Characteristics Investigation of Linear Eddy-Current Brake Based on

HALBACH Magnet Array for Transport System

Zhihua Zhang* , Jun Gong, Yanqing Zhang, Maochun Zhai, Wei Zhou, Kun Liu
Institute of Magnetic Levitation and Electromagnetic Propulsion, China
*E-mail: z3z3zz3@163.com

Abstract —Linear eddy-current braking plays an key role in

transport system. This paper firstly investigated the II. THE NUMERICAL METHOD
characteristics of linear eddy-current braking for the HALBACH
magnet array in transport system. The analysis model of
HALBACH magnet array was built in order to get the flux
density in the air gap, and the steady and transient characteristics
of linear eddy-current braking were calculated by finite element
method (FEM). These two methods were thus compared and
analyzed. In addition, the experimental platform was build and
the results on a prototype was measured, which verified the
proposed numerical method. Finally, some important conclusions
were given which gives a good reference for the R&D of transport
system in near future.

Keywords—HALBACH, eddy current, braking system

I. INTRODUCTION
A linear eddy-current braking system of high-speed railway
is developed rapidly recently because of the adhesion
limitation[1-2]. The linear eddy-current braking with
electromagnet style needs the power supply and consequently
has power losses. However, permanent magnet is a preferable
choice with the advantages of the high efficiency, no power
losses and the high power/weight ratio compared to the
electromagnet coil. The magnetic flux can be enhanced on one
side of the array while the flux cancelled on the other side by
using HALBACH magnet array. Linear eddy-current braking
based on the HALBACH magnet array is adopted in this paper
for saving the electric energy and improving the braking
properties.
In this paper, the HALBACH magnet array is fixed on the
both sides of the train and braking eddy current plate is laid
along the track (Fig.1). According to the structure of eddy-
current braking system, a two-dimensional analytical model is
firstly presented. Secondly, The flux density in air-gap is
calculated, as well as the steady and transient characteristics of
the linear eddy-current brake is compared and analyzed. The
reasonable results of the simulation and measurement can
verify the feasible of numerical calculation.
breaking eddy current plate
Halbach magnet array
Fig. 2. The eddy-current braking system using the linear Halbach array
In order to obtain an analytical solution of the eddy-current
braking system with the linear Halbach array which is shown
in Fig.2.There are some assumptions in the following:
1) The flux density distribution in the air gap is constant (z
direction), the end effect in this direction is ignored;
2) Only the effect of the fundamental component is taken
into account. The harmonics components are ignored. ;
3) The braking eddy plating is thick and much greater than
the penetration depth.
The magnetic density distribution of the air gap in the
longitudinal and transverse direction can be solved by utilizing
the Fourier series method. The basic equations are:
 
B0  Br (1  e kt )sin( ) / (1)
n n
Bx  B0 sin( kx )e  kz (2)
Bz  B0 cos( kx )e  kz (3)
where the k is the spatial wavenumber, k = 2π/λ (λ is the wave
length of Halbach array),n is the quantity of magnet array, B0 is
the magnetic flux density in which side is enhanced.
AⅠ and AⅡ are the magnetic vector potential in(I)and (II)in
the Fig.1. The electric field intensity in the braking eddy plate
is:
E  vB (4)

B  0 H  Bs (5)
Transport train
Bs in equation (2) is represents the magnetic induction intensity
which is generated on the surface of the braking eddy current
plate with the condition of the static of the magnet array and
Halbach magnet array
the braking eddy current plate. And：
Fig. 1. Eddy-current braking system with transport train J e   E = ax v( H z  Bs ) (6)

978-1-5386-5804-8/19/$31.00 ©2019 IEEE

 Where the Je is eddy-current density in the braking eddy Table 1 Paremeters of eddy current braking system
current plate and the ax is the unit vector of x direction. v is the Paremeters Values
Type of permanent magnet NdFeB(52H)
victory of Halbach magnet array and the σ is the conductivity
Magnet height(h) 40mm
of braking eddy current plate. According to the above Magnet width(w) 200mm
equations, magnetic vector potential in magnetic pole region Magnet length(l) 56mm
satisfy the equation (7), and the magnetic vector potential in Angle of magnetization direction between
22.5°
air gap region satisfy the equation (8).Where AⅠ and AⅡ are the adjacent permanent magnet
magnetic vector potential of region Ⅰ and region Ⅱ Pole pitch(τ) 480mm
Material of the rail Al
respectively.
Thickness of rail 6mm
AⅠ AⅠ
   0 J e (7) Width of rail 240mm
x 2 y 2
AⅡ AⅡ The simulation results of the braking process with
 0 (8) different speed of 20m/s，10m/s，8m/s and 5m/s is studied.
x 2 y 2
Fig.4 shows the magnetic field distribution and eddy current
The magnetic vector potential and magnet flux density at distribution of the system respectively based on the speeds
the boundary of air gap or the braking eddy current plate are which is described above with the eddy braking plate length of
continuous, where z=0: 1.9m . It can be seen that, the distribution of the flux density
A1 y =A2y (9) has its properties of non-uniformity at the range of high speed.
This is due to the edge effect. In order to optimize the eddy
According of Faraday’s law and the formula of force current form, the width of eddy current braking plate is
density, the braking force of braking eddy current plate can be designed of 240 mm (1.2 times of the magnet width).
obtained.
B   A (10)

F  J e  B* (11)

Where F is the braking force and B is the magnetic flux (a)

density in braking eddy current plate.

III. SIMULATION
The model of linear eddy-current braking system is built by
using three-dimensional (3-D) finite-element software (b)
v=20m/s
Inforlyica Magnet analysis, which is shown in Fig.3.
Obviously, only one side has been taken into account because
of its symmetry. Fig.4 displays the magnetization direction of
Halbach magnet array in this system. The basic parameters of
the system is shown in Table1.
(a)

(b)
v=10m/s

Fig. 3. The model of Linear eddy-current braking system

(a)

Fig4. The magnetization direction of Halbach magnet array

(b)
v=8m/s
 IV. EXPERIMENT
Fig.7. shows the HALBACH magnet array and the test
platform. A 4mm thick aluminum alloy frame is wrapped up
the permanent magnet to fix the force between each other and
(a) prevent the Halbach structure form being damaged. Meanwhile,
Fig.8.shows the speed measuring device which used to
measure the position change and velocity of the Halbach
magnet array. Using linear synchronous motor, the vehicle
could been accelerated to 5m/s and 8m/s, respectively. The
limitation of the speed is due to the length of the test track.
(b)
v=5m/s
Fig4. The distribution of (a)magnetic field and
(b)eddy current in eddy current plate
Fig.5. shows the relationship of the eddy current braking
force and the speed of transport with different air gaps from 7
mm to 11 mm. Interestingly, the braking force increases with
the speed at the low speed range, while deceases with the
speed at the high speed range. The peak values are obviously
(a) (b)
shown at the curve, which is caused by the skin effect[3-5]. Fig.7. (a) HALBACH magnet array, (b) eddy current braking system test
Fig.6 shows the relationship of speed into the head and the platform
distance from the head. All the curves have the same profiles.
As the increase of braking distance, it is not surprising that the
speed of Halbach array magnet is reduced. Approximately, the
initial velocity is proportional to the braking force. It is easy to
know that the speed of magnet could not to reduce to zero on
the score of the braking force and speed are parasitic—in
absence of friction, the magnet always with a light speed.
10000

air gap 7mm

Fig.8. Speed measuring device
8000 air gap 9mm
air gap 11mm The comparison results of the FEM and measurement is
shown in Fig.9. The result of the experiment is slightly
6000
different from that of the simulation. Due to the force of
F(drag) (N)

friction of the rail, the actual distance of braking is shorter. It

4000
still can be seen that the trend is correct and the braking
capacity of eddy current brake is reliable.
2000

5m/s(FME)
8
0 8m/s(FME)
5m/s(Experiment)
0 50 100 150 200
8m/s(Experiment)
6
v (m/s)
Speed (m/s)

Fig.5. Eddy current brake force versus speed

4
22
5m/s
20
8m/s
18 10m/s 2

16 20m/s

14
Speed (m/s)

0
12

10 0.0 0.5 1.0 1.5 2.0 2.5 3.0

8 Position (m)
6 Fig.9. The comparison results of the FEM and measurement.
4

0
0 1 2 3 4 5 6 7 8
V. CONCLUSION
distance(m) The characteristics of linear eddy-current braking
Fig.6. Braking distance versus speed
based on HALBACH array are calculated by theoretical
analysis and the finite element method. Some important
conclusions are obtained.
1) With different speeds, the shapes of eddy current
differ from one another;
2) The braking force increases with the speed at the low
speed range, while deceases with the speed at the high speed
range with the reason that skin effect;
3) Despite with the linear eddy-current braking, a little
friction is needed to overcome the final speed.
The test platform is built and the braking force is
finally measured, the agreement results of the FEM and the
measurement shows the feasible of the numerical analysis.
This work was supported by a grant from National Nature
Science Foundation of China (51607173).

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