CHAPTER 1

INTRODUCTION
The above topic mentioned in this paper relates to the braking system of a two-wheeler
vehicle. In the present times, existing two wheelers have separate front and rear brakes,
front is controlled by the lever mounted on the right side of the handlebar and the rear
is controlled by the paddle provided at right foot. Many times, we experience that when
we apply both brakes at the moving vehicle for a proper braking ratio it doesnt happen
because the front and rear brake does not work simultaneously and synchronously. A
human being cant apply both front and rear brakes simultaneously to stop the vehicle
in safe condition every time because our mind need more time to coordinate between
hand and foot. When the front wheel is stopped and rear is also running, it can swing
the tail of the motorcycle and when rear wheel is stopped and front is running it can
make the vehicle skid. These conditions are dangerous situation for the rider and
sometime it may lead to fatal injuries due to accidents or even death.

So, a need of mechanism was required to attain the safe braking ratio to stop the moving
vehicle without any act of misbalance situation of the two-wheeler. The front and rear
brakes of two wheelers are synchronized with a linkage mechanism. By this both the
brakes are work with respect to each other. This can achieve the safe braking ratio to
stop the vehicle under all circumstances. To link the both front & rear brakes of a two
wheeler we have used a mechanical linkage mechanism without removing any
component from the existing braking system or vehicle, because of the mechanical
linkage, whenever we enable the front wheel brakes, automatically rear wheel brake is
applied and vice versa, this helps in drastically changing the conditions of extreme
expertise or hand eye coordination required by hand and the legs to slam the break at
optimum time and at optimum level which provides safe braking ratio which considered
to be 60:40 between rear and front brakes. These linkage helps in providing safe braking
ratio in absence of ABS (Anti-Braking System) which avoids the conditions of brake
locking.

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 CHAPTER 2

LITERATURE REVIEW
Rohilla, A.K. & Sehgal, A.K [1] develops a linkage of the front and rear brakes of the
two wheelers. A human being cant apply the brakes of the two-wheeler simultaneously
and synchronously for the safe braking ratio. So, there is need to invent such type of
mechanism which helps to avoid these conditions. To avoid such type of condition we
provide a mechanical linkage between front and rear brake of the who wheelers. By
linking both the brakes when we applied front brake, rear brake is automatically applied
to the rear wheel and vice versa. With the help of this mechanism we can obtain the
safe braking ratio which is 60:40 between rear and front brakes.

Valli, V.K., Mathews, W.K., et al [2] researches a system that relates to the control of
the rear and front brakes of the two-wheeler with a common single lever operated by
the hand. In this mechanism, we synchronies the brakes of two wheelers. Both rear and
front is connected to each other and a distributer is connected to the brake lever with
the help of brake cable. The main role of distributer is to actuate the brake lever for the
safe braking effect to the moving vehicle. It is the research of the TVS Motor company
limited. The company is planning to lunch a two-wheeler having this type of braking
system.

Kumar, A. & Sabarish, R., [3] analyses brake drum of a two-wheeler vehicle. In the
two-wheeler drum brakes are used in rear and front both or drum brake in rear and disc
brake in front because of its greater directional stability. It is required to design a brake
drum which is work properly in every condition. So, it is necessary that the stress values
are well below the allowable limits of the brake drum. The brakes absorb the kinetic
energy of the vehicle and dissipated in the form of heat into the environment. So, it is
necessary that the brake drum have maximum heat transfer rate. To evaluate this
factors, we performed analysis on the brake drum like steady state thermal analysis,
Transient thermal analysis and structural analysis to obtain the conditions for designing
a perfect brake drum for efficient working.

2
Kushal, M. & Sharma, S., [4] design a drum brake for two-wheeler vehicle (Hero
Honda passion) through the approach of reverse engineering with the help of Ansys
software. In this research, we have change the material of drum brake and compare with
the old one to make the brake drum efficient. Commonly element used from brake drum
is aluminum. Brake drum is optimized to obtained different stresses, deformation
values, rise in temperature on different braking time and heat transfer rate. After many
optimizations, we have concluded that controlled expansion metal alloys are more
efficient than the aluminum. Controlled expansion metal alloys provide batter braking
performance in the light weight vehicle and it is also in our economical range.

Kim, et al [5] proposed vehicle stability control logic for a four-wheel-drive hybrid
electric vehicle using the regenerative braking of the rear motor and an electro hydraulic
brake (EHB). A genetic algorithm was used to obtain the optimal brake torque
distribution between the regenerative braking and the EHB torque. The genetic
algorithm calculates the optimal regenerative braking torque and the optimal EHB
torque for the given inputs of the desired yaw moment and road friction coefficient.
Based on the optimal brake torque distribution, the vehicle stability control logic
proposed generates the desired direct yaw moment to compensate the errors of the side-
slip angle and the rate by a fuzzy control algorithm corresponding to the riders steering
angle and vehicle velocity.

Gao Y., et al [6] developed an electronically controlled braking system for electric
vehicles (EV) and hybrid electric vehicles (HEV) which integrated regenerative
braking, automatic control of the braking forces of the front and the rear wheels and
wheels antilock function together. In this work, it had been designed, when failure
occurred in the electric system, the braking system would function as a conventional
man-actuated braking system. Control strategies for controlling the braking forces on
the front and the rear wheels, regenerative braking and mechanical braking forces had
also been developed. The antilock performance of the braking system had been
simulated. It had been reported that significant amount of energy was recovered while
the braking performance of the vehicle was perfect.

Matsumoto S., et al [7] performed the experimentation and computer simulation about
the influence of vehicle dynamics of braking force distribution on four wheels. The
analytical results indicated that a suitable braking force distribution control method
could improve handling and stability during braking. A new braking force distribution

3
control strategy, using a steering wheel angle feed forward function and a yaw velocity
feedback function was found to improve vehicle dynamic behavior.

4
 CHAPTER 3

LITERATURE GAP
From all the research paper, we studied for our project as we make reference of all
the research paper in references. Those research paper help us lot for our project
to move in right direction as we want to work. Mostly research paper is fail to
prove that the modeling of modified braking system within two-wheeler may be
change. From our research, we can easily say that we can make the braking system
for good and safe stopping of vehicle at smallest distance up to a limit of speed.

Our conclusion is that when we apply the rear brake of vehicle and it travel the
maximum distance with skid. When we apply the front brake of vehicle it stops
quicker than the brakes we apply to the rear brake. When we applied both brakes
together it stops quickly and cover very less distance as compare to other brakes.

5
 CHAPTER 4

SYSTEM DESCRIPITION
The system consists of following main components.

1. Front wheel brake (Drum brake)

2. Rear wheel brake (Drum brake)
3. Brake wires
4. Rack and pinion gears
5. Brake levers

Some components of above already available in the two-wheeler vehicle architecture

(front and rear brakes i.e. drum brake & brake levers). The additional component is rack
and pinion gear and brake wires to actuate the both brakes synchronously for a safe
braking ratio.
The simple system pictures are given below.

Figure 1 simple and modified braking system

6
In left figure, the simple braking mechanism is shown in which both the brakes rear and
front are controlled individually (front brake controlled by brake lever mounted on right
hand on handle bar and rear brake is controlled by paddle provided at right foot).
In right figure, we can see an extra component. It consists of rack & pinion gear and
brake cables. The actuator helps to synchronize the action of braking effort between
rear and front brakes. By synchronizing the rear and front brakes with the help of this
mechanism we can obtain safe braking ratio i.e. 60:40 between rear and front brakes.
The above figure also shows that there is no need to remove any existing component of
the vehicle architecture.

7
 CHAPTER 5

OBJECTIVE
The main objective of the above study is to obtain the safe braking ratio in the two-
wheeler vehicle by compensating the human errors in applying brakes. Another
objective of the research to automation of brakes in the two-wheeler vehicle by linking
the rear and front brakes by providing a mechanical linkage between brakes of the
vehicle.

It is another objective to provide a braking mechanism which is easy to install in the

vehicle without removing any component of its structure. The mechanism is consisting
of simple brake wire/gears which are easily available and cheap. So, we can say that the
mechanism used is in affordable cost.

The main objectives of the above research are given below:

1. For obtaining safe braking ratio i.e. 60:40 between rear and front wheel brakes.
2. Compensate the human errors in applying brakes.
3. Provides a linkage between front and rear wheel brakes of two wheelers.
4. Provides a braking system which doesnt need any external force to achieve linkage
between the front and rear brakes.
5. To provides a mechanism which is under the economical range.
6. To provides an automation between the front and rear wheel brakes for the safe
braking ratio to insure the safety of the rider.
7. To stop the motorcycle in minimum braking distance.
8. To provide a linkage mechanism which is easily fabricated in affordable cost.
9. To provides a mechanical linkage which doesnt need to remove any existing
component of the vehicle architecture.
The above objective can be achieved by the mechanism which is study in the present
disclosure very easily and in affordable cost.

8
 CHAPTER 6

BRAKE FORCE CALCULATION

6.1. Brake force calculations and stopping distance:

The braking force can only be generated if the wheel does not lock because the friction
of a sliding wheel is much lower than a rotating one. The maximum braking force
possible on any particular axle before wheel lock is given by:

Fa= Mwyn*g*ur (6.1.1)

Where:
Fa = total possible braking force on the axle (N)
Mwdyn = dynamic axle mass (Kg)
g = acceleration due to gravity
ur = coefficient of friction between the road and tyre

Now we have coefficient of friction between the road and tyre is 0.6

Acceleration due to gravity is 9.8m/sec2

And dynamic axle mass = 60kg

Therefore FA=60*9.8*0.6 = 350N

Hence maximum force on brake must be 350N to avoid the lock of wheel.

6.2. Real life deceleration & stopping distance:

The maximum brake force that can be generated on application are equal to the product
force applied on brake lever, mechanical advantage offered by the links & function of
brake shoe efficiency.

The schematic below shows the setup of drum brakes in motorcycles.

9
 Figure 2 Rear Braking System

The rear braking system in a two-wheeler consists of brake lever, mechanical linkage
to the drum and push rod.

To calculate the brake force, we have to consider the force independently acting on the
pedal and the force multipliers such as mechanical linkage. The product of mechanical
advantage of linkage and the force applied on the pedal combined obtain brake force at
shoe.

Force applied on the pedal, Fpedal = 350 N [8]

Advantage offered by the pedal, Advpedal = (a/b) = 2.625
Advantage offered by the drum lever, Advlever = (d1/c1) = 5.278
Force applied at the cam, Fcam = Fpedal * Advpedal * Advlever = 4849.16 N
Coefficient of friction between brake shoe and brake drum, = 0.4
Maximum force applied by the brake shoes, Fmax = 2 * Fcam * = 3879.16 N
Maximum brake torque, Tmax = Drum Diameter * Fmax = 0.13 3879.16 = 504.29 N-m

10
 Figure 3 Front Braking System

The braking system at the front of the motorcycle is set up as shown in the above figure.
Now, considering the front brake the actuation is done by pulling of the hand lever,
which when combined with mechanical advantage of the hand lever and drum brake
lever applies force on the cam.

The maximum force applied by the rider is assumed to be 196 N.

Force applied on the lever, Flever = 196 N

Advantage offered by the hand lever, Advlever1 = (l2/l1) = 4
Advantage offered by the drum lever, Advlever2 = (l3/l4) = 5.278
Cable efficiency, = 0.8
Force applied at the cam, Fcam = Flever * Advlever1 * Advlever2 * = 3310.36 N
Coefficient of friction between shoe and drum, = 0.4
Maximum force achieved by the brake, Fmax = 2 * Fcam * = 2648.29 N
Maximum brake torque, Tmax = Drum Diameter * Fmax = 0.13 270.234 = 344.28 N-m
Result:
Maximum brake force for a rear drum brake = 3879.16 N
Maximum brake force for a front drum brake = 2648.29 N
Maximum brake torque for a rear drum brake = 504.29 N-m
Maximum brake torque for a front drum brake = 344.28 N-m

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 CHAPTER 7

DESIGN OF RACK AND PINION GEAR

7.1. Spur gear-tooth force analysis:

Figure 4 Spur Gear Tooth Force Analysis

As shown in fig the normal force F can be resolved into two components; a tangential
force Ft which does transmit the power and radial component Fr which does no work
but tends to push the gears apart. They can hence be written as,

Ft = F cos (7.1.1)

Fr = F sin (7.1.2)

From eqn. (7.1.1) & (7.1.2),

Fr = Ft tan (7.1.3)

The pitch line velocity V, in meters per second, is given as

V=

And,

W=

where d is the pitch diameter of the gear in referred and n is the rotating speed in rpm
and W power in kW.
But we have tangential force Ft=350N

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7.2. Determination of number of teeth interference:

Here we will understand how to determine number of teeth on both the gears. To do
this we have to assume number of teeth on one gear(T1), say the smaller gear. Now
using the relation given below we can determine number of teeth on other gear T2.

T2 = T1* (7.2.1)

So, we got number of teeth on both the gears, but one should also check for a
phenomenon called interference if gear system has to have a smooth operation.
Interference happens when gear teeth has got profile below base circle. This will result
high noise and material removal problem.

If one has to remove interference, the pinion should have a minimum number of teeth
specified by following relation.

T
(7.2.2)
+ ( +)

Where aw represents addendum of tooth. For 20 pressure angle (which is normally

taken by designers) aw = 1 m. Module m is defined as follows.

If this relation does not hold for a given case, then one has to increase number of teeth
T1, and redo the calculation. The algorithm for deciding number of teeth T1 and T2 is
shown below.

7.3. Spur gear tooth stresses:

Figure 5 photo-elastic Model of gear tooth

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Stresses developed by Normal force in a photo-elastic model of gear tooth are shown
in the Fig The highest stresses exist at regions where the lines are bunched closest
together. The highest stress occurs at two locations:
A. At contact point where the force F acts
B. At the fillet region near the base of the tooth.

7.4. Spur gear Lewis equation for tooth bending stress:

Figure 6 Gear tooth as cantilever beam

Lewis considered gear tooth as a cantilever beam with static normal force F applied at
the tip.

Assumptions made in the derivation are:

1. The full load is applied to the tip of a single tooth in static condition.

2. The radial component is negligible.

3. The load is distributed uniformly across the full-face width.

4. Forces due to tooth sliding friction are negligible.

5. Stress concentration in the tooth fillet is negligible.

The Fig.6 shows clearly that the gear tooth is stronger throughout than the inscribed
constant strength parabola, except for the section at a where parabola and tooth profile
are tangential to each other.

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7.5. Estimation of module based on beam strength:
All of them have tangential maximum force Ft = 350N

According to the Lewis equation

Sb = m*b*b*Y (7.5.1)

Where, Sb = beam strength of gear tooth (N)

b = permissible of bending stress (N/mm2) (b = Sut /3)

m = module of pinion gear

b = face width

Y = Lewis form factor

We know that

Sb Peff. (7.5.2)

And

Peff = Cs*Pt / Cv (7.5.3)

where Cs = service factor

Cv = velocity factor

For heavy shock and daily use

Cs = 1.875 (from table design data hand book)

Let

velocity of pedal is less than 10 m/s

for v < 10 m/s

Cv = 3/(3+v) (from design data hand book)

and velocity of pedal is 2 m/s (Assumed)

Cv = 3 / (3+2) = 3/5 = 0.6

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And

we have P = w/t

where w = Work

t = Time

w=F*d

= 350 * 100

= 35000 N-mm

= 35 N-m

P = 35 N-m / 1s = 35 Nm/s

P = 35 w = 0.035 kw

and no. of revolution per minute is

n = 60 rpm

Material selected: C60 (Carbon steel)

Properties:
Tensile strength(Syt)- 736 N/mm2
Yield Stress- 412 N/mm2
%C %Mn
0.55-0.65 0.50-0.80

For calculating the module of the pinion gear we have to equate the force equation to
the strength equation.

Force equation = Peff *Fos

Strength equation = m*b*b*Y

Now,

Strength equation = Force equation

Peff *Fos = m*b*b*Y

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 CsPtFos
= m*b*b*Y

Cs260106 KwFos
= m*(10m) * b*Y
2

Cs =1.875 (From design data book)

Cv =0.6
Kw =0.035 Kw
Fos =2
z =18 (From design data book)
N =60 rpm
=Syt/Fos (368 N/mm2)
Y =0.098

m = 2.205 mm

m = 2 mm.

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18