SEMINAR REPORT 2019 AUTOMATIC BRAKE

FAILURE INDICATOR

CHAPTER 1
AUTOMATIC BRAKE FAILURE INDICATOR
1.1 INTRODUCTION
Car safety is the avoidance of automobile accidents or the minimization
of harmful effects of accidents, in particular as pertaining to human life and
health. Special safety features have been built into car’s occupants only, and
some for the safety of others. Though the world is getting modernized, we
have to face so many problems. One of such problems is accidents. One of the
thing that everyone tried to avoid is while traveling is accidents, and
sometimes it is inevitable. Now- a-days we can see accidents in every nook
and corner of the world. It results in the death of thousands of lives. In foreign
countries they take remedial measures for the prevention of accidents but our
country like India takes less action against the prevention of accidents.. When
the driver brakes they are actually pushing a plunger into the master cylinder,
which in turn pushes brake fluid through tubes and hoses to brake all the
moving units in the vehicle. So many other devices are there to predict brake.
With the passage of time, today’s generation is growing up with the
dreams of high speed vehicles. The problem is that as the birth ratio is
increasing, the accidents are getting in number which is one of the major
problem faced in this era and it would be rapidly increasing in the coming
period. So, everyone tries to avoid accidents while travelling but sometimes it
is unavoidable. Accidents are happening at each nook of the streets around the
world.

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SEMINAR REPORT 2019 AUTOMATIC BRAKE
FAILURE INDICATOR

Lakhs of life result in death as an aspect of these accidents. As the population

is increasing, the number of vehicles are increasing in the same proportion.
Which suggests there needs a lively hood of the brakes giving out.
The condition of brakes is regularly monitored by the brake failure indicator
circuit. The brake failure condition is sensed by the sensors attached to the
circuit through monitoring the brake switch. So, when the brake is applied it
shows the condition of brake every time.

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SEMINAR REPORT 2019 AUTOMATIC BRAKE
FAILURE INDICATOR

CHAPTER 2
BRAKING SYSTEMS
The basic function of a brake in a power transmission system is to stop
and/or hold the load. There are many reasons to use brakes; most reasons are
related to improved productivity or safety. Brakes are frequently used to
control deceleration, provide accurate positioning, or increase cycle rates,
thereby improving productivity. Brakes can also be used for tensioning. The
so called “fail-safe” type brake* like the cost-effective S tearns spring-set
electrically released disc brake has an added feature. Because the brake is set
by shutting off electric power, it will automatically set when there is a power
failure.
There are many types of braking systems that can be used with a power
transmission system. Each of these types can be placed into one of the
following categories:
• Internal braking
• External braking
Internal braking systems generate torque by converting the electric
motor into a braking device. Internal brakes use electrical switch gear and
electronic circuitry to perform the braking.
2.1 BRAKES
A brake is a mechanical device which inhibits motion. The rest of this
article is dedicated to various types of vehicular brakes. Most commonly
brakes use friction to convert kinetic energy into heat, though other methods
of energy conversion may be employed. For example regenerative braking
converts much of the energy to electrical energy, which may be stored for later

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FAILURE INDICATOR

use. Other methods convert kinetic energy into potential energy in such stored
forms as pressurized air or pressurized oil. Eddy current brakes use magnetic
fields to convert kinetic energy into electric current in the brake disc, fin, or
rail, which is converted into heat. Still other braking methods even transform
kinetic energy into different forms, for example by transferring the energy to
a rotating flywheel. Brakes are generally applied to rotating axles or wheels,
but may also take other forms such as the surface of a moving fluid (flaps
deployed into water or air). Some vehicles use a combination of braking
mechanisms, such as drag racing cars with both wheel brakes and a parachute,
or airplanes with both wheel brakes and drag flaps raised into the air during
landing.
Since kinetic energy increases quadratically with velocity ( ), an
object moving at 10 m/s has 100 times as much energy as one of the same
mass moving at 1 m/s, and consequently the theoretical braking distance,
when braking at the traction limit, is 100 times as long. In practice, fast
vehicles usually have significant air drag, and energy lost to air drag rises
quickly with speed.
Almost all wheeled vehicles have a brake of some sort. Even baggage
carts and shopping carts may have them for use on a moving ramp. Most
fixedwing aircraft are fitted with wheel brakes on the undercarriage. Some
aircraft also feature air brakes designed to reduce their speed in flight. Notable
examples include gliders and some World War II-era aircraft, primarily some
fighter aircraft and many dive bombers of the era. These allow the aircraft to
maintain a safe speed in a steep descent. The Saab B 17 dive bomber used the
deployed undercarriage as an air brake.

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SEMINAR REPORT 2019 AUTOMATIC BRAKE
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Friction brakes on automobiles store braking heat in the drum brake or

disc brake while braking then conduct it to the air gradually. When traveling
downhill some vehicles can use their engines to brake. When the brake pedal
of a modern vehicle with hydraulic brakes is pushed, ultimately a piston
pushes the brake pad against the brake disc which slows the wheel down. On
the brake drum it is similar as the cylinder pushes the brake shoes against the
drum which also slows the wheel down.

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SEMINAR REPORT 2019 AUTOMATIC BRAKE
FAILURE INDICATOR

CHAPTER 3
TYPES OF BRAKES
Depending on the vehicle, there are several types of brake systems. As
an example, many modern passenger cars use an antilock braking system,
whereas semi-trucks and trailers may require an air braking system.
Disc Brakes: A friction system which basically uses a wheel brake to
slow down or to stop the rotation of the automobile’s wheels; brake pads are
pressed against the brake’s rotor with a set of calipers.
Drum Brakes: A friction system using a set of brake shoes or pads to
press against a brake drum of the wheels of the vehicle.
Single-Circuit Hydraulic Brakes: A master or primary cylinder fed
by a reservoir of hydraulic brake fluid and connected by a system made up of
metal pipes and rubber fittings attached to wheel cylinders; each wheel is
having an opposing pistons on band or drum brake; pressure is produced to
push pistons apart and force brake pads into wheel cylinder
Dual-Circuit Hydraulic Brakes: consists of a command circuit which
is activates when the brakes are pressed and a second circuit controlled by the
vehicle’s computer that calculates applied force and applies it to the hydraulic
pump system.
Brake-by-wire: A system consisted of electronic wires that, when
brake pedal is pressed or pushed, measures electrical resistance and sends the
signals to the car’s computer, which here calculates the applied force and
applies it to the hydraulic pump system.
Antilock Braking System (ABS): An electrical control unit, hydraulic
actuator and individual wheel speed sensors that work together to prevent the

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brakes from locking up when they are “slammed on” by rapidly pumping
brakes when a potential lockup is detected by the system, each wheel is
controlled individually to maintain traction between the wheels and the road.
Power Brake Booster: A system utilizing the vacuum power which is been
produced in an engine naturally to amplify the pressure applied by the driver’s
foot to stop even very heavy vehicles.
Air Brakes: A system using air instead of using the hydraulic fluid to
slam a standard disc or drum brake, it is usually used in buses, trucks, trailer
and other heavy vehicles.
Advanced Emergency Braking System (AEBS): An autonomous
safety system that uses the sensors to monitor a vehicle’s proximity to others
in the area near or surrounding and automatically applies emergency braking
mechanisms to avoid collision about to happen.
Parking Brakes- A parking brake allows for a vehicle to stay in the
same place when parked on an incline or flat surface, and prevents free rolling
of the vehicle when it is not in operation. The parking brake is usually
operated by a small pedal near the driver’s side door below the steering
column, or by a lever in the center console, either requiring mechanical force
to operate. Usually, the cable used in a parking brake will bypass the service
braking system to ensure the vehicle is able to stop in the event of service
brake failure.
Emergency Brakes- The emergency brakes are as same as that of
parking brakes, so the mechanisms used to control are the same for both the
brakes. The difference in both the terms is situational, and the way the vehicle
responds when using the parking brake as an emergency brake can be
completely different than the use of service brakes.

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SEMINAR REPORT 2019 AUTOMATIC BRAKE
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When the parking/emergency brake is applied by the driver, the cable

connecting the device and the brake system passes to an intermediate lever,
which causes the force to increase while passing through a part called an
equalizer. The equalizer then splits the cable in two, and divides the force
between the rear wheels equally to slow the automobile.
Because the emergency brakes are only applied to the rear wheels, when they
are used when a vehicle is in motion, it is likely that the brake balance of the
car may be upset, which can result to loss of control. It is also possible that
the force applied by the emergency brake may not be enough or sufficient to
stop the vehicle. Emergency brakes are meant for use in cases of service brake
failure as a means of backup.
Brakes may be broadly described as using friction, pumping, or
electromagnetics. One brake may use several principles: for example, a pump
may pass fluid through an orifice to create friction:
• Frictional brakes are most common and can be divided broadly into "shoe"
or "pad" brakes, using an explicit wear surface, and hydrodynamic brakes,
such as parachutes, which use friction in a working fluid and do not explicitly
wear. Typically the term "friction brake" is used to mean pad/shoe brakes and
excludes hydrodynamic brakes, even though hydrodynamic brakes use
friction.
Friction (pad/shoe) brakes are often rotating devices with a stationary
pad and a rotating wear surface. Common configurations include shoes that
contract to rub on the outside of a rotating drum, such as a band brake; a
rotating drum with shoes that expand to rub the inside of a drum, commonly
called a " drum brake", although other drum configurations are possible; and
pads that pinch a rotating disc, commonly called a " disc brake". Other brake

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configurations are used, but less often. For example, PCC trolley brakes
include a flat shoe which is clamped to the rail with an electromagnet; the
Murphy brake pinches a rotating drum, and the Ausco Lambert disc brake
uses a hollow disc (two parallel discs with a structural bridge) with shoes that
sit between the disc surfaces and expand laterally.
• Pumping brakes are often used where a pump is already part of the
machinery. For example, an internal-combustion piston motor can have the
fuel supply stopped, and then internal pumping losses of the engine create
some braking. Some engines use a valve override called a Jake brake to greatly
increase pumping losses. Pumping brakes can dump energy as heat, or can be
regenerative brakes that recharge a pressure reservoir called a hydraulic
accumulator .
• Electromagnetic brakes are likewise often used where an electric motor is
already part of the machinery. For example, many hybrid gasoline/electric
vehicles use the electric motor as a generator to charge electric batteries and
also as a regenerative brake. Some diesel/electric railroad locomotives use the
electric motors to generate electricity which is then sent to a resistor bank and
dumped as heat.
Some vehicles, such as some transit buses, do not already have an electric
motor but use a secondary "retarder" brake that is effectively a generator with
an internal short-circuit. Related types of such a brake are eddy current brakes,
and electro-mechanical brakes (which actually are magnetically driven
friction brakes, but nowadays are often just called “electromagnetic brakes”
as well).

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SEMINAR REPORT 2019 AUTOMATIC BRAKE
FAILURE INDICATOR

CHAPTER 4
CHARACTERISTICS
Brakes are often described according to several characteristics including:
• Peak force – The peak force is the maximum decelerating effect that can be
obtained. The peak force is often greater than the traction limit of the tires, in
which case the brake can cause a wheel skid.
• Continuous power dissipation – Brakes typically get hot in use, and fail
when the temperature gets too high. The greatest amount of power (energy
per unit time) that can be dissipated through the brake without failure is the
continuous power dissipation. Continuous power dissipation often depends on
e.g., the temperature and speed of ambient cooling air.
• Fade – As a brake heats, it may become less effective, called brake fade.
Some designs are inherently prone to fade, while other designs are relatively
immune. Further, use considerations, such as cooling, often have a big effect
on fade.
• Smoothness – A brake that is grabby, pulses, has chatter, or otherwise exerts
varying brake force may lead to skids. For example, railroad wheels have little
traction, and friction brakes without an anti-skid mechanism often lead to
skids, which increases maintenance costs and leads to a "thump thump"
feeling for riders inside.
• Power – Brakes are often described as "powerful" when a small human
application force leads to a braking force that is higher than typical for other
brakes in the same class. This notion of "powerful" does not relate to
continuous power dissipation, and may be confusing in that a brake may be

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"powerful" and brake strongly with a gentle brake application, yet have lower
(worse) peak force than a less "powerful" brake.
• Pedal feel – Brake pedal feel encompasses subjective perception of brake
power output as a function of pedal travel. Pedal travel is influenced by the
fluid displacement of the brake and other f actors.
• Drag – Brakes have varied amount of drag in the off-brake condition
depending on design of the system to accommodate total system compliance
and deformation that exists under braking with ability to retract friction
material from the rubbing surface in the off-brake condition.
• Durability – Friction brakes have wear surfaces that must be renewed
periodically. Wear surfaces include the brake shoes or pads, and also the brake
disc or drum. There may be tradeoffs, for example a wear surface that
generates high peak force may also wear quickly.
• Weight – Brakes are often "added weight" in that they serve no other
function. Further, brakes are often mounted on wheels, and unsprung weight
can significantly hurt traction in some circumstances.
"Weight" may mean the brake itself, or may include additional support
structure.
• Noise – Brakes usually create some minor noise when applied, but often
create squeal or grinding noises that are quite loud.

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SEMINAR REPORT 2019 AUTOMATIC BRAKE
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CHAPTER 5
HOW DOES BRAKE SYSTEM WORKS
The brake pedal, on which you apply the pressure to stop or slow down
our vehicle, is connected by levers and rods to the brake booster or can be
called as brake amplifier. The brake booster/amplifier multiplies and transfers
the resultant force produced by stepping on the brake pedal to the master or
primary cylinder. In turn, the master or primary cylinder uses that amplified
force by the lever to pressure the brake fluid from its reservoir through
hydraulic lines toward the front and rear brakes that are mounted on the
wheels of the vehicle.
The hydraulic pressure that reaches to each wheel’s brake is then used
to create friction in order to slow down and to stop the vehicle. The harder
you push on the pedal, more the pressure is applied to the brakes, and after a
certain period locking the wheels – that is in the case your vehicle is not
equipped with an Antilock Braking System (ABS). More precisely, in
conventional braking system (without ABS), the hydraulic pressure is applied
to the wheels through proportional valves that distribute pressure the pressure
or the brake fluid accordingly to weight distribution on each wheel.
Note that brake fluid has a slippery oily feel and having no smell or odor when
new. As it ages, the fluid changes into smoky brown from the water and
various contaminants that collect in the system with the usage.
Disc Brakes - In a conventional disc brake (usually located in the front
wheels of the vehicle), the brake fluid is pumped through a hydraulic line
toward the hydraulic caliper. The caliper is fitted with a pair of brake pads
made up of fiber that grabs a spinning metal disk so called rotor – attached to

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the front axle in order to slow down or to stop the vehicle. The pads are always
in contact with the rotor, it is necessary that they are periodically checked and
adjusted in order to detect any sign of wear or damage to the pads.
Drum Brakes - A basic drum brake (usually located at the rear of the
vehicle) consists of a rotating drum that is attached to the wheels of the
vehicle, and two expanding brake shoes. The brake shoes are so arranged that
when the brake is applied they both are expanded in the opposite direction
with respect to each other towards the drum of the wheels. The brake shoes
are basically made up of the curved metal pads that is equipped with a fiber
lining on the outer side of the arc of the brake pads. They are located at the
non-rotating part of the wheel. When the brake pressure is applied at the brake
pedal by the driver, the brake fluid goes through the hydraulic pipes of the
brake system towards the wheel cylinder located at the brake shoes, which is
then expands the brake shoes towards the outer side of the brake shoes and
comes in contact with the inner side of the brake drum and due to this contact
of brake shoes and drum, friction is created between them i.e. the rotating part
and the non-rotating part of the wheel which slowdowns the vehicle and stops
it after some time.
Antilock Braking System (ABS) - The Antilock Braking System is
basically used in order to prevent the wheels from “locking up” when the
brake is applied by the driver. It is located between the brake master cylinder
and the wheels of the vehicle. Its basic purpose is to prevent instability of the
vehicle in the extreme braking condition. ABS modulates the fluid pressure
applied on each of the front and rear wheels depending upon their speed and
the weight shared by them which avoids the locking up condition of the wheel
which is not possible in the conventional Braking System. ABS constantly

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monitors each wheel through an electronic wheel sensor while in normal

braking system brake fluid pressure is restored from the hydraulic pipes when
there is no longer possibilities of the wheel locking up. While turning the
vehicle, speed of inner wheels is slower than that of outer wheels and thus
antilock system releases the pressure from the inner wheels of the vehicle.
Even if the system is failed due to any reason, it is displayed with an indicator
on the front panel in front of the driver and along with that brake shoes are
also equipped with sensors in the Ant locking Braking System which
constantly keep a check on brake shoe so if that brake shoe wears off it will
notify the system so that it could be replaced.
Emergency Brake – Each and every vehicle consists of an Emergency
Braking System that is fully independent from the main braking system of the
vehicle. The emergency brake expands the shoe of the brake in case of drum
brakes and compresses the shoe of the brake in case of disc brakes for the rear
wheels of the vehicle.

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SEMINAR REPORT 2019 AUTOMATIC BRAKE
FAILURE INDICATOR

CHAPTER 6
BRAKE FAILURE INDICATOR
With the passage of time, today’s generation is growing up with the
dreams of high speed vehicles. The problem is that as the birth ratio is
increasing, the accidents are getting in number which is one of the major
problem faced in this era and it would be rapidly increasing in the coming
period. So, everyone tries to avoid accidents while travelling but sometimes it
is unavoidable. Accidents are happening at each nook of the streets around the
world.
Lakhs of life result in death as an aspect of these accidents. As the
population is increasing, the number of vehicles are increasing in the same
proportion. Which suggests there needs a lively hood of the brakes giving out.
The condition of brakes is regularly monitored by the brake failure indicator
circuit. The brake failure condition is sensed by the sensors attached to the
circuit through monitoring the brake switch. So, when the brake is applied it
shows the condition of brake every time.
There are several limits that must be keep in mind while driving a
vehicle. The brake failure indicator circuit contains many electrical as well as
electronic equipment such as LED, sensors, piezo buzzers, ICs, transistors,
etc.
The brake failure indicator are used to avoid major damage. It is a main
advantage of brake failure indicator, and it operate in automatic mode that
make it easy to use. At present many other instrument or system can be used
to warn before any accident condition but it is only use to monitor the braking

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system or any disturbances in electrical circuit of the braking system when the
brake is applied to stop or slow down the vehicle.
Automatic Brake Failure Indicator uses sensors for constant monitoring
of the braking switch and gives the whole condition of braking system of the
vehicle. Many problem occur while using automatic braking system like some
says hydraulic pipes are not connected tightly and temperature of braking
system increases, it can give adverse effect on brake pad and the rotor.
6.1 Objectives:
The main objective is to avoid accidents. The specific objectives are:
 For the protection of lively hood.
 To reduce accidents of trains and boats due to the brake failure.
 To sense the change in hydrolytic pressure.
 In order to indicate the failure of brake switch.
 It can operate and monitor all the moving units in the vehicle.
 It can sense the leakage of the fuse.
 To connect the audio visual indicator with a sensor.
 To measure the pressure of braking fluid.
 To keep a check on whether the brake is working or not.

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SEMINAR REPORT 2019 AUTOMATIC BRAKE
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CHAPTER 7
WORKING PRINCIPLE
The braking system of a car is undoubtedly one of its more important
feature. The aim of this work is to create a better braking system with
indicator. Brake failure occurs only because of worn out of brake shoe and cut
in liner. It consists of two sensors. One sensor is connected with the brake
shoe. The other sensor is the brake liner. The signal from the two sensors is
given to a microcontroller. When the brake shoe is worn out, the sensor senses
signal to the microcontroller. Also if the brake liner is cut, the sensor sends
signal to the microcontroller. The micro controller analyses the signal and
operates the corresponding indicator. It nothing wrong, green indicator will
glow and when break failure signal fault detected red indicator will glow and
automatically activated external mechanical brakes used to avoiding the
accident. The system automatically stops vehicle, when the IR sensor
detecting the parts of the operator inside the machine.
7.1 How Brake Failure Works?
As drivers, we need both of these features as much as we need to
breathe in and out. If you've ever been in a vehicle that did not stop, you know
the sheer terror that brake failure can cause. Whether your vehicle is equipped
with disc or drum brakes, you expect them to work when you hit the brake
pedal.
Brakes can't talk -- or can they? If you're not distracted with chatter or music,
you might hear your brakes trying to tell you when something's wrong. Brakes
have their own language; they squeal, click, squeak and grind. You need to

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listen carefully to their noises rather than ignore them and hope the sounds
will magical.

Figure 7.1 Disc brake

The easiest way you can avoid brake failure is by maintaining the
vehicle regularly and being attentive to any changes in performance. Because
a vehicle's brake system involves many components along the entire length of
the vehicle, any number of things can go wrong. Calipers, drums and brake
pads, Let's say that despite your attentive care of th e vehicle, the brakes begin
to fail. What dangers might you and your passengers face, and h ow can you
prepare for them? What will you do if you are towing a boat or trailer and
experience brake failure? How can a runaway truck ramp help if your brakes
stop working? In this article, we'll investigate the answers to these questions,
explaining everything you need to know along the way.
7.2 Brake Pads Working
There's a lot more to effectively using your car's braking system then
simply stomping on the pedal when a squirrel darts out in front of you. The
braking systems of cars, trucks and motorcycles are made up of a number of
parts that translate the driver's actions into physical force that stops the car.

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One of those brake parts is your vehicle's brake pads. Brake pads are a key
brake part because they are the component that contacts and applies pressure
and friction to a vehicle's brake rotors -- those flat, shiny discs that you can
sometimes see just behind the wheels of some vehicles.

Figure 7.2 disc pads

The pressure and friction applied to the brake rotor is what slows and
stops the wheel. Once the wheels stop turning, the vehicle stops moving, too.
Though the role of brake pads as braking parts is pretty simple, the brake pads
themselves are anything but. Because of how fast a vehicle's wheels rotate and
how much a typical car or truck weighs, brake pads undergo extreme stress
every time you slow down or come to a stop. Think about it: Would you want
to grab and hold on to a heavy metal disc that was spinning really fast?
Imagine slowly squeezing that disc until the vehicle rolls to a halt -- it's a
thankless job, but brake pads do it repeatedly for thousands and thousands of
miles without complaint.
7.3 Brake Controllers Working
If you've ever gone roller skating at the rink with a large group of
friends, you might very well have started a train. With everyone in single file
and holding onto the person in front of him or her, the train continues in a
circle around the rink. As long as everyone skates together at the same relative
speed, the line will move along safely.

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Figure 7.3 brake controller

The group can't go on skating in circles forever, of course. So when
someone needs to take a break, the best way the whole train can slow down at
the same time is if the person at the front of the line sends a signal to rest of
the skaters to slow down. This way, each skater stops at about the same time,
avoiding any collisions. If the front skater had decided to stop on his own
without letting those behind him know of his decision, the full force of the
train's momentum would cause his fellow skaters to crash into him, creating a
massive pileup and probably tripping up any nearby strangers. You can think
of a truck towing a trailer in a similar way.

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CHAPTER 8
CIRCUIT DESCRIPTION AND PARTS

Figure 8.1 Connection Diagram

Here is a brake failure indicator circuit that constantly monitors the
condition of the brake and gives an audio-visual indication. When the brake
is applied, the green LED blinks and the piezobuzzer beeps for around one
second if the brake system is intact. If the brake fails, the red LED glows and
the buzzer stops beeping. Brake failure indicator circuit that constantly
monitors the condition of the brake and gives an audio-visual indication.
When the brake is applied, the green LED blinks and the piezobuzzer beeps
for around one second if the brake system is intact. If the brake fails, the red
LED glows and the buzzer stops beeping.
The circuit will work only in vehicles with negative grounding. It also
gives an indication of brake switch failure. In hydraulic brake systems of
vehicles, a brake switch is mounted on the brake cylinder to operate the rear
brake lamps. The brake switch is fluid operated and doesn’t function if the
fluid pressure drops due to leakage. The fluid leakage cannot be detected

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easily unless there is a severe pressure drop in the brake pedal. This circuit
senses the chance of a brake failure by monitoring the brake switch and
reminds you of the condition of the brake every time the brake is applied.
The circuit uses an op-amp IC CA3140 (IC2) as voltage comparator
and timer NE555 (IC3) in monostable configuration for alarm. Voltage
comparator IC2 senses the voltage level across the brake switch. Its
noninverting input (pin 3) gets half the supply voltage through potential
divider resistors R3 and R4 of 10 kilo-ohms each. The inverting input (pin 2)
of IC2 is connected to the brake switch through diode D1, IC 7812 (IC1) and
resistor R2. It receives a higher voltage when the brake is applied.
Normally, when the brake is not applied, the output of IC2 remains high
and the red LED (LED1) glows. The output of IC2 is fed to trigger pin 2 of
the monostable through coupling capacitor C2. Resistor R1 is used for the
input stability of IC2. IC1 and C1 provide a ripple-free regulated supply to the
inverting input of IC2. IC3 is wired as a monostable to give pulse output of
one second. Timing elements R7 and C4 make the output high for one second
to activate the buzzer and LED2. Usually, the trigger pin of IC3 is high due to
R6 and the buzzer and LED2 remain ‘off.’ When the brake pedal is pressed,
pin 2 of IC2 gets a higher voltage from the brake switch and its output goes
low to switch off the red LED. The low output of IC2 gives a short negative
pulse to the mono stable through C2 to trigger it. This activates the buzzer and
LED2 to indicate that the brake system is working.
When there is pressure drop in the brake system due to leakage, LED1
remains ‘on’ and the buzzer does not sound when the brake is applied. The
circuit can be assembled on any general-purpose PCB or perforated board.
Connect point A to that terminal of the brake switch which goes to the brake

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lamps. The circuit can be powered from the vehicle’s battery. The circuit
requires well-regulated power supply to avoid unwanted triggering while the
battery is charging from the dynamo. I C4, C6 and C7 provide regulated 12V
to the circuit. The power supply should be taken from the ignition switch and
the circuit ground should be clamped to the vehicle’s body. A bicolour LED
can be used in place of LED1 and LED2. if desired. The circuit uses an op-
amp IC CA3140 (IC2) as voltage comparator and timer NE555 (IC3) in
monostable configuration for alarm. Voltage comparator IC2 senses the
voltage level.
Brake failure indicator is a device used to avoid accidents and it gives
an early indication of brake failure. Of all the system that make up a vehicle,
the brake system might just be important. If a force is exerted on the piston
putting pressure on the fluid confined in the left hand container, the fluid is
forced out through the narrow tube at the bottom and into the right hand
container, exerting a force on the second piston, forcing it to move upward.
The circuit can be assembled on any general purpose PCB or perforated board.
The audio indicator is black in color. It is connected on the right side of
steering. Both LED’s are red in color.
8.1 COMPONENTS
The main constituent parts are:
 IR SENSORS
 Diode
 Resistor
 Capacitor
 Buzzer

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 INFRA RED OBSTACLE DETECTION SENSOR

In the system we are using 5mm IR SENSORS as an early warning
system that also made it economic in design and simple in implementation.
Infrared radiation is the portion of electromagnetic spectrum having
wavelengths longer than visible light wavelengths, but smaller than
microwaves.

Figure 8.2 An IR sensor

 DIODE
A diode is a device that permits current flow predominantly in only one
direction. Most semiconductor diodes are made from germanium or silicon.
A diode has two leads, an anode and a cathode. The cathode is often marked
by a band at one end is the lead by which conventional current leaves the diode
when forward biased. There are several types of diode, each with features that
suits a particular job. In brake failure indicator, the inverting input is
connected to the brake switch through diode and resistor.
 BUZZER
A buzzer or beeper is a signaling device usually electronic. These
devices are used in automobiles, household appliances such as microwave
oven. It consists of a number of switches or sensors connected to a control
unit that determines if and which button pushed or a present time has lapsed,
sounds a warning in the form of an intermittent buzzing or beeping sound.

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Buzzer or beepers are output transducers converting electrical energy into

sound. They contain an int ernal oscillator to produce the sound which is set
at about 400 Hz for buzzers and about 3 KHz for beepers. In brake failure
indicator, when the brake is applied th e green LED blinks and the buzzer
beeps for one second and if the brake fails, the buzzer stops beeping. Thus the
buzzer functions as an indicator of brake failure.

Figure 8.3 Buzzer

 RESISTOR
A resistor is a two terminal passive electronic component which
implements electrical resistance as a circuit element. When a voltage is
applied across the terminals of a resistor, a current I will flow through the
resistor in direct proportion to that voltage. This constant of proportionality is
called conductance. The reciprocal of the conductance is known as the
resistance R, since, with a given voltage V, a larger value of R further “resists
“the flow of current I as given by ohm’s law: I = V/R
Resistors are common elements of electrical networks and electronics
circuits and are ubiquitous in most electronics equipment’s. Practical resistors
can be made of values compounds and films, as well as resistance wire (wire
made of a high-resistivity alloy, such as nickel-chrome).Resistors are also

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implemented within integrated circuits, particularly analog devices, and can

also be integrated into hybrid and printed circuits.
 CAPACITOR
Capacitor (formerly known as condenser) is a device for storing electric
charge. The forms of practical capacitors vary widely, but all contain at least
two conductors separated by a nonconductor. Capacitor used as parts of
electrical system, consist of metal foils separated by a dielectric (insulator).
Energy is stored in the electrostatic field. An ideal capacitor is characterized
by a single constant value, capacitance, measured in farads.
Capacitors are widely used in electronic circuits, for blocking direct
current while allowing alternating current to pass, in filter network, for
smoothing the output of power supplies, in the resonant circuits that tune
radios to particular frequencies and for many other purposes.
 MAIN AND SECONDARY POWER SUPPLY
Main power supply is for complete circuit and the secondary power
supply is only for the Led and IR circuit activation. Specification of both the
supplies are – Main power supply – 1 Batteries i.e. 12 V and 1.5 ampere

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CHAPTER 9
ADVANTAGES & DIS ADVANTAGES
9.1 ADVANTAGES
 This system reduces the burden of the maintenance.
 Highly accurate and more efficient
 Compact and quick response
 Less time and more profit
 Installation is simplified very much
 Operating principle is very easy
 This system determines the accurate position than the mechanical
method.
 This system reduces the burden of the maintenance.
 This system eliminates the manual work.
9.2 DISADVANTAGES
 Need better power supply for proper working
 Proper maintenance is required
 Cost is more
 Proper checking is necessary

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CHAPTER 10

FUTURE SCOPES
 It can be used with high sensitivity pressure sensor.
 By using micro-controller we can extent its application in many aspects
like controlling of vehicle’s starting (vehicle starts only when all the
parts of vehicle is in proper working condition).
 If in case the brake fails, brake failure indicator can also be used in
order to shut down the vehicle’s engine.
10.1 APPLICATIONS
 Four wheeler application
 Two wheeler application

10.2 INSTRUCTION TO USE

 Always operate vehicles with proper negative grounding.
 Keep the volume of audio visual indicator sound high so it can be easily
hear by vehicle operator.
 It is important and necessary to attach the sensor with brake switch.
 Always monitor the level of fluid leakage and its condition.

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CHAPTER 11
CONCLUSION

The main purpose of this is to provide such a device to vehicles operator

so that any harmful damage and accidents cause by failure of brake switch can
be easily prevented by the proper indication of working condition of brake
switch. There are many aims of this project describe as:-

1. To sense the pressure drop due to the pressure leakage

2. To indicate the proper working condition of brake switch
3. To observe the level of hydraulic pressure.
4. To calculate the fluid braking pressure when the brake is applied
5. To prevent small number of accident occurs in trains and boats by the
failure of brake switch
6. To gives the audio visual indication when there is a mistake in braking
system. Audio visual indicator attached with sensors

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References
1. A17 Mechanical Design Committee Report on Cars Ascending into the
Building Overhead, ASME, Sept. 1987.
2. W.J. Helfrich, "Island Creek Coal Company V.P.-5 Mine," MSHA,
Mine Electrical Systems Division Investigative Report No. C080978,
August 1978.
3. T.D. Barkand, "Investigation of th e Accident and Installation and
Testing of Dynamic Braking on the Main Elevator at Duquesne Light,
Warwick Mine, #3 North Portal," MSHA, Mine Electrical Systems
Division Investigative Report C-052287-12, May 1987.
4. C. E. Valhovic, "Rational for New Rules, in CSA-B44 Safety Code for
Elevators," Elevator World, July 1989.
5. J. A. Nederbragt, "Uncontrolled Speed, Up and Down," Elevator
World, Dec. 1985.
6. T.D. Barkand, W.J. Helfrich, “Application of Dynamic Braking to
Mine Hoisting Systems", IEEE Transactions on Industry Applications,
September / October 1988.
7. saranyasblog.blogspot.in/2009/02/introduction-brake-failure-
indicator.html
8. https://en.wikipedia.org/wiki/Brake
9. http://www.edwardslawok.com/types-of-auto-brakes.html
10.http://www.smartmotorist.com/driving-guideline/failure-of-vehicles-
braking-system.html
11.http://www.e-z.net/~ts/hybrakes.htm

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