FABRICATION FRICTION LESS BRAKING

SYSTEM
PROJECT REPORT 2017-2018

Submitted by:
(team name)

COLLEGE LOGO

Guided by:

Submitted in partial fulfillment of the requirement for the

Award of Diploma in -----------------------------------------
By the State Board of Technical Education Government of
Tamilnadu, Chennai.

Department:
College name:
Place:
 COLLEGE NAME

COIMBATORE

DEPARTMENT

PROJECT REPORT-2017-2018

This Report is certified to be the Bonafide work done by

Selvan/Selvi ---------------- Reg.No.------------ of VI
Semester class of this college.

Guide Head of the Department

Submitter for the Practical Examinations of the board of

Examinations,State Board of Technical Education,Chennai,
TamilNadu.On --------------(date) held at the ------------
(college name),Coimbatore

Internal Examiner External Examiner

DEDICATED TO OUR BELOVED
PARENTS
ACKNOWLEDGEMENT
 ACKNOWLEDGEMENT

At this pleasing movement of having successfully

completed our project, we wish to convey our sincere thanks
and gratitude to the management of our college and our
beloved chairman------------------------.who provided all the
facilities to us.

We would like to express our sincere thanks to our

principal ------------------for forwarding us to do our project and
offering adequate duration in completing our project.

We are also grateful to the Head of Department

prof…………., for her/him constructive suggestions
&encouragement during our project.

With deep sense of gratitude, we extend our earnest

&sincere thanks to our guide --------------------, Department of
Mechanical for her/him kind guidance and encouragement
during this project we also express our indebt thanks to our
TEACHING staff of MECHANICAL ENGINEERING DEPARTMENT,
---------- (college Name).
FABRICATION FRICTION LESS BRAKING
SYSTEM
CONTENTS
 CONTENTS

CHAPTER NO TITLE

SYNOPSIS
LIST OF FIGURES
NOMENCLATURE
1 Introduction
2 Literature review
3 Description of equipments
3.1 Brake system
3.2 Magnet
3.3 Motor
4 Design and drawing
4.1 components of the machine
5 Working principle
6 Merits
7 Applications
8 List of materials
9 Cost Estimation
10 Conclusion
Bibliography
photography
LIST OF FIGURES
 LIST OF FIGURES

Figure
Number Title

1 Overall diagram
SYNOPSIS
 SYNOPSIS

Super magnet brake is the innovative concept based on the

magnetic attraction of the conducting metals. A super magnet brake,

like a conventional friction brake, is responsible for slowing an object,

such as a train or a roller coaster. Unlike friction brakes, which apply

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.

 CHAPTER-1

INTRODUCTION
 CHAPTER-1

INTRODUCTION

Brake (device), device used to slow and stop a rotating wheel

and thus a moving vehicle. Brakes such as those on automobiles,

trucks, trains, and bicycles use friction between a wheel and another

object to slow the motion of the vehicle. The friction created by the

rubbing together of two objects generates a large amount of heat. A

brake system must be capable of dissipating the heat as rotating

wheels slow, because excess heat can cause the brakes to lose their

grip and fail.

A magnet (from Greek μαγνήτις λίθος magnḗtis líthos,

Magnesian stone) is a material or object that produces a magnetic

field. This magnetic field is invisible but is responsible for the most

notable property of a magnet: a force that pulls on other

ferromagnetic materials like iron and attracts or repels other magnets.

A permanent magnet is an object made from a material that is

magnetized and creates its own persistent magnetic field. An

everyday example is a refrigerator magnet used to hold notes on a

refrigerator door. Materials that can be magnetized, which are also

the ones that are strongly attracted to a magnet, are called

ferromagnetic (or ferrimagnetic). These include iron, nickel, cobalt,

some alloys of rare earth metals, and some naturally occurring

minerals such as lodestone. Although ferromagnetic (and

ferrimagnetic) materials are the only ones attracted to a magnet

strongly enough to be commonly considered magnetic, all other

substances respond weakly to a magnetic field, by one of several

other types of magnetism.

Ferromagnetic materials can be divided into magnetically "soft"

materials like annealed iron which can be magnetized but don't tend

to stay magnetized, and magnetically "hard" materials, which do.

Permanent magnets are made from "hard" ferromagnetic materials

which are subjected to special processing in a powerful magnetic field

during manufacture, to align their internal microcrystalline structure,

making them very hard to demagnetize. To demagnetize a saturated

magnet, a certain magnetic field must be applied and this threshold

depends on coercivity of the respective material. "Hard" materials

have high coercivity whereas "soft" materials have low coercivity.

An electromagnet is made from a coil of wire which acts as a magnet

when an electric current passes through it, but stops being a magnet

when the current stops. Often an electromagnet is wrapped around a

core of ferromagnetic material like steel, which enhances the

magnetic field produced by the coil.

The overall strength of a magnet is measured by its magnetic

moment, or alternately the total magnetic flux it produces. The local

strength of the magnetism in a material is measured by its

magnetization.
 CHAPTER-2

LITERATURE SURVEY
 CHAPTER -II

LITERATURE SURVEY
VEHICLE

The history of the automobile begins as early as 1769, with the

creation of steam-powered automobiles capable of human transport[1] In

1806, the first cars powered by internal combustion engines running on

fuel gas appeared, which led to the introduction in 1885 of the

ubiquitous modern gasoline- or petrol-fueled internal combustion

engine. Cars powered by electricity briefly appeared at the turn of the

20th century but largely disappeared from commonality until the turn

of the 21st century, when interest in low- and zero- emissions

transportation was reignited. As such, the early history of the

automobile can be divided into a number of eras based on the

prevalent method of automotive propulsion during that time. Later

periods were defined by trends in exterior styling and size and utility

preferences

HISTORY OF MAGNETIC
The earliest known surviving descriptions of magnets and their

properties are from Greece, India, and China, around 2500 years
ago. The properties of lodestones and their affinity for iron were

written of by Pliny the Elder in his encyclopedia Naturalis Historia.

By the 12th to 13th centuries AD, magnetic compasses were used in

navigation in China, Europe, and elsewhere. For more details, see

the main Magnetism article.

 CHAPTER-3
DESCRIPTION OF EQUIPMENTS
 CHAPTER -III
DESCRIPTION OF EQUIPMENTS:

3.1 BRAKE SYSTEM

Every car has a service brake system, operated by foot

pressure on a pedal while the car is in motion, and a hand-operated

emergency brake system employed for parking and as a backup to

the service brake system. The service brake system uses fluid forced

by pistons through small flexible pipes (brake lines) to transmit the

pressure of the driver's foot to the brake mechanisms…

Magnetic field

The magnetic field (usually denoted B) is a vector field. The magnetic

field vector at a given point in space is specified by two properties:

1. Its direction, which is along the orientation of a compass needle.

2. Its magnitude (also called strength), which is proportional to

how strongly the compass needle orients along that direction.

In SI units, the strength of the magnetic field is given in teslas.

Magnetic moment
A magnet's magnetic moment (also called magnetic dipole

moment, and usually denoted μ) is a vector that characterizes the

magnet's overall magnetic properties. For a bar magnet, the direction

of the magnetic moment points from the magnet's south pole to its

north pole, and the magnitude relates to how strong and how far

apart these poles are. In SI units, the magnetic moment is specified in

terms of A·m2.

A magnet both produces its own magnetic field and it responds to

magnetic fields. The strength of the magnetic field it produces is at

any given point proportional to the magnitude of its magnetic

moment. In addition, when the magnet is put into an external

magnetic field, produced by a different source, it is subject to a torque

tending to orient the magnetic moment parallel to the field. The

amount of this torque is proportional both to the magnetic moment

and the external field. A magnet may also be subject to a force driving

it in one direction or another, according to the positions and

orientations of the magnet and source. If the field is uniform in space,

the magnet is subject to no net force, although it is subject to a

torque.

Magnetization
The magnetization of a magnetized material is the local value of its

magnetic moment per unit volume, usually denoted M, with units A/m.

It is a vector field, rather than just a vector (like the magnetic moment),

because different areas in a magnet can be magnetized with different

directions and strengths (for example, because of domains, see

below). A good bar magnet may have a magnetic moment of

magnitude 0.1 A·m2 and a volume of 1 cm3, or 1×10−6 m3, and

therefore an average magnetization magnitude is 100,000 A/m. Iron

can have a magnetization of around a million amperes per meter.

Such a large value explains why iron magnets are so effective at

producing magnetic fields.

Two models for magnets: magnetic poles and atomic currents

Although for many purposes it is convenient to think of a magnet as

having distinct north and south magnetic poles, the concept of poles

should not be taken literally: it is merely a way of referring to the two

different ends of a magnet. The magnet does not have distinct north

or south particles on opposing sides. If a bar magnet is broken into

two pieces, in an attempt to separate the north and south poles, the

result will be two bar magnets, each of which has both a north and

south pole.
Gilbert model: However, a version of the magnetic pole approach is

used by professional magneticians to design permanent magnets. In

this approach, the pole surfaces of a permanent magnet are imagined

to be covered with so-called magnetic charge, north pole particles on

the north pole and south pole particles on the south pole, that are the

source of the magnetic field lines. If the magnetic pole distribution is

known, then outside the magnet the pole model gives the magnetic

field exactly. In the interior of the magnet this model fails to give the

correct field (see #Units and calculations, below). This pole model is also

called the Gilbert model of a magnetic dipole. Griffiths suggests

(p. 258): "My advice is to use the Gilbert model, if you like, to get an

intuitive 'feel' for a problem, but never rely on it for quantitative

results."

Ampère model: Another model is the Ampère model, where all

magnetization is due to the effect of microscopic, or atomic, circular

bound currents, also called Ampèrian currents throughout the material.

For a uniformly magnetized cylindrical bar magnet, the net effect of

the microscopic bound currents is to make the magnet behave as if

there is a macroscopic sheet of electric current flowing around the

surface, with local flow direction normal to the cylinder axis. (Since
scraping off the outer layer of a magnet will not destroy its magnetic

field, it can be seen that this is just a model, and the tiny currents are

actually distributed throughout the material). The right-hand rule tells

which direction the current flows. The Ampère model gives the exact

magnetic field both inside and outside the magnet. It is usually

difficult to calculate the Ampèrian currents on the surface of a

magnet, whereas it is often easier to find the effective poles for the

same magnet.

Pole naming conventions

The north pole of the magnet is the pole which, when the

magnet is freely suspended, points towards the Earth's north

magnetic pole in northern Canada. Since opposite poles (north and

south) attract whereas like poles (north and north, or south and

south) repel, the Earth's present geographic north pole is thus

actually its magnetic south pole. Confounding the situation further, the

Earth's magnetic field has reversed itself many times in the distant

past. As a practical matter, in order to tell which pole of a magnet is

north and which is south, it is not necessary to use the Earth's

magnetic field at all. For example, one calibration method would be to

compare it to an electromagnet, whose poles can be identified by the

right-hand rule.

Magnetic materials

The term magnet is typically reserved for objects that produce their

own persistent magnetic field even in the absence of an applied

magnetic field. Only certain classes of materials can do this. Most

materials, however, produce a magnetic field in response to an

applied magnetic field; a phenomenon known as magnetism. There

are several types of magnetism, and all materials exhibit at least one

of them.

The overall magnetic behavior of a material can vary widely,

depending on the structure of the material, and particularly on its

electron configuration. Several forms of magnetic behavior have been

observed in different materials, including:

 Ferromagnetic and ferrimagnetic materials are the ones

normally thought of as magnetic; they are attracted to a magnet

strongly enough that the attraction can be felt. These materials

are the only ones that can retain magnetization and become

magnets; a common example is a traditional refrigerator magnet.

Ferrimagnetic materials, which include ferrites and the oldest

 magnetic materials magnetite and lodestone, are similar to but

weaker than ferromagnetics. The difference between ferro- and

ferrimagnetic materials is related to their microscopic structure,

as explained below.

 Paramagnetic substances such as platinum, aluminium, and oxygen

are weakly attracted to a magnet. This effect is hundreds of

thousands of times weaker than ferromagnetic materials

attraction, so it can only be detected by using sensitive

instruments, or using extremely strong magnets. Magnetic

ferrofluids, although they are made of tiny ferromagnetic particles

suspended in liquid, are sometimes considered paramagnetic

since they cannot be magnetized.

 Diamagnetic means repelled by both poles. Compared to

paramagnetic and ferromagnetic substances, diamagnetic

substances such as carbon, copper, water, and plastic are even

more weakly repelled by a magnet. The permeability of

diamagnetic materials is less than the permeability of a vacuum. All

substances not possessing one of the other types of magnetism

are diamagnetic; this includes most substances. Although force

on a diamagnetic object from an ordinary magnet is far too

 weak to be felt, using extremely strong superconducting magnets

diamagnetic objects such as pieces of lead and even mice can

be levitated so they float in mid-air. Superconductors repel

magnetic fields from their interior and are strongly diamagnetic.

MOTOR

PRINCIPLES OF OPERATION

In any electric motor, operation is based on simple

electromagnetism. A current-carrying conductor generates a magnetic

field; when this is then placed in an external magnetic field, it will

experience a force proportional to the current in the conductor, and to

the strength of the external magnetic field. As you are well aware of

from playing with magnets as a kid, opposite (North and South)

polarities attract, while like polarities (North and North, South and

South) repel. The internal configuration of a DC motor is designed to

harness the magnetic interaction between a current-carrying

conductor and an external magnetic field to generate rotational

motion.
 Let's start by looking at a simple 2-pole DC electric motor (here

red represents a magnet or winding with a "North" polarization, while

green represents a magnet or winding with a "South" polarization).

Every DC motor has six basic parts -- axle, rotor (armature),

stator, commutator, field magnet(s), and brushes. In most common

DC motors, the external magnetic field is produced by high-strength

permanent magnets. The stator is the stationary part of the motor --

this includes the motor casing, as well as two or more permanent

magnet pole pieces. The rotor (together with the axle and attached

commutator) rotate with respect to the stator. The rotor consists of

windings (generally on a core), the windings being electrically

connected to the commutator. The above diagram shows a common

motor layout -- with the rotor inside the stator (field) magnets.
 The geometry of the brushes, commutator contacts, and rotor

windings are such that when power is applied, the polarities of the

energized winding and the stator magnet(s) are misaligned, and the

rotor will rotate until it is almost aligned with the stator's field

magnets. As the rotor reaches alignment, the brushes move to the

next commutator contacts, and energize the next winding. Given our

example two-pole motor, the rotation reverses the direction of current

through the rotor winding, leading to a "flip" of the rotor's magnetic

field, driving it to continue rotating.

In real life, though, DC motors will always have more than two

poles (three is a very common number). In particular, this avoids

"dead spots" in the commutator. You can imagine how with our

example two-pole motor, if the rotor is exactly at the middle of its

rotation (perfectly aligned with the field magnets), it will get "stuck"

there. Meanwhile, with a two-pole motor, there is a moment where the

commutator shorts out the power supply. This would be bad for the

power supply, waste energy, and damage motor components as well.

Yet another disadvantage of such a simple motor is that it would

exhibit a high amount of torque "ripple" (the amount of torque it could

produce is cyclic with the position of the rotor).

 So since most small DC motors are of a three-pole design, let's

tinker with the workings of one via an interactive animation

(JavaScript required):

A few things from this -- namely, one pole is fully energized at a

time (but two others are "partially" energized). As each brush

transitions from one commutator contact to the next, one coil's field

will rapidly collapse, as the next coil's field will rapidly charge up (this
occurs within a few microsecond). We'll see more about the effects of

this later, but in the meantime you can see that this is a direct result

of the coil windings' series wiring:

There's probably no better way to see how an average DC

motor is put together, than by just opening one up. Unfortunately this

is tedious work, as well as requiring the destruction of a perfectly

good motor.

The guts of a disassembled Mabuchi FF-030-PN motor (the

same model that Solarbotics sells) are available for (on 10 lines / cm
graph paper). This is a basic 3-pole DC motor, with 2 brushes and

three commutator contacts.

The use of an iron core armature (as in the Mabuchi, above) is

quite common, and has a number of advantages. First off, the iron

core provides a strong, rigid support for the windings -- a particularly

important consideration for high-torque motors. The core also

conducts heat away from the rotor windings, allowing the motor to be

driven harder than might otherwise be the case. Iron core

construction is also relatively inexpensive compared with other

construction types.

But iron core construction also has several disadvantages. The

iron armature has a relatively high inertia which limits motor

acceleration. This construction also results in high winding

inductances which limit brush and commutator life.

In small motors, an alternative design is often used which

features a 'coreless' armature winding. This design depends upon the

coil wire itself for structural integrity. As a result, the armature is

hollow, and the permanent magnet can be mounted inside the rotor

coil. Coreless DC motors have much lower armature inductance than

iron-core motors of comparable size, extending brush and

commutator life.

The coreless design also allows manufacturers to build smaller

motors; meanwhile, due to the lack of iron in their rotors, coreless

motors are somewhat prone to overheating. As a result, this design is

generally used just in small, low-power motors. Beamers will most

often see coreless DC motors in the form of pager motors.

Again, disassembling a coreless motor can be instructive -- in

this case, my hapless victim was a cheap pager vibrator motor. The

guts of this disassembled motor are available (on 10 lines / cm graph

paper). This is (or more accurately, was) a 3-pole coreless DC motor.

 CHAPTER 4

DESIGN AND DRAWING

 CHAPTER-IV

DESIGN OF EQUIPMENT AND DRAWING

4.1 MACHINE COMPONENTS

The super magnet braking system is consists of the following

components to full fill the requirements of complete operation of the

machine.

 Round disc plate

 Motor

 Magnet
DRAWING
 CHAPTER -5

WORKING PRINCIPLE
 CHAPTER-V

WORKING PRINCIPLE

The super magnet brake consists of a round disc plate in which

small, small magnets are encrypted on it. It is made to rotate by

means of a motor coupled to it. The motor centre shaft is connected

to the shaft from the round disc plate. Two iron plates separated by

some distance which distance to be larger than that of the thickness

of the disc plate provided the metal iron plates will slide up to the

circular disc. When, the motor starts running, the disc plate will also

rotate tin the same direction to the direction of the motor. While it

reached the certain speed, the iron plates is made to slide on the rail

such that the round disc will be right in between the two iron plates.

The moment when the iron plates moved towards the disc, the

rotating disc will slower down and finally it stops.

 CHAPTER -6

MERITS AND DEMERITS

 CHAPTER -VI

MERITS AND DEMERITS

MERITS

 The super magnet brake does not have any mechanical contact

with the rail, and thus no wear, and creates no noise or odor.

 Super magnet brake can be used at high speeds both for

emergency braking and for regular braking.

 CHAPTER-7

APPLICATIONS
 CHAPTER-VII

APPLICATIONS

APPLICATION

 This brake can be used in trains and in trailer cars

 CHAPTER-8

LIST OF MATERIALS
 CHAPTER-VIII

LIST OF MATERIALS

FACTORS DETERMINING THE CHOICE OF MATERIALS

The various factors which determine the choice of material are

discussed below.
1. Properties:

The material selected must posses the necessary properties for

the proposed application. The various requirements to be satisfied

Can be weight, surface finish, rigidity, ability to withstand

environmental attack from chemicals, service life, reliability etc.

The following four types of principle properties of materials

decisively affect their selection

a. Physical

b. Mechanical

c. From manufacturing point of view

d. Chemical

The various physical properties concerned are melting point, thermal

Conductivity, specific heat, coefficient of thermal expansion, specific

gravity, electrical conductivity, magnetic purposes etc.

The various Mechanical properties Concerned are strength in tensile,

Compressive shear, bending, torsional and buckling load, fatigue

resistance, impact resistance, eleastic limit, endurance limit, and

modulus of elasticity, hardness, wear resistance and sliding

properties.

The various properties concerned from the manufacturing point

of view are,

 Cast ability

 Weld ability

 Bribability

 Surface properties

 Shrinkage

 Deep drawing etc.

2. Manufacturing case:

Sometimes the demand for lowest possible manufacturing cost or

surface qualities obtainable by the application of suitable coating

substances may demand the use of special materials.

3. Quality Required:

This generally affects the manufacturing process and ultimately

the material. For example, it would never be desirable to go casting of

a less number of components which can be fabricated much more

economically by welding or hand forging the steel.

4. Availability of Material:

Some materials may be scarce or in short supply.it then

becomes obligatory for the designer to use some other material which

though may not be a perfect substitute for the material designed.the

delivery of materials and the delivery date of product should also be

kept in mind.

5. Space consideration:

Sometimes high strength materials have to be selected because the

forces involved are high and space limitations are there.

6. Cost:

As in any other problem, in selection of material the cost of

material plays an important part and should not be ignored.

Some times factors like scrap utilization,appearance,and non-

maintenance of the designed part are involved in the selection of

proper materials.
 CHAPTER-9

COST ESTIMATION

CHAPTER-IX
 COST ESTIMATION

1. LABOUR COST:

Lathe, drilling, welding, grinding, power hacksaw, gas cutting cost

=Rs

2. OVERGHEAD CHARGES:

The overhead charges are arrived by”manufacturing cost”

Manufaturing Cost =Material Cost +Labour Cost

Overhead Charges =20%of the manufacturing cost

3. TOTAL COST:

Total cost = Material Cost +Labour Cost +Overhead Charges

Total cost for this project =

CHAPTER-10

CONCLUSION
 CHAPTER-XI

CONCLUSION

The project carried out by us will make an impressing mark in

the field of automobile.

This project has also reduced the cost involved in the concern.

The project has been designed to perform the required task taking

minimum time.
BIBLIOGRAPHY
 BIBLIGRAPHY

1. Design data book -P.S.G.Tech.

2. Strength of Materials -R.S.Kurmi

3. Manufacturing Technology -M.Haslehurst.

4. Design of machine elements- R.s.Kurumi

5. Design of transmission elements – S.Md.jalaludeen

PHOTOGRAPHY