Chapter-1: 1.1 Suspension System

Design and Development of an Active Body Control using Electromagnetic Suspension System for ATV (All Terrain Vehicles)
CHAPTER-1
1.Introduction
1.1 Suspension System
Suspension is the system of tires, tire air, springs, shock absorbers and linkages that connects
a vehicle to its wheels and allows relative motion between the two. Suspension systems must
support both road holding/handling and ride quality, which are at odds with each other. The
tuning of suspensions involves finding the right compromise.
The primary purpose of the suspension system is to provide a high level of ride quality and
protect the vehicle structure from harmful stresses by performing good isolation from the road
surface irregularities. This requires a soft suspension. It should also assure the lateral stability
and controllability at various running conditions (road qualities, speeds, accelerating, braking,
and manoeuvring), besides supporting the variable static loads. This requires a stiff suspension.
Although considerable theoretical and practical studies have been carried out in order to
improve real suspension systems, most current road vehicles suffer this fundamental conflict
and their suspension parameters still compromise between the requirements. Moreover, further
improvement seems to be very difficult to achieve using only conventional elements. However,
active and semi-active suspension systems offer new possibilities for improvement in vehicle
behaviour.
It is important for the suspension to keep the road wheel in contact with the road surface
as much as possible, because all the road or ground forces acting on the vehicle do so through
the contact patches of the tires. The suspension also protects the vehicle itself and any cargo or
luggage from damage and wear. The design of front and rear suspension of a car may be
different.
1.2 Types of Suspension system:
 Passive Suspension System

 Active Suspension System
 Semi-Active Suspension System
Dept of Mech.Engg Page 1 of 31 B.N.M.I.T

 Passive Suspension System
Figure 1.1 Passive Suspension
Passive suspension systems consist of conventional elements such as coil or leaf springs
and viscous dampers. The basic limitation inherent in using these elements, is that the static
deflection varies as the inverse square of the body natural frequency (for linear springs) and
the basic conflict between ride comfort and handling cannot be completely solved even by
using non- linear springs or additional cross coupling by such devices as anti-roll bars. There
are other limitations, attributed to the ability of these elements to only store or dissipate energy
and to generate forces in response to local relative displacements and velocities. Self-levelling
mechanisms, by which the static deflection can be removed, are useful in commercial vehicles
suffering relatively high static load changes. They can offer better body isolation if used with
softer suspensions but this may lead to problems with attitude control in cornering and braking
and lateral stability and control problems.
Figure 1.2 Passive Car suspension

The suspension should isolate the body from high frequency roadway inputs. On the other
hand, at lower frequencies, the body and the wheel should closely follow the vertical inputs
from the road. This relates to vehicle handling. Resonances of the body and the wheel should
be controlled so that disturbances at resonant frequencies are not excessively amplified at the
body and so that wheel hop and loss of wheel-roadway contact force is avoided. Also, the
suspension must control body motion due to changes in payload, forces from braking and
cornering, and aerodynamic forces. Conventional suspensions have spring and damping
elements which can be varied to emphasize isolation or motion control, but the possibilities are
limited.
Extra flexibility in design is allowed if a load leveler is included. Such devices eliminate
static deflection of the suspension with a slowly reacting active element with deflection
feedback and allow softer springs to be used than if the static deflection is limited only by the
spring elements.
 Active Suspension System
Figure 1.3 Active Suspension System
Active suspensions are closed loop control systems with feedback signals representing
all or some of the system variables to control actuators in addition to, the usual passive
elements. The system virtually eliminates body roll and pitch variation in many driving
situations including cornering, accelerating, and braking.

In general, they contain external power sources, actuators (hydraulic, pneumatic or

electromechanical) as force generators, measuring and sensing instruments (accelerometers,
force transducers and potentiometers), and conditioning and amplifying devices.
The best active suspension systems can be expected to be designed by applying optimisation
techniques. These can allow the estimation of the best system parameters for any given
combination of measured variables and control inputs. The measured variables can be
measured from the sesnors and fed into the system continuously.
Figure 1.4 Active Electromagnetic Suspension System
Researchers have applied one form of optimal control theory to active suspension
systems, assuming an integrated white noise random displacement input and a quadratic
performance index, the optimal control being that (linear state variable feedback) control law
which minimises the performance index. His scheme included the measurement of the height
of the vehicle body above the road surface and his results showed that significant improvements
can be gained by measuring the body velocity and the body displacement relative to the road
as feedback signals to control the actuator fitted in parallel with the conventional spring and
damper.

 Hydraulic Actuation
Hydraulically actuated suspensions are controlled with the use of hydraulics. The
hydraulic pressure is supplied by a high pressure radial piston hydraulic pump. Sensors
continually monitor body movement and vehicle ride level, constantly supplying the hydraulic
height correctors with new data. In a matter of a few seconds, the suspension generates counter
forces to raise or lower the body. During driving manoeuvres, the encased nitrogen compresses
instantly, offering six times the compressibility of the steel springs used by vehicles up to this
time.
Figure 1.5 Block Diagram of Hydraulic Actuation
The actuator dynamics are quite complicated, and interaction between the actuator and
the vehicle suspension cannot be ignored. This is especially true for hydraulic actuators, which
remain to be one of the most viable choices due to their high power-to-weight ratio, low cost
and the fact force can be generated over a prolonged period of time without overheating.
However, hydraulic actuators also have several adverse attributes: they are nonlinear and their
force generation capabilities are highly coupled to the vehicle body motions. However, in these
applications, the closed-loop systems are usually designed to track a displacement signal, rather
than a force signal. Some researchers thus speculate that for hydraulic actuators, “force
tracking” is harder than “displacement tracking”. This system performed remarkably well in
straight ahead driving, including over uneven surfaces, but had little control over roll stiffness.

 Electromagnetic Suspension
In fully active electronically controlled production cars, the application of electric

servos and motors with electronic computing allows for flat cornering and instant reactions to
road conditions. In addition to their primary function, which is to ensure a safe and comfortable
ride, shock absorbers must ensure an optimal balance of the drag forces in compression and the
extension forces of the working element (the cushioning forces) in specified conditions, taking
account of the spring-mounted mass and rigidity of the elastic elements in the suspension, so
as to prevent breakaway of the wheel from the road surface and vibrations of the frame. Thus,
the selection of optimal damping of vehicle vibrations is based on a compromise between
smoothness of the ride and stability.
Figure 1.6 Electromagnetic Active Suspension
Electromagnetic active suspension uses linear electromagnetic motors and permanent

attached to each wheel. It provides extremely fast response, and allows regeneration of power
consumed, by using the motors as generators. This nearly surmounts the issues of slow
response times and high power consumption of hydraulic systems.

 Adaptive and Semi-Active
Adaptive or semi-active systems can only change the viscous damping coefficient of
the shock absorber, and do not add energy to the suspension system. While adaptive
suspensions have generally a slow time response and a limited number of damping coefficient
values, semi-active suspensions have time response close to a few milliseconds and can provide
a wide range of damping values.
Adaptive suspensions usually only propose different riding modes (comfort, normal,
sport...) corresponding to different damping coefficients, while semi-active suspensions
modify the damping in real time, depending on the road conditions and the dynamics of the
car. Semi-active suspensions are less expensive to design and consume far less energy. In
recent times, research in semi-active suspensions has continued to advance with respect to their
capabilities, narrowing the gap between semi-active and fully active suspension systems.
Semi-active suspension may be implemented by several types of control

methodologies. A generally known typical technology is Skyhook control. Fig. 1.7 shows a
Skyhook control model. An imaginary Skyhook damper hung from an aerial height with its
end fixed there is implemented by generating a force of the sprung speed multiplied by the
damping coefficient Cs. A passive damper (Cp), which is installed in parallel with the Skyhook
damper (Cs), provides a force equivalent to the SOFT damping force of the damping force
adjustable shock absorber.
Figure 1.7 Skyhook damper

1.3 Weight transfer
Weight transfer during cornering, acceleration or braking is usually calculated per

individual wheel and compared with the static weights for the same wheels. The total amount
of weight transfer is only affected by four factors: the distance between wheel centres
(wheelbase in the case of braking, or track width in the case of cornering) the height of the
centre of gravity, the mass of the vehicle, and the amount of acceleration experienced.
The speed at which weight transfer occurs as well as through which components it transfers is
complex and is determined by many factors including but not limited to roll centre height,
spring and damper rates, anti-roll bar stiffness and the kinematic design of the suspension links.
Two types of weight transfer:
 Unsprung Weight Transfer

 Sprung Weight Transfer
 Unsprung Weight Transfer
Unsprung weight transfer is calculated based on the weight of the vehicle's components that
are not supported by the springs. This includes tires, wheels, brakes, spindles, half the control
arm's weight and other components. These components are then (for calculation purposes)
assumed to be connected to a vehicle with zero sprung weight. They are then put through the
same dynamic loads. The weight transfer for cornering in the front would be equal to the total
unsprung front weight times the G-Force times the front unsprung centre of gravity height
divided by the front track width. The same is true for the rear.
 Sprung Weight Transfer
Sprung weight transfer is the weight transferred by only the weight of the vehicle resting on
the springs, not the total vehicle weight. Calculating this requires knowing the vehicle's
sprung weight (total weight less the unsprung weight), the front and rear roll centre heights
and the sprung centre of gravity height (used to calculate the roll moment arm length).
Calculating the front and rear sprung weight transfer will also require knowing the roll couple
percentage.
The roll axis is the line through the front and rear roll centres that the vehicle rolls around
during cornering. The distance from this axis to the sprung centre of gravity height is the roll
moment arm length. The total sprung weight transfer is equal to the G-force times the sprung

weight times the roll moment arm length divided by the effective track width. The front
sprung weight transfer is calculated by multiplying the roll couple percentage times the total
sprung weight transfer. The rear is the total minus the front transfer.

CHAPTER- 2
2. LITERATURE REVIEW
2.1 Literature Survey
 Active Electromagnetic Suspension System for Improved Vehicle Dynamics

Vol.59, NO.3, March 2010
This paper offers motivations for an active suspension system which provides for both
additional stability and manoeuvrability by performing active roll and pitch control during
cornering and braking as well as eliminating road irregularities, hence increasing both vehicle
and passenger safety and drive comfort.
Electrical power is delivered to the motor by a power amplifier in response to signals

from the control algorithms. The bi-directional power amplifier allows power to flow into the
linear electromagnetic motor and also allows power to be returned from the motor. For
example, when the suspension encounters a pothole, power is used to extend the motor and
isolate the vehicle's occupants from the disturbance. On the far side of the pothole, the motor
operates as a generator and returns the power back through the amplifier. It is attained that this
suspension system requires less than a third of the power of a typical vehicle's air conditioning
system, i.e. 100’s Watts.
Compared to hydraulic actuators, the main advantages of electro-magnetic actuators are:
 Improved dynamic behaviour,

 Stability improvement,
 Accurate force control and
 Dual operation of the actuator.
 Active Electromagnetic Suspension System for Improved Vehicle

Dynamics
(Bart L. J. Gysen, Member, IEEE, Johannes J. H. Paulides, Member, IEEE, Jeroen

L. G. Janssen, Member, IEEE, and Elena A. Lomonova, Fellow, IEEE)
Although numerous linear motor topologies exist, the permanent-magnet (PM)

synchronous linear actuator is investigated since it offers a high permissible power density
at an ever-decreasing cost penalty. More specifically, a tubular PM synchronous actuator,
is preferred since this actuator inhibits the highest force density, where various different

topologies are
a) ironless (no attraction forces).

b) ironless with back-iron. (higher force density).
c) slotted with soft magnetic powder composite materials (low saturation level).
d) laminated (difficult to achieve but higher dynamic capability).
The actuator topology achieving the highest force density is laminated. However,
ironless with back-iron is more preferred with regard to manufacturing. Various
magnetization patterns are possible, such as
1) radially magnetized north and south poles;

2) axially magnetized north and south poles with iron poles (no back-iron);
3) Halbach array (no back-iron).
Figure 2.1 (a) Conventional passive suspension system. (b) Electromagnetic suspension system
Due to the change in vehicle concepts to the more electric car, the suspension system
becomes ever more important due to changes in the sprung and unsprung masses. Active
electromagnetic suspension systems can maintain the required stability and comfort due to
the ability of adaptation in correspondence with the state of the vehicle. Specifications are
drawn from on- and off-road measurements on a passive suspension system.

 A Study of Linear Regenerative Electromagnetic Shock Absorber System
(Mohahammed Bawahab, Han Xiao, and Xu Wang, RMIT University)
The linear regenerative electromagnetic shock absorber system was simulated by using
Matlab and Simulink. The simulation model was established and validated via experiments.
The validated simulation model was then used for the analysis of the system parameter
sensitivity.
The mass is the magnet and it is denoted as M, measured in [kg]. The spring stiffness
constant is denoted as K [N/m], and the damping coefficient as C [Ns/m]. The input
displacement that represents the road irregularity is y [m]. The internal resistance of the coil
profile is denoted as Re [Ohm]. External variable resistance is R [Ohm]. The magnetic field
constant is denoted as B while the coupling coefficient can be representing in equation form
as T=Bl, and is measured in [Tesla]. According to the SDOF system model shown in, the
equation of motion is derived as
1).
2).
Solving for acceleration from Equation (1) and then solving for the first derivative of the
current in Equation (2) gives
and

Figure 2.2 Matlab Simulink integration model of the equation of motions.
 Multi-body dynamics in full-vehicle handling analysis
(S Hegazy, H Rahnejat and K Hussain, Department of Mechanical Engineering, University of

Bradford, West Yorkshire, UK)
There are, in fact, many sources of non-linearity in suspension kinematics, steering

characteristics, tyre proper-ties and in the vehicle inertial dynamics in roll, pitch and yaw
motions when it is subjected to longitudinal, lateral and vertical forces. Compliance
characteristics in vehicle suspension systems are usually of a non-linear nature.
 The front and rear suspensions are of double-wishbone configuration.

 Each quarter-suspension comprises two control arms, referred to as the lower and
upper control arms respectively.
 The control arms are connected to the vehicle body by elastic rubber bushings with non-
linear characteristics.
 The shock absorber is attached to the vehicle underbody and the lower control arm. A
bump stop is situated on the lower control arm, while a rebound stop is located on the
upper control arm. Typical characteristics for these elements are also shown in Fig.
 The upper steering column is connected to the steering wheel and to the vehicle body
by revolute joints, and to the lower steering column by a universal joint.

 The pinion is connected to the steering column by a universal joint, and to the vehicle
body by a cylindrical joint. The steering rack is connected to the vehicle body by a
translational joint.
 The steering knuckles, in turn, are connected to the upper and lower control arms by
spherical joints in appropriate locations which define the inclination of the steering axis.
 Fabrication and Testing of Electromagnetic Energy Regenerative Suspension

System
(Jazli Firdaus Jamil, Mohd Azman Abdullah, Ahmed Esmael Mohan Faculty of Mechanical
Engineering, University Teknikal Malaysia Melaka, Malaysia)
The world is demanding for alternative way of energy consumption for vehicle usage. The
energy efficient vehicle (EEV) is one of the advancement for future land transportation that
known as hybrid and electric vehicles nowadays. The vehicles use different energy other
than fuel which is electric energy. This paper emphasizes the development of
electromagnetic energy regenerative suspension system that harvests energy from the vibration
of vehicle suspension system.
Conceptual design:
Figure 2.3 Conceptual Design

 “International Journal of Scientific & Engineering Research, Volume 7, Issue

3, March-2016 164 ISSN 2229-5518”
An All-Terrain Vehicle (ATV) is defined by the American National Standards Institute

(ANSI) as a vehicle that travels on low pressure tires, with a seat that is straddled by the
operator, along with handlebars for steering control.
In Defense Services like army and air force etc. to carry and transport guns, ammunition
and other supplies to remote areas of rough and varied terrain.
In Antarctic bases for research things where use of conventional vehicle is impossible. This
paper helped to study and analyze the procedure of vehicle suspension designing and to
identify the performance affecting parameters. Also, to understand and overcome the
theoretical difficulties of vehicle design.
 “IEEE transactions on Vehicular Technology, VOL. 59, NO. 3, March 2010”
Due to the change in vehicle concepts to the more electric car, the suspension system
becomes ever more important due to changes in the sprung and unsprung masses.
Active electromagnetic suspension systems can maintain the required stability and comfort
due to the ability of adaptation in correspondence with the state of the vehicle.
Figure 2.4 Plots of Electromagnetic Suspension

 “Semi active suspension systems using magneto-rheological fluids by Arne Lind,

Institute for Energy Technology”
(Has shown various usage of Magnetic Rheological fluid in dampers and Military vehicle.)
MR damper is capable of responding quickly while providing large dynamic forces. An

additional advantage is that, unlike hydraulic dampers, MR dampers do not require
mechanical valves to restrict flow. Such a device has instead an electromagnetic coil
incorporated into the piston while the reservoir is filled with an MR fluid.
Magneto-rheological optimized active damper suspension (MROADS) system was tested

head-to-head against a stock suspension system for the Stryker at the Yuma proving ground
in Arizona. A huge increase in off-road mobility and on-road handling was experienced
with the MROADS Stryker.
 “Smart Adaptive Suspension System using MR Fluid, Indian Journal of

Science and Technology, Vol 9(28), DOI: 10.17485/ijst/2016/v9i28/93634, July
2016”
Shows the development of suspension system that dynamically varies damping coefficient
to achieve better control and ride of vehicle.For the smart adaption ultrasonic transceiver
is used which consists of an ultrasonic wave generator and receiver.
MR fluid is used as the hydraulic oil instead of standard SAE oils.
Figure 2.5 Response of a MR Fluid

2.2 LITERATURE SUMMARY

CHAPTER-3
3. METHODOLOGY
3.1 Problem Statement
Requirements:
Improvise the ride comfort by using an instantaneous dynamic responsive suspension system
by controlling the pitch and roll motions. Also control the vertical acceleration and reduce the
transmissibility of the All-Terrain Vehicle.
Objective:
To refrain the current passive suspension system and install the semi-active Electromagnetic
suspension system. Also to carry out various tests to improvise various suspension parameters
like pitch, vertical acceleration and transmissibility.

3.2 Design Procedure:
1. Design of scaled model of ATV:

To demonstrate the proof of concept of the active suspension for an
ATV, a scaled down model of an ATV reduced by 50% in dimensions of a full-size model.
The design will be completed using CAD software’s like Catia, Solid Works etc.
2. Design of active suspension system and analysis:

The active suspension will be designed, considering the real world
environment, along with the necessary control systems. Solenoid with permanent magnets
is considered as the important working hub in the current designed model of the suspension.
The parameters such as response time, load bearing capacity and damping factor. To
simulate the behaviour of the suspension under various non-linear conditions MATLAB
and Simulink.
3. Fabrication of model:
The model of the suspension is fabricated and installed into a 1:2
scaled ATV. Various tests are carried out on the model for various parameters.
4. Integration of the two systems:

The suspension and chassis will be mated along with the tyres, once
the combination of both is proven to be feasible and viable for testing. The solenoid in the
electromagnetic suspension will be powered by battery of suitable power and voltage.
5. Inclusion of sensor systems for parameter measurement for testing and improvement:
Sensors such as accelerometers, Ultra-sonic are attached at optimal
locations on the scaled ATV, will be used for data acquisition through necessary
transducers.
6. Demonstration of prototype on suitable surface:

The effectiveness of the suspension system will be demonstrated on
a rough undulating surfaces. Due to inability of access to surfaces such as loose sand and
wet rocky ones, a video showing the prototype working in these surfaces will be shown as
proof.

3.3 Engineering problem outline:
Define the Problem
Literature Review
Study the Parameters
Evaluate the required

suspension model for
ATV
Develop and Prototype
Test Prototype
Improved Suspension
Parameters

CHAPTER-4:
4. EXPERIMENTATION

CHAPTER-5:
5. MODELING
The process of conversion of a two dimensional design into a visually understandable three
dimensional model using the respective tool/software is called modelling.
The most commonly used software used for modelling are solid works, solid edge etc.
5.1 Design and Fabrication Procedure
The prototype was fabricated on a bug. The bug is 1:4 scale of a full sized All-Terrain
Vehicle. The passive suspensions, i.e the hydraulic dampers, were replaced by the
Electromagnetic dampers with a helical spring on the outside to reduce the risk of
failure and make it fail proof. Various connections with sensors are made to achieve
the fast response from the suspensions and to activate it in fraction of seconds. The
chassis for the scaled ATV was designed using the CATIA V5 software for simulation
analysis. The damper design, Chassis frame and the Electronic circuit designs are
explained here.
The Chassis of the scaled ATV

Figure 5.1 CAD model of the ATV
The above model depicts the chassis design with the suspensions for the ATV. The
various dimensions of the ATV can be read from the following table:
Table 5.1 Dimensions of the Vehicle
The above table depicts the basic parameters of the scaled model of the ATV. The
entire suspension system has been redesigned. The adoption of an already existing
frame for our design ruled out the requirement of stress analysis. The frame is sure
to hold on, even in case of most hostile conditions, as it is a tried and tested design.
5.2 Design of the Suspension System
The Electromagnetic suspension system consists of the following parts which help in
damping the forces that act on the unsprung mass of the vehicle.
 Upper strut mount.

 Upper spring seat.
 Steel tube.
 Coil spring.
 Copper windings (solenoid).
 Magnet stack.

 Upper and Lower Strut Mount.
The strut mount is basically used to fix the suspension onto the chassis of the ATV.
This is made up of Cast Iron material. The upper and the lower strut mount has the
following dimensions.
Outer Diameter: 30mm
Inner Diameter: 10mm
Hole Size: 10mm
Figure 5.2 Upper and Lower Strut Mount.
 Upper spring seat.
This is the upper seat upon which the spring is held in. The material is Cast iron. The
diameter of the upper spring seat is:
Diameter: 50mm
Thickness: 2mm

Figure 5.3 Upper Spring Seat
 Steel Tube:
Steel tube is mounted on the upper spring seat. This steel tube houses the acrylic tube
with windings. The material is steel and its welded using TIG to the upper spring seat.
Thickness: 1mm
Length: 100mm
Figure 5.4 Steel Tube

 Outer Spring:
Outer spring is mounted outside the Electromagnetic Damper. This is mounted so as

to make the suspension fail-safe. In case of failure of the damper, the coil spring
holds the suspension stable. The material is made of ASTM A401. Dimensions are:
Thickness: 7mm
Pitch: 13mm
Free length: 130mm
Total no. of turns: 12
No. of active turns: 10
Figure 5.5 Outer Spring

 Copper Windings (Solenoid):
The copper wire is wound on the Acrylic tube. This acts as a solenoid and also helps
in damping of the suspension. The solenoid repels the magnet stack and acts as a
cushioning for the suspension and reduces the vertical acceleration and the other
parameters associated with the suspension system. The solenoid is wound on the
acrylic tube. The dimensions are:
Acrylic Tube:
Inner Diameter: 25.5mm
Length: 100mm
Copper Wire:
No. of turns: 300
Length: 30m
Figure 5.6 Copper Windings

 Magnet stack.
Magnets are used to produce the repelling force to the solenoid force. The stack is
arranged such that it is repelled by the solenoid effect. The poles are set in opposite
directions to achieve the repelling force. The dimensions are:
Magnet type: Neodymium N35.
Magnet diameter: 25mm
Thickness: 5mm
No. of magnets: 10
Total length of stack: 50mm
Figure 5.7 Magnets
These parts are assembled such a way so as to obtain the damping forces and also to
achieve the suspension action.

 Lower spring seat.
This is the lower seat upon which the spring is held in. Also the magnet stack is held
on this seat. The magnets are held in the magnet hub. The material is Cast iron. The
diameter of the upper spring seat is:
Diameter: 50mm
Magnet hub Inner Diameter: 25mm
Magnet hub Outer Diameter: 27mm
Thickness: 2mm
Figure 5.8 Lower Spring Seat

 Assembly of the suspension system:
The various parts of the suspension system are assembled and the solenoid is
connected to the 12V battery for its effective operation during the movement of the
vehicle. The travel of the suspension is about 30mm. The end to end length of the
suspension system is 130mm.
Upper Strut Mount
Upper Spring Seat
Steel Tube
Springs
Magnets Stack
Lower Spring Seat
Lower Spring Mount
Figure 5.9 Assembly of Suspension

CHAPTER-6
6 RESULTS AND DISCUSSIONS

Chapter-1: 1.1 Suspension System

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Design and Development of an Active Body Control using Electromagnetic Suspension System for ATV (All Terrain Vehicles)

1.2 Types of Suspension system:

 Passive Suspension System

Dept of Mech.Engg Page 1 of 31 B.N.M.I.T

 Passive Suspension System

Figure 1.1 Passive Suspension

Figure 1.2 Passive Car suspension

Dept of Mech.Engg Page 2 of 31 B.N.M.I.T

 Active Suspension System

Figure 1.3 Active Suspension System

Dept of Mech.Engg Page 3 of 31 B.N.M.I.T

In general, they contain external power sources, actuators (hydraulic, pneumatic or

Figure 1.4 Active Electromagnetic Suspension System

Dept of Mech.Engg Page 4 of 31 B.N.M.I.T

Figure 1.5 Block Diagram of Hydraulic Actuation

Dept of Mech.Engg Page 5 of 31 B.N.M.I.T

In fully active electronically controlled production cars, the application of electric

Figure 1.6 Electromagnetic Active Suspension

Electromagnetic active suspension uses linear electromagnetic motors and permanent

Dept of Mech.Engg Page 6 of 31 B.N.M.I.T

 Adaptive and Semi-Active

Semi-active suspension may be implemented by several types of control

Figure 1.7 Skyhook damper

Dept of Mech.Engg Page 7 of 31 B.N.M.I.T

1.3 Weight transfer

Weight transfer during cornering, acceleration or braking is usually calculated per

Two types of weight transfer:

 Unsprung Weight Transfer

 Unsprung Weight Transfer

 Sprung Weight Transfer

Dept of Mech.Engg Page 8 of 31 B.N.M.I.T

Dept of Mech.Engg Page 9 of 31 B.N.M.I.T

2.1 Literature Survey

 Active Electromagnetic Suspension System for Improved Vehicle Dynamics

Electrical power is delivered to the motor by a power amplifier in response to signals

Compared to hydraulic actuators, the main advantages of electro-magnetic actuators are:

 Improved dynamic behaviour,

 Active Electromagnetic Suspension System for Improved Vehicle

(Bart L. J. Gysen, Member, IEEE, Johannes J. H. Paulides, Member, IEEE, Jeroen

Although numerous linear motor topologies exist, the permanent-magnet (PM)

Dept of Mech.Engg Page 10 of 31 B.N.M.I.T

a) ironless (no attraction forces).

1) radially magnetized north and south poles;

Dept of Mech.Engg Page 11 of 31 B.N.M.I.T

 A Study of Linear Regenerative Electromagnetic Shock Absorber System

(Mohahammed Bawahab, Han Xiao, and Xu Wang, RMIT University)

Dept of Mech.Engg Page 12 of 31 B.N.M.I.T

Figure 2.2 Matlab Simulink integration model of the equation of motions.

 Multi-body dynamics in full-vehicle handling analysis

(S Hegazy, H Rahnejat and K Hussain, Department of Mechanical Engineering, University of

There are, in fact, many sources of non-linearity in suspension kinematics, steering

 The front and rear suspensions are of double-wishbone configuration.

Dept of Mech.Engg Page 13 of 31 B.N.M.I.T

 Fabrication and Testing of Electromagnetic Energy Regenerative Suspension

Figure 2.3 Conceptual Design

Dept of Mech.Engg Page 14 of 31 B.N.M.I.T

 “International Journal of Scientific & Engineering Research, Volume 7, Issue

An All-Terrain Vehicle (ATV) is defined by the American National Standards Institute

 “IEEE transactions on Vehicular Technology, VOL. 59, NO. 3, March 2010”

Figure 2.4 Plots of Electromagnetic Suspension

Dept of Mech.Engg Page 15 of 31 B.N.M.I.T

 “Semi active suspension systems using magneto-rheological fluids by Arne Lind,

MR damper is capable of responding quickly while providing large dynamic forces. An