Conference Session A9

Paper #3174
University of Pittsburgh
Swanson School of Engineering April 13, 2013
1
ELECTROMAGNETIC & EDDY CURRENT BRAKING SYSTEMS

Andrew Sponsler (aps50@pitt.edu, Bursic 2:00), Sean Kurtz (srk53@pitt.edu, Bursic 2:00)

Abstract The wheels of progress spin on and on, as
do the wheels of everyday vehicles. While the cycle of
progress need not be stopped or slowed, the wheels of cars,
trains, and rollercoasters must at some point cease spinning.
No longer must they grind to a halt either; electromagnetic
brakes can eliminate frictional limitations and improve
efficiency, all the while employing a more powerful
retarding system. Both electromagnetic braking systems
(EBS) and eddy current braking systems (ECB) are
decelerating devices employed in rotating mechanisms.
Traditional frictional systems apply surface to surface
contact on the rotational component. ECB function by way
of two discs positioned laterally to the rotational component
that impede rotation by generating an electromagnetic force
that works counter to the initial direction of rotation,
slowing down the component. The elimination of surface
contact contributes to increasing energy efficiency. The
implementation of ECB into the wheelhouses of automobiles
instead of current friction-based systems will decrease fuel
consumption by limiting energy wasted in unnecessary heat
transfer.

Key Words Brakes, Eddy Current, Efficiency,
Electrodynamics, Induced Charge, Magnetic Fields,
Mechanics

BRAKES: WHY NOW?

For the last several years the United States has been at a
crucial point in the auto industry. Corporations, particularly
automakers, have failed, gone bankrupt, and been given
stimulus packages to stay financially afloat. Today, the auto
industry stands at a crossroads; the future of the American
auto industry will be decided by the choices auto executives
make and the legislation that policy-makers pass. To
stimulate production in todays market, either technological
advantages or cheap production costs are needed. Keeping
production costs down in order to make a product
domestically is problematic. Market production costs can
only be driven down to a certain extent because wage laws
limit scalability of labor, and trade laws limit costs of
material stock volume for fabrication. The American auto
industry is now at a crossroads where outsourcing and new
innovations in engineering intersect. The path chosen by
American automakers will influence the future strength of
the American economy and the global competitiveness of
the auto industry. The above factors drive the appeal of
outsourcing but they come at the cost of American labor and
American jobs. Exchanging domestic economic security for
inexpensive production characterizes our outsourcing option,
while investments in developing technology and its
implementation characterize the sustainable engineering
option. Taking the engineering route towards new
innovations, valuing American labor and economic stability
over higher profit margins for corporations, specifically
implementing eddy current braking systems into
automobiles, will not only provide technological advance. It
will also contribute to revitalizing the auto industry, creating
an improved product manufactured in the United States.

Mechanics

The braking systems goal is to slow a moving body.
What is the advantage of a braking system that relies on
electric current? Why not continue to implement the
friction-based braking systems installed on the vast majority
of automobiles since their commercialization in the early
1900s? The answer is simple: progress calls. The Ford
Model Ts wheel brake and reverse band were actuated
via dierent hand levers [1] and todays consumer vehicles
primarily implement disc brakes made of cast iron steel [2].
Friction based-systems have been the industry standard since
the beginning of consumer vehicles. The problems that come
with friction brakes such as brake squeal, thermal energy
waste, and disc cracking can be considerably reduced by
switching to eddy current brakes. ECB take what has
traditionally been a mechanical process and transform it into
an electromagnetic process. Mechanizing an electrical
process to fit the needs of a system is the path taken by eddy
current brake systems.

Walking Through the Structure

As the name implies, eddy current brake systems
manipulate eddy currents and electromagnetism in order to
stop a moving element passing through a magnetic field. In
this case, the moving element will primarily be wheels
stopping or slowing. The brake system is made up of
opposing coils on either side of the disc wheel. When a
current is applied to the coils, a strong electromagnetic field
is created and a charge is induced in the disc wheel [3]. Due
to the motion of the disc wheel and the presence of an
induced charge, eddy currents are produced that provide the
stopping force that leads to the vehicle slowing down. There
is no mechanical interaction between the braking element
and the rotating element since the only forces are those from
induced magnetic fields. This key piece of information is
what sets apart ECB as unique from other systems: the
braking element never has to touch the rotating element.
The stopping force afforded to the vehicle is then spawned
entirely from a magnetic force induced by an electric charge.

Andrew Sponsler
Sean Kurtz
University of Pittsburgh
Swanson School of Engineering April 13, 2013
2
Moving Electricity

The entire basis of the circuitry and construction of
electrically actuated braking systems is in the concept of
electric current. The formal definition of current is:

i =
dq
dt
(1) [4]

where i is current, q is charge and t is time [4]. Current is the
change in charge over a change in time. Many of the
relevant applications of electricity, such as the discovery of
electromagnetism and induction of charge, have their roots
in experiments with current.
The entire notion of the feasibility of eddy current
braking systems is predicated on the laws of
electrodynamics. ECB use currents and induced magnetism
to attract a rotating surface, thus slowing down a moving
system [3]. The system relies heavily on the use of eddy
currents to retard any given system.
A note regarding the formal definition of current: in the
context of electromagnetism, it is especially important to
distinguish the definition of current to be a change in the net
charge through an area. For example, take a solitary rod of
copper and imagine a cross-sectional slice anywhere along
the rod perpendicular to the length. Many electrons pass
through this planar intersection at any given moment.
However, since the electrons are passing through the plane
in both directions, there is no net change in charge in any
direction. If the same copper rod were attached to a rod, the
presence of an electric potential would then create a flow of
electrons through the cross-section and the rod would be said
to be experiencing a current.

Eddy Currents

When a non-conducting material passes through a
magnetic field, reactionary currents stir up beneath the
surface of the metal. These circulating currents, called eddy
currents, apply themselves against the magnetic field
creating a force that is contrary to the field [4]. This
principle is a product of Faradays law of induction.
In order to provide a clearer basis of understanding, a
brief overview of induction should be given consideration.
Similar to an electric field, a magnetic field can pass through
or be contained within an object. Thus how much of the field
is contained within an object must be defined. The quantity
of the magnetic field enclosed by an object is called the
magnetic flux. The magnetic flux through area A is given by
this equation.

B
= ]B

JA

(2)[4]

Once the amount of magnetic flux has been
quantitatively analyzed the flux equation can be used to
formally state the Faraday-Lenz law of induction for a close-
packed coil of N turns,

e = N
d4
b
dt
(3)[4]

The clearest example of an eddy current being induced
in a conducting metal may be demonstrated by dropping a
magnet through a vertically oriented copper pipe. The
relative motion of the magnetic field, created by the magnet,
past the conducting metal, the copper pipe, will create eddy
currents inside the copper pipe and will slow the fall of the
magnet. The magnet will quickly reach terminal velocity and
will fall at a constant rate much slower than free fall. The
currents are stirred up beneath the surface of the metal
passing through the magnetic field. The swirling currents
point in every direction in actuality; however, since the
metal is in motion through the electric field, the only force
that is felt is the force opposite of the direction of motion
[5]. This antagonist force is the basis for an eddy current
brake system.
Levin et al. performed a study on eddy currents using
the example of a magnet falling through a copper pipe to
create an accessible model demonstrating Faradays theory
of electromagnetic induction [5].

FIGURE 1

Diagram of elements involved in Levins experiment [5]

In the study, a cylindrical magnet was dropped through
a copper pipe of a certain radius. The study took record of
the time the magnet took to travel through the length of the
pipe. When a second magnet of equal mass to the first was
attached to the first, the time required to travel through the
pipe increased. It is assumed that a magnetically and
electrically neutral object dropped through the copper pipe
will have the fastest descent of all of these objects. From
their measurements, Levin was able to calculate velocity,
using the length of the pipe and the time of travel in the
equation:

: = II (4)[5]

Andrew Sponsler
Sean Kurtz
University of Pittsburgh
Swanson School of Engineering April 13, 2013
3
Levin then calculated a value q
m
by measuring the
magnetic field in the center of one of the flat surfaces of the
magnet and using that value in the equation of a magnetic
field created between two discs within parallel planes of
separation d.

B =

0
c
m
2
d
d
2
+
2
(5)[5]

This formula implies that the force of attraction and
consequently the eddy currents due to the induced field are
related to the strength of the charge on the surface of the
magnet. Since the charge can be manipulated by applying a
current, the strength of the eddy currents within essentially
any conducting element can also be manipulated.
Electromagnetic brakes work by inducing current in a
moving conducting loop. When electricity is applied to the
ends of the brake coils a strong magnetic field is created in
the space between. If the metal disc spins counterclockwise
through the field, clockwise eddy currents are induced and
the portion of the disc within the magnetic field experiences
a force in the direction opposite of its rotation. The disc must
then do work in order to continue rotating and will slow
down. As Levins experiment demonstrated, the strength of
the stopping force is proportional to the strength of the
magnetic field, which is in turn dependent on the essentially
limitless magnitude of the applied current. Since the strength
of the force can be manipulated by adjusting the current put
through an electromagnet, the strength of the magnetic field,
and thus the stopping power of the brake, can be adjusted.
Once paired with an operable foot pedal, this system
becomes a variable pressure brake system.

An Important Distinction

Simply put, the terms electromagnetic brake system
and eddy current brake system are not necessarily
synonymous. While certain types of electromagnetic brake
systems may induce eddy currents in the correlating metal
conducting element, EBS are not the same as eddy current
brakes. Electromagnetic brake systems employ
electromagnetism to force the wheel and the brake element
together to cause friction. An electromagnetic braking
system sends a current through a coil of wire, creating a
magnetic field to generate the mechanical force of friction,
which is the source of the stopping power for the vehicle [3].
Thus electromagnetic brakes are electromagnetic in their
actuation but apply a torque mechanically. Electromagnetic
brake system is a broad umbrella term categorizing brake
systems that utilize electromagnetism. Eddy current brake
systems are a subcategory of electromagnetic brake systems.
Thus, EBS should be taken to mean the spectrum of brake
systems actuated by electromagnetism, including, but not
limited to, the eddy current system. When mentioned simply
as EBS, it should be noted that in this instance the system
referenced is one of electromagnetic actuation but that
applies torque mechanically.

FIGURE 2

Basic schematic showing the discussed elements of an
EBS system [3]

Eddy current brakes are electromagnetic in their
actuation as well as in their application of torque. A current
runs through the magnetic coils generating a magnetic field
which then induces a charge within the moving plate to
create eddy currents within the plate. These eddy currents
generate the stopping force for the system.
Figure 2 shows an example of a brake system that
applies torque mechanically. The coils can be seen
positioned so that they can create an attractive force on the
armature. The armature is connected to the brake pads, here
labeled as friction disks, and braking power is applied to the
wheel when the armature is forced into the wheel disc. The
presence of a mechanical torque applicator implies that the
diagram belongs to an EBS system.

Applying Force without Contact

The central reason for using EBS is to eliminate friction.
Since friction in general wears away at a surface, there is a
guarantee that a friction-based system will need to be fixed
or replaced all together after some period of time. This
assurance of breakdown implies maintenance costs. The
implementation of a frictionless system in place of
commonly used friction systems will lead to elongation of
system life and better heat efficiency. Engineers must focus
on new ways to make processes more sustainable and
efficient, so ECB is a naturally sequential technology to
implement as it does not involve friction-based retardation.
Inducing eddy currents in the wheel disc to stop rotation
creates little heat transfer. Thus, applying electromagnetic
technology to brakes is an efficient way to improve energy
use and reduce unnecessary heat loss.
Andrew Sponsler
Sean Kurtz
University of Pittsburgh
Swanson School of Engineering April 13, 2013
4
Analysis of the stopping force provided by induced
eddy currents proves to lend credibility to the system as a
practical brake solution. Thompson presents an equation for
the force generated by eddy currents [6].

b
= 2F
b,mux
_

pk

2
+
pk
2
] (6)[6]

Describing this equation, Thompson says, By
Faradays law, there is an induced eddy current in the
conducting fin, and these eddy currents generate a velocity-
dependent braking force f
b
, given by [equation] where v is
relative velocity between the conductor and the permanent
magnets, F
b,max
is the maximum braking force; and v
pk
is a
characteristic velocity at which the braking force peaks [6].
A major drawback and maintenance cost of frictional
systems is the effects of the sizeable amount of thermal heat
generated from the braking process. For instance, when a
brake pad makes contact with a rotating brake disc, thermal
energy is transferred directly to the metal disc. The thermal
energy transferred causes the metal disc to expand. Once the
energy has been sufficiently transferred to the surroundings,
the metal disc contracts to its original size. Over time, this
constant expanding and contracting can crack the metal
brake disc. Once this occurs, the brakes integrity is
compromised. The disc cannot properly work and can fail at
any time given the specific conditions of operation. In
contrast, eddy current brakes diminish the occurrence of this
safety issue.
One alternate situation that can arise occurs under
constant braking. In time, thermal heat can be generated,
though, at a slow rate. This case is not a main concern, but
should still be kept in consideration. As a result, with the
absence of friction, safety and accountability of the braking
system is improved.

Power Supply Critically Analyzed

A natural question posed of the limitations of ECB is
that of the source of power supplication. In the majority of
automobiles, power is supplied by the ignition of gasoline or
diesel fuel. Onboard electronics are supplied by means of an
alternator, a device that converts mechanical energy into
alternating electrical energy. A brake system that is actuated
by an electric current would naturally tax the alternator
heavily for how often brakes are used. A greater need for
electrical power may necessitate more powerful alternators
or additional battery cells to fuel brake function. The greater
electric consumption may also mean that the system can
only be implemented on electric cars that already generate
enough current, or can be modified to generate enough
current, to additionally supply power to the ECB. As
insufficient experimental research has been performed on the
subject of implementing ECB into automobiles, it is difficult
to establish quantitatively the power demand versus stopping
power of ECB systems or the feasibility of powering ECB
through traditional automobile alternators.

COMPARISON TO FRICTIONAL
BRAKING SYSTEMS

Friction braking systems work by forcing direct contact
between a moving surface and a fixed surface. The physical
processes involved in this interaction are mechanical in
nature. Since constant grinding occurs between the two
surfaces, friction based brakes are not comparatively
efficient in terms of energy and heat application to eddy
current brake systems. ECB systems work through the use of
applied electromagnetic fields without ever requiring
physical contact between the disc wheel and the coils. The
elimination of friction allows an increased timespan of
utility and greater dependability.

Advantages

The primary advantages of applying EBS are reliability
and efficiency. EBS will have to be replaced less frequently
than friction based brakes, thus saving time and money in
the long run. The applications of EBS are unlimited since
they can be altered to meet a desired shape or size. Since
EBS is a relatively young field, much advancement can
easily be made through testing to find ways to make the
product less costly. An additional factor to consider is the
safety of EBS. The increased reliability and lack of surface
contact leads to less chance of brake failure, overheating or
slipping.
The primary advantages of applying eddy current brakes
to passenger vehicles include efficiency, safety, low
pollution, and a low cost of maintenance. Since there is no
direct contact between the moving body and the braking
system, there is no deterioration of the braking system. ECB
use electromagnetic forces to slow a moving body without
creating much wasted energy. Even though thermal energy
arises from the workings of the system, the waste is not
close to traditional frictional systems that are in place today.
Since ECB does not use friction, airflow or liquid coolants
can easily cool the system without disturbing the braking
process. The airflow and/or liquid coolants can absorb some
of the thermal energy given off by the braking system,
keeping the system stable. While in the frictional system,
there is no room between the contact between the brake and
the moving body causing constant wear on the system every
time it is used. This direct contact friction also causes
increased temperatures and is limited in functionality by the
time of dissipation of the thermal energy. Friction-based
braking systems function by transforming kinetic energy
entirely into thermal energy [2]. One solution to the heat
dissipation problem could be to use advanced engineering
materials to construct lightweight, internally ventilated brake
discs. Another solution would be to eliminate the direct
Andrew Sponsler
Sean Kurtz
University of Pittsburgh
Swanson School of Engineering April 13, 2013
5
contact of brake pads entirely, using ECB. The disc brake
system has an unstable nature when the concentration of heat
becomes extreme. This leads to safety concerns in frictional
systems that will fail above certain temperatures, while ECB
can overcome these concerns since the temperature of the
system can be controlled so that it does not rise appreciably.
Installations of ECB can be one of two types: permanent
magnet systems or charged systems. Permanent magnet
systems have an inherent safety mechanism. These systems
involve a magnet, commonly a neodymium-iron-boron
magnet [6] that permanently generates a magnetic field. In
this case the system works the same ways as the charged
system with electric coils; however in this system the coils
apply a magnetic field opposite of the permanent magnet so
that when fully powered, the coils cancel out the magnetic
field, creating a net magnetic field of zero. This way, if the
system loses power, the magnet will automatically engage.
Whether the system has power or the power fails, the brake
will still work since the magnetism is constant. Charged
systems, on the other hand, work like friction systems in the
sense that they require power to slow a moving body. This
charged system requires an emergency brake that can be
applied in the chance that the power source fails. This
emergency brake is most commonly a traditional friction
brake that can be initiated through the use of a mechanical
lever to apply braking force to slow the system. While, in a
frictional case, normal friction applied brakes and
emergency brakes can slip.
Since eddy current brakes do not use direct contact,
there is minimal chance that the system can fail or slip. The
electromagnetic force is constantly applied during braking.
A slip in a frictional system occurs when a horizontal force
overcomes the force of friction. Since there is no contact in
an ECB and since a constant electromagnetic field cannot
slip, the system eliminates the chance of a situation where
the braking can slip unintentionally. It must be noted that
this reduction of slipping probability in the brake system
does not preclude intentional engineering to provide for
safety. Anti-locking safety features may be hardwired into
the circuitry of the system to prevent tire skid or brake lock
at high speeds or low-traction roadways.
Another advantage of eddy current brakes is the
minimization of pollution. The various forms of pollution
related to traditional frictional braking systems include
noise, smell, and physical waste. Debris from the brake in
the contact area, thermal energy, and sound energy all result
from the rubbing between the braking system and the
moving body at the point of contact. As the brake pads are
worn down, the material has to go somewhere, so the refuse
usually turns into soil, air, and water pollution [7]. The
thermal energy usually translates to create a burning smell
not found in nature, creating air or odor pollution
[7]. Lastly, the rubbing also causes various sounds of
grinding, which is noise pollution [7]. Eddy current braking
resolves the noise, odor and debris issues and is a green
alternative. Since it lacks a frictional component, little
energy is given off in the form of thermal pollution. The
process is quiet and clean. No excess material is produced
from the braking process and the only byproduct is a small
quantity of thermal energy.
In addition to being a green alternative, eddy current
brakes require little maintenance. Foreseeable maintenance
required for upkeep of the system would not be significantly
more than coolant replacement and wiring replacement, and
only infrequently through the life of the product. The life of
the ECB system could foreseeably exceed that of the vehicle
on which it is installed. Both wiring and coolant are
inexpensive products and, if only purchased intermittently
through the life of the product, would amount to low upkeep
costs. Since the maintenance costs are so low, the cost of
the installation and production of eddy-current brakes can be
recouped over an estimated seven years, according to one
study [8]. Life-cycle costs over a nominal 25 years are
expected to be little more than half of those for conventional
disc brakes [8]. While traditional friction brakes need
consistent seasonal replacement of brake pads, braking fluid,
and rotors, the long-run economic value of non-friction
brakes overcomes the initial cost that the brakes require in a
few years when compared to frictional systems.

Disadvantages

The problems facing the application of eddy current
brakes are simply the time and cost associated with research
and development of a system compatible with traditional
automobiles. Since this is largely an experimental subject on
systems as small and as ubiquitous as the common
automobile, developers need to find the balance point
between cost of production and marketability while still
maintaining the quality of the product. A further aspect that
disadvantages EBS is the need for the development of safety
features analogous to anti-lock brakes in friction systems.
The primary disadvantages of applying eddy current
brakes to modern systems are: limited research, reliability at
low speeds, and interference with other signaling
processes. A search for information and statistics regarding
the brake system yields few results because little field
research has been done. This is a massive field where only
general systems have been designed but minimal testing has
been done beyond applications to trains, propellers, and
roller coasters. This leads to unknowns in the everyday use
of ECB for the common person, specifically in cars. Almost
no studies have been done for real designs of ECB for
consumer cars.
One more concern of using eddy current brakes is their
effectiveness at low speeds. Once a bodys motion has
decreased, ECB almost become useless at slow speeds
because nothing is there to hold the body at rest. Once the
brakes have slowed the body down, there still needs to be a
contact brake to hold the body in place. Then, when you
turn the power off to the braking system, the body will be
put back into motion by any force willing. Even the
Andrew Sponsler
Sean Kurtz
University of Pittsburgh
Swanson School of Engineering April 13, 2013
6
permanent magnet system is unable to hold a body in
place. ECB are excellent at slowing down high speed
moving objects, but just have not been sufficiently
developed to work at lower speeds. This is the main reason
why ECB have not been used in cars, by assumption. The
concept is promising, but there has not been enough research
performed on the subject to find a way to apply the system
to smaller moving bodies or bodies moving at low velocities.
Another significant disadvantage to eddy current brakes
is their studied interference with other signaling and electric
parts of certain applications. Since this system relies heavily
on magnetism, the fields in place by the brakes can alter
other signaling processes. A study involving high-speed
trains showed that several of the signaling grids were
experiencing interference caused by the ECB systems
generated magnetic field, even while the ECB system was in
the off position [8]. The permanent magnets involved in
ECB may potentially pose hazards to sensitive medical
equipment, such as pacemakers, as well as many other
electronic devices that would be brought within a certain
proximity to the car. This issue needs to be fixed before
ECB can be used commercially.

CURRENT USES OF EBS AND ECB

Electromagnetism is not simply a way of the future for
automobiles. The concepts may be applied to any technology
with moving parts. Electromagnetic brakes in particular are
already commonly used in industries such as production and
transportation.


List of devices with EBS

Copiers and printers
Packaging machinery
Conveyors
Textile machinery
Rollercoasters
High speed locomotives

This list of devices represents the diversity of the utility
of mechanically applied electricity. This list is limited and
does not involve all systems currently in place.

Sustainability

A natural question posed of any aspiring technology is,
Is it sustainable? The heart of this question is financial in
nature any investor would want to know if the advantages
can quantifiably outweigh the disadvantages. Would an eddy
current brake system viably afford a powerful retarding
system, while functioning in a way so that energy or other
material is not significantly depleted or wasted? The answer
lies in practical examination of the torque applicator within
the system. In ECB the torque is applied without physically
contacting the disc wheel, applying torque solely with a
magnetic field. Since there is no mechanical contact, there is
no part to be worn down over time as quickly as the
frictional system equivalent: the brake pad. The elimination
of the brake pad in ECB limits the amount of material
depleted by enabling the brakes. Also, the use of brake pads
emits thermal energy from direct contact with the brake disc.
The brake disc over time can crack from continuous braking.
This part is another major component that needs to be
replaced in traditional frictional systems that is eliminated
by the use of an eddy current brake.
The sustainable effect of switching to a system without
brake pads and discs is clearly seen: first, less material is
released as pollution and, second, there is no need to replace
any brake pads and discs during the life of the system. In
traditional friction-based brake systems, the application of
the brake pad onto the brake disc generates the mechanical
torque required to stop rotation. In the course of application,
the brake pads are worn away and the material that is worn
off must be deposited elsewhere. The dust given off of the
brake pads is given off through the wheel well and released
into the atmosphere. While the volume of material given off
as dust due to a single vehicle may seem inconsequential, the
net result of the pollution of all vehicular brake systems may
adversely affect the environment. An advantage of
eliminating the brake pads would be that the pollution due to
wear and tear of the brake pads would also be eliminated. Of
course, in a system without brake pads and discs, no brake
pads or discs would need to be replaced. Therefore in the
long-term the cost of maintenance is low compared to
friction brakes since there are no parts that require as
frequent replacement.
Finances take a significant cut when eddy current brakes
are implemented. The initial costs of ECB are more
expensive than traditional systems. Though, in the long run,
this new system pays for itself. In an estimated period of
seven years, expenses for frictional systems surpass the ECB
system. So, in the normal life span of a car, ECB would
save the owner expenses on brakes past seven years. Also,
the owner would not have to take the car in to exchange
brake pads and to inspect brake discs every year, depending
on the driver. The use of fuel can also be cut when installed
in the car. ECB can use power from either the cars battery
or another electrical power source. The application of this
system to an electric car would be able to advance green
technology already in place. Since ECB uses a magnetic
field, energy is conserved compared to frictional systems
that convert all of their energy to thermal heat. This thermal
heat is then dissipated into the air surrounding the brake, in
the frictional system. Thus, eddy current brakes do not give
off excess energy. The use of eddy current brakes in cars is
economically sound for the consumer in the long run and has
the potential to outlive the rest of the car. This braking
system does not develop new extra expenditures to be made
Andrew Sponsler
Sean Kurtz
University of Pittsburgh
Swanson School of Engineering April 13, 2013
7
outside the upgraded braking system, based off of the
research done as of recent.

Ethics

The fundamental canons set by the National Society of
Professional Engineers [9] strictly convey how research and
information distribution should be handled. The information
presented has been confirmed by research. The intent of this
development is to only advance the field of engineering and
mechanics as a whole. Safety and waste is at the forefront of
all concerns and the evaluation of the inherent risks that
come with new developments. The potential development is
to be an improvement on prior systems that are costly in the
long run and cause unnecessary waste and pollution. This
field still needs more research to provide more evidence for
reliability, but there is a strong understanding of the topic.


A Device for the Future

While many devices take advantage of the concept of
electromagnetism, the majority of automobile braking
systems do not. When considering a design for a brake
system in a product, automobile manufacturers should
consider the option of eddy current braking systems. ECB
are safe, responsible, and noiseless. Frictionless braking
systems are a viable alternative to traditional friction-based
systems. Continued research on this subject will only further
strengthen the case for the implementation of ECB in
automobiles.

REFERENCES

[1] Alizon, Fabrice, Steven B. Shooter, and Timothy W.
Simpson. "Henry Ford and the Model T: Lessons for Product
Platforming and Mass Customization." Elsevier Ltd., 5 Sept.
2009. Web. 3 Mar. 2013.
<http://www.producao.ufrgs.br/arquivos/disciplinas/187_aliz
on_et_al_(2009).pdf>.

[2] Krenkel, Walter, Bernhard Heidenreich, and Ralph Renz.
"C/C-SiC Composites for Advanced Friction Systems."
Advanced Engineering Materials. WILEY-VCH Verlag
GmbH, 7 May 2002. Web. 4 Mar. 2013.
<http://onlinelibrary.wiley.com/doi/10.1002/1527-
2648(20020717)4:7%3C427::AID-
ADEM427%3E3.0.CO;2-C/pdf>.

[3] "Multiple Disc Electromagnetic Brake." Ogura
Industrial Corp. Ogura Industrial Corp., n.d. Web. 07 Mar.
2013. <http://www.ogura-
clutch.com/products/industrial/howtheywork/multiple-disc-
electromagnetic-brake.html>.

[4] Halliday, D., R. Resnick, and J. Walker. Fundamentals
of physics. 9th. Wiley, 2011. Print.

[5] Levin, Yan, Fernando L. Da Silveira, and Felipe B.
Rizzato. "Electromagnetic Braking: A Simple Quantitative
Model." Instituto De F sica, Universidade Federal Do Rio
Grande Do Sul, 2 Feb. 2008. Web. 4 Mar. 2013.
<http://arxiv.org/pdf/physics/0603270.pdf>.

[6] Thompson, Marc T. "Practical Issues in the Use of
NdFeB Permanent Magnets in Maglev, Motors, Bearings,
and Eddy Current Brakes." Proceedings of the IEEE 97.11
(2009): 1758-767. Print.

[7] Gammon, Katharine. "Pollution Facts | Types of
Pollution." LiveScience.com. TechMediaNetwork.com, 27
Aug. 2012. Web. 05 Mar. 2013.
<http://www.livescience.com/22728-pollution-facts.html>.

[8] Schykowski, Jennifer. "Eddy-current Braking: A Long
Road to Success." Railway Gazette. DVV Media UK Ltd., 2
June 2008. Web. 5 Mar. 2013.
<http://www.railwaygazette.com/news/single-
view/view/eddy-current-braking-a-long-road-to-
success.html>.

[9] "NSPE Code of Ethics for Engineers." NSPE Code of
Ethics for Engineers. National Society of Professional
Engineers, n.d. Web. 01 Feb. 2013.
<http://www.nspe.org/Ethics/CodeofEthics/index.html>.


ADDITIONAL SOURCES

Adly, A. A., and S. K. Abd-El-Hafiz. "Speed-Range-Based
Optimization of Nonlinear Electromagnetic Braking
Systems." IEEE Xplore. IEEE, n.d. Web. 01 Feb. 2013.
<http://ieeexplore.ieee.org/xpls/abs_all.jsp?arnumber=42026
43>.

Albertz, D., S. Dappen, and G. Henneberger. "Calculation of
the 3D Nonlinear Eddy Current Field in Moving Conductors
and Its Application to Braking Systems."IEEE Xplore. IEEE,
n.d. Web. 01 Feb. 2013.
<http://ieeexplore.ieee.org/xpls/abs_all.jsp?arnumber=49735
3>.

Antipova, N. A. "The use of an electromagnetic brake to
improve the dynamic stability of a power system - Springer."
Home - Springer. Springer, May 2012. Web. 16 Jan. 2013.
<http://link.springer.com/content/pdf/10.1007%2Fs10749-
012-0310-4>.

Asai, S. "Recent Development and Prospect of
Electromagnetic Processing of Materials."IOP SCIENCE.
Elsevier Science Ltd., n.d. Web. 1 Feb. 2013.
Andrew Sponsler
Sean Kurtz
University of Pittsburgh
Swanson School of Engineering April 13, 2013
8
<http://iopscience.iop.org/1468-6996/1/4/A01/pdf/1468-
6996_1_4_A01.pdf>.

DLA History - About the Scholarly Communications Project
and the Digital Library and Archives, University Libraries,
Virginia Tech. N.p., n.d. Web. 16 Jan. 2013.
<http://scholar.lib.vt.edu/theses/available/etd-
5440202339731121/unrestricted/CHAP1_DOC.pdf>.

"Ethics." ASME. ASME Standards Technology, LLC, 10
Sept. 2007. Web. 16 Jan. 2013.
<http://files.asme.org/STLLC/13093.pdf>.

Kinkaid, N. M., and O. M. O'Reilly. "Automotive Disc
Brake Squeal." ScienceDirect.com. Department of
Mechanical Engineering, University of California -
Berkeley, 9 Oct. 2003. Web. 07 Mar. 2013

"Telma Frictionless Braking Systems." Telma. Parallax
Inc./IMA Consulting, n.d. Web. 16 Jan. 2013.
<http://www.telmausa.com/telma_htm/default.htm>.

ACKNOWLEDGMENTS

We would like to thank Matt Bogolin and Khaled
Abdelrahman for their help in the revision process. Sean
would like to specifically thank Samantha Margaret Durham
for her inspiration. Thanks to Antony Gnalian and Paul
Snyder, you guys are the best. Last but not least, thank you
to our parents.