systems: the machine
brake, dynamic brake, rope brake, and safeties. Each system
must be individually capable of retarding the elevator.
However, deceleration rates in excess of 16 ft/s2 should not
occur when all the braking systems are activated
simultaneously.
Analysis of the data showed the greatest deceleration rates
were observed when the machine, dynamic, and rope brakes
were activated with no car load in the down direction. This
compound braking produced a deceleration rate of 13.8 ft/s2,
which is considered to be a safe stopping rate.
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 The rope brake was also capable of stopping the maximum [5] J. A. Nederbragt, "Uncontrolled Speed, Up and Down,"
rated load (7000 lb) traveling down at rated speed. The Elevator World, Dec. 1985.
measured deceleration rate was 5.88 ft/s2, which translates into
a stopping distance of 8.5 ft when traveling at 600 ft/min. [6] T.D. Barkand, W.J. Helfrich, Application of Dynamic
The dynamic braking system produces a retarding force Braking to Mine Hoisting Systems", IEEE Transactions on
proportional to the speed with an initial deceleration rate of 2.7 Industry Applications, September / October 1988.
ft/s2. The dynamic braking system begins retarding the elevator
immediately since the motor contactor connects a resistor [7] J.A. Nederbragt, "Rope Brake: As Precaution Against
across the motor armature instead of opening the circuit and Overspeed," Elevator World, July 1989.
allowing the counterweight to accelerate downward. The
dynamic braking effort is reduced as the speed decreases until [8] -----, "Report of Test Results" conducted by TNO-
an equilibrium is reached between the retarding effort and the IWECO, Delft Tech. Univ., June 7, 1989.
load forces, resulting in a steady-state speed [6].
Dynamic braking is an excellent system to assist the
mechanical brake since the dynamic brake limits the initial
overspeed conditions without having a significant compound
braking effect.

Scope of the Paper

The brake failure indicator circuit is designed for avoiding
accidents due to brake failure. If you can grasp the necessary
force and the durability that brakes require to stop tones of
moving metal, you can understand how brake malfunctions can
occur. So many things can cause brake failure. There are
something that we all take for granted, the brake on our
vehicles.
It is very unusual for a vehicle to suffer total failure of
the braking system.
Though it has so many limitations, this equipment is very
effective to detect brake failure and it will find great scope in
future.

CONCLUSION
We are proud to express our delight as the project we
embarked upon is successfully finished within the target date.
The project gave us more confidence that we will be able to
put in practice, whatever theoretical knowledge. we gained
during our course of study till now. If really persuades us to do
more and more, perhaps in better way in our future. Brake
failure indicator is a early warning system. it constantly
monitors the condition of the brake and give audio visual
indication.

REFERENCES
[1] A17 Mechanical Design Committee Report on Cars
Ascending into the Building Overhead, ASME, Sept.
1987.

[2] W.J. Helfrich, "Island Creek Coal Company V.P.-5 Mine,"

MSHA, Mine Electrical Systems Division Investigative
Report No. C080978, August 1978.

[3] T.D. Barkand, "Investigation of the Accident and

Installation and Testing of Dynamic Braking on the Main
Elevator at Duquesne Light, Warwick Mine, #3 North
Portal," MSHA, Mine Electrical Systems Division
Investigative Report C-052287-12, May 1987.

[4] C. E. Valhovic, "Rational for New Rules, in CSA-B44

Safety Code for Elevators," Elevator World, July 1989.

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