VISVESVARAYA TECHNOLOGICAL UNIVERSITY

Jnana Sangama, BELGAUM

A SEMINAR REPORT
On
“Research on New Automobile Power Hydraulic Braking System by
Vibratory Energy”
In partial Fulfillment for the award of B.E degree in Mechanical Engineering

By

ABHISHEK B HOSAMATH

1DS15ME003

VIII SEMESTER

Under the guidance of

DR.KAILASH CHANDRA PANDA
Asst. Professor, Dept. of Mechanical Engg.,
DAYANANDA SAGAR COLLEGE OF ENGINEERING, Bangalore

Department of Mechanical Engineering

DAYANANDA SAGAR COLLEGE OF ENGINEERING
SHAVIGE MALLESHWARA HILLS, KUMARSWAMY LAYOUT, BANGALORE-78
(An Autonomous Institute affiliated to VTU, Approved by AICTE &ISO 9001: 2008 Certified)
Accredited by National Assessment & Accreditation Council (NAAC) with ‘A’ Grade and NBA
2018-2019
 CERTIFICATE

This is to Certify that the seminar report entitled “Research on New Automobile
Power Hydraulic Braking System by Vibratory Energy” carried out by Mr.
ABHISHEK B HOSAMATH, bearing the USN 1DS15ME003, a bonafide
student of DAYANANDA SAGAR COLLEGE OF ENGINEERING in partial
fulfillment for the award of Bachelor of Engineering in Department of Mechanical
Engineering during the year 2018 -2019.

Signature of the HOD

 DECLARATION

This is to Certify that I have followed the guidelines provided by the

Institute in preparing the seminar report and whenever I have used materials (data,
theoretical analysis, figures, and text) from other sources, I have given due credit
to them by citing them in the text of the seminar report and giving their details in
the references.

Signature of the Student

ABHISHEK B HOSAMATH

1DS15ME003
 ACKNOWLEDGEMENT

I would like to thank respected guide DR.KAILASH CHANDRA PANDA for

giving me such a wonderful opportunity to expand my knowledge for my own
branch and giving me guidelines to present a seminar report. It helped me a lot to
realize of what we study for.

Secondly, I would like to thank my parents who patiently helped me as I went

through my work and helped to modify and eliminate some of the irrelevant or un-
necessary stuffs.

Thirdly, I would like to thank my friends who helped me to make my work more
organized and well stacked till the end.
 ABSTRACT

A new automobile power hydraulic braking system by vibratory energy is

introduced which includes four vibration dampers, four energy accumulators,
hydraulic booster, one storage tank, four wheel cylinders, four electromagnetic
one-way valves, brake master cylinder, vacuum booster, brake pedal and loading
sensing pressure proportioning valve (LSPV). Vibration damper is composed of
nitrogen cavity, piston, piston rod, shell, rebound valve, compression valve, inlet
tube, outlet tube and so on. Energy accumulator contains relief valve and oil return
tube. The electromagnetic one-way valves are controlled by brake pedal. Hydraulic
booster is composed of piston, pushrod, inlet valve, oil return valve and so on. The
oil is circulated between storage tank, energy accumulator, vibration dampers and
hydraulic components. Oil from storage tank enters into vibration dampers by
compression valve when the suspension is compressed and leaves by rebound
valve when stretched. When the oil is flowing between compression valve and
rebound valve, frictional heat is produced which depletes vibratory energy and
damps the vibration. The pressurized oil flows into energy accumulator and then
enters into hydraulic booster and wheel cylinders. Power generated by hydraulic
booster and applied loads on brake pedal by driver is applied to piton of master
cylinder and pressurize the oil. Pressurized oil from master cylinder and energy
accumulator enters into wheel cylinders help them to fulfill their function.
Vibratory energy is converted to output power of hydraulic component. The oil
returns storage tank after braking is finished. The braking system can recycle some
vibratory energy and convert to hydraulic energy which is used for automobile
power braking system. It can reduce brake pedal force, lower fatigue of drive,
shorten retardation time of braking, and enhance safety of braking.
 TABLE OF CONTENTS

ACKNOWLEDGEMENT

ABSTRACT

CHAPTER 1: INTRODUCTION

CHAPTER 2: SUSPENSION COMPONENTS

CHAPTER 3: DEFNITION OF AUTOMOBILE BRAKE SYSTEM

3.1: THE BASIC PHYSICS PRINCIPLE USED IN BRAKE SYSTEM
3.2: LEVERAGE
3.3: HYDRAULICS SYSTEM
3.4: FRICTION
CHAPTER 4: BASIC COMPONENTS OF BRAKE SYSTEM.
4.1 THE ENERGY SUPPLYING SYSTEM
4.2 THE CONTROL DEVICE
4.3 THE TRANSMISSION DEVICE
4.4 THE BRAKE SYSTEM
4.5 ADDITIONAL RETARDER DEVICE
4.6 ANTI-LOCK BRAKE SYSTEM

CHAPTER 5: DESIGN OF VIBRATORY ENERGY-RECYCLING HYDRAULIC

VIBRATION DAMPER

CHAPTER 6: CONCEPTUAL DESIGN OF NEW AUTOMOBILE POWER

HYDRAULIC BRAKING SYSTEM BY VIBRATORY ENERGY
6.1: ANALYSIS OF OPERATING SYSTEM
6.2: ANALYSIS OF FEATURES
6.3: CONCLUSIONS
 LIST OF FIGURES

FIGURE 01: MONO-TUBE, TWIN-TUBE AND TYPICAL VALVE CONSTRUCTION.

FIGURE 02: SIMPLE LEVERAGE.

FIGURE 03: SIMPLE HYDRAULIC SYSTEM.

FIGURE 04: MASTER CYLINDER WITH TWO SLAVES OF HYDRAULIC SYSTEM.

FIGURE 05: HYDRAULIC MULTIPLICATION.

FIGURE 06: SIMPLE BRAKE SYSTEM.

FIGURE 07: FRICTION.

FIGURE 08: BLOCK IN MICROSCOPIC LEVEL.

FIGURE 09: BRAKE SYSTEM COMPONENTS.

FIGURE 10: THE COMPONENTS OF DRUM BRAKES.

FIGURE 11: REAL MODEL OF DRUM BRAKE.

FIGURE 12: COMPONENTS OF DISC BRAKES.

FIGURE 13: REAL MODEL OF DISC BRAKE.

FIGURE 14: MODIFIED SYSTEM OF DAMPER SYSTEM.

FIGURE 15: CONCEPTUAL DESIGN OF BRAKE SYSTEM USING VIBRATORY

POWER.
CHAPTER 01:
INTRODUCTION

Nowadays, automobile’s comfortableness and safety are more and more important. With
development of the expressway network, speed of automobile is increased to a large extend.
Demand of automobile’s suspension system is not only to ensure its basic performance, but only
to improve its ride comfort and safety. The suspension system develops to be high value-added,
high-performance and high-quality. For now, hydraulic damping system compels oil to flow
between cavities by some tiny holes time and again. Vibratory energy is converted to thermal
energy of shell of dampers and oils by flow resistance. Automobile vibration will consume its
kinetic energy. So oil consumption is increased and ride comfort is lowered. Traditional
hydraulic damping system can’t recycle vibratory energy and just converts all of it to thermal
energy. The new automobile power hydraulic braking system by vibratory energy can recycle
some vibratory energy and convert to hydraulic energy which is used for automobile power
braking system. It can reduce brake pedal force, lower fatigue of drive, shorten retardation time
of braking, and enhance safety of braking.
CHAPTER 02:
SUSPENSION COMPONENTS

To begin the discussion of automotive damper analysis, there must first be insight to the
suspension system as a whole, and the role that the damper plays in the area of ride and handling.
Once the desirable properties of a damper are understood, then the design of dampers may be
explored. Understanding damper construction will help to understand the possible failure modes.
A deteriorating or failed damper will respond to certain inputs in predictable manners. The type
of response expected for a failed damper will assist in the development process for a new
methodology to assess the wear of the automotive damper. The ambition is to create a method of
suspension testing that can be used in a repair shop situation to detect worn automotive dampers.
Automobiles have many inputs that contribute to their performance and the comfort of the
passengers. The first automobiles had merely a rigid frame which, coupled with the poor roads at
the time, provided for a very rough ride. As the decades passed the linkages between the tires
and the chassis became more and more complex. Today, every land vehicle incorporates
components to smooth out the ride, and the main components of a suspension that improve
handling, noise, vibrations, and harshness (NVH), and passenger comfort are the tires, springs,
and the damper. The main function of the tires is to maintain a frictional force at the road to
prevent sliding and improve acceleration. The shocks and springs are present to further help the
tire maintain contact with the ground. The springs can be used to control where the sprung mass
resonance falls in the frequency spectrum. Generally, this is kept low, about 1 Hz, so the
resonance will occur at low speeds, which is dynamically a more stable situation. The suspension
damper is of great concern for maintaining a safe level of adhesion and reducing perception of
road harshness. The damper works by dissipating the kinetic energy between the sprung and un-
sprung masses. This energy is converted to heat by the internal pressurized oil passing through
the valves’ orifices, which creates fluid shear, and thus friction. There are several main
constructions for automotive dampers. Figure 1 shows the two dominant types, mono-tube and
twin-tube. The former has only one chamber filled with oil, and a valve separating the oil and
gas. The latter has a reserve chamber that contains the gas and permits the oil to flow through
two valves. This is more work done, thus faster energy dissipation. Also, the extra surface of the
twin-tube provides for improved thermal conductivity properties. It is universal for the dampers
to use an inert gas to pressurize the fluid chambers. This gas serves two purposes. First and
foremost, the gas acts to keep the oil from aerating. When the oil contains bubbles, it can be
compressed. As the oil compresses, less is going to flow through the valves, which will reduce
damper performance. A secondary function of the gas charge is to add a spring effect to the
damper, which will improve, slightly, the overall spring rate.
 FIGURE 1: FROM LEFT TO RIGHT, MONO TUBE, TWIN TUBE AND
TYPICAL VALVE CONSTRUCTION.
Figure 1 also shows an acceleration sensitive valve system. This valve will open a bypass to
allow more fluid flow in response to harsh road conditions. The response is instant, giving
greater control in severe situations, and maintains a good level of comfort in normal situations.
The lifespan of a damper will see heavy cyclic loading. The extreme conditions of most
undercarriages provide numerous fatigue accelerating influences, such as water, salt, dirt, dust,
and loose gravel. As a damper wears, its performance is jeopardized. Oil may leak out of the
chamber causing a reduced ability to dampen vibrations. If contaminants enter the oil reservoir,
the orifices can become blocked or worn which will alter the performance. Also, there is
potential for mechanical failure. The valve systems can break down causing changes in the
orifice flow. The piston can become detached from the rod causing the damper to be ineffective
in extension or rebound. If the damper is worn the suspension will not perform appropriately,
thus the ride comfort will suffer, adhesion will be compromised, high speed maneuvers could be
dangerous, and braking distances could be longer. With an idea of damper construction, function,
and failure modes various test methods may be explored to pioneer a new suspension tester
methodology.
CHAPTER 03:
DEFINITION OF AUTOMOBILE BRAKE SYSTEM.

Actually, vehicle can be regard as energy conversion device, which transfers the momentum into
heat, in other words, which transfers the kinetic energy into thermal energy. The brakes are used
to reduce the speed of the vehicle, and the speed of conversion determines the rate of the vehicle
slows down.

CHAPTER 3.1:

THE BASIC PHYSICS PRINCIPLE USED IN BRAKE SYSTEM

As we know when we step the brake pedals or handbrakes, the cars transmit the force from our
feet or hands to the brakes. Actually the car commands a stopping force ten times as powerful the
force that puts the cat in motion. Because the brakes need a much greater force than drivers could
apply with legs, the car must multiply the force of the foot. How could it be achieves? These two
physics principles could be used: Leverage and Hydraulic system. And how do the brakes
transmit the force to the tires? How do the tires transmit the force to the road? Both answers are
using friction. Therefore, in this part will we introduce these three physics principle: Leverage,
Hydraulics and Friction.

CHPTER 3.2:

LEVERAGE
As the picture below shows, there is a force applied on the left end of the lever. The length of the
left end is twice (2X) as long as the right end (X). Therefore, there is a force 2F on the right end.
And it acts via the distance (Y), while the left end moves twice (2Y) as long as the right ends.
Consequently, with the change of the relative lengths of the left and right ends of the lever, the
multipliers are also changing.

FIGURE 2: SIMPLE LEVERAGE

CHAPTER 3.3:

HYDRAULICS SYSTEM
In addition, a hydraulic system is applied the brakes. The hydraulic system connects the brake
pedal to the brake parts at each wheel. The basic hydraulic system principle is simple. We can
regard it as a process that force applied at one point is transmitted to another point by using an
impressible fluid, which almost always is an oil of some sort.

FIGURE 3: SIMPLE HYDRAULIC SYSTEM.

As the picture above shows, 2 pistons (shown in red) are fitted into two oil-filled glass cylinders
(shown in light blue) and connected to another one with a pipe filled with oil. When a downward
force is applied to a piston, then the force is transferred to another piston via the oil in the pipe.
The oil is almost incompressible, so that the transfer efficiency is high. And one advantage of the
hydraulic system is that the pipe can be any length and shape, therefore it could snake through all
sorts of components separating the two pistons. The pipe can also fork, so that one master
cylinder can drive many slave cylinders if need.
FIGURE 4: MASTER CYLINDER WITH TWO SLAVES OF HYDRAULIC
SYSTEM
In the figure above, the master cylinder drives two slave cylinders. One of the advantages of the
hydraulic system is that it is easy to achieve force multiplication or fore division. In a hydraulic
system, you just need to change the size of one piston and cylinder relatively. As shown here:

FIGURE 5: HYDRAULIC MULTIPLICATION.

In order to make sure the multiplication factor in the figure above, start by knowing the size of
the pistons. It could be assumed that the piston on the left is 2 inches (5.08 cm) in diameter (1-
inch / 2.54 cm radius), while the piston on the right is 6 inches (15.24 cm) in diameter
(3-inch / 7.62 cm radius). The area of the two pistons is Pi * r^2. Therefore, the area of the left
piston is 3.14, the right one is 28.26. The piston on the right is nine times larger than the piston
on the left. It means that any force applied to the left hand piston will come out nine times
greater on the right-hand piston. When applying a 100 pound downward force to the left piston, a
900pound upward force will appear on the right. The only thing changed is that the left piston
needs to be depressed by 9 inches (22.86 cm), in order to raise the right piston by 1 inch (2.54
cm)

FIGURE 6: SIMPLE BRAKE SYSTEM

Then it is easy to understand a simple brake system as shown above. It can be seen that the
distance from the pedal to the pivot is 4 times the distance from the cylinder to the pivot, so that
the force at the pedal will be increased by a factor of 4 before it is transmitted to the cylinder.
And the diameter of the brake cylinder is 3 times the diameter of the pedal cylinder. It means the
fore is further multiplied by 9. In total, the system increases the force from your foot by a factor
of 36. Specifically, when you put 1 ponds force on the pedal, 36 pounds (about 16.2 kg) will be
generated at the wheel squeezing the brake pads.
CHAPTER 3.4

FRICTION
Friction is measured on how hard it is to slide one object over another. In the figure blow, both
of the blocks are made from the same material, but the heavier one is harder to pull for the
bulldozer.

FIGURE 7: FRICTION
To understand why this is, let's take a close look at one of the blocks and the table. The blocks
look smooth to the naked eye, but actually they are quite rough at the microscopic level. When
the block is set down on the table, the little peaks and valleys get squished together, and some of
them may actually weld together. The weight of the heavier block causes it to squish together
more, so it is even harder to slide.

FIGURE 8: BLOCK IN MICROSCOPIC LEVEL

So the amount of force it takes to move the given block is proportional to that block's weight.
The more weight, the more force is required. This concept applies for devices like brakes and
clutches, where a pad is pressed against a spinning disc. The more force that presses on the pad,
the greater the stopping force.
CHAPTER 04:
BASIC COMPONENTS OF THE BRAKE SYSTEM

The brake system is composed of the following basic components: the energy-supplying device,
the control device, the transmission device, the brake and additional retarder device, brake line
(connecting different devices), and ABS (Anti-lock Braking System) in some cases.

FIGURE 9: BRAKE SYTEM COMPONENTS.

CHAPTER 4.1:

THE ENERGY-SUPPLYING DEVICE:

The energy-supplying device means supplying and adjusting the necessary energy of braking.
According to the types of energy supplying, there are three types used in automobile braking
system: muscular energy braking system (non-power braking system) When we step the brake
pedals or the handbrakes, the cars transmit the force from our feet or hands to the brakes. The
force from driver supplies the basic energy to brakes. This is non-power braking; it just uses the
force from human. For example, the bicycle is only using the no-power braking system to supply
energy. Energy assisted braking system (power assisted braking system).
 The power assisted braking system use the force from drivers and the kinetic energy of
engines together. The braking force of power assisted system increases through using the
vacuum booster unit. Atmospheric pressure helps to push the brake pedal. Thus, less muscle
effort is required. In spark-ignition engines, vacuum is generated through connecting intake
manifold to the engine, while the diesel engines use the vacuum pump. Non-muscular energy
braking system (power braking system) The power braking system only uses the engines for
transforming the kinetic energy into the potential energy of the atmospheric pressure or the
hydraulic pressure.

CHAPTER 4.2:

THE CONTROL DEVICE

The main two control devices of braking systems are the service braking system and the parking
braking system. They have separate control and transmission devices. The service braking
system is foot operated, while the parking braking system is hand-operated. The service brake
acts to slow, stop, or hold the vehicle during normal driving. They are foot-operated by the
drivers pressing or releasing the brake pedal. The primary purpose of the brake is to hold the
vehicle stationary while it is unattended. The parking brake is mechanically operated, when a
separate parking brake foot pedal or hand lever is set.

CHAPTER 4.3:

THE TRANSMISSION DEVICE

The transmission device is used to transmit the brake energy to brake actuator components.
According to different transfer modes, the transmission device includes mechanical braking
system, hydraulic braking system and pneumatic braking system.

CHAPTER 4.4:

THE BRAKE SYSTEM

According to the different functions of braking system, two types of brakes are used in modern
cars: drum brakes and disc brakes. All cars used disc brakes on the front wheels, most cars use
drum brakes on the rear wheels. In other words, the typical brake system consists of disc brakes
in front and either disc or drum brakes in the rear connected by a system of tubes and hoses that
link the brake at each wheel to the master cylinder. The basic components of drum brakes
include: brake drum, an expander, pull back springs, a stationary back plate, two shoes with
friction linings, and anchor pins.
 FIGURE 10: THE COMPOSITION OF DRUM BRAKES.
When using brakes, the driver needs to push the pedal, and then the expander expands the shoes
and presses them to the drum. So that the friction will appear, between the brake drum and the
friction linings. Then the friction breaks the wheels, and then the vehicle stops. When the driver
releases the pedal, the brakes are released, the pullback spring will retract the shoes, and thus the
wheels will be rotating freely.

FIGURE 11: REAL MODEL OF A DRUM BRAKE.

Main types of drum brakes include: Simplex drum brake (Leading trailing shoe brake), Duo-
trailing shoe brake (Two trailing shoe brake), double leading shoe brake, Duo-duplex drum brake
(Duo two leading shoe brake), Unit-servo drum brake, Duo-servo drum brake. Instead of a drum,
the disc brake has a metal disc and a flat shoe or disc-brake pad, which is located on each side of
the disc.
 FIGURE 12: COMPOSITION OF DISC BRAKE
When the drivers step the pedals, the shoes squeeze the rotating disk to stop the car. The fluid
from the master cylinder forces the pistons to move in, toward the disc. This action pushes the
friction pads tightly against the disc. And then the friction between the shoes and disk slows and
stops it. This provides the braking action. Pistons are made of either plastic or metal.

FIGURE 13: REAL MODEL A DISC BRAKE

There are three general types of disc brakes: floating-caliper type, the fixed-caliper type and the
sliding-caliper type.
CHAPTER 4.5:

ADDITIONAL RETARDER DEVICE

Additional retarder device is used to make the vehicles slow or keep a speed on a range during
driving. The different types of retarders include: Exhaust retarder, Hydrodynamic retarder,
Electromagnetic retarder, Traction motor retarder, Aerodynamic retarder.

CHAPTER 4.6:

ANTI LOCK BRAKE SYSTEM

Anti-lock brake systems make braking safer and more convenient, Antilock brake systems
modulate hydraulic pressure of brake system to prevent the brakes from locking and the tires
from skidding on slippery pavement or during a panic stop. So some sources predict that all cars
will offer anti-lock brakes to improve the safety of the car. Anti-lock systems modulate brake
application force several times per second to hold the tires at a controlled amount of slip; all
systems accomplish this in basically the same way. One or more speed sensors generate
alternating current signal whose frequency increases with the wheel rotational speed. An
electronic control unit continuously monitors these signals and if the frequency of a signal drops
too rapidly indicating that a wheel is about to lock, the control unit instructs a modulating device
to reduce hydraulic pressure to the brake at the affected wheel. When sensor signals indicate the
wheel is again rotating normally, the control unit allows increased hydraulic pressure to the
brake. This release-apply cycle occurs several times per second to “pump” the brakes like a
driver might but at a much faster rate. In addition to their basic operation, anti-lock systems have
two other things in common. First, they do not operate until the brakes are applied with enough
force to lock or nearly lock a wheel. At all other times, the system stands ready to function but
does not interfere with normal braking. Second, if the anti-lock system fails in any way, the
brakes continue to operate without anti-lock capability. A warning light on the instrument panel
alerts the driver when a problem exists in the anti-lock system.
CHAPTER 05:
DESIGN OF VIBRATORY ENERGY-RECYCLING HYDRAULIC
VIBRATION DAMPER

It is showed as figure 13 which is composed of nitrogen cavity, piston, piston rod, shell, rebound
valve, compression valve, inlet tube, outlet tube and so on. When automobile is vibrating and
vibration damper is being compressed, Piston 2 moves down, nitrogen cavity 1 is compressed
which being pressurized. Volume of oil cavity 3 above piston is increased and its pressure
decreased. Oil from storage tank enters into oil cavity 3 by inlet tube 6 and compression valve 5.
Damping force against suspension’s compression is engendered by compression valve 5’s
throttling to oil. Construction of compression valve 5 is special that its spring is rather soft and
its hole is rather tiny. Damping force against oil flow is not too high. Elastic elements produce
the best possible results of buffer function. When suspension and vibration damper are being
rebounded, piston 2 moves up. Volume of oil cavity 3 is decreased and its pressure increased.
Compression valve 5 is closed. Oil enters into energy accumulator by rebound valve 8 and outlet
tube 9. Rigidity and preload of rebound valve 8 is bigger than compression valve 5 and oil flow’s
section area in rebound travel is smaller than in compression travel. So maximum damping force
in is rebound travel vastly bigger than in compression travel. With pressure increasing in energy
accumulator, resistance against oil outlet is increased, and damping force is increased more and
more. Vibration damper give full play to its damping effect to protect elastic element from being
destroyed. N2 in nitrogen cavity 1 can decrease higher-mode vibration of wheels encountering
force of impact and decrease noise. It also has a certain buffer function.
FIGURE 14: MODIFIED DESIGN OF DAMPER SYSTEM
CHAPTER 6
CONCEPTUAL DESIGN OF NEW AUTOMOBILE POWER
HYDRAULIC BRAKING SYSTEM BY VIBRATORY ENERGY

CHAPTER 6.1

CONCEPTUAL DESIGN OF THE SYSTEM

The system is showed as Figure.14 which includes four vibration dampers, four energy
accumulators, hydraulic booster, one storage tank, four wheel cylinders, four electromagnetic
one-way valves, brake master cylinder, vacuum booster, brake pedal and loading sensing
pressure proportioning valve(LSPV). Vibration damper is composed of nitrogen cavity, piston,
piston rod, shell, rebound valve, compression valve, inlet tube, outlet tube and so on. Energy
accumulator contains relief valve and oil return tube. The electromagnetic one-way valves are
controlled by brake pedal. Hydraulic booster is composed of piston, pushrod, inlet valve, oil
return valve and so on.

FIGURE 15: CONCEPTUAL DESIGN OF BRAKING SYSTEM USING

VIBRATORY POWER.
CHAPTER 6.1:

ANALYSIS OF OPERATING SYSTEM

When automobile is vibrating and vibration dampers 2,21,26,31 are being compressed, Piston 3
moves down, nitrogen cavity 4 is compressed and being pressurized. Volume of oil cavity above
piston is increased and its pressure decreased. Oil from storage tank 10 enters into oil cavity by
inlet hole and compression valve 1. When suspension and vibration damper are being rebounded,
piston 3 moves up. Volume of oil cavity is decreased and its pressure increased. Compression
valve 1 is closed. Oil enters into energy accumulators 6,22,24,30 by rebound valve and outlet
hole 7 and accumulator inlet tube. With pressure increasing in energy accumulators 6,22,24,30,
resistance against oil outlet is increased, and damping force is increased more and more.
Pressurized N2 in nitrogen cavity can decrease higher-mode vibration of wheels encountering
force of impact and decrease noise. It also has a certain buffer function. Energy accumulators
6,22,24,30 accept pressurized oil from vibration dampers 2,21,26,31. When automobile needs
braking, driver presses on the brake pedal, electromagnetic one-way valves 9,20,23,29 are open.
Pressurized oil from vibration dampers 2,21,26,31 enters into wheel cylinders 8,19,25,28 by
energy accumulator outlet tube and electromagnetic one-way valves 9,20,23,29. At the same
time, pushrod 17 in hydraulic booster 13 closes oil return valve 14, opens filling valve 16.
Pressurized oil from vibration dampers 2,21,26,31 enters into hydraulic booster 13 by energy
accumulator outlet tube. Left cavity of servo hydraulic cylinder is opened to atmosphere and
right cavity is filled by pressurized oil. Pressure difference between left cavity and right cavity
produces a assisting power towards the left. Together with power from vacuum booster 12, the
assisting power drives master cylinder piston to move towards the left. The oil pressure of master
cylinder is increased. Pressurized oil from master cylinder also enters into wheel cylinders
8,19,25,28 by LSPV 22. It impels wheel brakes to produce braking force which reduce the speed
of automobile. Energy accumulators 6,22,24,30 are assembled close to wheel cylinders
8,19,25,28, so the oil pressure of wheel cylinders 8,19,25,28 are increased before master
cylinder’s pressure is increased which produces braking effect. Thereby, retardation time of
braking is reduced. When brake pedal 18 is loosened, oil from wheel cylinders 8,19,25,28 returns
storage tank 10 by LPSV 22 and master cylinder 11. Pushrod 17 in hydraulic booster 13 moves
towards the right and closes filling valve 16, opens oil return valve 14. Pressurized oil, from
hydraulic booster 13, returns storage tank 10 by oil return valve 14 and oil return tube. Energy
accumulators 6,22,24,30 contain relief valve 12 and oil return tube. When its pressure reaches
specified value, excess oil returns storage tank by relief valve 5 and oil return tube.
CHAPTER 6.2:

ANALYSIS OF FEATURES
The new automobile power hydraulic braking system by vibratory energy can recycle some
vibratory energy and convert to hydraulic energy which is used for automobile power braking
system. It can reduce brake pedal force, lower fatigue of drive, shorten retardation time of
braking, and enhance safety of braking. Comparing with existing technologies, the system has
the following features:

1) It can convert some vibratory energy into hydraulic energy.

2) It can reduce brake pedal force and lower fatigue of drive

3) It can shorten retardation time of braking, and enhance safety of braking.

4) Structure of the system is simple and easy to use. Its cost is low.

CHAPTER 6.3:

CONCLUSIONS
A new automobile power hydraulic braking system by vibratory energy is introduced which
includes four vibration dampers, four energy accumulators, hydraulic booster, one storage tank,
four wheel cylinders, four electromagnetic one way valves, brake master cylinder, vacuum
booster, brake pedal and loading sensing pressure proportioning valve(LSPV). Vibration damper
is composed of nitrogen cavity, piston, piston rod, shell, rebound valve, compression valve, inlet
tube, out let tube and so on. Energy accumulator contains relief valve and oil return tube. The
electromagnetic one-way valves are controlled by brake pedal. Hydraulic booster is composed of
piston, pushrod, inlet valve, oil return valve and so on. The braking system can recycle some
vibratory energy and convert to hydraulic energy which is used for automobile power braking
system. It can reduce brake pedal force, lower fatigue of drive, shorten retardation time of
braking, and enhance safety of braking.
APPENDICES
 REFERENCES
 Ding Zhi-hua, Lei Zheng-bao, Lei Mu-xi “Research on New Automobile Power
Hydraulic Braking System by Vibratory Energy”. 978-1-61284-459-6/11/$26.00
©2017 IEEE, pp.658-660.
 TANG Chuan-yin, ZHANG Tian-xia, “Evaluation of Ride Comfort of a vehicle”.
Journal of Vibration and Shock, pp. 158-161, September 2008.
 SHENSHEN SHI Fin al Thesis “AUTOMOBILE BRAKE SYSTEM” UAS.
PLAGARISM REPORT