Introduction Swapnil

EMERGENCY BRAKE ASSIST[EBA]
INTRODUCTION
1.1 .History
The electro braking system on British railways trains was introduced in 1950 and remains the
primary braking system for multiple unit in service today. The southern region of British
railways operated a self content fleet of electric multiple unit for suburban and middle passenger
train from 1950s and expansion of fleet was under taken and new build adopted a braking system
that was a novel in UK. The electro brake in which compressed air brake operation was
controlled electrically by driver. This was considerable successful technical advance, enabling a
quicker and more sensitive response to the driver operation of brake controlEmergency brake
assist (EBA) or brake assist (BA or BAS) is a generic term for an automobile braking technology that
increases braking pressure in an emergency. The first application was developed jointly by Daimlerr
Benz and TRW/LucasVarity Research conducted in 1992 at the Mercedes-Benz driving simulator in Berlin
revealed that more than 90% of drivers fail to brake with enough force when faced with an emergency.
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]
This is a lower level of automation than a collision avoidance system which may initiate braking
on its own if the onboard computer detects an imminent collision.
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INDIRA COLLEGE OF ENGINEERING AND MANAGEMENT[TE MECHANICAL]
1.2 Importance
1.2.1 Emergency Brake Assist (EBA)
Senses an emergency braking situation and helps the driver to reduce speed in the shortest
distance possible In an emergency, many people do not depress the brake pedal hard enough.
EBA.
Fig. 1.1 Emergency Brake Assist
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1.2.2 Dynamic Stability and traction Control (DSTC)

DSTC makes driving on twisty and slippery road conditions safer, by using sensors to detect
whether any of the wheels is losing traction. DSTC has the ability to cut power in a flash, helping
the car to regain its grip. If in any case the car shows a tendency to
Skid the system automatically slows the particular wheels to help maintain control.
.
1.2.3 Electronic Brake Distribution (EBD)
EBD makes sure that the braking forces of the car are distributed between the front and the rear
brakes in order to optimize braking efficiency.
Fig. 1.2 Electronic Brake Distribution

1.2.4 Anti-Lock braking system (ABS)
With ABS you can brake as hard as you can and steer yourself to safety without the fear of
wheels locking up and skidding.
.1.2.5 Blind Spot information system (BSIS)
Using cameras set just below the outer rear view mirrors the BSDS tell you if there is any vehicle
in your blind spot.
1.2.6 Night Vision
Driving during the night becomes safe than ever with the night vision where one can see clearly
on the control display even in pitch black. Thanks to infra red technology .rear end
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LITERATURE SURVEY
2.1. David LeBlanc, Mark Gilbert (2009):

Preclusion system use forward looking sensor to detect the location and motion of vehicle ahead
and provide a sequence of action to help the driver either avoid striking the rear end of another
vehicle or mitigate the severity of the crash. The action include the drivers alert, amplification of
drivers braking as distance decreases and dynamic brake support and automatic braking if driver
has not acted sufficiently. Recent efforts by various organizations have sought to define PCS
objective test procedure and test equipment in support of consumer information program and
potential certification.
2.2. LottoJacobson, Mogdalena Lindman(2010):

Run off road events are frequently and can result in consequences. The reason for leaving the
road is numerous and the sequence the car is exerted to differs in most events. The objective of
study is to identify different situation of mechanism both in rasp to accident avoidance and
occupants protection and to present test method addressing the different identified mechanism of
runoff road occupant’s safety. Mechanism using statistical and in depth crash data as well as
driving data there no. of reason for leaving the road; driver fatigue, driver distracting and
inadequate speed in relation to traffic situation to mention few.
2.3. Alessandria cezar pint, cleber William Gomes:

From simple collision to major travesty, car accidents happen every day. Automobile industry
has been investing a lot in security system (e.g. airbags, ABS brakes, vehicle proximity warning
system). However, drivers are still the one who have to act in order to avoid collision, by using
brakes or maneuvering the car. The purpose of this project is to develop any collision logic that
can be use in automobile vehicle to avoid collision with both static and moving object by
interfacing on vehicle behavior. The control system is based on fuzzy modeled controller using
the MATLAB and semolina tools from moth’s works. The prototype chosen to test the logic was
the robotics, a nubile robot system made by fest didaot, and used for educational, training and
research purpose. Robotino is able to integrate to semolina tool natively and provides out of the
box sensors and actuators so the developers are able to focus to focus the efforts software itself
2.4Takahiroa wada kohei Sanada 1 Examined That we discuss a methodlogy to decrease

drivers
workload and improve their driving skills by using haptic shared and cooperative control
methods and
speciation is drivers assistance system drivers support driving skills development haptic shred
control
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cooperative.Application of it is reduce drivers workload and increase safety, conclusion is this

paper
discuss a methodlogy for the simultenous achievement of driver support and skills improvement
in
shared and cooperative control of the drivers .
2.5 j valncogne 2. Examined that maintance operation and driving assisting system , and
observation
is large investment is aimed to possible head ways of 2minutes [instead of 2minutes 30 sec]with
more
than 200 meters long trains on the heavily loaded line, specification is railway automation .safety
computer,software validation ,verification ,qualification control application of this is this
automobile
train control obvisiously respect the speed limit polygon of line the rolling stock. And conclusion
is
SACEM Will make high level perfomance as well as very high safety for trains operated under a
short
headways while ensuring a very high flexibilty with regarad environment.
2.6 Erkin Dicmen ,tankut acarman 3. active coordination of the individual actuated
wheel braking
and steering to enchance vehicle lateral stability and handling. And observation is electronic
stability
program these control system are introduced to assist to driver to assure active safety during
short term
emergency situation while stabilizing the vehicle motion dynamic . application is its mainly used
for
control wheel braking and steering regulator, and conclusion the control algorithm improving
vehicle
handling and lateral stability is introduced handling in the lateral direction is assured by
regulating the
individual acutuated wheel braking actuator
2.7 peter gaspar states that design of an LPV based intergerated control for driver assistance
system
In that observation is control design of driver assistance system which integrates the brake the
steering
and suspension system during vehicle control system generates brake .the front steering angle of
wheelAnd application is its used for intergrated vehicle control fault tolerant control, and
conclusion is
the design of supervisory intergrated driver assistance system able to track the road geometry
with
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define velocity which improve steering and road stability and lateral errors is reduce below an
acceptable threeshold
2.8 Kyongsu yi,Seung-wenk states that design of full range collision avoidance matigation
brakingAnd its observation is The design of fulll range ACC[adaptive cruise control ]with
collision
avoidance braking the control the vehicle it would feel naturl to human and passenger during
normal
safe driving Application of it is use to prevent vehicle collision in dangerous traffic situation
such as serve
braking of the preccding vehicke and conclusion the control scheme was design based on
analysis of
mannual data such as control vehicle would feel natural to human driver and passenger during
normal
safe driving situation ..
2.9 Mattias brannstron this scientist says that a real time implementation of collision
avoidance
system
Observation is THE real time implemention of a collision avoidance braking and model
predictive
control assist driver imn avoiding collision with other road users.and application is road users
cause
million of serious injuries every year so this system are used to control accidents and conclusion
is the
drivers in avoiding arbitary collision with other road users can be implemented in real time
application
the real time implementationof the CA system has successfully been tasted in rear end and inter
section
collision .
2.10 G.Rondonyi states that identification of an LPV vehicle model based steering control
and
observation is A physically parameter rized continuous time velocity schedule LPV state space
model of
heavy truck is indentified from measurement data the aim to develop a model for controller
which
steers the vehicle Specification is LPV identification steering dynamic ,differential braking
unintended
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lane department of application is its Mainly uses for controlling electronic braking system ,
conclusion is
a linear velocity varying model was identified for steering controlller which brake front wheel
with help
of the keeping velocity constant.
2.11 KU..iwano states that a study on shared control between driver and an active steering
control
system in emergency obstacle avoidance situation and its observation is the control input of such
active
steering control system can be classified into steering angle and steering torque input the active
system
for obstacle avoidance system based on sterring automobile ,and its specification is automobile
.collision
avoidance active steering system ,shared control and application is this system are used to
driving
simulator conclusion of it is the effectiveness of active steering for collision avoidance assistance
on the
driver vehicle system for differ intervation level of the active steering by using drivig simulator.
2.12. Matthias states that automation sterring and braking for collision avoiding vehicle
observation is
a collision avoiding vehicle driver assistance system is develop using braking .steering and
braking to
guide a vehicle on desire trajectory for steering , application is braking ,steering or a combination
of
steering and braking, and conclusion of system improving the active safety of vehicle a collision
avoiding
system is considered therefore two different approach for trajectory control of emergency
steering.
2.13 Rouse matasumi States that autonomous braking control system for pedestrian collision
avoidance by using potential field and its observation is the inter section right turn during
situation
which drivers need to negotiate pedestrian near cross walk region autonomous collision
avoidance by
electric braking torque of electric vehicle and specification is autonomous driving collision
avoidance
.intelligent vehicle potential field, application of it is technology is make to protect road users
and
realize zero traffic accident, conclusion is they presented pedestrian collision avoidance system
by using
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the automatic electric braking control in intersection including the hazard anticipatory driving
behaviour
of expert drivers.
2.14 Kenschmiit , states that it is situation analysis warning and emergency braking for
collision
avoidance in overtaking situation, and observation the function is which early detect dangerous
overtaking on two lanes rural roads and help to prevent accidents based on data of an
environment
system and vehicle dynamic sensors. Specification is driver assistance ,collision avoidance
,overtaking
situation analysis automatic braking , application is miss judgement of distance and speed of on
coming
Vehicle its desirable to support driver with assistance system ion is obtain excellent braking
performance
Because of reduction braking time and distance.
2.15 Wean-en-ting states that non linear back stepping design of antilock braking system with
Assistance of active suspension and observation is this paper develop a non linear antilock
braking
System combined with active suspension applied to quarter vehicle model by employing non
linear
back stepping control design, specification is anti-lock braking system ,active vehicle suspension
Application of this is its used in ABS System to reduce by the control torque from disk /drum
brakes, and
Conclusion is obtain excellent braking performance because of reduction of braking time and
distance.
2.16 Monika davidekova, states that if every car has autonomous emergency braking system
for
Forward collision avoidance, and observation is these integration the autonomous emergency
brake
Assist in all cars and how it would impact such attack. Specification is vehicular communication
, autonomous emergency brake assist. Application is its used in for braking system in cars for
emergency
Braking applied conclusion of it is these autonomous emergency brake assists include forward
collision
Avoidance the is relatively effective in reduction frontal collision by lower speed despite the fact
the
Forward collision is not highly effective.
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2.17 Kanshimazaki states that , the public understanding of the functionality and limitation of
automatic braking and observation of it is automated driving system are increase widespread in
the
Automotive industry to operate automobile that are assisted by such system drivers must
correctly
Understand their functionality, specification is automatic braking public understanding,
application is the
Automatic braking could detect pedestrian or bicycle. Conclusion is the function ability and
limitation of
Automatic braking system our result indicate that majority of people have an essentially correct
Understanding with few people reporting mistake perception such as automatic braking system.
2.18 Guaxi feng states that, observer based assistance control design under time varying
sampling for
Power assisted wheel chair and observation is manual wheel chair and fully electric powered
wheel
Chair power assisted wheel chair provide a special structure where the human can use her /him
Propulsion top interact with assistive system , specification of this is assistive control system
Application
of this is its use for disabled person in wheel chair system, conclusion is this assistive control
design not
only reduce the system cost and the need of torque sensors but and also increase the safety of
wheel
chair.
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PROBLEM & SOLUTION
3.1Need of report
The above systems as applied to automobiles are extremely costly as they compulsorily need a
computer for their implementation More over all these systems are singular problem oriented,
hence there is a need of a cost effective low end technology or device that can perform the
function of over-speed indication –alarm-and brake control with minimal use of high end
technology, suitable for low budget commercial vehicles.
3.2 Objectives of report
• Design Development of intelligent braking system that is electro-pneumatically operated.
• Collision warning indication by flashing lamp and or hooter Simultaneous power

regulation to avoid power wastage and break wear.
• Accident Avoidance systems in a four wheeler is a cocktail of several technological

marvels.
3.3 Scope of present work

The Intelligent collision warning and electro braking system is a answer to the above
problems where in the following features have been incorporated;
In advance Collision warning by using photo-electric sensorCollision indication using flashing
LED or hooter.Braking –using Disk brake to ensure optimal braking force and minimum braking
distance.Electro actuation..Making the operation extremely fast thereby safety ensured
Braking (Nature similar to the anti-lock braking) i.e., intermittent and gradual braking.
Power regulation of the prime mover (in our case of model ---Single phase variable speed motor)
to avoid power loss and excessive brake wear
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Methodology
Fig. 4.1 Collision Warning & Electro-Braking System
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4.1 Developing Advanced Emergency Braking Systems

Rear-end collisions are the most common type of accident for freight-carrying trucks and other
heavy vehicles. To reduce the risk of rear-end collisions, in 2015 the EU mandated advanced
emergency braking systems (AEBS) for all new vehicles.
Like other advanced driver assistance systems (ADAS), an AEBS uses input from sensors to
screen the environment. When a collision is imminent, the system warns the driver with an audio
alarm. If the driver does not respond, it applies a warning brake. If the driver still does not
respond, the system applies the brakes fully to avoid the collision (Figure 1). The AEBS also
provides “brake assist": When the driver brakes, but with insufficient force to avoid a collision,
the system calculates and then applies the required extra braking force.
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Figure 1. Top: AEBS overview. Bottom: A typical AEBS scenario, in which a truck with AEBS
installed approaches a slow-moving vehicle.
AEBS uses both radar and camera sensors mounted on the front of the vehicle to scan for objects
in the area ahead. The system leverages the particular strengths of each sensor to gain a more
precise environment model. Radar sensors excel at determining an object’s range, relative
velocity, and solidity but are less able to determine its shape or lateral position. A system using
radar alone would find it difficult to distinguish a car parked at the side of the road from one in
the driver’s lane. Cameras, on the other hand, can pinpoint an object’s size and lateral position
but do not detect range well and are unable to assess density (a dense cloud may be perceived as
a solid object).
My colleagues and I built a sensor fusion system that matches and merges data from both sensors
into a single object. The system uses four weighted properties—longitudinal speed and position
and lateral speed and position—to calculate the probability that both sensors have detected the
same object. Once the sensor fusion system has identified an object in the host vehicle's path, it
passes the object’s position and the vehicle’s projected path to the AEBS, which determines
when to alert the driver or engage the brakes.
Our group had previously used Model-Based Design to develop an adaptive cruise control
system using radar technology, but we had never before developed a sensor fusion system.
Because it was a new design, we knew we would need a readable, understandable architecture to
visualize signal flow. We also anticipated many design iterations, so we wanted an easy way to
visualize results and debug our designs. In addition, we wanted to save time by generating code,
but the code had to be efficient, as the CPU load on our electronics control unit (ECU) was
already about 60% when we started the sensor fusion project. Lastly, we needed to thoroughly
verify our design—our plan was to run simulations based on more than 1.5 million kilometres
worth of sensor data. Model-Based Design met all these requirements.
4.2Motor:
Motor is the prime mover, it is single phase AC motor 50 watt, 0 to 6000 rpm variable speed.
Motor speed is regulated using electronic speed regulator.
PRIME MOVER SELECTION

Motor is an Single phase AC motor, Power 50 watt, Speed is continuously variable from 0
to 6000 rpm. The speed of motor is varieties by means of an electronic speed variation. Motor is
a commentator motor i.e., the current to motor is supplied to motor by means of carbon brushes.
The power input to motor is varied by changing the current supply to these brushes by the
electronic speed variation; thereby the speed is also is changes. Motor is foot mounted and is
bolted to the motor base plate welded to the base frame of the indexer table.
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NOTE : The above motor is selected with the view that the input power of the motor when varied
will vary the motor speed and torque, just as in case of engine where in torque and speed can be
varied by pressing the accelerator pedal, in our case the electronic speed variation resembles the
accelerator.
4.3 Collision sensing mechanism:
The over speed sensing mechanism is in the form of an Photo electric sensor with variable
sensing range
Photo-electric sensor
The photo electric sensor is mounted on the sheet metal panel on the base frame by means of an
Z shaped clamp. The photo-sensor as the name suggests senses the proximity of the obstruction
which acts as stops, such that when they come in front of the photo sensor the Relay is operated
to stop the vehicle motion. The photo- sensor is connected to the electronic relay and the power
source.
Fig. 4.3 Photo Electric Sensor
Sensor type: Photo electric sensor Size: M18
M18 Cylindrical Sensors with Built-In Amplifiers
.Note: We have Selected M18 Sensor with following specifications
1. Mounting size hole: 18.5 mm
2. Voltage: 230 Volt AC 3. Sensing distance: Minimum = 50 mm &Maximum: 500mm
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4.4Electronic Relay
8 Pin electronic relay MK2PN-5-I-S,230V AC , 10 A. Electronic relay is used for the sequencing
of the actuation mechanism. Working Principle of Relay
It works on the principle of an electromagnetic attraction. When the circuit of the relay senses
the fault current, it energises the electromagnetic field which produces the temporary magnetic
field.
This magnetic field moves the relay armature for opening or closing the connections. The small
power relay has only one contacts, and the high power relay has two contacts for opening the
switch.
The inner section of the relay is shown in the figure below. It has an iron core which is wound by
a control coil. The power supply is given to the coil through the contacts of the load and the
control switch. The current flows through the coil produces the magnetic field around it.
Due to this magnetic field, the upper arm of the magnet attracts the lower arm. Hence close the
circuit, which makes the current flow through the load. If the contact is already closed, then it
moves oppositely and hence open the contact
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4.5Electronic Speed Regulator
Motor is an accumulator motor i.e. the current to motor is supplied to motor by means of
carbon brushes. The power input to motor is varied by changing the current supply to these
brushes by the electronic speed variation; thereby the speed is also is changeAn electronic speed
control follows a speed reference signal (derived from a throttle lever, joystick, or other manual
input) and varies the switching rate of a network of field effect transistors (FETs) .[1] By adjusting
the duty cycle or switching frequency of the transistors, the speed of the motor is changed. The
rapid switching of the transistors is what causes the motor itself to emit its characteristic high-
pitched whine, especially noticeable at lower speeds.
Different types of speed controls are required for brushed DC motors and brushless DC motors
A brushed motor can have its speed controlled by varying the voltage on its armature.
(Industrially, motors with electromagnet field windings instead of permanent magnets can also
have their speed controlled by adjusting the strength of the motor field current.) A brushless
motor requires a different operating principle. The speed of the motor is varied by adjusting the
timing of pulses of current delivered to the several windings of the motor.
A generic ESC module rated at 35 amperes with an integrated Brushless ESC systems basically
create three-phase AC power, as in a variable frequency drive to run brushless motors Brushless
motors are popular with radio controlled airplane hobbyists because of their efficiency, power,
longevity and light weight in comparison to traditional brushed motors. Brushless AC motor
controllers are much more complicated than brushed motor controllers.[2]
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The correct phase varies with the motor rotation, which is to be taken into account by the ESC:
Usually, back EMF from the motor is used to detect this rotation, but variations exist that use
magnetic (Hall effect] or optical detectors. Computer-programmable speed controls generally
have user-specified options which allow setting low voltage cut-off limits, timing, acceleration,
braking and direction of rotation. Reversing the motor's direction may also be accomplished by
switching any two of the three leads from the ESC to the motor
4.6 Braking Mechanism:
The braking mechanism uses a Disk brake and brake caliper arrangement. The Disk brake is used
with the view to maximize the braking and ensure safety. The brake caliper is actuated
electrically.When the brake pedal is depressed, the pressure on the brake pedal moves a piston in
the master cylinder, forcing the brake fluid from the master cylinder through the brake lines and
flexible hoses to the calipers and wheel cylinders. The force applied to the brake pedal produces
a proportional The calipers and wheel cylinders contain pistons, which are connected to a disc
brake pad or brake shoe. Each output piston pushes the attached friction material against the
surface of the rotor or wall of the brake drum, thus slowing down the rotation of the wheel.
When pressure on the pedal is released, the pads and shoes return to their released positions. This
action forces the brake fluid back through the flexible hose and tubing to the master cylinder.
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4.7Collision warning indicator lamp and or Hooter:
This is the indication or alarm system, the lamp is an red LED lamp that flashes when over speed
occurs, similarly the hooter is a horn or buzzer arrangement that goes on after over-speed occurs
there by alarming the driver. moves forward the resultant gap between obstruction and the
proximity sensor exceeds theOnce an impending collision is detected, these systems provide a
warning to the driver. When the collision becomes imminent, they take action autonomously
without any driver input (by braking or steering or both). Collision avoidance by braking is
appropriate at low vehicle speeds (e.g. below 50 km/h (31 mph)), while collision avoidance by
steering may be more appropriate at higher vehicle speeds if lanes are clear.[4] Cars with collision
avoidance may also be equipped with adaptive cruise control, using the same forward-looking
sensors. Automobile collision avoidance systems operate under the guiding principle that even if
an impending collision is unavoidable, the right corrective measures can reduce the severity of
an accident. By reducing the severity of an accident, any damage to property and injuries or loss
of life are similarly reduced. In order to accomplish this, collision avoidance systems use a
variety of sensors that are capable of detecting unavoidable obstructions in front of a moving
vehicle. Depending on the particular system, if may then issue a warning to the driver or take any
number of direct, corrective actions. Most automobile collision avoidance systems draw on existing
technologies. Since these systems require front-facing sensors, they often pull data from the same
sensors that are used by an adaptive cruise control system. Depending on the particular system, those
sensors may use radar, lasers, or other techniques to map the physical space in front of a vehicle.
When it receives data from front-facing sensors, a collision avoidance system performs
calculations to determine if there are any potential obstructions present. If the speed differential
between the vehicle and any object in front of it is too great, then the system may be capable of
performing a handful of different tasks. The simplest collision avoidance systems will issue a
warning at this point, which will hopefully provide the driver with enough advanced warning to
hit the brakes or steer away from the obstruction.
In some cases, the collision avoidance system may also pre-charge the brakes in conjunction
with an automatic braking or emergency brake assist system.. That can provide the driver with a
substantial amount of braking power the moment he depresses the pedal, which may effectively
reduce the severity of an accident.
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Some automobile collision avoidance systems are also capable of taking direct, corrective
measures. If one of these systems determines that a collision is imminent, it can actually engage
the brakes rather than simply pre-charging them. Other systems, like ABS and electronic stability
control, may also kick in to keep the vehicle from skidding, which can help the driver maintain
control the vehicle .
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4.8 working
System starts with motor starting…motor speed controlled by electronic speed regulator….as
warning in the form of indicator lamp lights and ..Consequently the following actions take
place…
Audio collision warning in the form of hooter goes ON
Braking mechanism is actuated to operate the shoe brake cam linear actuator mechanism Brake
assist systems typically kick in when a driver applies their brakes suddenly and with a great deal
of force. Some of these systems are able to learn and adapt to a particular driver's braking style,
while others use pre-set thresholds to determine when assistance is needed.
When a brake assist system determines that a panic or emergency stop situation is underway,
additional force is added to the force that the driver has applied to the brake pedal.
The basic idea is that the brake assist system applies the maximum amount of force to the brakes
that can be applied safely in order to bring the vehicle to a stop within a minimum amount of
time and distance traveled Brake assist helps prevent collisions by applying more force to the
brakes, as long as more force can be applied safely. Jeremy Laukkonen Since the driver is
effectively taken out of the loop when a brake assist system kicks in, the EBA and anti-lock
brake (ABS) technologies are able to work together to either stop the vehicle, and prevent a
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collision, or slow it down as much as possible before a collision occurs. n a situation like this, the
The disc brake is a lot like the brakes on a bicycle Bicycle brakes have a caliper, which squeezes
the brake pads against the wheel. In a disc brake, the brake pads squeeze the rotor instead of
the wheel, and the force is transmitted hydraulically instead of through a cable. Friction
between the pads and the disc slows the disc down.
A moving car has a certain amount of kinetic energy, and the brakes have to remove this energy
from the car in order to stop it. How do the brakes do this? Each time you stop your car, your
brakes convert the kinetic energy to heat generated by the friction between the pads and the disc.
Most car disc brakes are vented.
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Fig.4.8 Working of system
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Fig. Rear Axle Assembly
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5.0 Is Emergency Brake Assist Necessary?

Without emergency brake assist, many drivers fail to fully appreciate exactly how much force is
needed during a panic stop situation, which can lead to avoidable accidents. In fact, one study
showed that only about 10 percent of drivers apply a sufficient amount of force to their brakes
during panic stop situations.
Additionally, some drivers aren’t aware of the best way to make use of ABS.
Prior to the introduction of ABS, most drivers learned to pump the brakes during a panic stop,
which effectively increases stopping distance but helps prevent the wheels from locking up. With
ABS, however, pumping the brakes is unnecessary.
When full brake force is applied during a panic stop, the pedal will buzz or vibrate as the ABS
pulses the brakes much faster than the pedal could be pumped otherwise. If a driver is unfamiliar
with this feeling, he may even back off of the pedal, which will further increase the stopping
distance.
Since emergency brake assist takes over before that occurs, a vehicle equipped with this
technology will continue to slow down even if the driver fails to continue braking.
If you’re familiar with the way your vehicle operates during a panic stop, then emergency brake
assist isn’t really necessary.
For the other 90 percent of us, practicing panic stops can also remove the need for an emergency
brake assist system. However, while practicing panic stops can lead to safer driving, it’s vital to
only perform such a manoeuvre in an area where there are no vehicles, pedestrians, or other
things that you might hit.
Voltage: 230 V Ac
Load: 1.5 kg
Stroke: 15 mm
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Fig. 6.5.1 Solenoid
Working of solenoid :-
When electric current is passed to the solenoid , magnetic field is developed which pulls
the , ram of the solenoid behind and thus ram which is connected to the brake lever is pulled
back to apply the brake.
Disk brake Disak brake shoe
Fig.6.5.2 Disk Brake & Disk brake Shoe
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ADVANTAGES:
The collision warning and electro braking offers the following advantages:-
• The system eliminates the possibility of collision within given permissible speed
limits.
• Ensures safety of the driver and or passengers as automatically speed is reduced.
• Reduces brake wear and tear as no need of excessive braking force to keep
vehicle speed in control.
• System components involve simple and cost effective components hence simple
production.
• Low system cost as low level electronics is used.
• No computing / /microprocessor involved keeps the system cost effective.
• Can be easily implemented in both commercial LCV/MCV/HCV.
• Minimal space requirements hence modifications in conventional system is

reduced further increases the adaptability of system
• Visual indication in the form of indication lamp.
• Audio indication in the form of hooter increases operator vigilance and safety.
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CONCLUSION
The concept of group of project was included in our degree syllabus with the view to
inculcate within us the application ability of the theoretical concept of design and production
engineering to practical problems. So also to help us to learn to work more as a team rather than
an individual.
In completing our project titled ‘INTELLGENT COLLISION WARNING AND

ELECTRO BRAKING SYSTEM ’as per our time estimate gives us immense pleasure and a
feeling of achievement. During the course of project we encountered numerous problems which
we overcome with the able guidance of our project guide.
This project report presents a brief mention of our efforts. Project work has given us good
exposure to the practical field which in the future is definitely going to help us.
The project is designed for the purpose of safety for human being from accident.
Transportation systems are an indispensable part of human activities. Estimation shows that an
average of 40% of the population spends at least one hour on the road each day. People have
become much more dependent on transportation systems in recent years, transportation systems
themselves face not only several opportunities but several challenges as well. The
competitiveness of a country, its economic strength and productivity heavily depend on the
performance of its transportation systems. Intelligent Transportation Systems (ITS) have
attracted increasing attention in recent years due to their great potential in meeting this above
mentioned challenges. Advanced Vehicle Control System (AVCS) is a part of an ITS. The
central theme of AVCS is to improve the throughput and safety of highway traffic by using
automatic control with its precision and fast reaction to replace human drivers. Ultimately, in a
more futuristic goal, AVCS might enable auto-piloted vehicles to take passengers to their
destinations without human driver intervention. For many ITS research problems, a scale down
platform is very useful for preliminary study and feasibility tests. However there is a very limited
previous work in developing such a multipurpose ITS research platform. The course of the entire
research work investigates the real time implementation of AVCS in prototype vehicles.
Therefore this work proposes an approach that strikes a balance between real-size vehicles and
27 | P a g e
pure computer simulations. The primary requirement for the real time implementations like track
sensing algorithms, lateral control algorithms, longitudinal control algorithms with vehicle
communication and vehicle 164 platooning algorithms are developed. These algorithms are
simulated and the consolidated performance of all the proposed algorithms are tested in the
proposed prototype vehicles and the results are plotted. Test result shows that the proposed
algorithms are best fit for the proposed vehiclesThe survey of the lateral control algorithms
followed by the proposed lateral control algorithms and its simulation results are discussed in
chapter 4. IR sensor array uses five different sensing algorithms for line tracking. Error values
are calculated from the sensor values in all these algorithms. These error values depict the
deviation of the vehicle from the track. This error value is fed to the proposed PID controller for
error correction. The PID controller output gives the corrected steer PWM value which is given
to the servomotor based steering mechanism. The linear response of the PID controller for error
values justifies the linear performance of the PID controller for prototype vehicle-1. This linear
response improves the tracking accuracy of the prototype vehicle. Prototype vehicle-2 is used for
testing the proposed cascaded Kalman with PID controller. The 128 x 1 linear sensor array is
used in the prototype vehicle-2. The track sensing algorithms used for linear sensor array 166
and the sensor output at different lighting conditions are plotted and the problem due to light
intensity variations during sensing are discussed. The performance of the proposed lateral control
algorithm is tested by applying different error values. The analysis shows that for the entire range
of the error values, the proposed algorithm takes maximum 101ms to settle, is an added
advantage of the proposed algorithm. The linear sensor array is more sensitive to ambient light
intensity variations which produce maximum noise in the sensor reading. Proposed Kalman filter
suppresses the noise and other uncertainties in sensor reading. The anomaly detection feature of
the proposed method helps to find the vehicle in out of track and vehicle is brought back to the
track by trace back algorithm. Kalman filter based lateral control algorithm takes very minimum
iteration to predict the change as well as takes very minimum iterations to settle. This improves
the performance of the vehicle by fastening the position identification and orientation.
Consolidated performance of the proposed two layer cascaded Kalman filter with PID control
architecture for the lateral control of the vehicle is discussed. Kalman filter output is given as an
input to the PID controller. to control the servo motor based steering mechanism. The proposed
cascaded Kalman filter with PID controller approach provides better steering accuracy
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FUTURE SCOPE
In future we can add a dynamometer for sensing. When vehicle runs at fast speed,
dynamometer generates electricity & passes to sensor for sensing long distance. And when
vehicle runs at low speed then sensing distance also vary with speed because of generating
power is less. This system can be installed in low budget vehicles The reliable intelligent driver
assistance systems and safety warning systems is still a long way to go. However, as computing
power, sensing capacity, and wireless connectivity for vehicles rapidly increase, the concept of
assisted driving and proactive safety warning is speeding towards reality. As technology
improves, a vehicle will become just a computer with tires. Driving on roads will be just like
surfing the Web: there will be traffic congestion but no injuries or fatalities. Advanced driver
assistant systems and new sensing technologies can be highly beneficial, along with large body
of work on automated vehicles. These findings suggest that the research into autonomous
vehicles within the ITS field is a short term reality and a promising research area and these
results constitute the starting point for future developments. Some of the 169 suggestions
towards extension and/or future related works are identified and are summarized below: New
sensory systems and sensory fusion is to be explored to plug additional information to the control
system. This work can be extended to include different maneuvers to make the driving system
capable of dealing with all driving environments. Future issues may also include an algorithm for
autonomous formation of the cooperative driving. Thus, with the current and growing awareness
of the importance of security, trustworthy vehicle autonomous systems can be deployed in few
Automotive braking system is segmented according to types, mode of operation, technology and
vehicle class. According to type, brakes are classified into disk brake and drum brake. As of
2015, disk brake system segments outrun the drum type braking system segment in the overall
automotive braking system market. Disk brakes are efficient and quick to response;
consequently, they are now being applied in nearly all of the automotive vehicles. Further,
automotive braking systems are segmented, on the basis of mode of operation, as hydraulic brake
and pneumatic brake according to applying medium. Due to extensive use in passenger cars,
light commercial vehicles and two wheelers, hydraulic braking system acquires the majority of
market share compared to pneumatic braking system market.
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Automotive braking system market is further segmented based on technology into antilock
braking system, electronic stability control and regenerative braking system. Antilock braking
system is the most widely used technology in nascent times. Being relatively new technology
than antilock braking system, electronic stability control system follows antilock braking system
in the overall automotive braking market. Depending upon the vehicle class, braking system is
segmented into passenger cars, light commercial vehicles, heavy commercial vehicles and two
wheelers. Passenger cars and two wheelers segments jointly dominates the overall automotive
braking system markets. Heavy commercial vehicles market is expected to grow consistently
during the forecast.
Competitive Insights:
Automotive braking system market is quite competitive in nature with several multinational
companies facing remarkable competition from regional manufacturers. The international players
such as Continental AG, Robert Bosch GmbH, ZF TRW, Akebono Brake Industry Co. Ltd.,
Halla Mando Corp. and others are striving continuously to expand their reach to the customers
and increase their sales. Manufacturers are developing technologies such as antilock braking
system (ABS), electronic stability control (ESC), regenerative braking and others for making
automotive braking more efficient, reliable and safer.
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REFERENCE:-
 1takahiroawadakoheiSanada‘Simultaneous achievement of supporting skills by shared

and cooperative control’ published by ritisumeikan university. In 1998.
 2.j valncogne ‘maintance operation and driving assisting system ‘ published by survey
department ,paris in 1987
 3. ErkinDicmen ,tankutacarman,’active coordination of the individual actuated wheel
braking and steering to enchance vehicle lateral stability and handling’ was published by
Istanbul techanical university in 2008.
 4. peter gaspar, “design of an LPV based intergerated control for driver assistance system “
published by computer and automation research centerin2012.
 5.Kyongsuyi,Seung-wenk, “design of full range collision avoidance matigation braking”
published byschool of mechanicaland aerospace engineering in 2006.
 6. Mattiasbrannstron,”a real time implementation of collision avoidance system
“published bydepartment of active safety [sweden] 2011
 7. G.Rondonyi, “identification of an LPV vehicle model based steering control “published
bysystem and control laboratory [US] in 2005.
 8.KU..iwano”a study on shared control between driver and an active steering control system
in emergency obstacle avoidance situation “ published bydepartment of mechanical engineering
university[tokyo] in 2004.
 9.Matthias “automation sterring and braking for collision avoiding vehicle”published
byinstitute of automatic control [germany] in 2009.
 10.Ryosukematasumi “autnomous braking control system for pedstrain collision
avoidanceby using potential field” published bydepartment of mechanical engineering
university[tokyo] in 2013.
 11. Kenschmiit“sitution analysis warning and emergency braking for collision avoidance in
overtaking situation” published by institute of automatic control [darmstat] in 2010
 12Wein-en-ting “non linearbackstepping design of antilock braking system with asssistance
of active suspension “ was published by department of electrical engineering [russia] in 2005.
 13. Monika davidekova ”if every car has autonomous emergency braking system for
forward collision avoidance” was published by department of information system [comenius
university], in 2017
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EMERGENCY BRAKE ASSIST[EBA]

Fig. 1.1 Emergency Brake Assist

1.2.2 Dynamic Stability and traction Control (DSTC)

Fig. 1.2 Electronic Brake Distribution

2.1. David LeBlanc, Mark Gilbert (2009):

2.2. LottoJacobson, Mogdalena Lindman(2010):

2.3. Alessandria cezar pint, cleber William Gomes:

2.4Takahiroa wada kohei Sanada 1 Examined That we discuss a methodlogy to decrease

cooperative.Application of it is reduce drivers workload and increase safety, conclusion is this

PROBLEM & SOLUTION

• Design Development of intelligent braking system that is electro-pneumatically operated.

• Collision warning indication by flashing lamp and or hooter Simultaneous power

• Accident Avoidance systems in a four wheeler is a cocktail of several technological

3.3 Scope of present work

Fig. 4.1 Collision Warning & Electro-Braking System

4.1 Developing Advanced Emergency Braking Systems

PRIME MOVER SELECTION

4.3 Collision sensing mechanism:

Fig. 4.3 Photo Electric Sensor

Sensor type: Photo electric sensor Size: M18

M18 Cylindrical Sensors with Built-In Amplifiers

.Note: We have Selected M18 Sensor with following specifications

1. Mounting size hole: 18.5 mm

2. Voltage: 230 Volt AC 3. Sensing distance: Minimum = 50 mm &Maximum: 500mm

4.5Electronic Speed Regulator

4.6 Braking Mechanism:

4.7Collision warning indicator lamp and or Hooter:

Audio collision warning in the form of hooter goes ON

Fig.4.8 Working of system

Fig. Rear Axle Assembly

5.0 Is Emergency Brake Assist Necessary?

Fig. 6.5.1 Solenoid

Disk brake Disak brake shoe

Fig.6.5.2 Disk Brake & Disk brake Shoe

• Ensures safety of the driver and or passengers as automatically speed is reduced.

• Low system cost as low level electronics is used.

• No computing / /microprocessor involved keeps the system cost effective.

• Can be easily implemented in both commercial LCV/MCV/HCV.

• Minimal space requirements hence modifications in conventional system is

• Visual indication in the form of indication lamp.

In completing our project titled ‘INTELLGENT COLLISION WARNING AND

 1takahiroawadakoheiSanada‘Simultaneous achievement of supporting skills by shared

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