ELECTROMAGNETIC BRAKING SYSTEM

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 ELECTROMAGNETIC BRAKING SYSTEM

MAIN PROJECT REPORT

Submitted in partial fulfillment of the requirement for the award of degree

of

Bachelor of Technology

in

Mechanical Engineering

Submitted by

AMIT JAISWAL (5808614)

Under the esteemed guidance of

DR. .........................,B.Tech, M.Tech.,Ph.D

Head of Department

Of

Mechanical Engineering

.................................. ENGINEERING COLLEGE

(Affiliated to ...................................... University)

2015-2016

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 TABLE OF CONTENTS

S.NO. TOPIC PAGE NO.

1 CANDIDATE’S DECLARTION 2
2 CERTIFICATE 3
3 ACKNOWLEDGEMENT 4
4 ROLE AND RESPONSIBILITIES 5
5 PERSONAL ENGINEERING ACTIVITY 6
6 INTRODUCTION 8
7 PRINCIPLE OF OPERATION 10
8 CONSTRUCTION 16
9 17
FEATURES
10 18
CHARACTERISTICS
11 TYPES 19
12 WORKING 24
13 ADVANTAGES AND DISADVANTAGES 25
14 REFERENCES 27

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 CANDIDATE’S DECLARTION

I hereby certify that the work which is being presented by Amit Jaiswal, Ajay Singh
Chauhan, Rajeev Kumar, Raman Kumar, Vijay Kumar in partial fulfillment of
requirement for the award of degree of B.Tech. in MECHANICAL ENGINEERING
submitted at KALPI INSTITUTE OF TECHNOLOGY under KURUKSHETRA
UNIVERSITY, KURUKSHETRA is an authentic record of my own work carried out
under the supervision of Er. Harish Kumar Sharma (HOD) and Er. Vikas Kunnar.

Project Member:
Amit Jaiswal [5808614]
Ajay Singh Chauhan [5808615]
Rajeev Kumar [5808608]
Raman Kumar [5808606]
Vijay Kumar [5808613]

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 CERTIFICATE

This is certify that the dissertation entitled “ ELECTROMAGNETIC BRAKING

SYSTEM ” by RAJEEV KUSHWAHA, AMIT JAISWAL, SANDEEP ANAND
SHARMA, MANISH KUMAR TRIVEDI, PERVEZ KHAN,& DIVYANSH submitted
to the Department of mechanical engineering, Kalpi Institute Of Technology, Ambala in
the partial fulfillment of requirement for the award of Degree of Bachelor of
Technology in mechanical engineering is a record of bonafide work done by him under
my supervision and guidance during the session 2014-15. This work has not been
submitted to any other university or institute for the award of any degree or diploma.

Head of department & project Guide

Mr.........................
Department of mechanical engineering

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 ACKNOWLEDGEMENT

First of all we would like to thank our project guide Mr. ...................... Assistant
Professor, Mechanical engineering Department, Kurukshetra University who has given
valuable support during the course of our project by clarifying our doubts and guiding us
with her novel ideas.

We would like to thank Prof. .........................., Head of department, mechanical

engineering, Kurukshetra University.

We extend our sincere thanks to our Dean .................................... Department of

mechanical engineering for giving us this wonderful opportunity to work in desired area
of interest.

We extend our sincere thanks to all teaching staff of mechanical engineering department,
those who helped us in completing this project successfully.

Lastly we also thank the people who directly or indirectly gave us encouragement and
support throughout the project.

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Role and Responsibilities
My roles and responsibilities includes:
 Prepare a requirement document to reach expectations of project and to come up
with functionalities which are needed to be implemented.
 Documentation of expected output for various aspects with accepted margin error
was also documented.
 To design overall system based on workflow requirements.
 Discussion with the project guide and Head of Department on ways to improve
the design and to optimize performance.
 Choosing suitable components and methods based on the configurations
availability and requirements.
 Testing and remedies.
 Recommendations

As a trainee mechanical engineer, I wanted to work on a project work that would

showcase my engineering knowledge. I got the opportunity to work on
ELECTROMAGNETIC BRAKING SYSTEM. This project was very important as it
evaluated my skills and talents in my company.

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PERSONAL ENGINEERING ACTIVITY

As a mechanical engineer, before undertaking any task I checked the feasibility of the
project. In this project, my role is as team members. This report provides an insight into
the design and fabrication of a ELECTROMAGNETIC BRAKING SYSTEM.
I wanted to know more details of the project before commencing; hence, I researched the
topic thoroughly by referring to journals and articles online. Additionally, I obtained more
information by taking references about the topic.

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1. INTRODUCTION

Electromagnetic brakes have been used as supplementary retardation

equipment in addition to the regular friction brakes on heavy vehicles.

Electromagnetic brakes operate electrically, but transmit torque mechanically.

This is why they 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.

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. On trams and trains,

an electromagnetic brake is a track brake where the braking element is

pressed by magnetic force to the rail, i.e. the braking is by friction, not the

magnetic effect directly. This is different from an Eddy current brake where

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there is no mechanical contact between the braking element on the moving

vehicle and the rail.

An eddy current 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.

Electromagnetic brakes are similar to electrical motors; non-

ferromagnetic metal discs (rotors) are connected to a rotating coil, and

a magnetic field between the rotor and the coil creates a resistance used

to generate electricity or heat. When electromagnets 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, which then resists the rotation of the

discs, providing braking force. The net result is to convert the motion of the

rotors into heat in the rotors.

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 2. PRINCIPLE OF OPERATION

There are three parts to an electromagnetic brake: field, armature,

and hub (which is the input on a brake). Usually the magnetic field is bolted to

the machine frame (or uses a torque arm that can handle the torque of the

brake). So when the armature is attracted to the field the stopping torque is

transferred into the field housing and into the machine frame decelerating the

load. This can happen very fast (.1-3sec).

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

stationary magnetic field in the head of the rail, which then generates electrical

tension (Faraday's induction law), and that causes eddy currents. These disturb

the magnetic field in such a way that the magnetic force F, mentioned above, is

diverted to the opposite of the direction of the movement, thus creating a

parallelogram of forces consisting of the remaining vertical force FV and the

horizontal force FH, 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 which is 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 tear of it, and creates no noise or odor. The eddy

current brake is, as should be clear from the above explanation, unusable at low

speeds, but can be used at high speeds both for emergency braking as well as

regular and regulated braking.

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Disengagement is very simple. Once the field starts to degrade flux falls rapidly

and the armature separates. A spring(s) hold the armature away from its

corresponding contact surface at a predetermined air gap.

2.1 Voltage/Current and The Magnetic Field

V-1 Right hand thumb rule

If a piece of copper wire was wound, around the nail and then connected to a

battery, it would create an electro magnet. The magnetic field that is generated in

the wire, from the current, is known as the “right hand thumb rule”. (V-1) The

strength of the magnetic field can be changed by changing both wire size and the

amount of wire (turns). EM clutches are similar; they use a copper wire coil

(sometimes aluminum) to create a magnetic field.

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The fields of EM brakes can be made to operate at almost any DC voltage and

the torque produced by the brake will be the same as long as the correct

operating voltage and current is used with the correct brake. If a 90 volt brake

had 48 volts applied to it, this would get about half of the correct torque output of

that brake. This is because voltage/current is almost linear to torque in DC

electromagnetic brakes.

A constant current power supply is ideal for accurate and maximum torque from a

brake. If a non regulated power supply is used the magnetic flux will degrade as

the resistance of the coil goes up. Basically, the hotter the coil gets the lower the

torque will be produced by about an average of 8% for every 20°C. If the

temperature is fairly constant, and there is a question of enough service factor in

the design for minor temperature fluctuation, by slightly over sizing the brake can

compensate for degradation. This will allow the use of a rectified power supply,

which is far less expensive than a constant current supply.

2.2 Torque

Burnishing can affect initial torque of a brake but there are also factors that affect

the torque performance of a brake in an application. The main one is

voltage/current. In the voltage/current section we showed why a constant current

supply is important to get full torque out of the brake.

When considering torque, the question of using dynamic or static torque for the

application is key? For example, if running a machine at relatively low rpm (5 – 50

depending upon size) there is minimal concern with dynamic torque since the

static torque rating of the brake will come closest to where it is running. However,

when running a machine at 3,000rpm and applying the brake at its catalog
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torque, at that rpm, is misleading. Almost all manufacturers put the static rated

torque for their brakes in their catalog. So, when trying to determine a specific

response rate for a particular brake, the dynamic torque rating is needed. In

many cases this can be significantly lower. It can be less than half of the static

torque rating. Most manufacturers publish torque curves showing the relationship

between dynamic and static torque for a given series of brake.

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Over-excitation is used to achieve a faster response time. It is when a coil

momentarily receives a higher voltage than its nominal rating. To be effective, the

over-excitation voltage must be significantly, but not to the point of diminishing

returns, higher than the normal coil voltage. Three times the voltage typically

gives around 1/3 faster response. Fifteen times the normal coil voltage will

produce a 3 times faster response time.

With over-excitation, the in-rush voltage is momentary. Although it would depend

upon the size of the coil, the actual time is usually only a few milliseconds. The

theory is, for the coil to generate as much of a magnetic field as quickly as

possible to attract the armature and start the process of deceleration. Once the

over-excitation is no longer required, the power supply to the brake would return

to its normal operating voltage. This process can be repeated a number of times

as long as the high voltage does not stay in the coil long enough to cause the coil

wire to overheat.

2.3 Wear

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It is very rare that a coil would just stop working in an electromagnetic brake.

Typically if a coil fails it is usually due to heat which has caused the insulation of

the coil wire to break down. That heat can be caused by high ambient

temperature, high cycle rates, slipping or applying too high of a voltage. Most

brakes are flanged mounted and have bearings but some brakes are bearing

mounted and like the coils, unless bearings are stressed beyond their physical

limitations or become contaminated, they tend to have a long life and they are

usually the second item to wear out.

2.4 Backlash

Some applications require very tight precision between all components. In these

applications even a degree of movement between the input and the output when

a brake is engaged can be a problem. This is true in many robotic applications.

Sometimes the design engineers will order brakes with zero backlash but then

key them to the shafts so although the brake will have zero backlash there is still

minimal movement occurring between the hub or rotor in the shaft.

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 3.CONSTRUCTION

The construction of the electromagnetic brake motor is shown below. The

electromagnetic brake is off. When voltage is applied to the coil, the armature is

retracted to the spring. This creates an air gap between the armature and brake

lining. The motor shaft is then released from braking to run freely. When the

voltage to the coil is shut off (the power is turned off), the armature is pressed

against the brake lining by the spring force to stop the motor shaft.

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 4.FEATURES

• It is suitable for holding the load. Because the electromagnetic brake is off,

when the power is turned off, it will be activated and hold the load securely.

• The brake can be used as an excellent safety brake. Among the examples are

emergency braking at the time of power failure, load holding for a long period of

time and the prevention of free-run of the machine.

• The brake will be activated instantly. The overrun is only 2 to 4 revolutions when

the motor is used alone.

• A quick-reversal run can be frequently. Up to 6 cycles of start/stop can be

performed through simple switching. (Secure 3 seconds or longer for a pause.)

• Common power for both motor and brake can be used. Because the

electromagnetic brake section contains a rectifier circuit, it can use the same .AC

power supply as the motor. The construction of the electromagnetic brake motor

is shown below. The electromagnetic brake is off.

-When voltage is applied to the coil, the armature is retracted to the spring. This

creates an air gap between the armature and brake lining. The motor shaft is

then released from braking to run freely.

-When the voltage to the coil is shut off (the power is turned off), the armature is

pressed against the brake lining by the spring force to stop the motor shaft.

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 5. CHARACTERISTICS OF ELECTROMAGNETIC BRAKES

It was found that electromagnetic brakes can develop a negative power which

represents nearly twice the maximum power output of a typical engine,and at

least three times the braking power of an exhaust brake (Reverdin1974). These

performance of electromagnetic brakes make them much more competitive

candidate for alternative retardation equipments compared with other retarders.

By using the electromagnetic brake as supplementary retardation equipment, the

friction brakes can be used less frequently, and Therefore practically never reach

high temperatures. The brake linings would last considerably longer before

requiring maintenance, and the potentially “brake fade” problem could be

avoided.

The characterstics of the electromagnetic motor include

responses regarding a start time, stop time, overrun, etc. And

these are all affected by the load inertia.

The characteristics of the electromagnetic motor depend on the

following three elements.

1) Average acceleration torque of the motor

2) Average value of brake torque

3) Load torque and inertia

When these elements are identified, the start time and stop time

will be determined. It is necessary to give sufficient attention to

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the load inertia in particular because it varies depending on the

equipment used together with the motor.

6. TYPES OF ELECTROMAGNETIC BRAKE

6.1 Electromagnetic Power Off Brake.

Introduction - Power off brakes stop or hold a load when electrical power is either

accidentally lost or intentionally disconnected. In the past, some companies have

referred to these as "fail safe" brakes. These brakes are typically used on or near

an electric motor. Typical applications include robotics, holding brakes for Z axis

ball screws and servo motor brakes. Brakes are available in multiple voltages and

can have either standard backlash or zero backlash hubs. Multiple disks can also

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be used to increase brake torque, without increasing brake diameter. There are 2

main types of holding brakes. The first is spring applied brakes. The second is

permanent magnet brakes.

How It Works

Spring Type - When no electricity is applied to the brake, a spring pushes

against a pressure plate, squeezing the friction disk between the inner pressure

plate and the outer cover plate. This frictional clamping force is transferred to the

hub, which is mounted to a shaft.

Permanent Magnet Type - A permanent magnet holding brake looks very similar

to a standard power applied electromagnetic brake. Instead of squeezing a

friction disk, via springs, it uses permanent magnets to attract a single face

armature. When the brake is engaged, the permanent magnets create magnetic

lines of flux, which can turn attract the armature to the brake housing. To

disengage the brake, power is applied to the coil which sets up an alternate

magnetic field that cancels out the magnetic flux of the permanent magnets.

Both power off brakes are considered to be engaged when no power is applied to

them. They are typically required to hold or to stop alone in the event of a loss of

power or when power is not available in a machine circuit. Permanent magnet

brakes have a very high torque for their size, but also require a constant current

control to offset the permanent magnetic field. Spring applied brakes do not

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require a constant current control, they can use a simple rectifier, but are larger in

diameter or would need stacked friction disks to increase the torque.

6.2 Electromagnetic Particle Brake

Introduction - Magnetic particle brakes are unique in their design from other

electro-mechanical brakes because of the wide operating torque range available.

Like an electro-mechanical brake, torque to voltage is almost linear; however, in a

magnetic particle brake, torque can be controlled very accurately (within the

operating RPM range of the unit). This makes these units ideally suited for

tension control applications, such as wire winding, foil, film, and tape tension

control. Because of their fast response, they can also be used in high cycle

applications, such as magnetic card readers, sorting machines and labeling

equipment.

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How It Works - Magnetic particles (very similar to iron filings) are located in the

powder cavity. When electricity is applied to the coil, the resulting magnetic flux

tries to bind the particles together, almost like a magnetic particle slush. As the

electric current is increased, the binding of the particles becomes stronger. The

brake rotor passes through these bound particles. The output of the housing is

rigidly attached to some portion of the machine. As the particles start to bind

together, a resistant force is created on the rotor, slowing, and eventually

stopping the output shaft.

When electricity is removed from the brake, the input is free to turn with the shaft.

Since magnetic particle powder is in the cavity, all magnetic particle units have

some type of minimum drag associated with them.

6.3 Electromagnetic Hysteresis Power Brake

Introduction - Electrical hysteresis units have an extremely wide torque range.

Since these units can be controlled remotely, they are ideal for test stand
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applications where varying torque is required. Since drag torque is minimal, these

units offer the widest available torque range of any of the hysteresis products.

Most applications involving powered hysteresis units are in test stand

requirements.

How It Works - When electricity is applied to the field, it creates an internal

magnetic flux. That flux is then transferred into a hysteresis disk passing through

the field. The hysteresis disk is attached to the brake shaft. A magnetic drag on

the hysteresis disk allows for a constant drag, or eventual stoppage of the output

shaft.

When electricity is removed from the brake, the hysteresis disk is free to turn, and

no relative force is transmitted between either member. Therefore, the only

torque seen between the input and the output is bearing drag.

6.4 Multiple Disk Brakes

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Introduction - Multiple disk brakes are used to deliver extremely high torque

within a small space. These brakes can be used either wet or dry, which makes

them ideal to run in multi speed gear box applications, machine tool applications,

or in off road equipment.

WORKING

How It Works - Electro-mechanical disk brakes operate via electrical actuation,

but transmit torque mechanically. When electricity is applied to the coil of an

electromagnet, the magnetic flux attracts the armature to the face of the brake.

As it does so, it squeezes the inner and outer friction disks together. The hub is

normally mounted on the shaft that is rotating. The brake housing is mounted

solidly to the machine frame. As the disks are squeezed, torque is transmitted

from the hub into the machine frame, stopping and holding the shaft.

When electricity is removed from the brake, the armature is free to turn with the

shaft. Springs keep the friction disk and armature away from each other. There is

no contact between breaking surfaces and minimal drag.

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7. ADVANTAGES AND DISADVANTAGES

Electromagnetic brakes rely purely on magnetic action working through an air

gap to develop torque. They have an extremely wide torque range. Since

torque is produced without physical contact of parts Electromagnetic devices are

not subject to wear. This feature makes them distinctly superior to mechanical-

friction brakes in life expectancy, servicing requirements and consistency of

performance. Since their working members have no physical contact they do not

depend on mechanical friction. Therefore, hysteresis units are absolutely and

constantly smooth at any slip ratio. Torque is reasonably independent of slip

speed and is also directly proportional to coil current, making response time

extremely quick. Electromagnetic brakes are also the most repeatable braking

devices known. They will repeat their performance precisely, an indefinite

number of times, whenever operating factors are repeated. This makes it ideal

for many precision tension control and testing applications. These devices have

a number of advantages over magnetic particle brakes, in particular eliminating

the problem of confining the magnetic particles inside the gap. These

advantages include long life, environmental stability, precise repeatability and

consistency of performance and extremely low power consumption. They can

tolerate extreme temperatures and have high heat-dissipation capability. They

also have the widest speed range of all electronically torque-control devices.

Hysteresis units will outlast any other type of electromechanical unit. The

transmitted torque remains constant and smooth as the hysteresis element is

forced to rotate within the air gap and will respond to increases and decreases in

coil current with corresponding increases and decreases in torque.

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7.1 Environment / Contamination

As brakes wear they create wear particles. In some applications such as clean

rooms or food handling this dust could be a contamination problem so in these

applications the brake should be enclosed to prevent the particles from

contaminating other surfaces around it. But a more likely scenario is that the

brake has a better chance of getting contaminated from its environment.

Obviously oil or grease should be kept away from the contact surface because

they would significantly reduce the coefficient of friction which could drastically

decrease the torque potentially causing failure. Oil midst or lubricated particles

can also cause surface contamination. Sometimes paper dust or other

contamination can fall in between the contact surfaces. This can also result in a

lost of torque. If a known source of contamination is going to be present many

clutch manufactures offer contamination shields that prevent material from falling

in between the contact surfaces.

In brakes that have not been used in a while rust can develop on the surfaces.

But in general this is normally not a major concern since the rust is worn off within

a few cycles and there is no lasting impact on the torque.

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8.REFERENCE

1. http://en.wikipedia.org/wiki/Electromagnetic_brake

2. Automotive chassis: brakes, suspension, and steering By Tim GilleS

3. http://www.magtorx.com/faq.htm#6._Why_we_using_Current_Regulated_

Power_Supply_for_electromagnetic_brakes_and_clutches_

4. http://scholar.lib.vt.edu/theses/available/etd-

5440202339731121/unrestricted/CHAP2_DOC.pdf

5. http://industrial.panasonic.com/ww/i_e/25000/fa_pro_sgeard_shing1_e/fa_

pro_sgeard_shing1_e/ctlg_geared_e_14.pdf

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