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ABSTRACT
In this work the mechanism has been developed to stop the vehicle from rolling
backwards when the vehicle is moving in the hill roads. Ratchet and Pawl
mechanism has been identified to arrest the motion to the front axle. Anti-Roll
Back mechanism has been fabricated and tested on the front axle assembly. The
mechanism works well.
Ratchet and pawl mechanism is used in many applications effectively where the one
side power transmission is required for example in (i) Giant wheel- It is the large
wheel used in the amusement parks to rotate along the horizontal axis to rotate in
one direction while carrying the number of passengers. (ii)Clocks- where the
hands rotate in clockwise directions only.(iii) Baffle gates- in the entrances of many
buildings which rotates about vertical axis in one direction.(iv) Shaping Machines –
in the crank and slotted arm.
In the hill station, the most common problem to the drivers isto park their cars in the
slope and to start up the car. While waiting in the traffic , the cars have to move on
step by step very slowly, this situation is a difficult one for the drivers to make
their car not to roll back in the slope. So the mechanism has to be developed to stop
the vehicle from rolling back and it should not stop the vehicle in accelerating
forwards. This function can be achieved by using the ratchet and pawl
mechanism.
The ratchet and pawl has to be designed and has to be fit in the front drive shaft in
case of the front drive vehicles. The Maruti Swift Dzire car is considered and the
ratchet and pawl has to be designed for it. In order to design for the worst case the
road maximum slope is considered- Zoji pass Road Kashmir which has 21.80 o
with gradient 2/5.
In cars, the (Anti Roll Back System In Vehicles Using Ratchet And Pawl
Mechanism) is a latching brake usually used to keep the car stationary, and in
manual transmission vehicles, as an aid to starting the vehicle from stopped when
going up an incline - with one foot on the clutch (to disengage it smoothly), the other
on the accelerator (to avoid stalling from the increased torque required by the
incline), a third limb is needed for the brake (to avoid rolling backwards while
moving a foot from brake to accelerator). Automobile e-brakes usually consist of a
cable (usually adjustable for length) directly connected to the brake mechanism on
one end and to some type of mechanism that can be actuated by the driver on the
other end. The mechanism is often a hand-operated lever (hence the hand brake
name), on the floor on either side of the driver, or a pull handle located below and
near the steering wheel column, or a (foot-operated) pedal located far apart from the
other pedals.
In most of the garages the vehicles are braking by using ordinary braking system.
In the case of emergency (hart attack, unconscious) time, driver doesn’t apply brake
by leg. In that time, driver is only ON the button in the electronic control unit. This
control unit is fitted, near the driver. In order to avoid all such disadvantages, this
parking braking system has been designed in such a way that it can be used to
break the vehicle very smoothly without any impact force. The operation is made be
simple that even any person can handled, by just pressing the button.
The power developed inside the engine cylinder is ultimately aimed to turn the
wheels so that the motor vehicle can move on the road. The reciprocating motion of the
piston turns a crankshaft rotating the flywheel through the connecting rod. The circular
motion of the crank shaft is now to be transmitted to the rear wheels. It is transmitted
through the clutch, gear box, universal joints, propeller shaft or drive shaft, differential
and axles extending to the wheels. The application of engine power to the driving wheels
through all these parts is called Power transmission. The power transmission system is
usually the same on all modern passenger cars and trucks, but its arrangement may vary
according to the method of drive and type of the transmission units.
The motion of the crank shaft is transmitted through the clutch to the gear box or
transmission, which consists of a set of gears to change the speed. From gear box, the
motion is transmitted to the propeller shaft through another universal joint. Universal
joint is used where the two rotating shafts are connected at an angle for power
transmission. Finally the power is transmitted to the rear wheels through the rear axles.
The differential provides the relative motion to the two rear wheels while the vehicle is
taking a turn.
Research shows that drivers can react too slowly in emergency braking situations.
Many drivers are not prepared for the relatively high efforts required for maximum
braking, and nor are they prepared for the "buzzing" feedback through the brake
pedal during ABS operation. If an emergency develops, a slow reaction and less than
maximum braking input could result in insufficient time or distance to stop before an
accident occurs.
EBA is designed to detect such ‘panic stops’ and apply maximum braking effort
within milliseconds – quicker than the blink of an eye. It interprets braking
behaviour by assessing the rate that the brake pedal is activated.
Cook George suggested a hill holder mechanism holds the vehicle in slope for 2
seconds by using the brake pressure. A device operable in a transmission of a
vehicle for substantially preventing vehicular rollback on an incline, comprising: a
shaft rotatable which is supported in a transmission housing; a gear selectively
connected for common rotation with the shaft, wherein the gear is rotatable in a
first rotary direction and a second rotary direction.
William kent utilized a load sensor connected with a wheel brake to sense a
change in wheel braking torque and communicate responsively with a mechanical
brake control device. If a car is stopped on an incline while the motor is still
running, there's a good chance that some kind of hill-start control will be needed.
A sensor that detects an incline of more than a certain amount, three degrees or
more, can send a signal to the hill-start control indicating that the vehicle has the
potential to start rolling. The disadvantage of incline detection is that sometimes a
car maybe on an incline without needing the hill-start control - for instance, when a
tire slips into a pothole.
The greatest disadvantage of hill holder mechanism is that it can hold the vehicle in
the slope for just two to three seconds. Though it avoids rolling back, the driver
has to be alert. Besides this, the system is expensive. These shortcomings are
identified in hill holder mechanism and the following problems are faced by the
driver while the vehicle is driven in hill roads
(i) Most of the drivers face difficulties while operating the brake, clutch
and accelerator simultaneously while driving the car in hill roads.
(Fig.1)
(ii) It is not advisable to use the hand brakes while the car is moving
in forward movement.
IV. WORKING
As the vehicle is in neutral position, the pawl engaged the ratchet and the
vehicle did not move in backward direction. So the hand brakes need not to be
applied.
When the vehicle is in moving condition, the engagement between the ratchet
and pawl is detached.
TYPES OF MECHANISMS
A ratchet consists of a round gear (see Figure 1) or linear rack with teeth, and a
pivoting, spring-loaded finger called a pawl (or click[1][2]) that engages the teeth. The
teeth are uniform but asymmetrical, with each tooth having a moderate slope on one
edge and a much steeper slope on the other edge.
When the teeth are moving in the unrestricted (i.e., forward) direction (see Figure 2),
the pawl easily slides up and over the gently sloped edges of the teeth, with a spring
forcing it (often with an audible 'click') into the depression between the teeth as it
passes the tip of each tooth. When the teeth move in the opposite (backward)
direction, however, the pawl will catch against the steeply sloped edge of the first
tooth it encounters, thereby locking it against the tooth and preventing any further
motion in that direction.
Mechanism is a system of rigid elements arranged and connected to transmit motion
in a predetermined fashion. Indexing mechanisms generally converts a rotating or
oscillatory motion to a series of step movements of the output link or shaft. In
machine tools the cutting tool has to be indexed in the tool turret after each
operation. Also in production machines the product has to be indexed from station to
station and need to be stopped if any operation is being performed in the station.
Such motions can be accomplished by indexing mechanisms. Indexing mechanisms
are also useful for machine tool feeds. There are several methods used to index but
important types are ratchet and pawl, r ack and pinion, Geneva mechanism and cam
drive.
A rack and pinion gear arrangement usually converts rotary motion from a pinion to
linear motion of a rack. But in indexing mechanism the reverse case holds true. The
device uses a piston to drive the rack, which causes the pinion gear and attached
indexing table to rotate (Fig. 4.5.2). A clutch is used to provide rotation in the desired
direction. This mechanism is simple but is not considered suitable for high-speed
operation.
3. Geneva mechanism
The Geneva drive is also commonly called a Maltese cross mechanism. The Geneva
mechanism translates a continuous rotation into an intermittent rotary motion. The
rotating drive wheel has a pin that reaches into a slot of the driven wheel. The drive
wheel also has a raised circular blocking disc that locks the driven wheel in position
between steps (Fig. 4.5.3). There are three basic types of Geneva motion mechanisms
namely external, internal and spherical. The spherical Geneva mechanism is very
rarely used. In the simplest form, the driven wheel has four slots and hence for each
rotation of the drive wheel it advances by one step of 90°. If the driven wheel has n
slots, it advances by 360°/n per full rotation of the drive wheel.
In an internal Geneva drive the axis of the drive wheel of the internal drive is
supported on only one side (Fig. 4.5.4). The angle by which the drive wheel has to
rotate to effect one step rotation of the driven wheel is always smaller than 180° in an
external Geneva drive and is always greater than 180° in an internal one. The
external form is the more common, as it can be built smaller and can withstand
higher mechanical stresses.
Fig. 4.5.4 Internal Geneva mechanism
Because the driven wheel always under full control of the driver, impact is a
problem. It can be reduced by designing the pin in such a way that the pin picks up
the driven member as slowly as possible. Both the Geneva mechanisms can be used
for light and heavy duty applications. Generally, they are used in assembly machines.
Intermittent linear motion from rotary motion can also be obtained using Geneva
mechanism (Fig. 4.5.5). This type of movement is basically required in packaging,
assembly operations, stamping, embossing operations in manufacturing automation.
Cam mechanism is one of the accurate and reliable methods of indexing. It is widely
used in industry despite the fact that the cost is relatively high compared to
alternative mechanisms. The cam can be designed to give a variety of velocity and
dwell characteristics. The follower of the cams used in indexing mechanism has a
unidirectional rotary motion rather than oscillating rotary motion which is usually the
case of axial cams. The cam surface geometry is more complicated in a cross over
indexing type of cam as shown in Figure 4.5.6.
In the CNC tool changing mechanism the tool magazine has to be indexed to bring
the desired tool in line with the tool changing arm (Fig. 4.5.9). The tool changing
arm picks the cutting tool from the spindle. Then it is indexed to reach the tool
magazine. The tool is placed in the magazine. Then the magazine is indexed to bring
the next cutting tool to be picked by the changing arm. Again the tool changing arm
indexes to reach the spindle.
Here a rotary index table is used to convey the parts for inspection operation. This
index device conveys the parts in a rotary motion and stops intermittently for a fixed
period of time for inspection. A cam mechanism is used to index the table (Fig.
4.5.10).
SLOPE OF THE ROAD: The steepest road in India is ZOJI PASS in KASHMIR
and the angle of inclination of the road is found to be 21.80 degrees. The
percentage slope there is about 40 %.
Grey cast iron and C45 respectively. Both surfaced are considered to be
hardened. The number of teeth on ratchet wheel is assumed as 12. The
following parameters are considered for the design of the mechanism. The
three dimensional model of the mechanism is shown in Figure 2.
The fabricated mechanism is fitted in drive shaft for testing experimentally to check
whether the functionality has been achieved (Figure 5). The hand driven lever is
turned in forward direction, similar to forward motion of the car, the pawl does not
stop the ratchet to rotate.
The hand lever is turned in opposite direction similar to the reverse motion of the
car in the hill road, and the pawl stops the rotation of the ratchet. So, the drive
shaft and the wheels did not rotate. Therefore the reverse motion of the wheels is
arrested. The same can be achieved if this model is fitted in the car. This will be
the case while fitting this mechanism in the drive shaft of the car. When it has
been done the car cannot move in reverse direction in the slope as the pawl
locks the ratchet.
Stick lever, which is generally found under the instrument panel (found in
older-model vehicles)
Center lever, which is found in between separated front seats
Pedal, which is found to the left of the floor pedals
Electric or push button, which are found amongst the other console controls
Because most modern braking systems have failsafe measures and warning systems,
such as on-dash brake-warning lights and low-fluid sensors, the emergency brake is
most often used as a parking brake device. But the e-brake is called an emergency
brake for a reason -- using it can save your life.
Read on to discover how emergency brakes keep you from rolling down that hill
Using only levers and cables, each type of emergency brake is completely
mechanical and bypasses the normal brake system. This ensures that a vehicle can be
brought to a complete stop if there's a failure of the brake system [source: Ofria].
When you set the emergency brake, the brake cable passes through an intermediate
lever, which increases the force of your pull, and then passes through an equalizer.
At the U-shaped equalizer, the cable is split in two. The equalizer divides the force
and sends it evenly across the two cables connected to the rear wheels [source:
Owen].
Motor vehicles use either drum brakes or disc brakes. Drum brakes are common in
the rear wheels, while disc brakes are most common on the front wheels (or all four
wheels). In a rear drum situation, the emergency brake cable runs directly to the
brake shoes, bypassing the hydraulic brake system. In this simple, mechanical
bypass, the emergency brake system requires no extra parts to control the brakes
[source: Owen].
Cars with rear disc brakes have a more complicated emergency brake system,
sometimes requiring an entire drum brake system to be mounted inside of the rear
rotor, called an exclusive parking brake or auxiliary drum brake [source: Owen].
When the vehicle has rear disc brakes without an auxiliary drum brake, a caliper-
actuated parking brake system is used. With this system, an additional lever and
corkscrew is added to the existing caliper piston. When the emergency brake is
pulled, the lever forces the corkscrew against caliper piston, and applies the brakes,
again bypassing the hydraulic braking system.
Electric e-brakes are available on some cars today. Instead of having a pedal, stick or
center console lever, a small button on the dash signals an electric motor to pull the
brake cable. Advanced electric brake systems utilize computer-controlled motors to
engage the brake caliper [source: Zangari].
We'll discuss the importance of knowing when and how to use emergency brakes in
the next section
When to Use the Emergency Brake
Using the emergency brake to stop a moving vehicle outside of a total brake
failure is not recommended and can damage your brake system. This is why it's not a
good idea to pretend you're a racecar driver and slam on the e-brake to spin in a
circle. Driving with your emergency brake engaged can also cause damage to the
emergency brake cable and the service brakes. If this happens to you, have your
brake shoes and rotors checked as soon as possible, to ensure everything is OK.
The most common use of the emergency brake is as a parking brake. Those
who drive manual transmission vehicles, or stick shifts, usually engage the
emergency brake every time they exit the car. If not engaged, the car might just roll
away all on its own. Automatic transmission drivers tend to use the emergency brake
far less, if at all.
It's recommended that you engage the emergency brake anytime the vehicle is
parked on a hill, whether it's an automatic or standard transmission. For an
automatic, setting the emergency brake before you release the service brake pedal
will keep weight off the transmission, making it easier to shift out of park [source:
Rubenstein].
behind you if you've never done it before -- especially if your father is with you, and
you only have a learner's permit.
It's easy to forget that the emergency brake is on if you don't use it often. To
prevent driving off with the brake still engaged, try to set the brake as hard as you
possibly can. Then leave an item on or around the lever, such as a cell-phone charger
cord or a spare piece of paper.
Even though the emergency brake cable is housed in a protective sleeve, with
infrequent use, the cable can become corroded and rusted. This can result in cable
failure just when you need it the most. Normal use prevents buildup and keeps the
cable in good condition, though you should have the emergency brakes routinely
inspected, as they sometimes need to be tightened [source: wiseGEEK].
In cold temperatures, the emergency brake cable can become frozen and fail to
release when the lever is disengaged. Parking in a garage or other protected area can
help you to avoid this problem. But if you have to park outside and it freezes up, you
should not attempt to drive your vehicle. Solutions include waiting it out or
jacking up the car and using a hairdryer. The best option in freezing weather is to
simply not use the emergency brake at all [source: USACE]. If you're on level
ground in a manual vehicle, put the car in first or reverse and skip the e-brake.
Be aware that in some vehicles, the emergency brake engages the front brakes, not
the rear brakes. Knowing which brakes are set and properly chocking your vehicle
wheels will protect you in situations where you must jack up the vehicle. Refer to
your service manual before you raise the car. Believing the rear brakes are engaged
when they aren't can be extremely dangerous.
Now onto the big question: Is using the emergency brake safe when the other
brakes fail? Yes and no. Pulling the brake lever quickly will cause the vehicle to
fishtail, lock up or skid, essentially removing control of the vehicle from the driver.
But if you're ever in the highly unlikely but extremely serious situation of having
your service brakes fail to function, try to stay calm and pull the emergency brake
lever up slow and steady, bringing the vehicle to a longer but more controlled stop.
5. BLOCK DIAGRAM
BLOCK DIGRAM
6. WORKING PRINCIPLE
ADVANTAGES
DISADVANTAGES
APPLICATION
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7. COST OF ESTIMATION
TOTAL 5600
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CONCLUSION
Thus the mechanism can stop the vehicle from rolling back in hill roads.
This would be more helpful for the drivers to drive their cars comfortably
in hilly roads and he can take off the car in the uphill without rolling
back the car.
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