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CERTIFICATE

THIS IS CERTIFIED THAT PROJECT ENTITLED

“ELECTROMAGNETIC BRAKING SYSTEM ” WHICH IS
SUBMITTED BY OMKAR SAKET (0306ME211008), AMAN SAHU
(0306ME211001), GAURAV MISHRA (0306ME211003),
SHIVAM SAKET (0306ME211016), PANKAJ PATEL (0306ME211009), VINOD
PANDEY (0306ME223D10), SHUBHAM KUMAR (0306ME223D07) B-TECH IN
MECHANICAL ENGINEERING FROM “JAWAHARLAL NEHRU COLLEGE OF
TECHNOLOGY REWA” FOR THE AWARD OF THE ENGINEERING, IS A
BONAFIDE RECORD OF WORK CARRIED OUT BY THEM UNDER GUIDANCE OF
ER. SUNIL KAMAL DWIVEDI.

THE CONTENT OF THIS PROJECT HAS NOT BEEN SUBMITTED TO ANY

UNIVERSITY OR INSTITUTE FOR AWARD OF ANY DEGREE OR DIPLOMA.

----------------------------- ------------------------

ER. SUNEEL KAMAL DWIVEDI EXTERNAL EXAMINER

HEAD OF DEPARTMENT

(PROJECT GUIDE)

(MECHANICAL ENGINEERING )

DATE: ...../..../.................

PLACE: .....................
 CERTIFICATE

THIS IS CERTIFIED THAT PROJECT ENTITLED “ELECTROMAGNETIC BRAKING

SYSTEM” WHICH IS SUBMITTED BY OMKAR SAKET B-TECH IN
MECHANICAL ENGINEERING FROM “JAWAHARLAL NEHRU COLLEGE OF
TECHNOLOGY REWA” FOR THE AWARD OF THE ENGINEERING IS A BONAFIDE
RECORD OF WORK CARRIED OUT BY THEM UNDER GUIDANCE OF PROFF.
SUNEEL KAMAL DWIVEDI.

THE CONTENT OF THIS PROJECT HAS NOT BEEN SUBMITTED TO ANY UNIVERSITY
OR INSTITUTE FOR AWARD OF ANY DEGREE OR DIPLOMA.

…………………………….
SUNEEL KAMAL DWIVEDI.
HEAD OF DEPARTMENT
(MECHANICAL ENGINEERING)

DATE: ...../..../.................

PLACE: .....................
 ACKNOWLEDGEMENT

THIS IS CERTIFYING THAT, WE HAVE PERSONALLY WORKED ON THE

DISSERTATION ENTITLED “ELECTROMAGNETIC BRAKING SYSTEM” A
CASE STUDY AND DATA MENTIONED IN THIS REPORT WAS OBTAINED DURING
GENUINE WORK DONE AND COLLECTED BY US.

ANY OTHER DATA AND INFORMATION IN THIS REPORT, WHICH HAS BEEN
COLLECTED FROM OUTSIDE AGENCY, HAS BEEN DULY ACKNOWLEDGED.

STUDENT

OMKAR SAKET

GAURAV MISHRA

DATE : ..../....../............. AMAN SHAHU

PLACE ..................... SHIVAM KUMAR SAKET

SUBHAM KUMAR SAKET

VINOD KUMAR PANDEY

 ABSTRACT

MAJORITY OF BRAKING SYSTEMS WORK ON THE PRINCIPLE OF DISSIPATION OF

KINETIC ENERGY TO HEAT ENERGY. THIS METHOD HAS ITS OWN DRAWBACKS
AND MUST BE REPLACED WITH A MORE RELIABLE BRAKING SYSTEM THAT IS
QUICK IN RESPONSE, DOESN’T HEAT UP AND IS MAINTENANCE FREE. IN THIS
PROJECT THE DESIGN OF AN ELECTRO-MAGNETIC BRAKING SYSTEM AND
OPTIMIZATION FOR VARIOUS OPERATIONAL PARAMETERS HAS BEEN DONE AND
THE ADVANTAGE OF USING THE ELECTROMAGNETIC BRAKING SYSTEM IN
AUTOMOBILE IS STUDIED. THESE PARAMETERS HAVE BEEN PREVIOUSLY
ITERATED IN CITED PROJECTS AND PAPERS AND ALSO IN THE SIMULATION
MODELS AND ARE TO BE CROSS-CHECKED WITH THE EXPERIMENTAL SETUP

AN ELECTROMAGNETIC BRAKING SYSTEM USES MAGNETIC FORCE TO ENGAGE

THE BRAKE, BUT THE POWER REQUIRED FOR BRAKING IS TRANSMITTED
MANUALLY. THE WHEEL IS CONNECTED TO A SHAFT AND THE ELECTROMAGNET
BRAKING UNIT IS ATTACHED TO ONE SIDE OF THE WHEEL. HERE THE BRAKING
UNIT CONSISTS OF A HOLLOW CIRCULAR STEEL PLATE AND A STATOR WHICH
HAS 3 SPOKES MADE OF IRON WOUNDED WITH COPPER WIRE (OR) MAGNETIC
WIRE. HERE THE ROUND STEEL PLATE WHICH IS ATTACHED TO THE WHEEL
ROTATES WHEN WHEEL ROTATES WITH THE HELP OF MOTOR. WHEN CURRENT IS
SUPPLIED TO THE STATOR THE SPOKES GETS MAGNETIZED AND CREATES AN
MAGNETIC FIELD WHICH TRIES TO ATTRACT OR OPPOSE THE MOTION OF
ROTATING CIRCULAR PLATE WITH THE HELP OF MAGNETIC FIELD CREATED. IN
THIS BRAKES THERE IS NO CONTACT BETWEEN THE ELECTRO-MAGNETIC COILS
AND ROTATING CIRCULAR PLATE (I.E 2MM GAP BETWEEN COIL AND CIRCULAR
PLATE) SO THIS IS ALSO CALLED AS CONTACTLESS BRAKING SYSTEM WHICH IS A
MAIN ADVANTAGE IN USING THIS BRAKES. IN THIS THESE BRAKES CAN BE
INCORPORATED IN HEAVY VEHICLES AS AN AUXILIARY BRAKE. THE
ELECTROMAGNETIC BRAKES CAN BE USED IN COMMERCIAL VEHICLES BY
CONTROLLING THE CURRENT SUPPLIED TO PRODUCE THE MAGNETIC FLUX.
MAKING SOME IMPROVEMENTS IN THE BRAKES IT CAN BE USED IN
AUTOMOBILES IN FUTURE.
 LIST OF CONTENTS

CHAPTER-I : INTRODUCTION
1.1.1 TYPES OF BRAKES

1.1.2 ON THE BASIS OF POWER SOURCE

1.1.3 ON THE BASIS OF FRICTIONAL BRAKING CONTACT

1.1.4 ON THE BASIS OF APPLICATION

1.2 PRINCIPLE OF BRAKING SYSTEM

1.3 TYPES OF BRAKING SYSTEM

1.4 OBJECTIVES

1.5 SIGNIFICANCE AND SCOPE

CHAPTER – || : LITERATURE SURVEY

CHAPTER-||| : ELECTRO-MAGNETIC BRAKING SYSTEM

3.1 BACKGROUND AND HISTORY

3.2 COMPONENTS OF ELECTRO-MAGNETIC BRAKING SYSTEM

3.3 CONSTRUCTION OF ELECTRO-MAGNETIC BRAKING SYSTEM

3.4 WORKING OF ELECTRO-MAGNETIC BRAKING SYSTEM

3.5 ADVANTAGES

3.6 DIS-ADVANTAGES

3.7 APPLICATIONS

CHAPTER -IV : CONCLUSION

CHAPTER -V : REFERENCES
 CHAPTER – |

INTRODUCTION

TOPIC

1.1 TYPES OF BRAKES

1.1.1 ON THE BASIS OF POWER SOURCE

1.1.2 ON THE BASIS OF FRICTIONAL BRAKING CONTACT

1.1.3 ON THE BASIS OF APPLICATION

1.2 PRINCIPLE OF BRAKING SYSTEM

1.3 TYPES OF BRAKING SYSTEM
1.4 OBJECTIVES
1.5 SIGNIFICANCE AND SCOPE
BRAKE DEFINITION AND BACKGROUND

A BRAKE IS A MECHANICAL DEVICE THAT INHIBITS MOTION BY ABSORBING

ENERGY FROM A MOVING SYSTEM. IT IS USED FOR SLOWING OR STOPPING A
MOVING VEHICLE, WHEEL, AXLE, OR TO PREVENT ITS MOTION, MOST OFTEN
ACCOMPLISHED BY MEANS OF FRICTION. BRAKES MAY BE BROADLY DESCRIBED
AS USING FRICTION, PUMPING, OR ELECTROMAGNETIC . ONE BRAKE MAY USE
SEVERAL PRINCIPLES: FOR EXAMPLE, A PUMP MAY PASS FLUID THROUGH AN
ORIFICE TO CREATE FRICTION.

MOST BRAKES COMMONLY USE FRICTION BETWEEN TWO SURFACES PRESSED

TOGETHER TO CONVERT THE KINETIC ENERGY OF THE MOVING OBJECT INTO
HEAT, THOUGH OTHER METHODS OF ENERGY CONVERSION MAY BE EMPLOYED .
FOR EXAMPLE, REGENERATIVE BRAKING CONVERTS MUCH OF THE ENERGY TO
ELECTRICAL ENERGY, WHICH MAY BE STORED FOR LATER USE. OTHER METHODS
CONVERT KINETIC ENERGY INTO POTENTIAL ENERGY IN SUCH STORED FORMS AS
PRESSURIZED AIR OR PRESSURIZED OIL. EDDY CURRENT BRAKES USE MAGNETIC
FIELDS TO CONVERT KINETIC ENERGY INTO ELECTRIC CURRENT IN THE BRAKE
DISC, FIN, OR RAIL, WHICH IS CONVERTED INTO HEAT. STILL OTHER BRAKING
METHODS EVEN TRANSFORM KINETIC ENERGY INTO DIFFERENT FORMS, FOR
EXAMPLE BY TRANSFERRING THE ENERGY TO A ROTATING FLYWHEEL.

BRAKES ARE GENERALLY APPLIED TO ROTATING AXLES OR WHEELS, BUT MAY

ALSO TAKE OTHER FORMS SUCH AS THE SURFACE OF A MOVING FLUID (FLAPS
DEPLOYED INTO WATER OR AIR). SOME VEHICLES USE A COMBINATION OF
BRAKING MECHANISMS, SUCH AS DRAG RACING CARS WITH BOTH WHEEL
BRAKES AND A PARACHUTE, OR AIRPLANES WITH BOTH WHEEL BRAKES AND
DRAG FLAPS RAISED INTO THE AIR DURING LANDING. SINCE KINETIC ENERGY
INCREASES QUADRATICALLY WITH VELOCITY (KE=1/2 MV2), AN OBJECT MOVING
AT 10M/S HAS 100 TIMES AS MUCH ENERGY AS ONE OF THE SAME MASS
MOVING AT 1 M/S, AND CONSEQUENTLY THE THEORETICAL BRAKING DISTANCE,
WHEN BRAKING AT THE TRACTION LIMIT, IS 100 TIMES AS LONG. IN
PRACTICE,FAST VEHICLES USUALLY HAVE SIGNIFICANT AIR DRAG, AND ENERGY
LOST TO AIR DRAG RISES QUICKLY WITH SPEED.

ALMOST ALL WHEELED VEHICLES HAVE A BRAKE OF SOME SORT. EVEN BAGGAGE
CARTS AND SHOPPING CARTS MAY HAVE THEM FOR USE ON A MOVING RAMP.
MOST FIXED-WING AIRCRAFT ARE FITTED WITH WHEEL BRAKES ON THE
UNDERCARRIAGE. SOME AIRCRAFT ALSO FEATURE AIR BRAKES DESIGNED TO
REDUCE THEIR SPEED IN FLIGHT.

NOTABLE EXAMPLES INCLUDE GLIDERS AND SOME WORLD WAR II-ERA AIRCRAFT,
PRIMARILY SOME FIGHTER AIRCRAFT AND MANY DIVE BOMBERS OF THE ERA.
THESE ALLOW THE AIRCRAFT TO MAINTAIN A SAFE SPEED IN A STEEP DESCENT.
THE SAAB B 17 DIVE BOMBER AND VOUGHT F4U CORSAIR FIGHTER USED THE
DEPLOYED UNDERCARRIAGE AS AN AIR BRAKE.

FRICTION BRAKES ON AUTOMOBILES STORE BRAKING HEAT IN THE DRUM BRAKE

OR DISC BRAKE WHILE BRAKING THEN CONDUCT IT TO THE AIR GRADUALLY.
WHEN TRAVELING DOWNHILL SOME VEHICLES CAN USE THEIR ENGINES TO
BRAKE. WHEN THE BRAKE PEDAL OF A MODERN VEHICLE WITH HYDRAULIC
BRAKES IS PUSHED AGAINST THE MASTER CYLINDER, ULTIMATELY A PISTON
PUSHES THE BRAKE PAD

AGAINST THE BRAKE DISC WHICH SLOWS THE WHEEL DOWN. ON THE BRAKE
DRUM IT IS SIMILAR AS THE CYLINDER PUSHES THE BRAKE SHOES AGAINST THE
DRUM WHICH ALSO SLOWS THE WHEEL DOW.

1.1 TYPES OF BRAKES

1.1.1 ON THE BASIS OF POWER SOURCE

1.1.2 ON THE BASIS OF FRICTIONAL BRAKING CONTACT

1.1.3 ON THE BASIS OF APPLICATION

1.1.4 ON THE BASIS OF BRAKE FORCE DISTRIBUTION

[Link] THE BASIS OF POWER SOURCE

THE POWER SOURCE WHICH CARRIES THE PEDAL FORCE APPLIED BY THE DRIVER
ONBRAKE PEDAL TO THE FINAL BRAKE DRUM OR BRAKE DISC IN ORDER TO DE
ACCELERATEOR STOP THE VEHICLE THE BRAKING SYSTEMS .

MAGNETIC BRAKE
IN THIS TYPES OF BRAKING SYSTEM, THE MAGNETIC FIELD GENERATED BY
PERMANENT MAGNETS IS USED TO CAUSE THE BRAKING OF THE VEHICLE.

IT WORKS ON THE PRINCIPLE THAT WHEN WE PASS A MAGNET THROUGH A

COOPER TUBE, EDDY CURRENT IS GENERATED AND THE MAGNETIC FIELD
GENERATED BY THIS EDDY CURRENT PROVIDE MAGNETIC BRAKING. THIS IS THE
FRICTION LESS BRAKING SYSTEM THUS THERE IS LESS OR NO WEAR AND TEAR.
THIS IS THE ADVANCED TECHNOLOGY IN WHICH NO PRESSURE IS NEEDED TO
CAUSE BRAKING. THE RESPONSE TO THE BRAKING IN THIS IS QUITE QUICK AS
COMPARED TO OTHER BRAKING SYSTEMS.

FIG.- 1 ELECTROMAGNETIC BRAKE

1.1.2 ON FRICTIONAL CONTACT BASIS

ON THE BASIS OF THE FINAL FRICTION CONTACT MADE BETWEEN THE ROTATING
BRAKE COMPONENTS I.E. BRAKE DRUM OR DISC ROTOR AND THE BRAKE SHOE
THE BRAKING SYSTEMS.
DISC BRAKE OR EXTERNAL CONTRACTING BRAKE
IT IS THE TYPES OF BRAKING SYSTEM IN WHICH INSTEAD OF A DRUM ASSEMBLY
A DISC ROTOR ATTACHED TO THE HUB OF THE WHEEL IN SUCH A FASHION THAT
IT ROTATES WITH THE WHEEL, THIS DISC ROTOR IS CLAMPED IN BETWEEN THE
CALIPER WHICH IS RIGIDLY FIXED WITH THE KNUCKLE OR UPRIGHT OF THE
VEHICLE. THIS CALIPER USED IS THE HOUSING OF THE BRAKE SHOES ALONG
WITH THE ACTUATION MECHANISM (MECHANICAL LINKAGES OR CALIPER
CYLINDER). WHEN THE BRAKES ARE APPLIED THE ACTUATION MECHANISM
CONTRACTS THE ATTACHED BRAKE SHOES WHICH IN TURN MAKES THE
FRICTIONAL CONTACT WITH THE ROTATING DISC ROTOR AND CAUSES THE
BRAKING OF THE VEHICLE.

FIG.- 2 VEHICLE DISC BRAKE AND STRUCTURE OF BRAKING SYSTEM

1.1.3 ON THE BASIS OF APPLICATIONS

THERE ARE TWO TYPES OF BRAKE ON THE BASIS OF APPLICATION ARE AS
FOLLOWS :

1. SERVICE BRAKE OR FOOT BRAKE

2. HAND BRAKE OR PARKING BRAKE

[Link] BRAKE OR FOOT BRAKE

IT IS THE TYPE OF BRAKES IN WHICH THE BRAKES ARE APPLIED WHEN THE
DRIVER PRESSES THE BRAKE PEDAL MOUNTED INSIDE THE COCKPIT OR AT THE
FOOT SPACE OF THE VEHICLE WITH HIS FOOT, THIS PEDAL FORCE

APPLIED BY THE DRIVER IS FURTHER MULTIPLIED AND SENT TO THE BRAKING

DRUM OR DISC EITHER BY MECHANICAL LINKAGES OR BY HYDRAULIC PRESSURE
WHICH IN TURN CAUSES BRAKING. IN CARS FOOT

OPERATED BRAKES ARE USED AND IN BIKES THE COMBINATION OF FOOT AND
HAND OPERATED BRAKES ARE USED.

2. HAND BRAKE OR PARKING BRAKE

THIS TYPE OF BRAKES ARE ALSO KNOWN AS EMERGENCY BRAKE AS THEY ARE
INDEPENDENT OF THE MAIN SERVICE BRAKE, HAND BRAKES CONSISTS OF A
HAND OPERATED BRAKE LEVER WHICH IS CONNECTED TO THE BRAKE DRUM OR
DISC ROTOR THROUGH THE METALLIC CABLE. WHEN HAND BRAKE LEVER IS
PULLED, TENSION IS CREATED IN THE METALLIC ROD WHICH IN TURN ACTUATES
THE BRAKE DRUM OR DISC ROTOR MECHANISM AND FINAL BRAKING OCCURS.

HAND BRAKES ARE USUALLY USED FOR STABLE PARKING OF THE VEHICLE
EITHER ON FLAT ROAD OR SLOPE THAT IS WHY IT IS ALSO CALLED PARKING
BRAKES.

1.2 PRINCIPLE OF BRAKING SYSTEMS

THE PRINCIPLE OF BRAKING IN ROAD VEHICLES INVOLVES THE CONVERSION OF
KINETIC ENERGY INTO THERMAL ENERGY (HEAT). WHEN STEPPING ON

THE BRAKES, THE DRIVER COMMANDS A STOPPING FORCE SEVERAL TIMES AS

POWERFUL AS THE FORCE THAT PUTS THE CAR IN MOTION AND DISSIPATES THE
ASSOCIATED KINETIC ENERGY AS HEAT. BRAKES MUST BE ABLE TO ARREST THE
SPEED OF A VEHICLE IN SHORT PERIODS OF TIME REGARDLESS HOW FAST THE
SPEED IS. AS A RESULT, THE BRAKES ARE REQUIRED TO HAVE THE ABILITY TO
GENERATING HIGH TORQUE AND ABSORBING ENERGY AT EXTREMELY HIGH
RATES FOR SHORT PERIODS OF TIME.

1.3 TYPES OF BRAKING SYSTEM

1. ELECTRO-MAGNETIC BRAKE SYSTEM

2. FRICTIONAL BRAKE SYSTEM

3. HYDRAULIC BRAKE SYSTEM

1. ELECTRO-MAGNETIC BRAKE SYSTEM

A RISING STYLE OF BRAKE SYSTEM, ELECTROMAGNETIC BRAKES USE AN

ELECTRIC MOTOR THAT IS INCLUDED IN THE AUTOMOBILE WHICH HELP THE

VEHICLE COME TO A STOP. THESE TYPES OF BRAKES ARE IN MOST HYBRID

VEHICLES AND USE AN ELECTRIC MOTOR TO CHARGE THE BATTERIES AND
REGENERATIVE BRAKES. ON OCCASION, SOME BUSES WILL USE IT AS A
SECONDARY RETARDER BRAKE.

2. FRICTIONAL BRAKE SYSTEM

A FRICTIONAL BRAKE SYSTEM IS FOUND IN MANY AUTOMOBILES. THEY ARE

SERVICE BRAKES, AND TYPICALLY FOUND IN TWO FORMS; PADS ANDSHOES. AS
THE NAME IMPLIES, THESE BRAKES USE FRICTION TO STOP THE AUTOMOBILE
FROM MOVING.

THEY TYPICALLY INCLUDE A ROTATING DEVICE WITH A STATIONARY PAD AND A

ROTATING WEATHER SURFACE. ON MOST BAND BRAKES THE SHOE WILL
CONSTRICT AND RUB AGAINST THE

OUTSIDE OF THE ROTATING DRUM, ALTERNATIVELY ON A DRUM BRAKE, A

ROTATING DRUM WITH SHOES WILL EXPAND AND RUB AGAINST THE INSIDE OF
THE DRUM.

3. HYDRAULIC BRAKE SYSTEM

A HYDRAULIC BRAKE SYSTEM IS COMPOSED OF A MASTER CYLINDER THAT IS

FED BY A RESERVOIR OF HYDRAULIC BRAKING FLUID. THIS IS CONNECTEDBY AN
ASSORTMENT OF METAL PIPES AND RUBBER FITTINGS WHICH ARE ATTACHED TO
THE CYLINDERS OF THE WHEELS.

THE WHEELS CONTAIN TWO OPPOSITE PISTONS WHICH ARE LOCATED ON THE
BAND OR DRUM BRAKES WHICH PRESSURE TO PUSH THE PISTONS APART
FORCING THE BRAKE PADS INTO THE CYLINDERS, THUS CAUSING THE WHEEL TO
STOP MOVING.
1.4 OBJECTIVE
1. PRIMARY OBJECTIVE

2. SECONDARY OBJECTIVE

1. PRIMARY OBJECTIVE

THE MAIN OBJECTIVE OF OUR PROJECT IS TO DESIGN AND FABRICATE AN

ELECTROMAGNET BRAKING SYSTEM MODEL.

2. SECONDARY OBJECTIVE

BESIDES THE MAIN OBJECTIVE, FOLLOWING ARE OUR SECONDARY OBJECTIVES:

 TO UNDERSTAND PROJECT PLANNING AND EXECUTION.

 TO UNDERSTAND THE FABRICATION TECHNIQUES IN A MECHANICAL

WORKSHOP.

 TO UNDERSTAND THE USAGE OF VARIOUS MECHANICAL MACHINE TOOLS

AND ALSO MEASURING TOOLS.

 TO MAKE DAY TO DAY HUMAN LIFE MORE EASIER BY PROPER USE OF

TECHNOLOGY.

1.5 SIGNIFICANCE AND SCOPE

 ELECTROMAGNETIC BRAKES SATISFY ALL THE ENERGY REQUIREMENTS
OF BRAKING WITHOUT THE USE OF FRICTION.

 THEY HAVE BETTER HEAT DISSIPATION CAPABILITY TO AVOID

PROBLEMS THAT FRICTION BRAKES FACES TIMES.

 THEY CAN ALSO BE USED AS SUPPLEMENTARY RETARDATION

EQUIPMENT IN ADDITION TO THE REGULAR FRICTION BRAKES ON
HEAVY VEHICLES.

 THESE BRAKE’S COMPONENT COST IS LESS SO THESE BRAKES ARE

CHEAP.

 THEY CAN BE USED AS AN ALTERNATIVE METHOD FOR THE FUTURE

CRISIS OF THE CRUDE OILS.
 CHAPTER – ||
LITERATURE SURVEY
HISTORY OF LITERATURE SURVEY
THE FOLLOWING ARE THE FEW JOURNALS IN WHICH THE STUDY WAS ON
ELECTROMAGNETICBRAKING SYSTEM WITH DIFFERENT MODIFICATIONS
INNOVATIVE ELECTRO MAGNETIC BRAKING SYSTEM BY SEVVEL P AND S MUKESH
PUBLISHED IN INTERNATIONAL JOURNAL OF INNOVATIVE RESEARCH IN SCIENCE,
ENGINEERING AND TECHNOLOGY (IJIRSET), VOLUME-3 IN APRIL

2014, SECOND NATIONAL CONFERENCE ON TRENDS IN AUTOMOTIVE PARTS

SYSTEMS AND APPLICATIONS (TAPSA -2014) AT SRI KRISHNA COLLEGE OF
ENGINEERING & TECHNOLOGY, KUNIAMUTHUR, COIMBATORE,TAMILNADU, INDIA .

MR. SEVVEL P AND S MUKESH ET AL FIND THAT THE ELECTROMAGNETIC BRAKES

CAN BE USED AS AN AUXILIARY BRAKING SYSTEM ALONG WITH THE FRICTION
BRAKING SYSTEM TO AVOID OVERHEATING AND BRAKE FAILURE.

ABS USAGE CAN BE NEGLECTED BY SIMPLY USING A MICRO CONTROLLED

ELECTROMAGNETIC DISK BRAKE SYSTEM. WHEN THESE BRAKES ARENCOMBINED
WITH MECHANICAL BRAKES, IT INCREASES THE LIFE OF BRAKE AND ACT LIKE
FULLY LOADED BRAKES. THESE ELECTROMAGNETIC BRAKES CAN BE USED IN
WET CONDITIONS WHICH ELIMINATE THE ANTISKIDDING EQUIPMENT.

HENCE, THE BRAKING FORCE PRODUCED IN THIS IS LESS THAN THE DISC BRAKES
IF CAN BE USED AS A SECONDARY OR EMERGENCY BRAKING SYSTEM IN THE
AUTOMOBILES DESIGN & FABRICATION OF EDDY CURRENT BRAKING SYSTEM BY
OSCAR RODRIGUES, OMKAR TASKAR, SHRUTIKA SAWARDEKAR, HENDERSON
CLEMENTE, GIRISH DALVI PUBLISHED IN INTERNATIONAL RESEARCH JOURNAL
OF ENGINEERING AND TECHNOLOGY (IRJET). THE PURPOSE OF THE STUDY WAS
TO PERFORM A COMPARATIVE STUDY OF THEORETICAL AND PRACTICAL
BRAKING TIME AND ESTABLISH A PRACTICAL AIR GAP LIMIT BEYOND WHICH THE
ELECTROMAGNETIC BRAKES LOSE THEIR EFFECTIVENESS.

FROM THEORETICAL CALCULATIONS AND EXPERIMENTED BRAKING TIME

VALUES, A MAXIMUM REDUCTION IN BRAKING TIME 23.97% IS FOUND AND MAX
AIR GAP LIMIT OF 3 MM IS OBTAINED BEYOND WITH ELECTROMAGNETIC BRAKES
ARE FOUND TO BE INEFFECTIVE. FURTHER, A MAGNET OF HIGHER MAGNETIC
FLUX DENSITY CAN BE USED TO MINIMIZE THE BRAKING TIME. ALSO, MAGNETS
CAN BE POSITIONED AT DIFFERENT LOCATIONS AROUND THE DISC IN RADIAL
ARRANGEMENT TO GET BETTER BREAKING TORQUE DISTRIBUTION MODELING
AND CONTROL OF ELECTROMAGNETIC BRAKES FOR ENHANCED BRAKING
CAPABILITIES OR AUTOMATED HIGHWAY SYSTEMS’ BY M. QIAN, AND P. KACHROO,
UNIVERSITY OF NEVADA, LASVEGAS, IEEE CONFERENCE ON INTELLIGENT
TRANSPORTATION SYSTEMS, PP. 391396, JANUARY, 1997. A MODIFIED
MATHEMATICAL MODEL IS DEVELOPED FOR ELECTROMAGNETIC BRAKES, IS
PROPOSED TO DESCRIBE THEIR STATIC CHARACTERISTICS I.E. ANGULAR SPEED
VERSUS BRAKE TORQUE.

THIS PAPER DESCRIBES ELECTROMAGNETIC BRAKES AS A SUPPLEMENTARY

SYSTEM FOR REGULAR FRICTION BRAKES. THIS SYSTEM PROVIDES BETTER
RESPONSE TIME FOR EMERGENCY SITUATIONS, AND IN GENERAL KEEPS THE
FRICTION BRAKE WORKING LONGER AND SAFER. TO CONTROL THE BRAKES, A
ROBUST SLIDING MODE CONTROLLER IS DESIGNED TO MAINTAIN THE WHEEL
SLIP AT A GIVEN VALUE.

SIMULATIONS SHOW THAT THE CONTROLLER DESIGNED IS CAPABLE OF

CONTROLLING THE VEHICLE WITH PARAMETER DEVIATIONS AND DISTURBANCES
DESIGN AND FABRICATION OF ELECTROMAGNETIC BRAKING SYSTEM PUBLISHED
INTERNATIONAL REVIEW OF MECHANICAL ENGINEERING ([Link].M.E.) BY
[Link], M. Z. NUAWI, S. M. HARIS. THE BEHAVIOUR OF
ELECTROMAGNETIC BRAKING USING EDDY CURRENT WAS
[Link] PRELIMINARY STUDY INVESTIGATING 3 DIFFERENCE
MATERIALS OF ALUMINUM, COPPER AND ZINC TO CHOOSE THE BEST MATERIAL
AS BRAKE DISC. IT ALSO LOOKS ON EFFECTS OF INCREASING CURRENT INDUCED
INTO ELECTROMAGNET.

FROM THEEXPERIMENT THAT HAS BEEN CONDUCTED, IT CAN BE CONCLUDED

THAT ALUMINUM IS THE BEST MATERIAL COMPARED TO COPPER AND ZINC TO
BE USE AS THE DISC BRAKE FOR EDDY CURRENT BRAKING USING
ELECTROMAGNETIC.

BESIDES THAT, WE MAY CONCLUDE THAT A16061 IS BETTER THAN A17075 TO BE

USES AS THE BRAKE DISC MATERIAL FOR OUR ELECTROMAGNETIC BRAKING
SYSTEM USING EDDY CURRENT PROJECT. THICKER DISC WILL GENERATE HIGH
TORQUE WHICH WILL APPROACH THE MOTOR TORQUE IN ORDER TO STOP THE
DISC ROTATION WHICH IN THIS STUDY DISC OF 5 MM IS BETTER THAN 4MM OF
THICKNESS. SMALLER AIR GAP WILL PRODUCE HIGH BRAKING TORQUE AND GIVE
BETTER PERFORMANCE TO THE ELECTROMAGNETIC BRAKING WHICH AIR GAP OF
1MM SHOWS THE BEST RESULT COMPARED TO 3MM AND 5MM IS BETTER THAN
4MM OF THICKNESS. SMALLER AIR GAP WILL PRODUCE HIGH BRAKING TORQUE
AND GIVE BETTER PERFORMANCE.

TO THE ELECTROMOTIVE BRAKING WHICH AIR-GAP OF 1MM SHOWS THE BEST

RESULT COMPARED TO 3MM AND 5MM GAP. A16061 WHICH HAS HIGHER
ELECTRICAL CONDUCTIVITY THAN A17075 SHOWS GREAT PERFORMANCE OF
BRAKING TORQUE PRODUCED IN THE STUDY.

THEREFORE, FINDING OF MENTIONED PARAMETERS FROM THIS STUDY ARE

PARALLEL; WITH THE THEORY AND WILL BE THE GUIDANCE TO EXTEND THIS
PROJECT FOR ANY POTENTIAL APPLICATION.
 CHAPTER-|||
ELECTRO-MAGNETIC BRAKING SYSTEM

TOPIC
3.1 BACKGROUND AND RATIONAL

3.2 COMPONENTS OF ELECTRO-MAGNETIC BRAKING SYSTEM

3.3 CONSTRUCTION OF ELECTRO-MAGNETIC BRAKING SYSTEM

3.4 WORKING OF ELECTRO-MAGNETIC BRAKING SYSTEM

3.5 ADVANTAGES

3.6 DIS-ADVANTAGES

3.7 APPLICATIONS
3.1 BACKGROUND AND RATIONAL
ELECTROMAGNETIC BRAKES (ALSO CALLED ELECTRO-
MECHANICAL BRAKES OR EM BRAKES) SLOW OR STOP
MOTION USING ELECTROMAGNETIC FORCE TO APPLY
MECHANICAL RESISTANCE (FRICTION). THE ORIGINAL NAME
WAS “ELECTROMECHANICAL BRAKES” BUT OVER THE YEARS
THE NAME CHANGED TO “ELECTROMAGNETIC BRAKES”,
REFERRING TO THEIR ACTUATION METHOD. SINCE
BECOMING POPULAR IN THE MID-20TH CENTURY ESPECIALLY
IN TRAINS AND TRAMS, THE VARIETY OF APPLICATIONS AND
BRAKE DESIGNS HAS INCREASED DRAMATICALLY, BUT THE
BASIC OPERATION REMAINS THE SAME. ELECTROMAGNETIC
BRAKES ARE THE BRAKES WORKING ON THE ELECTRIC
POWER & MAGNETIC POWER.
THEY WORK ON THE PRINCIPLE OF ELECTROMAGNETISM.
THESE BRAKES ARE AN EXCELLENT REPLACEMENT ON THE
CONVECTIONAL BRAKES DUE TO THEIR MANY ADVANTAGES.
THE REASON FOR IMPLEMENTING THIS BRAKE IN
AUTOMOBILES IS TO REDUCE WEAR IN BRAKES AS IT
FRICTIONLESS. ELECTROMAGNETIC BRAKES ARE OF TODAY’S
AUTOMOBILES. THE WORKING PRINCIPLE OF THIS SYSTEM IS
BASED ON FARADAYS FIRST LAW OF ELECTROMAGNETIC
INDUCTION I.E WHEN A MAGNETIC FLUX LINKING WITH A
CONDUCTOR CHANGES AN EMF IS INDUCED IN THE COIL.
AN ADDITIONAL CURRENT IS SUPPLIED TO THE COILS SO
THAT IT CREATES AN OPPOSING TORQUE. THIS RESULTS IN
THE ROTATING WHEEL OR ROTOR COMES TO REST/
NEUTRAL
HISTORY
IT IS FOUND THAT ELECTROMAGNETIC BRAKES CAN
DEVELOP NEGATIVE POWER WHICH REPRESENTS
NEARLY TWICE THE MAXIMUM POWER OUTPUT OF A
TYPICAL ENGINE, AND AT LEAST THREE TIMES THE
BRAKING POWER OF AN EXHAUST BRAKE.
(REVERDIN 1994). THIS PERFORMANCE OF
ELECTROMAGNETIC BRAKES MAKE THEM MUCH
MORE COMPETITIVE CANDIDATE FOR ALTERNATIVE
RETARDATION EQUIPMENTS COMPARED WITH OTHER
RETARDERS. BY USING BY USING THE
ELECTROMAGNETIC BRAKES ARE SUPPLEMENTARY
RETARDATION EQUIPMENT, THE FRICTION BRAKES
CAN BE USED LESS FREQUENTLY AND THEREFORE
PRACTICALLY NEVER REACH HIGH TEMPERATURES.
THE BRAKE LININGS WOULD LAST CONSIDERABLY
LONGER BEFORE REQUIRING MAINTENANCE AND THE
POTENTIALLY “BRAKE FADE” PROBLEM COULD BE
AVOIDED. IN RESEARCH CONDUCTED BY A TRUCK
MANUFACTURER, IT WAS PROVED THAT THE
ELECTROMAGNETIC BRAKE ASSUMED 80% OF THE
DUTY WHICH WOULD OTHERWISE HAVE BEEN
DEMANDED OF THE REGULAR SERVICE BRAKE
(REVERDIN 1974). FURTHERMORE THE
ELECTROMAGNETIC BRAKES PREVENT THE DANGER
THAT CAN ARISE FROM THE PROLONGED USE OF
BRAKE BEYOND THEIR CAPABILITY TO DISSIPATE
HEAT.
THIS IS MOST LIKELY TO OCCUR WHILE A VEHICLE
DESCENDING A LONG GRADIENT AT HIGH SPEED. INA
STUDY WITH A VEHICLE WITH 5 AXLES AND
WEIGHTING 40 TONES POWERED BY A POWERED BY
AN ENGINE OF 310 B.H.P TRAVELLING DOWN A
GRADIENT OF 6% AT A STEADY SPEED BETWEEN 35
AND 40 M.H.P, IT CAN BE CALCULATED THAT THE
BRAKING POWER NECESSARY TO MAINTAIN THIS
SPEED OT THE ORDER OF 450 HP.
THE BRAKES, THEREFORE, WOULD HAVE TO ABSORB
300 HP, MEANING THAT EACH BRAKE IN THE 5 AXELS
MUST ABSORB 30 HP, THAT A FRICTION BRAKE CAN
NORMALLY ABSORB WITH SELF DESTRUCTION. THE
MAGNETIC BRAKE IS WALL SUITED TO SUCH
CONDITIONS SINCE IT WILL INDEPENDENTLY ABSORB
MORE THAN 300 HP (REVERDIN 1974). IT THEREFORE
CAN EXCEED THE REQUIREMENTS OF CONTINUOUS
UNINTERRUPTED BRAKING, LEAVING THE FRICTION
BRAKES COOL AND READY FOR EMERGENCY BRAKING
IN TOTAL SAFETY. THE INSTALLATION OF AN
ELECTROMAGNETICBRAKE IS NOT VERY DIFFICULT IF
THERE IS ENOUGH SPACE BETWEEN THE GEARBOX
AND THE REAR AXLE.
IF DID NOT NEED A SUBSIDIARY COOLING SYSTEM. IT
RELAY ON THE EFFICIENCY OF ENGINE COMPONENTS
FOR ITS USE, SO DO EXHAUST AND HYDROKINETIC
BRAKES. THE EXHAUST BRAKE IS AN ON/OFF DEVICE
AND HYDROKINETIC BRAKES HAVE VERY COMPLEX
CONTROL SYSTEM. THE ELECTROMAGNETIC BRAKE
CONTROL SYSTEM IS AN ELECTRIC SWITCHING
SYSTEM WHICH GIVES IT SUPERIOR
CONTROLLABILITY.

3.2 COMPONENTS OF ELECTRO-MAGNETIC BREAKING SYSTEM

THE ELECTRO-MAGNETIC BRAKING SYSTEM CONSISTS OF MAINLY THE

FOLLOWING PARTS. THEY ARE :-

[Link] FRAME

[Link]

[Link]

[Link] MOTOR

[Link] UNIT

[Link] WHEEL

[Link]

[Link] PLATE

[Link]

[Link]

[Link] BATTERY

[Link]

[Link] WIRE
[Link] FRAME
THE COMPONENTS REQUIRE SUPPORT DURING THE OPERATION. THE BASE
FRAME FACILITATES NECESSARY SUPPORT FOR THIS PURPOSE.

FIF. – 3 BASE FRAME

2. SHAFT
A SHAFT IS A ROTATING MACHINE ELEMENT, USUALLY CIRCULAR IN
CROSS SECTION, WHICH IS USED TO TRANSMIT POWER FROM ONE
PART TO ANOTHER, OR FROM A MACHINE WHICH PRODUCES POWER
TO A MACHINE WHICH ABSORBS POWER. THE VARIOUS MEMBERS
SUCH AS CHAIN AND GEARS ARE MOUNTED ON IT. ONE END OF THE
SHAFT IS CONNECTED TO MOTOR WITH THE HELP OF PULLEY AND
BELTS AND THE OTHER END IS CONNECTED TO WHEEL SO THAT IT
HELPS IN TRANSMITTING MOTION FROM MOTOR TO WHEEL.
TYPES OF SHAFT
THEY ARE MAINLY CLASSIFIED INTO TWO TYPES.
1. TRANSMISSION SHAFT
2. MACHINE SHAFT

1. TRANSMISSION SHAFT
TRANSMISSION SHAFTS ARE USED TO TRANSMIT POWER
BETWEEN THE SOURCE AND THE MACHINE ABSORBING POWER;
E.G. COUNTER SHAFTS AND LINE SHAFTS.

2. MACHINE SHAFT
MACHINE SHAFTS ARE THE INTEGRAL PART OF THE MACHINE
ITSELF; E.G. CRANKSHAFT.
MATERIAL

 THE MATERIAL USED FOR ORDINARY SHAFTS IS MILD STEEL.

WHEN HIGH STRENGTH IS REQUIRED, AN ALLOY STEEL SUCH AS
NICKEL, NICKEL-CHROMIUM OR CHROMIUM-VANADIUM STEEL IS
USED.

 SHAFTS ARE GENERALLY FORMED BY HOT ROLLING AND

FINISHED TO SIZE BY COLD DRAWING OR TURNING AND
GRINDING.

STANDARD SIZES
MACHINE SHAFTS

1. UP TO 25 MM STEPS OF 0.5 MMTRANSMISSION SHAFTS

2. 25 MM TO 60 MM WITH 5 MM STEPS
3. 60 MM TO 110 MM WITH 10 MM STEPS
 4. 110 MM TO 140 MM WITH 15 MM STEPS
5. 140 MM TO 500 MM WITH 20 MM STEPS
THE STANDARD LENGTHS OF THE SHAFTS ARE 5 M, 6 M AND 7 M

STRESSES
THE FOLLOWING STRESSES ARE INDUCED IN THE SHAFTS.

 SHEAR STRESSES DUE TO THE TRANSMISSION OF TORQUE (DUE

TO TORSIONAL LOAD).

 BENDING STRESSES (TENSILE OR COMPRESSIVE) DUE TO THE

FORCES ACTING UPON THE MACHINE ELEMENTS LIKE GEARS

 AND PULLEYS AS WELL AS THE SELF WEIGHT OF THE SHAFT.

 STRESSES DUE TO COMBINED TORSIONAL AND BENDING LOADS

FIG. – 4 SHAFT
3. CHAIN

A CHAIN IS A WHEEL ON AN AXLE OR SHAFT THAT IS DESIGNED

TO SUPPORT MOVEMENT AND CHANGE OF DIRECTION OF A
TIGHT CHAIN TO FLYWHEEL, OR TRANSFER OF POWER
BETWEEN THE SHAFT AND FLYWHEEL

FIG. – 5 CHAIN AND FLYWHEEL

4. AC MOTOR

A DC MOTOR IS ANY OF A CLASS OF ROTARY ELECTRICAL MACHINES

THAT CONVERTS DIRECT CURRENT ELECTRICAL ENERGY INTO
MECHANICAL ENERGY. THE MOST COMMON TYPES RELY ON THE
FORCES PRODUCED BY MAGNETIC
FIELDS. NEARLY ALL TYPES OF DC MOTORS HAVE SOME INTERNAL
MECHANISM, EITHER ELECTROMECHANICAL OR ELECTRONIC; TO
PERIODICALLY CHANGE THE DIRECTION OF CURRENT FLOW IN PART
OF THE MOTOR.

DC MOTORS WERE THE FIRST TYPE WIDELY USED, SINCE THEY COULD
BE POWERED FROM EXISTING DIRECT-CURRENT LIGHTING POWER
DISTRIBUTION SYSTEMS. A DC MOTOR’S SPEED CAN BE CONTROLLED
OVER A WIDE RANGE, USING EITHER A VARIABLE SUPPLY VOLTAGE
OR BY CHANGING THE STRENGTH OF CURRENT IN ITS FIELD
WINDINGS. THE UNIVERSAL MOTOR CAN OPERATE ON DIRECT
CURRENT BUT IS A LIGHTWEIGHT BRUSHED MOTOR USED FOR
PORTABLE POWER TOOLS AND APPLIANCES. LARGER DC MOTORS
ARE USED IN PROPULSION OF ELECTRIC VEHICLES, ELEVATOR AND
HOISTS, OR IN DRIVES FOR STEEL ROLLING MILLS. THE ADVENT OF
POWER ELECTRONICS HAS MADE REPLACEMENT OF DC MOTORS
WITH AC MOTORS POSSIBLE IN MANY APPLICATIONS. POWER
RATINGS ARE 160-24 VOLTS, MAXIMUM CURRENT IS 2.0A AND THE
SPEED IS 0-1425 RPM
 FIG. 6 AC MOTOR

4. ELECTROMAGNET
THE BRAKING UNIT CONSISTS OF A PERMANENT MAGNET AND A
STATOR WHICH HAS 3 SPOKES MADE OF IRON HAVINGCOPPER WIRES
[Link] STATOR MAY CONSIST OF 2 TO 18 SPOKES
DEPENDING UPON THE APPLICATION. THE COPPER WIRES MAY BE OF
DIFFERENT GAUGES. ON INCREASING THE [Link] TURNS OF COPPER
WINDINGS THE BRAKING EFFECT CAN BE INCREASED DUE TO
PASSAGE OF MORE CURRENT THROUGH THE COILS.
 FIG. 5 ELECTROMAGNET

5. TIRE (OR) WHEEL

A WHEEL IS A CIRCULAR BLOCK OF A HARD AND DURABLE MATERIAL
AT WHOSE CENTER HAS BEEN BORED A CIRCULAR HOLE THROUGH
WHICH IS PLACED AN AXLE BEARING ABOUT WHICH THE WHEEL
ROTATES WHEN A MOMENT IS APPLIED BY GRAVITY OR TORQUE TO
THE WHEEL ABOUT ITS AXIS, THEREBY MAKING TOGETHER ONE OF
THE SIX SIMPLENMACHINES.
 FIG. – 6 WHEEL OR TYRE
6. BEARINGS

A BEARING IS A MACHINE ELEMENT THAT CONSTRAINS RELATIVE

MOTION TO ONLY THE DESIRED MOTION, AND REDUCES FRICTION
BETWEEN MOVING PARTS. THE DESIGN OF THE BEARING MAY, FOR
EXAMPLE, PROVIDE FOR FREE LINEAR MOVEMENT OF THE MOVING
PART OR FOR FREE ROTATION AROUND A FIXED AXIS; OR, IT MAY
PREVENT A MOTION BY CONTROLLING THE VECTORS OF NORMAL
FORCES THAT BEAR ON THE MOVING PARTS. MOST BEARINGS
FACILITATE THE DESIRED MOTION BY MINIMIZING FRICTION.
BEARINGS ARE CLASSIFIED BROADLY ACCORDING TO THE
TYPE OF OPERATION, THE MOTIONS ALLOWED, OR TO THE
DIRECTIONS OF THE LOADS (FORCES) APPLIED TO THE PARTS.
ROTARY BEARINGS HOLD ROTATING COMPONENTS SUCH AS SHAFTS
OR AXLES WITHIN MECHANICAL SYSTEMS, AND TRANSFER AXIAL
AND RADIAL LOADS FROM THE SOURCE OF THE LOAD TO THE
STRUCTURE SUPPORTING IT. THE SIMPLEST FORM OF BEARING, THE
PLAIN BEARING, CONSISTS OF A SHAFT ROTATING IN A HOLE.
LUBRICATION IS OFTEN USED TO REDUCE FRICTION. IN THE BALL
BEARING AND ROLLER BEARING, TO PREVENT SLIDING FRICTION,
ROLLING ELEMENTS SUCH AS ROLLERS OR BALLS WITH A CIRCULAR
CROSS-SECTION ARE LOCATED BETWEEN THE RACES OR JOURNALS
OF THE BEARING ASSEMBLY. A WIDE VARIETY OF BEARING DESIGNS
EXISTS TO ALLOW THE DEMANDS OF THE APPLICATION TO BE
CORRECTLY MET FOR MAXIMUM EFFICIENCY, RELIABILITY,
DURABILITY AND PERFORMANCE.
HE PURPOSE OF BEARING IS TO REDUCE ROTATIONAL FRICTION AND
SUPPORT RADIAL ANDAXIAL LOADS

TYPES OF BEARINGS
THERE ARE AT LEAST 6 COMMON TYPES OF BEARING, EACH OF
WHICH OPERATES ON DIFFERENT PRINCIPLES:
1. PLAIN BEARING
2. ROLLING ELEMENT BEARINGS
3. JEWEL BEARINGS
4. FLUID BEARINGS
5. MAGNETIC BEARINGS
6. FLEXURE BEARINGS

1. PLAIN BEARING
CONSISTING OF A SHAFT ROTATING IN A HOLE. THERE ARE SEVERAL
SPECIFIC STYLES: BUSHING, JOURNAL BEARING,
SLEEVE BEARING, RIFLE BEARING, AND COMPOSITE BEARING.

2. ROLLING-ELEMENT BEARING
IN WHICH ROLLING ELEMENTS PLACED BETWEEN THE TURNING AND
STATIONARY RACES PREVENT SLIDING FRICTION.
THERE ARE TWO MAIN TYPES
1. BALL BEARINGS
2. ROLLER BEARINGS

1. BALL BEARING – IN WHICH THE ROLLING ELEMENTS ARE

SPHERICAL BALLS
2. ROLLER BEARING -IN WHICH THE ROLLING ELEMENTS ARE
CYLINDRICAL, TAPER AND SPHERICAL ROLLERS

3. JEWEL BEARING
A PLAIN BEARING IN WHICH ONE OF THE BEARING SURFACES IS
MADE OF AN ULTRA HARD GLASSY JEWEL MATERIAL SUCH AS
SAPPHIRE TO REDUCE FRICTION AND WEAR

4. FLUID BEARING
A NONCONTACT BEARING IN WHICH THE LOAD IS SUPPORTED
BY A GAS OR LIQUID,

5. MAGNETIC BEARING
IN WHICH THE LOAD IS SUPPORTED BY A MAGNETIC FIELD

6. FLEXURE BEARING
IN WHICH THE MOTION IS SUPPORTED BY A LOAD ELEMENT
WHICH BENDS
 FIG. – 8 BEARING

3.3 CONSTRUCTION OF ELECTRO-MAGNETIC BRAKING SYSTEM:

THE MOTOR IS PLACED ON THE BOTTOM OF THE FRAME AND THE

MOTION TRANSMISSION FROM MOTOR TO SHAFT IS DONE WITH THE
HELP OF PULLEYS AND BELT I.E ONE END OF THE SHAFT IS
CONNECTED TO A PULLEY AND THE SHAFT PULLEY IS CONNECTED IS
TO THE MOTOR PULLEY WITH THE HELP OF BELT SO THAT WHEN
MOTOR PULLEY ROTATES DUE TO THE POWER SUPPLY THE SHAFT
PULLEY ROTATES AND THE SHAFT PULLEY ROTATES AND THE SHAFT
ROTATES WHICH IS MOUNTED ON THE FRAME WITH THE HELP OF
BEARINGS. HERE THE OTHER END OF THE SHAFT IS CONNECTED TO
ONE SIDE OF THE WHEEL SO THAT WHEN SHAFT ROTATES WHEEL
ALSO ROTATES. THE BRAKING UNIT CONSISTS OF PERMANENT
MAGNET, STATOR WHICH HAS 3 SPOKES OF IRON WINDED WITH
COPPER WIRES. THE PERMANENT MAGNET IS ATTACHED TO THE
OTHER SIDE OF THE WHEEL AND THE STATOR OUTER FRAME IS
WELDED TO THE BASE FRAME.
3.4 WORKING OF ELECTRO-MAGNETIC BRAKING SYSTEM:

THERE ARE TWO METHODS OF OPERATIONS OF THE BRAKING

SYSTEM.

1. BRAKING SYSTEM WITH EMF GENERATION EFFECT

2. BRAKING SYSTEM WITHOUT EMF GENERATION EFFECT

1. BRAKING SYSTEM WITH EMF GENERATION EFFECT –

IN THIS TYPE AN ALTERNATOR OF BIKES IS USED AS AN BRAKING
UNIT. THE BRAKING UNIT CONSISTS OF PERMANENT MAGNET AND
STATOR WHICH HAS THREE SPOKES OF IRON MATERIALWINDED WITH
COPPER WIRES OR MAGNETIC WIRES. THE PERMANENT MAGNET AND
STATOR ARE CONNECTED TO THE EQUIPMENT AS MENTIONED IN THE
CONSTRUCTION ABOVCONNECTED TO THE EQUIPMENT AS
MENTIONED IN THE CONSTRUCTION ABOVE. WHEN MAGNET WHICH
IS ATTACHED TO THE WHEEL ROTATES AN EMF IS GENERATED IN THE
COILS ACCORDING TO FARADAY’S LAW OF ELECTROMAGNETIC
INDUCTION, THIS GENERATED EMF CAN BE USED TO CHARGE
BATTERIES WITH THE HELP OF RECTIFIER AND REGULATOR BECAUSE
THE OUTPUT EMF IS IN AC FORM. SO THIS PROCESS OF GENERATING
EMF WHEN WHEEL IS FREELY ROTATING IS KNOWN AS EMF
GENERATING EFFECT. IN ORDER TO APPLY BRAKES A REVERSE
CURRENT IS SUPPLIED FROM THE ADAPTOR WHICH SHOULD BE MORE
THAN THE PRODUCED EMF SO THAT THE ELECTRO MAGNETIC POLES
GETS INTERCHANGED AND CREATES AN OPPOSING TORQUE TO THE
ROTATING WHEEL AND TRIES TO STOP THE WHEEL.
BUT IN THIS METHOD OF OPERATION THE EMF GENERATED IS MORE
THAN THE REVERSE CURRENT WHICH WE ARE SUPPLYING FROM
ADAPTOR. SO THE BRAKES ARE NOT MAKING THE WHEEL STOP. TO
AVOID THIS EITHER WE HAVE TO INCREASE THE ADAPTOR
SPECIFICATIONS (CURRENT AND VOLTAGE) OR TO STOP THE EMF
GENERATING EFFECT. IF WE CHANGE THE ADAPTOR SPECIFICATIONS
I.E.
INCREASING CURRENT AND VOLTAGE THE COILS IN THE
ELECTROMAGNET GETS DAMAGED DUE TO COILS GAUGE AND LESS
NO. OF TURNS. SO WE HAVE DONE THIS EXPERIMENT IN SECOND
METHOD OF OPERATION WHICH IS TO ELIMINATE EMF GENERATING
EFFECT IS AS FOLLOWS.

2. BRAKING SYSTEM WITHOUT EMF GENERATION EFFECT

–
THE CONSTRUCTION DETAILS ARE SAME AS THE FIRST METHOD. BUT
ONLY DIFFERENCE IS THE MAGNETIC REPLACED BY CIRCULAR STEEL
PLATE IN THE BRAKING UNIT. SO WHEN ELECTROMAGNET IS
ENERGIZED BY SUPPLYING CURRENT FROM ADAPTOR IT CREATES A
MAGNETIC FIELD WHICH ATTRACTS THE ROTATING CIRCULAR STEEL
PLATE CREATING AN OPPOSING TORQUE TO STOP THE ROTATION OF
THE WHEEL. IN THIS THERE IS A GAP OF 2MM BETWEEN THE STEEL
PLATE AND ELECTROMAGNET SO THIS IS FRICTIONLESS BRAKING
SYSTEM WHICH IS MAJOR ADVANTAGE. AS THE ROTATING CIRCULAR
PLATE DOES NOT PRODUCE ANY EMF, SO THE BRAKES ARE APPLIED
WITHOUT ANY EMF GENERATION.
SO WE USED 2ND METHOD OF OPERATION TO APPLY BRAKES IN
ORDER TO OVERCOME THE DIFFICULTIES OBTAINED IN THE FIRST
METHOD.

3.5. ADVANTAGES OF ELECTRO-MAGNETIC BRAKING SYSTEM

 PROBLEMS OF DRUM DISTORTION AT WIDELY VARYING
TEMPERATURES. WHICH IS COMMON FOR FRICTION BRAKE
DRUMS TO EXCEED 500 °C SURFACE TEMPERATURES WHEN
SUBJECT TO HEAVY BRAKING DEMANDS.
  THIS IS REDUCED SIGNIFICANTLY IN ELECTROMAGNETIC DISK
BRAKE SYSTEMS.
 POTENTIAL HAZARD OF TIRE DETERIORATION AND BURSTS DUE
TO FRICTION IS ELIMINATED.
 THERE IS NO NEED TO CHANGE BRAKE OILS REGULARLY.
 THERE IS NO OIL LEAKAGE.

 THE PRACTICAL LOCATION OF THE RETARDER WITHIN THE

VEHICLE PREVENTS THE DIRECT IMPINGEMENT OF AIR ON THE
RETARDER CAUSED BY THE MOTION OF THE VEHICLE.

 THE RETARDERS HELP TO EXTEND THE LIFE SPAN OF THE

REGULAR BRAKES AND KEEP THE REGULAR BRAKES COOL FOR
EMERGENCY SITUATION. THE ELECTROMAGNETIC BRAKES
HAVE EXCELLENT HEAT DISSIPATION EFFICIENCY OWING TO
THE HIGH TEMPERATURE OF THE SURFACE OF THE DISC WHICH
IS BEING COOLE

3.6 DISADVANTAGES OF ELECTRO-MAGNETIC BRAKING SYSTEM

 FAILURE TO ACT AS A HOLDING DEVICE
 USAGE OF ELECTRIC POWER FOR BRAKING
 LESS EFFECTIVE UNDER VERY LOW VELOCITIES..
 IT CANNOT USE GREASE OR OIL.
 DEPENDENCE ON BATTERY POWER TO ENERGIZE THE BRAKE
SYSTEM DRAINS DOWN THE BATTERY MUCH FASTER
 DUE TO RESIDUAL MAGNETISM PRESENT IN ELECTROMAGNETS,
THE BRAKE SHOE TAKES TIME TO COME BACK TO ITS ORIGINAL
POSITION.
 THE INSTALLATION OF AN ELECTROMAGNETIC BRAKE IS VERY
DIFFICULT IF THERE IS NOT ENOUGH SPACE BETWEEN THE
 GEARBOX AND THE REAR AXLE.

APPLICATIONS:

 ALREADY IN USE UNDER SOME RAILWAY SYSTEM.

 CAN BE USED FOR ANY ROAD VEHICLES.
 EQUALLY APPLICABLE TO HEAVY AND LIGHT VEHICLES.
 CAN BE USED AS ADDITIONAL RETARDER FOR AIRCRAFTS.
 MAY ALSO FIND APPLICATION IN VIRTUALLY ANY ROTATING
SYSTEM WHICH HAVE METALLIC PARTS.
 THIS BRAKE SYSTEM CAN BE USE IN TWO WHEELER.
 ELECTROMAGNETIC BRAKING SYSTEM CAN BE USED AS A
MODERN TECHNOLOGY OF BRAKING IN AUTOMOBILE.
 ELECTROMAGNETIC BRAKING SYSTEM WILL BE USED IN ALL
TYPES OF LIGHT MOTOR VEHICLE LIKE CAR AND HEAVY MOTOR
VEHICLE.
CHAPTER -IV
CONCLUSION
ELECTROMAGNETIC BRAKES ARE IMPORTANT SUPPLEMENTARY
RETARDATION EQUIPMENT IN ADDITION TO THE REGULAR FRICTION
BRAKES. THEY HAVE BEEN USED IN HEAVY VEHICLES SUCH AS
COACHES, BUSES, TRUCKS UNDER CONDITIONS SUCH AS REDUCING
SPEED IN MOTORWAYS AND TRUNK ROADS AND BRAKING FOR
PROLONGED PERIODS DURING DOWN
SLOPE OPERATIONS. NEW TYPES OF ELECTROMAGNETIC BRAKES
HAVE BEEN UNDER DEVELOPMENT FOR LIGHTER VEHICLES AS WELL.
REGULAR FRICTION BRAKES HAVE AN OUTSTANDING AND VITAL
LOAD ABSORBING CAPABILITY IF KEPT COOL. ELECTROMAGNETIC
BRAKES HELP FRICTION BRAKES TO RETAIN THIS CAPABILITY UNDER
ALL CONDITIONS BY ABSORBING ENERGY AT A SEPARATE LOCATION
BASED ON A TOTALLY DIFFERENT WORKING PRINCIPLE.
THIS REPORT PRESENTS THE PERFORMANCE OF AN
ELECTROMAGNETIC BRAKING SYSTEM WHICH INCLUDES VARIOUS
COMPONENTS WITH ITS COST EFFECTIVENESS AND EFFICIENT
METHODOLOGIES TO UTILIZE THE SUPPLIED ENERGY. WITH THE
APPLICATION OF THE EFFECTIVE AND STRONG ELECTROMAGNET WE
CAN HAVE GREATER EFFICIENT BRAKING SYSTEM.

THE CONCEPT DESIGNED BY US IS JUST A PROTOTYPE AND NEEDS TO

BE DEVELOPED MORE BECAUSE OF THE ABOVE MENTIONED
DISADVANTAGES.
THESE ELECTROMAGNETIC BRAKES CAN BE USED AS AN AUXILIARY
BRAKING SYSTEM. ALONG WITH THE FRICTION BRAKING SYSTEM TO
AVOID OVERHEATING AND BRAKE FAILURE. ABS USAGE CAN BE
NEGLECTED BY SIMPLY USING A MICRO CONTROLLED
ELECTROMAGNETIC DISK BRAKE SYSTEM .THESE FIND VAST
APPLICATIONS IN HEAVY VEHICLES WHERE HIGH HEAT DISSIPATION
IS REQUIRED. IN RAIL COACHES IT CAN USED IN COMBINATION OF
DISC BRAKE TO BRING THE TRAINS MOVING IN HIGH SPEED. WHEN
THESE BRAKES ARE COMBINED IT INCREASES THE LIFE OF BRAKE
AND ACT LIKE FULLY.
 CHAPTER -V
REFERENCES
 AKSHYAKUMAR S.PUTTEWAR1, NAGNATH U. KAKDE2, HUZAIFA
A. FIDVI3, BHYSHAN NANDESHWAR4, “ENHANCEMENT OF
BRAKING SYSTEM IN AUTOMOBILE USING ELECTRO-MAGNETIC
BRAKING”.

 SEVVEL P1, NIRMAL KANANN V2, MARS MUKESH S3,

“INNOVATIVE ELECTROMAGNETIC BRAKING SYSTEM”.
 JOURNAL- EDDY CURRENT IN MAGNETIC BRAKES- HENRY A.
SUDANO AND JAE SUNGBAE .
 DESIGN OF A MAGNETIC BRAKING SYSTEM, MIN JOU, JAW-KUEN
SHIAU, CHICHIAN SUN
 ANALYSIS OF AN EDDY-CURRENT BRAKE CONSIDERING FINITE
RADIUS AND INDUCED MAGNETIC FLUX- JOURNAL OF APPLIED
PHYSICS, KAPJIN LEE, KYIHWAN PAMAX BAERMANN, (1970)
“PERMANENT MAGNET EDDY CURRENT BRAKE OR CLUTCH”,
USPO3, 488,535
 P. HANYECZ, (1982), “CALCULATION OF BRAKING FORCE IN EDDY
CURRENT BRAKES”, DEPARTMENT OF THEORETICAL
ELECTRICITY. TECHNICAL UNIVERSITY BUDAPEST PUSHKIN
KACHROO, (1997), “MODELLING AND CONTROL OF
ELECTROMAGNETIC BRAKES”, FACULTY PUBLICATIONS,
UNIVERSITY OF NEVADA, LASVEGAS
 TOHURU KUWAHARA, (1999), “PERMANENT TYPE EDDY
CURRENT BRAKING SYSTEM”, USPO5944149
 MARC T. THOMPSON, “PERMANENT MAGNET ELECTRODYNAMIC
BRAKES DESIGN PRINCIPLES AND SCALING LAWS”, WORCESTER
POLYTECHNIC
 K.D. HAHN, E.M. JOHNSON, A. BROKKEN, & S. BALDWIN (1998)
“EDDY CURRENTDAMPING OF A MAGNET MOVINGTHROUGH A
 PIPE”, AMERICAN JOURNAL OFPHYSICS 66:1066–66.
 ELECTRICAL AND ELECTRONIC ENGINEERING BY U V BHAKSHI
 DESIGN OF MACHINE ELEMENTS BY [Link]