DESIGN AND FABRICATION OF

ELECTRO-MAGNETIC BRAKING SYSTEM

A Project report submitted in partially fulfillment of the requirement for the award of
the Degree

BACHELOR OF TECHNOLOGY

IN

MECHAICAL ENGINNERING

Submitted By

K PHANINDRA (315126520082)

M GOVARDHANKUMAR (315126520124)

K MANIDEEP (315126520086)

K SAI SANDILYA (315126520102)

MAHENDRA SUDHAKAR (315126520121)

AKHIL MANTRI (315126520128)

Under the Esteemed Guidance of

Mr. K. GOWRI SHANKAR

Assistant Professor

DEPARTMENT OF MECHANICAL ENGINEERING

ANIL NEERUKONDA INSTITUE OF TECHNOLOGY AND SCIENCES

(Autonomous status accorded by UGC and Andhra University Approved by AICTE,

Permanently affiliated to Andhra University Accredited and reaccredited by NBA &
accredited by NAAC with “A” Grade)

SANGIVALASA, VISAKHAPATNAM (District) - 531 162

 TECHNOLOGY &
ANIL NEERUKONDA INSTITUE OF
SCIENCES

(Autonomous status accorded by UGC and Andhra

University Approved by
to Andhra University)
AICTE, Permanently affiliated

Sangivalasa, Bhemunipatnam (M), Visakhapatnam

(District)

PRAC1GNANAM RAHMA
ANITS

CERTIFICATE
entitled "DESIGN AND
This is to certify that the project report
ELECTRO-MAGNETIC BRAKING SYSTEM" has been
FABRICATION OF
of
carried out by K.PHANINDRA (315126520082), under the esteemed guidance
for the award
Mr. K.GOWRI SHANKAR in , partial fulfillment of the requirements
of the degree of bachelor of mechanical engineering (Autonomous) by Andhra
University, Vishakhapatnam

/319
APPROVED BY PROJECT GUIDE
Dr.B.NAGA RAJU Mr. K.GOWRISHANKAR,M.E.
Head of the Department, Assistant Professor
ept.of Mechanical Engineering
Dept. of Mechanical Engineering
ANITS, Sangivalasa, ANITS, Sangivalasa,
Visakhapatnam. Visakhapatnam
 ACKNOWLEDGEMENT

We express immensely our deep sense of graduation to SRI.K.GOWRI

SHANKAR, Assistant professor, Department of Mechanical Engineering, Anil
Neerukonda Institute of Technology & Sciences, Sangivalasa Bheemunipatnam
Mandal, Visakhapatnam district for his valuable guidance and encouragement at
every stage of the work made it a successful fulfillment.

We are thankful to Professor T.Subrahmanyam, principal and

Professor B.Naga Raju, Head of the Department, Mechanical Engineering, Anil
Neerukonda Institute of Technology & Sciences for their valuable suggestions.

We express our sincere thanks to the members of non-teaching staff of

Mechanical Engineering for their kind co-operation and support to carry on work.

Last but not the least, we like to convey our thanks to all who have contributed
either directly or indirectly for the completion of our work.

K PHANINDRA
M GOVARDHANKUMAR
K MANIDEEP
K SAI SANDILYA
MAHENDRA SUDHAKAR
AKHIL MANTRI
 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 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

1.2 Principle of Braking System

1.3 Types of Braking System

1.4 Objectives

1.5 Significance and Scope

CHAPTER-II : LITERATURE SURVEY

CHAPTER-III : 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 : CALCULATIONS

4.1 Standard Calculations

4.2 Design Calculations

4.3 Braking Torque and Braking Time

CHAPTER-V : 3D MODEL DESIGN OF ELECTRO-

MAGNETIC BRAKING SYSTEM USING CATIA

5.1 Catia Introduction

5.2 Design Of Components Using Catia

5.2.1 Design of Bike Tire (or) Wheel

5.2.2 Design of Motor

5.2.3 Design of Frame

5.2.4 Design of Bearing

5.2.5 Assembly of the Components

CHAPTER-VI : RESULTS AND DISCUSSION

CHAPTER-VII : CONCLUSION

7.1 CONCLUSION

7.2 FUTURE SCOPE

CHAPTER-VIII : REFERENCES
 CHAPTER-I

INTRODUCTION
 CHAPTER-1
INTRODUCTION

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 10 m/s has 100 times as much energy as one of the same mass
moving at 1 m/s, and consequently the theoretical braking distance, when braking at
the traction limit, is 100 times as long. In practice, fast vehicles usually have
significant air drag, and energy lost to air drag rises quickly with speed.
 Almost all wheeled vehicles have a brake of some sort. Even baggage
carts and shopping carts may have them for use on a moving ramp. Most 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

 On the Basis of Power Source

The power source which carries the pedal force applied by the driver on
brake pedal to the final brake drum or brake disc in order to de accelerate
or stop the vehicle the braking systems are of 6 types-
1. Mechanical brakes
2. Hydraulic brakes
3. Air or pneumatic brakes
4. Vacuum brakes
5. Magnetic brakes
6. Electric brakes

 On the Basis of Frictional Braking Contact

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 are of 2 types-
 Vacuum brakes are cheaper than air brakes but are less safe than air
brakes.

5. Magnetic Brakes.

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.
 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.

1.1.4 On Brake Force Distribution Basis

1. Single Acting Brakes

It is the type of braking in which brake force is transferred to either a
pair of wheels(in cars) or to the single wheel(in bikes) through single actuation
mechanism(mechanical linkages or master cylinder).
 These types of braking system are commonly used in bikes or
in light purpose vehicles.
2. Dual Acting Brakes
It is the type of braking in which the brake force is transferred
to all the wheels of the vehicle through dual actuation mechanism
(tandem master cylinder or mechanical linkages).
 This type of braking is used in cars as well as in heavy purpose
vehicle.

1.1.1 Principle of Braking System

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.

1.1.2 Types of Braking System

Electromagnetic 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.

Frictional Brake System

A frictional brake system is found in many automobiles. They are
service brakes, and typically found in two forms; pads and shoes. 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.

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 connected by 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.
1.1.3 Objective

Primary Objective
The main objective of our project is to design and fabricate an
Electromagnetic Braking System model.

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

1.1.4 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 brakes’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-3
ELECTRO-MAGNETIC BRAKING SYSTEM
 Chapter -3
Electro-magnetic braking system

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 "electro-mechanical 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 a 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 electromagnetic brake 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 Braking System

The electro-magnetic braking system consists of mainly the following parts. They
are:-
 Base frame
 Shaft
 Belt and Pulleys
 Dc- motor
 Braking unit
 Tire(or) wheel
 Bearings
 Adapter
3.2.1 Base Frame.
The components require support during the operation. The base frame
facilitates necessary support for this purpose.

3.2.2 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 pulleys 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
They are mainly classified into two types.
 Transmission shafts are used to transmit power between the source and the
machine absorbing power; e.g. counter shafts and line shafts.
 Machine shafts are the integral part of the machine itself; e.g. crankshaft.

Materials
 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
 Up to 25 mm steps of 0.5 mm
Transmission shafts
 25 mm to 60 mm with 5 mm steps
 60 mm to 110 mm with 10 mm steps
 110 mm to 140 mm with 15 mm steps
 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.
1. Shear stresses due to the transmission of torque (due to torsional load).
2. 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.
3. Stresses due to combined torsional and bending loads.

3.2.3 Belt and Pulleys

A pulley is a wheel on an axle or shaft that is designed to support

movement and change of direction of a taut cable or belt, or transfer of power
between the shaft and cable or belt.
 A belt and pulley system is characterized by two or more pulleys in
common to a belt. This allows for mechanical power, torque, and speed to be
transmitted across axles. If the pulleys are of differing diameters are used
different speeds can be obtained

3.2.4 DC-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. Small DC motors are used in tools, toys,
and appliances. 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.

3.2.5 Braking Unit

The braking unit consists of a permanent magnet and a stator which has 3
spokes made of iron having copper wires windings.

The stator may consist of 2 to 18 spokes depending upon the application. The
copper wires may be of different gauges. On increasing the no.of turns of copper
windings the braking effect can be increased due to passage of more current through
the coils.
3.2.6 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 simple machines.

3.2.7 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.
 The purpose of Bearing is to reduce rotational friction and support radial and
axial loads

Types of bearings

There are at least 6 common types of bearing, each of which operates on

different principles:-

 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.

 Rolling-element bearing, in which rolling elements placed between the turning

and stationary races prevent sliding friction. There are two main types

 Ball bearing, in which the rolling elements are spherical balls

 Roller bearing, in which the rolling elements are cylindrical, taper and
spherical rollers

 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

 Fluid bearing, a noncontact bearing in which the load is supported by a gas or

liquid,

 Magnetic bearing, in which the load is supported by a magnetic field

 Flexure bearing, in which the motion is supported by a load element which bends.
3.2.7 Adapter.

An (electrical) adapter is a device that converts attributes of one electrical

device or system to those of an otherwise incompatible device or system. Some
modify power or signal attributes, while others merely adapt the physical form of
one electrical connector to another.
Power ratings are 12 volts and maximum current 10A.
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.

(i) 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 material
winded with copper wires or magnetic wires. The permanent magnet and stator are
connected 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.

(ii) Braking system without EMF generation.

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.
3.4 Advantages of Electro-Magnetic Braking System

 We can use these brakes to charge batteries with the help of rectifiers
and regulators
 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, and at temperatures of this order, a reduction in the
coefficient of friction (“brake fade‟) suddenly occurs
 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 electromagnetic brakes have excellent heat dissipation efficiency
owing to the high temperature of the surface of the disc which is being cooled.
 Due to its special mounting location and heat dissipation mechanism,
electromagnetic brakes have better thermal dynamic performance than regular
friction brakes.
  Burnishing is the wearing or mating of opposing surfaces .This is
reduced significantly here. 11)
 In the future, there may be shortage of crude oil; hence by-products
such as brake oils will be in much demand. EMBs will overcome this problem.
 Electromagnetic brake systems will reduce maintenance cost.
 The problem of brake fluid vaporization and freezing iseliminated.
 Electric actuation, no fluid.
 Easy individual wheel braking control

3.5 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, thebrake 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.

3.6 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-4
CALCULATIONS
 Chapter-4
Calculations
The specifications of the components selected for the model are listed in the
below table:

Sl.No Parts Specifications

1. Base Frame
Voltage:160-240 Volts
Current: 2A
HP:0.25
2. DC Motor Power : 180W
Maximum Speed: 1425 RPM
No .of Poles: 2
Frequency: 50HZ

Power Ratings:
3. Adapter Voltage: 12V
Current: 10A
Stator having 3 poles with copper winding
4. Braking Unit No of turns in the copper winding:
Diameter of circular plate:
Motor Pulley Diameter: 3.3cm
5. Pulleys Shaft Pulley Diameter: 10.5 cm
Center to center distance between pulleys = 37cm
Diameter:2cm
6. Shaft
Material : Mild Steel
7. Mass :7kg
Bike Tire (or) Wheel
Diameter :60.94cm
2cm Diameter
8. Bearings
Plain Bearing
4.1 STANDARD CALCULATIONS
 Base frame:
A) dimensions are
Length
Width
Height
 Dc motor:
A) Used to rotate the wheel by using belt and pulley arrangement when power supply
is given
B) Voltage = 160-240 Volts

C) Current = 2A

D) HP = 0.25

E) Power = 180W

F) Maximum Speed = 1425 RPM

 Braking Unit
A) Stator having 3 poles with copper winding

B) No of turns in the copper winding:

C) Diameter of circular plate:

4.2 Design Calculations

 Max speed
NxD=nxd
1425 x 3.3 = n x 10.5
N = (1425 x 3.3) / 10.5
N = 457.85 RPM
 Checking the center to center distance between pulley
C ≥ (D + d) / 2
37 > (10.5+3.3) / 2
37cm > 6.79cm
  Arc of contact between belt and pulley
A = 180 – (D – d) x 600
C
A = 180 – (10.5 – 3.3) x 600
37
A = 168.320
 Length of the belt
L = 2C + π (D + d) + (D-d)2
2 4C
L = (2 x 37) + π (10.5 + 3.3) + (10.5 – 3.3)2
2 4 x 37
L = 74 + 21.67 + 0.3502

L = 96.02cm

 Actual length
La = L – (1% of L)

La = 96.02 – 0.96

La = 95.059cm

4.3 Braking torque and braking time

 Formula for Braking Torque

We know that

Power = Force x distance per minute ------ (1)

Force = Torque ------ (2)

Radius

Now distance per revolution = Radius x 2 π

Distance per minute = Radius x 2 π x RPM ----- (3)

 Substituting equation (2) & (3) in (1) then we get

Power = Torque x Radius x 2 π x RPM

Radius

= Torque x 2 π x RPM

Divide both sides by 33000 to find HP in Pb then we get

HP = Torque x RPM x 2 π
33000

HP = Torque x RPM x 6.2831

33000

HP = Torque x RPM x 1
5252

Torque = HP x 5252
RPM

 Formula for Braking Time in Imperial Units

T=Iα

T = W x R2 x α

T = M x R2 x α ( Since W = Mg)
.
g

and α = ꞷ/ t
Here g is in m/sec2
T=MxR xꞷ 2
and 1m = 3.2208 ft
32.2 t then 10m = 32.2 ft
g in ft / sec2 is
ꞷ = 2πN 10 m/sec2 = 32.2 ft /sec2
60

T = M x R2 x 2 π x N
60 x t

T = M x R2 x N
308 x t

t = M x R2 x N
308 x T
  Theoretical calculations:-

1.) At speed N = 150 rpm

T = 5252 x 0.25 Here M = 7 kg

150 R = 0.3047 m
MR2 = 7 x 0.30472
T = 8.753 ft-pb = 0.6498 kg- m2
1 kg-m2 = 23.73 Pb Ft 2
Then 0.6498 kg-m2 = 15.422 Pb-Ft2
t = 15.422 x 150
308 x 8.753

t = 0.857 sec

2.) At speed N = 200 rpm

T = 5252 x 0.25
200

T = 6.565 ft-pb

t = 15.422 x 200
308 x 6.565

t = 1.52 sec

3.) At speed N = 250 rpm

T = 5252 x 0.25
250

T = 5.252 ft-pb

t = 15.422 x 250
308 x 5.252

t = 2.38sec

4.) At speed N = 300 rpm

T = 5252 x 0.25
300
 T = 4.3767 ft-pb

t = 15.422 x 300
308 x 4.3767

t = 3.5 sec

5.) At speed N = 350 rpm

T = 5252 x 0.25
350

T 3.751 ft-pb

t = 15.422 x 350
308 x 3.751

t = 4.671 sec

6.) At speed N = 400 rpm

T = 5252 x 0.25
400

T 3.28 ft-pb

t = 15.422 x 400
308 x 3.28

t = 6.1 sec

7.) At speed N = 450 rpm

T = 5252 x 0.25
450
T = 2.917ft-pb

t = 15.422 x 450
308 x 2.917

t = 7.772 sec
Assumptions

1. The wheel is considered as solid disc for calculating the moment of inertia of
wheel above central axis

2. Assuming the Torque produced by the brake is equal to Torque given by the
motor for calculation purpose. Since the torque from the brake is difficult to calculate
experimentally
 CHAPTER-VII
CONCLUSION AND FUTURE SCOPE
7.1 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

7.2 FUTURE SCOPE

 CHAPTER-IX
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 Electro-
magnetic 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, Chi-
Chian 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 moving through a pipe", American Journal
ofPhysics 66:1066–66.
 ELECTRICAL AND ELECTRONIC ENGINEERING BY U V
BHAKSHI
 DESIGN OF MACHINE ELEMENTS BY V.B.BHANDARI