ABSTRACT

Braking is nothing but bringing a moving vehicle or moving body to a stop. Nowadays
safety is an important feature in the automotive industry. The intelligent braking system is the
next step to automation. Presently cars have the alarm system where when the car gets too close
to an object an alarm is triggered which warns the driver about an object close by. But these
features have produced lot of problems and are prone to human error. We have enhanced the
facility by using the same system but we have altered it so that the car brakes automatically when
an obstacle is close by.
The aim is to design and develop a control system based on intelligent electronically
controlled automotive braking system is called INTELLIGENT REVERSE BRAKING
SYSTEM. Sensor Operated Pneumatic Brake consists of IR transmitter and Receiver circuit,
Control Unit, Pneumatic breaking system. The IR sensor is used to detect the obstacle. There is
any obstacle in the path, the IR sensor senses the obstacle and giving the control signal to the
breaking system. The pneumatic breaking system is used to brake the system. So basically here
the car brakes on its own by determining the distance from the object.
INTRODUCTION
We have pleasure in introducing our new project INTELLIGENT BRAKING SYSTEM,
which is fully equipped by IR sensors circuit and Pneumatic breaking circuit. It is a genuine
project which is fully equipped and designed for Automobile vehicles. This forms an integral part
of best quality.
The PNEUMATIC BRAKING CIRCUIT can stop the vehicle within 2 to 3 seconds
running at a speed of 50 KM. The intelligent braking system is a fully automated.
This is an era of automation where it is broadly defined as replacement of manual effort by
mechanical power in all degrees of automation. The operation remains an essential part of the
system although with changing demands on physical input as the degree of mechanization is
increased.

NEED FOR AUTOMATION:

Automation can be achieved through computers, hydraulics, pneumatics, robotics, etc., of
these sources, pneumatics form an attractive medium for low cost automation. The main
advantages of all pneumatic systems are economy and simplicity. Automation plays an important
role in mass production.
For mass production of the product, the machining operations decide the sequence of
machining. The machines designed for producing a particular product are called transfer
machines. The components must be moved automatically from the bins to various machines
sequentially and the final component can be placed separately for packaging. Materials can also
be repeatedly transferred from the moving conveyors to the work place and vice versa.
Nowadays almost all the manufacturing process is being atomized in order to deliver the
products at a faster rate. The manufacturing operation is being atomized for the following
reasons.

To achieve mass production

to reduce man power
To increase the efficiency of the plant
To reduce the work load
To reduce the production cost
To reduce the production time
To reduce the material handling
To reduce the fatigue of workers
To achieve good product quality
Less Maintenance

LITERATURE SURVEY

THEORY BEHIND THE PNEUMATIC SYSTEM

WHAT IS PNEUMATICS?
Pneumatics is that branch of technology, which deals with the study and application of
use of pressurized air to affect mechanical motion.
Pneumos means Air and Tics means Technology.
The compressed air is used as the working medium, normally at a pressure of 68bars (also can be extended up to 15bar) and a maximum force up to 50KN can be obtained.
Pneumatics is used extensively in industry as well as in many everyday applications. It has many
distinct advantages in terms of energy consumption, cost and safety. Pneumatic power is used
in industry, where factory machines are commonly plumbed for compressed air (other
compressed inert gases can also be used). Pneumatics also has applications in dentistry,
construction, mining, and other areas.
Pneumatics is something that we probably know very little about, yet come across every
day without even realizing it. Some examples of everyday pneumatic systems are shown below.
Pneumatics is also used a lot in industry and you would expect to see pneumatic systems
in factories, production lines and processing plants. It can be used to do lots of different jobs
such as moving, holding or shaping objects.
Pneumatic cylinders (sometimes known as air cylinders) are mechanical devices which
use the power of compressed gas to produce a force in a reciprocating linear motion.
Like hydraulic cylinders, something forces a piston to move in the desired direction. The
piston is a disc or cylinder, and the piston rod transfers the force it develops to the object to be
moved. Engineers sometimes prefer to use pneumatics because they are quieter, cleaner, and do
not require large amounts of space for fluid storage.
Because the operating fluid is a gas, leakage from a pneumatic cylinder will not drip out
and contaminate the surroundings, making pneumatics more desirable where cleanliness is a

requirement. For example, in the mechanical puppets of the Disney Tiki Room, pneumatics are
used to prevent fluid from dripping onto people below the puppets.
TYPES
Although pneumatic cylinders will vary in appearance, size and function, they generally fall into
one of the specific categories shown below. However there are also numerous other types of
pneumatic cylinder available, many of which are designed to fulfill specific and specialized
functions.
Single-acting cylinders
Single-acting cylinders (SAC) use the pressure imparted by compressed air to create a driving
force in one direction (usually out), and a spring to return to the "home" position. More often
than not, this type of cylinder has limited extension due to the space the compressed spring takes
up. Another downside to SACs is that part of the force produced by the cylinder is lost as it tries
to push against the spring.
Double-acting cylinders
Double-acting cylinders (DAC) use the force of air to move in both extends and retract strokes.
They have two ports to allow air in, one for outstroke and one for in stroke. Stroke length for this
design is not limited; however, the piston rod is more vulnerable to buckling and bending.
Additional calculations should be performed as well.
Multi-stage, telescoping cylinders
Telescoping cylinders, also known as telescopic cylinders can be either single or double-acting.
The telescoping cylinder incorporates a piston rod nested within a series of hollow stages of
increasing diameter. Upon actuation, the piston rod and each succeeding stage "telescopes" out as
a segmented piston. The main benefit of this design is the allowance for a notably longer stroke
than would be achieved with a single-stage cylinder of the same collapsed (retracted) length. One
cited drawback to telescoping cylinders is the increased potential for piston flexion due to the

segmented piston design. Consequently, telescoping cylinders are primarily utilized in

applications where the piston bears minimal side loading.
Other types
Although SACs and DACs are the most common types of pneumatic cylinder, the following
types are not particularly rare:

Through rod air cylinders: piston rod extends through both sides of the cylinder, allowing
for equal forces and speeds on either side.

Cushion end air cylinders: cylinders with regulated air exhaust to avoid impacts between
the piston rod and the cylinder end cover.

Rotary air cylinders: actuators that use air to impart a rotary motion.

Rod less air cylinders: These have no piston rod. They are actuators that use a mechanical
or magnetic coupling to impart force, typically to a table or other body that moves along the
length of the cylinder body, but does not extend beyond it.

Tandem air cylinder: two cylinders are assembled in series in order to double the force
output.

Impact air cylinder: high velocity cylinders with specially designed end covers that
withstand the impact of extending or retracting piston rods.

Rodless cylinders
Some rodless types have a slot in the wall of the cylinder that is closed off for much of its length
by two flexible metal sealing bands. The inner one prevents air from escaping, while the outer
one protects the slot and inner band. The piston is actually a pair of them, part of a comparatively
long assembly. They seal to the bore and inner band at both ends of the assembly. Between the
individual pistons, however, are camming surfaces that "peel off" the bands as the whole sliding
assembly moves toward the sealed volume, and "replace" them as the assembly moves away

from the other end. Between the camming surfaces is part of the moving assembly that protrudes
through the slot to move the load. Of course, this means that the region where the sealing bands
are not in contact is at atmospheric pressure.
Another type has cables (or a single cable) extending from both (or one) end[s] of the cylinder.
The cables are jacketed in plastic (nylon, in those referred to), which provides a smooth surface
that permits sealing the cables where they pass through the ends of the cylinder. Of course, a
single cable has to be kept in tension.
Still others have magnets inside the cylinder, part of the piston assembly, that pull along magnets
outside the cylinder wall. The latter are carried by the actuator that moves the load. The cylinder
wall is thin, to ensure that the inner and outer magnets are near each other. Multiple modern
high-flux magnet groups transmit force without disengaging or excessive resilience.

Construction
Depending on the job specification, there are multiple forms of body constructions available:

Tie rod cylinders: The most common cylinder constructions that can be used in many
types of loads. Has been proven to be the safest form.

Flanged-type cylinders: Fixed flanges are added to the ends of cylinder, however, this
form of construction is more common in hydraulic cylinder construction.

One-piece welded cylinders: Ends are welded or crimped to the tube, this form is
inexpensive but makes the cylinder non-serviceable.

Threaded end cylinders: Ends are screwed onto the tube body. The reduction of material
can weaken the tube and may introduce thread concentricity problems to the system.

Material
Upon job specification, the material may be chosen. Material range from nickel-plated brass to
aluminum, and even steel and stainless steel. Depending on the level of loads, humidity,
temperature, and stroke lengths specified, the appropriate material may be selected.
Mounts
Depending on the location of the application and mach inability, there exist different kinds of
mounts for attaching pneumatic cylinders:
Type of Mount Ends
Rod End

Cylinder End

Plain

Plain

Threaded

Foot

Clevis

Bracket-single or double

Torque or eye

Trunnion

Flanged

Flanged
Clevis etc.

DESIGN CALCULATIONS
ROD STRESSES
Due to the forces acting on the cylinder, the piston rod is the most stressed component and has to
be designed to withstand high amounts of bending, tensile and compressive forces. Depending
on how long the piston rod is, stresses can be calculated differently. If the rods length is less than
10 times the diameter, then it may be treated as a rigid body which has compressive or tensile
forces acting on it. In which case the relationship is:

Where:
is the compressive or tensile force
is the cross-sectional area of the piston rod
is the stress
However, if the length of the rod exceeds the 10 times the value of the diameter, than the rod
needs to be treated as a column and buckling needs to be calculated as well.
Instroke and Outstroke
Although the diameter of the piston and the force exerted by a cylinder are related, they are
not directly proportional to one another. Additionally, the typical mathematical relationship
between the two assumes that the air supply does not become saturated. Due to the
effective cross sectional area reduced by the area of the piston rod, the instroke force is less than
the outstroke force when both are powered pneumatically and by same supply of compressed
gas.
The relationship between the force, radius, and pressure can derived from simple distributed load
equation:

Where:
is the resultant force
is the pressure or distributed load on the surface
is the effective cross sectional area the load is acting on
Outstroke
Using the distributed load equation provided the

can be replaced with area of the piston

surface where the pressure is acting on.

Where:
Represents the resultant force
Represents the radius of the piston
is pi, approximately equal to 3.14159.
Instroke
On instroke, the same relationship between force exerted, pressure and effective cross sectional
area applies as discussed above for outstroke. However, since the cross sectional area is less than
the piston area the relationship between force, pressure and radius is different. The calculation
isn't more complicated though, since the effective cross sectional area is merely that of the piston
surface minus the cross sectional area of the piston rod.
For instroke, therefore, the relationship between force exerted, pressure, radius of the piston,
and radius of the piston rod, is as follows:

Where:
represents the resultant force

represents the radius of the piston

represents the radius of the piston rod
is pi, approximately equal to 3.14159.
CHARACTERISTICS OF PNEUMATICS:
1. Compressibility
A pneumatic fluid is compressible. Compressibility plays a major role in the actuation of
piston, i.e., opening a valve does not move the piston immediately, rather sufficient fluid must
flow into the volume to increase the pressure until the force overcomes that on the other side.
Compressibility is the energy storage of a fluid. As it is possible to store compressed
fluids and transport them, pneumatics has the advantage of transportability. Another advantage
of the energy storage capacity is the small compressor charging a tank can supply a system
having high peak loads but small average loads.
2. Leakage Sealing Problems
Several methods are used to minimize leakage. One is to use a low operating pressure.
Another method to prevent leakage is sealing. Good sliding and rotating sealing are to obtain in
pneumatics is because of low viscosity of the fluids Diaphragms and bellows are used to avoid
sliding seats.
3. Low Viscosity:
A highly uncounted problem due to low viscosity is that of sealing. They provide less
viscous damping due to low viscosity hence sliding parts wear considerably. This adds the
necessity for external sources of lubrication.
Another problem is that the pneumatic cylinder should be thinner enough to maintain a
laminar flow inside.
1. Low Density
Fluids especially gases are usually of low density. Low density fluids require large
mechanical work and more time for high pressure build up.

2. Wide Range of Temperatures

The limitations often may lead to a view point that the use of pneumatic equipment is
coupled with high cost. It is proved to be false, however, since a calculation of production cost
includes not only the power cost but also all other compared with wages, installation cost, and
maintenance cost that they are insignificant.

Advantages of pneumatics
Simplicity of Design And Control
Machines are easily designed using standard cylinders & other components. Machines operate by
simple ON - OFF type control.
Reliability
1.Pneumatic systems tend to have long operating lives and require very little maintenance.
2.Because gas is compressible, the equipment is less likely to be damaged by shock. The gas in
pneumatics absorbs excessive force, whereas the fluid of hydraulics directly transfers force.
Storage
Compressed gas can be stored, allowing the use of machines when electrical power is lost.
Safety
1.Very low chance of fire (compared to hydraulic oil).
2.Machines can be designed to be overload safe.
TYPES OF BRAKING
The brakes for automotive use may be classified according the following considerations.

1.

PURPOSE

2.

LOCATION

3.

CONSTRUCTION

4.

METHOD OF ACTUATION

5.

EXTRA BRAKING EFFORT

Based on the above considerations, brakes are classified with respect to following
factors.

1. With respect to application,

a.

Foot brake

b.

Hand brake

2. With respect to the number of wheels,

a.

Two wheel brakes

b.

Four wheel brakes

3. With respect to the method of braking contact

a.

Internal expanding brakes

b.

External contracting brakes

4. With respect to the method of applying the braking force.

a.

Single acting brake

b.

Double acting brakes.

5. With respect to the brake gear,

a.

Mechanical brake

b.

Power brakes

6. With respect to the nature of power employed

a.

Vacuum brake

b.

Air brake

c.

Hydraulic brake

d.

Hydrostatic brake

e.

Electric brake

7. With respect to power transmission,

a.

Direct acting brakes

b.

Geared brakes

8. With respect to power unit,

a.

Cylinder brakes

b.

Diaphragm brake

The foot brake or service brake is always applied by a pedal, while the parking brake is
applied by a hand lever. The parking brake is intended chiefly to hold the car in position. The
parking brake can be set in the ON position by means of a latch while the service brake
remains on only as long as the driver presses down on the pedal.

The hand brake is normally used only after the driver has stopped the car by using the
foot brake. Its other use is as an emergency brake to stop the car if the foot braked system should
fail. The hand or parking brakes operates on a pair of wheels, frequently the rear wheels. When
drum type rear brakes are used, the same shoes can be used for both hand and foot control.

The drum type of brake may either be a band brake or a shoe brake. Both band brakes
and shoe brakes may be either external or internal. The band brakes generally are external and
shoe brakes internal. In drum brakes the drum is attached to the wheel and revolves with it.
Friction to slow the drum is applied from inside by the shoes which do not rotate but are
mounted on a stationary metal back plate. There are different types of drum brakes such as a two
leading shoe arrangement which gives an augmented response to pedal effort because of its self
applying arrangement. A leading-trailing shoe is a cheaper and better alternative as it is equally
effective whether the car is going forward or backwards.

Manufacturers design drum brakes so that rain, show or ice or grit cannot get inside and
decrease braking efficiency for moisture greatly reduces the friction between the linings and the
drum.

The dissipate quickly the considerable amount of heat generated when braking a fast
moving heavy car large brake drums would be required. Disc brakes do the job more efficiently,
for the cooling air can get to the rubbing between each piston and the disc, there is a friction pad
held in position by retaining pins, spring plates etc. Passages are drilled in the caliper for the
fluid to enter or leave the each housing. These passages are also connected to another one for
bleeding. Each cylinder contains a rubber selling ring between the cylinder and the piston.

The brakes are applied, hydraulically actuated piston move the friction pads into contact
with the disc, applying equal and opposite forces on the later. On releasing the brakes, the rubber
sealing rings act as return springs and retract the pistons and the friction pads away from the disc.

MECHANICAL BRAKE:

In a motor vehicle, the wheel is attached to an auxiliary wheel called drum. The brake
shoes are made to contact this drum. In most designs, two shoes are used with each drum to
form a complete brake mechanism at each wheel. The brake shoes have bake linings on their
outer surfaces. Each brake shoe is hinged at one end by on anchor pin; the other end is operated
by some means so that the brake shoe expands outwards. The brake linings come into contact
with the drum. Retracting spring keeps the brake shoe into position when the brakes are not
applied. The drum encloses the entire mechanism to keep out dust and moisture. The wheel
attaching bolts on the drum are used to contact wheel and drum. The braking plate completes the
brake enclosure, holds the assembly to car axle, and acts the base for fastening the brake shoes
and operating mechanism.

HYDRAULIC BRAKES:

The hydraulic brakes are applied by the liquid pressure. The pedal force is transmitted to
the brake shoe by means of a confined liquid through a system of force transmission.

The force applied to the pedal is multiplied and transmitted to brake shoes by a force
transmission system. This system is based upon Pascals principle, which states that The
confined liquids transmit pressure without loss equally in all directions.

It essentially consists of two main components master cylinder and wheel cylinder the
master cylinder is connected by the wheel cylinders at each of the four wheels. The system is
filled with the liquid under light pressure when the brakes are not in operation. The liquid is
known as brake fluid, and is usually a mixture of glycerin and alcohol or caster-oil, denatured
alcohol and some additives Spring pressure, and thus the fluid pressure in the entire system drops
to its original low valve, which allows retracting spring on wheel brakes to pull the brake shoes

out of contact with the brake drums into their original positions. This causes the wheel cylinder
piston also to come back to its original inward position. Thus, the brakes are released.
AIR BRAKE:

Air brakes are widely used in heavy vehicle like buses and trucks which require a heavier
braking effort that can be applied by the drivers foot. Air brakes are applied by the pressure of
compressed air, instead of foot pressure, acting against flexible diaphragms in brake chamber.
The diaphragms are connected to the wheel brakes. These diaphragms are controlled through a
hand or foot operated valve. The brake valve controls brake operation by directing the flow of
air from a reservoir against diaphragms in the brake chamber when the brakes are applied and
from brake chambers to tube atmosphere when the brakes are released. The air compressor,
driven by the engine furnishes compressed air to the reservoir fall below a set valve.

ELECTRIC BRAKE:

Electric Brakes are also used in some motor vehicles, although these are not very
popular. Warner electric brake is one of the examples of such brakes. An electric brake
essentially consists of an electromagnet within the brake drum. The current from the battery is
utilized to energize the electromagnet, which actuates the mechanism to expand the brake shoe
against the brake drum, thus applying the brakes. The severity of braking is controlled by means
of a rheostat, which is operated by the driver through the foot pedal.

Electric brakes are simpler. These brakes do not require complicated operating linkage.
Only cable is required to take current from the battery to the electromagnet. Also, these are very
quick in action as compared to other types of brakes.
VACUUM BRAKES / SERVO BRAKES:

A serve mechanism fitted to the braking system reduces the physical effort the driver has
to use on the brake pedal most servo mechanisms are of the vacuum assistance type. A pressure
differential can be established by subjecting one side of the piston to atmospheric pressure and
the other side to a pressure below atmospheric pressure by exhausting air from the corresponding
end of the servo cylinder.

REGENERATIVE BRAKING:

Electricity powered vehicles use regenerative braking for stopping the vehicle. With
regenerative braking pressing the brake pedal does not necessarily activate a conventional
friction brake. The motor controller controlling the vehicle is treated as a generator which slows
the vehicle and simultaneously provides an output for charging the battery. The effectiveness of
regenerative braking falls of with vehicle speed. Electric vehicles will have to be fitted with
conventional hydraulic friction brakes as well as with regenerative systems.

Component Description
AC Motor
An AC Motor converts electric energy into mechanical energy. An AC Motor uses alternating
current - in other words, the direction of current flow changes periodically. It commonly consists
of two basic parts, an outside stationary stator having coils supplied with alternating current to
produce a rotating magnetic field, and an inside rotor attached to the output shaft that is given a
torque by the rotating field.

WORKING PRINCIPLE
The working of any electrical motor whether its ac or dc motor, we require two fluxes as, the
interact of these two fluxes produced the required torque, which is desired parameter for any
motor to rotate.

When single phase ac supply is given to the stator winding of single phase induction motor, the
alternating electric current starts flowing through the stator or main winding. This alternating
electric current produces an alternating flux called main flux. This main flux also links with the
rotor conductors and hence cut the rotor conductors. According to the Faradays law of
electromagnetic induction, EMF gets induced in the rotor. As the rotor circuit is closed one so,
the electric current starts flowing in the rotor. This electric current is called the rotor current. This

rotor electric current produces its own flux called rotor flux. Since this flux is produced due to
induction principle so, the motor working on this principle got its name as induction motor. Now
there are two fluxes one is main flux and another is called rotor flux. These two fluxes produce
the desired torque which is required by the motor to rotate.
SPECIFICATIONS

Power : 0.5 HP
Operating voltage : 220 V AC
Frequency : 50 Hz
Full load current : 4.5 A
Speed : 1500 rpm
Pole : 4
Insulation : B Class
Weight : 5.5 kg

COMPRESSORS
An air compressor is a machine which takes in air at a certain pressure and delivers
the air at a higher pressure. Everything on earth is subjected to the absolute atmospheric
pressure (pa), this pressure cannot be felt. The prevailing atmospheric pressure is therefore
regarded as the base and any deviation is termed "gauge pressure".
Absolute pressure = Atmospheric pressure + gauge pressure
Absolute

pressure

is

approximately

one

bar

greater

than

the

gauge

pressure.

Characteristics of interest on a compressor are, Delivery volume or capacity of the

compressor, Compression ratio. Compressor capacity is usually expressed as air volume at
ambient conditions at the compressor intake, namely in units of meter cube per minute or liters
per minute

Compressor
Compression ratio is expressed by the discharge pressure measured in the generally
accepted unit of bars. Compressors should be installed in a separate room. Special care is
required to ensure that the compressors will be able to take in air that is preferably cool but
above all dry and substantially dust-free. At locations where clean suction air is not
available, the installation of a separate intake filter can answer this requirement. Piping
leading from the filter to the compressor intake should be amply dimensioned. In this
way it is also possible for clean suction air to be supplied to a multiple number of
compressors via a common intake duct.

SPECIFICATIONS:
Medium: Compressed air
Pressure range max.: 10 Bar
Temperature nominal: -10C to + 60C

PNEUMATIC CYLINDER

This project works on pneumatic cylinder because concept of project is using pneumatic
systems we have to pick object and to place object. It is work by compressed air which comes
from air compressor. There is many type of pneumatic cylinder but here we use two way type
pneumatic cylinders its photo showing below figure:

Pneumatic cylinder
In two way pneumatic cylinder compressed air comes in first way then cylinders piston comes
out side after sometime air comes in second way then piston comes in cylinder. This air flows
control by manual two way valve. Now its 3D drawing showing in this figure:
SPECIFICATION
CYLIDNER SIZE

L = 154 mm,
= mm,
HOLE = 08 mm

PISTON SIZE

L = 80 mm,
= 08 mm.

NO. OF PARTS REQD

Solenoid valve

A solenoid valve is an electromechanically operated valve. The valve is controlled by an electric

current through a solenoid: in the case of a two-port valve the flow is switched on or off; in the
case of a three-port valve, the outflow is switched between the two outlet ports. Multiple
solenoid valves can be placed together on a manifold.
Solenoid valves are the most frequently used control elements in fluidics. Their tasks are to shut
off, release, dose, distribute or mix fluids. They are found in many application areas. Solenoids
offer fast and safe switching, high reliability, long service life, good medium compatibility of the
materials used, low control power and compact design.
Besides the plunger-type actuator which is used most frequently, pivoted-armature actuators and
rocker actuators are also used.

OPERATION

There are many valve design variations. Ordinary valves can have many ports and fluid paths. A
2-way valve, for example, has 2 ports; if the valve is open, then the two ports are connected and
fluid may flow between the ports; if the valve is closed, then ports are isolated. If the valve is
open when the solenoid is not energized, then the valve is termed normally open (N.O.).
Similarly, if the valve is closed when the solenoid is not energized, then the valve is
termed normally closed. There are also 3-way and more complicated designs. A 3-way valve has
3 ports; it connects one port to either of the two other ports (typically a supply port and an
exhaust port).
Solenoid valves are also characterized by how they operate. A small solenoid can generate a
limited force. If that force is sufficient to open and close the valve, then a direct acting solenoid
valve is possible. An approximate relationship between the required solenoid force Fs, the fluid
pressure P, and the orifice area A for a direct acting solenoid value is:

Where d is the orifice diameter. A typical solenoid force might be 15 N (3.4 lbf). An application
might be a low pressure (e.g., 10 pounds per square inch (69 kPa)) gas with a small orifice
diameter (e.g., 38 in (9.5 mm) for an orifice area of 0.11 in2 (7.1105 m2) and approximate force
of 1.1 lbf (4.9 N)).
When high pressures and large orifices are encountered, then high forces are required. To
generate those forces, an internally piloted solenoid valve design may be possible. [1] In such a
design, the line pressure is used to generate the high valve forces; a small solenoid controls how
the line pressure is used. Internally piloted valves are used in dishwashers and irrigation systems
where the fluid is water, the pressure might be 80 pounds per square inch (550 kPa) and the
orifice diameter might be 34 in (19 mm).
In some solenoid valves the solenoid acts directly on the main valve. Others use a small,
complete solenoid valve, known as a pilot, to actuate a larger valve. While the second type is
actually a solenoid valve combined with a pneumatically actuated valve, they are sold and
packaged as a single unit referred to as a solenoid valve. Piloted valves require much less power
to control, but they are noticeably slower. Piloted solenoids usually need full power at all times
to open and stay open, where a direct acting solenoid may only need full power for a short period
of time to open it, and only low power to hold it.
A direct acting solenoid valve typically operates in 5 to 10 milliseconds. The operation
time of a piloted valve depends on its size; typical values are 15 to 150 milliseconds.
The diagram to the right shows the design of a basic valve, controlling the flow of water
in this example. At the top figure is the valve in its closed state. The water under pressure enters
at A. B is an elastic diaphragm and above it is a weak spring pushing it down. The diaphragm has
a pinhole through its center which allows a very small amount of water to flow through it. This
water fills the cavity C on the other side of the diaphragm so that pressure is equal on both sides
of the diaphragm, however the compressed spring supplies a net downward force. The spring is
weak and is only able to close the inlet because water pressure is equalized on both sides of the
diaphragm.

Once the diaphragm closes the valve, the pressure on the outlet side of its bottom is reduced, and
the greater pressure above holds it even more firmly closed. Thus, the spring is irrelevant to
holding the valve closed.
The above all works because the small drain passage D was blocked by a pin which is the
armature of the solenoid and which is pushed down by a spring. If current is passed through the
solenoid, the pin is withdrawn via magnetic force, and the water in chamber C drains out the
passage D faster than the pinhole can refill it. The pressure in chamber C drops and the incoming
pressure lifts the diaphragm, thus opening the main valve. Water now flows directly from A to F.
When the solenoid is again deactivated and the passage D is closed again, the spring needs very
little force to push the diaphragm down again and the main valve closes. In practice there is often
no separate spring; the elastomer diaphragm is molded so that it functions as its own spring,
preferring to be in the closed shape.
From this explanation it can be seen that this type of valve relies on a differential of pressure
between input and output as the pressure at the input must always be greater than the pressure at
the output for it to work. Should the pressure at the output, for any reason, rise above that of the
input then the valve would open regardless of the state of the solenoid and pilot valve.

WORKING OPERATION
The important components of our project are,
Ultrasonic transmitter
IR receiver
Control Unit with Power supply
Solenoid Valve
Flow control Valve
Air Tank (Compressor)

The ULTRASONIC TRANSMITTER circuit is to transmit the Ultrasonic

rays. If any obstacle is there in a path, the Ultrasonic rays reflected. This reflected
Infra-Red rays are received by the receiver circuit is called IR RECEIVER.
The IR receiver circuit receives the reflected IR rays and giving the control
signal to the control circuit. The control circuit is used to activate the solenoid
valve.
If the solenoid valve is activated, the compressed air passes to the Single
Acting Pneumatic Cylinder. The compressed air activates the pneumatic cylinder
and moves the piston rod.
If the piston moves forward, then the breaking arrangement activated. The
breaking arrangement is used to break the wheel gradually or suddenly due to the

piston movement. The breaking speed is varied by adjusting the valve is called
FLOW CONTROL VALVE.

In our project, we have to apply this breaking arrangement in one wheel as a

model. The compressed air drawn from the compressor in our project. The
compressed air flow through the Polyurethane tube to the flow control valve. The
flow control valve is connected to the solenoid valve.

APPLICATION:

For automobile application

Industrial application

ADVANTAGES

Brake cost will be less.

Free from wear adjustment.

Less power consumption

Less skill drivers is sufficient to operate.

It gives very simplified operation.

Installation is simplified.

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

CONCLUSION
This project work has provided us an excellent opportunity and experience, to use our
limited knowledge. We gained a lot of practical knowledge regarding, planning, purchasing,
assembling and machining while doing this project work. We feel that the project work is a good
solution to bridge the gap between institution and industries.
We are proud that we have completed the work with the limited time successfully. The
INTELLIGENT PNEUMATIC BRAKE is working with satisfactory conditions. We are able to
understand the difficulties in maintaining the tolerances and also quality. We have done to our
ability and skill making maximum use of available facilities.
In conclusion remarks of our project work, let us add a few more lines about our
impression project work. Thus we have developed an INTELLIGENT BRAKING SYSTEM
which helps to know how to achieve low cost automation. The application of pneumatics
produces smooth operation. By enhancing this technique, the system can be modified and
developed according to the applications.