DESIGN AND FABRICATION OF ANTI ROLL

BACKSYSTEM IN VEHICLES USING

RATCHET AND PAWL MECHANISM

ABSTRACT
In this work the mechanism has been developed to stop the vehicle from rolling
backwards when the vehicle is moving in the hill roads. Ratchet and Pawl
mechanism has been identified to arrest the motion to the front axle. Anti-Roll
Back mechanism has been fabricated and tested on the front axle assembly. The
mechanism works well.

Index Terms-Ratchet, Pawl, Drive shaft, Hill Road

I. INTRODUCTION

Ratchet and pawl mechanism is used in many applications effectively where the one
side power transmission is required for example in (i) Giant wheel- It is the large
wheel used in the amusement parks to rotate along the horizontal axis to rotate in
one direction while carrying the number of passengers. (ii)Clocks- where the
hands rotate in clockwise directions only.(iii) Baffle gates- in the entrances of many
buildings which rotates about vertical axis in one direction.(iv) Shaping Machines –
in the crank and slotted arm.

In the hill station, the most common problem to the drivers isto park their cars in the
slope and to start up the car. While waiting in the traffic , the cars have to move on
step by step very slowly, this situation is a difficult one for the drivers to make
their car not to roll back in the slope. So the mechanism has to be developed to stop
the vehicle from rolling back and it should not stop the vehicle in accelerating
forwards. This function can be achieved by using the ratchet and pawl
mechanism.

The ratchet and pawl has to be designed and has to be fit in the front drive shaft in
case of the front drive vehicles. The Maruti Swift Dzire car is considered and the
ratchet and pawl has to be designed for it. In order to design for the worst case the

road maximum slope is considered- Zoji pass Road Kashmir which has 21.80 o
with gradient 2/5.
In cars, the (Anti Roll Back System In Vehicles Using Ratchet And Pawl
Mechanism) is a latching brake usually used to keep the car stationary, and in
manual transmission vehicles, as an aid to starting the vehicle from stopped when
going up an incline - with one foot on the clutch (to disengage it smoothly), the other
on the accelerator (to avoid stalling from the increased torque required by the
incline), a third limb is needed for the brake (to avoid rolling backwards while
moving a foot from brake to accelerator). 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 failsafe (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 concert with a parking pawl in the transmission. Automotive safety
experts[who?] recommend the use of both systems to immobilize a parked car, and the
use of both systems is required by law in some places[citation needed]
, yet many
individuals use only the "Park" position on the automatic transmission and not the
parking brake. It's similar with manual transmission cars: They 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). If parking on a hill with only one system results in the car rolling and
damaging the car or other property, insurance companies in some countries, for
example in Germany, aren’t required to pay for the damages.

In most of the garages the vehicles are braking by using ordinary braking system.
In the case of emergency (hart attack, unconscious) time, driver doesn’t apply brake
by leg. In that time, driver is only ON the button in the electronic control unit. This
control unit is fitted, near the driver. In order to avoid all such disadvantages, this
parking braking system has been designed in such a way that it can be used to
break the vehicle very smoothly without any impact force. The operation is made be
simple that even any person can handled, by just pressing the button.
 The power developed inside the engine cylinder is ultimately aimed to turn the
wheels so that the motor vehicle can move on the road. The reciprocating motion of the
piston turns a crankshaft rotating the flywheel through the connecting rod. The circular
motion of the crank shaft is now to be transmitted to the rear wheels. It is transmitted
through the clutch, gear box, universal joints, propeller shaft or drive shaft, differential
and axles extending to the wheels. The application of engine power to the driving wheels
through all these parts is called Power transmission. The power transmission system is
usually the same on all modern passenger cars and trucks, but its arrangement may vary
according to the method of drive and type of the transmission units.

The motion of the crank shaft is transmitted through the clutch to the gear box or
transmission, which consists of a set of gears to change the speed. From gear box, the
motion is transmitted to the propeller shaft through another universal joint. Universal
joint is used where the two rotating shafts are connected at an angle for power
transmission. Finally the power is transmitted to the rear wheels through the rear axles.
The differential provides the relative motion to the two rear wheels while the vehicle is
taking a turn.

1.1 ELECTRICAL BRAKE ASSIST

 Emergency Brake Assist (EBA) is a safety system in motor vehicles designed
to ensure maximum braking power is used in an emergency stop situation. By
interpreting the speed and force with which the brake pedal is pushed, the system
detects if the driver is trying to execute an emergency stop, and if the brake pedal is
not fully applied, the system overrides and fully applies the brakes until the Anti-
lock Braking System (ABS) takes over to stop the wheels locking up. [1]

Research shows that drivers can react too slowly in emergency braking situations.
Many drivers are not prepared for the relatively high efforts required for maximum
braking, and nor are they prepared for the "buzzing" feedback through the brake
pedal during ABS operation. If an emergency develops, a slow reaction and less than
maximum braking input could result in insufficient time or distance to stop before an
accident occurs.

EBA is designed to detect such ‘panic stops’ and apply maximum braking effort
within milliseconds – quicker than the blink of an eye. It interprets braking
behaviour by assessing the rate that the brake pedal is activated.

If the system identifies an emergency, it automatically initiates full braking faster

than any driver can move their foot. Emergency stopping distances can be shortened,
reducing the likelihood of accidents – especially the common ‘nose to tail’ incident.

An electronic system designed to recognise emergency braking operation and

automatically enhance braking effort improves vehicle and occupant safety. Can
reduce stopping distances by up to 70 ft (21 m) at 125 mph (201 km/h)[2]
 II. LITRATURE SURVEY

A. Anti-creep and hill holder brake system

Cook George suggested a hill holder mechanism holds the vehicle in slope for 2
seconds by using the brake pressure. A device operable in a transmission of a
vehicle for substantially preventing vehicular rollback on an incline, comprising: a
shaft rotatable which is supported in a transmission housing; a gear selectively
connected for common rotation with the shaft, wherein the gear is rotatable in a
first rotary direction and a second rotary direction.

B. Improved release mechanism for a hill holder device

William kent utilized a load sensor connected with a wheel brake to sense a
change in wheel braking torque and communicate responsively with a mechanical
brake control device. If a car is stopped on an incline while the motor is still
running, there's a good chance that some kind of hill-start control will be needed.
A sensor that detects an incline of more than a certain amount, three degrees or
more, can send a signal to the hill-start control indicating that the vehicle has the
potential to start rolling. The disadvantage of incline detection is that sometimes a
car maybe on an incline without needing the hill-start control - for instance, when a
tire slips into a pothole.

C. Improved release mechanism for a hill holder device

Grzegorz Janiszewski stated that the use of piston cylinder device, controlled
by an electronic unit which is coupled to a hydraulic pressure system and acts on
the brake pedal for two seconds.
D. Release mechanism for a hill holder device William K. Messersmith used the
load cell with electrical control for braking system. But it requires continuous
electric energy for the production and display of signals. It also requires an
amplification circuit for the generation of output display because the signals
produced by the gauge itself are of very much low voltage almost in milli-volts.
In a vehicle having a clutch pedal and a brake pedal, a hill holder device is utilized
to maintain the brake pedal in the applied position so that the vehicle operator's
foot is free to operate the accelerator pedal. A mechanical brake control device
may be disposed between the clutch and brake pedals, with the clutch
pedal connected by a linkage to the brake control device so that release of the
clutch pedal will cause deactivation of the brake control device and result in
release of the brake pedal from the applied position. The release mechanism
should be usable with either a mechanical brake control device or a braking
assistance servo-motor system.

E. Vehicle transmission hill holder

Alvin H. Berger used a one-way clutch when engaged it prevents rolling of
the vehicle. A device operable in a transmission for substantially preventing
vehicular rollback on an incline includes a shaft, a gear, a one-way clutch, and a
pawl member. The gear is selectively connected for common rotation with
the shaft. The gear is rotatable in a first rotary direction and a second rotary
direction. The one-way clutch has an inner race and an outer race, where the inner
race is connected to the gear and the outer race has an outer surface having a
plurality of engaging teeth. The pawl member has a first end and a second end,
where the first end is pivotal mounted to a transmission housing. The second
end of the pawl has a first angled portion configured to release and engage at least
one of the plurality of engaging teeth of the outer race as the outer race rotates in
the second rotary direction.
 III. RESEARCH GAP

The greatest disadvantage of hill holder mechanism is that it can hold the vehicle in
the slope for just two to three seconds. Though it avoids rolling back, the driver
has to be alert. Besides this, the system is expensive. These shortcomings are
identified in hill holder mechanism and the following problems are faced by the
driver while the vehicle is driven in hill roads

(i) Most of the drivers face difficulties while operating the brake, clutch
and accelerator simultaneously while driving the car in hill roads.
(Fig.1)

Figure 1: Schematic representation of operating the brake, clutch and

accelerator simultaneously

(ii) It is not advisable to use the hand brakes while the car is moving
in forward movement.
 IV. WORKING

In this work, Ratchet and Pawl mechanism is identified to arrest the

backward motion to the car. The ratchet is placed in the front drive shaft and the
Pawl is fitted with the frame. When the vehicle is moved in the hill road, the lever
has to make the pawl to touch the ratchet. If the vehicle tends to move backward
direction, the pawl would stop the ratchet to move Counter Clock-wise direction
with respect to front wheel.

As the vehicle is in neutral position, the pawl engaged the ratchet and the
vehicle did not move in backward direction. So the hand brakes need not to be
applied.

When the vehicle is in moving condition, the engagement between the ratchet
and pawl is detached.

TYPES OF MECHANISMS
A ratchet consists of a round gear (see Figure 1) or linear rack with teeth, and a
pivoting, spring-loaded finger called a pawl (or click[1][2]) that engages the teeth. The
teeth are uniform but asymmetrical, with each tooth having a moderate slope on one
edge and a much steeper slope on the other edge.

When the teeth are moving in the unrestricted (i.e., forward) direction (see Figure 2),
the pawl easily slides up and over the gently sloped edges of the teeth, with a spring
forcing it (often with an audible 'click') into the depression between the teeth as it
passes the tip of each tooth. When the teeth move in the opposite (backward)
direction, however, the pawl will catch against the steeply sloped edge of the first
tooth it encounters, thereby locking it against the tooth and preventing any further
motion in that direction.
Mechanism is a system of rigid elements arranged and connected to transmit motion
in a predetermined fashion. Indexing mechanisms generally converts a rotating or
oscillatory motion to a series of step movements of the output link or shaft. In
machine tools the cutting tool has to be indexed in the tool turret after each
operation. Also in production machines the product has to be indexed from station to
station and need to be stopped if any operation is being performed in the station.
Such motions can be accomplished by indexing mechanisms. Indexing mechanisms
are also useful for machine tool feeds. There are several methods used to index but
important types are ratchet and pawl, r ack and pinion, Geneva mechanism and cam
drive.

1. Ratchet and pawl mechanism

Fig. 4.5.1 Ratchet and pawl mechanism

A ratchet is a device that allows linear or rotary motion in only one direction. Figure
4.5.1 shows a schematic of the same. It is used in rotary machines to index air
operated indexing tables. Ratchets consist of a gearwheel and a pivoting spring
loaded pawl that engages the teeth. The teeth or the pawl, are at an angle so that
when the teeth are moving in one direction the pawl slides in between the teeth. The
spring forces the pawl back into the depression between the next teeth. The ratchet
and pawl are not mechanically interlocked hence easy to set up. The table may over
travel if the table is heavy when they are disengaged. Maintenance of this system is
easy.

2. Rack and pinion mechanism

Fig. 4.5.2 Rack and pinion mechanism

A rack and pinion gear arrangement usually converts rotary motion from a pinion to
linear motion of a rack. But in indexing mechanism the reverse case holds true. The
device uses a piston to drive the rack, which causes the pinion gear and attached
indexing table to rotate (Fig. 4.5.2). A clutch is used to provide rotation in the desired
direction. This mechanism is simple but is not considered suitable for high-speed
operation.
3. Geneva mechanism

Fig. 4.5.3 Geneva mechanism

The Geneva drive is also commonly called a Maltese cross mechanism. The Geneva
mechanism translates a continuous rotation into an intermittent rotary motion. The
rotating drive wheel has a pin that reaches into a slot of the driven wheel. The drive
wheel also has a raised circular blocking disc that locks the driven wheel in position
between steps (Fig. 4.5.3). There are three basic types of Geneva motion mechanisms
namely external, internal and spherical. The spherical Geneva mechanism is very
rarely used. In the simplest form, the driven wheel has four slots and hence for each
rotation of the drive wheel it advances by one step of 90°. If the driven wheel has n
slots, it advances by 360°/n per full rotation of the drive wheel.

In an internal Geneva drive the axis of the drive wheel of the internal drive is
supported on only one side (Fig. 4.5.4). The angle by which the drive wheel has to
rotate to effect one step rotation of the driven wheel is always smaller than 180° in an
external Geneva drive and is always greater than 180° in an internal one. The
external form is the more common, as it can be built smaller and can withstand
higher mechanical stresses.
Fig. 4.5.4 Internal Geneva mechanism

Because the driven wheel always under full control of the driver, impact is a
problem. It can be reduced by designing the pin in such a way that the pin picks up
the driven member as slowly as possible. Both the Geneva mechanisms can be used
for light and heavy duty applications. Generally, they are used in assembly machines.

Intermittent linear motion from rotary motion can also be obtained using Geneva
mechanism (Fig. 4.5.5). This type of movement is basically required in packaging,
assembly operations, stamping, embossing operations in manufacturing automation.

Fig. 4.5.5 Linear intermittent motion using Geneva mechanism

ams mechanism

Fig. 4.5.6 Cam mechanism

Cam mechanism is one of the accurate and reliable methods of indexing. It is widely
used in industry despite the fact that the cost is relatively high compared to
alternative mechanisms. The cam can be designed to give a variety of velocity and
dwell characteristics. The follower of the cams used in indexing mechanism has a
unidirectional rotary motion rather than oscillating rotary motion which is usually the
case of axial cams. The cam surface geometry is more complicated in a cross over
indexing type of cam as shown in Figure 4.5.6.

5. Applications of indexing mechanisms

Some of the applications of indexing mechanism are discussed below.

5.1 Motion picture projectors

Fig. 4.5.7 Motion picture projector with Geneva mechanism

Geneva drive mechanism is used in conventional-mechanical type movie projectors.

Figure 4.5.7 shows the schematic of movie projector with Geneva mechanism. The
film does not run continuously through the projector. It is requited that the film
should advance frame by frame and stands still in front of the lens for fraction of a
second. Modern film projectors use an electronically controlled indexing mechanism
which allows the fast-forwarding of the film.

5.2 Automated work assembly transfer lines

Fig. 4.5.8 Automated assembly line

In assembly lines, the parts to be assembled have to be moved over the assembling
machine tool (Fig. 4.5.8). This is done using indexing mechanism. The part on the
table is indexed to be in line with the assembly unit. Once the assembly is done the
table is indexed to get the next part in line with the assembly.

CNC tool changers

Fig. 4.5.9 CNC tool changer

In the CNC tool changing mechanism the tool magazine has to be indexed to bring
the desired tool in line with the tool changing arm (Fig. 4.5.9). The tool changing
arm picks the cutting tool from the spindle. Then it is indexed to reach the tool
magazine. The tool is placed in the magazine. Then the magazine is indexed to bring
the next cutting tool to be picked by the changing arm. Again the tool changing arm
indexes to reach the spindle.

5.4 Material inspection station

Fig. 4.5.10 Rotary table with cam indexing

Here a rotary index table is used to convey the parts for inspection operation. This
index device conveys the parts in a rotary motion and stops intermittently for a fixed
period of time for inspection. A cam mechanism is used to index the table (Fig.
4.5.10).

DESIGN OF RATCHET AND PAWL

The mechanism is designed for the loading conditions of MARUTI Swift
DZIRE. The circumference of the front drive shaft of this car is measured and
the diameter is determined as
23.89mm. The weight and Torque of the MARUTI SWIFT DZIRE car are 1060 Kg
and 190N-m, respectively.

SLOPE OF THE ROAD: The steepest road in India is ZOJI PASS in KASHMIR
and the angle of inclination of the road is found to be 21.80 degrees. The
percentage slope there is about 40 %.

The material considered for ratchet and pawl are

 Figure 2. Three dimensional model of Ratchet & Pawl Mechanism.

Grey cast iron and C45 respectively. Both surfaced are considered to be
hardened. The number of teeth on ratchet wheel is assumed as 12. The
following parameters are considered for the design of the mechanism. The
three dimensional model of the mechanism is shown in Figure 2.

Module (m) = 5mm

Width of ratchet (b) = 12.5 mm

Diameter of pawl (Dp) = 14.47mm

Length of pawl (L) = 31.4mm

The fabricated Ratchet and Pawl mechanism is shown in Figure3.

Figure 3: Fabricated Ratchet and Pawl

Mechanism

VI.ANTI ROLL BACK MECHANISM

Figure 4: Anti Roll Back Mechanism

The fabricated mechanism is fitted in drive shaft for testing experimentally to check
whether the functionality has been achieved (Figure 5). The hand driven lever is
turned in forward direction, similar to forward motion of the car, the pawl does not
stop the ratchet to rotate.
The hand lever is turned in opposite direction similar to the reverse motion of the
car in the hill road, and the pawl stops the rotation of the ratchet. So, the drive
shaft and the wheels did not rotate. Therefore the reverse motion of the wheels is
arrested. The same can be achieved if this model is fitted in the car. This will be
the case while fitting this mechanism in the drive shaft of the car. When it has
been done the car cannot move in reverse direction in the slope as the pawl
locks the ratchet.

4. INTRODUTION OF EMERGENCY BRAKE

There are four types of emergency brakes:

 Stick lever, which is generally found under the instrument panel (found in
older-model vehicles)
 Center lever, which is found in between separated front seats
 Pedal, which is found to the left of the floor pedals
 Electric or push button, which are found amongst the other console controls

Because most modern braking systems have failsafe measures and warning systems,
such as on-dash brake-warning lights and low-fluid sensors, the emergency brake is
most often used as a parking brake device. But the e-brake is called an emergency
brake for a reason -- using it can save your life.

Read on to discover how emergency brakes keep you from rolling down that hill

Emergency Brake Parts

Using only levers and cables, each type of emergency brake is completely
mechanical and bypasses the normal brake system. This ensures that a vehicle can be
brought to a complete stop if there's a failure of the brake system [source: Ofria].
When you set the emergency brake, the brake cable passes through an intermediate
lever, which increases the force of your pull, and then passes through an equalizer.

At the U-shaped equalizer, the cable is split in two. The equalizer divides the force
and sends it evenly across the two cables connected to the rear wheels [source:
Owen].

Motor vehicles use either drum brakes or disc brakes. Drum brakes are common in
the rear wheels, while disc brakes are most common on the front wheels (or all four
wheels). In a rear drum situation, the emergency brake cable runs directly to the
brake shoes, bypassing the hydraulic brake system. In this simple, mechanical
bypass, the emergency brake system requires no extra parts to control the brakes
[source: Owen].

Cars with rear disc brakes have a more complicated emergency brake system,
sometimes requiring an entire drum brake system to be mounted inside of the rear
rotor, called an exclusive parking brake or auxiliary drum brake [source: Owen].

When the vehicle has rear disc brakes without an auxiliary drum brake, a caliper-
actuated parking brake system is used. With this system, an additional lever and
corkscrew is added to the existing caliper piston. When the emergency brake is
pulled, the lever forces the corkscrew against caliper piston, and applies the brakes,
again bypassing the hydraulic braking system.

Electric e-brakes are available on some cars today. Instead of having a pedal, stick or
center console lever, a small button on the dash signals an electric motor to pull the
brake cable. Advanced electric brake systems utilize computer-controlled motors to
engage the brake caliper [source: Zangari].

We'll discuss the importance of knowing when and how to use emergency brakes in
the next section
When to Use the Emergency Brake

Using the emergency brake to stop a moving vehicle outside of a total brake
failure is not recommended and can damage your brake system. This is why it's not a
good idea to pretend you're a racecar driver and slam on the e-brake to spin in a
circle. Driving with your emergency brake engaged can also cause damage to the
emergency brake cable and the service brakes. If this happens to you, have your
brake shoes and rotors checked as soon as possible, to ensure everything is OK.

The most common use of the emergency brake is as a parking brake. Those
who drive manual transmission vehicles, or stick shifts, usually engage the
emergency brake every time they exit the car. If not engaged, the car might just roll
away all on its own. Automatic transmission drivers tend to use the emergency brake
far less, if at all.

It's recommended that you engage the emergency brake anytime the vehicle is
parked on a hill, whether it's an automatic or standard transmission. For an
automatic, setting the emergency brake before you release the service brake pedal
will keep weight off the transmission, making it easier to shift out of park [source:
Rubenstein].

The emergency brake can also be used as an aid to manual transmission

drivers to prevent rollback when starting on a hill. Pulling the emergency brake while
stopped, and then letting it out as you release the clutch can be tricky, so you might
want to practice this maneuver before depending on it. Make sure there's no one

behind you if you've never done it before -- especially if your father is with you, and
you only have a learner's permit.

It's easy to forget that the emergency brake is on if you don't use it often. To
prevent driving off with the brake still engaged, try to set the brake as hard as you
possibly can. Then leave an item on or around the lever, such as a cell-phone charger
cord or a spare piece of paper.

Emergency brakes can be dangerous if they're not properly used. Read on to

learn how to use emergency brakes the right way.

Dangers of the Emergency Brake

Even though the emergency brake cable is housed in a protective sleeve, with
infrequent use, the cable can become corroded and rusted. This can result in cable
failure just when you need it the most. Normal use prevents buildup and keeps the
cable in good condition, though you should have the emergency brakes routinely
inspected, as they sometimes need to be tightened [source: wiseGEEK].

In cold temperatures, the emergency brake cable can become frozen and fail to
release when the lever is disengaged. Parking in a garage or other protected area can
help you to avoid this problem. But if you have to park outside and it freezes up, you
should not attempt to drive your vehicle. Solutions include waiting it out or
jacking up the car and using a hairdryer. The best option in freezing weather is to
simply not use the emergency brake at all [source: USACE]. If you're on level
ground in a manual vehicle, put the car in first or reverse and skip the e-brake.

Be aware that in some vehicles, the emergency brake engages the front brakes, not
the rear brakes. Knowing which brakes are set and properly chocking your vehicle
wheels will protect you in situations where you must jack up the vehicle. Refer to
your service manual before you raise the car. Believing the rear brakes are engaged
when they aren't can be extremely dangerous.

Now onto the big question: Is using the emergency brake safe when the other
brakes fail? Yes and no. Pulling the brake lever quickly will cause the vehicle to
fishtail, lock up or skid, essentially removing control of the vehicle from the driver.
But if you're ever in the highly unlikely but extremely serious situation of having
your service brakes fail to function, try to stay calm and pull the emergency brake
lever up slow and steady, bringing the vehicle to a longer but more controlled stop.

5. BLOCK DIAGRAM

BLOCK DIGRAM
 6. WORKING PRINCIPLE

In this work, Ratchet and Pawl mechanism is identified to arrest the

backward motion to the car. The ratchet is placed in the front drive shaft and the
Pawl is fitted with the frame. When the vehicle is moved in the hill road, the lever
has to make the pawl to touch the ratchet. If the vehicle tends to move backward
direction, the pawl would stop the ratchet to move Counter Clock-wise direction
with respect to front wheel.
As the vehicle is in neutral position, the pawl engaged the ratchet and the
vehicle did not move in backward direction. So the hand brakes need not to be
applied.
 7. ADVANTAGES& DIS ADVANTAGES

ADVANTAGES

1) Brake cost will be less.

2) Free from wear adjustment.
3) Less power consumption
4) Less skill technicians is sufficient to operate.
5) Installation is simplified very much.

DISADVANTAGES

1. Need separate air tank

2. This system applied in the case of emergency period only.
3. Addition cost is required to install this system to four wheeler.

APPLICATION

 Four wheeler application

 It is also implemented in two wheeler.

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 7. COST OF ESTIMATION

COMPONENTS NAME QTY RATE AMOUNT

MECHANICAL 1 1500 1500

STRUCTURE

MATERICAL COST 2000

BRAKE ASSLY COST - 600

ASSEMBLY CHARGE 1500

TOTAL 5600

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 CONCLUSION

Thus the mechanism can stop the vehicle from rolling back in hill roads.
This would be more helpful for the drivers to drive their cars comfortably
in hilly roads and he can take off the car in the uphill without rolling
back the car.

30
 REFERNCES:

[1] T.J. Prabu-Design ofTransmission system,

[2] Transport Research Wing, “Road Accidents in India”, Ministry of
Road Transport and Highways, India, 2011.
[3] The New In-Depth, At-the-Scene, Accident Investigation Database
in India by N.Rameshkrishnan, A. Sathyakumar, S. Balakumar, A.
M. Hassan, R. Rajaraman, J. Padmanaban.
[4] Mahesh shahapuri-Anti-roll back system for manual
transmission vehicles (WO
2013024491 A2)
[5] Cook George -Anti creep and hill holder brake system (US
2938611 A)
[6] William kent-Improved release mechanism for a hill holder device.
[7] Grzegorz Janiszewski-Improved release mechanism for a hill
holder device.
[8] William K. Messersmith-Release mechanism for a hill
holder device.
[9] Alvin H. Berger-Vehicle transmission hill holder.

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