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1. INTRODUCTION

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

Although sometimes known as an emergency brake, using it in any emergency where the
footbrake is still operational is likely to badly upset the brake balance of the car and
vastly increase the likelihood of loss of control of the vehicle, for example by initiating a
rear-wheel skid. Additionally, the stopping force provided by using the handbrake is
small and would not significantly aid in stopping the vehicle. The parking brake operates
mostly on the rear wheels, which have reduced traction while braking but in some cases,
parking brake operates on front wheel. The hand brake is instead intended for use in case
of mechanical failure where the regular footbrake is inoperable or compromised. Modern
brake systems are typically very reliable and equipped with dual-circuit hydraulics and
low-brake-fluid sensor systems, meaning the handbrake is rarely used to stop a moving
vehicle. [1]

The fundamental function of the electric parking brake (EPB) is to activate and release
the parking brake when the vehicle is at a standstill. In first generation of electric
parking brake fitted, a switch on the instrument panel replaces the traditional handbrake
lever used to operate the mechanical parking brake. This switch utilizes an electronic
control unit (ECU) to trigger electromechanical actuators within the wheel brakes or
central actuator that operates the rear wheel brake via a Bowden cable. Further, for
reducing drivers effort and reminding for application of parking brake, there was a

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demand for a completely automated parking brake system, which will be fulfilled by the
upcoming ideas of mechatronic. This paper is based on the development of one such
system, involving the concepts of automobile, mechanical and electronics, known as
Electromechanical parking brake.

In cars, the hand brake (also known as the emergency brake, e-brake, or parking brake)
is a latching brake usually used to keep the car stationary. Automobile e-brakes usually
consist of a cable (usually adjustable for length) directly connected to the brake
mechanism on one end and to some type of mechanism that can be actuated by the
driver on the other end. The mechanism is often a hand-operated lever (hence the hand
brake name), on the floor on either side of the driver, or a pull handle located below and
near the steering wheel column, or a (foot-operated) pedal located far apart from the
other pedals.

The most common use for an automobile emergency brake is to keep the vehicle
motionless when it is parked, thus the alternative name, parking brake. Car emergency
brakes have a ratchet locking mechanism that will keep them engaged until a release
button is pressed. On vehicles with automatic transmissions, this is usually used in
concern with a parking pawl in the transmission. Automotive safety experts recommend
the use of both systems to immobilize a parked car, and the use of both systems is
required by law in some jurisdictions, yet many individuals use only the "Park" position
on the automatic transmission and not the parking brake. It is similar to manual
transmission cars: These are recommended always to be left with the handbrake
engaged, in concert with their lowest gear (usually either first or reverse). The use of
both systems is also required by law in some jurisdictions. However, when parking on
level ground, many people either only engage the handbrake (gear lever in neutral), or
only select a gear (handbrake released). [1]

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1.1 Problem Statement

For reducing driver’s effort and reminding for application of parking brake there was a
demand of completely automated parking brake system.

Therefore, design and develop the prototype model of automatic hand brake release
showing the automation of hand brake while parking the vehicle on slopes.

Also fabricate the model of the same showing exact working of automation of hand
brake / parking brake by using the ignition key of vehicle.

1.2. Objective

1. To design and develop the prototype model of automatic hand brake release
showing the automation of hand brake while parking the vehicle on slopes.

2. To fabricate the model of the same showing exact working of automation of hand
brake or parking brake by using the ignition key of vehicle.

3. To test the vehicle under different conditions of slopes and speed.

4. To give and automation option for modern day cars for vehicle safety and safe
parking of vehicle on slope.

5. To study literature survey behind automation hand brake release and design
according to it.

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2. LITERATURE REVIEW

1. Amit B. masake et al [1] elaborated that electric parking brake (EPB) system
provides the roomy space for vehicles compared with traditional handbrake system.
Combining a control unit realizes the intelligent functions, which make vehicles more
convenient and secure, and avoid the vehicle damage and danger caused by the
negligence of drivers. The testing results have proved the feasibility of this design. The
intelligent function of EPB systems makes the parking brake be operated and released
automatically.

Combining a control unit, EPB system can be automatically operated and released at the
right time, which makes the operation simpler and the driver feel more comfortable and
safe. There are two types of existing EPB. One is the cable puller, and the other is the
caliper. This new concept design belongs to the cable puller type. Many design concepts
of the cable puller type use the ways of two cables [1]. Some perhaps use one cable to
connect by way of the balancer one divides into two brakes. Minorities also use the
design concept of one cable method, which has small curvature radius of cable that will
reduce the cable life and mechanical efficiency. No force sensor lets EPB be simpler and
cost less.

 No balancer lets EPB be easily assembled on vehicle.

 No inner cable combine interface lets EPB reduce the production cost and
assembly processes.
 Self-balance feature is useful to reduce difference of two side cable-pulling force.
[1]

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

System Design and Concept Description

It is not difficult to control an EPB. The mechanism is the key point of EPB system. The

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important factors that need be considered include:

 Cable-pulling force.
 Parking brake force can be maintained when the power source of electric motor is
off.
 Working time of the actuator.
 The force for two sides of parking brake is near.

2. Bin Wang et al [2] explained, integrated Electric Parking Brake system, called iEPB
and integrated in the brake caliper. It consists of an electrically operated brake unit and a
hydraulically pressed unit independently, and uses a special self-locking mechanism
instead of a screw device to increase the efficiency and the working speed. With all
conventional EPB system’s advantages, it also provides a stronger brake performance
and a faster reaction time.
The iEPB system is more convenient and safety than traditional parking systems. It’s
operated and released automatically. With high performance mechanism, the iEPB
system has a faster reaction time. There are two types of existing electric parking brake.
One type is the cable puller, and the other is the integrated caliper. This new design
belongs to the integrated caliper type. Almost 100% integrated caliper type of market
products use the screw device as its linear mechanism. The screw device can provide a
large reduction ratio in a small space and transfer the rotation motion into linear motion
with a non-reverse feature. But a low mechanical efficiency due to the screw friction
makes a great energy lose. [2]

System Description
For improving working speed, enhancing mechanism efficiency and providing a non-
reverse feature at the same time, the iEPB mechanism design is the key point. The
important factors that need to be considered include:
• Caliper pressing force.
• Working time of the actuator.

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• Power consumption.
• Parking force that can be maintained when power off.

Figure 1. The illustration of self-locking mechanism and its exploded view

System test construction –

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

3. Chien-Tzu Chen et al [3] illustrated that to the electromechanical parking brake in

the new Pass at replacing the conventional, manual parking brake. The
electromechanical parking brake doesn't just help with parking. Due to its intelligent
brake intervention system, safe braking is assured and the required hold is provided for
hill starts. The electromechanical parking brake is also referred to in other publications
as an electrical parking brake (EPB).

Some cars with automatic transmissions are fitted with automatically releasing parking
brakes. Later models require the foot brake to be depressed before the car's transmission
can be moved from park. Earlier models would release the parking brake when the gear
selector was placed in a forward or reverse gear without requiring any input on the brake
pedal at all. These earlier automatic release systems were a safety hazard, since there
would be no protection against accidentally knocking the transmission into gear. [3]

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

A number of production vehicles, light and medium duty trucks, and motor homes have
been made with a separate drum brake on the transmission output shaft; called a
driveline parking brake. This has an advantage of being completely independent of other
braking systems. This is effective as long as the drive train is intact — propeller shaft,
differential, and axle shafts. In many vehicles, this type of parking brake is operated by
either a foot pedal or a hydraulic cylinder controlled by the transmission gear selector, or
by both. As the motor starts to rotate the rotary speed of motor is reduced, hence torque
is increased using gear trains and its output is supplied to lead screw which rotates in a
nut, in turn converts rotary motion to linear motion, hence pushing the brake pad against
the disc and parking brake is hence applied. [3]

In other hand, when engine is started, the microcontroller senses this and actuates the
motor to rotate in opposite direction (Clockwise), hence releasing the parking brake.

The design is made so that it can be applied to 350 kg vehicle. The EMPB system works
satisfactorily on ignition conditions. The HOLD and release functions also works in an
acceptable manner. It is seen that the average response time of the EMPB system is 600-
700 ms.

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Table.1 Comparison of conventional and electromechanical brakes

Conventional handbrake Electromechanical parking brake

Operation Pull up handbrake lever Press electromechanical parking brake

button

Releasing Release handbrake lever Press electromechanical parking brake

button

Hill start Complicated balance between The electromechanical parking brake

hand brake ,accelerator and release itself when the vehicle is driven
clutch pedal off

Stop and go Continual application and release When the AUTOHOLD function is
of hand brake or actuation of switching on the vehicle is held
brake pedal automatically each time it is brought to
a holt.

4. Sumant Ashok Nayak et al [4] concluded that an electromechanical parking brake

system for a vehicle consists of an electric motor, reduction gear train associated with
the motor for transmitting motion from the motor to a lead screw, which pushes the
brake pads. This project provides a new concept design of the EMPB system that has
simple and low-cost characteristics. This paper deals with designing, analysis and
fabrication of EMPB system. Electromechanical parking brake system also referred to as
brake by-wire, replace conventional parking braking systems with a completely
electrical component system. This occurs by replacing conventional linkages with
electric motor-driven units. The braking force is generated directly at each wheel by
high performance electric motors and gear reduction, which are controlled by an ECU.
[4]

Further, for reducing driver’s effort and reminding for application of parking brake,
there was a demand for a completely automated parking brake system, which will be

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fulfilled by the upcoming ideas of mechatronic. This is based on the development of one
such system, involving the concepts of automobile, mechanical and electronics, known
as Electromechanical parking brake. Hence, there is great demand for an electronic
applied mechanism, with automation for actuation of the parking brake. It should also
save space, reduce overall weight, complication in linkages, less mechanical parts prone
to wear and tear, good responsive technique, high durability, very less or no involvement
of human, easy to repair and economic. The EMPB system helps to enhance driving
safety and comfort and provides greater freedom in interior design and packaging.
EMPB eliminates the need for a parking brake lever or pedal and improves vehicle
styling, space management and crashworthiness. [4]

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3. METHODOLOGY

In Automated parking brake system, the control unit is received the signal from the key
switch. The key switch is ‘ON’ at the time of vehicle start condition. The first time
clutch is applied so that the motor is rotating in forward direction for 2 sec to release the
break (Already wheel is on braking condition). The key switch is ‘OFF’ the motor is
rotating in reward direction for 2 sec to applying the break.

When driver is in the seat relay circuit sends electric current to second solenoid valve
and now the second solenoid valve in opened position. At the same time the first
solenoid valve is in closed condition. So air cannot enter to the brake chamber and air
inside the brake chamber escaped to atmosphere through second solenoid valve.
An additional emergency switch is provided in case of emergency. If the driver needs
parking brake when he is on the driving seat, then the emergency switch can be used .It
to gives the same function as a limit switch and provides voltage to the solenoid valve
.So the brake is applied .This can be used in the case of heavy traffic and some needs of
parking, where driver needs his seat. [2,3]

Fig. 2 Layout of Automatic Hand Brake System

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3.1. SYSTEM DESIGN CONCEPT DESCRIPTION

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

reduction gear train associated with the motor for transmitting motion from the motor to
a lead screw, which pushes the brake pads.[3] The lead screw and thrust nut are used
which pushes the brake pad against disc when rotated. The gears are used to increase the
torque of the motor. The actuation of brake is dependent on the engine ignition
conditions.

The weight of the vehicle is assumed as 350 kg and road gradient as 30o throughout the
calculations. For prototype fabrication, structural mild steel (A36) material is considered
and analysis were made for same. Instead of force sensors, the control method consists
of a simple control structure which approximately detect the initial contact point
between brake pads and a brake disc with the angular velocity of motor and the
clamping force was estimated with the function of angular displacement from the
maximum angular velocity. [3, 4]

Hardware components required

a. Caliper
b. Motor
c. Lead screw and thrust nut
d. Microcontroller
e. Ignition switch and keys for operation
f. 9. 12V DC supply source
g. 10. Brake disc.

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3.1.1. Circuit design

As shown is below figure, microcontroller is always supplied with 5V DC and sends the
actuating signal of range 0V to 5V to relay based on the ignition condition of engine.
Relay is supplied with 12V DC and switches the motor to rotate either clockwise or
anticlockwise. As the motor rotates, it produces some electrical noises and high voltage.
So to prevent microcontroller components from damage due to this noise and high
voltage, we are using opto-coupler in between microcontroller and relay board.

Liver
(Linkage)

Fig.3 Circuit design of EMPB system

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Fig.4 Schematic Diagram of Electronic Parking Brake System

3.1.2. The Drum Brake.

Fig.5. Drum brake for actuation by motor

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

Like the disc brake, the drum brake has two brake shoes and a piston. But the drum
brake also has an adjuster mechanism, an emergency brake mechanism and lots of
springs.

The brake on a car has to be actuated by a different power source than the primary
braking system. The drum brake design allows for a simple cable actuation mechanism.

3.1.3. Motor

Fig.6.-.DC motor schematic

It is heart of system as our application is mobile. We have to choose D.C. power source.
Hence selected a D.C. motor user of D.C. Series motor is best suitable for this
application. As it has characteristic of high forage of low speed as uses of D.C. motor is
not general we were not able to acquire D.C. Service motor in our town & it proves
expensive to purchase it from any other city hence we decided to select available D.C.
motor in our department & further design is made according to its specification.

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Fig. 7- Construction of DC motor

The actual DC motor is not a loss-less transducer, having resistance at the rotor windings
and the commutation mechanism. Furthermore, windings may exhibit some inductance,
which stores energy. the schematic of the electric circuit, including the windings
resistance R and inductance L In the equivalent circuit of the motor, the relationship
between the terminal voltage ,the impedance L ,the resistance R ,the induced voltage
constant k ,the revolution speed N , the current i ,and the time t ,is expressed by the
following equation(Ronald K et al.,1999). (/) V L di dt R i k N M = ⋅ + ⋅ + ⋅ (1) Ri kN ⋅
+ ⋅ (2) And it is known that the current i is proportional to the motor torque TM. As can
be understood from Eq. (2), the motor can be controlled based on the so-called motor
current control method which is shown in Fig.4.12. In the motor current control method,
the target motor current TI, which is proportional to the motor assist torque TM, is
determined from the signal output T from the torque sensor, and control is performed so
that there is no difference between this target current value TI and the value detected
through feedback from the current sensor MI.

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3.1.4. Controlling Unit

Fig. 8- Block diagram of controlling unit (Microcontroller)

A Micro controller consists of a powerful CPU tightly coupled with memory (RAM,
ROM or EPROM), various I / O features such as Serial ports, Parallel Ports,
Timer/Counters, Interrupt Controller, Data Acquisition interfaces-Analog to Digital
Converter (ADC), Digital to Analog Converter (DAC), everything integrated onto a
single Silicon Chip. It does not mean that any micro controller should have all the above
said features on chip, Depending on the need and area of application for which it is
designed, the on chip features present in it may or may not include all the individual
section said above.

Any microcomputer system requires memory to store a sequence of instructions making

up a program, parallel port or serial port for communicating with an external system,
timer / counter for control purposes like generating time delays, Baud rate for the serial
port, apart from the controlling unit called the Central processing unit.

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3.1.5. Wheel

Fig.9- Wheel

A wheel is a circular component that is intended to rotate on an axle bearing. The wheel
is one of the main components of the wheel and axle which is one of the six simple
machines. Wheels, in conjunction with axles, allow heavy objects to be moved easily
facilitating movement or transportation while supporting a load, or performing labor in
machines. Wheels are also used for other purposes, such as a ship's wheel, steering
wheel, potter's wheel and flywheel.

3.1.6. Battery

Fig. 10- Labelled diagram of battery

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An automotive battery is a rechargeable battery that supplies electrical energy to a motor

vehicle. It is also known as an SLI battery (starting-lighting-ignition) and its main
purpose is to start the engine. Once the engine is running, power for the car's electrical
systems is supplied by the alternator. Typically, starting discharges less than three per
cent of the battery capacity. SLI batteries are designed to release a high burst of current
and then be quickly recharged. They are not designed for deep discharge, and a full
discharge can reduce the battery's lifespan.

4. BASIC DESIGN AND OPERATION

4.1 Design Calculations

The torque required by motor to brake the wheel is as follows:

 Total mass of WHEEL = 4 kg (consider structural mild steel system)

 WHEEL OUTER DIAMETER = 400 mm = 0.4 m
 Angular velocity of tilting is or rotating velocity of wheel 100 rpm = 100/60 rps
 Amount of Torque required to apply brakes is :

T=Mgr.sinθ + Iα
Where,
Mg=weight of the tilting mechanism.
I = Moment of Inertia I= mk2,
α = angular acceleration of the tilting mechanism
To calculate torque required for braking and force required for that we need to find
above values
1. Radius of gyration:
For rectangular object the radius of gyration can be obtained as,
k2= 1/3((D/2)2
Where D is diameter of wheel in m
D =400 mm = 0.4 m

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So,
k2= 1/3((D/2)2 = 1/3((0.4/2)2
k2 = 0.0133 m.

k = 0.1154 m = 115 mm.

To calculate I (inertia of the tilting mechanism)

I= mk2

= 4*0.1152

= 0.0529 kg.m2

2. To calculate angular acceleration:

Angular acceleration is the rate of change of angular velocity. In SI units, it is measured
in radians per second squared (rad/s2), and is usually denoted by the Greek
letter alpha (α)

The angular acceleration can be defined as either:

where is the angular velocity and , (usually defined as the radius of the circular path
of which a point moving along), is the distance from the origin of the coordinate
system that defines and to the point of interest.

We need to find angular velocity.

Angular velocity:

The angular velocity is defined as the rate of change of angular displacement and is
a vector quantity (more precisely, a pseudo vector) which specifies the angular speed
(rotational speed) of an object and the axis about which the object is rotating. This speed

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can be measured in the SI unit of angular velocity, radians per second, or in terms of
degrees per second, degrees per hour, etc. Angular velocity is usually represented by the
symbol omega (ω, rarely Ω).

In two dimensions the angular velocity ω is given by

ω = 2πN

The angular acceleration is

α = angular velocity / time

= ω/t
= 2πN / t
For one t= minute = 60 sec.

= 2*3.142*100 / 60*60
= 1.74 rad/sec2
On substituting the values in equation 1, we get,
T=Mgrsinθ + Iα
T= (4*9.81×0.2×sin90) + (0.0529 × 1.74) = 38.84 N-m
3. Amount of Force required for braking:
T=Fr
38.84 = F*0.2
F= 194.24 N

Then we required that amount of torque motor = 38.84 N-m = kg cm = 396 kg cm

We have to find motor having 396 kg-cm torque.

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And our project having moped front wheel having diameter is 300mm and hear we use
drum brake as a hand brake.

Consider,

Our project requires maximum force is 15 N

Then we have T=fr

=15*0.13……………………………………0.13 is drum brake dia.

=1.95 N m

And in terms of kg cm=19.89 kg cm

Power = 2*3.14*N*T/60

=2*3.14*30*19.89/60

=62.46 watt

Actual Power of Selected Battery = V*I (12V & & Amp)

=12*7

=84 watt

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5. ADVANTAGES

1) Free from wear adjustment.

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

6. DISADVANTAGES

1) Addition cost is required to install this system to four wheeler.

7. APPLICATION

1) Four wheeler application

2) It is also implemented in two wheeler.

8. FUTURE SCOPE

1) In four wheeler application for safe parking of cars on slopes, when driver forgets
or intentionally avoids the use of hand brake.
2) To provide an automation for manually operated hand brake which will reduce
human efforts band provide comfort n driving.
3) It can also implemented in two wheeler.

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CONCLUSION

The electromechanical parking brake help with automatic parking brake application
based on engine ignition condition. Safe braking is assured in slopes and hill starts with
the help of “HOLD” function. EMPB has complete automatic operation for easy
drivability and safety. This system also gets some advanced options like hold function in
head to head traffic and inclined roads, which would promise the drivers and vehicle
owners with a safe pleasure drive and stops. The response time of EMPB system is
good. Hence, applies and releases the parking brake in very short time period. The
EMPB system has greater relative advantages over the conventional parking system and
will find maximum application in the future because of its significance.

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REFERENCES

i. Amit B. Masake,S.B Tuljapure, P.K Satav, “Design and Analysis of Parking

Brake System of Car “,IJIRSET, July 2016.
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,”Slide Mode Control for Integrated Electric Parking Brake System”,Link-
guoxx@whut.edu.cn, Hindawi ,2013
iii. Chien-Tai. Huang, Chien-Tzu Chen, Shou-Yi Cheng, Bo-Ruei Chen and Ming-
Hu Huang,” Design and Testing of a New Electric Parking Brake Actuator”,
Paper #:2008-01-2555, Published on 2008-10-12, SAE Int. J. Passenger Cars-
Mechanical system in Automotive Research & Testing Center (ARTC), Taiwan.
Link- http://papers.sae.org/2008- 01-2555/
iv. Tatsuya Yamasaki, Masaaki Eguchi, Yusuke Makino, NTN technical review
No.75(2007), “Need of an Electromechanical Brake”, Link- www.ntn-
snr.com/portal /fr/enen/ file.../NTN_TR75_en_P0531.pdf
v. Chih Feng Lee, A thesis on Brake force control and judder compensation of an
automotive brake by wire, 2013, Department of Mechanical Engineering, The
University of Melbourne, Victoria, Australia, Link- dtl.unimelb.edu. au/
researchfile 304026.pdf
vi. Lin, C. M., & Hsu, C. F. (2014). Self-learning fuzzy sliding-mode control for
antilock braking systems. IEEE Transactions on Control Systems Technology,
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vii. Savaresi, S. M., Tanelli, M., & Cantoni, C. (2014). Mixed slip-deceleration
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viii. Johansen, T. A., Petersen, J., Kalkkuhl, J., & Lüdemann, J. (2013). Gain-
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