Table of Contents
.Table of Contents 1. Abstract "2. Claims
3. Field of Invention
4. Objective of the Invention
5. Background
6. Existing System
7. Prior Art
8. Drawbacks in the Existing System
9. Abbreviations
10. A detailed description of the Invention
10.1. Assembly
JO. J J Calliper System
10.1.1.1. Callipers
10.1.1.2. Brake pads (Shoes)
10.1.1.3. Retainer Spring 10.1.2. Driving System
10.1.2.1. Fluid Coupling
10.2. Detailed Working
10.2.1 Factors Contributing InvPreventing Wheel Lock
10.2.1.1 Braking Force
10.2.1.2 Braking Torque 10.3./Theoretical Approach
10.^>l>Bra^ing;
1053.1X ^METHODS TO CALCULATE BRAKING PROPERTIRES i0^3.1.1.1. Force Method 10.3.1.1.2. Energy Method
10.3.1.2. Half Wheel Model
10.3.2. Modelling
10.4 Detailed Diagrams

3. Field of Invention
The present invention is a "Design of Novel Completely Mechanised Anti^Lock^Brakrhg System" using fluid Coupling to achieve braking torque reduction without Changing^braking
4. Objective of the Invention
This invention deals with the design and Manufacture^of low-cosrCompletely Mechanised
Anti-Lock Braking System using fluid Coupling whiclUsvsuitable /or almost all kinds of
braking system which uses brake disc.
5. Background
Most of the existing cars use fluid braking^systemrHere the force given by the brake pedal is transmitted to the brake piston. This force presses/the callipers against the braking drum or braking disc. Then the kinetic energyvoTthe^vehicle is dissipated as heat energy, which is due to the friction between the brake4isc (or^rake drum) and the calliper. This case of braking is introduced in automobile especially^ twoVheelers and four wheelers.
The first ABS system is^troducedin aerospace vehicles in 1945 after that it was recognized to implement in four wheelers anoWo wheelers
Most of the automobilejicGidents happen not because of the failure of the braking system but due to loss of control,vwhich happens when the driver applies hard brake. The major cause of loss in control i£when driver applies full brake to a vehicle at certain speed, the brakes locks the rotation ofxwheel but the vehicle does not decrease in speed, which means the vehicles ^tarts.fo-skid eventually the driver would no longer be able to control the vehicle. To prevent this "loclcing" of wheel, was invented the Anti-lock Braking system. Which means a system which works along with brakes to prevent the locking of the wheel and eventually skidding.

6. Existing System
- The existing ABS system is primarily an applied braking system which involves brake fluids either fluid or Pneumatic. The working is as follows, whenever during braking, if the wheel
- locks, the sensor which is attached to the wheel recognizes this and sends a message to the ECU unit. This ECU then triggers a valve which releases the fluid pressure and thus releasing the brakes which then releases "wheel lock" and once after release if the wheel reaches a speed above certain value ECU triggers compressor which increases the pressure of brake fluid and thus again actuating the braking force. Normally this cycle of actuating and releasjngjjEBrake takes place like 7 cycles/sec. A modern ABS antilock braking system is an^lectronic feedback control system, which greatly increases the ability of the driver and vehicle tojivoM^accidents on slippery roads and during hard braking circumstances.
7. Prior Art
The "Analysis of a New Mechanical Anti-Lock Brake System for TwWwheeled Vehicles" by
Cheng-Ping Yang, Tyng Liu (1). The principle of SABS^is^not the same as traditional ABS,
which uses periodic vibration to control the braking force. HojVever, through limiting the
braking pad force, it can prevent wheel lock-up. It is'shown.that this type of mechanical ABS
could be useful in some situations. However, the^overall braking performance will be reduced.
In 2000, Chen used a rotator to measure-rotational-speed-in order to control the braking force.
In 2002, Xu et al. applied a gear set to reg$ate the force of braking pressure as riders pull the
brake lever. In 2008, Huang designed/alSABS^(Safe Anti-lock Brake System) device, which
was designed especially for bicycle/A useVan'anti-lock spring set as well as a wedge brake
system to limit the maximum braking fbrcejn 2011, Lv et al. designed a driven wheel to rotate
with" the wheel. When the brake levervis^pulled with excessive force, rotational speed drop
immediately and the driyen'wlkel Wpulled back by the anti-lock spring in order to compensate
the braking force. ^v^ ^v
/^ ^V
"Design and Analysis of'a l^ovel Centrifugal Braking Device for a Mechanical Antilock
BrakingySystern^CbysMing-Shien Yang, Tyng Liu(2), tells about A new concept for a mechanical antilock Braking system (ABS) with a centrifugal braking device (CBD), termed a centrifugabABS^(C-ABS), is presented and developed in this paper. This new CBD functions ^a^a^brakeXinNvhich the output braking torque adjusts itself depending on the speed of the outpurrotationr

8. Drawbacks in the Existing System
1. The ABS have full control in modulating the brake line pressure independent of the pedal force. ^ fluid.brakin^ljke pneumatic or hydraulic. 3. High chances for Longer stopping distances due to possible system errors.

4. Experienced drivers can often brake better manually than with ABS brakes.
5. Laborious Maintenance procedures.
6. ECU in many cases compromises stopping distance to vehicle stability.
7. On loose gravel or snow cover surfaces ABS may be achieve wheel lock.
8. The Entire system is fragile.
9. Abbreviations
ECU - Electronic Control SABS - Safe Anti-Lock CMABS -X^Gomplete
Unit Braking System Mechaniseck Anti-Loi
Braking System^ \>^
10. A detailed description of the In^entioiKv/
10.1. Assembly The entire brake assembly can be subdivided into three subsystem namely
1. Calliper System
2. Brake Disc
3. Driving System

10.1.1 Calliper System
-10.1.1.1. Callipers
This system has two callipers each of which houses the path or grove through which the brake •pad can oscillate radially along with the brake disc. These callipers are fitted such that one end is attached along the centre of the brake disc.
10.1.1.2. Brake pads (Shoes) O (tL^-^—'
These are the actual brake pads that are forcedligauist the brake disc that contribute to that actual restriction against the rotation pCthe wheel/which in turn develops the braking torque that brings the automobile to rest. £\ \Vy^
These brake pads also have protrusions that would fit in the calliper groves so that movement is restrained only in the radial direction^
Also, these brake pads haye^the provision to hold the pull thread to pull the brake pads radially
outwards. fF^> \V,^

10.1.1.3. Retainer Spring
If the pull thread is responsible for the radially outward movement of the brake, this retainer spring is responsible for the radially inward movement of the brake.
This retainer spring fits inside the calliper's grove. And the pull thread goes through this .spring.
10.1.2. Driving System *^
This system is responsible for actuating the brake pad movement with the lock of the wheel.
10.1.2.1. Fluid Coupling t^^^
A fluid coupling is an individual system of itself, which can take in rotation and gives out the
rotation. O C.J—^—^
£\ ^
The turbine drives the fluid inside the coupling, thistfluid in high pressure drives the impeller
back. f^ Vv~*
In this system, the impeller is driven by avshaft from the brake disc, then the output turbine has a screw, on which the pull thread getsxwhirled on.

10.2. Detailed Working
The proposed invention deals with only mechanical units and achieves the Anti-Locking Braking system. The major component which helps in achieving anti-locking property is the fluid coupling. The Input of this fluid coupling is driven by the wheel through the brake disc whereas output controls the radial position of the braking pad to the brake disc.
The relation between fluid coupling's input speed and brake-pad position is such that within
the specified positions the higher the speed of input the outer the brake pad would'be and vice
versa. VT^^"^
So, the operation would be as follows, when the vehicle starts from resWfie brake pad would
be at the innermost position and once the vehicle reaches cruise speed>theJbrake^padvwould
be at the outermost position. \J\ J J
During normal braking, where the speed of the vehicle decreases gradually, deposition of the brake pad also moves gradually. Whereas during hard braking where the speed of the wheel becomes almost zero but not the speed of the vehicle, which is the case of skidding caused by wheel-lock, the input speed of fluid coupling becomes zenxand so the'brake pad moves to the innermost position reducing the braking torque and braking force; which prevents the wheel-lock. The wheel lock is prevented by two factors, recluction(not^elimination) of braking force and reduction in braking torque. This system is failVproof because failure in the system would only fail only anti-locking system, but (the actualbraking.system remains intact, which is not the case of other systems whereas in other/systenr anti-locking is achieved by instantaneously removing the braking force directly untiLthe wheel speed is regained, so a failure in the system results in failure of the braking system. NX y
X\\ V
In existing systems anti-lockingns, achieved by releasing the braking force, the instance the wheel lock is detectedAvhich results in-peak and fall of braking force, whereas in this system braking torque is reduced^withourthe/elimination of the braking force, above that the braking force and braking torque^are directly and quantitatively related to the wheel speed, so this results in a gradual reductiorKry'speed, which improves the braking distance.
The working is^explainedlis follows,
1. When^he^ehicle is at rest the brake pad is in the centre most position

2. As the vehicles start to move the brake disc also rotates at the same rate as the wheel which then drives the input shaft of the fluid coupling
3. This input of power is then transferred to the output of the fluid coupling
4. This output shaft rotation winds the pull thread on it.
5. This winding of pull-thread pulls the brake outwards radially

6. This brake pad now reaches outer most position once the rotation'reaches above certain speed and remains there. £\ \7. Now when the brake is applied, the callipers are brought close together,
8. This forces the brake pad to be forced against the brake^disc, which restricts the rotation of the disc, which in turn restricts the rotatiomof the whee'K
9. This reduced rotation speed of the wheel decreases the input power to the fluid coupling.
10. This reduced input power to the4 fluid^couplingjriso reduces the output power of the fluid coupling and thus reducing thepultinpull-thread.
11. Now as the speed of the wheel falls rJelbw certain speed the pull in thread will no longer be enough to hold the Brake pad'atxthe outermost position against the retainer spring.
12. So, the brake pad starts to.move'downwards towards the centre.
13. Now as the brake pad moves towards the centre the braking force, which is due to the
brake applied on^he.brake pedal by the driver, the distance between point of application
of force and axis^offrotatiorr-of disc the braking torque gets reduced, also the distance
between the calliper hingeland normal force of brake pad increase, the normal force on
brake pad deceases reducing the braking force.
14. Which fardier reduces the speed and the brake pad continues to move downwards
15. Once the^rotation stops the brake would have moved back to the lower most position
16. IfCthe applied^brake had been panic-brake or Hard-brake the wheel lock happens, and 0\the rotation^stops immediately, and the brake pad would have moved downwards swiftly
\\ reducingThe brake torque and eventually removing the wheel lock

10.2.1 Factors Contributing In Preventing Wheel Lock 10.2.1.1 Braking Force
a : Distance between point of application of applied for and calliperNhingecentrex
b : Distance between brake — pad centre and calliper hinge centre \\*-/
In energy method this energy must dissipated to atmospftere 10.3.1.2. Half Wheel Model . \f For Dynamic studies of vehicles, a half wheel modelstrategy is used. In this strategy the force on single wheel acting alone is studied, thi|>is BasecTon the assumptions like
• Forces acting on the wheels arefeiini-lar hrall wheels
• Forces are additive in nature ^Os. \X
• Forces tend to act over a/single poimVof action
• Wheel have single point of contact
Basic equation ^Ov ^\V
lO^^Mrfdelling
The modelling has been done based on the following assumptions
• Brakes Are applied only after the accelerator is released. This means that the only force that make the wheel to move is the inertia.
• The design has been made only for the panic braking.
o Panic braking means whenever a drive notices an unkindly event on the course of travel, he tries to stop the vehicle immediately and in the attempt of so he would
LATENT oW% t^^RfWfi^*!^®^^ 21 1 4"= 3 5

• Brakes are designed for the sole purpose of locking the wheel. Even though the aim of ABS system is to prevent it, the designing is done to lock all the four wheels
• Most of the automobile brakes are designed with a braking lever so the maximum possible braking force is by the travel of the lever to its maximum position, and it is given with an positive stopper to prevent further travel which is also to prevent the slagging of brake components.
si
0.4 Detailed Diagrams
SI. No. Drawing no Drawing Name

1 CMABS-01 General Assembly
2 CMABS-02 Caliper system
3 CMABS-03 Caliper
4 CMABS-04 Shoes
5 CMABS-05 Spring
6 CMABS-06 Disc
7 | CMABS-07 Coupling

2. Claims
1. Unlike conventional ABS where the brake force is removed only durihgwheel lock, the braking torque and braking force is reduced in accordance with the wheel speed and not necessarily the wheel lock
2. Suitable for
a. any methods of braking, pneumatic, fluid, wired braking.
b. not just for automotive but any braking system which involves brake discs
3. This system ensures
a. linear reduction in braking force.
b. reduction in braking torque,quadratic.
c. increase and decrease of braking torque are always gradual and not sudden
d. brake force never becomes zero or negative and keeps acting in the entire cycle
of operation
e. braking effort is directly^proportional to the wheel rotation speed
4. This invention gives smooth braking experience for driver without pumping feedback as case of conventional ABS
5. Anti-Locking action occurs for almost all range of speeds and braking force applied by the driver
6. Failure in the system would only cause failure in Anti-locking property
7. The Movement of brake pad helps in cooling of the brake disc portion by exposing it to atmosphere ancl thus enabling higher braking efficiency, friction coefficient, life of brake pad.