EDDY’S CURRENT BRAKING SYSTEM

PROJECT REPORT

MIRAJ PATEL
12 A
ROLL NUMBER :
 INDEX
● INTRODUCTION
● PRINCIPLE OF OPERATION
● CONSTRUCTION
● WORKING
● EDDY CURRENT BREAK IN TRAINS
● BREAKING POWER CALCULATIONS
● EDDYS CURRENT BREAK REQUIREMENTS
● MOUNTING AND INSTALLATION
● ADVANTAGES
● DISADVANTAGES
● APPLICATIONS
● CONCLUSION
● REFERENCES

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 INTRODUCTION
Many of the ordinary brakes, which are being used nowadays stop
the vehicle by means of mechanical blocking. This causes skidding and
wear and tear of the vehicle. And if the speed of the vehicle is very high,
the brake cannot provide that much high braking force and it will cause
problems. These drawbacks of ordinary brakes can be overcome by a
simple and effective mechanism of braking system ‘The eddy current
brake’. It is an abrasion-free method for braking of vehicles including
trains. It makes use of the opposing tendency of eddy current. Eddy
current is the swirling current produced in a conductor, which is subjected
to a change in magnetic field. Because of the tendency of eddy currents to
oppose, hence eddy currents cause energy to be lost. More accurately,
eddy currents transform more useful forms of energy such as kinetic
energy into heat, which is much less useful. In many applications, the loss
of useful energy is not particularly desirable. But there are some practical
applications. Such an application is the eddy current brake.

PRINCIPLE OF OPERATION

Eddy current brake works according to Faraday’s law of electromagnetic

induction. According to this law, whenever a conductor cuts magnetic
lines of forces, an emf is induced in the conductor, the magnitude of

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which is proportional to the strength of magnetic field and the speed of
the conductor. If the conductor is a disc, there will be circulatory currents
i.e. eddy currents in the disc. According to Lenz’s law, the direction of
the current is in such a way as to oppose the cause, i.e. movement of the
disc. Essentially the eddy current brake consists of two parts, a stationary
magnetic field system and a solid rotating part, which include a metal
disc. During braking, the metal disc is exposed to a magnetic field from
an electromagnet, generating eddy currents in the disc. The magnetic
interaction between the applied field and the eddy currents slow down the
rotating disc. Thus the wheels of the vehicle also slow down since the
wheels are directly coupled to the disc of the eddy current brake, thus
producing smooth stopping motion.

CONSTRUCTION

Essentially an eddy current brake consists of two members, a stationary

magnetic field system and a solid rotary member, generally of mild steel,
which is sometimes referred to as the secondary because the eddy
currents are induced in it. Two members are separated by a short air gap,
they’re being no contact between the two for the purpose of torque
transmission. Consequently there is no wear as in friction brakes. Stator
consists of pole core, pole shoe, and field winding. The field winding is
wounded on the pole core. Pole core and pole shoes are made of east steel

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laminations and fixed to the state of frames by means of screw or bolts.
Copper and aluminum is used for winding material; the arrangement is
shown in fig. 1. This system consists of two parts. 1. Stator 2. Rotor

● Stator:- It is supported frame members of the vehicle chassis. It has

introduced magnetic poles energized by windings. Current is
supplied to the winding from the battery.
● Rotor:- It is a rotating disc, which is fitted on the line of the
crankshaft with a small air gap to the stator. When the disc rotates a
flux change occurs in the section of the disc passing the poles of the
stator. Due to the flux change there is a circulatory or eddy current
in the magnetic lines of force. The effect of this eddy current
induces ‘N’ and ‘S’ poles at the surface of the disc. Then there will
be a ‘drag’ or braking effect in between eddy current induced poles
and magnetic poles in the stator. By changing current from the
battery we can change the braking force. In this braking system
kinetic energy of the vehicle is converted to heat and this heat is
dissipated through the rotating disc.

Total resistance of field winding

R = L/A where,

L = total length of field winding in meter.

P = Resistivity of the wire in ohm meter

A = the area of cross section of field winding in m2 Total no: of

terms = total length /mean length of one term

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 The rotor is a rotating disc on the shaft, which is placed very near to
the stator with a small air gap (1 mm to 2 mm). Rotating disc may be on
one or both sides of the stator.

The two units have a common ring member, poles cores on which
winding are provided being fixed to ring number. If a malleable casting is
employed, then the pole core could be cast integrally with the right. After
fitting the windings on the cores, pole shoes are fitted to provide pole
faces of appropriate shape and area. The rotor disc should be provided
with properly designed fins for faster heat removal. The magnetic circuits
of the two units are substantially the same, non-undue and thrust would
be imposed on the motor bearings. Slight axial displacement of rotor
could however, cause quite appreciable discrepancy, the air gap of two
units. The effect would be to increase the magnetic pull in one air gap and
diminish it on other which could give to rise to excessive and thrust on
rotor bearing to overcome the inherent defect, the air gaps of both units
could be put in series by making the central number non magnetic and
providing a continues pole core for each pair axially opposite poles. This
modification could possibly reduce the length of the combined pole
course or permit a larger winding length. The maximum diameter of the
eddy current brake is decided by

1. The spacing of the vehicle chassis frame.

2. Vehicle floor clearance

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 WORKING
When the vehicle is moving, the rotor disc of eddy current brake which is
coupled to the wheels of the vehicle rotates, in close proximity to
stationary magnetic poles. When we want to brake the vehicle, a control
switch is put on which is placed on the steering column in a position for
easy operation.

When the control switch is operated, current flows from a battery to

the field winding, thus energizing the magnet. Then the rotating disc will
cut the magnetic field. When the disc cuts the magnetic field, flux
changes occur in the disc which is proportional to the strength of the
magnetic field. The current will flow back to the zero field areas of the
metal plate and thus create a closed current loop like a whirl or eddy. A
flow of current always means there is a magnetic field as well. Due to
Lenz’s law, the magnetic field produced by the eddy currents works
against the movement direction. Thus instead of mechanical friction,
magnetic friction is created. In consequence, the disc will experience a
“drag” or the braking effect, and thus the disc stops rotation. The wheels
of the vehicle, which is directly coupled to the disc, also stop rotation.
Faster the wheels are spinning, stronger the effect, meaning that as the
vehicle slows, the braking force is reduced producing a smooth stopping
action.

The control switch can be set at different positions for controlling

the excitation current to several set values in order to regulate the

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magnetic flux and consequently the magnitude of braking force. i.e. if the
speed of the vehicle is low, a low braking force is required to stop the
vehicle. So the control switch is set at the lowest position so that a low
current will be supplied to the field winding. Then the magnetic field
produced will be of low strength, so that a required low braking force is
produced.

When the control switch is operated during the standby position of

the vehicle, the magnet will be energized and a magnetic field is created.
But since the wheels are not moving, magnetic lines of force are not cut
by it, and the brake will not work. However, a warning lamp is provided
on the instrument panel to indicate whether the brake is energized. This
provides a safeguard for the driver against leaving the unit energized.

When the control switch is put in any one of the operating positions,
the corresponding conductor in the contractor box is energized and
current flows from the battery to the field winding to the contractor box.
This current magnetizes the poles in the stator, which is placed very near
to the rotor. When the rotor rotates it will cut magnetic lines and eddy
current will set up in the rotor. The magnetic field of this eddy current
produces a breaking force or torque in the opposite direction of the
rotation disc. This kinetic energy of the rotor is converted as heat energy
and dissipated from the rotating disc to the surrounding atmosphere.
Current in the field can change by changing the position of the control
switch. Thus we can change the strength of the braking force.

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 EDDY’S CURRENT BRAKING SYSTEM IN TRAINS

In the case of trains, the part in which the eddy current is

induced is rail. The brake shoe is enclosed in a coil, forming an
electromagnet. When the magnet is energized, eddy currents are
induced in the rail by means of electromagnetic induction, thereby
producing braking action.

EDDY’S CURRENT BRAKING SYSTEM IN TRAINS

TYPES OF EDDY’S CURRENT IN BREAKS:

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 There are two types of eddy current brakes according to the
method of excitation.

● Electrically excited eddy current brake

● Permanent magnet eddy current brake

● ELECTRICALLY EXCITED EDDY CURRENT BRAKE-

Electrically excited eddy current brakes are an abruption-free method
for braking. In high-speed trains they offer a good alternative to the
mechanical rail brakes which are being used nowadays. During
braking, the brake comes in contact with the rail, and the magnetic
poles of brakes are energized by a winding supplied. Magnetic poles
of brakes are energized by a winding supplied with current from the
battery. Then the magnetic flux is distributed over the rail. The eddy
currents are generated in the rail, producing an electromagnetic
braking force. This type of braking needs an additional safety power
supply when there are breakdowns in the electrical power supply.

● PERMANENT MAGNET EDDY CURRENT BRAKE-

Recently, permanent magnet eddy current brakes have been

developed for subways, trams and local trains. These brakes need a
mechanical actuator to turn the magnets in an on and off position.

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 The main advantage of this type of brake is safety. i.e. it does not
need electrical power supply to energize the magnet.

BRAKING POWER CALCULATIONS

Sophisticated calculation methods for the determination of braking

forces of eddy current brakes are important for the design of the brakes.

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 For a simple eddy current brake employing a thin non-magnetic disc
as copper the drag or braking force on the disc:

Where,

H= metallic field strength in webers

A= pole force area in cm2.

V= velocity in cm/sec of mean radius of disc under the poles

T= disc thickness in cm

p= specific resistance of disc material at its operating

temperature in two micro ohms/cm3

Torque= F*R Nm

Where, R= mean pole radius in meter

Power P= 2 π NT/60 watts.

EDDY’S CURRENT BRAKING REQUIREMENTS

An eddy current brake is an energy converter function is to convert

the kinetic energy of a vehicle into heat and dissipate it at such a rate to

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maintain the temperature of the unit within reasonable limits under
maximum and prolonged braking conditions. The energy absorbed by the
brake is transformed into heat by the currents induced in the motor, and
this is heat mainly dissipated in surrounding air through the medium of
suitable designed fins the rotating member.

In mountainous areas, continuous braking force is needed for a long

time (say about half an hour), at this condition, eddy current braking is
more suitable to function without overheating. The use of these retarders is
by no means limited to mountains in the country. They can be
advantageously employed on public service vehicles on city routes without
frequent stops. But in this braking system there is any braking force in the
vehicle. So the eddy current brake is used as an auxiliary heavy-duty
retarder. By using auxiliary retarder very smooth retardation is assumed
and likelihood of skidding on slippery roads surfaces is minimized.
Smooth braking action cuts down tier were and since brake is used as an
auxiliary heavy-duty retarder. By using auxiliary retarder very smooth
retardation is assumed and likelihood of skidding on slippery roads
surfaces is minimized. Smooth braking action cuts down tier wear and
since the conventional brakes are relieved of heavy duty being required
only to bring vehicles to rest.

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 MOUNTING AND INSTALLATION

A typical mounting of an eddy current brake consists of two discs in which

pole salient type, supported between the frame numbers of a vehicle
chassis. Rotor is coupled to road wheels being often mounted on a shaft
that is interposed between the gearbox and propeller shaft and stator is
mounted on the frame of the vehicle.

The driver, who can select one or four excitation settings according
to the braking effect required, mounts a control switch on a steering
column in a position for easy operation. In the operative positions of this
switch 1, 2, 3, 4 contractors are energized to supply current to the
excitation windings of the retarder. Warning lamp is also provided on the
instrument panel to indicate when the retarder is energized. This provides
a safeguard for the driver against leaving the unit energized when the
vehicle is stationary.

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 ADVANTAGES
● Less maintenance
● Wide range of braking force available within the temperature limit
● Prolonged break is possible
● Life long
● Less strain to the operation
● Smooth retardation, which cuts down the tyre wears

Eddy current brakes offer smooth retardation of vehicles

without skidding. It is totally free of wear and tear. So it has a long
life compared to ordinary brakes. These need less maintenance.

In mountain areas continuous braking is needed for a long time.

At this condition, eddy current braking is more suitable to function
without overheating.

By changing the excitation current to the field winding, i.e. by

adjusting the position of the control switch, we can vary the braking
force to required range. The operation of the eddy current brake is
very simple. i.e. the control switch is a soft switch which can be
operated without any strain.

Eddy current brakes work even under the toughest

environmental conditions. For example, in larger water slides and
water coasters where the humidity would immediately result in

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 reduction of friction and thus impair the effectiveness of ordinary
brakes. It works even in highly corrosive environments and heavily
contaminated areas.

DISADVANTAGES
● No braking force at rest
● Need of electric power

The main disadvantage of the eddy’s current brake is that it needs

electric power to work. Researches are going on to overcome this
disadvantage by making the brake regenerative i.e. by converting the
kinetic energy of the vehicle into electric energy and storing it back into
the battery

APPLICATIONS
● For additional on long descents in mountain area

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 ● For high speed passenger and goods vehicles

Eddy current brakes are best substitutes for ordinary brakes, which
are being used nowadays in road vehicles even in trains, because of their
jerk-free operation. In mountain areas where continuous braking force is
needed, for a long time, the eddy current braking is very much useful for
working without overheating. Eddy current brakes are very much useful
for high-speed passengers and good vehicles. It can also be used to slow
down the trolleys of faster roller coasters.

CONCLUSIONS
Eddy current brakes are the best choice when demands for reliability
and safety are the highest. They work even in the toughest environmental
conditions. Even the strike of lightning will not result in the loss of the
braking force.

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 Eddy's current braking system is not popular nowadays. But we hope
that the eddy current braking system which is simpler and more effective
will take the place of the ordinary braking system and we can expect it to
be the norm one in a few years.

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