This document is a project report on an electromagnetic braking system. It was submitted by 6 students to fulfill the requirements for a Bachelor of Technology degree in Mechanical Engineering from Abdul Kalam Technical University. The report provides background on electromagnetic braking systems, describes the design of the system built by the students, and outlines the general working principles of electromagnetic brakes. Key components of the designed system include an 8051 microcontroller, electromagnets, a circuit board, and a DC power supply.

1. ABDUL KALAM TECHNICAL UNIVERSITY, LUCKNOW
(FORMERLY KNOWN AS A.K.T.U)
DEPARTMENT OF MECHANICAL ENGINEERING
KANPUR INSTITUTE OF TECHNOLOGY, KANPUR
Session- 2015-16
A
PROJECT REPORT
ON
ELECTROMAGNETIC BREAKING SYSTEM
IN PARTIAL FULFILLMENT OF THE REQUIREMENTS
FOR THE DEGREE OF
BACHELOR OF TECHNOLOGY
IN
MECHANICAL ENGINEERING
Submitted To:- Submitted By:-
MR. A.S.VERMA ROHIT YADAV (1216540089)
(HOD OF MECHANICAL DEPARTMENT) SATYAM PANDEY (1216540097)
HARISH KUMAR (1316540911)
YASHPAL SINGH YADAV (1216540125)
MANMEET YADAV (1216540054)
SHUBHAM CHAUDHARY (1216540105)
Project Guide:-
MR. MD. IBNAIN
(LECTURER SELECTION GRADE)

2. DECLARATION
We hereby declare that this submission is our own work and that, to the best of our
knowledge and belief, it contains no material previously published or written another person
nor material which to a substantial extent has been accepted for the award of any other
degree or diploma of the university or other institute of higher learning, except where due
acknowledgment has been made in the text.
NAME: - GUIDED BY:-
ROHIT YADAV Mr. Md Ibnain
SATYAM PANDEY Lecturer Selection Grade
HARISH KUMAR (Mechanical Department)
YASHPAL SINGH YADAV Kanpur institute of technology, Kanpur
MANMEET YADAV
SHUBHAM CHAUDHARY
DATE: - SIGN:-

3. ACKNOWLEDGEMENT
It gives us a great sense of pleasure to present the report of the B.tech project undertaken
during B.tech final year. We owe special debt of gratitude of lecturer selection grade Mr. Md
Ibnain, Department of Mechanical Engineering, Kanpur institute of Technology, Rooma,
Kanpur for his constant support and guidance throughout the course of our work. His sincerity,
tho ough ess a d pe se e a e’s ha e ee a o sta t sou e of i spi atio fo us. It is o l
his cognizant efforts that our endeavors have seen light of the day.
We also take the opportunity to acknowledge the contribution of Mr. A.S.Verma, Head of
Department of Mechanical Engineering and Mr.Brajesh Varshney Director of Kanpur
Institute of Technology, Kanpur for his full support and assistance during the development of
the product.
ROHIT YADAV (1216540089)
SATYAM PANDEY (1216540097)
HARISH KUMAR (1216540911)
YASHPAL SINGH YADAV (1216540125)
MANMEET YADAV (1216540054)
SHUBHAM CHAUDHARY (1216540105)

4. Abstract
The principle of braking in road vehicles involves the conversion of kinetic energy into heat.
This high energy conversion therefore demands an appropriate rate of heat dissipation if a
reasonable temperature and performance stability are to be maintained. While the design,
construction, and location features severely limit the heat dissipation function of the friction
brake, electromagnetic brakes work in a relatively cool condition and avoid problems that
friction brakes face by using a totally different working principle and installation location. 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 thus have a longer life span, and the potential brake fade problem can be
avoided. It is apparent that the electromagnetic brake is an essential complement to the safe
braking of heavy vehicles.
In this thesis, a new mathematical model for electromagnetic brakes is proposed to describe
their static characteristics (angular speed versus brake torque). The performance of the new
mathematical model is better than the other three models available in the literature in a least-
square sense. Compared with old models that treat reluctance as a constant, our model treats
reluctance as a function of speed. In this way, the model represents more precisely the
aggregate effect of all side effects such as degree of saturation of the iron in the magnet,
demagnetizing effects, and air gap. The software program written in Mat lab can be used to
code different brake characteristics (both static and dynamic) and evaluate their performance
in different road scenarios.
A controller is designed that achieves wheel-slip control for vehicle motion. The objective of
this brake control system is to keep the wheel slip at an ideal value so that the tire can still
generate lateral and steering forces as well as shorter stopping distances. In order to control
the wheel slip, vehicle system dynamic equations are given in terms of wheel slip. The system
shows the nonlinearities and uncertainties. Hence, a nonlinear control strategy based on
sliding mode, which is a standard approach to tackle the parametric and modeling
uncertainties of a nonlinear system, is chosen for slip control. Due to its robustness properties,
the sliding mode controller can solve two major difficulties involved in the design of a braking
control algorithm:

5. 1) The vehicle system is highly nonlinear with time-varying parameters and uncertainties;
2) the performance of the system depends strongly on the knowledge of the tire/road surface
condition. A nominal vehicle system model is simulated in software and a sliding mode
controller is designed to maintain the wheel slip at a given value. The brake control system
has desired performance in the simulation.
It can be proven from this study that the electromagnetic brake is effective supplementary
retardation equipment. The application and control of electromagnetic brakes might 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.

6. CHAPTER 1
INTRODUCTION

7. INTRODUCTION
In this project we are trying to make a braking system. Which can be applicable in
two wheeler at high speed and low maintenance cost. Here we are using an
electromagnetic coil and a plunger. There is an electromagnetic effect which
moves the plunger in the braking direction.
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.
 This projects intends to the design and implementation of new system of
retardation (braking) for automobiles
 The design of the new brakes is based upon the phenomenon of
electromagnetic induction and eddy currents
 The design basically consists of very strong magnet and rotating metallic
wheel
 The wheel develops eddy currents due to the change in magnetic flux
associated to the wheel due to its rotation
 The edd u e t de elop e t o e s Ma ell’s la of ele t o ag eti
i du tio a d Le z’s la of di e tio of i du ed u e t
 The current in turn dissipates the rotational energy of the wheel as heat
bringing the wheel to a stop

10. HISTORY
It is 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. (Reverdin 1994). These
performance of electromagnetic brakes make them much more competitive
a didate fo alte ati e eta datio e uip e t’s o pa ed ith othe eta de s.
By using by using the electromagnetic brakes are 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. In research conducted by a truck manufacturer, it was
proved that the electromagnetic brake assumed 80% of the duty which would
otherwise have been demanded of the regular service brake (Reverdin 1974).
Furthermore the electromagnetic brakes prevents the danger that can arise from
the prolonged use of brake beyond their capability to dissipate heat. This is most
likely to occur while a vehicle descending a long gradient at high speed. Ina study
with a vehicle with 5 axles and weighting 40 tones powered by a powered by an
engine of 310 b.h.p travelling down a gradient of 6% at a steady speed between 35
and 40 m.h.p, it can be calculated that the braking power necessary to maintain
this speed to the order of 450 hp. The brakes, therefore, would have to absorb 300
hp, meaning that each brake in the 5 axels must absorb 30 hp that a friction brake
can normally absorb with self destruction. The magnetic brake is wall suited to
such conditions since it will independently absorb more than 300 hp (Reverdin
1974). It therefore can exceed the requirements of continuous uninterrupted
braking, leaving the friction brakes cool and ready for emergency braking in total
safety. The installation of an electromagnetic brake is not very difficult if there is
enough space between the gearbox and the rear axle. If did not need a subsidiary
cooling system. It relay on the efficiency of engine components for its use, so do
exhaust and hydrokinetic brakes. The exhaust brake is an on/off device and
hydrokinetic brakes have very complex control system. The electromagnetic brake

11. control system is an electric switching system which gives it superior
controllability.
Electromagnetic brakes (also called electro-mechanical brakes or EM brakes) slow
or stop motion using electromagnetic force to apply mechanical resistance
(friction). The original name was "electro-mechanical brakes" but over the years
the name changed to "electromagnetic brakes", referring to their actuation
method. Since becoming popular in the mid-20th century especially in trains and
trams, the variety of applications and brake designs has increased dramatically,
but the basic operation remains the same.
Both electromagnetic brakes and eddy current brakes use electromagnetic force
but electromagnetic brakes ultimately depend on friction and eddy current brakes
use magnetic force directly.

12. Executive Summary
• O je ti e: Desig a ele t o ag eti aki g s ste –Replacing the
conventional braking system –Less cost with greater performance –No need for
maintenance and/or replacement
• Resea h: Othe t pes of ele t o ag eti aki g s ste –Electromagnetic
braking system with brake pads –Eddy-current braking system
Product Requirements
• O e all –Power supply to power the system –Hub and spindle assembly to
simulate the actual spinning of the rotor –Custom made rotor with metal arranged
for the most effective result –Brake pedal to simulate the real environment –Three
electromagnets to generate braking force
P oduct Re ui e e ts co t’d
• Ha d a e a d “oft a e –8051 microcontroller
• Readi g the aki g le el f o pedal
• Va i g the aki g fo e th ough dut le –Custom built circuit board

13. • Regulati g i put oltage
• Po e i g up the 8 5 µC
• A plif i g the output oltage to ele t o ag ets
GENERAL PRINCIPLES
1.INSTALLATION LOCATION:-
Electromagnetic brakes work in a relatively cool condition and satisfy all
the energy requirements of braking at high speeds, completely without the use
of friction. Due to its specific installation location (transmission line of rigid
vehicles).
There are in existence several types of electromagnetic retarder. In particular,
there are electromagnetic retarders of the axial type and electromagnetic
retarders of the Focal type. An electromagnetic retarder of the axial type is
designed to be placed on a transmission shaft between a rear axle and a gearbox
of the vehicle. In that case, the transmission shaft is in two parts, for mounting
between those of the retarder. An electromagnetic retarder of the Focal type is
designed to be placed directly on a transmission shaft on the output side of the
gearbox or on the axle of the vehicle. The axle of a vehicle drives at least one road
wheel, which road wheel drives at least one wheel of the same vehicle.

14. 2. WORKING:-
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 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 design of the fins, which are integral to the disc, permit independent
cooling of the arrangement.

15. CHAPTER 2
Design & DEVICES

16. Design Alternatives
• Pe a e t ag ets ou ted o the heel –Cleaning issue –
Magnet arrangement issue –Electromagnetic field around other
mechanical components issue
• Metalli ate ial egio all a ou d the heel –Electromagnetic
field dispersion issue –Not enough braking force
Design Specifications
• Mi i-Max 51-C2 8051 Microcontroller
• To ota Co olla hu a d spi dle asse l
• Th ee GP-2030/24VDC electromagnets
• MC Mi o o pedals
Design Specifications co t’d
• Ge e al ie – Pedal – 8015 Microcontroller – Circuit board –
Electromagnets – DC power supply Pedal 8051 µC
EM

17. DC power supply
Circuit board
5 [V] output, Input
Square Wave
12 [V] power
42 [V] power
Amplified output
Design Description
• Ci uit oa d – LM317T voltage regulator to regulate input
voltage – BUK-555 60A MOSFET as a switch
Design Description
• P og a i g – Voltage reading by ADC – ADC by convert ()
function – ON and OFF state by set bit and clrbit () – Generate
delay by generate delay () function
ELET 4308 Team 4 Slide 9 of 13
Start

18. Parameter Setup
Voltage Reading
Generate Delay
Generate Delay
OFF State
ON State

21. USED DEVICES
Capacitor:-
A capacitor is a passive two
terminal electrical component used to store electrical
energy temporarily in an electric field. The forms of practical
capacitors vary widely, but all contain at least two electrical
conductors (plates) separated by a dielectric (i.e. an insulator
that can store energy by becoming polarized). The conductors
can be thin films, foils or sintered beads of metal or conductive
electrolyte, etc. The non conducting dielectric acts to increase
the capacitor's charge capacity. Materials commonly used as
dielectrics include glass, ceramic, plastic film, air, vacuum,
paper, mica, and oxide layers. Capacitors are widely used as
parts of electrical circuits in many common electrical devices.

22. DC motor
DC motor is any of a class of electrical machines that converts
direct current electrical power into mechanical power. The most
common types rely on the forces produced by magnetic fields.
Nearly all types of DC motors have some internal mechanism, either
electromechanical or electronic, to periodically change the direction
of current flow in part of the motor. Most types produce rotary
otio ; A linear motor directly produces force and motion in a
straight line
Diode
In electronics, a diode is a two terminal electronic component
that conducts primarily in one direction (asymmetric conductance)
; It has low (ideally zero) resistance to the flow of
current in one direction, and high (ideally infinite) resistance in
the other. A semiconductor diode, the most common type today,
is a crystalline piece of semiconductor material with a p–n
junction connected to two electrical terminals.

23. A vacuum tube
diode has two electrodes, a plate (anode) and a heated cathode.
Semiconductor diodes were the first semiconductor electronic devices.
Resistor
A resistor is a passive two terminal electrical
component that implements electrical resistance as a
circuit element. Resistors act to reduce current flow,
and, at the same time, act to lower voltage levels
within circuits. In electronic circuits, resistors are used
to limit current flow, to adjust signal levels, bias
active elements, and terminate transmission lines among other uses.

24. Transformer
Transformer is an electrical device that transfers electrical
energy between two or more circuits through electromagnetic
induction Electromagnetic induction produces an electromotive
force within a conductor which is eposed to time varying magnetic
fields Transformers are used to increase or decrease the alternating
voltages in electric power applications varying current in the transformer
primary winding creates a
varying magnetic flu in the transformer core and a varying field
impinging on the transformers secondary winding This varying
magnetic field at the secondary winding induces a varying
electromotive force E or voltage in the secondary winding due
to electromagnetic induction Making use of faradays law
discovered in in conduction with high magnetic
permeability core properties transformers can be designed to
change efficiently C voltages from one voltage level to another
within power networks.

25. Ferromagnetism
Ferromagnetism is the basic mechanism by which certain
materials (such as iron) form permanent magnets, or are attracted
to magnets. In physics, several different types of magnetism are
distinguished. Ferromagnetism (including ferrimagnetism)[1] is
the strongest type: it is the only one that typically creates forces
strong enough to be felt, and is responsible for the common
phenomena of magnetism in magnets encountered in everyday
life. Substances respond weakly to magnetic fields with three
other types of magnetism, paramagnetic, diamagnetism, and
antiferromagnetic, but the forces are usually so weak that they
can only be detected by sensitive instruments in a laboratory. An
everyday example of ferromagnetism is a refrigerator magnet
used to hold notes on a refrigerator door.

26. CHAPTER 3
Application

27. APPLICATION
 Already in use under some railway system
 Can be used for any road vehicles
 Equally applicable to heavy and light vehicles
 Can be used as additional retarder for aircrafts
 May also find application in virtually any rotating
system which have metallic parts



28. • This brake system can be use in two wheeler.
• Electromagnetic braking system can be used as a
modern technology of braking in automobile.
• Electromagnetic braking system will be used in all types
of light motor vehicle like car and heavy motor vehicle.

29. CHAPTER 4
LIMITATIONS

30. LIMITATION
 Failure to act as a holding device
 Usage of electric power for braking
 Less effective under very low velocities
 The installation of an electromagnetic brake is very
difficult if there is
 Not enough space between the gearbox and the
rear axle.
 Need a separate compressor.
 Maintenance of the equipment components such as
hoses, valves has to done periodically.
 It cannot use grease or oil.
 Dependence on battery power to energize the brake
system drains down the battery much faster. 2) Due to
residual magnetism present in electromagnets, the
brake shoe takes time to come back to its original
position. 3) The installation of an electromagnetic brake
is very difficult if there is not enough space between the
gearbox and the rear axle.

32. CHAPTER 5
ADVANTAGES

33. Advantages:
 Problems of drum distortion at widely varying temperatures.
Which is common for friction-brake drums to exceed 500 °C
surface temperatures when subject to heavy braking
demands, and at temperatures of this order, a reduction in
the coefficient of friction („ ake fade‟) sudde l o u s.
 This is reduced significantly in electromagnetic disk brake
systems.
 Potential hazard of tire deterioration and bursts due to
friction is eliminated.
 There is no need to change brake oils regularly.
 There is no oil leakage
 The practical location of the retarder within the vehicle
prevents the direct impingement of air on the retarder
Caused by the motion of the vehicle.
 The retarders help to extend the life span of the regular
brakes and keep the regular brakes cool for emergency
situation.
 The electromagnetic brakes have excellent heat dissipation
efficiency owing to the high temperature of the surface of the
disc which is being cooled.
 Due to its special mounting location and heat dissipation
mechanism, electromagnetic brakes have better thermal
dynamic performance than regular friction brakes.
 Burnishing is the wearing or mating of opposing surfaces .This
is reduced significantly here. 11) In the future, there may be

34. shortage of crude oil; hence by-products such as brake oils
will be in much demand. EMBs will overcome this problem.
 Electromagnetic brake systems will reduce maintenance cost.
 The problem of brake fluid vaporization and freezing is
eliminated.
 Electric actuation, no fluid.
 Easier integration with anti-lock, traction, and dynamic
stability controls.
 16) Easy individual wheel braking control.

35. CHAPTER 6
FUTURE Aspects

36. Future work
• The p oposed i di g odel should e e ified a d its
validity with respect to frequency and model parameter
settings investigated.
• I the o e odel the stati h ste esis odel should e
improved, especially regarding the modelling of minor
loops. E.g., the distribution function of the pseudo particles
and the relation between reversible and irreversible
processes should be studied more in detail.
• I the d a i ag etizatio odel the opti izatio of
the Cauer circuit sections and the frequency and amplitude
dependency of the parameter V0 could be studied. If it is
possible to find that dependency for a class of material, this
would make this model a very useful tool. Then the only
necessary adapting step would be to fit the static curve to
the measured static curve.
• The o posite t a sfo e odel should also e
validated in other operation modes like transient
overvoltage.
• A o e detailed elu ta e et o k odel of the
transformer including three dimensional flux paths in the

37. tank and construction details should be developed and
verified.
• A stati ag etizatio odel that takes B as i put a d
returns H should be developed.

39. CHAPTER 7
Conclusion

40. Conclusions
Electromagnetic brakes are important supplementary
retardation equipment in addition to the regular
friction brakes. They have been used in heavy vehicles
such as coaches, buses, or trucks under conditions
such as reducing speed on motorways and trunk roads,
and braking for prolonged periods during downslope
operations. New types of electromagnetic brakes have
been under development for lighter vehicles as well.
Regular friction brakes have an outstanding and vital
load absorbing capability if kept cool. Electromagnetic
brakes help friction brakes to retain this capability
under all conditions by absorbing energy at a separate
location based on a totally different working principle.
In this study, we proposed a modified static
mathematical model for the electromagnetic brakes. A
sliding mode controller is designed and simulated for a
nominal vehicle model under different road surface
conditions. Microcontroller implementation of
electromagnetic anti-lock braking system is evaluated.
The performance of the modified mathematical model
for electromagnetic brake is better than the other

41. three models available in the literature in a least-
square sense. There is only one global model which
can be used at both low speed and high speed regions.
Unfortunately, this model does not agree with the
experimental results in the high speed region. Based
80 on the phenomena summarized from observation in
the high speed region, we modified the old global
model by taking the reluctance effect into account.
After this modification, we can model the speed-
torque relationship more accurately. A sliding mode
controller is designed to implement the wheel slip
control system. A nominal vehicle system model is
used in a Mat lab /s-function simulation for testing the
controller performance in different road surface
scenarios. According to the simulation results, the
controller performance is satisfactory. The wheel slip is
kept in the appropriate range and brake torque is
controlled to adapt to the new road surface quickly
whenever the road surface changes. The wheel slip
control system can be implemented by using high
speed, highly integrated digital microcontrollers such
as Motorola the 68HC11 series. The on-chip

42. input/output hardware like 8-bit analog inputs, the
high speed input capture function, and serial
communications allow interfacing with sensors and
actuators. The instruction set and architecture of the
Motorola 68HC11 fulfill the requirement of the wheel
slip control design. The new generations of 16-bit
microcontroller should have better real time
performance and I/O capability than the Motorola
68HC11. 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.

44. CHAPTER 8
REFERENCES

45. REFERENCES
 K.D. Hahn, E.M. Johnson, A. Brokken, & S. Baldwin (1998) "Eddy current
damping of a magnet moving through a pipe", American Journal of
Physics 66:1066–66.
 M.A. Heald (1988) "Magnetic braking: Improved theory", American Journal of
Physics 56: 521–2.
 Y. Levin, S.L. Da Silveira & F.B. Rizzato (2006) "Electromagnetic braking: A
simple quantitative model", American Journal of Physics 74:815–17.
 Sears, Francis Weston; Zemansky, Mark W. (1955). University Physics (2nd
Ed.). Reading, MA: Addison-Wesley.
 Siskind, Charles S. (1963). Electrical Control Systems in Industry. New York:
McGraw-Hill, Inc. ISBN 0-07-057746-3.
 H.D. Wiederick, N. Gauthier, D.A. Campbell, & P. Rochan (1987) "Magnetic
braking: Simple theory and experiment", American Journal of Physics 55:500–3.
 US patent 7237748, Steven Sullivan, "Landing gear method and apparatus for
braking and maneuvering", issued 3 July 2007, assigned to Delos

46. • Fleming, Frank; Shapiro, Jessica BASIC OF ELECTROMAGNETIC
BRAKES (www.ogura.com)
• Zalud ,Todd brake selection (www.ogura.com)
http://en.wikipedia.org/wiki/Electromagnetic brake