ELECTRO-HYDRAULIC BRAKE Seminar report’10

CARMEL POLYTECHNIC
COLLEGE
ALAPPUZHA

DEPARTMENT OF AUTOMOBILE ENGINEERING

SEMINAR REPORT
ON

ELECTRO-HYDRAULIC BRAKE
Submitted by: SHAN SHOUKATH
Register No :88050045

FIFTH SEMESTER AUTOMOBILE ENGINEERING (2010-2011)

CARMEL POLYTECHNIC
COLLEGE
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ELECTRO-HYDRAULIC BRAKE Seminar report’10

ALAPPUZHA

CERTIFICATE
This is to certify that the seminar entitile

‘‘ ELECTRO-HYDRAULIC BRAKE ’’ the bonafide

report of work done by Mr. SHAN SHOUKATH of fifth
semester Automobile engineering at Carmel
polytechnic college punnapra, Alappuzha towards the
fullfilment of diploma in Automobile engineering under
the board of technical education during the year 2010
– 2011.
Lecture in charge Head of section

Internal Examiner External Examiner

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ELECTRO-HYDRAULIC BRAKE Seminar report’10

ACKNOWLEDGEMENT
I here by gladly present this seminar on “ELECTRO- HYDRAULIC
BRAKE ” towards the fulfillment of the award Engineering.

At the submission of the report I use this opportunity to express my sincere

gratitude to our Head of Department Sri.A.S RADHAKRISHNA PILLAI,
Automobile engg: for permitting me to do this seminar.
I also express my profound gratitude to our seminar co-ordinators
Sri. S.R., RAJENDRANATHAN NAIR, Mr. JONU JOSEPH , Mr. BINU.
N. KUNJUMON, Mr. KRISHNANUNNI.M, Mr. ARUN GEORGE and
for their inspiring assistance, encouragement and useful guidance.

I am also indebted to all the teachers of the department of Automobile engg:

for their co-operation and suggestion spirit behind this report. I also wish to
express my heartful thanks to all my friends for their good will and
constructive ideas which helped me a lot in bringing out this report.

Above all I humbly express my thanks to GOD ALMIGHTY for his

blessing and helps to overcome all the difficulties on the way of my seminar.

SHAN SHOUKATH
Automobile Engineering

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ELECTRO-HYDRAULIC BRAKE Seminar report’10

CONTENTS
● INTRODUCTION 2

● ABOUT EHB

● WORKING 5

● SYSTEM OVER VIEW

● COMPARISON

● ADVANTAGES 18

● DISADVANTAGES

● APPLICATIONS 21

● CONCLUSION

REFERENCE

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ELECTRO-HYDRAULIC BRAKE Seminar report’10

INTRODUCTION

The next brake concept. This system is a system which

senses the driver's will of braking through the pedal
simulator and controls the braking ressures to each wheels.
The system is also a hydraulic Brake by Wire system.

Many of the
vehicle sub-systems in today’s modern vehicles are being
converted into“by-wire” type systems. This normally implies
a function, which in the past was activated directly through
a purely mechanical device, is now implemented through
electro-mechanical means by way of signal transfer to and
from an Electronic Control Unit. Optionally, the ECU may
apply additional “intelligence” based upon input from other
sensors outside of the driver’s influence. Electro-Hydraulic
Brake is not a true “by-wire” system with the thought
process that the physical wires do not extend all the way to
the wheel brakes. However, in the true sense of the
definition, any EHB vehicle may be braked with an electrical
“joystick” completely independent of the traditional brake
pedal. It just so happens that hydraulic fluid is used to
transmit energy from the actuator to the wheel brakes. This
configuration offers the distinct advantage that the current
production wheel brakes may be maintained while an
integral, manually applied, hydraulic

failsafe backup system may be directly incorporated in the

EHB system. The cost and complexity of this approach
typically compares favorably to an Electro-Mechanical Brake
(EMB) system, which requires significant investment in
vehicle electrical failsafe architecture, with some needing a
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42 volt power source. Therefore, EHB may be classified a

“stepping stone” technology to full Electro-Mechanical
Brakes.

present invention relates to an electro-hydraulic brake

system for motor vehicles which is controllable in a brake-
by-wire operating mode by the vehicle operator as well as
independently of the vehicle operator, and which can be
operated in a back-up operational mode where only
operation by the vehicle operator is possible. The brake
system includes an emergency pressure generator or master
brake cylinder which has at least one pressure chamber and
is operable by way of a brake pedal, and a hydraulic
auxiliary pressure source whose pressure is used to act upon
wheel brakes that are connectable to the master brake
cylinder by way of at least one hydraulic connection closable
by a separating valve, as well as an electronic control and
regulating unit. In order to achieve a very rapid change-over
of the separating valves into the closing position, the
present invention arranges for an additional electric circuit
that actuates the separating valve independently of the
electronic control and regulating unit as the driver's
deceleration demand occurs

ELECTRO-HYDRAULIC BRAKE

Electrohydraulic brake systems are the combination of

electronics and hydraulics to create a more versatile brake
system. The electronics provide control flexibility, while the
hydraulics supply the power.

Electrohydraulic braking offers

many advantages over raditional hydraulic braking systems.
These advantages can be exploited to provide improved
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system performance and greater comfort for the operator.

Valves can be moved away from the cab and closer to the
brakes, reducing plumbing costs. Remote operations are
easily handled without having to duplicate the valving.
Vehicle controls can be improved by implementing a variety
of control schemes such as electrohydraulic
brake systems, anti-lock brake systems (ABS), and traction
control systems (TCS). These systems are a result of
hydraulics and electronics combining to create brake
systems that provide value added features for the machine
operator.

These systems provide flexible control while

complying with requirements of primary and secondary
braking standards. Dual pedal angle sensors send signals to
redundant input valve drivers that control the brakevalves.

WORKING

First, the driver’s input is normally interpreted by up to three

different devices: a brake switch, a travel sensor, and a
pressure sensor while an emulator provides the normal
pedal “feel”. To prevent unwanted brake applications, two of
the three inputs must be detected to initiate base brake
pressure. The backup master cylinder is subsequently locked
out of the main wheel circuit using isolation solenoid valves,

so all wheel brake pressure must come from a high-pressure

accumulator source. This stored energy is created by
pressurizing brake fluid from the reservoir with an
electrohydraulic pump into a suitable pre-charged vessel.
The accumulator pressure is regulated by a separate
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pressure sensor or other device. The “by-wire”

characteristics now come into play as the driver’s braking
intent signals are sent to the ECU. Here an algorithm
translates the dynamically changing voltage input signals
into the corresponding solenoid valve driver output current
waveforms.As the apply and release valves open and close,
a pressure sensor at each wheel continuously “closes the
loop” by feeding back information to the ECU so the next
series of current commands can be given to the solenoid
valves to assure fast and accurate pressure response.

It is obvious the EHB

system is significantly more complex in nature. To address
this concern, numerous steps have been taken to eliminate
the possibility of boost failure due to electronic or
mechanical faults. In the ECU design, component
redundancy is used throughout. This includes multiple wire
feeds, multiple processors and internal circuit isolation for
critical valve drivers. The extra components and the
resulting software to control them, does add a small level of
additional complexity in itself. Thermal robustness must also
carefully be designed into the unit, as duty cycles for valves
and motors will be higher than in add-on type system. Thus,
careful attention must be given to heat sinking,

materials, circuit designs, and component selection. Special

consideration must be given to the ECU cover heat transfer
properties, which could include the addition of cooling fins.
On the mechanical side there is redundancy in valves and
wheel brake sensors in that the vehicle may still be braked
with two or three boosted channels. In regards to the E-H
pump and
accumulator, backup components are not typically
considered practical from a size, mass, and cost viewpoint.
However, these few components are extremely robust in
nature and thoroughly tested to exceed durability
requirements.
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MASTER CYLINDER
The master cylinder is a control device that converts
non-hydraulic pressure (commonly from a driver's foot) into hydraulic
pressure, in order to move other device(s) which are located at the
other end of the hydraulic system, such as one or more slave
cylinders. As piston(s) move along the bore of the master cylinder,
this movement is transferred through the hydraulic fluid, to result in a
movement of the slave cylinder(s). The hydraulic pressure created by
moving a piston (inside the bore of the master cylinder) toward the
slave cylinder(s) compresses the fluid evenly, but by varying the
comparative surface-area of the master cylinder and/or each slave
cylinder, one will vary the amount of force and displacement applied to
each slave cylinder

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ECU
ECU is the heart of EHB It is located
under the centre of the instrument pannel, and is
the controll centre for the entire brake system. It
constantly look at the informations from the BPP
sensor and controls the system. It also recoganize
the problems within the system and alert the driver
through a "check engine" light on the dash board.It
can also store informations about the problem to
aid the technicion in making repaires. There are no
serviceable parts in the ECM

PRESSURE SENSOR

Pressure sensors are used

for control and monitoring in thousands of everyday
applications. Pressure sensors can also be used to indirectly
measure other variables such

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as fluid/gas flow, speed, water level, and altitude. Pressure

sensors can alternatively be called pressure transducers,
pressure transmitters, pressure senders, pressure
indicators and piezometers, manometers, among other
names.

TRAVEL SENSORS

Travel sensor is a device used to measure the

vehicle to be travelled and angle position on the the
perfomance of vehicle

COMPARISON OF EHB AND CONVENTIONAL

BRAKE
Analogous to a vacuum boosted
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system in base brake mode, EHB supplies a braking force

proportional to driver input, which reduces braking effort.
The boost characteristics also contribute to the pedal “feel”
of the vehicle. If the boost source fails, the system resorts to
manual brakes where brake input energy is supplied in full
by the driver. As would be expected, the pedal forces vs.
vehicle deceleration characteristics are significantly affected.

This is shown by the input pedal force

vs. Brake line pressure output in Figure 1 of a typical
vacuum boosted vehicle.

Looking at a comparison using the failsafe pedal force input

limit of 500 N, the difference between the resulting brake
line pressure is 2.5 MPa unboosted vs. 8.5 MPa boosted.
This correlates to an approximately proportional difference in
vehicle deceleration. In this example there approximately
correlates to 0.3 g’s decel. Unboosted, and 0.9 g’s boosted.
With EHB systems, there is room to improve this
performance, but only at the expense of pedal travel, which
becomes a hydraulic lever arm of sorts. For example, to
achieve a higher decel from 0.3 g to 0.5 g in failed system,
the pedal travel may have to increase from 50 - 75 mm to
perhaps 150 mm,
which is about the practical limit for brake pedal travel.
Thus, due to the

consequences of boost failure, careful attention must be paid

to component system design irrespective of the type of
mechanism employed.
A comparison between the conventional vacuum boosted
system and an EHB system is shown in Figure 2.

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The conventional system utilizes a largely mechanical link all

the way from the brake pedal through the vacuum booster
and into the master cylinder piston. Proportional assist is
provided by an air valve acting in conjunction with the
booster diaphragm to tilize the stored vacuum energy. The
piston and seal trap brake fluid and transmitthe hydraulic
energy to the wheel brake.

ADVANTAGES
An electrohydraulic braking or "brake-by-wire" system is
a braking system that replaces the control elements of the
traditional braking system such as pumps, cylinders, hoses,
belts and braking fluids, with electronic components
activated by an electronic control device. Such systems are
increasingly being used in aircraft as well as the automotive
industry due to several advantages they offer over
traditional braking systems. When designers want to remove
the brake valve from the cab, electrohydraulic brake
systems should be
considered

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DISADVANTAGES
self-energizing brakes are known from the prior art, in
particular from the field of drum brakes for motor vehicles.
Self-energizing brakes have, however, the disadvantage that
their coefficient of friction increases disproportionately as
the actuator force increases. Since, in conventional hydraulic
brake systems, the distribution of the brake force at the
individual wheel brake cylinders is determined by the
pressure in the brake lines and the area of the hydraulic
pistons, the different coefficients of friction which are
present in reality between the friction linings of the brake
and the brake disc or brake drum to be braked inevitably
lead, when self-energizing brakes are used, to great
differences in the braking forces at the individual wheels of a
vehicle. The driver of the vehicle becomes aware of this

because his vehicle pulls into a skewed alignment during

braking, i.e. it changes its direction of travel in an undesired
way. In particular on a slippery road surface this can lead to
the respective vehicle skidding. Because of these
disadvantages which are associated with them, self-
energizing brakes have therefore no longer been used as a
service brake in the field of motor vehicles for some time

APPLICATIONS
The Electro Hydraulic Brake
system is commonly used in industrial applications .Because
these was
Fail safe brakes when power fails the brake will be applied.
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1 . Cranes
2 . Transfer Cars
3 . Rotating Machines
4 . N.C.Machines
5 . C.N.C.Machines

CONCLUSION
Similar to the days of early ABS
introduction, multiple EMB design configurations have
emerged. From the mid 80’s through the latter part of the
1990’s numerous ABS configurations ranging from
mechanically operated systems, to four valve flow control
designs, to modulators based upon ball screws and electric
motors came to market before the 8-valve, closed
recirculation system became the de facto standard. As with
any new technology, there are concerns and tradeoffs to be
dealt with. In the case of the electro-hydraulic brake they
center around increased electrical and mechanical
complexity, failsafe braking performance, accumulator
safety, and 2-wheel versus 4-wheel backup modes. Each of
these concerns has been answered by prudent designs and
incorporation of new component technologies. The
configuration adopted in Delphi’s EMB development has
included use of four-wheel failsafe with individual isolation
pistons and utilization of mechanical pedal feel lockout. This
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particular design allows system flexibility, inherent

accumulator precharge isolation, and the ability to tune for
optimum failed system stopping performance for all vehicle
classes. Ultimately, no matter which final configuration is
selected for a specific vehicle platform, it will have to
undergo the rigors of full brake system validation. A
carefully de-signed and implemented EMB system holds the
promise of enabling the new brake-by-wire features while
still reliably performing the everyday task of stopping the
vehicle.

REFERANCE
http\www.Car Craft magazine. Htm
http/www.google.com
http/www.torqecars. co. uk
http/www.wikipedia.com
http/www.git.com

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