Magnetic suspension system

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ELECTRO MAGNETIC SUSPENSION SYSTEM MANOSUSPENSION

ELECTRO MAGNETIC SUSPENSION SYSTEM MANOSUSPENSION

Magnetic suspension system works in the principle that the magnetic repulsion force of the same pole was to be used for performing the braking system. At the same time the hydraulic oil is used to suspension the magnetic field. The two pneumatic magnetic suspensors are fixed to the frame stand. The one single wheel is fixed to the frame stand.

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Control Using Sliding Mode Of the Magnetic Suspension System

Control Using Sliding Mode Of the Magnetic Suspension System

Abstract - This paper presents a proposition of sliding mode position controller of the magnetic suspension ball system . The magnetic suspension system (MS S ) is a mechatronic system already acknowledged and accepted by the field experts. The design of a controller keeping a steel ball suspended in the air. In the ideal situation, the magneti c force produced by current from an electromagnet will counteract the weight of the steel ball. Nevertheless, the fixed electromagnetic force is very sensitive, and there is noise that creates acceleration forces on the steel ball, causing the ball to move into the unbalanced region. The main function of the sliding mode control (S MC) Controller is to maintain the balance between the magnetic force and the ball's weight. The proposed controller guarantee the asymptotic regulation of the states of the system to their desired values.
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Using magnetic field analysis to evaluate the suitability of a magnetic suspension system for lightweight vehicles

Using magnetic field analysis to evaluate the suitability of a magnetic suspension system for lightweight vehicles

Abstract: A suspension system in a vehicle acts as an isolator that isolates vibrations between the wheel tires and the vehicle body due to road irregularities. Additionally, a suspension system serves as a vehicle stabilizer that stabilizes the vehicle body during unusual driving patterns such as cornering, braking, or accelerating. A controllable suspension system has received significant attention in the automotive world in previous years since it can perform both of the aforementioned tasks without the presence of fluid damper. The study presented in this paper focuses on using magnetic flux density analysis to evaluate a number of parameters of an electromagnetic suspension system (EMS), so that it is suitable for usage in middle-sized passenger vehicles. The proposed EMS utilizes tubular linear actuator with a NdFeB permanent magnet. A number of dimensions of the EMS have been varied to observe their respective effect on force output and magnetic flux density. The purpose of this process was to determine what size of EMS will produce the same force as a standard suspension system, which has a maximum of 2000 N and an average of 800 N, according to quarter vehicle simulation that worked in parallel with this study.
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Review on Design & Fabrication of Magnetic Suspension

Review on Design & Fabrication of Magnetic Suspension

They describe about the design and fabrication of magnetic suspension system. According to authors of these papers the coil spring suspension system have imitation that after some period of time coils become not only harder but also reducing cushioning effect and these limitation overcome by the new concept of “MAGNETIC SUSPENSION SYSTEM” the cushioning effect provided by these system existing long life. They select material by considering Mechanical properties.

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System Approach to Vehicle Suspension System Control in CAE Environment

System Approach to Vehicle Suspension System Control in CAE Environment

In recent years, motor vehicles industry has shown a tendency of replacing electromechanical components by mechatronic systems with intelligent and autonomous properties. The integration of hardware components and implementation of advance control function characterize this replacement. In this paper, we have applied the system approach and system engineering methods in the initial phase of vehicle active suspension development. An emphasis has been placed upon the interrelations between computer-aided simulation and other elements of the development process. The benefits of application of active suspension simulation are numerous: reduction of time to market, the new and improved functions of mechatronic components/devices, as well as the increased system reliability. In suspension model development, we used CAD/CAE tools, as well as the multipurpose simulation programs. For simulation, we used the one-quarter vehicle model. The modelling was carried out through the state-space equation, after which we designed the controller for our system. During this, we considered only the digital systems of automatic regulation.
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DESIGN AND ANALYSIS OF SUSPENSION SYSTEM

DESIGN AND ANALYSIS OF SUSPENSION SYSTEM

As we observed from ansys the stress value for low carbon structural steel is 1.447 and deformation is 0.0003456 The stress value for chromium vanadium material for suspension system is 1.4657 and deformation value is 0.00034557 By comparing the above result the deformation of the structural steel is less then the chromium vanadium so structural steel is better then the chromium vanadium

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Active Air Suspension System

Active Air Suspension System

The air supply is engine air compressor, the air tanks, air valves and air lines. The engine air compressor supplies air for every piece of air equipment on the vehicle. The maximum pressure supplied by the compressor varies. For many years, the air supply was maintained around 120 to 125 psi but on some newer, larger vehicles this has been increased to 135 psi. There will be dash gauges that will supply system pressure information but all vehicle shave what we refer to as a “pop off valve”. One can hear the valve “pop off” when the system reaches the maximum air pressure.
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Energy Generation By Suspension System

Energy Generation By Suspension System

Fossil fuels are being consumed with very fast rate. Also the cost of fuel is increasing with a very fast rate. So somebody has to work on saving of the fuel consumption.Our aim is to demonstrate how the kinetic energy from the suspension of a car can be utilized to achieve our goal of obtaining maximum energy that would otherwise have gone waste.

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A Review Work on Suspension Systems Models, Control Strategies for Suspension System

A Review Work on Suspension Systems Models, Control Strategies for Suspension System

A heavily damped suspension will yield good vehicle handling, but also transfers much of the road input to the vehicle body.[21] When the vehicle is traveling at low speed on a rough road or at high speed in a straight line, this will be perceived as a harsh ride. The vehicle operators may find the harsh ride objectionable, or it may damage cargo. A lightly damped suspension will yield a more comfortable ride, but can significantly reduce the stability of the vehicle in turns, lane change maneuvers, or in negotiating an exit ramp. Good design of a passive suspension can to some extent optimize ride and stability, but cannot eliminate this compromise. The need to reduce the effects of this compromise has led to the development of active and semiactive suspensions. Active suspensions use force actuators. Unlike a passive damper, which can only dissipate energy, a force actuator can generate a force in any direction regardless of the relative velocity across it. Using a good control policy (here fuzzy loggy), it can reduce the compromise between comfort and stability. However, the complexity and large power requirements of active suspensions make them too expensive for wide spread commercial use. Semiactive dampers are capable of changing their damping characteristics by using a small amount of external power. Semi active suspensions are less complex, more reliable, and cheaper than active suspensions. They are becoming more and more popular for commercial vehicles.
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Development of Active Suspension System for Automobiles using PID Controller

Development of Active Suspension System for Automobiles using PID Controller

(4) A proportional-integral-derivative controller (PID controller)[7] is a common feedback loop component in industrial control systems. The difference (or "error" signal) is then used to adjust some input to the process in order to bring the process' measured value back to its desired setpoint. PID controllers do not require advanced mathematics to design and can be easily adjusted (or "tuned") to the desired application, unlike more complicated control algorithms based on optimal control theory. Figure 3 is the block diagram of the PID controller. Kp as the proportional gain, Ki as the integral gain and Kd as the derivative gain which are the parameters to be varied to tune the controller for the required performance of the system.
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Design and Development of GUI for Magnetic Suspension Reaction Wheel

Design and Development of GUI for Magnetic Suspension Reaction Wheel

One of the nonlinear quantities that affect the performance of the system is gyroscopic effect. The tilt of a rotating shaft relative to the axis of rotation generates gyroscopic disturbances [15]. In the modeling and analysis of rotor-dynamic systems, there are two main phenomena that are attributed to the gyroscopic effects. First, the gyroscopic moments tend to couple the dynamics in the two radial directions of motions. Second, gyroscopic moments cause the critical speeds of the system to drift from their original predictions at zero speed. While including the gyroscopic effects the equation (5) can be changed to equation (9), where represents angular velocity of the rotor. M, G and K are matrices representing mass gyroscopic effect and stiffness.
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Modeling And Control Of A Car Suspension System Using P, Pi, Pid, Ga-pid And Auto-tuned Pid Controller In Matlab/simulink

Modeling And Control Of A Car Suspension System Using P, Pi, Pid, Ga-pid And Auto-tuned Pid Controller In Matlab/simulink

By tuning the three constants in the PID controller algorithm, the controller can provide control action designed for specific process requirements. However, the use of the PID algorithm for control does not guarantee optimal control of the system or system stability. Some applications may require using only one or two modes to provide the appropriate system control. This is achieved by setting the gain(s) of the undesired control outputs to zero. A PID controller will be called a PI, PD, P or I controller in the absence of the respective control actions [12, 16]. Moreover, some of the prime methods for the PID tuning are: Mathematical criteria, Cohen-Coon Method, Trial and Error Method, Ziegler-Nicholas Method, Fuzzy Logic, Genetic Algorithms, Particle Swarm Optimization, Neuro-Fuzzy, Simulated Annealing, Artificial Neural Networks and currently soft-Computing techniques. In this work the classical PID, the Genetic Algorithms and Automatic tuned (Auto-tuned) PID are implemented concurrently and simultaneously and the results are analyzed and essentially compared. With regard to the classical PID tuning, in this work, the values of the PID gains are determined by the “root curve seat method” which is explained in reference [17]. Taking the values for m1, m2, k1, k2, c1, and c2 as stated in table1 into consideration, the root curve seat method gives, for a good controller, 1664200, 1248150 and 416050 values for Kp, Ki and Kd gains, respectively [18]. These gained values are therefore used in the control simulation of the P, PI, and PID model and also as initial values to obtain new values
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Review on active suspension system

Review on active suspension system

Passive vehicle suspension is reliable, not complex, as well as inexpensive. The damper and spring in this system are fastened between car body and wheel support structure. A damper insides is occupied with a hydraulic oil or compressed gas, and there is a piston moving by a rod from its exterior. Piston movement is permitted by a hole that allows fluid passing among cylinder parts. This flow of fluid develops a reactional force which is relative towards proportional speed between unsprung and sprung masses. Damping is then attained by converting oscillations energy into heat.
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Experimental Investigation Of The Motion Characteristics Of A Passive Quarter Car Suspension

Experimental Investigation Of The Motion Characteristics Of A Passive Quarter Car Suspension

This research paper will discuss the study of a two degree-of-freedom quarter car model passive suspension system. Vehicle suspension system are rated by the ability to provide good vehicle handling and passenger comfortability. However, these are two conflicting criteria for a passive suspension system. This can be improved by introducing actuators to the system, transforming it into an active suspension system. In this research, the main objectives are to study the motion characteristics of the passive suspension system of a quarter car model. Apart from that, a controller is designed to control platform 1, which represents the road profile of the quarter car model. The setup of the whole research is discussed and illustrated with details. Calibration of the IR sensors used in the research have been carried out. The setup and steps for calibration is included. The calibration results showed the relationship between IR sensor output voltage and measured distance, which output voltage decreases with increasing distance. Besides that, an experiment to determine the effects of tilting the IR sensor is also completed. The results show greater tilt angle decreases IR sensor output voltage at a fixed distance. The output voltage of the IR sensor is converted using a polynomial equation generated from the calibration of sensor. Next, experiments such as open loop characteristics testing using system identification method is carried out to determine the transfer function of the passive suspension system. Once these steps are completed, a closed loop uncompensated system is designed to determine the error between the output and desired input. Then, a proportional-integral-derivative (PID) controller is designed by using manual tuning method. The K p value is first varied, followed by varying K i and then K d . A
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Mathematical modelling in car suspension system

Mathematical modelling in car suspension system

In this research, a basic model of car suspension system is formulated when a car is moving over a ‘sinusoid’ road surface profile. In this model, the shock absorber is modelled as a simple spring-dashpot system with spring stiffness and dashpot constant. Most car suspension systems use springs in the form of a coil or a series of leaves and are usually made of steel, although rubber and plastic composites are possible. The dashpot which commonly known as damper is usually a hydraulic device which is effectively a piston moving inside a housing containing fluid.
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Power Generation by using Suspension System

Power Generation by using Suspension System

a vehicle suspension system is to reduce the discomfort sensed by passengers which arises from road roughness and to increase the ride handling associated with the pitching and rolling movements. This necessitates a very fast and accurate controller to meet as much control objectives, as possible. Therefore, this paper deals with an artificial intelligence Neuro-Fuzzy (NF) technique to design a robust controller to meet the control objectives. The advantage of this controller is that it can handle the nonlinearities faster than other conventional controllers. The approach of the proposed controller is to minimize the vibrations on each corner of vehicle by supplying control forces to suspension system when travelling on rough road. The other purpose for using the NF controller for vehicle model is to reduce the body inclinations that are made during intensive manoeuvres including braking and cornering. A full vehicle nonlinear active suspension system is introduced and tested. The results show that the intelligent NF controller has improved the dynamic response measured by decreasing the cost function.
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Half Car Active Suspension System

Half Car Active Suspension System

5.8(a) Body acceleration active suspension system (front) 56 58(b) Body acceleration active suspension system (rear) 56 5.9(a) Wheel deflection active suspension system (front) 57 5.9(b) Wheel deflection active suspension system (rear) 57

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An observer design for active suspension system

An observer design for active suspension system

2.2 The active suspension for the quarter car model 13 2.3 Road profile represented a 10 cm bump 16 5.1 Road profile that generated to the system 38 5.2 Estimated road profile for the system using PISMC 39 5.3 Estimated road profile for the system using LQR controller 39 5.4 Wheel deflection fro active suspension system 40 5.5 Body acceleration for active suspension system 40 5.6 Suspension travel of active suspension 41

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Dynamic analysis of tramcar suspension system

Dynamic analysis of tramcar suspension system

While there have been many studies performed on the more advanced suspension systems, such as the active or semi active suspension, this study will focus only on the passive suspension system. One of the reasons is that in this study, the analysis performed is on an existing vehicle that uses a passive suspension system. Furthermore, even though the use of microprocessors combined with technologies developments in actuators, adjustable dampers, and variable springs has led to an upsurge of more advance suspensions such as fully active and semi active suspensions, vehicles with passive suspension system are still likely to dominate high volume passenger car production for the foreseeable future (Olatunbosun and Dunn, 1991).
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Mechanism Design Of Active Geometry Control Suspension System

Mechanism Design Of Active Geometry Control Suspension System

Nowadays, the vehicle stability has been studied with intend to development of high-power vehicles. For example, the automotive industry have been introduced the 4WS (4 Wheel Steering) system which is develop the high-speed cornering performance by adjusting a front and rear wheel steer angle. Four-wheel steering is a system introduce by some vehicles to improve steering response, increase vehicle stability while cornering at high speed, or to decrease turning radius at low speed. However, 4WS components are very complicated and expensive because it requires much power in controlling the system.
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