FIESTA-16

A National Level Conference and Technical Fest on 30th April 2016 2016
Bahubali College of Engineering, Shravanabelagola

Design And Fabrication Of Automatic Pneumatic Bumper And

Braking System For Four Wheeler
Sammed M Kesti1, Dhananjaykumar J Upadhye2 , Sumeet A Bastawade3 and Wadkar Rasik Adinath4,
Department Of Mechanical Engineering, Bahubali College Of Engineering, Shravanabelagola.

Abstract The technology of pneumatics plays a major role
in the field of automation and modern machine shops and space
robots.. The aim is to design and develop a control system based
intelligent electronically controlled automotive bumper
activation and automatic braking system is called
AUTOMATIC PNEUMATIC BUMPER AND BRAKING
SYSTEM FOR FOUR WHEELER. This project consists of
Ultra-sonic transmitter and receiver circuit, Control Unit,
Pneumatic bumper system and braking system. The Ultra--
sonic sensor senses the obstacle. If there is any obstacle closer to
the vehicle (within 1.5 meter), the control signal is given to the
bumper activation system and also braking system
simultaneously. The pneumatic bumper and braking system is
used to protect the man and vehicle.
I. INTRODUCTION
A. BUMPER
A bumper is a structure attached or integrated to the front
and rear of an automobile to absorb impact in a minor
collision, ideally minimizing repair costs. Bumpers also have
two safety functions: minimizing height mismatches between
vehicles, and protecting pedestrians from injury.
Modern design practice is for the bumper structure on
automobiles to consist of a plastic cover over a
reinforcement bar made of steel, aluminum, fiberglass
composite, or plastic. Specialized bumpers, known as "bull
bars" or "roo bars", protect vehicles in rural environments
from collisions with large animals. However, studies have
shown that such bars increase the threat of death and serious
injury to pedestrians in urban environments, because the bull
bar is rigid and transmits all force of a collision to the
pedestrian, unlike a bumper which absorbs some force and
crumples. In the European Union, the sale of rigid metal bull
bars which do not comply with the relevant pedestrian-
protection safety standards has been banned.
1 2016 ISRASE ISBN: 978-93-84698-09-6
Bumpers offer protection to other vehicle components by
dissipating the kinetic energy generated by an impact. This
energy is a function of vehicle mass and velocity squared.
The kinetic energy is equal to 1/2 the product of the mass
and the square of the speed. In formula form: KE=
The impact force is given by the equation, F=
Where m = mass of the automobile
V = velocity of the automobile and
s = slow down distance
A bumper that protects vehicle components from damage
at 5 miles per hour must be four times stronger than a
bumper that protects at 2.5 miles per hour, with the collision
energy dissipation concentrated at the extreme front and rear
of the vehicle. Modern theories of vehicle crashworthiness
point in the opposite direction, towards vehicles that crumple
progressively. A completely rigid vehicle might have
excellent bumper protection for vehicle components, but
would offer poor occupant safety. Bumpers are increasingly
being designed to mitigate injury to pedestrians struck by
cars, such as through the use of bumper covers made of
flexible materials. Front bumpers, especially, have been
lowered and made of softer materials, such as foams and
crushable plastics, to reduce the severity of impact on legs.
B. AUTOMATIC BRAKING
Automatic braking is a technology for automobiles to
sense an imminent collision with another vehicle, person or
obstacle; or a danger such as a high brake or by applying the
brakes to slow the vehicle without any driver input. Sensors
to detect other vehicles or obstacles can include radar, video,
infrared, ultrasonic or other technologies. GPS sensors can
detect fixed dangers such as approaching the stop signs
through a location database.
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A National Level Conference and Technical Fest on 30th April 2016 2016
Bahubali College of Engineering, Shravanabelagola

Automatic braking by the system after sensing an obstacle TABLE I

can be executed in two modes. In collision avoidance, the
DOUBLE ACTING CYLINDER SPECIFICATIONS
collision is avoided by the automatic braking, but the driver
will not be warned in this type of system. There is a very Parameters Cylinder 1 Cylinder 2
good chance of wrongly interpreting the signals, especially in
Working pressure 0-10 bar 0-10 bar
the case of radars or lasers. So this is not so effective method
of automatic braking. In collision mitigation system, the Stroke length 100 mm 50 mm
sensors detect the possibility of collision but will not take
immediate action. A warning will be sent to the driver in the Rod diameter
form of a signal or a voice message. There is a threshold safe B. 3/2 SOLENOID VALVE
distance calculated by the system and if the driver fails to
respond even when the vehicle crosses that region, then only
brakes will be applied automatically. Many vehicles are
provided with the option of turning on or off the automatic
system based on their surroundings. In some automobiles
even though they cannot be completely disabled, they can be
limited to warning the driver about coming obstacle. Even
this emergency braking initiates ABS which helps the driver
to retain the control over vehicle without any skidding.
Automatic braking system is only effective if the mode of Figure 2. 3/2 solenoid valve
sensing the obstacles is reliable, or else any kind of false The directional valve is one of the important parts of a
interpretation may cause a lot of damage. pneumatic system. A solenoid valve is an
electromechanically operated valve. The valve is controlled
II. COMPONENTS AND DESCRIPTION by an electric current through a solenoid. In the case of a
two-port valve the flow is switched on or off, in the case of a
A. DOUBLE ACTING PNEUMATIC CYLINDER three-port valve, the outflow is switched between the two
outlet ports.
The cylinder is a Double acting cylinder one, which means TABLE II
that the air pressure operates forward and backward strokes.
The air from the compressor is passed through the 3/2 3/2 SOLENOID VALVE SPECIFICATIONS
solenoid valve which controls the pressure to required
Type 3/2
amount by adjusting its knob. A pressure gauge is attached to
the air storage tank for showing the pressure. Voltage 220V AC
Power 6VA
Working pressure 2-10 bar
Current 23A AC
C. AC Motor

Figure 1.Double Acting Cylinder

TECHNICAL DATA: Double acting pneumatic cylinder
stroke length-100 mm and 50 mm, 100 mm cylinder is used
for bumper actuation and 50 mm cylinder is used for braking
arrangement.

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A National Level Conference and Technical Fest on 30th April 2016 2016
Bahubali College of Engineering, Shravanabelagola

Figure 3. 3/2 AC Motor

An electric motor is an electrical machine that converts Figure 4. Air tank
electrical energy into mechanical energy. Electric motors are
used to produce linear or rotary force (torque). E. BRAKING SYSTEM
TABLE III
AC MOTOR SPECIFICATIONS

Rated power 0.25 HP

Type Single phase

AC Voltage 220-240V

Speed 1440 RPM

Pole 4

Mounting Foot Figure 5. Braking system

D. AIR STORAGE TANK
An air storage tank is a container designed to hold gases
or liquids at a pressure substantially different from the
ambient pressure. The compressed air is stored in air storage
tank, usually a large cylindrical steel container. From the air
tank, the compressed air is supplied to various systems for
use. A pressure gauge is provided on the air tank to monitor
the pressure of air.
A disc brake is a type of brake that use callipers to
squeeze pairs of pads against a disc in order to create friction
that retards the rotation of a shaft, such as a vehicle axle,
either to reduce its rotational speed or to hold it stationary.
The energy of motion is converted into waste heat which
must be dispersed. Hydraulic disc brakes are the most
commonly used form of brake for motor vehicles but the
principles of a disc brake are applicable to almost any
rotating shaft. As shown in the above figure a small single
acting cylinder is used to push the brake lever with its piston
rod connected to the brake lever. When the lever is pushed
brake is applied. The brake calliper is attached to the disc.

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A National Level Conference and Technical Fest on 30th April 2016 2016
Bahubali College of Engineering, Shravanabelagola

F. CONTROL UNIT

The control unit is a component of a computers central

processing unit that directs operations of a processor. It tells
the computers memory, arithmetic/logic unit and input and
output devices how to respond to a programs instructions.
a. P89V51RD2 Microcontroller (8051 Family)

The P89V51RD2 is an 80C51 microcontroller with 64 kB

Flash and 1024 bytes of data RAM. A key feature of the
P89V51RD2 is its X2 mode option. The design engineer can
choose to run the application with the conventional 80C51
clock rate (12 clocks per machine cycle) or select the X2
mode (6 clocks per machine cycle) to achieve twice the
throughput at the same clock frequency. Another way to
benefit from this feature is to keep the same performance by Figure 7. Pin diagram of P89V51RD2
reducing the clock frequency by half, thus dramatically
reducing the EMI. b. Ultrasonic sensor

The ultrasonic sensor is used to sense the obstacle and

measure the distance between the vehicle and the obstacle.
The ultrasonic sensor used is Ultrasonic Ranging Module
HC - SR04. Ultrasonic ranging module HC - SR04 provides
2cm - 400cm non-contact measurement function, the ranging
accuracy can reach to 3mm. The modules includes ultrasonic
transmitters, receiver and control circuit.

Figure 6. Block diagram of P89V51RD2

The Flash program memory supports both parallel
programming and in serial In System Programming (ISP).
Parallel programming mode offers gang-programming at
high speed, reducing programming costs and time to market.
ISP allows a device to be reprogrammed in the end product Figure 8. Ultrasonic sensor
under software control. The capability to field/update the
application firmware makes a wide range of applications Electric Parameters are as follows
possible. The P89V51RD2 is also In-Application TABLE IV
Programmable (IAP), allowing the Flash program memory to
be reconfigured even while the application is running. ELECTRIC PARAMETERS OF ULTRASONIC
SENSOR

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A National Level Conference and Technical Fest on 30th April 2016 2016
Bahubali College of Engineering, Shravanabelagola

Working Voltage DC 5 V reflected. These reflected ultrasonic rays are received by the
Working Current 15mA receiver.
Working Frequency 40Hz The receiver circuit receives the reflected rays and giving
Max Range 4m the control signal to the control circuit. The control circuit is
Min Range 2cm used to activate the solenoid valve. If the solenoid valve is
Measuring Angle 15 degree activated, the compressed air passes to the Single Acting
Trigger Input Signal 10uS TTL pulse Pneumatic Cylinder. The compressed air activates the
Echo Output Signal Input TTL lever signal pneumatic cylinder and moves the piston rod forward. Thus
and the range in the bumper is actuated. When the solenoid valve gets
proportion actuated the compressed air also goes to the small single
Dimension 45*20*15mm acting pneumatic cylinder and actuates it. If the piston moves
c. Relay forward, then piston rod which is connected to the lever of
the hydraulic disc brake pushes and hence the brake is
The relay module is an electrically operated switch that applied. The braking arrangement is used to brake the wheel
allows you to turn on or off a circuit using voltage and/or gradually or suddenly due to the piston movement. The
current much higher than a microcontroller could handle. braking speed is varied by adjusting the valve is called flow
There is no connection between the low voltage circuit control valve.
operated by the microcontroller and the high power circuit. The compressed air flow through the polyurethane tube to
The relay protects each circuit from each other. The each the flow control valve. The flow control valve is connected
channel in the module has three connections named NC, to the solenoid valve.
COM, and NO. Depending on the input signal trigger mode,
the jumper cap can be placed at high level effective mode
which closes the normally open (NO) switch at high level
input and at low level effective mode which operates the
same but at low level input. Working voltage is 5V and
current is 10A

III. WORKING PRINCIPLE

Figure10. 3D model of automatic pneumatic bumper and

braking system

IV. DESIGN CALCULATIONS

A. STOPPING DISTANCE CALCULATION

The total stopping distance of a vehicle is made up of 4
components. They are,
Human Perception Time
Figure 9. Block diagram of our project
Human Reaction Time
The ultrasonic circuit is to transmit the ultrasonic rays. If Vehicle Reaction Time and
any obstacle is there in a path, the ultra-sonic rays are Vehicle Braking Capability

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A National Level Conference and Technical Fest on 30th April 2016 2016
Bahubali College of Engineering, Shravanabelagola

The human perception time is how long the driver takes to Where, v = final velocity
see the hazard, and the brain realize it is a hazard requiring u = initial velocity
an immediate reaction. This perception time can be as long a = acceleration &
as to a second. s = braking distance
Human Reaction Time Once the brain realizes danger, the 2
human reaction time is how long the body takes to move the
a= 6.89
foot from accelerator to brake pedal. Again this reaction time
can vary from - of a second. Force, F = mass acceleration
Once the brake pedal is applied there is the vehicles = 22 (-6.89)
reaction time which depends on the brake pedal free-play, F = 151.58 N
hydraulic properties of the brake fluid and working order of F = 151.58 N
the braking system.
Since it is a automatic braking system the time taken to V. FABRICATION
actuate the solenoid valve after sensing the obstacle should A. FRAME
be taken into account. This time is called as the system As shown in fig.11 initially frame is constructed in
response time. The response time of our system is 1msec.so rectangular shape (900600) mm by welding angle bar. Then
the distance travelled in 1msec is very less hence it is the four angle bar of 600mm is welded to main rectangular
ignored. frame in order to mount all other components.
Total stopping distance = Human perception
distance human reaction distance
braking distance + distance covered in 1msec

Braking distance, DBraking = m

Where, v = Velocity before applying brakes
= coefficient of friction = 0.7 (for dry surfaces)
g = acceleration due to gravity (9.81 )

DBraking =
Braking distance, DBraking = 1.26 m
Here the human perception time and human reaction time
Figure 11. Frame
are equal to zero because it is an automatic braking system.
Total stopping distance = 1.26 m B. FRAME WITH AXLE AND WHEELS
Total braking distance = 1.26 Bumper actuation The axle is subjected to turning operation up to required
length diameter i.e. 20mm. Turning is done for seating the ball
bearing. Ball bearings are mounted on both end of the axle to
= 1.26 0.100
give support to the axle and reduce frictions for rotation. The
= 1.36 m wheels are mounted on both ends of the axle as shown in
Hence the sensors sensing range is set at 1.5 m figure 12.
B. IMPACT FORCE CALCULATION

Mass of the vehicle = 22 kg

Velocity of the vehicle = 15 = 4.167
Braking distance = 1.26 m
By motion equation
2as =
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A National Level Conference and Technical Fest on 30th April 2016 2016
Bahubali College of Engineering, Shravanabelagola

Figure 14. Assembling all the components

Figure 12. Frame with axle and wheels VI. COST FOR PROTOTYPE
TABLE V
C. DRILLING OPERATION COST FOR PROTOTYPE
Holes are drilled according to the dimension considered Components Quantity Unit Total
for prototype, in order to mount all other components as cost cost in
shown in figure 13. in Rs Rs
Double acting 2
pneumatic cylinder
100 mm 1400
stroke 1100 2500
50 mm stroke
Air storage tank 1 800 800
3/2 Solenoid valve 1 1200 1200
Wheel 4 200 800
Control unit - 3000 3000
Pressure gauge 1 350 350
Valve 1 250 250
Ball bearing 4 200 800
Figure 13. Drilling operation
AC Motor 1 1000 1000
D. ASSEMBLING ALL THE COMPONENTS Hydraulic disc brake 1 1000 1000
All the components are assembled at their proper position. Hose pipe 5 100 500
A proper mounting method is used to mount the components. Axle 2 200 400
L section - 1000 1000
Operations
Welding 26 25 650
Turning 6 80 480
Others - 2000
Travelling 2 - 2500
Total cost of fabricating automatic pneumatic bumper and
braking system is
Total cost = Material cost + Operation cost + Travelling cost
+ other cost
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A National Level Conference and Technical Fest on 30th April 2016 2016
Bahubali College of Engineering, Shravanabelagola

Total cost = 13600 + 1130 + 2500 + 2000

Total cost = Rs 19230

VII. CONCLUSION
Our main aim is to improve the prevention technique of
accidents and also reducing the hazard from accidents like
damage of vehicle, injury of humans, etc. This project work
has provided us an excellent opportunity to use our
limited knowledge. We are feeling that we have
completed the work within time successfully. This system
can be installed in both heavy duty as well as medium duty
vehicles. Hence by using this system the accidents and
damage to the vehicles can be minimized.

REFERENCES
Journals
[1]Intelligent Mechatronic Braking System,G.V. Sairam,
B. Suresh, CH. SaiHemanth, K. Krishna
sai,International Journal of Emerging Technology and
Advanced Engineering , Volume 3, Issue 4, April 2013
pp.100-105.
[2]Collision Control and Collision Avoidance Using
Ultrasonic Sensor, Anusha c, Dr. P. Venkataratnam,
International Journal of Current Engineering and
Scientific Research (IJCESR), Volume-2, Issue-7, 2015
pp.218-223.
[3] Automatic Hydraulic Bumper and Speed Limiting
System,Rohit P. Jain, Dr.V.Singh,IJSRD -International
Journal for Scientific Research & Development Vol. 3,
Issue 06, 2015 pp.357-361.
[4]Automatic Braking With Pneumatic Bumper
System,Jadhav N. D, Gulmire S.M, Ghutukade R.S,
Gaikwad A.S, Prof.Fegade S.G,IJSART, volume-1
Issue-5, MAY 2015 pp.258-260.
Text books
[1] S. Ramamrutham & R. Narayan, (1998) Strength of
Material, 12th Edition, pg.no 503-523
[2] J.B.K.Das, P.L.Srinivasa Murthy (2011) Design of
Machine Elements-2, Sixth Edition, pg.no 66-70 &
570-584
[3] Dr. K. Lingaiah. (2006), Machine Design Data
Handbook Volume-1, Fourth Edition.

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