See discussions, stats, and author profiles for this publication at: https://www.researchgate.

net/publication/290471949

Optimised design for magnetorheological brake using DOE methods

Article  in  International Journal of Energy Technology and Policy · January 2015

DOI: 10.1504/IJETP.2015.074163

CITATIONS READS

0 100

2 authors:

Thanikachalam Jayaraj P. Nagaraj

Mepco Schlenk Engineering College Mepco Schlenk Engineering College
13 PUBLICATIONS   0 CITATIONS    95 PUBLICATIONS   839 CITATIONS   

SEE PROFILE SEE PROFILE

Some of the authors of this publication are also working on these related projects:

Preparation of MR Fluid and Modeling of Magneto Rheological Fluid Brake View project

All content following this page was uploaded by Thanikachalam Jayaraj on 27 March 2017.

The user has requested enhancement of the downloaded file.

394 Int. J. Energy Technology and Policy, Vol. 11, No. 4, 2015

Optimised design for magnetorheological brake using

DOE methods

J. Thanikachalam* and P. Nagaraj

Department of Mechanical Engineering,
Mepco Schlenk Engineering College,
Sivakasi, Tamilnadu, India
Email: jthanik@gmail.com
Email: nithyanraj@yahoo.com
*Corresponding author

Abstract: Nowadays, the automobile systems like suspension, transmission,

braking and clutch systems are controlled through the wire concept. To
overcome the drawbacks of the existing conventional hydraulic braking system
(CHB), magnetorheological brake (MRB) is introduced in this project. CHB
require complex mechanical parts to dissipate energy. A magnetorheological
fluid (MRF) brake is more efficient than conventional braking system in terms
of weight reduction and response time. The research work is concerned with
the development of a new braking system which employs MRF as working
medium. MRB design proposed in earlier studies is to be further improved
according to additional practical design criteria and constraints and more
in-depth electromagnetic finite element analysis. The design procedure
comprises the selection of materials for MRB, creating an analytical model for
finding the braking torque produced by the MRB and finite element analysis of
the MRB.

Keywords: magnetorheological brake; MRB; optimisation; finite element

simulation; COMSOL multiphysics.

Reference to this paper should be made as follows: Thanikachalam, J. and

Nagaraj, P. (2015) ‘Optimised design for magnetorheological brake using DOE
methods’, Int. J. Energy Technology and Policy, Vol. 11, No. 4, pp.394–406.

Biographical notes: J. Thanikachalam is working as an Assistant Professor in

the Department of Mechanical Engineering at Mepco Schlenk Engineering
College, Sivakasi, India. He has 12 years of teaching experience from 2003 to
till date; he has published more research papers in journals.

P. Nagaraj is working as a Professor and Head in Department of Mechanical

Engineering at Mepco Schlenk Engineering College, Sivakasi, India. With
25 years of teaching experience, he has published more than 20 research papers
in journals.

1 Introduction

Magnetorheological braking system is one in which magnetorheological fluid (MRF) is

acting as the working medium. MRFs are free-flowing media whose flow properties
change rapidly and reversibly under the influence of a magnetic field. Discussion of the

Copyright © 2015 Inderscience Enterprises Ltd.

 Optimised design for magnetorheological brake using DOE methods 395

behaviour of the MRFs is based on the relative movement between the particles and
carrier fluid (Spaggiari, 2013).
When the brake is applied, the system is completed the magnetic coil which is
wounded around the rotor will produce magnetic flux. By the magnetic field produced the
particles in the MRF will form a chain like structure which results as a braking torque
(Assadsangabi et al., 2011; Granqvist, 1993).
When the magnetic flux is increased the braking torque can also be increased. This
paper deals with the possible ways to increase the magnetic flux by varying the input
parameters.

2 Design of MRB

In order to design a suitable magnetorheological brake (MRB), two different tasks are
necessary: a model capable of analysing the performance of a given brake design and an
optimisation tool capable of using the results of such analyses to produce improved
designs (Gebler et al., 1995).

2.1 3D CAD model

In consideration of the dimensions of the various components of the MRB, the first factor
to take into account is the existence of physical limitations. For example, if the brake is to
be placed within the wheel rim (where today’s disk or drum brakes are located), the
overall diameter must be such that it will fit within that area: it is recommended that a
minimum clearance of 3 mm exists between the brake and wheel rim and spokes.
We are taking the radius of the MRB as 215 mm. We have seen that the maximum
radius of the MRB is 21.5 cm and have set the disk radius to 7 cm and the width of the
coil to 0.2 cm.
In addition to these two quantities, the radius of the brake must also accommodate the
fluid gap (0.1 cm) adjacent to the edge of the disk, the steel ring that will provide
separation between the MRF and the coil and the casing.
With the above values, a 3D CAD model of the proposed MRB was created using
Solidworks 2013. Figure 1 shows the 3D CAD model of the proposed MRB model and
Figure 2 shows the drawing view of the proposed model.

Figure 1 3D CAD model of MRB (see online version for colours)

396 J. Thanikachalam and P. Nagaraj

Figure 2 Dimensions of MRB (see online version for colours)

3 Material selection

The major components of the MRB are:

1 casing
2 disc
3 ring
4 coil
5 shaft.
The material selection is a critical part of the MRB design process. Materials used in the
MRB have crucial influence on the magnetic circuit as well as the structural and thermal
characteristics. Here, the material selection issue is discussed in terms of the magnetic
properties and structural and thermal properties (Granqvist, 1993).

3.1 Material for disc and casing

However, permeability of ferromagnetic materials is highly nonlinear. It varies with
temperature and applied magnetic field (e.g., saturation and hysteresis). As ferromagnetic
material, there is a wide range of alloy options that are undesirably costly for the
automotive brake application. Therefore, a more cost-effective material with required
permeability should be selected.
 Optimised design for magnetorheological brake using DOE methods 397

In addition, since it is difficult to accurately measure the permeability of materials, in

this work, only materials with known properties were considered as possible candidates.
Considering the cost, permeability and availability, low carbon steel, AI 6061 was
selected as the magnetic material in the magnetic circuit AI 6061 has a high yield stress.
Table 1 The properties of the steel AISI 1018

Property Value
Ultimate tensile strength 350 MPa
Yield strength 276 MPa
Elongation 17%
Rockwell hardness B60
Bulk modulus 140 GPa
Poisson’s ratio 0.33
Shear modulus 26 GPa
Machinability 50%

3.2 Material for shaft

Shaft should be non-ferromagnetic in order to keep the flux far away from the seals that
enclose the MRF (to avoid from MRF being solidified) 304 stainless steel is a suitable
material for the shaft due to its high yield stress and availability.
Table 2 The properties of the 304 stainless steel

Property Value
Ultimate tensile strength 505 MPa
Yield strength 215 MPa
Elongation 70%
Rockwell hardness 70
Shear modulus 86 GPa
Modulus of elasticity 193–200 Gpa
Poisson’s ratio 0.29
Magnetic permeability 1.008
Thermal conductivity 16.2 W/m-k

3.3 Material for coil

Thicker wires are capable of conducting greater currents but take more space and hence a
smaller number of turns can be wound in the same area. The change in current carrying
ability is inversely proportional to the number of turns per unit area magnetic flux
produced by the coil is proportional to NI, the choice of a given wire dimension will not
influence it. After referring American Wire Gauge (AWG) Cable/Conductor Sizes and
Properties, AWG 21 is chosen.
398 J. Thanikachalam and P. Nagaraj

3.4 MRF selection

The selection of MRF is important in the design of the MRB. No-field viscosity of the
MRF, operating temperature range and shear stress gradient are some of the key
properties that have to be considered when making a selection. The properties of the
MRF chosen for the MRB design are given below:
• density: 450 kg/m3
• viscosity: 6 Ns/m2.

4 Finite element analysis of MRB

4.1 Analytical model of MRB

For the MRB, the basic equation which describes the phenomenon occurring in the MRB
has to be derived. Here, an expression for the braking torque produced by the MRB is to
be derived in terms of applied magnetic field (Gebler et al., 1995).
Braking force (Fb) is the tangential force acting between the disc and the stator
braking torque (Tb) is the moment of braking force about the centre of rotation:
• Braking torque, Tb = Fbr
r = Effective radius
Fb
• Shear stress, τ =
dA
Fb = τdA
Tb = τrdA
Equation for τ can be derived from fitting the curve using the table values of the flow
 ) with and without magnetic field.
curve ( τ v / sϒ

4.2 FEA of MRB

3D CAD model is imported into COMSOL Multiphysics software to do the finite
element analysis. In the design of MRB, the various parts and their material properties are
given. Then, the 3D model is meshed to achieve better results (Gebler et al., 1995).
Electro-magnetic analysis is carried in magnetic field module different magnetic
fields are obtained. Here, the variables are the input current, the radius of the rotor and
the no of coils. The input current and the no of coils can be changed when the analysis is
still running but for the radius of the rotor it is not possible. So, different MRB designs
were made with different rotor radii.
 Optimised design for magnetorheological brake using DOE methods 399

4.2.1 65 mm rotor radius

Figure 3 1.5 A, no. of coil 200 (see online version for colours)

Figure 4 1.5 A, no. of coil 200 (see online version for colours)
400 J. Thanikachalam and P. Nagaraj

Figure 5 2 A, no. of coil 300 (see online version for colours)

4.2.2 70 mm rotor radius

Figure 6 2 A, no. of coil 100 (see online version for colours)

 Optimised design for magnetorheological brake using DOE methods 401

Figure 7 2 A, no. of coil 200 (see online version for colours)

Figure 8 2 A, no. of coil 300 (see online version for colours)

4.2.3 75 mm rotor radius

Totally, 27 sets of designs were made to obtain different magnetic fields. All of the sets
were analysed by changing the input current, no of coils and with different rotor radii.
402 J. Thanikachalam and P. Nagaraj

Figure 9 1.5 A, no. of coil 300 (see online version for colours)

Figure 10 2 A, no. of coil 300 (see online version for colours)

 Optimised design for magnetorheological brake using DOE methods 403

Figure 11 1 A, no. of coil 200 (see online version for colours)

5 Optimisation and fabrication of MRB

Since we have several results and they are almost similar values, it is very essential to
find the accurate values of variables.
Table 3 The results obtained from the Mini tab software

Exp. no. Radius of disk No. of coils Current Magnetic field SN ratio
1 65 100 1 1.86 5.39026
2 65 200 1.5 1.97 5.88932
3 65 300 2 2.00 6.0206
4 70 100 1 1.60 4.08240
5 70 200 1.5 1.89 5.52924
6 70 300 2 2.06 6.27734
7 75 100 1 1.54 3.75041
8 75 200 1.5 1.89 5.52924
9 75 300 2 1.99 5.97706

To find the optimum design parameters, an optimisation is carried out in Mini tab
software. Among all the 27 results top nine results were taken into consideration and
results were obtained. The regression equation which is followed by the Mini tab
software is given below.
404 J. Thanikachalam and P. Nagaraj

• Regression equation:
Magnetic field = 15.23 − 0.3463 dimension − 0.006317 no. of coils
− 0.3367 current + 0.002200 dimension *dimension
−0.000007 no. of coils * no. of coils + 0.2333 current *current
+0.000153 dimension * no. of coils − 0.005333 dimension *current
By using the above equation, the Mini tab software produced the results in terms of
magnetic field.

Figure 12 Signal to noise ratio (see online version for colours)

Figure 13 No. of coils vs. dimension (see online version for colours)
 Optimised design for magnetorheological brake using DOE methods 405

Figure 14 Current vs. dimension (see online version for colours)

Figure 15 Current vs. no of coils (see online version for colours)

Response graphs are also obtained which can give the relation between each input value
with others.
 406 J. Thanikachalam and P. Nagaraj

Figure 16 Fabricated model of MRB (see online version for colours)

6 Conclusions

From the results obtained from the Mini tab software, it is concluded that the design
parameters for the optimum MRB are as follows:
• input current: 2 A
• number of coils: 300
• radius of the rotor: 70 mm.
An MRB with the above design parameters can produce the maximum magnetic field so
that the braking efficiency of MRB in terms of braking torque can also be achieved. If we
fabricated the parts based on the optimum design it weight also reduced when compared
to the conventional braking system.
When the brake is applied the torque generated is found to be 383.532 Nm with the
help of the COMSOL Multiphysics®. The weight of the brake is found to be 39.158 kg.
The MRB was also fabricated and the specifications are noted. Further testing procedure
can be done to find the experimental results of braking torque for various parameters.

References
Assadsangabi, B., Daneshmand, F., Vahdati, N., Eghtesad, M. and Bazargan-lari, Y. (2011)
‘Optimization and design of disk-type MR brakes’, International Journal of Automotive
Technology, Vol. 12, No. 6, pp.921–932.
Gebler, D.D., Wang, Y.Z., Blatchford, J.W., Jessen, S.W., Lin, L-B., Gustafson, T.L., Wang, H.L.,
Swager, T.M., MacDiarmid, A.G. and Epstein, A.J. (1995) ‘Blue electroluminescent devices
based on soluble poly(p-pyridine)’, Journal of Applied Physics, Vol. 78, No. 6, pp.4264–4266,
The American Institute of Physics, DTIC Doc. AD-A297 041.
Granqvist, C.G. (1993) ‘Electrochromic materials: metal oxide nanocomposites with variable
optical properties’, Materials Science and Engineering, A168, Elsevier Sequoia, pp.209–215,
DTIC Doc. AD-D258 149.
Spaggiari, A. (2013) ‘Properties and applications of magnetorheological fluids’, Scilla 2012 – The
Italian Research on Smart Materials and MEMS Spaggiari, Frattura ed Integrità Strutturale,
Vol. 23, pp.57–61, DOI: 10.3221/IGF-ESIS.23.06.

View publication stats