PROJECT REPORT

PROJECT TITLE- ELECTROMAGNETIC BRAKE

MAJOR PROJECT
SUBMITTED IN PARTIAL FULFILLMENT OF THE REQUIREMENT FOR THE AWARD

OF THE DEGREE OF

THREE YEARS DIPLOMA IN

(MECHANICAL ENGINEERING)

SUBMITTED TO:- SUBMITTED BY-

Er. HARPREET SIR RISHAB JAIN

PROJECT INCHARGE 130635313631

RITESH

130635313632

CT POLYTECHNIC COLLEGE, SHAHPUR

JALANDHAR
 INTRODUCTION
The kit Electromagnetic Brakes also called electro-
mechanical brakes or EM brakes slow or stop motion
using electromagnetic force.
The Working principle of the kit electromagnetic Brakes is
based on the creation of eddy current within a metal discs
rotating between two electro magnets, which set up a
force opposing the rotating of the discs.
In this kit we are using a stepper motor as a braking
device. This is a contactless system, friction pads are not
used in this system. It means there is no wear of brakes
pads and maintenance is also reduced.
Electromagnetic brakes have better capability of heat
dissipation and work independently by itself without
increasing the temperature of the regular friction brakes.
By using the electromagnetic brakes as supplementary
equipement, the friction brakes can be used less
frequently and therefore practically never reach high
temperature. The brakes linings thus have a longer life
span, and the potential “brakes fade” problem can be
avoided. It is apparent that the electromagnetic brakes is
an essential complement to the safe braking of the heavy
vehicles.
Therefore, it is a growing area of interest to evaluate,
simulate and implement the electromagnetic brakes and
its contol system.
 OBJECTIVES
This experiment was design to show the advantages and
disadvantages of an electromagnetic brakes as compared
to a friction brake.
To the demonstrate the production of the torque, we will
essentially take the driveshaft and build a test rig around
it. By attaching a conductive disc to the drivenshaft and
setting up electromagnets around it, we can create a
braking force assuming the disc is moving fast to
decelerate the drivenshaft. If we can prove that the
required torque is achievable via eddy-current-braking,
then the electro-magnets can be installed.
Design an electromagnetic braking system-
-Replacing the conventional braking system
-Less cost with greater performance
-No need for maintenance or replacement
 ADVANTAGES:-
 Non-mechanical (no moving parts, no friction)
 Contactless braking and absence of maintenance
 Fully resettable, no parts need be replaced
 Can be activated at will via electrical signal
 Operates at any rotational speed
 Reduced sensitivity to high temperature
 Relative ease to control
 There is no oil leakage
 Electromagnetic brakes will reduce the maintenance
cost
 The problem of brake fluid vaporization and freezing
is eliminated
 There is no need to change brake oils regularly
 There is reduced significantly in electromagnetic disk
brake system
 LIMITATIONS:-
 Requirement for a large excitation current
 Lack of failure safety
 The excitation current is necessarily supplied at
a low voltage
which induces high ohmic losses in conductors ,
diminished bus
voltage, and renders electronic control
challenging
 Heavy wiring from the battery to the retarders
 Heating of the coils
 Disadvantages:-
 Dependence on battery power to energize the
brake system drains down the battery much
faster
 Due to residual magnetism present in
electromagnets, the brakes shoe takes time to
come back to its original position
 A special spring mechanism needs to be
provided for quick return of the brake shoe
Facilitates required for work:-
 Ac motor
 Wheel
 Frame
 Disc
 Pulleys
 Belts
 Shaft
 Electromagnet
Working-
The working principle of the electric retarder is
based on the creation of eddy currents within
a metal disc rotating between two
electromagnets, which sets up a force
opposing the rotation of the disc. If the
electromagnet is not energized, the rotation of
the disc is free and accelerates uniformly
under the action of the weight to which its
shaft is connected. When the electromagnet is
energized, the rotation of the disc is retarded
and the energy absorbed appears as heating
of the disc. If the current exciting the
electromagnet is varied by a rheostat, the
braking torque varies in direct proportion to
the value of the current. It was the Frenchman
Raoul Sarazin who made the first vehicle
application of eddy current brakes. The
development of this invention began when the
French company Telma, associated with
Raoul Sarazin, developed and marketed
several generations of electric brakes based
on the functioning principles described above
(Reverdin, 1974).
A typical retarder consists of stator and rotor.
The stator holds 16 induction coils, energized
separately in groups of four. The coils are
made up of varnished aluminum wire
mounded in epoxy resin. The stator assembly
is 9 supported resiliently through anti-vibration
mountings on the chassis frame of the
vehicle. The rotor is made up of two discs,
which provide the braking force when subject
to the electromagnetic influence when the
coils are excited. Careful design of the fins,
which are integral to the disc, permit
independent cooling of the arrangement
.

Scope of the project –

This project includes the study of
general used ER brakes. This excludes the study
of the design specification. This project consider
working of all parts of ER brskes. However, we
give more stress on electomagnets etc... this part
is choosen because of the fact that this is the
part which makes ER brakes heavier and
efficiency of these brakes depends up this part
more than any part.
Needs of electromagnetic brakes:-

Need of electromagnetic brake arises where the

brake remains in engaged position for more
time than in disengaged position, thus saving a
lot of electricity power that is being used in the
standard electromagnetic brakes, moreover
machine designers are more aware of and
desirous of building machines with a high level
of safety. Machines that remains safe, even in a
power failure can be a strong selling point in
some industries. In applications where the
brakes is engaged more than it is disengaged, an
electricically released brake can be an energy
saving device. It uses no energy to be engaged,
only to be released.
Benefits of electromagnetic brake:-

1. Spring set Electromagnetic brakes would

increase the reliability while the number of
parts and its weight , relative to a prior
commercially available electromagnetic
brakes.
2. The reduction of weight and the number of
parts could also lead to a reduction of cost,
so the effective production and cost
decreases.
3. The brakes instantly stops the load when
the electric power is removed or the motor
fails. Hence preventing further damage.
4. In industries where the brake is engaged
more than it is disengaged, an electrically
released brake can be an energy saving
device.
 General Principle of Brake 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 a 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.
Brakes may be applied for a prolonged periods of
time in some applications such as a heavy vehicle
descending a long gradient at high speed. Brakes
have to have the mechanism to keep the heat
absorption capability for prolonged periods of time
Conventional Friction Brake
The conventional friction brake system is
composed of the following basic components: the
“master cylinder” which is located under the hood
is directly connected to the brake pedal, and
converts the drivers’ foot pressure into hydraulic
pressure. Steel “brake hoses” connect the master
cylinder to the “slave cylinders” located at each
wheel. Brake fluid, specially designed to work in
extreme temperature conditions, fills the system.
“Shoes” or “pads” are pushed by the slave
cylinders to contact the “drums” or “rotors,” thus
causing drag, which slows the car. Two major
kinds of friction brakes are disc brakes and drum
brakes.
Drum brakes consist of a heavy flat-topped
cylinder, which is sandwiched between the wheel
rim and the wheel hub. The inside surface of the
drum is acted upon by the linings of the brake
shoes.
When the brakes are applied, the brake
shoes are forced into contact with the inside
surface of the brake drum to slow the rotation of
the wheels.
“Brake Fading” Effect

The conventional friction brake can absorb and

convert enormous energy values (25h.p. without
self-destruction for an 5-axle truck, Reverdin
1974), but only if the temperature rise of the
friction contact materials is controlled. This high
energy conversion therefore demands an
appropriate rate of heat dissipation if a reasonable
temperature and performance stability are to be
maintained. Unfortunately, design, construction,
and location features all severely limit the heat
dissipation function of the friction brake to short
and intermittent periods of application. This could
lead to a ‘brake fade’ problem (reduction of the
coefficient of friction, less friction force generated)
due to the high temperature caused by heavy
brake demands. The main reasons why
conventional friction brakes fail to dissipate heat
rapidly are as follows:
- poor ventilation due to encapsulation in the road
wheels,
- diameter restriction due to tire dimensions,
- width restrictions imposed by the vehicle spring
designer;
- problems of drum distortion at widely varying
temperatures.
Retarders
Retarders are means of of overcoming the above
problems by augmenting a vehicle’s foundation
brakes with a device capable of opposing vehicle
motion at relatively low levels of power dissipation
for long periods. There are several retarder
technologies currently available. Two major kinds
are the hydrokinetic brake and the exhaust brake.
Hydrokinetic brake 7 uses fluid as the working
medium to oppose rotary motion and absorb
energy (Packer 1974). Hydrodynamic brakes are
often built into hydrodynamic transmissions
(Foster, 1974). Exhaust brakes use a valve which
is fitted into the exhaust pipe between the exhaust
manifold and silencer. When this valve is closed
air is compressed against it through the open
exhaust valve by the piston rising on the exhaust
stroke. In that way the engine becomes a low
pressure single stage compressor driven by the
vehicle’s momentum, resulting in a retarding effect
being transmitted through the transmission to the
driving road wheels. The power-producing engine
is converted into a powerabsorbing air compressor
(Smith, 1974). This approach could put a lot of
stress on the cylinder and exhaust system. So it
may require extra engineering efforts to implement
this system
Electric Control System
The electric wiring diagram of the installation . The
energization of the retarder is operated by a hand
control mounted on the steering column of the
vehicle. This control has five positions: the first is
‘off’, and the four remaining positions increase the
braking power in sequence. This hand-control
system can be replaced by an automatic type that
can operate mechanically through the brake pedal.
In this case, the contacts are switched on
successively over the slack movement of the
brake pedal. The use of an automatic control must
be coupled with a cut-off system operating at very
low vehicle speed in order to prevent energization
of the retarder while the vehicle is stationary with
the driver maintaining pressure on the brake
pedal. Both the manual control and the automatic
control activate four solenoid contractors in the
relay box, which in turn close the four groups of
coil circuits within the electric brake at either 24
volts or 12 volts, as appropriate (Reverdin
1974 and Omega Technologies).
Characteristic of Electromagnetic
Brakes
It was 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 1974). These
performance of electromagnetic brakes make
them much more competitive candidate for
alternative retardation equipments compared with
other retarders. By using the electromagnetic
brake as supplementary 10 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 percent of the
duty which would otherwise have been demanded
of the regular service brake (Reverdin 1974).
Furthermore, the electromagnetic brake prevents
the dangers that can arise from the prolonged use
of brakes beyond their capability to dissipate heat.
This is most likely to occur while a vehicle
descending a long gradient at high speed. In a
study with a vehicle with 5 axles and weighing 40
tons powered by an engine of 310 b.h.p traveling
down a gradient of 6 percent at a steady speed
between 35 and 40 m.p.h, it can be calculated that
the braking power necessary to maintain this
speed is the order of 450 h.p. The braking effect of
the engine even with a fitted exhaust brake is
approximately 150 h.p. The brakes, therefore,
would have to absorb 300 h.p, meaning that each
brake in the 5 axles must absorb 30 h.p, which is
beyond the limit of 25 h.p. that a friction brake can
normally absorb without selfdestruction. The
electromagnetic brake is well suited to such
conditions since it will independently absorb more
than 300 h.p (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. It does not
need a subsidiary cooling system. It does not rely
on the efficiency of engine components for its use,
as do exhaust and hydrokinetic brakes.
Thermal Dynamics
Thermal stability of the electromagnetic brakes is
achieved by means of the convection and radiation
of the heat energy at high temperature. The major
part of the heat energy is imparted to the
ventilationg air which is circulating vigorously
through the fan of the heated disc. The value of
the energy dissipated by the fan can be calculated
by the following expression:
Q MCp (2.1)
where:
M = Mass of air circulated;
Cp = Calorific value of air;
= Difference in temperature between the air
entering and the air leaving the fan;
The electromagnetic brakes has excellent heat
dissipation efficiency owing to the high
temperature of the surface of the disc which is
being cooled and also because the flow of air
through the centrifugal fan is very rapid. Therefore,
the curie temperature of the disc material could
never been reached (Reverdin 1974).

The practical location of the electromagnetic

brakes prevents the direct impingement of air on
the brakes caused by the motion of the vehicle.
Any air flow movement within the chassis of the
vehicle is found to have a relatively 12 insignificant
effect on the air flow and hence temperature of
both front and rear discs.
Summary
With all the advantages of electromagnetic brakes
over friction brakes, they have been widely used
on heavy vehicles where the ‘brake fading’
problem is serious. The same concept is being
developed for application on lighter
vehicles.
 EXISTING CONDITION

A. Types of Braking System

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.
B. Conventional Friction Brake
The conventional friction brake system is
composed of the following basic components: the
“master cylinder” which is located under the hood
is directly connected to the brake pedal, and
converts the drivers’ foot pressure into hydraulic
pressure. Steel “brake hoses” connect the master
cylinder to the “slave cylinders” located at each
wheel. Brake fluid, specially designed to work in
extreme temperature conditions, fills the system.
“Shoes” or “pads” are pushed by the slave
cylinders to contact the “drums” or “rotors,” thus
causing drag, which slows the car. Two major
kinds of friction brakes are disc brakes and drum
brakes.
Basic Motor Action-
Although faradays motor was ignenious. It could
not be used to do any practical. This is because its
drive shaft was enclosed and it could only produce
an internal orbital motion. It could not transfer its
mechanical energy to the outside for deriving an
external load. However it did show how the
magnetic fields of a conductor and a magnet could
be made orbited its wire rotor must pass through
the magnet’s lines of force.
Rules for motor action-
The left hand rule shows the direction of the flux
lines around a wire that is carrying current. When
the thumb points points in a direction that a current
carrying wire will be moved in a magnetic filed
force. The right hand rule for motors shows the
direction that a current carrying wire will be moved.
When the forefinger is pointed in the direction of
the magnetic filed lines, and the center finger is
pointed in the direction of the current in the wire
the thumb will point in the direction that the wire
will be moved.
Installation Location
Electromagnetic brakes work in a relatively
cool condition and satisfy all the energy
requirements of braking at high speeds,
completely without the use of friction. Due to
its specific installation location (transmission
line of rigid vehicles), electromagnetic brakes
have better heat dissipation capability to
avoid problems that friction brakes face as we
mentioned before. Typically, electromagnetic
brakes have been mounted in the
transmission line of vehicles. The propeller
shaft is divided and fitted with a sliding
universal joint and is connected to the
coupling flange on the brake. 8 The brake is
fitted into the chassis of the vehicle by means
of anti-vibration mounting. 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.
Any air flow movement within the chassis of
the vehicle is found to have a relatively
insignificant effect on the air flow around tire
areas and hence on the temperature of both
front and rear discs. So the application of the
retarder
does not affect the temperature of the regular
brakes. In that way, the retarders help to
extend the life span of the regular brakes and
keep the regular brakes cool for emergency
situation.
EXISTING CONDITION
A. Brake fading effect:
The conventional friction brake can absorb and
convert enormous energy values (25h.p. without
self-destruction for a 5-axle truck, Reverdin1974),
but only if the temperature rise of the friction
contact materials is controlled. This high energy
conversion therefore demands an appropriate rate
of heat dissipation if a reasonable temperature and
performance stability are to be maintained.
B. Brake fluid leakage
If your vehicle has worn brake pads or brake
shoes, the fluid level in your brake fluid reservoir
will be low. But let's say you have relatively new
brake pads and you recently topped-off your brake
reservoir only to notice a few days later
that the fluid level has dropped noticeably. If that's
the case, it's a good bet you have a leak
somewhere in your brake system -- which means
that you likely have bigger brake issues than
something as simple as worn brake pads.
C. Other major problems
And other problems include the brake fluid
vaporization and brake fluid freezing though
vaporization occurs only in rare cases. Freezing is
quite common in colder places like Scandinavian
countries and Russia etc…… where the
temperature reaches as low as -50°C to−65°C, in
such cases there is a need for some anti-freezing
agents and increases the complexity and cost of the
system
Engagement Time

There are actually two engagement times to

consider in an electromagnetic brake. The first one
is the time it takes for a coil to develop a magnetic
field, strong enough to pull in an armature. The
second one is air gap, which is the space between
the armature and the coil shell. CAD systems can
automatically calculate component inertia, but the
key to sizing a brake is calculating how much
inertia is reflected back to the brake. To do this,
engineers use the formula: T = (WK2 × ΔN) / (308
× t) Where T = required torque in lb-ft, WK2 =
total inertia in lb-ft2, ΔN = change in the rotational
speed in rpm, and t = time during which the
acceleration or deceleration must take place..
NEED FOR ALTERNATIVE
 All conventional systems of braking in
road vehicles uses development of contact
friction for retardation
 These systems are probe to the wear and
tear on usage
 Conventional braking systems produces
continuous power dissipation as heat and
may fail if the temperature rises too high
 Friction based braking methods are also
not efficient under wet conditions
 Weight brakes add additional weight to the
automobile serving no other purpose and
significantly reducing traction under
certain circumstances
 Brakes usually creates small noise on
application and may also create loud
screeches on hard usage
FABRICATION OF MODEL
In electro-magnetic braking system we use
electro-magnetic property due to which action of
braking will be done. In this system we used
electro magnet iron plate, liners, tension spring,
Disc brake plate. The brake liners are attached
with electro-magnet and iron plate individually
and both plates insert the disc plate as shown in
figure and this plate is fixed with wheels. The
battery of minimum 12 volts is used for external
power supply. In electro-magnetic braking system
we use silicon control rectifier (SCR). The gate
pulse of SCR is fired and the output of SCR is given
to electro-magnet for braking the wheels. This
SCR provides high current to our electro-magnetic
braking system, electro-magnet and attracts the
iron plate towards itself. This method opposes the
motion of wheels. Here we have designed electro-
magnetic coil and liner system.
CONCLUSION
Electromagnetic braking system is found to be
more reliable as compared to other braking
systems. In oil braking system or air braking
system even a small leakage may lead to
complete failure of brakes. While in
electromagnetic braking system as four disc
plates, coils and firing circuits are attached
individually on each wheel, even any coil fails the
brake does not completely fails remaining three
coil works properly. And this system needs very
little of maintenance. In addition, it is found that
electromagnetic brakes make up approximately
80% of all of the power applied brake
applications. Electromagnetic brakes have been
used as supplementary retardation equipment in
addition to the regular friction brakes on heavy
vehicles. The frictions 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. This enhanced braking system not only
helps in effective braking but also helps in
avoiding the accidents and reducing the
frequency of accidents to a minimum.
Furthermore the electromagnetic brakes prevent
the danger that can arise from the prolonged use
of brake beyond their capability to dissipate heat.