A

MAJOR PROJECT REPORT

ON

MODELING AND FABRICATIOM OF

FRICTIONLESS BRAKING SYSTEM
Submitted in partial fulfilment of the requirements for the award of the degree
of

BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING

By
S PAAN KALYAN (15R21A03F7)
A RAHUL BABU (15R21A03B6)
PAVAN SAI (15R21A03D4)
SAI KIRAN (15R21A03E5)

Under the esteemed guidance of

BONI VASUNDARA
AST.Professor(MECH)

DEPARTMENT OF MECHANICAL ENGINEERING

(2015-19)

1
 CERTIFICATE

DEPARTMENT OF MECHANICAL ENGINEERING

This is to certify that the Major Project report entitled “MODELING AND
FABRICATION OF FRICTIONLESS BRAKING SYSTEM” is the
bonafide work carried out and submitted by
S PAAN KALYAN (15R21A03F7)
A RAHUL BABU (15R21A03B6)
PAVAN SAI (15R21A03D4)
SAI KIRAN (15R21A03E5)

To the Department of Mechanical Engineering, MLR Institute of Technology Hyderabad in

partial fulfilment for the award of BACHELOR OF TECHNOLOGY IN MECHANICAL
ENGINEERING, during the academic year 2018-2019.

Internal Guide Head of Department

BONI VASUNDHARA Dr. M VENKATESWARA REDDY
AST.Professor (MECH) Professor (MECH)

2
 ACKNOWLEDGEMENT

The satisfaction and euphoria that accompany the successful completion of any task
would be incomplete without mentioning the of people who made it possible, whose constant
guidance and encouragement crowned our efforts with success. It is a pleasant aspect that we
now have the opportunity to express my guidance for all of them.

We are thankful to Mr. Marri Raja Sekhar Reddy Secretary of MLR Institute of
Technology for accepting us and providing us with an opportunity to do a project in their
esteemed organization.

We are thankful to Dr. K. Srinivas Rao, Principal of MLR Institute of Technology

for helping us to undergo project work as a part of university curriculum.

Our special thanks to Dr. S. Shyam Kumar, Professor & Head in Mechanical
Department and Neelophar Begum, Professor, Mechanical Department for guiding us in the
right way to complete our project in the right time.

We would like to thank our internal project mates and department professors for
their full-fledged guidance and giving courage to carry out the project. We are very much
thankful to one and all who helping us directly or indirectly for the successful completion of
my project.

S PAAN KALYAN (15R21A03F7)

A RAHUL BABU (15R21A03B6)
PAVAN SAI (15R21A03D4)
SAI KIRAN (15R21A03E5)

3
 CONTENTS

CHAPTER -1

INTRODUCTION 1
1.1 General Principle of Brake System
1.2 Conventional Friction Brake
1.3 How ordinary (friction) brakes work
1.4 “Brake Fading” Effect
1.5 Retarders
1.6 General Principle and Advantage of Electromagnetic Brakes
(retarders) Installation Location
1.7 TYPES OF ELECTROMAGNETIC BRAKES
1. Single Disc Electromagnetic Brakes
2. Multi-Disc Electromagnetic Brakes
1.8 Single face brake
1.9 Power off brake
(1) Spring type
(2) Permanent magnet type
1.10 Particle brake
1.11 Hysteresis power brake
1.12 Multiple disk brake
1.13 Characteristic of Electromagnetic Brakes
1.14 Working Principle
1.15 Electric Control System
CHAPTER-2
LIETRATURE SUREY
2.1 Stephen Z. Oldakowski, Bedford, Ohio(2002
2.2 Karl Erny, Holzhausem(1999):
2.3 Hung-Chi Wu, 958-2, Ghung Shan Rd., Tao-Yuan, Taiwan(2003
2.4 Jae-Woong Lee, Seoul, Rep. of Korea(2003)
2.5 Albert E. Miller, Dayton, Ohio(2001)

CHAPTER -3
DESIGN AND CONSTRUCTION
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 3.1 Parts
3.2 Model of the frame
3.3 Construction
CHAPTER – 4
DESGIN CALCULATIONS
CHAPTER – 5
5.1 Cutting process
5.2 Welding process
5.3 Boring process
5.4 Drilling process
5.5 Turning process
5.6 Assembly of project
CHAPTER – 6
CONCLUSION
REFERNCES

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 ABSTRACT

Frictionless braking system or Electromagnetic braking means applying brakes using

electronic and magnetic power. Here we use the principle of electromagnetism to achieve
friction less braking. This tends to increase the life span and reliability of brakes since no
friction leads to less wearing out of brakes. Also it requires less maintenance and oiling. This
is an upcoming technological replacement for traditional braking systems. The main purpose
behind the proposed use of these brakes in vehicles is that it is frictionless. This leads to a
sizably less maintenance cost due to no friction and no oiling. Also traditional braking
systems are prone to slipping while this one is guaranteed to apply brakes to the vehicle. So
without friction or need of lubrication this technology is a preferred replacement for
traditional braking. Also it is quite smaller in size compared to the traditional braking
systems.

To make electromagnetic brakes work, a magnetic flux when passed in a direction

perpendicular to the rotating direction of the wheel, we see eddy current flowing in a
direction opposite to the rotation of the wheel. This creates an opposing force to the wheel
rotation and in turn slows down the wheel. Thus we achieve electromagnetic braking as a
better braking system for future automobiles.

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 CHAPTER- 1

INTRODUCTION

BRAKE
A vehicle brake is used to slow down a vehicle by converting its kinetic energy into heat.
Most commonly brakes 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.

1.1 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.
1.2 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. Disc

7
brakes use a clamping action to produce friction between the “rotor” and the “pads” mount in
the “caliper” attached to the suspension members Disc brakes work using the same basic
principle as the brakes on a bicycle: as the caliper pinches the wheel with pads on both sides,
it slows the vehicle.
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.
Air brakes use standard hydraulic brake system components such as braking lines,
wheel cylinders and a slave cylinder similar to a master cylinder to transmit the air-pressure-
produced braking energy to the wheel brakes. Air brakes are used frequently when greater
braking capacity is required.

1.3 How ordinary (friction) brakes work

Moving things have kinetic energy and, if you want to stop them, you have to get rid of that
energy somehow. If you're on a bicycle going fairly slowly, you can simply put your feet
down so they drag on the ground. The soles of your feet act as brakes. Friction (rubbing)
between the rough ground and the grip on your soles slows you down, converting your
kinetic energy into heat energy (do it long enough and your shoes will get hot). Brakes on
vehicles work pretty much the same way, with "shoes" that press rubber pads (brake blocks)
against discs mounted to the wheels. (Find out more about this in our main article on brakes.)
Even if you make brakes from super-strong, hard-wearing materials like Kevlar®, they're still
going to wear out sooner or later. But there are other problems with friction brakes. The faster
you go, the harder they have to work to get rid of your kinetic energy, and the quicker they'll
wear out. Use your brakes too often and you may suffer a problem called brake fade, where
heat builds up too much in the brakes or the hydraulic system that operates them and the
brakes can no longer work as effectively. What if your brakes can't stop you in time?

In Motorcycle brakes , When you pull on the brake handle, a hydraulic cable applies the
brake pads to the brake rotor disc, slowing the machine down by converting your kinetic
energy to heat. The tire doesn't normally play much part in braking unless you brake really
hard: then the wheel will lock completely and friction between the tire and the road will bring

8
you to a sudden halt, leaving a rubber skid mark on the road. That's not a good way to brake:
it'll wear out your tires very quickly

1.4 “Brake Fading” Effect

The conventional friction brake can absorb and convert enormous energy values (25h.p.
without self-destruction for an 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. 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.
It 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. The potential hazard of tire deterioration and bursts is
perhaps also serious due to the close proximity of overheated brake drums to the inner
diameter of the tire.
1.5. 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 uses fluid as the working medium to oppose rotary motion and absorb energy .
Hydrodynamic brakes are often built into hydrodynamic transmissions . 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
9
transmitted through the transmission to the driving road wheels. The power-producing engine
is converted into a power absorbing air compressor . 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. As a brake applied to the engine, exhaust brakes can only absorb as much power
as the engine can deliver. But the power absorbed in braking is usually greater than the power
absorbed in driving. Compared with these retarders, electromagnetic brakes have greater
power capability, simplicity of installation and controllability.
1.6 General Principle and Advantage of Electromagnetic Brakes (retarders)
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. 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. 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).
There are in existence several types of electromagnetic retarder. In particular,
there are electromagnetic retarders of the axial type and electromagnetic retarders of the
Focal type. An electromagnetic retarder of the axial type is designed to be placed on a
transmission shaft between a rear axle and a gearbox of the vehicle. In that case, the
transmission shaft is in two parts, for mounting between those of the retarder. An
electromagnetic retarder of the Focal type is designed to be placed directly on a transmission

10
shaft on the output side of the gearbox or on the axle of the vehicle. The axle of a vehicle
drives at least one road wheel, which road

1.7 TYPES OF ELECTROMAGNETIC BRAKES

(1)-Single Disc Electromagnetic Brakes-

Features:-

 Brake is used to Brake and maintain the rotating body

 Designed for dry-operation

 Slim Brakes with good performance and can quickly stop loads

 Lightweight and easy to mount in any machinery

 We manufacture Single Disc Electromagnetic Brakes - Equivalents to world leading

manufacturers like: Intorq, Lenze, KEB, PSP, Miki-Pulley and more

Technical Features:

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  These can quickly stop loads

 Technical Features Torque: 3NM to 500NM

 Single Plate Dry Type

 High Operating Reliability / frequency

 Simple Construction

 Raw material to DIN standards

 Special friction material

 Different armature designs are available for different applications

 Different voltages options are also available on request.

2 -Multi-Disc Electromagnetic Brakes -Brake with magnet body front face

fastened to housing For oil operation.

Equivalents to ZF Brakes - EK 1B, EK 2DB, EK 5DB, EK 10EB, EK 20DB, EK 20EB, EK

40DB, EK 40EB, EK 60DB, EK 80B, EK 120EB, EK 160B, EK 320B.

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Technical Features:

 Coil Voltage: 24 V

 Torque: 3 N-m to 3600 N-m

 Compact design

 Electromagnetic brakes are provided

 With or without outer carrier, jaw and driver

 With inner & outer multiple discs.

1.8 Single face brake

Main article: Friction-plate electromagnetic couplings

A friction-plate brake uses a single plate friction surface to engage the input and output
members of the clutch. Single face electromagnetic brakes make up approximately 80% of all
of the power applied brake applications.

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1.9 Power off brake

Electormagnetic Power Off Brake Spring Set

Power off brakes stop or hold a load when electrical power is either accidentally lost or
intentionally disconnected. In the past, some companies have referred to these as "fail safe"
brakes. These brakes are typically used on or near an electric motor. Typical applications
include robotics, holding brakes for Z axis ball screws and servo motor brakes. Brakes are
available in multiple voltages and can have either standard backlash or zero backlash hubs.
Multiple disks can also be used to increase brake torque, without increasing brake diameter.
There are 2 main types of holding brakes. The first is spring applied brakes. The second is

permanent magnet brakes.

(a) Spring type - When no electricity is applied to the brake, a spring pushes against a
pressure plate, squeezing the friction disk between the inner pressure plate and the outer
cover plate. This frictional clamping force is transferred to the hub, which is mounted to a

shaft.

(b)Permanent magnet type – A permanent magnet holding brake looks very similar to
a standard power applied electromagnetic brake. Instead of squeezing a friction disk, via
springs, it uses permanent magnets to attract a single face armature. When the brake is
engaged, the permanent magnets create magnetic lines of flux, which can turn attract the

14
armature to the brake housing. To disengage the brake, power is applied to the coil which sets
up an alternate magnetic field that cancels out the magnetic flux of the permanent magnets.

Both power off brakes are considered to be engaged when no power is applied to them. They
are typically required to hold or to stop alone in the event of a loss of power or when power is
not available in a machine circuit. Permanent magnet brakes have a very high torque for their
size, but also require a constant current control to offset the permanent magnetic field. Spring
applied brakes do not require a constant current control, they can use a simple rectifier, but
are larger in diameter or would need stacked friction disks to increase the torque.

1.10 Particle brake

Magnetic Particle Brake

Magnetic particle brakes are unique in their design from other electro-mechanical brakes
because of the wide operating torque range available. Like an electro-mechanical brake,
torque to voltage is almost linear; however, in a magnetic particle brake, torque can be
controlled very accurately (within the operating RPM range of the unit). This makes these

15
units ideally suited for tension control applications, such as wire winding, foil, film, and tape
tension control. Because of their fast response, they can also be used in high cycle
applications, such as magnetic card readers, sorting machines and labeling equipment.

Magnetic particles (very similar to iron filings) are located in the powder cavity. When
electricity is applied to the coil, the resulting magnetic flux tries to bind the particles together,
almost like a magnetic particle slush. As the electric current is increased, the binding of the
particles becomes stronger. The brake rotor passes through these bound particles. The output
of the housing is rigidly attached to some portion of the machine. As the particles start to bind
together, a resistant force is created on the rotor, slowing, and eventually stopping the output
shaft.

When electricity is removed from the brake, the input is free to turn with the shaft. Since
magnetic particle powder is in the cavity, all magnetic particle units have some type of
minimum drag associated with the

1.11 Hysteresis power brake

Electomagnetic Hysteresis Power Brake

Electrical hysteresis units have an extremely wide torque range. Since these units can be
controlled remotely, they are ideal for test stand applications where varying torque is
required. Since drag torque is minimal, these units offer the widest available torque range of
any of the hysteresis products. Most applications involving powered hysteresis units are in
test stand requirements.

16
When electricity is applied to the field, it creates an internal magnetic flux. That flux is then
transferred into a hysteresis disk passing through the field. The hysteresis disk is attached to
the brake shaft. A magnetic drag on the hysteresis disk allows for a constant drag, or eventual
stoppage of the output shaft.

When electricity is removed from the brake, the hysteresis disk is free to turn, and no relative
force is transmitted between either member. Therefore, the only torque seen between the
input and the output is bearing drag.

1.12 Multiple disk brake

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Electromagnetic Multiple Disk Brake

Multiple disk brakes are used to deliver extremely high torque within a small space. These
brakes can be used either wet or dry, which makes them ideal to run in multi-speed gear box
applications, machine tool applications, or in off road equipment.

Electro-mechanical disk brakes operate via electrical actuation, but transmit torque
mechanically. When electricity is applied to the coil of an electromagnet, the magnetic flux
attracts the armature to the face of the brake. As it does so, it squeezes the inner and outer
friction disks together. The hub is normally mounted on the shaft that is rotating. The brake
housing is mounted solidly to the machine frame. As the disks are squeezed, torque is
transmitted from the hub into the machine frame, stopping and holding the shaft.

When electricity is removed from the brake, the armature is free to turn with the shaft.
Springs keep the friction disk and armature away from each other. There is no contact
between braking surfaces and minimal drag.

1.13 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 . These performance of electromagnetic brakes make them
much more competitive candidate for alternative retardation equipment compared with other
retarders. By using the electro-magnetic brake as supplementary10 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 . 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

18
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 self destruction. The electromagnetic
brake is well suited to such conditions since it will independently absorb more than 300 h.p .
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. The electromagnetic
brake also has better controllability. The exhaust brake is an on/off device and hydrokinetic
brakes have very complex control system. The electro- magnetic brake control system is an
electric switching system which gives it superior controllability. 11 From the foregoing, it is
apparent that the electro-magnetic brake is an attractive complement to the safe braking of
heavy vehicles.

1.14 Working Principle-

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 . 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 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.

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1.15 Electric Control System
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).

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 CHAPTER - 2
LITERATURE SURVEY
2.1 Stephen Z. Oldakowski, Bedford, Ohio(2002): A magnetic brake provides braking or
locking capability and is remotely controlled by electric power. The magnetic brake
comprises a rotatable shaft and a brake disc mounted on the shaft. A non-rotating core
housing assembly located around the shaft includes a permanent magnet and a bipolar
solenoid. A magnetic armature adjacent to the core housing assembly is capable of movement
toward the core housing assembly and toward and into engagement with a brake disc to
prevent rotation of the shaft. A spring urges the armature away from the core housing
assembly and into engagement with the brake disc. The brake does not use any electric power
to maintain the brake in the set mode with the rotating shaft fully locked or in the released
mode with the rotating shaft fully released. The permanent magnet is of sufficient strength to
hold the armature against urging of the spring until an opposite polarity is supplied by the
solenoid.
2.2 Karl Erny, Holzhausem(1999): An elevator drive has a brake device with compression
springs to actuate brake levers, and brake linings on a brake drum creating a braking force. A
sensor is provided to detect the movement of a brake magnet armature tappet. A bracket is
attached to the brake magnet tappet on one end and a distance piece carrying the sensor
housing is arranged on the other end. A restoring lug is attached to the existing mechanical
indicator. A monitor evaluates the sensor signal and turns off the elevator drive in the event of
dangerous operational states via a safety circuit. The system allows the state of the brake
device to be monitored. The more the brake linings wear off due to abrasion, the smaller the
distance between the armature and the brake magnet housing. If the armature is in contact
with the brake magnet housing, the braking ability of the brake linings is completely void.
2.3 Hung-Chi Wu, 958-2, Ghung Shan Rd., Tao-Yuan, Taiwan(2003): This invention
relates to an adjustable magnetic brake and in particular to one including an aluminum fan, a
magnetic conducting ring enclosing the aluminum fan, a permanent magnet disposed within
the aluminum fan, a fixing seat for keeping the permanent magnet in position, a sliding seat
mounted in the fixing seat and provided with a bearing, a housing, bolts provided on one side
of the fixing seat and extending out of the housing, a mounting plate connected with the bolts

21
and a wire connected with the mounting plate such that when the wire is pulled outwards, the
permanent magnet will be moved outwards.
2.4 Jae-Woong Lee, Seoul, Rep. of Korea(2003): Disclosed is a magnetic brake system for
a vehicle. comprising: a plurality of brake disk solenoids for generating the magnetic force; a
plurality of brake pad solenoids for generating the magnetic force; a braking sensor for
detecting whether a brake pedal is applied; a wheel speed sensor for detecting wheel speed; a
magnetic polarity sensor for detecting magnetic polarity of the brake disk solenoids; and a
control unit for controlling the brake pad solenoids using signals from the braking sensor. The
wheel speed sensor and the magnetic polarity sensor.
2.5 Albert E. Miller, Dayton, Ohio(2001): This invention relates to a fishing reel and more
particularly to an improved type of reel having a compensated magnetic brake means for
preventing backlash or overrunning of the spool. An object of this invention is to provide a
reel which is inexpensive to manufacture and which is durable and trouble-free in operation.
Still another object of this invention is to provide an improved form of magnetic brake having
spring means for modifying the brake action. A further object of this invention is to provide a
fishing reel which is smooth in operation and which is readily adjustable to desired degrees of
drag or braking effect. Further objects and advantages of the present invention reside in the
construction and combination of parts and in the mode of operation as will be apparent from
the following description, reference being had to the accompanying drawings wherein a
preferred form of the present invention is clearly shown

As considering the above literature survey most of the projects was working with copper
wheels and high power magnets when we apply brakes continuously due to that the power
magnets will decreases gradually along with that when impact occurs on copper wheels there
is a possibility of failure. Here in our project we wanted to use eddy currents with the help of
electromagnetic coils and electro magnets because when we apply brakes these components
are connected with battery and current is passed between the electro magnets due to this
magnetism generates we can use this several times without loss of magnetism and instead of
copper wheel we are going to use cast iron material for high sustainability and they worked
on fuel consumption vehicle’s in that we have to use separate battery but if we develop this
system in electric vehicle we can consume electricity with a single unit of battery.

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 CHAPTER 3
DESIGN AND CONSTRUCTUION
3.1 PARTS
Metal disc – a metal disc of MS material with 100mm and thickness of 15mm is used as
braking disc in this project we haven’t used vented holes because due to frictionless braking
sytem there is no heat generation occurs

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 form of motor widely used, as 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 currently used in propulsion of electric
vehicles, elevator and hoists, and in drives for steel rolling mills. The advent of power
electronics has made replacement of DC motors with AC motors possible in many
applications

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Shaft
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.

Sprocket
A sprocket[1] or sprocket-wheel[2] is a profiled wheel with teeth, or cogs,[3][4] that mesh with
a chain, track or other perforated or indented material.[5][6] The name 'sprocket' applies
generally to any wheel upon which radial projections engage a chain passing over it. It is
distinguished from a gear in that sprockets are never meshed together directly, and differs
from a pulley in that sprockets have teeth and pulleys are smooth.
Sprockets are used in bicycles, motorcycles, cars, tracked vehicles, and
other machinery either to transmit rotary motion between two shafts where gears are

24
unsuitable or to impart linear motion to a track, tape etc. Perhaps the most common form of
sprocket may be found in the bicycle, in which the pedal shaft carries a large sprocket-wheel,
which drives a chain, which, in turn, drives a small sprocket on the axle of the rear wheel.
Early automobiles were also largely driven by sprocket and chain mechanism, a practice
largely copied from bicycles

Chain
A chain is a serial assembly of connected pieces, called links, typically made of metal, with
an overall character similar to that of a rope in that it is flexible
and curved in compression but linear, rigid, and load-bearing in tension. A chain may consist
of two or more links. Chains can be classified by their design

Electromagnet
An electromagnet is a magnet that runs on electricity. Unlike a permanent magnet, the
strength of an electromagnet can easily be changed by changing the amount of electric
current that flows through it. The poles of an electromagnet can even be reversed by
reversing the flow of electricity.

25
3.2 Model of frame
The whole design and assembly of the project was in SOLIWORKS 2016 softwareThe
dimensions of the frame is 30X30X25cm

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27
3.3 CONSTRUCTION
The construction of the electromagnetic braking system is very simple. The parts needed for
the construction are electro magnets, rheostat, sensors and magnetic insulator. A cylindrical
ring shaped electro magnet with winding is placed parallel to rotating wheel disc/ rotor. The
electro magnet is fixed, like as stator and coils are wounded along the electromagnet. These
coils are connected with electrical circuit containing one rheostat which is connected
with brake pedal. And the rheostat is used to control the electric current flowing in the coils
which are wounded on the electro magnet and a magnetic insulator is used to focus and
control the magnetic flux. And also it is used to prevent the magnetisation of other parts like
axle and it act as a support frame for the electromagnet. The sensors used to indicate the
disconnection in the whole circuit. If there is any error it gives an alert, so we can avoid
accident. Working principle: At the initial stage the brake pedal and rheostat are in rest.
When we apply the brake through the brake pedal, the rheostat allows the current to flow
through the circuit and this current energise the electromagnet. The amount of current flow is
controlled by the rheostat. Depending on the current flow different amount of magnetic flux
can be obtained. By this varying magnetic flux, different mode of brakes can be obtained. For
example, if we want to suddenly stop the vehicle then press the brake pedal fully, then the
rheostat allos maximum current which is enough to stop the vehicle. Similarly we can reduce
the speed of the vehicle by applying the brake gradually.

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 CHAPTER -4
DESIGN CALCULATIONS
4.1 Electromagnet Specification.
Outer core: 40mm X 40mm.

Inner Core: 25mm X 25 mm.

No. of turns on electromagnet (N) =800, (24 gauge wire)

Current & Voltage supplied (I/V) = 7amp/230volts.

Length of electromagnet (L) =25 mm.

Let the plate,shaft & wheel assembly maximum weight is to be consider approx. 5kg. i.e.
49.05 N, so we know that,

Where

F is the force in Newton.

B is the magnetic field in teslas.

A is the area of the pole faces in square meters.

μo is the permeability of free space.

In the case of free space (air),

49.05 =

B = 0.0112 wb/m2.

Total magnetic flux in core: Ø = B ×A

Ø = 0.0112×0.975

Ø = 0.0109 wb.

The magnetizing force

H = B/ = 0.0112/4π×10^-7 = 8912.67 AT/m.

For air gap of 0.5 mm magnetic force is given by between magnet & plate. AT = H×L

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= 8912.67×25×10^-3

= 222.816 AT

Find the power of electromagnet

F=

g = air gap between electromagnet & plate

F=

F = 38.423 N for each electromagnet

Single phase AC motor.

Power = 1/15hp=50 watt.

Speed= 0-8600 rpm (variable)

Torque produced from motor = T = 0.055 N-m

Total electromagnetic force = 76.423N

Torque generated in disc = 3821.42

3.2 Braking force = torque in disc / tyre radius

3821.42/11*0254 = 1326.15N

Deceleration a= F/M = 1326.15/150=8.86m/sec2

Velocity calculated as per the RPM of motor

Braking distance(S)= �2 /2∗� = (11.11)2 /2∗10.9 = 5.66m

Thinking distance=� ∗ 0.5=11.11*0.5=5.5m

Stopping distance= thinking distance + stopping distance=11.16m

Stopping time =�/�+tr = 1.07𝑠�c

As per the above calculation’s the total braking force generated is 1326.15N and stopping distance,
stopping times is 11.6m , 1.07sec

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 CHAPTER- 5

MANUFACTURING PROCESS
Some of these processes involved in manufacturing

1. Cutting
2. Welding
3. Boring
4. Drilling
5. Turning

5.1 Cutting process

This process involves the use of physical forces to cut an object. Examples of this
type of cutting include sawing, shearing, and drilling. Mechanical tools work by
placing the cutting mechanism, such as a blade, into physical contact with the object
being cut

5.2Welding process
Welding is a fabrication or sculptural process that joins materials, usually metals or
thermoplastics, by using high heat to melt the parts together and allowing them to cool
causing fusion.

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5.3 Boring process
In machining, boring is the process of enlarging a hole that has already been drilled (or cast)
by means of a single-point cutting tool (or of a boring head containing several such tools),
such as in boring a gun barrel or an engine cylinder.

5.4 Drilling process

Drilling is a cutting process that uses a drill bit to cut a hole of circular cross-section
in solid materials. The drill bit is usually a rotary cutting tool, often multi-point. ...
Instead, the hole is usually made by hammering a drill bit into the hole with quickly
repeated short movements

5.5Turning process
Turning is a form of machining, a material removal process, which is used to create
rotational parts by cutting away unwanted material. The turning process requires

32
 a turning machine or lathe, workpiece, fixture, and cutting tool.

5.6 ASSEMBLY OF PROJECT

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34
 CHAPTER - 6
CONCLUSION

As we discussed about the limitations of drum brakes, hydraulic brakes and pneumatic brakes
electromagnetic brake is a better and reliable solution. Electromagnetic brake control system
is an electric switching system which gives it superior controllability. The installation of an
electromagnetic brake is not very difficult. From the foregoing, it is apparent that the
electromagnetic brake is an attractive complement to the safe braking of heavy vehicles.
Good results with current design, a larger budget would improve performance.
REFERNCES
1) DrKirpal Singh. Automobile Engineering and Technology, Vol 1
2) R.A.Barapte "Electromagnetic Engineering" Technova Educational Publication
3) Khurmi& Gupta “Machine Design” S Chand Publication.
4) V.B. Bhandari "Design of Machine Elements" Tata McGraw hill.
5) K. Balaveera Reddy. “Design data hand-book for mechanical engineering.
6) Flemming, Frank; Shapiro, Jessica (July 7, 2009). “Basics of Electromagnetic
Brakes” .machine design : pp. 57–58
7) Kren, Lawrence; Flemming, Frank (August 5, 1999). "Getting a Handle on
Inertia" .machine design: pp. 92–93.
8) Auguston, Karen; Flemming, Frank (September 1999). "Floating Armature
Speeds Response" .Global Design News: pp. 46–47.
9) Zalud, Todd; Flemming, Frank (September 9, 1999). "Getting a Grip on Brake
Selection" .machine design: pp. 83–86.
10) Electromagnetic Compatibility, design handbook series 1.0. John Willey & Sons.

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