brake abd pedal

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A COMBINED PEDAL FOR BRAKE AND ACCELERATOR
ABSTRACT
It has been reported that some automobile accidents are caused by mistakenly pressing down the
accelerator, when the intention was to press down the brake. Recordings of an electro-
goniometer at the right knee joint on some subjects showed that upon receiving a fright due to a
sudden loud noise or some emergency situations the knee initially became taut. It can therefore
be supposed that some drivers have difficulty in removing their foot from the accelerator pedal
and transferring it to the brake pedal quickly. So this design makes ergonomically fit for user that
enables reducing shifting time between accelerator and brake. Combination of brake and
accelerator pedal is very much useful for driver.

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TABLE OF CONTENTS
CHAPTER
NO
TITLE PAGE NO
SYNOPSIS
1 INTRODUCTION 3
2 LITERATURE SURVEY 5
3 DIAGRAM 7
4 DESCRIPTION AND PROCEDURE 8
5 WORKING MECHANISM 18
6 METHODOLOGY 22
7 ADVANTAGES AND LIMITATIONS 33
8 CONCLUSION AND FUTURE SCOPE 35
9 REFERENCE 37
PHOTOGRAPH 38

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CHAPTER I
INTRODUCTION
Nowadays the increment in the death rate of India is 20% because of the accidents on the highways
hence this innovation can help us to reduce the death rate by 7% to 10% since this can be used in the
any 4 wheeler. The innovation relates to the improvements in the mechanical movements and has a
particular reference to a Combined foot brake pedal and accelerator pedal movement. It essentially
consistsof a jointpedal for operating the brake and accelerator, arranged in such a form that its action
to affect one or the other function is carried out without the possibility of error, and without one
function interfering with the other. As conventional pedals are equipped with separate brake and
accelerator.The clutch is to the left, the accelerator to the right and the brake in the middle. The right
foot should be used for pressing the accelerator and brake. The arrangement guarantees, that the
throttle isreleasedasthe driverbrakes.However,italsomeansthat the foot is almost always placed at
a distance frombrake,that is,on the accelerator,thusmovementtimeaddstobrake reaction time. The
footmay be inaccuratelyplacedonthe brake resultinginbadbrakingperformance anditmayevenmiss
the brake and hitthe accelerator.Itisbeingobservedthat ittakeslongertobrake in an emergency with
separate pedals. It takes at least 0.2 seconds to move your foot from one pedal to other and hence, at
80 kilometres per hour this adds five meters to vehicle’s stopping distance. Moreover, due to sight
misjudgement it is easy to hit the wrong pedal which leads to accelerator being clipped, causing a
crash.This is a combination accelerator and brake control mechanism where in there is a single
pedal serving both as the charge control and the brake control. The single pedal is pivoted on a
pivot fixed in a base, the pedal extending through the vehicle floor board hence it is single pedal
pivotally mounted on one end of a lever, the other end of which is adapted to be pivotally
mounted on the floor of the vehicle.
The heel-engageable portion is connected by a link to the throttle-operating lever. A brake-
operating lever is pivotally mounted on the vehicle and connecting rod pivotally connects such
lever which attached with push rod of master cylinder. Pressing with the foot on the superior or
upper part of the single pedal controls the charge to the vehicle motor, pressing with the foot on
the lower or inferior part of the pedal controls the brakes of the vehicle. A see-saw rod contacts
directly or indirectly with the ends of both the vehicle gas control rod or the brake control rod,
and the motion of the pedal pressed down on its top end acting through the see-saw rod moves

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the charge control mechanism from neutral position to gas control position, and pressing the
lower end of the pedal actuates the brake control mechanism. Thus, the action of the human foot
with this device is very similar to that with the customary two pedal control, for the usual
accelerator is usually operated by toe pressure and the brake pedal is usually operated by heel
pressure.

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CHAPTER II
LITERATURE REVIEW
Antonio Frontcra Pascual: The subject of the present descriptive memorandum is a combined
accelerator and brake pedal control system for automobiles. At the present time, as is known,
automobiles are equipped with independent pedal controls for operating the accelerator and the
brake.
Rickard Nilsson: This study by Rickard Nilsson is focusing on adaptability of new invention by
drivers because drivers actually face lot of problems in adapting new method of accelerating and
braking using combined brake and accelerator pedal instead of separate pedal.
Charles Rabin: The present invention generally relates to a control device for automobiles or
similar type vehicles having an internal combustion engine with a carburetor normally provided
with a throttle valve for controlling the inlet of a fuel and air mixture in which there is
incorporated a construction providing for closing of the throttle valve when the brakes of the
vehicle are applied and providing for opening of the throttle valve when the brakes are released.

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OBJECTIVES
Design, Analysis and Testing of single pedal brake accelerator mechanism to reduce pedal
shifting time and to reduce the possibility of misapplication of pedal or bad hit of pedal.
The major objectives of single pedal brake-accelerator mechanism are:
1. Design of single structure which consists of two system
i.e. braking system and acceleration system.
2. Combining the braking pedal and accelerator pedal mechanism on single pivot.
3. Arranging the motions of two different pedals so that can be handled by same foot.
4. Motions of two pedals should not interfere with each other.
5. Working of two systems should be separate and should not interfere with each other.

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CHAPTER III
DIAGRAM

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CHAPTER IV
DESCRIPTION AND PROCEDURE
CONSTRUCTION
The main components used in this project are base frame, rod, wires, eliminator, motor, limit
switch(on/off) and cut off limit switch, spring(torsion and tensile). The pedal consist of two pivot
points 1 and 2. The pivot point 1 and 2 used for acceleration and braking. For acceleration pivot
point 2 is used and for braking pivot point 1 is used. The pedal is made up of Mild steel.
Base frame
A frame is often a structural system that supports other components of a physical construction
and/or steel frame that limits the construction's extent. The frame can with stand all the other
components like motor, limit switch, cut off valve and other rods etc.. The frame should have the
maximum load withstand capacity. The frame is joined by using arc welding.
Tensile and Torsion spring
A spring is a flexible elastic object used to store mechanical energy. Torsion spring is a spring
that works by torsion or twisting. It is used for automatic retrieving of pedal during acceleration
(Feet Moment) Tensile spring is used for breaking (Leg Moment)
Pedal
Automotive the pedal used by the driver of a vehicle to operate the brakes and acceleration.
Examples from the Web for brake pedal and acceleration pedal. The controls appeared to be
functioning smoothly enough. In this project we can use single pedal for braking and
acceleration to quickly stop the vehicle. The pedal is joined by using arc welding.
A combined and pedal mechanism is designed to function as both brake and accelerator, which
can be adopted by driver quickly and effortlessly. This new mechanism enables the driver to
control acceleration and braking using one feet, which will lead to reduction in stopping distance,
misjudgement and ultimately decrease in number of road accidents that may happen each day.

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Limit switches (on/off and cut off):
ON/OFF Limit Switch supply the current to motor. ON/OFF Limit Switch is used to actuate the
motor during acceleration. CutOFF Limit Switch cut the current supply to the motor. CutOFF
Limit Switch is used to stop.
ON/OFF Limit Switch and Cut OFF Limit Switch
DC motor
Here the motor is run by using the limit switch .When the limit switch is ON the motor is run.
when the cut off switch is actuated the motor is stopped. This technique is used for solar cart
vehicle.
Eliminator
Eliminator is used for converting the power supply from AC to DC voltage current. It also varies
the voltage between 5v to 12v. It is a device powered by an electrical source other than a battery.
It may be used by a second device designed to be powered by batteries.
Connecting rod
The rod which is used to actuate the CuttOFF limit switches. The connecting rod is attached to
the pedal. When pedal is pressed during braking .The connecting rod moves forward and hit the
CuttOFF limit switch and motor stops.

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1.Pneumatic Cylinder:-
Fig:4.1 Pneumatic Cylinder
Key points:- • Pneumatic cylinders come in many basic versions. • All cylinders
can be tweaked to better fit an application. • Custom designs can perform better
and save money when standard cylinders don’t fit the job.
4.2 Resources:-
Pneumatic cylinders are widely used to generate force and motion on a vast range
of OEM equipment. They can move products directly or indirectly by pushing,
pulling, lifting, lowering, or rotating, and can keep them from moving by clamping
them in place. Wide acceptance comes in large part because cylinders are simple,
economical, durable, and easy to install. They can produce thousands of pounds of
force over a broad range of velocities; cycle at high speeds without overheating;
and stall without internal damage. And they readily tolerate tough conditions such

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as high humidity, dusty environments, and repetitive high-pressure wash downs.
Pneumatic actuators come in literally thousands of styles, sizes, and configurations.
This variety makes more innovative-equipment possible, but sorting out the best
cylinder for an application can be a bit overwhelming. Here are some key
considerations.
Cylinder design:- The basic, rod-style industrial cylinder consists of a tube sealed
by end caps. A rod attached to an internal piston extends through a sealed opening
in one of the ends. The cylinder mounts to a machine and the piston rod acts upon
the load. A port at one end of the cylinder supplies compressed air to one side of
the piston, causing it (and the piston rod) to move. The port at the other end lets air
on the opposite side of the piston escape —usually to atmosphere. Reversing the
roles of the two ports makes the piston and rod stroke in the opposite direction.
Rod-style cylinders function in two ways:
Double-acting cylinders use compressed air to power both the extend and retract
strokes, moving the rod back and forth. This arrangement makes them ideal for
pushing and pulling loads. Controlling the rate at which air exhausts determines
rod speed.
Single-acting cylinders have compressed air supplied to only one side of the
piston; the other side vents to atmosphere. Depending on whether air is routed to
the cap or rod end determines whether the rod extends or retracts.

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4.4 Rod-style cylinders come in various designs:-
Fig 4.2 Rod-style cylinders come in various designs
Repairable cylinders can be disassembled to replace seals and other internal
components. This extends a cylinder’s life. These durable cylinders are generally
used in rugged, heavy-duty applications. Sealed-for-life or “disposable” cylinders
have end caps mechanically crimped to the tube. Internal components are preluded
prior to assembly. Although they are less expensive to manufacture than
comparable repairable cylinders, they cannot be taken apart to repair without
destroying the housing. These cylinders are usually used in lighter-duty
applications and must be replaced when they fail.
Compact:- Cylinders fit into smaller spaces where only a short stroke is required.
They are used in lighter-duty applications due to the small bearing surface on
which the rod slides. They mainly come in single-acting versions, but double-
acting styles also are available. Guided :- Cylinders have guide rods and guide
blocks mounted parallel to the piston rod, or dual piston rods. They prevent the
piston from rotating and provide precise, controlled linear motion —especially
when the unit is subject to high side loads. In such cases, the guides reduce rod and
piston bending and uneven seal wear. They are recommended in applications with
sizeable offset loads or require that the load be guided, for example, down a
conveyor.

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Rack-and-pinion:- Units convert a cylinder’s linear motion to angular rotation that
can exceed 360°. The rotary actuators —with the rack mounted on the rod —are
often used in process industries to operate quarter-turn valves.In addition to rod-
type cylinders, other designs included.
Bellows:- Are durable, single-acting actuators with flexible, reinforced-elastomeric
walls and metal end plates. They extend when inflated and can generate high
forces, thanks to their large diameters. A cylindrical shape lets them bend in any
direction, making them useful where load direction might curve. Note that external
restraints should be used to limit maximum extension and compression.
Unrestrained extension can blow off the end plate, and exhaust without restraint
can let the load crush the sidewalls. Rodless cylinders, as the name implies, have
no rod extending through the end caps. Instead, an external carriage slides back
and forth on the tube. The load mounts on this carriage. In many designs, an
internal piston is mechanically connected to the carriage through a sealed
longitudinal slot in the cylinder wall. Long sealing strips inside and outside the
cylinder tube prevent air leaks and dust and dirt ingression. Other variations
include cable-and-pulley arrangements and magnetically coupled pistons and
carriages.

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4.5 Compressor:-
According to the design and principle of operation:-
1. Rotary screw compressor
2. Turbo compressor
Positive displacement:-

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Positive-displacement compressors work by forcing air into a chamber whose
volume is decreased to compress the air. Common types of positive displacement
compressors are:-
• Piston-type air compressors use this principle by pumping air into an air chamber
through the use of the constant motion of pistons. They use one-way valves to
guide air into a cylinder chamber, where the air is compressed. Rotary screw
compressors use positive-displacement compression by matching two helical
screws that, when turned, guide air into a chamber, whose volume is decreased as
the screws turn.
• Vane compressors use a slotted rotor with varied blade placement to guide air
into a chamber and compress the volume. A type of compressor that delivers a
fixed volume of air at high pressures.
Negative displacement:-
Negative-displacement air compressors include centrifugal compressors. These use
centrifugal force generated by a spinning impeller to accelerate and then decelerate
captured air, which pressurizes it.
Cooling:-
Due to adiabatic heating, air compressors require some method of disposing of
waste heat. Generally this is some form of air- or water-cooling, although some
(particularly rotary type) compressors may be cooled by oil (that is then in turn air-
or water-cooled)[3] and the atmospheric changes also considered during cooling of
compressors.
Applications:-

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• To supply high-pressure clean air to fill gas cylinders
• To supply moderate-pressure clean air to a submerged surface supplied diver
• To supply moderate-pressure clean air for driving some office and school
building pneumatic HVAC control system valves
• To supply a large amount of moderate-pressure air to power pneumatic tools,
such as jackhammers
• For filling tires
• To produce large volumes of moderate-pressure air for large-scale industrial
processes (such as oxidation for petroleum coking or cement plant bag house purge
systems).
4.7 Compressors - Saving Energy
Most air compressors either are reciprocating piston type, rotary vane or rotary
screw. Centrifugal compressors are common in very large applications. There are
two main types of air compressor's pumps: oil-lubed and oil-less. The oil-less
system has more technical development, but is more expensive, louder and lasts for
less time than oil-lubed pumps. The oil-less system also delivers air of better
quality.
Compressor saving energy:-
Reduce run time – turn off when not needed
Lower system pressure to lowest possible leve0l
Repair leaks

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Recover waste heat
Additional system volume (load/unload only)
Reduce use of pneumatic tools
CONNECTIONS
There are two terminal positive and negative.
In which the positive terminal from the rectifier is connected to the ON/OFF limit switch and
that ON/OFF limit switch is connected to the CUTOFF limit switch and this CUTOFF limit
switch is connected to motor.
In other side the negative terminal is connected to the motor from rectifier. The current is passed
to the ON/OFF limit switch when this limit switch is ON. The current is passed to the CUTOFF
limit switch.
When the CUTOFF limit switch is not actuated the power is passed to motor and the motor runs.
When the CUTOFF limit switch is actuated, the power is not passed to the motor and the motor
is stopped.

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CHAPTER V
WORKING MECHANISM
In order to eliminate such kind of problems, A COMBINED PEDAL MECHANISM is designed
to function as both BRAKE and ACCELERATOR, which can be adopted by driver quickly and
effortlessly.
This new mechanism enables the driver to control acceleration and braking using one feet, which
will lead to reduction in stopping distance, misjudgement and ultimately decrease in number of
road accidents that may happen each day.

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Different views of 3D modelled mechanism
(a)

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(b)
Car controls are the components in automobiles and other powered road vehicles, such
as trucks and buses, used for driving and parking.
While controls like steering wheels and pedals have existed since the invention of cars, other
controls have developed and adapted to the demands of drivers. For example, manual
transmissions became less common as technology relating to semi-automatic and automatic
transmissions advanced.
Earlier versions of headlights and signal lights were fueled by acetylene or oil. Acetylene was
preferred to oil, because its flame is resistant to both wind and rain. Acetylene headlights were
popular until 1898, when the first electric headlights were introduced.
Steering
The first automobiles were steered with a tiller sometimes on the left or right, sometimes in the
centre. The steering wheel was first used when Alfred Vacheron competed in the 1894 Paris–
Rouen motor race in a Panhard et Levassor. In 1898, steering wheels became a standard feature
of Panhard et Levassor cars. They were introduced in the U.S. by Packard in 1899, and by 1908
were on most models.[1]

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Power steering helps drivers steer by augmenting the driver's steering effort. Power steering has
used hydraulics to reduce a driver's steering effort. However, hydraulic steering is being replaced
by electric power steering, because it eliminates the hydraulic pump, and increases fuel
efficiency
Braking
n modern cars the four-wheel braking system is controlled by a pedal to the left of the accelerator
pedal. There is usually also a parking brake which operates the rear brakes only. On manual cars
this is a lever between the front seats, but can be a pedal on some automatic transmission
vehicles. In rallying the handbrake lever is long and vertical, extending to near the steering
wheel, to facilitate handbrake turns
Pedal Measurements
Usingspeciallyconstructedequipment,we were able to measure three separate dependent variables.
First,the steeringwheelcenterwaslocatedlaterallyalong with the lateral location of the right edge of
the brake pedal and the leftedge of the accelerator(attheircentersvertically).Thiswasusedto define:
(1) the separationbetweenthe rightedge of the brake pedal and the steering wheel centerline, with a
positive valuebeingtothe rightof the steering wheel centerline; (2) the separation between the right
edge of the brake pedal and the left edge of the accelerator (sometimes called “gap”); and (3) the
vertical separation between the two pedals measured along a line perpendicular to the brake pedal
surface at rest. These measures were taken from the vertical midpoints of the pedal edges.

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CHAPTER VI
METHODOLOGY
The design of new mechanism aims, to provide a pedal that applies the brakes instantaneously
and also permits the operation of accelerator with the same foot. In other words, the vehicle must
not accelerate at the time of braking and at the time of acceleration vehicle must not decelerate or
stops.
The design of mechanism was prepared.It consists of a base plate say, 3mm thickness on which
the whole mechanism is to be constructed. The lever is mounted over the base plate which is free
to rotate in any direction, its forward movement is controlled by stroke of master cylinder and
backward movement is controlled by two helical tension springs arranged in parallel, which
helps the lever to come back in original position. In addition, another purpose of spring is to
restrict the movement of lever during throttling. At the top of the lever 2nd pivot is provided on
which the foot lever is clamped which is also free to rotate in any direction.
The above figure represents drawing of the combined pedal mechanism, which illustrates all
three views for better understanding. It shows foot lever is directly attached to pivot point 2
using a M8 half threaded bolt, which gives angular moment to foot lever. Similarly, pivot point 1
is created on base plate, which enables linear movement of push rod into the master cylinder.

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MASTER CYLINDER
The master cylinder, also known as the master brake cylinder, converts the pressure on the brake
pedal to hydraulic pressure by feeding brake fluid into the brake circuit and controlling this
according to the mechanical force.
FUNCTION OF MASTER CYLINDER
The master cylinder, also known as the master brake cylinder, converts the pressure on the brake
pedal to hydraulic pressure by feeding brake fluid into the brake circuit and controlling this

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according to the mechanical force. Master brake cylinders are used both in disc brakes and drum
brakes.
Due to statutory provisions, a car must be equipped with two separate brake circuits. So-called
tandem master cylinders generate the hydraulic pressure for the two separate brake circuits. In
the event of one brake circuit failing, the brake pressure builds in the other brake circuit still
intact.
When the driver presses the brake pedal, the power from his/her foot on the pedal is transmitted
to the pressure piston. The piston is pushed towards the brake line.
In master cylinders in older vehicle models, the piston collar passes over the compensating bore,
the pressure chamber is closed and braking force is generated. When the driver now releases the
brake pedal, the pressure piston, supported by a spring, is returned to its original position. Brake
fluid then flows into the main cylinder, so that if the pedal is pressed again immediately, the
brake pressure is increased.
COMBINED PEDAL FOR BRAKE AND ACCELERATION SYSTEM
The pedals mounted at the centre of a vertically displaceable pivot. The ends of the pedal serves
as accelerator and brake. To accelerate driver, pivot the pedal while to Brake driver, push the
entire pedal mechanism forwards. So, Accelerating is a feet movement and, while braking comes
from extending whole leg. A driver can switch from acceleration to braking instantly, just by
pressing the combined pedal forwards.
A few potential disadvantages with the combined pedal may be noted. One significant problem is
the risk for confusion when the person that is familiar with separate pedals for the brake and
accelerator must relearn these actions when required to use the combined pedal. The most
obvious danger is that drivers will move their foot away from the pedal, particularly in
emergency situations. A corresponding problem can arise when the driver, who is accustomed to
the combined pedal, returns to the system of separate pedals. In this latter case, the driver
stretches his out his or her leg during braking and hence inadvertently presses the accelerator
instead of the brake pedal.

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A second possible hazard concerns an ergonomic problem. If the driver has difficulty in relaxing
because of concern for unintentional braking, physical tension and strain likely to occur.
The third imperilment is that the shortened reaction time in braking in combination with the
increase in flexibility can bring about what is known as the compensation phenomenon.
Concern has been most intense for problems associated with driver confusion. While an
individual probably face little difficulty to relearn, in that case it would be difficult to
recommend combined pedal, even though it is likely a better solution than traditional pedals.
At the introduction of the combined pedal system, the vehicle population would consist of
vehicles with divergent pedal systems for a considerable number of years. This inevitably would
entail a large number of hazardous traffic situations because drivers are continuously required to
switch between pedal systems.
Consequently, an initial controlled evaluation of combined brake-accelerator pedal should focus
on highlighting the eventual problems that may occur during the transition period between the
combined pedal and the conventional pedals. The purpose of the present study, therefore, was to
examine the potential transition problems as outlined earlier.

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Different views of fabricated mechanism

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(a)

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(b)

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WORKING MECHANISM
Acceleration
In order to accelerate, the foot lever rotates about pivot point 2(upper pivot point), the figure
shows the upper half of foot lever moves in downward direction and lower half of pedal moves
in upward direction i.e rotation of foot lever would be in anticlockwise direction. However, the
support is kept in stationary position, this resistance is achieved by using helical tension spring.
The main purpose of spring is to provide Resisting force to the support during throttling. Hence,
by using upper half of the foot, driver can accelerate the vehicle without actuation of brakes.

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Braking
In order to brake , the foot lever and support both moves in linear direction such that, there
would be no acceleration of the vehicle. This is achieved by fixing the source (acceleration
cable) at the bottom end of the pedal near the heel rest. Therefore, the whole assembly (foot
lever, support) rotates about the pivot point 1 and spring comes in stretched position. On
releasing the pedal, the spring tends to come in original position due to spring action. Hence,
driver can decelerate or stop the vehicle without actuation of throttle
Neither acceleration nor Braking

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In this condition foot of driver simply rests on foot lever, it does not cause either of the function.
The figure shows the positioning of foot, any further movement results in acceleration or
braking.
Accelerating Mechanism:
 When the C.A. pedal is depressed the Accelerator Pedal Positioning Sensor (APS) senses the
amount of deflection and generates a corresponding voltage.
 This voltage is send as an input signal to the Engine Control Unit (ECU).
 Like in conventional cars the ECU reads the voltage and gives corresponding command signal
to the throttle valve control mechanism.

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 So when the pedal is depressed the throttle valve decreases in its angle and hence it blocks the
path of the inlet manifold.
 As and when the pedal is released throttle valve opens up and more of air-fuel enters the
combustion chamber and we obtain acceleration.
Clutching Mechanism
 The clutch mechanism is obtained at the fully depressed condition of the C.A. pedal.
 At this position a small linkage from the pedal opens a lock. Now when lock opens the pedal is
jammed and hence it is not allowed to retract back.
 The lock is nothing but a small arrangement made to stop the movement of clutch rod.
 Now with the lock opened, force applied to the pedal moves the clutch rod in a linear direction.
 This movement is used in operating the clutch.
 When the clutch is to be released, force on the pedal is gradually decreased and by fulcrum
action the clutch rod retracts automatically.
 When the clutch rod is fully retracted it hits a linkage mechanism which closes the lock and
opens up the C.A. pedal.

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CHAPTER VII
ADVANTAGES AND LIMITATIONS
Advantages:
 Specific kind of accidents can be reduced
 No matter which pedal the driver presses in panic, the vehicle will slow down
1. It takes longer to brake in an emergency with separate pedals. It takes at least 0.2 seconds
to move your foot from one pedal to the other and at 80 kilometers per hour this adds five meters
to your stopping distance.
2. Another problem with separate pedals is that it's there is possibility of hitting the wrong one. A
slight misjudgment when going for the brake, can lead to the accelerator being clipped, causing a
crash.
3. One of these advantages is the instantaneous and natural control available by single foot
movement.
4. It reduces the use of handbrake and return of the car while driving on inclined road having
positive slope.
5. This combined pedal mechanism thus provides a driving control which permits the quick and
smooth transition from acceleration to braking, without needing to transfer the foot from one
pedal to another.
6. For physically challenged persons the pedal is more useful because they no need to change
their foot.

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7. A system to generate heat from Scheffler reflector consists of a number of subsystems and
components. However, it is easy to see what the entire system does by specifying just a few basic
parameters.
8. The acceleration and brake can be done quickly. It will also used in electric motor vehicle.
LIMITATIONS
 Driver may find it difficult to adapt to a new mechanism
 Foot cannot be taken off the pedal while the car is in motion
1. There is more force is required while apply a sudden brake to stop the vehicle.
2. It is difficult to operate the pedal during climbing on hills. To overcome that problem, we
should use handbrake. It will be uncomfortable to user.

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CHAPTER VII
CONCLUSION AND FUTURE SCOPE
CONCLUSION
With the above study we can conclude that this new mechanism results in avoiding interference
of braking during acceleration and vice versa.
Moreover, it is advantageous over conventional pedals. This combined pedal mechanism thus
provides a driving control which permits the quick and smooth transition from acceleration to
braking, without needing to transfer the foot from one pedal to another.
The rapid increase in number of vehicles on roads day by day, demands an exploration of such
mechanism to get rid of driver’s effort and reduce road accidents.
This innovative project will be useful for physically challenged person in future.

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FUTURE SCOPE
It is advantageous over conventional pedals. This combined pedal mechanism thus provides a
driving control which permits the quick and smooth transition from acceleration to braking,
without needing to transfer the foot from one pedal to another. The rapid increase in number of
vehicles on roads day by day, demands an exploration of such mechanism to get rid of driver’s
effort and reduce road accidents.

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CHAPTER VIII
REFERENCES
[1] Rickard Nilsson, 2002, Evaluation of combined brake-accelerator pedal, Accident Analysis
and Prevention, 34, pp. 175-183.
[2] http://www.google.com/patents/US3331479.
[3] V.B. Bhandari, “Design of Machine Elements”, Published by Tata McGraw hill Education
Private Limited, third edition copyright © 2010.
[4] Robert L. Jeffcoat, Andrew Jackson, Department of Mechanical Engineering and Applied
Mechanics University of Pennsylvania.,
[5] Uday.A.Bakshi, Mayuresh.V.Bakshi,, Department of Electronics Engineering, Electrical
drives and control.

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PHOTOGRAPH