DESIGN AND FABRICATION OF DUAL BRAKING IN

SINGLE LEVER SYSTEM

A PROJECT REPORT

Submitted by

Y.KASIM THARIQ [110114114305]

J.MUGHAMED MUZZMIL [110114114311]

M.MUJAHITH MANAASIR [110114114313]
RAZEEN IBNU MOHAMMED SADIQUE [110114114316]

In partial fulfillment for the award of the degree

Of

BACHELOR OF ENGINEERING

In

MECHANICAL ENGINEERING
AALIM MUHAMMED SALEGH COLLEGE OF ENGINEERING
MUTHAPUDUPET, AVADI I.A.F, CHENNAI 600055

ANNA UNIVERSITY::CHENNAI 600025

APRIL 2017
 ANNA UNIVERSITY: CHENNAI 600025

BONAFIDE CERTIFICATE

Certified that this project report “DESIGNAND FABRICATION OF

DUALBRAKING IN SINGLE LEVER SYSTEM” is the bonafide work of 
“KASIM THARIQ, MUGHAMED MUZZMIL, MUJAHITH MANAASIR,
RAZEEN IBNU MOHAMMED SADIQUE” who carried out the project work
under my supervision.

SIGNATURE SIGNATURE

HEAD OF THE DEPARTMENT SUPERVISOR

Dr.MOHD.F.SHABIR Mr.S.MOHAMED ABBAS
Professor &Head Assistant Professor
Department of mechanical engineering, Department of mechanical engineering
AalimMuhammedSalegh AalimMuhammedSalegh
College of Engineering, College of Engineering ,
Avadi-IAF , Avadi-IAF,
Chennai-600055. Chennai-600055.

i
 CERTIFICATE OF EVALUATION
Certified that this project report “DESIGN AND FABRICATION OF
DUALBRAKING IN SINGLE LEVER SYSTEM” is the bonafide work
of “KASIM THARIQ, MUGHAMED MUZZMIL, MUJAHITH
MANAASIR, RAZEEN IBNU MOHAMMED SADIQUE” as their
project work.

Submitted on …………………

Appeared for the exam on…………………….

INTERNAL EXAMINER EXTERNAL EXAMINAER

COLLEGE SEAL

ii
 ACKNOWLEDGEMENT
We extremely thankful to the management; founder Late Dr.S.M.SHAIK NURDDIN
and our Secretary &Correspondent S.SEGU JAMALUDEEN and the principal
Dr.M.AFZAL ALI BAIG,M.Tech., Ph.D.for providing the necessary infra-structure and
conducive academic to take up this project.
We register my deep sense of thanks to Dr.MOHD.F.SHABIR,Ph.D.,Professor and
Head, Department of Mechanical Engineering, Aalim Muhammed Salegh College of
Engineering, Muthapudupet, Avadi IAF , Chennai, for extending all the support and facilities
of the department.
We extremely grateful to our guide Mr.MOHAMED ABBAS.,ME.,MBA.,
[Ph.D].,Assistant Professor, Department of Mechanical Engineering, Aalim Muhammed
Salegh College of Engineering, Muthapudupet, Avadi IAF, Chennai, For his kindness and
valuable guidance that have enabled me to complete this work successfully.
We thankful to Project Coordinator Mr.S.MOHAMED ABBAS.,B.E.,M.E.,MBA.,
[Ph.D].,Assistant Professor, and Mr. R. MANIKANDAN.,B.E.,M.E., Assistant Professor ,
Department of Mechanical Engineering, for his valuable suggestions for carrying out this
project work successfully. I also whole-heartedly thank all staff members in the Department
of Mechanical Engineering for the constant encouragement and support.
We express genuine gratitude to our parents and my friends for the moral support an
encouragement given throughout my career. Our sincere thanks are due to all my well-wishers
and friends from whom I received liberal help for making this work a success.

CHAPTER NOTITLEPAGE NO
iii
 ABSTRACT
1. INTRODUCTION 1

2. LITRETURE REVIEW 5

3. AIM & OBJECTIVES 9

4. WORK IDENTIFICATION 11

5. BRAKING SYSTEM AN 12

OVERVIEW

6. COMPONENTS DETAILS 20

6.1 BEARING 20

6.2 WHEELS 23

6.3 RIM SIZES AND DESIGNATION 23

6.4 TIRE 24

6.5 HEXAGON BOLT 27

6.6 HEXAGON NUT 28

6.7 SHAFT 29

6.8 MILD STEEL FRAME 29

7. DESIGN CALCULATION 30

8. MODELING & DRAWING 34

9. CONSTRUCTION AND WORKING 37

PRINCIPLE

iv
 ADVANTAGES 39

DISADVANTAGES 39

APPLICATIONS 39

10. COST EXPENDITURE 40

11. CONCLUSION 41

REFERENCE 42

BIBLIOGRAPHY 44

LIST OF FIGURES
FIG NO TITLE PAGE NO
v
5.1.1 MECHANICAL BRAKE 14
5.2.1 HYDRAULIC BRAKE 15
5.3.1 AIR BRAKE 16
5.4.1 ELECTRICBRAKE 17
5.5.1 SERVOBRAKE 18
5.6.1 DISC BRAKE 19
6.1.2.1 JOURNAL BEARING 21
6.2.1 WHEELS 22
6.4.1.1 DIRECTIONAL TIRE TREAD 23
6.4.2.1 SYMMETRICAL 23
6.4.3.1 ASYMMETRICAL 24
6.4.4.1 DIRECTIONAL\ ASYMMETRICAL 25
6.4.5.1 TIRE CONSTRUCTION 26
6.5.1 HEXAGON BOLT 26
6.6.1 HEXAGON NUT 27
6.7.1 SHAFT 28
6.8.1 MILD STEEL FRAME 29
8.1 2D MODELLING 30
8.2 3D MODELLING 31
8.3 3D MODELLING FRONT VIEW 32
8.4 3D MODELLING TOP VIEW 32

vi
 ABSTRACT

The aim of this project work is to design and develop a single lever control

system for the two wheeler braking based on a fully mechanically operated dual

braking system in single lever is called “DUAL BRAKE SINGLE LEVER

SYSTEM”. The objectives of this project work are to reduce the workloads to the

driver so that to minimize the accident by means of avoiding the skidding and

slipping. In general all the two wheeler braking system functioning with front and

rear braking system separate manner. During the braking, the vehicle may go to get

accident because of applying the braking with separate manner like front and rear

brake. In order to avoid such a scenario, in this project we implement the braking

system with

vii
 CHAPTER-1

INTRODUCTION

Car safety is the avoidance of automobile accidents or the minimization of harmful

effects of accidents, in particular as pertaining to human life and health. Special safety features
have been built into cars for years, some for the safety of car's occupants only, and some for the
safety of others. We have pleasure in introducing our new project “dual braking single lever”
which is fully equipped by mechanical braking system, shaft. It is a genuine project which is
fully equipped and designed for Automobile vehicles.

This forms an integral part of best quality. This product underwent strenuous test in our
Automobile vehicles and it is good. Man has needed and used energy at an increasing rate for its
sustenance and well being ever since he came on the earth a few million years ago. Primitive
man required energy primarily in the form of food. He derived this by eating plants or animals,
which he hunted.

Subsequently he discovered fire and his energy needs increased as he started to make use of
wood and other bio mass to supply the energy needs for cooking as well as agriculture. He
added a new dimension to the use of energy by domesticating and training animals to work for
him. A major test of brake systems took place in 1902 on an unpaved road in New York City
called Riverside Drive. Ransom E. Olds had arranged to test a new brake system against the tire
brake of a four-horse coach and the internal drum brake of a Victoria horseless carriage. His
Oldsmobile sported a single flexible stainless-steel band, wrapped around a drum on the rear
axle. When the brake pedal was applied, the band contracted to grip the drum. A vast
improvement on brakes was born, one that would pave the way for the systems afterwards. The
repercussions of which spread to every facet of the industry even something like being able to
compare car insurance without the advancement in brake that have taken place. Olds had entered
his car in the Blue Ribbon Contest a 100-mile race scheduled for August and wanted to be sure
his external brake was a match for the Victoria's expanding-shoe internal drum design and the

1
coach's tire brake -- a pad that was applied to the tire by a long lever. Although it ground down
solid rubber tires pretty quickly, the tire brake was popular on carriages and many early autos.
From a thunderous speed of 14 mph, the Oldsmobile stopped in 21.5 ft., the Victoria in 37 ft. and
the horses (which may not have been going 14 mph, but had no engine braking to aid them) in
77.5 ft.

The Oldsmobile went on to win two of nine blue ribbons awarded in the race. The car's braking
system made such a big impression on other manufacturers that by 1903 most had adopted it. By
1904, practically all car makers were building cars with an external brake on each rear wheel.

Almost at once, the external brake demonstrated some serious flaws in everyday use. On hills,
for example, the brake unwrapped and gave way after several seconds. A driver unlucky enough
to stall on a grade soon found himself rolling backward. For this reason, chocks were an
important piece of on-board equipment. It was a common sight to see a passenger scurrying from
inside the car with wood in his hands to block the wheels. There was another drawback to the
external brake. It had no protection from dirt so its bands and drums quickly wore. A brake job
every 200 to 300 miles was considered normal.

The problems associated with the external brake were overcome by the internal brake. As long as
the brake shoes were under pressure, they stayed against the drums to keep the car from rolling
backward on hills. And, since brake parts were inside drums and protected from dirt, drivers
could go over 1,000 miles between brakes overhaul. The drum brake, as it is now known,
became all-dominant in the United States. In Europe, particularly in Great Britain, it had to share
the stage with disc brakes. Disc brakes became more or less standard on European cars during
the '50s, about 20 years before they were adopted by American manufacturers in 1973.This is
ironic, because the spot-type disc brake is an American invention. In 1898, Elmer Ambrose
Sperry of Cleveland designed an electric car having front-wheel disc brakes. He made a large
disc integral with the hub on each wheel. Electromagnets were used to press smaller discs, lined
with a friction material, against spots on the rotating disc to bring the wheel to a stop. Springs
retracted the spot discs when current was interrupted. Meanwhile in Great Britain, a patent was
issued in 1902 to F. W. Lanchester for a nonelectric spot disc braking system that's similar in
principle to what we have today. The biggest problem that Lanchester encountered was noise.

2
Metal-to-metal contact between his copper linings and the metal disc caused an intense screech
that sent chills through anyone within earshot.

The problem was solved in 1907 when Herbert Frood, another Englishman, came up with the
idea of lining pads with asbestos. The new material was quickly adopted by car manufacturers on
both drum and disc brakes. Asbestos linings also outlasted other friction materials by a wide
margin. The 10,000-mile brake job had arrived.

As roads improved and cars began to be driven at high speeds, manufacturers recognized the
need for even greater braking power. One solution to the problem became apparent during the
Elgin road Race of 1915. A Duesenberg took the flats at 80 mph then screeched to a virtual crawl
to negotiate the hairpin curves. Duesenberg's secret for such magnificent braking power was to
simply use an internal brake on each front wheel as well as each rear wheel.

In 1918, a young inventor named Malcolm Lougheed (who later changed the spelling of his
name to Lockheed) applied hydraulics to braking. He used cylinders and tubes to transmit fluid
pressure against brake shoes, pushing the shoes against the drums. In 1921, the first passenger
car to be equipped with four-wheel hydraulic brakes appeared -- the Model ADuesenberg.

Carmakers as a group were not quick to adopt hydraulics. Ten years after the Model ADuesie, in
1931, only Chrysler, Dodge, Desoto, Plymouth, Auburn, Franklin, Reo, and Graham had
hydraulic brakes. All the others still had cable-operated mechanical brakes. In fact, it was not
until 1939 that Ford finally gave in, becoming the last major manufacturer to switch to hydraulic
brakes.

The basic braking system we have today was pretty much in place by 1921, including a
refinement some regard as contemporary -- power assist.

Power assist, technically, dates back to 1903 when a car called the Tinker used air brakes. But
the first car to be equipped with a vacuum-operated power booster similar to those we have today
was the 1928 Pierce-Arrow. It used vacuum from the inlet manifold to reduce the physical effort
needed to apply brakes. Vacuum boosters from then to now have similar designs.

3
The first widespread deviation from vacuum power assist came about in 1985. Some '85 GM
cars use an electrically driven brake booster, which is smaller and lighter than the conventional
vacuum booster, giving an all-hydraulic system. Some cars with antilock brakes also use all-
hydraulic systems. The first car to have self-adjusting brakes was the 1925 Cole. The prototype
for today's systems appeared on the 1946 Studebaker. The mechanism by Wagner Electric Co.,
consisted of an adjusting wedge under the influence of a tension spring. As linings wore, a plug
receded to move a pin and lever against the spring. This forced the adjusting wedge against brake
shoes, which expanded to keep linings at a preset distance from the drums.

As for the antilock (antiskid) units now available in the U.S., they are hardly new. The first
practical antiskid braking system, named Maxaret, was developed in 1958 by the Road Research
Laboratories in Great Britain and was first applied to the Jensen FF sports sedan in 1966.

Three years later, in 1969, the Lincoln Continental Mark III was equipped with an Auto-Linear
antilock unit developed by Kelsey-Hayes. Sensors on the rear wheels transmitted signals to a
transistorized "computer" behind the glove box. The computer controlled a vacuum-operated
valve on the rear brake line to modulate pressure to the rear brakes when the sensors told the
computer that the brakes were locking.

Cost and some technical problems caused the shelving of this unit. But now, updated versions
that give four-wheel skid control are offered on almost every car model, although initially they
were available only on high-end cars like Lincoln and Mercedes, and a few European cars.

Computerized brakes notwithstanding, there is a piece of advice about using brakes that's as
relevant today as it was in 1909 when it was first published in The American Cyclopedia of the
Automobile:

"Good driving in traffic is shown by making the minimum use of brakes. The strain on
passengers amounts to intense nervousness when the car is constantly driven so that the least
alteration of direction or of pace on the part of any vehicle ahead results in the violent
application of the brake."

4
 CHAPTER 2

LITERATURE SURVEY

MeenakshiKushal, et al (2015) [1], titled “Optimization of Design of Brake Drum of Two

Wheeler through Approach of Reverse Engineering by Using ANSYS Software” they are

discussed is to optimize the design of Hero Honda Passion brake drum (i.e. through reverse

engineering approach). Optimization is done by changing the material of the brake drum, under

different braking time and operational conditions. Brake drum is optimized to obtained different

stresses, deformation values, rise in temperature on different braking time and heat transfer rate.

Optimized results obtained are compared for Aluminum and CE (Controlled Expansion) material

alloys. It concludes that the CE (Controlled Expansion) alloys can be a better candidate material

for the brake drum applications of light commercial vehicles and it also increases the braking

performance

Er. N. B. Shinde, et al (2015) [2], titled “Fem Analysis of Disc Brake System” This paper

reviews numerical methods and analysis procedures used in the study of automotive disc brake.

It covers Finite element Method approaches in the automotive industry, the complex Contact

analysis. The advantages and limitations of each approach will examine. This review can help

analysts to choose right methods and make decisions on new areas of method development. It

points out some outstanding issues in modeling and analysis of disc brake squeal and proposes

new conceptual design of the disk braking system. It is found that the complex Contact analysis

is still the approach favored by the automotive industry

Farhan Salem, et al (2011) [3], titled “An Antilock-Braking Systems (ABS) Control: A

Technical Review” Many different control methods for ABS systems have been developed.

5
These methods differ in their theoretical basis and performance under the changes of road

conditions. The present review is a part of research project entitled “Intelligent Antilock Brake

System Design for Road-Surfaces of Saudi Arabia”. In the present paper we review the methods

used in the design of ABS systems. We highlight the main difficulties and summarize the more

recent developments in their control techniques. Intelligent control systems like fuzzy control

can be used in ABS control to emulate the qualitative aspects of human knowledge with several

advantages such as robustness, universal approximation theorem and rule-based algorithms.

M. K. Khalid, et al (2011) [4] titled “Performance Investigation of the UTEM EcoCar Disc

Brake System “The aim of this study is to investigate the braking performance of the UTEM

Eco-Car disc brake system. The disc brake system utilized a single cross-drilled rotor with fixed

caliper design. The brake system performance in term of its thermal property was determined in

transient condition using ABAQUS CAE finite element analysis software. Results from the

thermal analysis showed that the maximum temperature generated at the brake disc surface was

119.2oC, which is within the allowable service temperature of the disc material. This indicates

that the UTEM Eco-Car disc brake system is able to perform safely as per design requirement.

Yu WANG, et al (2011) [5] titled “The Evaluation of Braking Performances of Mechanical

Brake System on Oil Rig “This paper proposes a novel method for evaluating the braking system

on oil rig. The Evaluation indexes, braking capacity, response speed control accuracy and

braking efficiency, are put forward according to the drilling safety, benefit, quality and so on.

The experimental apparatus to the performances of brakes was built by measuring the relation

between the braking pressure, torque and rotation speed. The performances of pneumatic disc

brake, hydraulic disc brake and pneumatic band brake are researched by modeling, theoretical

analysis and experiment. Based on quantitative analysis, the value analysis is used to

6
quantitatively and qualitatively evaluate the indexes. Some suggestions were put forward for

selecting the braking system according to the evaluation. The total evaluation standard system is

first proposed and it avails to optimize and evaluate the braking system on oil rig and its

automation. Traditional selective method based on experience can be revised and the conclusions

also provide a new reference for researching the automation of braking system and other

mechanical systems.

Asim Rashid (2014), [6] titled “Overview of Disc Brakes and Related Phenomena - a review”:

Disc brakes have evolved over time to be a reliable method of decelerating and stopping a

vehicle. There have been different designs of disc brake systems for different applications. This

review gives a detailed description of different geometries of the components and the materials

used in a disc brake system. In spite of all the improvements, there are still many operational

issues related to disc brakes that need to be understood in a greater detail and resolved. There has

been a lot of research going on about these issues and at the same time different methods are

being proposed to eliminate or reduce them. There has also been an intensive fundamental

research going on about the evolution of tribological interface of disc-pad system. One major

purpose of the present paper is to give a comprehensive overview of all such developments

ChihFeng Lee (2015), [7] titled “Active Brake Judder Compensation Using an Electro-

Hydraulic Brake System “Geometric imperfections on brake rotor surface are well-known for

causing periodic variations in brake torque during braking. This leads to break judder, where

vibrations are felt in the brake pedal, vehicle floor and/or steering wheel. Existing solutions to

address judder often involve multiple phases of component design, extensive testing and

improvement of manufacturing procedures, leading to the increase in development cost. To

address this issue, active brake torque variation (BTV) compensation has been proposed for an

7
electromechanical brake (EMB). The proposed compensator takes advantage of the EMB's

powerful actuator, reasonably rigid transmission unit and high bandwidth tracking performance

in achieving judder reduction. In a similar vein, recent advancements in hydraulic system design

and control have improved the performance of hydraulic brakes on a par with the EMB, therefore

invoking the possibility of incorporating the BTV compensation feature of the EMB within

hydraulic brake hardware. In this paper, the typical characteristics of electromechanical and

electro-hydraulic brake systems are presented. Based on the experimental results, the feasibility

of active BTV compensation on the electro-hydraulic brake (EHB) systems is discussed.

Furthermore, a BTV compensation algorithm designed for the EMB is presented and is shown to

be applicable to the EHB. Using an experimentally validated model of BTV, the compensation

was performed on a hardware in-the-loop EHB test rig. The preliminary results demonstrate the

potential of using an EHB to compensate for brake judder.

Ranjan Kumar (2015) [8] titled “Regenerative Brake: To Harness the Kinetic Energy of

Braking” Regenerative Braking Systems (RBS) provide an efficient method to assist railways

and hybrid electric buses to achieve better fuel economy while lowering exhaust emissions. In

this paper regenerative braking concepts have to be studied in order to find an optimal way to

combine a regenerative braking with a conventional frictional braking system to achieve

maximal energy recuperation .This paper describes the principle, design and working of

regenerative braking systems. A typical regenerative braking pattern is investigated for

evaluating the availability of braking energy recovery. The results indicates that in a vehicle with

active regenerative braking control, a significant amount of braking energy can be recovered, and

the brake system does not need much changing from the brake systems of conventional

passenger cars.

8
Belhocine, et al (2014) [9] titled “Numerical Modeling of Disc Brake System in Frictional

Contact” Safety aspect in automotive engineering has been considered as a number one

priority in development of new vehicle. Each single system has been studied and developed

in order to meet safety requirement. Instead of having air bag, good suspension systems,

good handling and safe cornering, there is one most critical system in the vehicle which is

brake systems. The objective of this work is to investigate and analyze the temperature

distribution of rotor disc during braking operation using ANSYS Metaphysics. The work

uses the finite element analysis techniques to predict the temperature distribution on the full

and ventilated brake disc and to identify the critical temperature of the rotor by holding

account certain parameters such as; the material used, the geometric design of the disc and

the mode of braking. The analysis also gives us, the heat flux distribution for the two discs.

A H Rozainia, et al (2013) [10] titled “Performance of a fully mechanical parking brake

system for passenger cars” In order to ensure that a vehicle remains stationary when it is

parked at a certain road slope, the driver has to apply sufficient pulling force on the

handbrake lever. Otherwise, the vehicle will start to rollaway where the torque generated by

the parking brake system is lower that the torque required by the vehicle to remain stationary.

This poses a danger situation not only to the vehicle’s occupants but also to the people

surrounding it. Thus, this paper aims to investigate performance of a typical parking brake

system used in passenger cars A good agreement is achieved between calculated and test

results. Results from the model show that the parking brake system used in this work can

hold the vehicle stationary at 11 degree slope less than 200 N of the applied force and thus it

meets the regulation requirement, and also the vehicle will not rollaway even though there

are four adult passengers inside it.

9
 CHAPTER 3

AIM AND OBJECTIVES

AIM

The aim of this project is to Design and fabricate and also implementing the dual braking in

single lever braking system.

OBJECTIVES

 To obtain the braking in two wheeler with single lever system

 Understand project planning and execution.

 Understand the fabrication techniques in a mechanical workshop.

 Understand the usage of various mechanical tools and also measuring tools.

10
 CHAPTER 4

METHODOLOGY

Identification of project area

Literature survey

Identified and purchase of components

Design

Fabrication work

Demonstration

Report preparation

Presentation

11
 CHAPTER 5
BRAKING SYSTEM AN OVER VIEW

5.1 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

12
 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 brake 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.

13
 Manufacturers design drum brakes so that rain, snow 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.

5.1MECHANICAL 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 brake 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. The shoes are generally mounted to rub against the inside surface of
the drum to form as internal expanding brake as shown in the figure.

14
 Figure 5.1.1
5.2 HYDRAULIC BRAKE:

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 Pascal’s 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.

15
 Figure 5.2.1

5.3AIR 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 driver’s 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.

16
 Figure 5.3.1

5.4ELECTRIC 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 other types of brakes. It is to take current from the battery to the
electromagnet. Also, these are very quick in action as compared.

17
 Figure 5.4.1

5.5VACUUM 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.

18
 Figure 5.5.1

5.6DISC BRAKE
A disc brake is a type of brake that uses calipers to squeeze pairs of pads against a disc in order
to create friction that retards the rotation of a shaft, such as a vehicle axle, either to reduce its
rotational speed or to hold it stationary. The energy of motion is converted into waste heat which
must be dispersed. Hydraulic disc brakes are the most commonly used form of brake for motor
vehicles but the principles of a disc brake are applicable to almost any rotating shaft.
Compared to drum brakes, disc brakes offer better stopping performance because the disc is
more readily cooled. As a consequence discs are less prone to the brake fade caused when brake
components overheat. Disc brakes also recover more quickly from immersion (wet brakes are
less effective than dry ones).
Most drum brake designs have at least one leading shoe, which gives a servo-effect. By contrast,
a disc brake has no self-servo effect and its braking force is always proportional to the pressure
placed on the brake pad by the braking system via any brake servo, braking pedal, or lever. This
tends to give the driver better "feel" and helps to avoid impending lockup. Drums are also prone

19
to "bell mouthing" and trap worn lining material within the assembly, both causes of various
braking problems.
The brake disc (or rotor in American English) is usually made of cast iron, but may in some
cases be made of composites such as reinforced carbon–carbon or ceramic matrix composites.
This is connected to the wheel and/or the axle. To retard the wheel, friction material in the form
of brake pads, mounted on the brake caliper, is forced mechanically, hydraulically,
pneumatically, or electromagnetically against both sides of the disc. Friction causes the disc and
attached wheel to slow or stop.
The development of disc-type brakes began in England in the 1890s, but they were not practical

or widely available in cars for another 60 years. The Jaguar racing team won, using disc brake

equipped cars, with much of the credit being given to the brakes' superior performance over

rivals equipped with drum brakes. Mass production began with the 1955 Citroën DS.

The successful application began in airplanes before in world war.

Figure 5.6.1

20
 CHAPTER 6

COMPONENT DETAILS

6.1 BEARING

 The main function of a rotating shaft is to transmit power from one end of the line to the
other. It needs a good supports to ensure stability and frictionless rotation. The support
for the shaft is known as bearing.
 The shaft has a” running fit” in a bearing. All bearing are provided some lubrication
arrangement to reduced friction between shaft and bearing

 The bearings are classified under two main categories:

 Plain or slider bearing-
 In which the rotating shaft has a sliding contact with the bearing which is
held stationary. Due to large contact area friction between mating parts in
high requiring grater lubrication.
 Rolling or anti-friction bearing-
 Due to less contact area rolling friction is much lesser than the sliding
friction; hence these bearings are also known as antifriction bearing.

6.1.1Types of bearings
 Journal bearing.
 Footstep bearing
 Collar thrust bearing

21
6.1.2Journal bearing
 Journal bearing – in this the bearing pressure is exerted at right angles to the axis of
the axis of the shaft. The portion of the shaft lying within the bearing in known as
journal. Shaft is generally made of mild steel.
 Types of journal bearing
a. Full journal bearing
b. Partial journal bearing
c. Fitted bearing

Figure 6.1.2.1

6.2Wheels
 Wheels must be strong enough to support the vehicle and withstand the forces caused by
normal operation. At the same time, they must be as light as possible, to help keep un-
sprung weight to a minimum.
 Wheels can be made from cast aluminum alloy or magnesium alloy. Alloy wheels are
popular because of their appearance and because they are lighter than similar steel
wheels.
 Aluminum is a better conductor of heat, so alloy wheels can dissipate heat from brakes
and tires more effectively than steel ones. Most wheels have ventilation holes in the
flange, so air can circulate to the brakes. Most passenger car wheels are of well, or drop-
centre design. This design allows for tire removal and fitting. The removal and fitting of
tires should be carried out according to manufactures instructions.

22
 Figure 6.2.1

6.3Rim Sizes & Designations

 To ensure correct fit between a tire and rim, all manufacturers of wheels and tyres
comply with standard dimensions, as recommended by automotive manufactures.
 The width of the rim is the distance across the rim flanges, at the bead seat. Its diameter
is the distance across the centre of the rim from bead seat to bead seat. The shape of well-
based rims is provided by a letter code, such as J, K, JJ and KK. The width of the rim and
the diameter is traditionally stated in inches.
 A rim designated 7 JJ by 14 would refer to a rim measuring 7 inches across the rim
flanges and 14 inches in diameter from bead seat to bead seat, with the profile
conforming to a JJ code.
 The rim width and diameter can also be stated in millimeters. Metric rims are not
interchangeable with Imperial rims. The tire must be an exact fit on the rim, to fulfill a
number of functions.
 It ensures that the narrow contact area between the beads of the tire and the rim will seal
the air in a tubeless tire.
 It transfers all the forces between the tire and the wheel, without slipping or chafing.
 It ensures the friction between the tire and the rim prevents the tire turning on the rim.

23
6.4TIRE
 The tire is to support the vehicle and also move the vehicle in one place to other place.
Basically tire is made up of rubber. And it can absorbs the all road shock and withstand
heat.
6.4.1 Directional (unidirectional)
Rotate directional tires unless they are remounted.

Figure 6.4.1.1

6.4.2Symmetrical
Symmetrical tire tread has the same pattern – continuous grooves and/or independent lugs –
across the whole tire. This type of tire is the most common and found on most non-high-
performance passenger cars because it is typically quiet and long-lasting. Also, they can be
rotated in many different ways, which helps to prolong the life of the tires and makes them more
versatile.

Figure 6.4.2.1

24
6.4.3 Asymmetrical
Asymmetrical tire tread, most commonly found on sports cars, is a bit of hybrid in that it
combines a variety of tread patterns for maximum grip on both wet and dry roads. Usually the
inside and middle parts of the tire will be designed for wet and/or winter traction, while the
outside of the tire will have large tread blocks for maximum cornering capability on dry surfaces.
To ensure that the tires are positioned correctly on the car (to maximize handling capabilities) the
sidewalls are marked “outside only” and “inside only.” Many different rotation patterns can be
used for tires with asymmetrical tread patterns.

Figure 6.4.3.1

6.4.4Directional/Asymmetrical

Directional/asymmetrical tire tread is the best of both worlds – it features the V-shaped pattern of
the directional tread for discharging water away from the tire and the dry weather traction of the
asymmetrical tread. You should follow the same rules as directional tires when it comes
to rotation patterns. Vehicles equipped with different size tires on the front and rear (staggered),
prohibit the ability to rotate directional/asymmetrical tires unless they are remounted.

25
 
Figure 6.4.4.1

6.4.5Tire construction
 A tire provides a cushion between the vehicle and the road, to reduce the transmission of
road shocks. The air in the tire supports the vehicle’s mass and the tread provides
frictional contact with the road surface, so the vehicle can man oeuvre for normal use.
Radial ply tyros are usually manufactured in stages. The casing is initially formed by
laying the rubber inner and the first layer of textile ply cords, around a flat drum mould.
The rubber-covered bead wire and sidewalls are then locked into position. The rubber
sidewalls protect a finished tire from kerbed damage and weathering. At the second
stage-building machine, the tire is shaped. Belts of steel wire are guided into place. The
tread is then positioned and the uncured tire is consolidated by rollers, before it is placed
in the mould. During the molding and curing stage, the tire is subjected to high
temperature and pressure and it takes on its final fixed identity, with its own distinctive
tread pattern. It is then trimmed and checked for balance and quality before it is inflated
and run under load against a rotating drum. This is a final check for ride uniformity

26
 Figure 6.4.5.1

6.5 Hexagon bolt

Figure 6.5.1

27
6.6HEXAGON NUT

Figure 6.6.1

6.6.1 Nut specification

Available grades Mild steel / high tensile 8.8/high tensile

10.9/stainless steel 304/stainless steel

316/brass
Finishing and coating Black / White Zinc Galvanized/Cadmium

Plated / Hot Dip Galvanized/ Bronze

Threading Coarse Thread, UNC/ Fine Thread, UNF
Sizes available M64 – M100 (metric) 3/16 – 2 ½ (imperial)

28
6.7 SHAFT

Shaft is a rotating machine element which transmits power from one member to another member.
It is one of the most common and basic machine elements which are used in a variety of ways in
mechanical equipment. It is used with power transmission elements such as gears, pulleys,
flywheels, cranks, etc. these shafts are designed to transmit the required torque and support the
rotating elements such as gears and pulleys. These elements produce bending moment in addition
to torque. A shaft must be strong enough to sustain static and dynamic loads.

Figure 6.7.1

6.8MILD STEEL FRAME

Mild steel is a very popular metal and one of the cheapest types of steel available. It’s found in

almost every metal product. This type of steel contains less than 2 percent carbon, which makes

it magnetize well. Since it’s relatively inexpensive, mild steel is useful for most projects

requiring huge amounts of steel. Mild steel does not have great structural strength, making it

unsuitable for building girders or structural beams.

29
Most everyday products made from steel contain some mild steel material. Since it has a weak

resistance to corrosion, mild steel must be painted or sealed to keep it from rusting. Putting a

coat of grease or oil on mild steel also helps to protect it from corrosion.

Because it is a soft material, mild steel is easy to weld, whereas high-carbon steels, such as

stainless steel, require the use of specialized welding techniques. Also, electricity can flow

through mild steel easily without impacting its structural integrity. Mild steel is a variant of hard

steels, which makes it much less brittle and enhances its flexibility.

Figure 6.8.1

CHAPTER 7
DESIGN OF BRAKING (CALCULATION)

30
BRAKING CALCULATIONS

1. Total energy absorbed by the brake

Et = ½ mv^2 + W × x
Where,

Et = Total energy

m = Mass of the wheel

v = Velocity of the wheel

W = Weight of the wheel

x = Stopping distance

2. Braking torque

Tb = 60 × Et / π × N × t
Where,

Tb = braking torque

N = Initial speed

t = time of application of brake

3. BRAKING POWER

P = 2πNTb/60

31
Where,

P = braking power

SPECIFICATION OF BRAKING
m = 7kg

v = 0.25 m/sec

W = 70N

x = 0.7m

N = 40 rpm

t = 2 sec

CALCULATIONS

1. Total energy absorbed by the brake

Et = ½ mv^2 + W × x

= ½ × 7 × (0.25)² + 70 × 0.7

Et = 49.219 N-m

2. Braking torque

32
 Tb = 60 × Et / π × N × t

= 60 × 49.219 / π × 40 × 2

Tb = 11.75 N-m

3. BRAKING POWER

P = 2 π N Tb / 60

= 2π × 40 × 11.75 / 60

P = 49.21 Kw

CHAPTER 8

33
 MODELING AND DRAWING

Figure 8.1

1. FRONT WHEEL
2. REAR WHEEL
3. FRAME STAND
4. JOURNAL BEARING
5. HAND LEVER
6. BRAKE WIRE
7. BRAKE DRUM
8. SHAFT

3D VIEW DIAGRAMS

34
 Figure8.2

FRONT VIEW

35
 Figure8.3

TOP VIEW

Figure8.4

TOP VIEW

36
 Figure8.5

CHAPTER 9

37
 CONSTRUCTION AND WORKING

The important components of our project are,

Frame

Journal Bearing

Nut and bolt

Wheel with braking arrangement

Hand lever

 In this braking system consists of two wheels one is front wheel and another one is rear

wheel.

 The frame supports the two wheels and the brake wires of the each wheels are

connected to the shaft.

 The two bearings are placed on the frame to rotate the shaft freely.

 The hand lever is connected to the shaft to stop the wheels.

 The hexagon bolts and nuts are used to connect the brake wires to the shaft.

 In this system all the parts are joined by using arc welding.

Working

38
  The brake lever is connected to the shaft and the shaft is connected to the braking

arrangement.

 The two wheels of braking cables are facing towards the shaft and connected with

it.

 These are connected with help of bolts and nuts.

 Whenever the lever is pulled at that time the force is applied to the shaft.

 Due to this force the shaft tends to rotate.

 This rotation helps to stop the wheel.

8.1ADVANTAGES

39
  Low cost single lever project.

 Operating Principle is very easy.

 Installation is simplified very much.

 To minimize the accident

 To reduce the work load to the driver

8.2 DISADVANTAGES

 NIL

8.3 APPLICATION

 For automobile application

 Four wheeler application

 Two Wheeler Application

CHAPTER 10

40
 S.NO NAME OF MATERIALS QUANTITY COST

COMPONENTS

1 Tire Rubber 2 1000

2 Rim Aluminum alloy 2 1000

3 Journal Bearing C.I 2 500

4 Bolt Mild steel 2 12

5 Nut Mild Steel 6 18

6 Plate washer Mild Steel 4 10

7 Shaft Mild steel 1 50

8 Hand lever Steel 1 100

COST EXPENDITURE

Total = 2700

CHAPTER 11

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,
41
assembling and machining while doing this project work. We feel that the project work is a good
solution to bridge the gates between institution and industries. We are proud that we have
completed the work with the limited time successfully. The “DUAL BRAKING SINGLE
LEVER SYSTEM” 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.

Thus we have developed a “DUAL BRAKING SINGLE LEVER SYSTEM” which

helps to know how to achieve smooth braking system with safety arrangement. The operating
procedure of this system is very simple, so any person can operate. By using more techniques,
they can be modified and developed according to the applications.

REFERENCE

1. MeenakshiKushal, et al (2015) , titled “Optimization of Design of Brake Drum of Two

Wheeler through Approach of Reverse Engineering by Using Ansys Software” IOSR

42
 Journal of Mechanical and Civil Engineering (IOSR-JMCE).Volume 12, Issue 4 Ver. IV
(Jul. - Aug. 2015), PP 70-75.
2. Er. N. B. Shinde, et al (2015) , titled “Fem Analysis Of Disc Brake System
“International Journal Of Engineering And Computer Science ISSN:2319-7242 Volume
4 Issue 2 (February 2015), Page No. 10554-10558
3. Farhan Salem, et al (2011), titled “An Antilock-Braking Systems (ABS) Control: A
Technical Review” Intelligent Control and Automation, 2011, 2, 186-195
doi:10.4236/ica.2011.23023 Published Online August 2011
4. M. K. Khalid, et al (2011) titled “Performance Investigation of the UTEM Eco Car Disc
Brake System “International Journal of Engineering & Technology IJET-IJENS Volume
11 No: 06114305-06-8989 IJET-IJENS @ December 2011 IJENS
5. Yu WANG, et al (2011) titled “The Evaluation of Braking Performances of Mechanical
Brake System on Oil Rig” Key laboratory on Deep Geo-Drilling Technology of the
Ministry of Land and Resources, China University of Geosciences, Beijing, China
Received 26 Dec., 2012 (No. 12-0517) [DOI: 10.1299/jamdsm.7.195] Copyright © 2013
by JSME
6. Asim Rashid (2014), titled “Overview of Disc Brakes and Related Phenomena - a
review”Int.J.Vehicle Noise and Vibration, Volume 10 No 4pp.257.301
7. ChihFeng Lee (2015), titled “Active Brake Judder Compensation Using an Electro-
Hydraulic Brake System” Downloaded from SAE International by University of
Melbourne, Wednesday, August 19, 2015
8. Ranjan Kumar (2015) titled “Regenerative Brake: To Harness the Kinetic Energy
ofBraking “January 2015, Volume 2, Issue 1 JETIR (ISSN-2349-5162)
9. A. Belhocine, et al (2014) titled “Numerical Modeling of Disc Brake System in Frictional
Contact”Ali Belhocine Faculty of Mechanical Engineering, USTO Oran University, L.P.
1505 El‐Mnaouer, USTO,Vol. 36, No. 1 (2014) 49‐66
10. A H Rozainia, et al (2013) titled “Performance of a fully mechanical parking brake
system for passenger cars”2nd International Conference on Mechanical Engineering
Research (ICMER 2013) IOP Publishing IOP Conf. Series: Materials Science and
Engineering 50 (2013) 012006 doi:10.1088/1757-899X/50/1/012006

43
11. Limpert R 1999 Brake Design and Safety 2nd ed. (Warrendale, Pa: Society of
Automotive Engineers, Inc). 525.
12. U.S. National Highway Traffic Safety Administration 2005 Light Vehicle Brake Systems
FMVSS 135 (United State:National Highway Traffic Safety Administration)

BIBLIOGRAPHY

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