Eddy Current Breaking System Data

Electromagnetic Braking System
Chapter ABSTRACT
The eddy-current is created by the relative motion between a magnet and
a metal (or alloy) conductor. The current induces the reverse magnetic
field and results in the deceleration of motion.
The proposed mechanism implements this phenomenon in developing a
braking system. The potential applications of the braking system can be a
decelerating system to increase the safety of an elevator or any guided rail
transportation system. To provide scientific investigation for industrial
application of magnetic braking, this study presents four systematic
engineering design scenarios to
design a braking system. The constant magnetic field is the simplest and
easiest design to implement.
The optimal magnetic field distribution is obtained by minimizing the
deceleration effort. The piecewise-constant magnetic field distribution
offers a compromise between performance and magnetic field
requirements. The advantages of the section-wise guide rail are tolerable
deceleration; and simple design requirement and manufacturing
processes. In the study, an experimental braking
system using constant magnetic field is build to demonstrate the design
procedure.
1
INTRODUCTION
Most of the braking systems utilize friction forces to transform the kinetic
energy of a moving body into heat that is dissipated by the braking pads.
The overuse of friction-type braking systems causes the temperature of
the braking pads to rise, reducing the effectiveness of the system. The
relative motion between the magnet and the metal (or alloy) conductor
produces an eddy current that induces a reverse magnetic field and results
in deceleration. Without using friction, an eddy-current braking system
transforms the kinetic energy of the moving body into heat energy that is
dissipated through the eddy current in the conductor. However relative
velocities between the magnet and the conductor are required to activate
an eddy-current braking system. Because of the simplicity of this
mechanism, it can be used as a decelerator or auxiliary braking system to
ensure the safety of system.
Studies on the actuation of electro-mechanical machines using an eddy
current can be traced back to the early 20th century. The mathematical
description of the eddy current induced in a conductor under varying
magnetic fields is rather complicated. Therefore, in developing eddy
current braking systems, designers usually make certain assumptions to
allow a simple mathematical representation of the magnetic field. This
makes it possible to derive the analytic solution of the induced eddy
current distribution caused by the interaction between the moving
conductor and the magnetic field. The eddy current braking force can
2
then be computed accordingly. Researchers currently use finite element

analysis tools to approximately compute magnetic fields and eddy current
Distribution.
In this study, four systematic engineering design scenarios to design a
braking system are presented: a constant magnetic field, an optimal
magnetic field distribution, piecewise constant magnetic fields and a
section-wise guide rail with a constant magnetic field. The constant
magnetic field is the simplest and easiest design to implement.
Furthermore, the constant magnetic field can be generated by utilizing
permanent magnet to achieve a nearly maintenance-free system. Figure 1
shows the experimental magnetic braking system using constant magnetic
field. This experimental constant magnetic field braking system alloy,
guide the mass up and down. Pure copper is chosen as the conductor.
Magnets passing
through the conductor induce an eddy current in the copper, inducing
drag that decreases motion. To achieve better performance, the smaller
gaps between the copper and magnets are required. To reduce the
deformation of the copper strips, The magnets are installed on the back of
the mass in three U-type containers
Each U-type container is rigid enough to withstand strong magnetic
forces and
remain un-deformed. Figure 5 is the cross-section view of the braking
medium.
In this experiment, a hydro-powered lifter was used to lift the mass. Upon
reaching the top of guided rail, a hook on the upper back of the mass
grabbed a hook at the top of the structure, holding the mass to the top. A
small hydro-powered pusher then released the hook on the top to drop the
3
mass as a free-falling object. Since the magnitude of the magnetic braking

force
depends on the relative velocity of the rail and the mass-lifter assembly,
an absorber was needed to absorb the impact of the mass. Based on the
magnetic braking system above, we used the approximate mathematic
model of
the magnetic field to derive the braking force caused by the eddy current.
An eddy current brake, like a conventional friction brake, is responsible

for slowing an object, such as a train or a roller coaster. However,
unlike electro-mechanical brakes, which apply mechanical pressure on
two separate objects, eddy current brakes slow an object by creating eddy
currents through electromagnetic induction which create resistance, and
in turn either heat or electricity.
4
Circular eddy current brake on 700 Series Shinkansen
Adjustable permanent magnet eddy current brake in a 1970s electricity

meter
Principle of the linear eddy current brake
5
Eddy current brakes on the Intamin roller coaster Goliath at Walibi

Holland(Netherlands)
Electromagnetic brakes are similar to electrical motors; non-

ferromagneticmetal discs (rotors) are connected to a rotating coil, and
amagnetic fieldbetween the rotor and the coil creates a resistance used to
generate electricity or heat. Whenelectromagnets are used, control of the
braking action is made possible by varying the strength of the magnetic
field. A braking force is possible when electric current is passed through
the electromagnets. The movement of the metal through the magnetic
field of the electromagnets creates eddy currents in the discs. These eddy
currents generate an opposing magnetic field (Lenz's law), which then
resists the rotation of the discs, providing braking force. The net result is
to convert the motion of the rotors to heat in the rotors.
Japanese Shinkansen trains had employed circular eddy current brake

system on trailer cars since 100 Series Shinkansen. However, N700
Series Shinkansen abandoned eddy current brakes in favour
of regenerative brakes since 14 of the 16 cars in the trainset used electric
motors.
Linear eddycurrent brake
6
The principle of the linear eddy current brake has been described by the
French physicistFoucault, hence in French the eddy current brake is
called the "frein à courants de Foucault".
The linear eddy current brake consists of a magnetic yoke with electrical
coils positioned along the rail, which are being magnetized alternating as
south and north magnetic poles. This magnet does not touch the rail, as
with the magnetic brake, but is held at a constant small distance from the
rail (approximately 7 mm).
When the magnet is moved along the rail, it generates a non-stationary

magnetic field in the head of the rail, which then generates electrical
tension (Faraday's induction law), and causes eddy currents. These
disturb the magnetic field in such a way that the magnetic force is
diverted to the opposite of the direction of the movement, thus creating a
horizontal force component, which works against the movement of the
magnet.
The braking energy of the vehicle is converted in eddy current losses

which lead to a warming of the rail. (The regular magnetic brake, in wide
use in railways, exerts its braking force by friction with the rail, which
also creates heat.)
The eddy current brake does not have any mechanical contact with the
rail, and thus no wear, and creates no noise or odor. The eddy current
brake is unusable at low speeds, but can be used at high speeds both for
emergency braking and for regular braking.
The TSI (Technical Specifications for Interoperability) of the EU for

trans-European high speed rail recommends that all newly built high
speed lines should make the eddy current brake possible.
7
The first train in commercial circulation to use such a braking system has
been the ICE 3.
Modern roller coasters also use this type of braking, but in order to avoid

the risk of potential power outages, they utilize permanent
magnets instead of electromagnets, thus not requiring any power supply,
however, without the possibility to adjust the braking strength as easily as
with electromagnets. NTROUCTION
1.1 Brake
Brake is a device which inhibits motion or stops motion. They are the
essential & important part of safety system of automobile. The primary functions of
brakes are as follows.
1. To stop the vehicle in minimum possible distance.
2. To park the vehicle on slops.
For these purposes, brakes are used. Many developments are made in design of brakes
Currently the automobile safety norms are going strict & strict which is
important for saving occupant’s life in case of emergency. Brakes are one of the safety
systems in automobiles. These days, many types of brakes are in use. Let’s first see
what brakes are.
8
Fig.1.1. Types of Brake
1.2 Principle
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 period 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.
1.3 Classification of brake

According to purpose:
1. Primary or service brake.
2. Secondary or Parking brakes.
9
According to construction:
1. Drum Brake.
2. Disc Brake.
According to method of actuation:
1. Mechanical brake.
2. Hydraulic brake.
3. Air brake.
4. Electric brake.
5. Vacuum brake.
Brakes are generally applied to rotating axles or wheels. 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
Chapter 2 LITERATURE REVIEW
“Modeling and control of electromagnetic brakes for enhanced braking

capabilities for automated highway systems”
Ming Qian & P. Kachroo
In automatic highway systems, a faster response and a robust braking system are
crucial part of the overall automatic control of the vehicle. This paper describes
electromagnetic brakes as a supplementary system for regular friction brakes.
“The design of eddy-current magnet brakes”

Der-Ming Ma, Jaw-Kuen Shiau
The eddy-current is created by the relative motion between a magnet and a metal (or
alloy) conductor. The current induces the reverse magnetic field and results in the
deceleration of motion. The proposed mechanism implements this phenomenon in
developing a braking system
10
“Intelligent Control for Brake Systems”

William K. Lennon and Kevin M. Passino
There exist several problems in the control of brake systems including the
development of control logic for antilock braking systems (ABS) and “base-braking.”
Here, we study the base-braking control problem where we seek to develop controller
that can ensure that the braking torque commanded by the driver will be achieved.
Chapter No.3 ELCTROMAGNETIC BRAKING SYSTEM
3.1 Definition
A non-contact brake design actuated when an electric current charges a coil

that acts as an electromagnet. Electromagnetic brakes are widely used in automated
machinery and provide a high cycling rate. Electromagnetic brakes operate
electrically, but unlike eddy current brakes, transmit torque mechanically. This is why
they also used to be referred to as electro-mechanical brakes. Over the years, EM
brakes became known as electromagnetic, referring to their actuation method. Since
the brakes started becoming popular over sixty years ago, the variety of applications
and brake designs has increased dramatically, but the basic operation remains the
same.
Single face electromagnetic brakes make up approximately 80% of all of the

power applied brake applications. This article mainly concentrates on these brakes.
11
Alternative designs are shown at the end of this article. This is different from an Eddy
current brake where there is no mechanical contact between the braking element on
the moving vehicle and the rail.
This is also different from other forms of a track brake, where the braking
element is pressed on the rail by mechanical means.
3.2 Objective
 By using the electromagnetic braking system,we are replacing the

conventional braking system.
 It can give us greater performance with less cost.
 There is no need of maintenance or replacement of any parts.
3.3Construction
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
electromagnet and a magnetic insulator is used to focus and control the magnetic flux.
And also it is used to prevent the magnetization 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 these current energies the electromagnet. The amount of
current flow is controlled by the rheostat. Depending on the current flow different
12
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 allows maximum current which is
enough to stop the vehicle. Similarly we can reduce the speed of the vehicle by
applying the brake gradually.
3.4 Working
13
Fig 3.1 Electromagnetic brake
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.
In this type of electromagnetic braking system, electromagnet is fixed in the

back plate in this way the unequal braking effect at one shoe are balanced, even if the
lining on one shoe is worn more than other the plunger will move to one side so that
shoe still share equal acting force. In this braking system, any one shoe out of two will
remove & instead of it we will use the electromagnetic coil. As the current passes
14
through this electromagnetic coil, it will produce the magnetic flux, this flux will
attract the shoe with much force, and brake will apply.
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 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 designs of the fins,
which are integral to the disc, permit independent cooling of the arrangement.
Chapter No 4 METHODOLOGY
15
4.1 Design & Manufacture
Fig4.1 Design of Electromagnetic brake
Electromagnetic Brakes have been designed to withstand repetitive braking operations

and are provided with several different constructions with a view to facilitating
installation, maintenance and operation. Electromagnetic disc brakes are provided
with coils operating with direct current powered and controlled through static
converters (Power Supplies). The force of electromagnetic brakes may be increased or
decreased by adjusting the plate spring stacking compression. Some models can be
supplied with self adjustment system pads.
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PEDAL
REGULATOR
COIL
MAGNET
DISC
Fig4.2 Block diagram of Electromagnetic Braking System
4.2 Material
17
1. CALIPER:
Brake calipers are essential to your car's ability to stop and are arguably one of
the most important automobile brake parts.
2. DISC:
This is the part of the brake system that does the actual work of stopping the
vehicle.
3. HORSE-SHOE MAGNET:
A horseshoe magnet is a U-shaped metal object that produces a magnetic

field. This magnetic field in invisible, but is responsible for a magnet’s notable pull on
other metal objects.
4. COILS:
It is an electrical current carrying material which induces the magnetic field.
5. CONNECTING WIRES:
These are used for interconnected connection.
6. REGULATOR:
A voltage regulator is an electrical regulator designed to automatically

maintain a constant voltage level.
Chapter No 5 ADVANTAGES & APPLICATIONS
18
ADVANTAGES
 The special requirements of this field of application are high reliability.

 Long maintenance cycles.
 Resistance to environmental influences.
 A tight braking-torque tolerance.
 Less cost with greater performance.
APPLICATIONS
 They are used in heavy vehicle such as coaches , trucks , buses

 This system very useful in wind turbines, hoist, crane etc.
 It is widely used in automotive industry.
Fig 5.1 EBS used in four wheeler
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Chapter No.6 CONCLUSION & FUTURE WORK
Conclusion
It can be concluded from this study that the electromagnetic brake is an
effective supplementary retardation device. The application and control of
electromagnetic brakes should be integrated with the design of vehicles and their
friction braking systems so that an ideal match of the complementary benefits of both
systems might be obtained to increase safety to a maximum while reducing vehicle
operating costs to a minimum.
Future Work
Further research could be performed to evaluate the parameters for static
model analytically, and implementing and integrating regular friction brakes and
electromagnetic brakes in an anti-lock braking system. All these should be conducted
with the close cooperation of the manufacturer of electromagnetic brake system.
Electromagnet
A soft-iron core that is magnetized by passing a current through a coil of
wire wound on the core. Electromagnets are used to lift heavy masses of
magnetic material and to attract movable magnetic parts of electric devices, such
as solenoids, relays, and clutches.
The difference between cores of an electromagnet and a permanent
magnet is in the retentively of the material used. Permanent magnets, initially
magnetized by placing them in a coil through which current is passed, are made
20
of retentive (magnetically “hard”) materials which maintain the magnetic
properties for a long period of time after being removed from the coil.
Electromagnets are meant to be devices in which the magnetism in the cores can
be turned on or off. Therefore, the core material is no retentive (magnetically
“soft”) material which maintains the magnetic properties only while current flows
in the coil. All magnetic materials have some selectivity, called residual
magnetism; the difference is one of degree. See also Magnetization.
In an engineering sense the word electromagnet does not refer to the
electromagnetic forces incidentally set up in all devices in which an electric
current exists, but only to those devices in which the current is primarily designed
to produce this force, as in solenoids, relay coils, electromagnetic brakes and
clutches, and in attractive and lifting or holding magnets and magnetic chucks.
Electromagnets may be divided into two classes: traction magnets, in which the
pull is to be exerted over a distance and work is done by reducing the air gap;
and lifting or holding magnets, in which the material is initially placed in contact
with the magnet. Examples of the latter type are magnetic chucks and circular
lifting magnets. For examples of the first type. See also Brake; Clutch; Relay;
Solenoid (electricity)
MAGNETS AND ELECTRO MAGNETS
21
…. Magnets, the heart of electro-mechanical beam engine
It is essential to study basic knowledge of magnets and the electro magnetism is
connection with the project model of electro-mechanical. Magnet is like
The following salient data is just enough for the purpose.
1. MAGNETS
A magnet is a ferrous substance having the property of attraction of the
ferrous materials. Magnets are available naturally and are called load stones. The
magnets can also be produced by artificial means. The properties of attraction
are permanent in natural and the artificial magnets.
A magnet has two distance poles situated at either ends are called the
magnets North pole and the South pole with respect to the earth’s north and
south pole. The unlike poles attract while the like poles repel each other.
22
2. MAGNETIC MATERIALS
The basic material is soft iron called the wrought iron free from carbon
content. Normalized mild steels are also good magnetic materials. Nickel steel
and chromium steel are best allowing steel magnets.
23
3. ELECTRO-MAGNET PRINCIPLE
The basic idea behind an electromagnet is extremely simple. By running
electric current through a wire, you can create a magnetic field.
The C.G.S unit is the Maxwell’s a measure for the magnetic flux while in
M.K.S. system the unit measure is called the Weber.
By using this simple principle, one can create all sorts of things including
motors, solenoids, read/write heads for hard disk tape drives so on. In this article,
we will see exactly how electromagnet works. We will also have to try several
experiments with electromagnets that we create our self. An electromagnet is a
“temporary magnet” - - the magnetic field only exits when electric current
following
24
An electromagnet starts with a battery (or some other source of power)
and a wire. What a battery produces is electrons.
If we look at a battery, say at a normal D-cell from a flashlight, you can see
that three are two ends. One marked plus (+) and the other marked
Minus (-) Electrons collect at the negative end of the battery, and, if you let them,
they will gladly flow to the positive end. The way you “let them” flow is with a wire.
If we attach a wire directly between the positive and negative terminals of a D-cell
three things will happen.
1] Electrons will flow form the negative side of the battery to the positive side as
fast as they can.
2] A small magnetic field is generated in the wire. It is this small magnetic field
that is the basis of an electromagnet.
4.THE COIL
25
Coil structure
The figure shows the shape of the magnetic field around the wire. In this
figure, imagine that you have cut the wire and are looking at it end-on. The circle
in the figure is the cross-section of the wire itself. S circular magnetic field
develops around the wire, as shone by the circular lines in the illustration below.
The field weakens as you move away from the wire (so the lines are farther apart
as they get farther from the wire). We can see that the field is perpendicular to the
wire and that the field’s direction depends on which direction the current is flowing
in the wire. The compass needle aligns itself with this field (perpendicular to the
wire). Using the contraption you created in the previous section, if you flip the
battery around and repeat the experiment, you will see that the compass needle
aligns itself in the opposite direction.
26
Because the magnetic field around a wire is circular and perpendicular to
the wire field around a wire is circular and perpendicular to the wire, an easy way
to amplify the wire’s magnetic field is to coil the wire, as shown below.
N S
A simple Electromagnet
For example, if you wrap your wire around a nail 10 times, connect the
wire to the battery and bring one end of the nail near the compass, you will find
that it has a much large effect on the compass. In fact, the nail behaves just like
bar magnet.
In any magnet the lines of force radiate from the North Pole and either in
the south pole. In this way a surrounding field is formed. The magnetic flux is the
magnetic flow that exists in any magnetic circuit.
27
The C.G.S. unit is the Maxwell as a measure for the magnetic flux. While
in M.K.S. system, the unit measure is called the Weber.
5. MAGNETIC FLUX DENSITY
The flux density is measured by the unit called gauss. It is the ratio of the
flux in any cross section to the area of that cross section, being taken normal to
the direction of flux . In the C.G.S system the unit of flux density is called Gauss
One gauss = One Maxwell per square c.m.
Weber per square meter = 10^4 Gauss
The force on a unit C.G.S. magnetic pole in a field intensity of:-
One Gauss = One Dyne
Magneto motive force (M.M.F tends to produce magnetic flux and
corresponds to electromotive force in the electrical circuit.
The M.M.F acting on a magnetic flux depends on the ampere turns.
28
29
Through Crank Shaft
6. MATERIALS USED AND THEIR PROPERTIES
The materials used in this project are detailed as follows
30
FERROUS MATERIALS
a) Low Carbon steel - EN – 1 to EN – 3
Carbon – 0.05% to 0.08%
Tensile strength – 420/550 MPA
Yield strength – 275/350 MPA
b) Mild steel - EN – 4 to EN – 6
carbon – 0.15% to 0.35%
Tensile strength –1200/1420MPA
Yield strength – 750/1170 MPA
WROUGHT IRON:-
Wrought iron is the purest iron which contains at least 99.5%
Of iron but may contain up to 99.0% iron.
31
The wrought iron is produced from pig iron by remolding it In the pudding
furnace of reverbatory type. The molten mental free from impurities is removed
from the furnace as a pasty mass of iron and slag. The balls of pasty mass, each
about 45 to 65 kg in weight, are formed. These balls are mechanically worked
both to squeeze out the slag and to form it in to some commercial shape
The typical composition of a wrought is
Carbon = 0.020% Silicon = 0.120%
Sulphur = 0.018% Phosphorous = 0.020%
Slag = 0.070% and the remaining is iron
Force on ferromagnetic materials
Computing the force on ferromagnetic materials is, in general, quite
complex. This is due to fringing field lines and complex geometries. It can be
simulated using finite element analysis. However, it is possible to estimate the
maximum force under specific conditions. If the magnetic field is confined within a
32
high permeability material, such as certain steel alloys, the maximum force is
given by:
Where:
1. F is the force in newtons
2. B is the magnetic field in teslas
3. A is the area of the pole faces in square meters
μ is the permeability of free space
CHAPTER NO. 5
METALLURGICAL SPECIFICATION
1) GENERAL:-
The ferrous raw material used is all the project models confirm to
Emergency Number Series “. The specification of the chemical properties and the
physical properties of ferrous material were formulated in 1939 during world war
two. The metallurgy of these ferrous materials was liberalized in order to meet the
requirements of steel speedly for manufacturing weapons and armaments at very
33
quick rate. These specification are designed by “EN – NO” and should be
confused with the British, American, Germen standards or with the Indian
standard I.S.S No.
All the EN specifications confirm to data books or Indian steel
Manufactures such as TISCO, ISCO, Hindustan steel, Mahindra Ugine, etc. The
EN-NO is still prevalent and understood better by the local steel suppliers.
The “Emergency Series” start with EN – 0 to EN – 48 as the properties go
on increasing from lowest to highest grades. EN – 0 is softest iron and is called
flon cutting steel, Deed steel or wrought iron. It is soft and ductile failing in
compressive to Rockwell ‘C’ scale called shortly RC – Number.
The materials used in this project are detailed as follow
34
DESIGN
5.3 MOTOR SELECTION
1- PHASE INDUCTION MOTOR ( 2 POLE )

MAKE:-
230 VOLTS, 50 Hp ( 0.18 Kw)

SPEED = 1440 rpm ( Synchronous )
FRAME SIZE = 71
CURRENT = 1.70 AMP
TORQUE = O.17 kg .M
TEFC CONSTRUCTION.
DETAILS OF FRAME SIZE: 71
35
(FOOT MOUNTED)
A) TORQUE ANALYSIS :-
Torque at spindle is given by
P=2NT
------
60
Where;
T = Torque at spindle (Nm)
P = POWER (kw)
N = Speed (rpm)
T = 185 x 60
--------
2 x 600
T = 2.94 N.m
Considering 25% overload;
T design = 1.25 T
= 1.25x 2.94
=3.68 N.m
T design = 3.68 N.m
36
5.4 DESIGN OF BELT DRIVE FOR MEACHINE SPINDLE
Selection an open belt drive using V- belt;
Reduction ratio = 1440 = 2.88
------
500
Planning an 1 stage reduction;
STAGE
A) Motor pulley ( D1) 2”
B) Main shaft pulley ( D2) =7”
A) INPUT DATA
INPUT POWER = 0.18 KW
INPUT SPEED = 1440 RPM
CENTERDISTANCE = 300MM
MAX BELT SPEED = 1600 M/MIN =26.67M/ SEC
GROOVE ANGLE ( 2 ) =40O
COEFFICIENT OF FRICITION =0.25
BETWEEN BELT AND PULLEY
ALLOWABLE TENSILE STREES = 2.5N/ mm2
B) Section of belt section
37
Ref PSG DESIGN DATA (PG NO. 7.58)
C/S UEUAL NOMINAL NOMINAL WEIGHT DER

METER
SYMBOL LAND OF TOP WIDTH THICKNESS
DRIVE (KW) Kgf
(Wmm) T mm
A 0.75-5 13 8 0.106
Sin = 02M R2 -R 1 D 1 -D 1
-------- ------------------ --------------
0102 x 2x
= 150 - 50
-----------------------
2 x 300
 = 9.590
Angle of lap smaller pulley; i.e; motor puller
00 = 180 - 2
= 180 -2 (9.59)
0 = 160 .82
 0 = 2.80c
38
Now;
Mass of belt / meter length = 0.106kgf
Centrifugal Tension ( Tc) Mv2
T c = 0.106 (26.67)2
Tc = 75.397N
Max Tension in belt (T) =f all x Area
= 2.5x 104 = 260N/mm2
A) Tension in Tight side of belt = T 1 = T- Tc
= 260-75.397
T1 = 184 N
B) Tension in slack side of belt = T
2.3 log T1
--------- = 0 x x cos sec
T2
= 0.25x 2.8 x cosec 20
Log T1
---------- 0. 86
39
T2
T1 (7.27)
----
T2
T2 = 25.28 N
POWER TRANSMITTING CAPACITY OF BELT ;
P ( T 2 -T 2) O
= ( 184 – 25.28) 26.67
P = 4.23kw
 Belt can safely tansmit o . 18Kw power
C ) LENGTH OF BELT
L = II ( R2 - R1) + 2 (X) + ( T2-T1)2
----------------
L =922 .49 mm
 L 36”
SELECTION OF BELT.
Selection of belt ‘ A- 35’ from std manufacturers catalogue
MAKE : PIX
40
5.5 RESULT TABLE
1 BELT SELECTED A- 36
2 Tight side Tension T 1 = 184N
3 Slack side Tension T 2 = 25.28 N
4 Motor pulley did .(0 D1) D 2= 50MM
5 Pulley(a) diameter (0D2) D 2 = 150 MM
5.6 DESIGN OF MAIN SPINDLE.
T Design = 1.5234 Nm.
= 1.5234 x 10 3 N.mm
Selection of main spindle material
Ref:- PSG Design Data
Pg No.:- 1.10 & 1.12.
1.17
Designation Ultimate Tensile Yield strength N/mm
41
Strength N/mm2
EN 24(40 N; 2 cr 1 Mo28) 720 600
using ASME code of design
Allowable shear stress;
Fs all is given stress;
Fs all = 0.30 syt = 0.30 x 600
= 180N/mm2
Fs all = 0.18 x Sult = 0.18 x720
= 130 N/mm2
Considering minimum of the above values;
fs all =130 N/mm2
Reducing above value by 25%
fs all =0.75 x 130
= 97.5 N/ mm2
a) Considering pure torsional load;

T design = II fs all d3
----
16
d 3 = 16 x 3.68 x 10 3
42
-------------------
II x 97.5
d = 5.77 mm
selecting minimum diameter of spindle = 16 mm from ease of
construction because the standard pulley has a pilot bore of 12.5 mm
in as cast condition,
ft x 119 = 3.68 x103
ft = 30 .92 N
30 .9 N (T1 –T2) = 158.72N
A --------------------D
157 C 157 B60
FY =O
(T1 – T2) + F T = RA = RB
 ( RA + RB) = 189.64
= 240.2 N
MA =O
RB x 314 =30.92 x 157 + 158.72 x 374.
RB = 204.50 N
RA = -14.86N
43
Max BM = 59.36 x 103 Nmm
Equivalent Torque;
_________
Te = M2+ T2
_________
Te = ( 59.36x103 )2 + ( 3.68 x103 ) 2
Te =59.47 x 103Nm
Te = II
- ------------ fs act x d3
16
fs act = 16 x T
_________
II d3
----------------------
 16 x 59.47 x 103 11(16)3
fs act = 73.94 N/mm2
AS fs act < fs al
44
Shaft is safe under torsional load
B ) Check for bending failure of shaft
Max bending moment occurs at point ‘A’, the section diameter at point
DA = 20 MM
 Me = ½ M + Te.
= ½ x 59.36 x 103 + 59.47 x 103
89.15 x 103 Nm
Me = II fb act d3
32
Fb act = 89.15 x10 3 x32
---------------------
45
II x 20 3
113.5 N mm2
As fb act < fb all
Shaft is safe under bending load
5.5 Selection of Bearing
Spindle bearing will be subjected to purely medium radial loads; hence we shall
use ball bearings for our application.
Selecting; single Row deep groove ball bearing as follows;
Series 62
I S I No. Bearing of Basic design d D1 D D2 B Basic

No. ( SKF ) Capacity
20 BC02 6204 20 26 47 41 14 10000 6550
46
P=XF+ YFa
For our application F a = o
àP=XFr
Where F r = 204.5 N
As ; F r < e à X = 1
àP=Fr
Max radial load = F r = 204.5 N
à P = 204.5 N
Calculation dynamic load capacity of bearing
L = ( C ) p where p =3 for ball bearings
---
47
When P for ball Bearing
For m/c used for eight hr of service per day;
L h = 12000- 20000 hr
But ; L = 60 n L h
-----------
10
L = 600 mrev
Now; 600 = ( C )3
---------
( 204.5)3
à C =1724.8 N
à As the required dynamic capacity of bearing is less than the rated dynamic
capacity of bearing;
à Bearing is safe
48
PROCESS SHEET
Part Name :- shaft
Part size :- 20 x 450 mm
Part WT :- 4 kg
Part Qty :- 1
Part Material M.S.
Sr. No Operation Machine Tool Time

1 Cutting the Power Hacksaw 10 min
material as Hack Blade
required size m/c
2 Make a center Lathe Turing 10 min
Grue 1mm and m/c Tool
deep 2mm
3 Facing both -- -- 5 min
side
Part Name :- Movable Plate
Part size :- 150 x 5mm
Part Qty :- 1 1
Part Wt :- 1 kg
Sr .No Operation Machine Tool Time

1 Cutting the Gas cutter Gas nozzle 15 min
material as our
49
required size
2 As in center Lathe m/c Drilling 15min
20.25mm Bit
20.25mm
3 Facing the - Turing 15 min
Both side Tool
4 Drilling 16 mm Drilling 16mm drilling 20min
hole on plate machine bit
ADVANTAGES
ADVANTAGES
1. Easy Construction.
2. Easy Manufacturing .
3. Economical One.
4. Can be built up to various capacities easily.
5. For grinding less time required.
6. Low maintenance cost.
50
CHAPTER – 8
CONCLUSION
While concluding this report, we feel quite fulfill in having

completed the project assignment well on time, we had enormous practical
experience on fulfillment of the manufacturing schedules of the working project
model. We are therefore, happy to state that the in calculation of mechanical aptitude
proved to be a very useful purpose.
Although the design criterions imposed challenging problems which, however

were overcome by us due to availability of good reference books. The selection of
choice raw materials helped us in machining of the various components to very close
tolerance and thereby minimizing the level of wear and tear.
Needless to emphasis here that we had lift no stone unturned in

our potential efforts during machining , fabrication and assembly work of the project
model to our entire satisfaction.
COST ESTIMATION
COST OF MATERIAL
PART NAME MATERIAL WT RATE / KG TOTAL

RATE
Movable plate M.S. 1kg 68
Magnet plate M.S. 1 kg 68
frame M.S. 12kg 65
51
Shaft M.S. 3kg 68
COST OF MACHINE
MACHINE NAME USING RATE /HR TOTAL

TIME RATE
Gas cutting ml 30 200 100
Lath m/c 45 250 200
Power Hacksaw 15 175 50
Welding 60 250 250
COST OF STD PART
SR. PART NAME QTY RATE TOTAL RATE

NO.
1 Motor 1 2500
2 Nut & Bolt 10 50
3 Pulley I 1 50
4 Pulley II 1 300
5 Magnet 1 7000
6 adaptor 1 125
7 belt 1 120
8 wire 2mts 50
9 pedestal
Bearing 2 250
Cost of project =
Cost of material + Cost of machine +
Cast of std part
52
REFERENCES
1. Design of machine Elements :- Prof . V. B. Bhandari

Tata Mc .Graw Hill Publishing Co. New
Delhi.
2. Machine Design :- Prof . Khurmi , J.K.Gupta .
3. Workshop Technology :- Hajara Chaudhari .
4. Production Technology :- R.K. Jain .
53
5. Design Data Book :-PSG
6. Westernann Table :- Harmann Jutz, Eduard Scharkus
__ New Age International ( p ) Ltd., Publishers , New Delhi .
54
REFERENCES
1. Ming Qian & P. Kachroo, “Modeling and control of electromagnetic brakes for
enhanced braking capabilities for automated highway systems” 1997.
2. Der-Ming Ma, Jaw-Kuen Shiau “The design of eddy-current braking” December
2010.
3. William K. Lenn and Kevin M. Passino “Intelligent Control for Brake Systems”
March 1999.
55

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Electromagnetic Braking System

then be computed accordingly. Researchers currently use finite element

mass as a free-falling object. Since the magnitude of the magnetic braking

An eddy current brake, like a conventional friction brake, is responsible

Circular eddy current brake on 700 Series Shinkansen

Adjustable permanent magnet eddy current brake in a 1970s electricity

Principle of the linear eddy current brake

Eddy current brakes on the Intamin roller coaster Goliath at Walibi

Electromagnetic brakes are similar to electrical motors; non-

Japanese Shinkansen trains had employed circular eddy current brake

Linear eddycurrent brake

When the magnet is moved along the rail, it generates a non-stationary

The braking energy of the vehicle is converted in eddy current losses

The TSI (Technical Specifications for Interoperability) of the EU for

Modern roller coasters also use this type of braking, but in order to avoid

Fig.1.1. Types of Brake

The principle of braking in road vehicles involves the conversion of kinetic

1.3 Classification of brake

Chapter 2 LITERATURE REVIEW

“Modeling and control of electromagnetic brakes for enhanced braking

Ming Qian & P. Kachroo

“The design of eddy-current magnet brakes”

“Intelligent Control for Brake Systems”

Chapter No.3 ELCTROMAGNETIC BRAKING SYSTEM

A non-contact brake design actuated when an electric current charges a coil

Single face electromagnetic brakes make up approximately 80% of all of the

 By using the electromagnetic braking system,we are replacing the

Fig 3.1 Electromagnetic brake

In this type of electromagnetic braking system, electromagnet is fixed in the

4.1 Design & Manufacture

Fig4.1 Design of Electromagnetic brake

Electromagnetic Brakes have been designed to withstand repetitive braking operations

Fig4.2 Block diagram of Electromagnetic Braking System

A horseshoe magnet is a U-shaped metal object that produces a magnetic

It is an electrical current carrying material which induces the magnetic field.

These are used for interconnected connection.

A voltage regulator is an electrical regulator designed to automatically

Chapter No 5 ADVANTAGES & APPLICATIONS

 The special requirements of this field of application are high reliability.

 They are used in heavy vehicle such as coaches , trucks , buses

Fig 5.1 EBS used in four wheeler

Chapter No.6 CONCLUSION & FUTURE WORK

A soft-iron core that is magnetized by passing a current through a coil of

as solenoids, relays, and clutches.

The difference between cores of an electromagnet and a permanent

magnet is in the retentively of the material used. Permanent magnets, initially

of retentive (magnetically “hard”) materials which maintain the magnetic

be turned on or off. Therefore, the core material is no retentive (magnetically

magnetism; the difference is one of degree. See also Magnetization.

In an engineering sense the word electromagnet does not refer to the

electromagnetic forces incidentally set up in all devices in which an electric

to produce this force, as in solenoids, relay coils, electromagnetic brakes and

MAGNETS AND ELECTRO MAGNETS

…. Magnets, the heart of electro-mechanical beam engine

It is essential to study basic knowledge of magnets and the electro magnetism is

connection with the project model of electro-mechanical. Magnet is like

The following salient data is just enough for the purpose.

A magnet is a ferrous substance having the property of attraction of the

magnets can also be produced by artificial means. The properties of attraction

are permanent in natural and the artificial magnets.

and chromium steel are best allowing steel magnets.

The basic idea behind an electromagnet is extremely simple. By running

electric current through a wire, you can create a magnetic field.