INTRODUCTION

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 have increased dramatically, but the
basic operation remains the same.

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

power applied brake applications. This article mainly concentrates on these
brakes. Alternative designs are shown at the end of this article.

Electromagnetic brakes have been used as supplementary retardation

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

We outline the general principles of regular brakes and several alternative

retardation techniques in this section. The working principle and characteristics
of electromagnetic brakes are then highlighted.

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 CONSTRUCTION

Horseshoe magnet red silver iron

A horseshoe magnet has a north and south pole. If a piece of carbon steel
contacts both poles, a magnetic circuit is created. In an electromagnetic brake,
the north and south pole is created by a coil shell and a wound coil. In a brake,
the armature is being pulled against the brake field. The frictional contact,
which is being controlled by the strength of the magnetic field, is what causes
the rotational motion to stop. All of the torque comes from the magnetic
attraction and coefficient of friction between the steel of the armature and the
steel of the brake field. For many industrial brakes, friction material is used
between the poles. The material is mainly used to help decrease the wear rate.
But different types of material can also be used to change the coefficient of
friction (torque) for special applications. For example, if the brake was required
to have an extended time to stop or slip time, a low coefficient material can be
used. Conversely, if the brake was required to have a slightly higher torque
(mostly for low RPM applications), a high coefficient friction material could be
used. In a brake, the electromagnetic lines of flux have to attract and pull the
armature in contact with it to complete brake engagement. Most industrial
applications use what is called a single-flux two-pole brake. The coil shell is
made with carbon steel that has a combination of good strength and good

2
magnetic properties. Copper (sometimes aluminum)

magnet wire, is used to create the coil, which is held in shell either by a bobbin
or by some type of epoxy/adhesive. To help increase life in applications, friction
material is used between the poles. This friction material is flush with the steel
on the coil shell, since if the friction material was not flush, good magnetic
traction could not occur between the faces. Some people look at electromagnetic
brakes and mistakenly assume that, since the friction material is flush with the
steel, that the brake has already worn down, but this is not the case.

2.1. METHODOLOGY

Electromagnetism

Electromagnetism is one of the four fundamental interactions in nature. The

other three are the strong interaction, the weak interaction and gravitation.
Electromagnetism is the force that causes the interaction between electrically
charged particles; the areas in which this happens are called electromagnetic
fields.

A. Magnetic Effect of Current

The term "Magnetic effect of current" means that "a current flowing in a wire
produces a magnetic field around it". The magnetic effect of current was
discovered by Oersted in 1820. Oersted found that a wire carrying a current was
able to deflect a magnetic needle.

B. Electromagnet:
An electric current can be used for making temporary magnets known as
electromagnets. An electromagnet works on the magnetic effect of current. It
has been found that if a soft iron rod called core is placed inside a solenoid, then
the strength of the magnetic field becomes very large because the iron ore is
magnetized by induction.

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 C. Factors Affecting Strength of an Electromagnet:
The strength of an electromagnet is:

1) Directly proportional to the number of turns in the coil.

2) Directly proportional to the current flowing in the coil.

3) Inversely proportional to the length of air gap between the poles.

In general, an electromagnet is often considered better than a permanent magnet

because it can produce very strong magnetic fields and its strength can be
controlled by varying the number of turns in its coil or by changing the current
flowing through the coil.

E. Eddy Current:
Eddy currents are circular electric currents induced within conductors by a
changing magnetic field in the conductor, due to Faraday's law of induction.
Eddy currents flow in closed loops within conductors, in planes perpendicular to
the magnetic field. By Lenz's law, an eddy current creates a magnetic field that
opposes the magnetic field that created it, and thus eddy currents react back on
the source of the magnetic field. This effect is employed in eddy current brakes
which are used to stop rotating power tools quickly when they are turned off.
The current flowing through the resistance of the conductor also dissipates
energy as heat in the material.

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 Fig. 1: EDDY Current

2.2. PARTS

A.AC Motor:
An AC motor is an electric motor driven by an alternating current (AC). The AC
motor commonly consists of two basic parts, an outside stationary stator having
coils supplied with alternating current to produce a rotating magnetic field, and
an inside rotor attached to the output shaft producing a second rotating magnetic
field. The rotor magnetic field may be produced by permanent magnets,
reluctance saliency, or DC or AC electrical windings.

Less commonly, linear AC motors operate on similar principles as rotating

motors but have their stationary and moving parts arranged in a straight-line
configuration, producing linear motion instead of rotation.

B. Electromagnet

An electromagnet is a type of magnet in which the magnetic field is produced

by an electric current. The magnetic field disappears when the current is turned
off. Electromagnets usually consist of a large number of closely spaced turns of
wire that create the magnetic field. The wire turns are often wound around a
magnetic core made from a ferromagnetic or ferromagnetic material such as
iron; the magnetic core concentrates the magnetic flux and makes a more
powerful magnet. A simple electromagnet consisting of a coil of insulated wire

5
wrapped around an iron core. The strength of magnetic field generated is
proportional to the amount of current.

The main advantage of an electromagnet over a permanent magnet is that the

magnetic field can be quickly changed by controlling the amount of electric
current in the winding. However, unlike a permanent magnet that needs no
power, an electromagnet requires a continuous supply of electrical energy to
maintain a magnetic field.
Electromagnets are widely used as components of other electrical devices, such
as motors, generators, relays, loudspeakers, hard disks, MRI machines,
scientific instruments, and magnetic separation equipment. Electromagnets are
also employed in industry for picking up and moving heavy iron objects such as
scrap iron and steel.
C. Aluminum Disk

1) The aluminum disk is the make from the aluminum.

2) This disk is mounted on the shaft.
3) And the shaft is connected to the ac motor so that the aluminum disk is
rotates as the same speed of the motor.
4) There are the two electro magnets are provided on the two other sides of the
disk.
5) So, that when the aluminum disk cuts the magnetic field created by the
electromagnet it is produce eddy current in it.
D. Metal FRAM

1) The metal frame is the base of the whole equipment.

2) The metal frame is suitable for the withstand the load of the assembly on it so
it is design properly.
3) There is the use the metal frame for the support the whole assembly on it.
4) The metal frame is made from the cast irons. The blocks of the cast iron are
cut by the cutting machine.

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5) Arc Welding is use for the join the cast iron blocks as per the requirement so
the frame.
E. Shaft

1) The shaft is the life line of the any equipment.

2) In this project there is the use the 8mm cast iron shaft for the mounting the
disk and electric motor.
3) The shaft is attached to the motor and aluminum disk with help of the flange
coupling.
4) The shaft is supported on the frame by the bearing and bearing blocks.

F. Bearing (608)

A ball bearing is a type of rolling-element bearing that uses balls to maintain the
separation between the bearing races. The purpose of a ball bearing is to reduce
rotational friction and support radial and axial loads. It achieves this by using at
least two races to contain the balls and transmit the loads through the balls. In
most applications, one race is stationary and the other is attached to the rotating
assembly (e.g., a hub or shaft). As one of the bearing races rotates it causes the
balls to rotate as well. Because the balls are rolling they have a much lower
coefficient of friction than if two flat surfaces were sliding against each other.
Ball bearings tend to have lower load capacity for their size than other kinds of
rolling-element bearings due to the smaller contact area between the balls and
races. However, they can tolerate some misalignment of the inner and outer
races.
The most common standardized ball bearing size is the 608 series. In the 608
series, the ball bearing typically consists of optional closures, inner race, outer
race, balls, and ball retainer. It is characterized by an 8mm inner diameter (the
bore of the ball bearings), a 22mm outer diameter, and a width of 7mm.
Development of the Electro-Magnetic Brake (IJIRST/ Volume 1 / Issue 12 /
082) All rights reserved by www.ijirst.org 489
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G. Bearing Block

The fundamental application of both types is the same which is to mount

bearings safely enabling their outer ring to be stationary while allowing rotation
of the inner ring. The housing is bolted to a foundation through the holes in the
base. Bearing housings are either split type or un split type. Split type housings
are usually two piece housings where the cap and base can be detached, while
certain series are one single piece housings. Various seals are provided to
prevent dust and other contaminants from entering the housing. Thus, the
housing provides a clean environment for the expensive bearings to freely
rotate, hence increasing their performance and duty cycle.
Bearing housings are usually made of grey cast iron. However various grades of
metals can be used to manufacture the same.
H. Flange Coupling

A coupling is a device used to connect two shafts together at their ends for the
purpose of transmitting power. Couplings do not normally allow disconnection
of shafts during operation, however there are torque limiting couplings which
can slip or disconnect when some torque limit is exceeded.
The primary purpose of couplings is to join two pieces of rotating equipment
while permitting some degree of misalignment or end movement or both. By
careful selection, installation and maintenance of couplings, substantial savings
can be made in reduced maintenance costs and downtime.
This coupling has two separate cast iron flanges. Each flange is mounted on the
shaft end and keyed to it. The two flanges are coupled together with the help of
bolts and nuts. The projected portion of one of the flanges and corresponding
recess on the other flange help to bring the shaft into line and to maintain
alignment. A flange which is provided with a shroud which shelters the bolts
heads and nuts is called protected type flange coupling.
Distance Sensor (Proximity Sensor)

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A sensor is a transducer whose purpose is to sense some characteristic of its
environs. It detects events or changes in quantities and provides a corresponding
output, generally as an electrical or optical signal. Sensors are used in everyday
objects such as touch-sensitive elevator buttons and lamps which dim or
brighten by touching the base besides innumerable applications of which most
people are never aware.
Types of Sensor:
1) Proximity Sensor
2) Temperature Sensor
3) Pressure Sensor
4) Ultrasonic Sensor
5) The Acceleration Sensor
6) Displacement Sensor
7) Holzer Switch Sensor

A proximity sensor is a sensor able to detect the presence of nearby objects

without any physical contact. A proximity sensor often emits an electromagnetic
field or a beam of electromagnetic radiation (infrared, for instance), and looks
for changes in the field or return signal. The object being sensed is often
referred to as the proximity sensor's target. Different proximity sensor targets
demand different sensors. For example, a capacitive or photoelectric sensor
might be suitable for a plastic target; an inductive proximity sensor always
requires a metal target. The maximum distance that this sensor can detect is
defined "nominal range". Some sensors have adjustments of the nominal range
or means to report a graduated detection distance.
The sensors are used for the collect the data of the outside of the equipment and
use this data for controlling the equipment. The sensors are used for the
automatic operation of the equipment. Proximity type sensors are used for the
find the distance. This type sensors are used for the give a signal to operate an
9
equipment and stop in specific condition. The proximity sensors are work on
principle of emitting and receiving diode. The sensors are not in action while
obstacle is away the sensor. So, that the sensors are allows the run motor. When
the obstacle is near to the sensor in range that time the sensor are activated.
Sensor cutoff the power of motor. And sensor will start an electromagnet for the
braking purpose at a time. When the obstacle is move away that time sensors
stop the electromagnet and start a power of motor. So, that this system is work
as automatic braking system.

3.TYPES OF ELECTROMEGNETIC BREAKS

1.Electromagnetic Power Off Brake

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
be used to increase brake torque, without increasing brake diameter. There are 2
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main types of holding brakes. The first is spring applied brakes. The second is
permanent magnet brakes.
WORKING
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 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.
2. Electromagnetic Particle Brake

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 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.

WORKING
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.
4. WORKING
There are three parts to an electromagnetic brake: field, armature, and hub
(which is the input on a brake) (B-2). 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). Disengagement is very simple. Once the field starts

12
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.

Electromagnetic brake
Voltage/Current - And the Magnetic Field

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. 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. 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

13
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
20C. 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.

Based on V = I R, as resistance increases available current falls. An increase

in resistance, often results from rising temperature as the coil heats up,
according to: Rf = Ri [1 + Cu (Tf - Ti)] Where Rf = final resistance, Ri =
initial resistance, Cu = copper wires temperature coefficient of resistance,
0.0039 C-1, Tf = final temperature, and Ti = initial temperature.
4.1. 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), electromagnetic brakes have better heat dissipation capability to avoid
problems that friction brakes face as we mentioned before. Typically,
electromagnetic brakes have been mounted in the transmission line of vehicles,
as shown in figure 2.2. The propeller shaft is divided and fitted with a sliding
universal joint and is connected to the coupling flange on the brake. The brake
is fitted into the chassis of the vehicle by means of anti-vibration
mounting.
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4.2. ENGAGEMENT TIME
There are actually two engagement times to consider in an electromagnetic
brake. The first one is the time it takes for a coil to develop a magnetic field,
strong enough to pull in an armature. Within this, there are two factors to
consider. The first one is the amount of ampere turns in a coil, which will
determine the strength of a magnetic field. The second one is air gap, which is
the space between the armature and the coil shell. Magnetic lines of flux
diminish quickly in the air. The further away the attractive piece is from the
coil, the longer it will take for that piece to actually develop enough magnetic
force to be attracted and pull in to overcome the air gap. For very high cycle
applications, floating armatures can be used that rest lightly against the coil
shell. In this case, the air gap is zero; but, more importantly the response time is
very consistent since there is no air gap to overcome. Air gap is an important
consideration especially with a fixed armature design because as the unit wears
over many cycles of engagement the armature and the coil shell will create a
larger air gap which will change the engagement time of the brakes. In high
cycle applications, where registration is important, even the difference of 10 to
15 milliseconds can make a difference, in registration of a machine. Even in a
normal cycle application, this is important because a new machine that has
accurate timing can eventually see a drift in its accuracy as the machine gets
older.
The second factor in figuring out response time of a brake is actually
much more important than the magnet wire or the air gap. It involves
calculating the amount of inertia that the brake needs to decelerate. This is
referred to as time to stop. In reality, this is what the end-user is most
concerned with. Once it is known how much inertia is present for the brake to
stop then the torque can be calculated and the appropriate size of brake can be
chosen.
Most CAD systems can automatically calculate component inertia, but

15
the key to sizing a brake is calculating how much inertia is reflected back to the
brake. To do this, engineers use the formula: T = (WK2 N) / (308 t) Where
T = required torque in lb-ft, WK2 = total inertia in lb-ft2, N = change in the
rotational speed in rpm, and t = time during which the acceleration or
deceleration must take place.
Inertia Calculator There are also online sites that can help confirm how
much torque is required to decelerate a given amount of inertia over a specific
time. Remember to make sure that the torque chosen, for the brake, should be
after the brake has been burnished.
4.3. BURNIHING
Burnishing is the wearing or mating of opposing surfaces. When the armature
and brake faces are produced, the faces are machined as flat as possible. (Some
manufacturers also lightly grind the faces to get them smoother.) But even with
that the machining process leaves peaks and valleys on the surface of the steel.
When a new out of the box brake is initially engaged most peaks on both
mating surfaces touch which means that the potential contact area can be
significantly reduced. In some cases, an out of box brake may have only 50% of
its torque rating.
Burnishing is the process of cycling the brake to wear down those initial peaks,
so that there is more surface contact between the mating faces.
Even though burnishing is required to get full torque out of the brake it may not
be required in all applications. Simply put, if the application torque is lower
than the initial out of box torque of the brake, burnishing would not be required;
however, if the torque required is higher, then burnishing needs to be done. In
general, this tends to be required more on higher torque brakes than on smaller
lower torque brakes.
The process involves cycling the brake a number of times at a lower inertia,
lower speed or a combination of both. Burnishing can require from 20 to over
100 cycles depending upon the size of a brake and the amount of initial torque

16
required. For bearing mounted brakes where the rotor and armature is connected
and held in place via a bearing, burnishing does not have to take place on the
machine. It can be done individually on a bench or as a group at a burnishing
station. Two piece brakes that have separate armatures should try to have the
burnishing done on the machine verses a bench. The reason for this is if
burnishing on a two piece brake is done on a bench and there is a shift in the
mounting tolerance when that brake is mounted to the machine the alignment
could be shifted so the burnishing lines on the armature, rotor or brake face may
be off slightly preventing that brake from achieving full torque. Again, the
difference is only slight so this would only be required in a very torque sensitive
application.
4.4. 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 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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4.5. OVER EXCITATION

Electromagnetic-Power-Off-Brake
Over-excitation is used to achieve a faster response time. It is when a coil
momentarily receives a higher voltage then 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
18
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.

4.6. WEAR
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.
The main wear in electromagnetic brakes occurs on the faces of the mating
surfaces. Every time a brake is engaged during rotation a certain amount of
energy is transferred as heat. The transfer, which occurs during rotation, wears
both the armature and the opposing contact surface. Based upon the size of the
brake, the speed and the inertia, wear rates will differ. With a fixed armature
design a brake will eventually simply cease to engage. This is because the air
gap will eventually become too large for the magnetic field to overcome. Zero
gap or auto wear armatures can wear to the point of less than one half of its
original thickness, which will eventually cause missed engagements.

5. RESULT ANALYSIS
There is the result of the project are as shown in table
The reading is taken as the rotation speed of the aluminum disk with the motor
and stopping time when the electromagnet is in action and motor power supply
cut-off.

19
The results are as shown in table.
ROTATING
Table 1 SR NO STOPING TIME (SEC)
SPEED(RPM)
1 500 1.10
2 1000 1.40
3 1500 2.10
4 1700 2.50
5 2000 3

6.ADVANTAGES

1) 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 (brake fade) suddenly occurs.
2) This is reduced significantly in electromagnetic disk brake systems.
3) Potential hazard of tire deterioration and bursts due to friction is eliminated.
4) There is no need to change brake oils regularly.
5) There is no oil leakage
6) The practical location of the retarder within the vehicle prevents the direct

20
impingement of air on the retarder Caused by the motion of the vehicle.
7) The retarders help to extend the life span of the regular brakes and keep the
regular brakes cool for emergency situation.
8) The electromagnetic brakes have excellent heat dissipation efficiency owing
to the high temperature of the surface of the disc which is being cooled.
9) Due to its special mounting location and heat dissipation mechanism,
electromagnetic brakes have better thermal dynamic performance than regular
friction brakes.
10) Burnishing is the wearing or mating of opposing surfaces. This is reduced
significantly here.
11) In the future, there may be shortage of crude oil; hence by-products such as
brake oils will be in much demand. EMBs will overcome this problem.
12) Electromagnetic brake systems will reduce maintenance cost.
13) The problem of brake fluid vaporization and freezing is eliminated.
14) Electric actuation, no fluid.
15) Easier integration with anti-lock, traction, and dynamic stability controls.
16) Easy individual wheel braking control.

7.DISADVANTAGES

1) 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.

21
 8.CONCLUSION

Electromagnetic brakes have been used as supplementary retardation equipment

in addition to the regular friction brakes on heavy vehicles. An electromagnetic
brake would be very advantageous, as it has great braking efficiency and has the
potential to regain energy lost in braking. When used in a large vehicle, these
regenerative brakes could generate large quantities of electricity to be re-used
by the vehicle, instead of being lost as heat. Furthermore, these electromagnetic
brakes would reduce break wear, a common problem with many cars.

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 9.REFERENCE

[1] LATCHING BRAKE USING PERMANENT MAGNET by Stephen Z.

Oldakowski, Bedford, Ohio United States Patent Patent Number: 5,121,018
[2] ADJUSTABLE MAGNETIC BRAKE by Hung-Chi Wu, 958-2, Ghung
Shan Rd., Tao-Yuan, Taiwan United States Patent Patent Number: 5,096,024
[3] MAGNETIC BRAKE SYSTEM FOR A VEHICLE by Jae-Woong Lee.
Seoul, Rep. of Korea United States Patent Patent Number: 5,746,294
[4] BRAKE DEVICE FORAN ELEVATOR WITH MONITORING
CAPABILITIES by Karl Erny, Holzhausem United States Patent Patent No.:

23
US 7,909,145 B2
[5] MAGNETIC BRAKE by Albert E. Miller, Dayton, Ohio United States
Patent Office Patent No 2,482,428
[6] Kesavamurthy, N., Eddy-current in solid iron due to alternating magnetic
flux, The Institution of Engineers Monograph, No. 339U, pp. 207213, June,
1959,
[7] Ohyma, T., Adhesion at higher speeds, its basic characteristic, its
improvement and some related problem, Japanese Railway Engineering, Vol.
108, 1988.
[8] Mcconnell, H.M., Eddy-current phenomena in ferromagnetic material,
AIEE Transactions,Vol. 73, part I, pp. 226234, July, 1954.
[9] Ren He,Xuejun Liu Brake Performance Analysis of ABS for Eddy Current
and Electrohydraulic Hybrid Brake System School of Automotive & Traffic
Engineering, Jiangsu University, Zhenjiang 212013, China Received 24
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