Brake PDF

DESIGN AND FABRICATION OF DE-PRESS BRAKE SYSTEM TO START ELECTRIC VEHICLE 2023-2024
CHAPTER: 1
INTRODUCTION
1.1 Introduction of E-BAJA Vehicle
Fig.1 All-Terrain Vehicle
SAE International hosts a number of Collegiate Design Series (CDS) including the Baja SAE
Series. The CDS is designed to help students apply classroom theory to real world problems
through research, design, construction, testing, and intercollegiate competition. The Baja SAE
Series challenges students to produce a prototype off-road vehicle capable of withstanding
several different rough terrain conditions. In addition to physically testing the vehicle in
competition, each team must present their prototype to a fictitious company. The teams must be
able to defend any design decisions and expenses to the company. The fictions company then
decides which prototype is the best overall product. Baja SAE Series are designed to be a
comprehensive and challenging engineering competition. Local collegiate SAE clubs often spend
several years working on a single Baja vehicle before they go to competition. The club will be
able to use our work to continue preparing all the information and work to be able to bring a
vehicle to competition and represent. Fig.1 shows All-terrain vehicles. The goal of our project is
DEPARTEMENT OF MECHANICAL ENGINEERING CIT, GUBBI Page 1
to have a rolling chassis and the supporting research, design and data for the SAE club to work
off of. A rolling chassis includes the frame, suspension and wheels. The supporting research,
design, and data needs to explain each decision we have made and the information these decisions
are based off of up to the completed chassis. Some of this information can help the club
understand why we made each decision, knowhow we intended for other components to be fitted
to the chassis, or be used in the documentation that the Baja SAE Series judges will use to score
the Baja vehicle in competition. we need to collaborate with several different groups of people
and organizations. We are designing the chassis for the SAE club, therefore we need to keep
them informed on the decisions we make on the design. The club can offer us advice and direction
based off their experience working with the Formula SAE vehicle as well as general insight from
competitions and vehicle design. They are another resource we can use to understand the
methodology behind the frame design and how other components connect to the frame. We also
need to work closely with our advisor so that we can verify that we are making forward progress
with our design. Our advisor will also need to approve any components we purchase or send out
to be fabricated. Finally, we will need to work with manufacturing companies.
1.2 Background of E-BAJA Vehicle
Fig.2 Off road vehicle event

DESIGNANDFABRICATIONOFDE-PRESSBRAKESYSTEMTOSTARTELECTRICVEHICLE 2023-2024
A Baja vehicle consists of several different subsystems. Those subsystems include the frame,
suspension, steering, andbrakes, drive train, seating, electronicandsafety. Eachsubsystemhasa
varietyofcomponentswithinthemthat needtobeeitherpurchasedordesignedandmanufactured
toworkwiththeothercomponentsofthat subsystem. Eachsubsystemmust fit togetherwithother
subsystems that either work withis close toeachother. The frame is the mainsubsystemthat is
designedtofit all other subsystems ontoor around. It must alsobedesignedtoprotect the driver
of the vehicle fromimpacts or rollovers, and it must comply with all the Baja SAErules. Fig.2
shows off roadvehicles used. BajaSAEspecifiesthat theroll cagemembers must beconstructed
out of steel tubes. The roll cage is the part of the frame directed aroundthe driver. Baja frames
must be constructed as either a front braced frame, a rear bracedframe, or a combinationof the
two. Afront braced frame supports the roll cage fromthe front of the frame and a rear braced
framesupportstheroll cagefromthebackof theframe. Asmentionedintherules, acombination
of both types of bracing yields a better designed frame. Different members of the frame are
separatedintotwocategories, primary members, andsecondarymembers. Eachtype of member
serves a different purpose and has different dimensional requirements. Primary members are
requiredtohave a larger outsidediameter andwall thickness as theyprovide themainshapeand
support for the vehicle. The secondary members provide triangulation for the primary members
andadditional points onthe frame tomount other subsystems. The suspensionsubsystemworks
most closelywiththeframeout of theothersubsystems. It attachestotheframeat manydifferent
points, including suspension armpickuppoint, and shockabsorber pickup point. Pick uppoint
are brackets weldedto the frame that provide a location tomount components tothe frame. The
frameandsuspensionmust bedesignedcloselytogether. Thetypeofsuspensionsystemwillaffect
where certainmembers of theframe canbe located. There are countless variations insuspension
systems that canbecategorizedintoafewdifferent designstyles. Onesuchsystemis the double
Trailing-armor double wishbone suspension system. This systemconsists of two rigid members
that attachtothe frameat different locations andattachtothe hubs at twoother locations. These
members known as a-arms rotate about their own independent axes to help control the vertical
motion of the wheel as it reacts to the uneven. Double Trailing-armsuspensions offer the most
control for suspensioncharacteristics but have more parts thanother suspensionsystems making
themmore difficult to design and more expensive tomanufacture. InBaja vehicles, the benefits
of controllability of double Trailing-arm suspension outweigh the disadvantages of design
complexity and manufacturing costs. This suspension style works for the front of Baja vehicles
becauseit workswell withthewheelsthat steerthecarandreact totheroadsurfacefirst. Therear
endoftheBajavehicledoesnotsteerthevehicleandreacttotheroadsurfaceafterthefrontwheel.
DEPARTEMENTOFMECHANICALENGINEERINGCIT,GUBBI Page3
The rear wheels also provide power to drive the vehicle forward. With these ideas in mind, a
trailingarmisasimplersuspensionsystemthat canperformwell inaBajacompetition. Atrailing
armsuspension consists of an armthat comes off the frame back and out fromthe frame. The
shock and spring are mounted at some point along the length of the trailing armand to a point
higher up on the frame. This systemhas less parts than a double Trailing-armmaking it both
simpler to design and less expensive to manufacture. The steering systemallows the driver to
directthefront wheelsinthedesireddirection. Thissystemtypicallyconsistsofawheel thedriver
canturnthat translatethemotiontoa rackandpinionthat pushes eachfront wheel about anaxis
to change the direction of the vehicle. Steering systems need to be placed in a specific place so
that thetie rods that connect thewheels tothe rackandpinionfollowasimilar pathas thetwoa-
arms. Improper placement of thesteeringsystemcausesthetierodstopushthetiresinundesired
directions as the suspension compresses and droops over rough terrain. Brakes are used to slow
down the Baja vehicle. They are important for the performance andsafetyof the vehicle. At the
wheel, brakes consist of a spinning metal disc that is attached to the wheel hubanda stationary
caliper that compresses a composite material against the metal disc. Brake converts the kinetic
energy of the vehicle into heat, to slowit down. Brake is typically packaged within the wheel
itself. Theinsidediameterofthewheeldeterminesthemaximumsizeofthebrakes. Brakesshould
be designed as close to the inner diameter of the wheel as possible without interfering with the
operation of the wheel. Larger brakes can dissipate heat faster which allows the brakes to work
moreefficiently.
The brake pads, made out of the composite material, are compressed in the calliper by
hydraulically driven pistons. These pistons are attached toa brake petal byhydraulic tubes. The
driver compresses the brake petal which sends hydraulic fluid to the calliper pistons which
compress the pads on the discs to slow down the vehicle. The drive train is responsible for
producing andtransferring energy to the wheels to propel the vehicle. The main components of
the drive train are the motor, transmission, Battery, and differential. The motor used in E- Baja
vehiclesinthemodel 120Ahand60v. Themotor outputs itsenergythroughashaft that connects
tothetransmission. Thetransmissionhelpstranslatethepowerfromthemotor tothewheelsfora
varietyof situations suchstartingonahill or reachingtopspeed. The transmissionaccomplishes
thisvariabilitybychangingthegearratiobetweenitsinputshaftandoutputshaft.Thereareseveral
different methods this is achieved. One method is through a continuously variable transmission
(CVT). ACVT consists of two tapered pulleys and a belt attach to both. As the vehicle speed
increases, thepulleys openandcloseinverselytoeachother, changingthegear ratiobetweenthe
engine andthe wheels. CVTs are lighter thanother transmissions but more difficult toadjust for
optimal performance. After thetransmissionisthefinal drivetraincomponent beforethewheels.
This is knownas adifferential. The differential serves twomainpurposes. The first is that it sets
thefinal fixedgear ratiobetweentheengineandthe wheels. The secondpurpose is that it allows
both drive wheels to spin at different speeds while still sending power to both. This feature is
important when the vehicle turns. In a turn the wheel outside the turn travels a greater distance
thantheinner wheel. Without thedifferential, oneof thewheelswouldlosetractiontospinat the
same rate as the other tire. This loss of traction translates to a loss in power and control for the
vehicle. With a differential, eachwheel canturnat the correct speedfor the distance theytravel
while still translating power to the road surface. The electronics in the Baja vehicles are all
designed for safe operation and competitions with other Baja vehicles. The electronic systems
consist ofseveral kill switchesthat cut power totheengine. Theswitchesarestrategicallylocated
sothat the driver andcrewmembers caneasilyaccess oneof themintheevent of anemergency.
Theelectronicsystemalsoincludesabrakeindicator tonotifyother driveswhentheBajavehicle
is braking.
The safety features on the E-Baja vehicles also include no electronic components such as the
firewall, fireextinguisher, andspill pan. Thefirewall protectsthedriver if theenginecatchesfire.
The fire extinguisher is mountedinaneasilyaccessible location. The seatingsysteminthe Baja
vehicle is one of the simpler systems inthe vehicle but arguablyone of the most important. The
seat placedthedriveinthebest spot tobeabletocomfortablereachtheseatingwheel andgasand
brake pedal. The seat also includes a five-point harness. This harness secures the driver at the
shoulders and hipbone to keep the driver in a safe position during normal operation and in the
event ofacrash. Theharnessmust beinstalledproperlysothat it doesnot breakduringanimpact.
It must alsotranslatetheinertiaofthedriver totheframethroughthedriver’sskeletonratherthan
soft tissue.
CHAPTER: 2
LITERATURESURVEY
Literature survey is a crucial stage in project life cycle; therefore, its importance cannot be
underestimated. The information collected through websites is properly analysed to clearly
understandthe requirements. The purpose of this literature surveyis toderive a newsolutionby
understandingthefailingandinadequacies of thepresent system. Thesurveyiscarriedout inthe
initial stagesof theworkandtheneedof this applicationis determined. This chapter containsthe
studyofdifferent previoustechnologiesanddrawbacksof theprevioustechnologies. Comparison
between the previous technology and the technology adopted in the work, comparison between
previous designs and proposed design is also included in this chapter. For the substantiated and
extensive studyof theproject the followingreferences were made andfor better implementation
of theworkfewresearchpapersarereferred .
2.1Literature Review
• Pinaknath Dewanji (2016) Design and Analysis of a Brake Caliper The International
Journal of EngineeringandScience(IJES).
• RathinShah, ChinmayShah, Swapnil Thigale(2017) DesignandAnalysisof aHydraulic

BrakeCaliper International Journal of Mechanical EngineeringandTechnology(IJMET).
• EshaanGupta,DevashishKhimSinghBoraandRammohanA(2022)Designand analysis
of brakesystemfor FSAEracecar - EngineeringResearchExpress
• S. SathishKumar a, S. Rameshkumar b, A. Jeevarathinamc, K.S. Sathishkumar b, K.V.

GaneshKumar(2022)Temperaturedissipationandthermalexpansionofautomotivebrake
disc byusingdifferent materials.
• Jonner, W.-D.; Winner, H.; Dreilich, L.; Schunck, E. Electrohydraulic Brake System—
TheFirst ApproachtoBrake-By-WireTechnology. SAETech. Paper Ser. 1996.
• Choi, C.; Lee, K.; Lee, W. Observer-Based Phase-Shift Fault Detection Using Adaptive
Thresholdfor Rotor PositionSensor of Permanent-Magnet Synchronous Machine Drives
inElectromechanical Brake. IEEETrans. Ind. Electron. 2014, 62, 1964–1974.
• Park, G.; Choi, S.B. Clamping force control based on dynamic model estimation for
electromechanical brakes. Proc. Inst. Mech. Eng. Part D J. Automob. Eng. 2017, 232,
2000–2013.
• Choi, C.; Lee, K.; Lee, W. Observer-Based Phase-Shift Fault Detection Using Adaptive
Thresholdfor Rotor PositionSensor of Permanent-Magnet Synchronous Machine Drives
inElectromechanical Brake. IEEETrans. Ind. Electron. 2014, 62, 1964–1974.
• Nadeau, J.; Micheau, P.; Boisvert, M. Collaborative control of a dual electro-hydraulic

regenerative brake systemfor a rear-wheel drive electric vehicle. Proc. Inst. Mech. Eng.
Part DJ. Automob. Eng. 2018, 233, 1035–1046.
• Aksjonov, A.; Ricciardi, V.; Augsburg, K.; Vodovozov, V.; Petlenkov, E. Hardware-in-
the-LoopTest of anOpenLoopFuzzyControl Methodfor DecoupledElectro-Hydraulic
AntilockBrakingSystem. IEEETrans. FuzzySyst. 2020,
CHAPTER: 3
REASONSFORSWITCHINGTOELECTRICVEHICLE
3.1Switchingtoanelectricvehicle
(EV) comes withseveral compellingreasons that appeal todifferent aspects of our lives andthe
environment.
• Environmental Impact: EVs produce zero tailpipe emissions, which means they don't
contribute to air pollution and greenhouse gas emissions like traditional internal
combustionengine vehicles. This is crucial for combatingclimate change andimproving
air quality in urban areas.
Fig. 3Electriccar
• ReducedOperatingCosts: EVs havelower operatingcostscomparedtogasolineor diesel

vehicles. Electricityis oftencheaper thangasolineper miletraveled, andEVs havefewer
movingparts, reducingmaintenanceandrepair expensesover time.
• EnergyEfficiency: Electricmotors areinherentlymoreefficient thaninternal combustion

engines, especiallyinstop-and-gocitydriving. Thisefficiencytranslatesintolowerenergy
consumptionandreducesoverall energywaste.
• Government Incentives: Many governments offer incentives such as tax credits, rebates,
andsubsidies toencourage theadoptionof EVs. These incentives cansignificantlylower
theupfront cost of purchasinganelectricvehicle.
• ImprovedDrivingExperience: EVsofferasmoothandquiet drivingexperienceduetothe

absence of engine noise and vibrations. They also often have instant torque delivery,
providingquickaccelerationandresponsiveperformance.
• Technological Advancements: The EV industry is rapidly advancing, leading to

innovations in battery technology, range improvements, and charging infrastructure.
NewerEVmodelsareofferinglongerrangesandfasterchargingtimes, makingthemmore
practical for dailyuse.
• Energy Independence: Shifting transportation from fossil fuels to electricity can help
reducedependenceonimportedoil andpromoteenergysecurity.
• Sustainability and Futureproofing: As society moves towards sustainable practices, EVs

represent a key component of a cleaner and more sustainable transportation system.
Investing in EVtechnology helps future-proof against stricter emissions regulations and
evolvingenergytrends.
3.2Effects of growthof EV
1.Environmental Benefits:
• Reduced Emissions: The widespread adoption of EVs leads to a decrease in greenhouse

gas emissions and air pollutants associated with traditional internal combustion engine
vehicles. This helps combat climate change andimproves air quality, especially inurban
areaswithhightrafficcongestion.
• Resource Efficiency: EVs can contribute to resource efficiency by utilizing renewable

energysourcesforelectricitygeneration.Thisreducesrelianceonfossilfuelsandpromotes
sustainableenergypractices.
2.EnergySector Impacts:
• Electric Grid Integration: The integration of EVs with the electric grid presents both
challenges and opportunities. Smart charging technologies and vehicle-to-grid (V2G)
systems can help balance energy demand, manage peak loads, and support renewable
energyintegration.
• Increased Electricity Demand: The growth of EVs will lead to an increase in electricity
demand, requiring investments in grid infrastructure and energy storage solutions to
support chargingneeds.
3.EconomicEffects:
• Job Creation: The EVindustry creates opportunities for jobs in manufacturing, research
and development, infrastructure deployment (such as charging stations), and related
services.
• Market Disruptions: Theshift towards EVs candisrupt traditional automotiveandenergy

sectors, leading to changes in supply chains, business models, and market dynamics.
Companiesmayneedtoadapt tostaycompetitive inachanginglandscape.
4.TransportationandMobility:
• ReducedDependencyonOil: IncreasedadoptionofEVsreducesdependencyonimported
oil, enhancing energy security and reducing geopolitical risks associated with oil
dependence.
• Urban Mobility Solutions: EVs, especially in combination with shared mobility services
and autonomous driving technologies, can contribute to more efficient and sustainable
urbantransportationsystems.
5.InfrastructureDevelopment:
• Charging Infrastructure: The growth of EVs necessitates the development of a robust

charginginfrastructurenetwork.Thisincludespublicchargingstations,fastchargersalong
highways, workplacecharging, andresidential chargingsolutions.
• Smart CityInitiatives: EVadoptionalignswithsmartcityinitiativesfocusedonenhancing

mobility, reducing emissions, and leveraging technology for urban planning and
management.
6.Technological Innovation:
• BatteryTechnology: ThedemandforEVsdrivesinnovationinbatterytechnology, leading

toadvancementssuchashigher energydensity, faster chargingtimes, andlower costs.
• Connected and Autonomous Features: EVs are often at the forefront of integrating
connectedfeatures andautonomous drivingcapabilities, contributingtoadvancements in
vehicletechnologyandsafety.
7.PolicyandRegulations:
• EmissionReductionGoals:Governmentssettargetsforreducingemissionsandpromoting
clean transportation, leading to regulations, incentives, and mandates that support EV
adoption.
• Infrastructure Investment: Public and private investments in EV infrastructure are

influencedbypolicydecisionsandregulatoryframeworks.
Fig. 4Saleof electricvehicle
CHAPTER: 4
BRAKINGINELECTRICVEHICLES
Brakinginanelectricalvehicleislikenormalvehicle, letusknowtheregularbrakingcomponents
andits process.
1.BrakePedal Activation: Whenyoupressthebrakepedal insidethecar, youinitiatethebraking
process. The brake pedal is connected to the master cylinder through a series of mechanical
linkages.
2.Master Cylinder: The brake pedal's pressure is transmittedtothe brake master cylinder, which
isfilledwithbrakefluid. Thiscylinderconvertsthemechanicalforcefromyourfootintohydraulic
pressure.
3.BrakeLinesandHoses: Thehydraulicpressuregeneratedbythemastercylindertravelsthrough
brakelinesandhoses.Theselinesarefilledwithbrakefluid,whichisincompressibleandtransmits
pressureeffectively.
4.FrictionandSlowingDown: Thecontact betweenthebrake pads androtor (or brakeshoes and
drum) creates friction. This friction converts the kinetic energy of the moving vehicle into heat
energy, slowingdownthevehicle'srotation.
5.BrakeFluidandMaintenance:Brakefluidplaysacrucialroleintransmittinghydraulicpressure.
It's important tomaintaintheproper level of brakefluidandensureit is freefromcontamination.
Regular brakesystemmaintenance, includingbrakepad/shoeinspections, rotor/drumchecks, and
brakefluidchanges, isessential for optimal brakeperformanceandsafety.
4.1ElectricVehicle
1.ElectricPowertrain: EVs arepoweredbyanelectricpowertrainconsistingof anelectricmotor,

power electronics, anda high-voltage batterypack. The electric motor converts electrical energy
from the battery into mechanical energy to drive the vehicle's wheels, providing propulsion
without the use of an internal combustion engine (ICE).
Fig. 5Electricvehicleblockdiagram
2.Zero Emissions: EVs produce zero tailpipe emissions during operation since they do not burn
fossil fuels. This makes them environmentally friendly and helps reduce air pollution and
greenhousegasemissions.
3.Battery Technology: EVs use advanced lithium-ion (Li-ion) or similar battery technologies to
store electrical energy. These batteries have high energy density, allowing them to store a
significant amount of energyina compact space. Batterycapacityis measuredinkilowatt-hours
(kWh), and the range of a BEVdepends on factors such as battery size, driving conditions, and
drivinghabits.
4.ChargingInfrastructure: BEVsarechargedbypluggingthemintoexternal power sources, such

ashomechargingstations, publicchargingstations, or fast-chargingstations.
5.RangeandPerformance:ModernEVsoffervaryingrangesonasinglecharge, withsomemodels
exceeding 300 miles (480+ kilometers) on a full battery. EVs often provide instant torque from
the electric motor, resulting in smooth and responsive acceleration, making themenjoyable to
drive.
Fig. 6Electricvehicledrivetrain
6.Maintenance and Operating Costs: BEVs typically have lower operating costs compared to
internal combustionengine vehicles (ICEVs) since electricityis generallycheaper than gasoline
or diesel onaper-milebasis. Maintenancecostsfor BEVscanalsobelower duetofewer moving
partsintheelectricdrivetrainandreducedneedfor regularenginemaintenance(e.g., oil changes,
exhaust systemrepairs).
7.Environmental Impact:BEVscontributetoreducingcarbonemissionsanddependenceonfossil
fuels whenchargedusingrenewableenergysources suchas solar, wind, or hydroelectric power.
Thelifecycleenvironmental impact of EVs, includingbatteryproductionanddisposal, isanarea
of ongoingresearchanddevelopment tominimizeenvironmental footprint.
4.3Importanceof Depress toStart ElectricVehicle
1.PreventsUnintendedMovement:
Ensuring that the brake pedal is depressedbefore startingthe vehicle helps prevent the EVfrom
accidentallyrollingor movingif thegear isnot inthecorrect position.
2.EnhancesSafety:
This feature adds an extra layer of safety, ensuring that the driver is attentive and prepared to
control the vehicle fromthe moment it is powered on. It reduces the riskof accidents caused by
inadvertent accelerationor movement.
3.IntegrationwithElectronicSystems:
ModernEVs areequippedwithvarious electronic control systems that relyoncertainconditions

being met before activation. Depressing the brake pedal ensures that these systems can safely
initializeandoperatecorrectly.
4.Driver AwarenessandPreparedness:
Requiring the brake pedal to be pressed helps ensure that the driver is in a ready position, fully
aware that the vehicle is about tobecome operational. This readiness is particularlyimportant in
silent EVs, wheretheabsenceof enginenoisecanleadtounintentional vehiclemovement.
5.RegulatoryCompliance:
Many regions have regulations and safety standards that mandate the inclusion of features like
"depresstostart"tominimizetheriskofaccidents. Compliancewiththeseregulationsisessential
for vehiclemanufacturers.
6.PreventsBatteryDrain:
In some designs, this feature helps to manage the vehicle's power systems efficiently, ensuring
that high-energy components like the drive motor are only activated when necessary, thus
conservingbatterypower.
4.4Components forDepress Brake toStart ElectricVehicle

1. Brakepressureswitch
2. Brakepedal
3. Electroniccontrol system
4. Start button
5. Battery&Batterymanagement system
6. Motor controller
7. Starter system
8. Dashboardindicator
9. Ignitionsystem
CHAPTER: 5
METHODOLOGY
Fig. 7Methodology
1. Problem Identification through research papers and discussion forums.

2. Data collection phase involves the collection of reference material for project Concept.
3. Literature Review.
4. Mechanical Design of Conventional & Inboard Braking System.
5. Theoretical Results.
6. Production Drawing and Preparation Production drawings of the parts are
7. prepared using Auto Cad, with appropriate dimensional and geometric tolerances.
8. Raw material sizes for parts are also determined.

9. Modelling of the same.

10. Analysis of brake pedal.
11. Experimental Results.
5.1 Process flow
Fig. 8 Procss flow

1. Project Planning and Requirements Analysis
Define Objectives: Clearly outline the goals of implementing the "depress brake to start" feature,
including safety enhancement and compliance with industry standards.
Stakeholder Identification: Identify all stakeholders including project managers, engineers,
suppliers, and end-users.
Requirement Gathering: Collect detailed requirements through consultations with stakeholders
and analysis of regulatory standards.
Feasibility Study: Conduct a feasibility study to evaluate the technical, financial, and operational
aspects of the project.

2. DesignandDevelopment
SystemDesign:
Functional Specifications: Develop detailed specifications for the brake pedal position sensor
(BPPS), bodycontrol module(BCM), electriccontrol unit (ECU), brakelight switch, start button,
andinstrument cluster display.
System Architecture: Design the overall system architecture, integrating all components and
definingcommunicationprotocols.
Component Selection:
Sensors: Select high-accuracyBPPSandbrakelight switches.
Modules: ChoosereliableBCMandECUwithrobust processingcapabilities.
User Interface: Designanintuitivestart buttonandinformativeinstrument cluster display.
SoftwareDevelopment:
Control Algorithms: Developalgorithms for processingsensor inputsandcontrollingthestart-up
process.
SafetyLogic: Implementsafetyinterlocksandlogiccircuitstoensureallconditionsaremetbefore
startingthevehicle.
Prototyping:
PrototypeDevelopment: Buildaprototypesystemfor initial testing.
IntegrationTesting: Integratecomponentsandtest for functionalityandcompatibility.
3. TestingandValidation
SimulationTesting:
SoftwareSimulation:Usesimulationtoolstotestcontrolalgorithmsandsafetylogicundervarious
conditions.
HardwareTesting:
Bench Testing: Conduct bench tests of individual components to verify performance
specifications.
SystemTesting:
Integration Testing: Test the fully integrated system in a controlled environment to ensure all
componentsworktogether seamlessly.
Field Testing: Conduct field tests on actual vehicles to assess performance in real-world
conditions.
SafetyandComplianceTesting:
RegulatoryCompliance: Ensurethesystemmeetsall relevant safetystandards andregulations.
Failure Mode and Effects Analysis (FMEA): PerformFMEAto identify and mitigate potential
failuremodes.
4. ImplementationandDeployment
Pilot Deployment:
Small-Scale Deployment: Implement the system in a small batch of vehicles to monitor
performanceandgather feedback.
DataCollection: Collect dataonsystemperformanceanduser feedbackduringthepilot phase.
Analysis andOptimization:
PerformanceAnalysis: Analysethedatacollectedtoidentifyanyissuesorareasforimprovement.
System Optimization: Make necessary adjustments to optimize system performance and
reliability.
Full-ScaleDeployment:
Production Readiness: Prepare for full-scale production, ensuring all components are ready for
massdeployment.
Rollout: Implement the system in all new vehicles, coordinating with production teams and
suppliers.
CHAPTER: 6
DESIGNING
6.1 Design
1. Master cylinder: the master cylinder is basically a hydraulic actuator that transforms the
driver's braking force in pressure inside the hydraulic braking circuit. A depth discussion
on how it works will be faced in the fourth chapter.
2. Hydraulic control unit: This component is the core of ABS. There are many versions and
different technologies, but the main purpose is to manage the braking fluid pressure inside
the system, in order to get the best braking performance. To achieve this, the control unit
takes in input information signals as wheel speed, acceleration, slip ratio, pressure and
according to a proper control algorithm, drives the hydraulic valves and actuator to
increase, maintain or decrease the pressure. More details about this component will be
given in the following chapters.
Fig. 9 Hydraulic braking system

3. Hydraulic pressure sensors: These sensors provide the pressure information from the
master cylinder and the wheel cylinders.
4. Disk brakes: nowadays, disk brakes are installed in almost all the vehicles, although some
times the drum ones are still in use on the rear wheels of the smallest car models on the
market. This component transforms the brake fluid pressure in a braking force pushing the
pad against the metal disk. The friction slows down the wheel.

5. Speedsensors: theanti-lockbrakingsystemneeds some wayof knowingwhenawheel is

about to lock up. The speed sensors, which are located at each wheel, provide this
information. Even in this case, many different technologies are available on the market,
accordingtotheapplications. Intheautomotivefield, speedencodersareusedthemost.
6. Brakehoses:thehoses,hardorflexible,bearthefluidbetweenallthecomponentsinvolved
inthesystem. Themostimportantfeaturesaretheresistance(toavoidleaks)andtheability
toavoidexpansions whichcouldintroducesomedelays andfurther dynamics inthe fluid
flow. Fromdevelopmenttodeployment, modelsofvehicledynamicsplayanessential role
in all the aspects of the vehicle control simulation and design. In the context of brake
control, modelling the vehicle dynamics provides a basis for hardware design and
evaluation, control algorithm development and simulation. Since automotive braking
systems donot haveauniqueactuationpoint as inthethrottleinput inengine control, the
design of brake actuators is much more difficult. Dynamic models are therefore required
to match the complexity of the model and its performance. Furthermore, since the
evaluationof controllers onthe test trackis expensive, this plant model shouldbe ableto
provide an accurate simulation from which the performance can be estimated prior to
experimental validation. To achieve these objectives, a good model should make control
problems (like nonlinearities, disturbances, uncertainty) explicit, provides a sufficient
fidelity in the simulation and be simple enough to provide a basis for model-based
controllers. Thegenerallayout ofahydraulicactuatedbrakingsystemisthatoneofFig.6.1
Themaincharacteristicof theHAB(hydraulic actuatedbrakes) typeof brakingsystemis
that the driver's appliedforce onthe brake lever is directlytransmittedtothe brakes bya
hydrauliccircuit. Thedriver pushesthebrakepedal andtheforceisinitiallymultipliedby
the pedal mechanical lever ratio. In some vehicles, a second force multiplication is
operatedbythevacuumbooster (whereverit ispresent, inourvehicleit isnot) andfinally
a rod pushes the brake fluid inside the master cylinder increasing in this way the brake
linespressure.
Safety regulations require each HAB systemto have two separate brake circuits, which
oftenresultsineither acrossed(X).
Fig. 10 General layout of a hydraulic actuated braking system
These configurations can prevent a complete failure of the vehicle braking system, or at least
highly reducing the possibility of such an event. If one the two lines break down, the other one
allows stopping the vehicle. The main difference between the two is that with the crossed layout
(X) the vehicle keeps the lateral stability during the braking action while this could be a problem
with the parallel one (II). In our vehicle, the second configuration is implemented, delivering the
fluid separately between the front and rear axles.
Fig 11a. II configuration Fig 11b. X configuration
6.2 Brake Fluid

 WehavedecidedtouseDOT3brakefluid.
 It is inexpensive, andavailableat most gas stations, department stores, andanyautoparts
store.
 DOT3brakefluidsabsorbasmall amount of air requiringcarewhenbleedingthesystem
of air. Thehydraulicbrakingsystemof avehicleplays threemajor roleswhilebraking, as
mentioned before. First of all, it provides a force transfer and amplification between the
driver's input and the actual friction element. Before the introduction of hydraulics by
Duesenberg(duringthe 20s of the last century), this taskhadtobeaccomplishedthrough
mechanical linkages. Secondly, the design of modern hydraulic systems, with two
concentricpistons inthemaster cylinder enhances thesafetyallowingsomebrakingeven
in the event of failure of one circuit. Finally, the presence of the proportioning valve
maintains the stability facing the weight transfer while braking, preventing in this way
premature wheel lock-up. The Polaris Ranger is equipped with a modern tandemmaster
cylinder that contains primary and secondary pistons arranged concentrically in a single
bore.
6.3 Master cylinder
Fig. 12 Polaris ranger tandem master cylinder.
Fig. 13 Tandem master cylinder schematic structure
6.4Tandem master cylinder working principles.

As mentioned before, the master cylinder splits into two sealed circuit the hydraulic system. Each
circuit is sealed with an O-ring type seal. This construction allows splitting the brake hydraulics
into two separate lines, one for the front wheel and the other for the rear ones (in the case of our
vehicle). As previously discussed, this layout increases the vehicle safety in case of brake failure.

when the driver pushes the brake pedal, it pushes on the primary piston through a mechanical
linkage. Pressure builds in the cylinder and lines as the brake pedal is depressed further.
While pushing, the return spring in the primary chamber and the mechanical linkage between the
primary and secondary chambers transmits the driver's force to the secondary chamber too.
Fig. 14 Tandem master cylinder schematic working Principle

If the brakes are operating properly, the pressure will be the same in both circuits. The most
relevant feature of the tandem master cylinder is the ability to keep the possibility to break even
in case of failure of one line. This situation is described in Figure
Fig 15. Leaks in the tandem master cylinder

A simpler layout used in the following to derive the model is shown in Figure 6.8 In addition, this
kind of master cylinder must ensure that the brake lines remain always fulfilled of brake fluid and
rid of air bubbles. At the beginning, this task was accomplished by the fluid reservoir and a couple
of compensating ports by opening the brake lines to the fluid reservoir when the pedal is released;
the fluid is always rid of air bubbles. With the advent of technology however, this design had to
be changed because the modulation pumping caused damages to the cylinder's seals.

Fig 16. Tandem master cylinder structure

6.5PEDAL
Material Selection
Followingfactorsareconsideredfor material selection.
1. Strengthtoweight ratio
2. Moldability
3. Physical andmechanical properties
4. Availability
5. ErgonomicConsiderations
Thisstudyemphasisonanintegrationofergonomicsandcompositematerial toreduceweight and

increase drivers’ comfort. As mentioned, drivers’ comfort is prime concern in design of
accessories which are accessible to driver. The ultimate aimof this study is to understand the
relationship between the driver’s perception of comfort and the engineering design attributes
associatedwithbrakepedal design. It isrecognizedthat inorder toachievethisattentionneedsto
focus on two aspects. Need to understand the relationship between the driver’s actual response,
i.e., what the driver actually does in terms of positioning, posture and adjustments to posture,
pattern and amplitude of movements required to complete the driving task and the driver’s
perceptionof comfort, i.e., thesubjective response.
Needtoassesstherelationshipbetweenthepedal designandotherrelevant engineeringattributes

(as inputs) and the drivers actual perceived response. Followingare the ergonomic factor which
affects thedriver’scomfort (Neil Dixonet al., 2009).
• Subject anthropometrics (Legsegments, foot length, stature, soft tissue).
• Driver positioning(Seat positionforce, seat reclineangle).
• Driver movements(Hip, kneeandanklejoint angles)
•Contact surfaceinteraction(buttocksonseat, heel contact locationonfloor, contact betweenthe

foot andpedals).
6.6PRESSURESWITCH
Ahydraulic brake pressureswitchis a crucial component inmodernbrakingsystems, oftenused

to control brake lights, activate safety systems, and provide feedback to electronic control units
(ECUs). It senses hydraulicpressurewithinthebrakingsystemandconverts this pressureintoan
electrical signal.
Fig17. Pressureswitch
FunctionandImportance
Thehydraulicbrakepressureswitchisdesignedto:
•Activate Brake Lights: Ensures brake lights are illuminated whenthe driver applies the brakes,
alertingother drivers.
•Feedback to Control Units: Provides pressure data to the ECU for various functions, such as
tractioncontrol, stabilitycontrol, andadvanceddriver-assistancesystems (ADAS).
•SafetySystems: Triggersother safetymechanisms likeautomaticbrakingsystemswhenunusual

pressurepatternsaredetected.
ComponentsandWorkingPrinciple
•Pressure Sensing Element: Usually a diaphragm or piston that reacts to hydraulic pressure
changes.
•Electrical Contacts: These close or opencircuits basedon the pressure changes detected by the
sensingelement.
•Housing: Protects internal componentsandconnects tothehydraulicbrakeline.
Whenhydraulicpressureincreasesduetobrakeapplication,thepressuresensingelementdeforms,
causing the electrical contacts to close. This completes the electrical circuit, sending a signal to
thebrakelights or ECU.
DesignandSelectionCriteria
Whendesigningor selectingahydraulicbrakepressureswitch, consider thefollowingcriteria:
•PressureRange: Must matchtheoperational pressurerangeof thebrakingsystem.
•Electrical Specifications: Voltage and current ratings should be compatible with the vehicle's
electrical system.
•ResponseTime:Quickresponseiscrucialfortimelyactivationofbrakelightsandsafetysystems.
•Durability and Reliability: Must withstand harsh automotive environments, including

temperatureextremes, vibrations, andexposuretofluids.
•MountingandConnectivity: Shouldbeeasytoinstall andcompatiblewithexistingbrakesystem

components.
6.7AUDINOUNO
TheArduinoUnoisoneofthemostpopularmicrocontrollerboardsintheArduinoseries,designed
for beginners and professionals alike. It is an open-source platformbased on the ATmega328P
microcontroller, offeringaversatileanduser-friendlyenvironment fordevelopingawiderangeof
electronicprojects.
KeyFeatures
• Microcontroller: ATmega328P
• OperatingVoltage: 5V
• Input Voltage(recommended): 7-12V
• Input Voltage(limit): 6-20V
• Digital I/OPins: 14(of which6providePWMoutput)
• AnalogInput Pins: 6
• DCCurrent per I/OPin: 20mA
• FlashMemory: 32KB(ATmega328P) of which0.5KBusedbybootloader
• SRAM: 2KB(ATmega328P)
• EEPROM: 1KB(ATmega328P)
• ClockSpeed: 16MHz
• Dimensions: 68.6mmx53.4mm
Fig18. Audinouno
Components
1. Microcontroller: TheATmega328Pis thebrainof theArduinoUno, capableof executing

awidevarietyof tasks.
2. Digital and Analog Pins: 14 digital I/O pins and 6 analog input pins allow for the
connectionof sensors, actuators, andother devices.
3. PowerJack:Thebarreljackallowstheboardtobepoweredfromanexternalpowersupply.
4. USBConnection: Usedfor power supply, programming, andserial communicationwitha

computer.
5. Reset Button: Resetsthemicrocontroller, restartingtheprogram.
6. VoltageRegulator: Ensuresastable5Vsupplytotheboard.
7. ICSPHeader: Allowsfor direct programmingof themicrocontroller.
8. LEDIndicators: Providevisual feedbackfor power andpinstatus.
ComponentsNeeded:
• ArduinoUnoboard
• USBcable
• LED
• 220-ohmresistor
• Breadboardandjumper wires
Steps:
1. Connect theLED:
• Connect thelongerleg(anode) of theLEDtodigital pin13ontheArduinothrougha220-

ohmresistor.
• Connect theshorter leg(cathode) of theLEDtotheground(GND) pinontheArduino.
2. WritetheCode:
• OpentheArduinoIDEandwritethefollowingcode:
voidsetup() {
// Initializedigital pin13asanoutput.
pinMode(13, OUTPUT);
voidloop() {
// TurntheLEDon(HIGHisthevoltagelevel).
digitalWrite(13, HIGH);
// Wait for asecond.
delay(1000);
// TurntheLEDoff bymakingthevoltageLOW.
digitalWrite(13, LOW);
// Wait for asecond.
delay(1000);
3. UploadtheCode:
• Connect theArduinoUnotoyour computer usingtheUSBcable.
• Select thecorrect boardandport fromtheToolsmenuintheArduinoIDE.
• Clicktheuploadbuttontotransfer thecodetotheArduino.
4. ObservetheLED:
• TheLEDshouldstart blinkingwithaone-secondinterval.
6.8BREIFWORKING
KeyComponents
1.BrakePedal PositionSensor (BPPS)
2.ElectronicControl Unit (ECU)
3.BrakeLight Switch
4.Start Buttonor IgnitionSwitch
5.Instrument Cluster Display
6.SafetyInterlocksandLogicCircuits
Step-by-StepWorkingProcess
1.BrakePedal Engagement
•User Action: Thedriver pressesthebrakepedal.
•BPPSActivation: Thebrakepedal positionsensor detectsthedepressionof thebrakepedal. This

sensor convertsthemechanical actionintoanelectrical signal.
2.Signal Transmission
•Brake Light Switch: Concurrently, the brake light switch is activated, illuminating the brake
lights andsendingaconfirmationsignal totheECU.
•BPPSSignal: TheBPPSsendsasignal totheECUindicatingthat thebrakepedal is pressed.
3.ECUVerification
•Signal Processing: TheECUreceivesthesignalsfromtheBPPSandbrakelight switch.
•Condition Check: The ECU verifies that the brake pedal is indeed pressed and checks other
conditionslikethevehiclebeinginparkmodeor neutral andthebatterystatusbeingsufficient.
4.Start Command
•Start ButtonPressed: Thedriver pressesthestart buttonor turnstheignitionswitch.
•ECUDecision: Uponreceivingthe start command, theECUrechecksthebrakepedal statusand

other preconditions.
Fig19. Instructiondesignindesign
5.SystemActivation
•Power On Sequence: If all conditions are met, the ECUinitiates the power-on sequence for the
electricATV.
•Motor Activation: Theelectricdrivemotor isengaged, makingthevehiclereadytooperate.
6.Driver Notification
•Instrument Cluster:Theinstrumentclusterdisplayshowsa"ready"status, indicatingtothedriver

that thevehiclecannowbedriven.
SafetyInterlocks andLogic
•Redundancy Checks: Multiple sensors and switches provide redundant checks to prevent false
positives.
•Fail-Safe Mechanisms: If the brake pedal is not detected as pressed, the ECUwill not proceed
withthestart-upsequence, ensuringthevehicleremainsstationary.
•DiagnosticFeedback: Incaseof anyfaults (e.g., sensor malfunction), theECUwill displayerror

messages ontheinstrument cluster, promptingthedriver totakecorrectiveaction.
6.9SimplifiedWorkflowDiagram
1.Driver pressesbrakepedal
•Signal fromBPPS→ E C U
•Signal frombrakelight switch→ECU
2.Driver pressesstart button/turnsignitionswitch
•Start command→ E C U
3.ECUcheckspreconditions
•Brakepedal pressed?→Yes
•Vehicleinpark/neutral?→ Y es
•Batterystatus sufficient?→Yes
4.ECUinitiatespower-onsequence
•Activateelectricdrivemotor
•Display"ready" statusoninstrument cluster.
CHAPTER: 7
CONCLUSION
The"depressbrakepedal tostart"featureinelectricall-terrainvehicles(ATVs) isacritical safety
mechanismthatensuresthevehiclecanonlybepoweredonwhenthedriverhastakenadeliberate
action to press the brake pedal. This process prevents unintended movement, enhancing both
driver and bystander safety, particularly in environments where ATVs are often used, such as
ruggedandoff-roadterrains.
Byintegratingcomponentssuchasthebrakepedal positionsensor(BPPS), electroniccontrol unit

(ECU), brake light switch, start button or ignition switch, and instrument cluster display, the
systemprovidesmultiplelayersofverification. TheECU'sroleinprocessingsignalsandverifying
conditions before allowing the vehicle to start is essential for maintaining safety standards and
operational reliability.
Byrequiringthedrivertopressthebrakepedalbeforestartingthevehicle,thisfeaturesignificantly
reduces the riskof unintendedmovement, enhancingoverall safety. The ECUperforms multiple
checkstoconfirmthatall preconditionsaremet, ensuringthatthevehiclecanonlystart undersafe
conditions. Additionally, redundant checks and fail-safe mechanisms add layers of security,
preventing the vehicle fromstarting if any systemcomponent fails or if the brake pedal is not
adequatelypressed.
Incorporating this feature into electric ATVs not only aligns with safety standards but also
improvesuserconfidencebyprovidingclearfeedbackthroughtheinstrumentclusterdisplay. This
process underscores the importance of integrating advanced safety systems in modern electric
vehicles, particularlyinchallengingenvironmentswhereall-terrainvehiclesareoftenused.
KeyPoints:
•Safety Assurance: The systemenhances safety by ensuring the vehicle cannot start unless the
brakepedal ispressed, reducingtheriskof accidental movement.
•Reliable Operation: The integration of sensors, such as the brake pedal position sensor (BPPS)
andthebrakelightswitch, alongwiththeelectroniccontrolunit(ECU), providesreliabledetection
andprocessingof thebrakepedal's status.
•User Feedback: Clear notifications onthe instrument cluster displayinformthe driver whenthe
vehicleisreadytooperate, improvinguser confidenceandoperational clarity.
•RedundancyandDiagnostics:Redundantchecksanddiagnosticfeedbackmechanismsensurethe
system's reliabilityandprompt thedriver totakecorrectiveactionif anyissuesaredetected.
This robust systemincludes redundancy and fail-safe mechanisms, ensuring the ATV remains
stationary if any condition is not met. Additionally, diagnostic feedback fromthe ECUaids in
promptlyaddressinganyissues, maintainingthesystem's integrity.
Overall,the"depressbrakepedaltostart"featureexemplifieshowthoughtfuldesignandadvanced
technologycanworktogether toenhancevehiclesafetyandreliability, ensuringasafer andmore
controlleddrivingexperiencefor users of electricall-terrainvehicles.
CHAPTER: 8
SCOPEFORFUTURE
8.1Technical Scope:
1.SystemIntegration:
•Integrate the"depress brake pedal tostart" feature seamlesslywiththeexistingvehicle systems,

includingtheelectroniccontrol unit (ECU), brakesystem, andpowertrain.
2.Component Selection:
•Identify and select appropriate sensors, switches, and control units capable of withstanding
ruggedoff-roadconditions whileensuringreliableoperation.
3.SafetyStandardsCompliance:
•Ensure that the implementation meets or exceeds relevant safety standards and regulations
governingelectricvehiclesandautomotivesafetysystems.
4.SoftwareDevelopment:
•Developfirmwareorsoftwarealgorithmstomanagethestartupsequence, includingverifyingthe
statusof thebrakepedal, interpretingsensor inputs, andcontrollingthepowertrain.
5.TestingandValidation:
•Conductcomprehensivetestingtovalidatethefunctionality, reliability, andsafetyofthe"depress

brake pedal to start" feature under various operating conditions, including off-road terrain and
harshenvironmental conditions.
6.User InterfaceDesign:
•Design an intuitive user interface, including clear visual indicators on the instrument cluster
display, tocommunicatethestatusof thestartupsequenceeffectivelytothedriver.
Operational Scope:
1.User TrainingandEducation:
•Providetrainingtousers, includingATVoperatorsandmaintenancepersonnel, ontheproperuse

andfunctionof the"depressbrakepedal tostart" feature, emphasizingits importancefor safety.
2.MaintenanceandServiceProcedures:
•Develop maintenance and service protocols specific tothe feature, includingregular inspection
of sensor components, softwareupdates, anddiagnosticproceduresfor troubleshooting.
3.User ExperienceEnhancement:
•Continuously gather feedback from users to identify opportunities for improving the user
experience, such as optimizing response times, refining user interface elements, and enhancing
overall systemreliability.
4.AdaptationtoEvolvingTechnologies:
•Stay abreast of advancements in sensor technology, vehicle connectivity, andsafetysystems to

incorporatenewfeaturesandcapabilitiesintofutureiterationsofthe"depressbrakepedaltostart"
feature.
5.CustomizationandIntegration:
•Explore opportunities for customization and integration with other vehicle systems, such as
implementing additional safety interlocks or integrating with telematics platforms for remote
monitoringanddiagnostics.
BusinessScope:
1.Market Differentiation:
•Positiontheimplementationofthe"depressbrakepedal tostart"featureasauniquesellingpoint,
highlighting its contribution to vehicle safety and user confidence in marketing materials and
promotional campaigns.
2.RegulatoryComplianceAssurance:
•Ensure compliance with applicable regulations and industry standards to mitigate legal and
regulatoryrisks whiledemonstratingacommitment tosafetyandquality.
3.BrandReputationEnhancement:
•Leverage the implementationof advancedsafetyfeatures like the "depress brake pedal tostart"
toenhancethebrand'sreputationfor innovation, reliability, andcommitment tocustomer safety.
4.ValuePropositionfor Customers:
•Communicatethetangiblebenefitsofthefeaturetocustomers, emphasizingitsroleinenhancing
vehiclesafety, reducingtheriskof accidents, andimprovingoverall drivingexperience.
8.2Featuredevelopment:
1. IntegrationwithAdvancedDriver-AssistanceSystems (ADAS)
•Future electric ATVs may integrate the "depress brake pedal to start" feature with advanced
driver-assistance systems (ADAS) such as collision avoidance, lane departure warning, and
adaptivecruisecontrol.
•Enhancedsensorsuites, includingLiDAR, radar,andcameras, willenablemoreprecisedetection

of surroundingobstaclesanddynamicroadconditions, furtherenhancingsafety.
2. Intelligent PreconditioningandPredictiveStart
•Intelligent algorithms and machine learning techniques will enable electric ATVs to analyse
driver behaviour, environmental conditions, andterraincharacteristics topredictivelyengage the
start-upprocess.
•Preconditioning systems may anticipate the driver's intention to start the vehicle, leading to
seamless andinstantaneous vehicle activation upon entering the vehicle or grasping the steering
wheel.
3. EnhancedHuman-MachineInterface(HMI)
•Future electric ATVs will feature advanced HMIs with augmented reality (AR) overlays and
immersivedisplays, providingreal-timefeedbackonthestartupprocess, surroundinghazards, and
vehiclestatus.
•Voice-activated commands and natural language processing will enable hands-free operation,
enhancingconvenienceandaccessibilityfor users.
4. ConnectivityandRemoteStart Functionality
•Electric ATVs will leverage connectivity technologies such as 5G and vehicle-to-everything

(V2X) communicationtoenableremotestart functionality.
•Users will have the abilitytoinitiate the start-upprocess, preconditionthe vehicle, andmonitor
vehiclestatusremotelyviasmartphoneapplicationsandsmartwatches.
5. ContinuousImprovement throughOver-the-Air (OTA) Updates
•OTA software updates will enable manufacturers to continuously improve the performance,
functionality, andsecurityof the"depressbrakepedal tostart" featureandassociatedsystems.
•Machine learningalgorithms will analyse real-world usage data toidentifypatterns, anomalies,

andopportunitiesfor optimization, drivingiterativeenhancementsover time.
6. StandardizationandRegulatoryCompliance
•Industry-wide standardization efforts and collaboration among stakeholders will ensure

interoperability, compatibility, andcompliancewithevolvingsafetyregulationsandstandards.
•Continuous dialogue between manufacturers, regulators, and safety organizations will foster
innovationwhilemaintainingrigorous safetystandards.
Fig.19Completeworkingassemblyof ElectricAll-TerrainVehicle
REFERENCES
1. [1] Ming-chinWu, MingchangShihSimulatedandexperimental studyof hydraulic anti-lock
braking system using sliding-mode PWM control, Department of Mechanical Engineering,
National ChengKungUniversity, Tainan, Taiwan, ROC, 2001
2. [2] Hossein Saidpour (2004), “Light-Weight High Performance Materials for Car Body
Structures”, NTI TechnologyConference, FordMotors Company.
3. [3] Neil Dixon, SamBrookandRobFreeman(2009), “ErgonomicDataMeasuringSystemfor

Driver-Pedals Interaction”, George Rosala andFelicianCampeanUniversityof Brad-Ford, SAE
International, UK.
4. [4] Panakaj Chhabra (2011), “Concurrent Design and Prototyping of Composite Acceletor
Pedal”, Universityof ScienceandTechnologyHisar Haryana.
5. [5] Bo-RongLiang,Wei-Song Lin, AnewSlip Ratio Observer and Its Application in Electric
Vehicle Wheel Slip Control, IEEE International Conference on Systems, Man and Cybernetics,
2012
6. [6] Y. Liu and J. Sun, Target Slip Tracking Using Gain-Scheduling for Braking Systems,
Proceedings of the1995AmericanControl Conference, Seattle, 1995, pp. 1178-1182.
7. [7] BoschGmbH, AutomotiveBrakeSystems, SAEInternational 1996
8. [8] BoschGmbH, DrivingSafetySystems 2ndedition, SAEInternational 1999
9. [9] BoschGmbH, Safety, Comfort andConvenienceSystems, 2006
10. [10]J. C. Gerdes, A.S. BrownandJ. K. Hedrick, BrakeSystemModelingforVehicleControl,

ProceedingsInternationalMechanicalEngineeringCongressandExposition,SanFrancisco,1995,
pp. 4756-4763.
11. [11] J. Lüdemann, Heterogeneous and Hybrid Control with Application in Automotive
Systems, Ph.D. dissertation, GlasgowUniversity, 2002.

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DESIGN AND FABRICATION OF DE-PRESS BRAKE SYSTEM TO START ELECTRIC VEHICLE 2023-2024

1.1 Introduction of E-BAJA Vehicle

Fig.1 All-Terrain Vehicle

1.2 Background of E-BAJA Vehicle

Fig.2 Off road vehicle event

DEPARTEMENT OF MECHANICAL ENGINEERING CIT, GUBBI Page 2

• RathinShah, ChinmayShah, Swapnil Thigale(2017) DesignandAnalysisof aHydraulic

• S. SathishKumar a, S. Rameshkumar b, A. Jeevarathinamc, K.S. Sathishkumar b, K.V.

• Nadeau, J.; Micheau, P.; Boisvert, M. Collaborative control of a dual electro-hydraulic

• ReducedOperatingCosts: EVs havelower operatingcostscomparedtogasolineor diesel

• EnergyEfficiency: Electricmotors areinherentlymoreefficient thaninternal combustion

• ImprovedDrivingExperience: EVsofferasmoothandquiet drivingexperienceduetothe

• Technological Advancements: The EV industry is rapidly advancing, leading to

• Sustainability and Futureproofing: As society moves towards sustainable practices, EVs

• Reduced Emissions: The widespread adoption of EVs leads to a decrease in greenhouse

• Resource Efficiency: EVs can contribute to resource efficiency by utilizing renewable

• Market Disruptions: Theshift towards EVs candisrupt traditional automotiveandenergy

• Charging Infrastructure: The growth of EVs necessitates the development of a robust

• Smart CityInitiatives: EVadoptionalignswithsmartcityinitiativesfocusedonenhancing

• BatteryTechnology: ThedemandforEVsdrivesinnovationinbatterytechnology, leading

• Infrastructure Investment: Public and private investments in EV infrastructure are

Fig. 4Saleof electricvehicle

1.BrakePedal Activation: Whenyoupressthebrakepedal insidethecar, youinitiatethebraking

4.FrictionandSlowingDown: Thecontact betweenthebrake pads androtor (or brakeshoes and

It's important tomaintaintheproper level of brakefluidandensureit is freefromcontamination.

Regular brakesystemmaintenance, includingbrakepad/shoeinspections, rotor/drumchecks, and

brakefluidchanges, isessential for optimal brakeperformanceandsafety.

1.ElectricPowertrain: EVs arepoweredbyanelectricpowertrainconsistingof anelectricmotor,

4.ChargingInfrastructure: BEVsarechargedbypluggingthemintoexternal power sources, such

4.3Importanceof Depress toStart ElectricVehicle

ModernEVs areequippedwithvarious electronic control systems that relyoncertainconditions

4.4Components forDepress Brake toStart ElectricVehicle

1. Problem Identification through research papers and discussion forums.

DEPARTEMENT OF MECHANICAL ENGINEERING CIT, GUBBI Page 18

9. Modelling of the same.

5.1 Process flow

Fig. 8 Procss flow

DEPARTEMENT OF MECHANICAL ENGINEERING CIT, GUBBI Page 19

Fig. 9 Hydraulic braking system

DEPARTEMENT OF MECHANICAL ENGINEERING CIT, GUBBI Page 22

5. Speedsensors: theanti-lockbrakingsystemneeds some wayof knowingwhenawheel is

Fig. 10 General layout of a hydraulic actuated braking system

Fig 11a. II configuration Fig 11b. X configuration

6.2 Brake Fluid

DEPARTEMENT OF MECHANICAL ENGINEERING CIT, GUBBI Page 24

6.3 Master cylinder

Fig. 12 Polaris ranger tandem master cylinder.

Fig. 13 Tandem master cylinder schematic structure

6.4Tandem master cylinder working principles.

DEPARTEMENT OF MECHANICAL ENGINEERING CIT, GUBBI Page 26

Fig. 14 Tandem master cylinder schematic working Principle

DEPARTEMENT OF MECHANICAL ENGINEERING CIT, GUBBI Page 27

Fig 15. Leaks in the tandem master cylinder

DEPARTEMENT OF MECHANICAL ENGINEERING CIT, GUBBI Page 28

Fig 16. Tandem master cylinder structure

DEPARTEMENT OF MECHANICAL ENGINEERING CIT, GUBBI Page 29

Followingfactorsareconsideredfor material selection.

3. Physical andmechanical properties

Thisstudyemphasisonanintegrationofergonomicsandcompositematerial toreduceweight and