ELECTRO MAGNETIC SUSPENSION SYSTEM

Submitted in partial fulfillment of the requirement for the award of degree of

DIPLOMA
IN
MECHANICAL ENGINEERING
BY

Under the guidance of ----------------------

2004-2005

DEPARTMENT OF MECHANICAL ENGINEERING

 CERTIFICATE

Register number:_________________________

This is to certify that the project report titled “MAGNETIC

SUSPENSION SYSTEM” submitted by the following students for
the award of the degree of bachelor of engineering is record of
bonafide work carried out by them.

Done by

Mr. /Ms._______________________________

In partial fulfillment of the requirement for the award of

degree in Diploma in Mechanical Engineering
During The Year-(2004-2005)

_________________ _______________
Head of Department Guide

Coimbatore –641651.
Date:

Submitted for the university examination held on ___________

_________________ ________________
Internal Examiner External
Examiner
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ACKNOWLEDGEMENT
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ACKNOWLEDGEMENT

At this pleasing moment of having successfully

completed our project, we wish to convey our
sincere thanks and gratitude to the management
of our college and our beloved chairman
…………………………………………………, who provided all
the facilities to us.
We would like to express our sincere thanks to
our principal ………………………………………, for
forwarding us to do our project and offering
adequate duration in completing our project.
We are also grateful to the Head of
Department Prof. …………………………………….., for
her constructive suggestions & encouragement
during our project.
With deep sense of gratitude, we extend our
earnest & sincere thanks to our guide
…………………………………………………….., Department
of Mechanical for her kind guidance &
encouragement during this project.
 We also express our indebt thanks to our
TEACHING and NON TEACHING staffs of
MECHANICAL ENGINEERING DEPARTMENT,
……………………….(COLLEGE NAME).

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MAGNETIC SUSPENSION SYSTEM
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 CONTENTS
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CONTENTS

PARTICULAR PAGE No.

ACKNOWLEDGEMENT

1. SYNOPSIS

2. INTRODUCTION

3. TYPES OF SUSPENSING SYSTEM

4. COMPONANTS AND DESCRIPTION

5. WORKING PRINCIPLE

6. INTRODUCTION TO ELECTRICAL ENGINEERING

MATERIALS

7. DESIGN AND CALCUATION

8. APPLICATION & FEATURES

9. COST ESTIMATION

10. CONCLUSION

BIBLIOGRAPHY

PHOTOGRAPHY
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Chapter-1
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 SYNOPSIS
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CHAPTER-1

SYNOPSIS

A shock absorber is a mechanical device designed to smooth out or (A slight

wetness) damp a sudden shock impulse and dissipate kinetic energy.

In a vehicle, it reduces the effect of traveling over rough ground. Without shock

absorbers, the vehicle would have a bouncing ride, as energy is stored in the spring and

then released to the vehicle, possibly exceeding the allowed range of suspension

movement. Control of excessive suspension movement without shock absorption requires

stiffer (higher rate) springs, which would in turn give a harsh ride. Shock absorbers allow

the use of soft (lower rate) springs while controlling the rate of suspension movement in

response to bumps.

In our project, permanent magnet is used to shock absorber the vehicle. The shock

absorber is designed by controlling for equipment, auto mobiles and movers are suitable

arrangement.
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Chapter-2
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 INTRODUCTION
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CHAPTER-2

INTRODUCTION

The automobile frame and body are mounted on the front and rear axle not directly

but through some from of springs and shock absorbers. This is done to damp to road

shocks transmitted to the frame by the wheels as they roll over the road. All these parts

which perform this function are collectively called a suspension system. Thus, the

suspension system includes springs, shock absorbers and their mountings. The suspension

system of a motor vehicle is divided into the rear end suspension and front-end

suspension.

FUNCTIONS OF SUSPENSION SYSTEM

1. To prevent the road shocks from being transmitted to the vehicle frame

2. To preserve the stability of the vehicle in pitching or rolling, while in motion.

3. To safeguard the occupants from road shocks.

4. To provide good road holding while driving, cornering and braking.

5. To maintain proper steering geometry.

REQUIREMENTS OF A SUSPENSION SYSTEM:-

1. Minimum deflection consistent with required stability.

2. Comparability with other vehicle components – type, frames, wheelbase, steering

linkage.

3. Minimum wheel hop.

4. Low maintenance and operating costs.

5. Low initial cost.

6. Minimum weight.

7. Minimum tyre wears.

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Chapter-3
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TYPES OF SUSPENSION SYSTEM

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CHAPTER-3

TYPES OF SUSPENSION SYSTEM

RIGID AXLE FRONT SUSPENSION

It shows a typical rigid axle font wheel suspension. This type of suspension was

universally used before the introduction of independent front wheel suspension. It may

use either two longitudinal leaf spring, or on transverse spring, usually in conjunction

with shock absorbers. These assemblies are mounted similarly to rear leaf spring

suspensions.

In this type of suspension, the front wheel hubs rotate on anti – fiction bearings on

steering spindles, which are attached to the steering knuckles. To permit the wheels to be

tuned by the steering gear, the steering spindle and the steering knuckle assemblies are

hinged on the axle ends. The pin that forms the pivot of this hinge is usually referred to as

the kingpin or steering knuckle pin. Where the forked portion is integral with the steering
knuckle and fits over the end of the axle, the construction is known as reverse Elliot. In

Elliot type construction, the ends of the axle are forked to hold the steering knuckle

extension between the ends.

INDEPENDENT FRONT SUSPENSION

In the independent type of front suspension, a coil, torsion bar or leaf spring

independently supports each front wheel. Almost all the passenger cars now use the

independent front suspension, in which the coil spring arrangement is the most common.

There are three types of coil spring front suspension:

1. In the first type, the coil spring is located in between the upper and lower control

arms. The lower control arm has one point attachment to the car frame.

2. In the second type, the coil spring is located in between the upper and lower

control arms. The lower arms have two points to attachment to the car frame.

3. In the third type, the coil spring is between the upper control arm and spring tower

or housing that is part of the front – end sheet – metal work.

 Other types of front suspension, besides coil spring type, are also in use. The twin

I – beam construction is another type, used on some models of Ford trucks. Each front

wheel is supported at the end by a separate I – beam. The ends of the I – beams are

attached to the frame by pivots.

The wheel ends of the two I – beams are attached to the frame by radius arms,

which prevent backward or forward movement of the wheels. This type of suspension

provides more flexibility.

Single I – beam front suspension is used in larger trucks. The I-beam has a hole in

each end through which a kingpin is assembled to hold the steering knuckle in place.

Each end of the I-beam is supported by a leaf spring.

In this type of suspension system, a steel rod, known as a torsion bar, act as a

spring to hold the upper and lower control arms parallel under load. The front end of the

rod is of hexagonal shape to fit tightly into an opening in the lower control arm. Its rear

reaction is also of the hexagonal shape to fit tightly into an opening in an anchor attached

to the frame cross member.

A seal hides the hexagonal shaped end of the torsion bar. The torsion bar twisted

due to the forces on the wheel assembly outer end of the lower control arm. The torsion
bar is designed to balance these forces so that the lower arm is kept at a designated

height. The height can be adjusted by a tightening mechanism at the anchor end, which

twists the rod by means of an adjusting bolt and swivel. A strut rod is used to keep the

suspension in alignment.

This type of suspension is able to cushion road shocks by causing the lower arm to

twist the torsion bar. When the wheels are no larger under stress, the arm returns to

normal. It simplifies the independent front suspensions using coil, torsion bar and leaf

spring. Basically, the system is known as parallelogram type independent front

suspension. It consists of an upper and lower link connected by the stub axle carrier. In

general, the lower link is larger than the upper and they may not be parallel. This

arrangement maintains the track width as the wheel rise and fall and so minimize tyre

wear caused by the wheel scrubbing sideways.

Strut and link type suspension system is particularly for integral body

construction, because the loading points are widely spaced. The normal top link is

replaced by a flexible, mounting, and a telescopic damper acts as the kingpin. This

system, known as the Mac Pherson system has little rolling action and absorbs shocks

readily.
 Trailing arm independent front suspension maintains constant track and wheel

attitude with a slight change in wheelbase and caster angle. A coil spring is attached to

the trailing arm which itself is attached to the shaft carrying the wheel hub. When the

wheel moves up and down, it winds and unwinds the spring. A torsion bar has also been

used in certain designs in place of the coil spring.

In sliding type suspension system, the stub axle can move up and down as well as

rotate in the frame members. Track, wheel attitude and wheelbase remain unchanged

throughout the rise and fall of the wheel.

In vertical guide suspension system, the kingpin is attached directly to the cross

member of the frame. It can slide up and down, thus compressing and expanding the

springs.

TORQUE ROD

The torque rod is used to maintain correct alignment of the axle with the frame. It

also serves to remove all the stresses on the springs. One end of the torque rod is rigidly

fixed to the axle or axle housing, and the other end is attached to the frame by means of a

pivoted mounting. The torque rod is also known as torque rod.

STABILIZER

A stabilizer or a sway bar, is necessarily is used in all independent front-end

suspension. It reduces the tendency of the vehicle to roll or tip on either side when taking

a turn. This tendency has been increased due to the use of softer springs and independent

front-end suspension.

A stabilizer is simply a bar of alloy steel with arms at each end connected to the

lower wishbone of the independent suspension or axle. It is supported in bush bearings

fixed to the frame, and is parallel to the cross member.

When both the wheels deflect up or down by the same amount, the stabilizer bar

simply turns in the bearings. When only one wheel deflects, then only one end of the

stabilizer moves, thus twisting the stabilizer bar, which acts as a spring between the two

sides of the independent suspension. In this way, the stabilizer reduces heeling or tipping

of the vehicle on curves.

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Chapter-4
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COMPONENTS AND
DESCRIPTION
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CHAPTER-5
 COMPONENTS AND DESCRIPTION

The major components of the “Electro-Magnetic suspension system” are follows

Hydraulic Oil

Permanent Magnet

Pneumatic Suspension System

Frame Structure

Bearing with bearing cap

1. HYDRAULIC OIL:-

This system requires the oil and magnet to work the system. So we have to provide

the oil tank.

Hydraulic fluids

Almost any free-flowing liquid is suitable as a hydraulic fluid, as long as it will

not chemically injure the hydraulic equipment. For example, an acid, although free-
flowing, would obviously be unsuitable because it would corrode the metallic parts of the

system.

Water, except for its universal availability, suffers from a number of serious

defects as a possible hydraulic fluid. One such defect is that it freezes at a relatively high

temperature, and, in freezing, expands with tremendous force, destroying pipes and other

equipment. Also, it rusts steel parts; and it is rather heavy, creating considerable amount

of inertia in a system of any size.

The hydraulic fluid used in submarine hydraulic systems is a light, fast-flowing

lubricating oil, which does not freeze or even lose its fluidity to any marked degree even

at low temperatures, and which possesses the additional advantage of lubricating the

internal moving parts of the hydraulic units through which it circulates.

Since this oil, a petroleum derivative, causes rapid deterioration of natural rubber,

synthetic rubber is specified for use in these systems as packing and oil seals.

2. PERMANENT MAGNET:-
 A magnet is a material or object that produces a magnetic field. This magnetic field is

invisible but is responsible for the most notable property of a magnet: a force that pulls

on other ferromagnetic materials like iron and attracts or repels other magnets.

A permanent magnet is an object made from a material that is magnetized and

creates its own persistent magnetic field. An everyday example is a refrigerator magnet

used to hold notes on a refrigerator door. Materials that can be magnetized, which are

also the ones that are strongly attracted to a magnet are called ferromagnetic (or

ferrimagnetic). These include iron, nickel, cobalt, some alloys of rare earth metals, and

some naturally occurring minerals such as lodestone. Although ferromagnetic (and

ferrimagnetic) materials are the only ones attracted to a magnet strongly enough to be

commonly considered magnetic, all other substances respond weakly to a magnetic field,

by one of several other types of magnetism. Ferromagnetic materials can be divided into

magnetically "soft" materials like annealed iron which can be magnetized but don't tend

to stay magnetized, and magnetically "hard" materials, which do. Permanent magnets are

made from "hard" ferromagnetic materials which are subjected to special processing in a

powerful magnetic field during manufacture, to align their internal microcrystalline

structure, making them very hard to demagnetize.

 To demagnetize a saturated magnet, a certain magnetic field must be applied and this

threshold depends on coercivity of the respective material. "Hard" materials have high

coercivity whereas "soft" materials have low coercivity.

An electromagnet is made from a coil of wire which acts as a magnet when an electric

current passes through it, but stops being a magnet when the current stops. Often an

electromagnet is wrapped around a core of ferromagnetic material like steel, which

enhances the magnetic field produced by the coil.

The overall strength of a magnet is measured by its magnetic moment, or alternately

the total magnetic flux it produces. The local strength of the magnetism in a material is

measured by its magnetization

Magnetic field

The magnetic field (usually denoted B) is a vector field. The magnetic field vector at

a given point in space is specified by two properties:

1. Its direction, which is along the orientation of a compass needle.

2. Its magnitude (also called strength), which is proportional to how strongly the

compass needle orients along that direction.

 In SI units, the strength of the magnetic field is given in teslas.

Magnetic moment

A magnet's magnetic moment (also called magnetic dipole moment, and usually

denoted μ) is a vector that characterizes the magnet's overall magnetic properties. For a

bar magnet, the direction of the magnetic moment points from the magnet's south pole to

its north pole, and the magnitude relates to how strong and how far apart these poles are.

In SI units, the magnetic moment is specified in terms of A·m.

A magnet both produces its own magnetic field and it responds to magnetic fields.

The strength of the magnetic field it produces is at any given point proportional to the

magnitude of its magnetic moment. In addition, when the magnet is put into an external

magnetic field, produced by a different source, it is subject to a torque tending to orient

the magnetic moment parallel to the field. The amount of this torque is proportional both

to the magnetic moment and the external field. A magnet may also be subject to a force

driving it in one direction or another, according to the positions and orientations of the

magnet and source. If the field is uniform in space, the magnet is subject to no net force,

although it is subject to a torque.

A wire in the shape of a circle with area A and carrying current I is a magnet, with

a magnetic moment of magnitude equal to IA.

Magnetization

The magnetization of a magnetized material is the local value of its magnetic

moment per unit volume, usually denoted M, with units A/m. It is a vector field, rather

than just a vector (like the magnetic moment), because different areas in a magnet can be

magnetized with different directions and strengths (for example, because of domains, see

below). A good bar magnet may have a magnetic moment of magnitude 0.1 A·m 2 and a

volume of 1 cm3, or 1×10−6 m3, and therefore an average magnetization magnitude is

100,000 A/m. Iron can have a magnetization of around a million amperes per meter. Such

a large value explains why iron magnets are so effective at producing magnetic fields.

Two models for magnets: magnetic poles and atomic currents

Field of a cylindrical bar magnet calculated with

Ampère's model

Although for many purposes it is convenient to think of a magnet as having

distinct north and south magnetic poles, the concept of poles should not be taken literally:

it is merely a way of referring to the two different ends of a magnet.

 The magnet does not have distinct north or south particles on opposing sides. If a

bar magnet is broken into two pieces, in an attempt to separate the north and south poles,

the result will be two bar magnets, each of which has both a north and south pole.

Gilbert model: However, a version of the magnetic pole approach is used by professional

magneticians to design permanent magnets. In this approach, the pole surfaces of a

permanent magnet are imagined to be covered with so-called magnetic charge, north pole

particles on the north pole and south pole particles on the south pole, that are the source

of the magnetic field lines. If the magnetic pole distribution is known, then outside the

magnet the pole model gives the magnetic field exactly. In the interior of the magnet this

model fails to give the correct field (see #Units and calculations, below). This pole model

is also called the Gilbert model of a magnetic dipole. Griffiths suggests (p. 258): "My

advice is to use the Gilbert model, if you like, to get an intuitive 'feel' for a problem, but

never rely on it for quantitative results."

Ampère model: Another model is the Ampère model, where all magnetization is due to

the effect of microscopic, or atomic, circular bound currents, also called Ampèrian

currents throughout the material. For a uniformly magnetized cylindrical bar magnet, the

net effect of the microscopic bound currents is to make the magnet behave as if there is a

macroscopic sheet of electric current flowing around the surface, with local flow

direction normal to the cylinder axis.

 (Since scraping off the outer layer of a magnet will not destroy its magnetic field,

it can be seen that this is just a model, and the tiny currents are actually distributed

throughout the material). The right-hand rule tells which direction the current flows. The

Ampère model gives the exact magnetic field both inside and outside the magnet. It is

usually difficult to calculate the Ampèrian currents on the surface of a magnet, whereas it

is often easier to find the effective poles for the same magnet.

Pole naming conventions

The north pole of the magnet is the pole which, when the magnet is freely

suspended, points towards the Earth's north magnetic pole in northern Canada. Since

opposite poles (north and south) attract whereas like poles (north and north, or south and

south) repel, the Earth's present geographic north pole is thus actually its magnetic south

pole. Confounding the situation further, the Earth's magnetic field has reversed itself

many times in the distant past. As a practical matter, in order to tell which pole of a

magnet is north and which is south, it is not necessary to use the Earth's magnetic field at

all. For example, one calibration method would be to compare it to an electromagnet,

whose poles can be identified by the right-hand rule.

Magnetic materials

The term magnet is typically reserved for objects that produce their own persistent

magnetic field even in the absence of an applied magnetic field. Only certain classes of

materials can do this. Most materials, however, produce a magnetic field in response to

an applied magnetic field; a phenomenon known as magnetism. There are several types

of magnetism, and all materials exhibit at least one of them.

The overall magnetic behavior of a material can vary widely, depending on the

structure of the material, and particularly on its electron configuration. Several forms of

magnetic behavior have been observed in different materials, including:

 Ferromagnetic and ferrimagnetic materials are the ones normally thought of as

magnetic; they are attracted to a magnet strongly enough that the attraction can be

felt. These materials are the only ones that can retain magnetization and become

magnets; a common example is a traditional refrigerator magnet. Ferrimagnetic

materials, which include ferrites and the oldest magnetic materials magnetite and

lodestone, are similar to but weaker than ferromagnetics. The difference between

ferro- and ferrimagnetic materials is related to their microscopic structure, as

explained below.
  Paramagnetic substances such as platinum, aluminium, and oxygen are weakly

attracted to a magnet. This effect is hundreds of thousands of times weaker than

ferromagnetic materials attraction, so it can only be detected by using sensitive

instruments, or using extremely strong magnets. Magnetic ferrofluids, although

they are made of tiny ferromagnetic particles suspended in liquid, are sometimes

considered paramagnetic since they cannot be magnetized.

 Diamagnetic means repelled by both poles. Compared to paramagnetic and

ferromagnetic substances, diamagnetic substances such as carbon, copper, water,

and plastic are even more weakly repelled by a magnet. The permeability of

diamagnetic materials is less than the permeability of a vacuum. All substances not

possessing one of the other types of magnetism are diamagnetic; this includes

most substances. Although force on a diamagnetic object from an ordinary magnet

is far too weak to be felt, using extremely strong superconducting magnets

[8]
diamagnetic objects such as pieces of lead and even mice can be levitated so

they float in mid-air. Superconductors repel magnetic fields from their interior and

are strongly diamagnetic.

There are various other types of magnetism, such as spin glass, superparamagnetism,

superdiamagnetism, and metamagnetism.

3. FRAME STAND:-
 Frame stand is made upof mild steel materials. The whole above mentioned parts are

fixed in to this frame stand with suitable arrangement.

4. MAGNETIC SUSPENSION ARRANGEMENT:-

In our project, air operated suspensing system. This suspensing system consist of the

following items

Piston

The piston is a cylindrical member of certain length which reciprocates inside the

cylinder. The diameter of the piston is slightly less than that of the cylinder bore diameter

and it is fitted to the top of the piston rod. It is one of the important part which converts

the pressure energy into mechanical power.

The piston is equipped with a ring suitably proportioned and it is relatively soft

rubber which is capable of providing good sealing with low friction at the operating

pressure. The purpose of piston is to provide means of conveying the pressure of air

inside the cylinder to the piston of the oil cylinder.

Generally piston is made up of

  Aluminium alloy-light and medium work.

 Brass or bronze or CI-Heavy duty.

The piston is double acting type. The piston moves forward when the high-

pressure air is turned from the right side of cylinder. The piston moves backward when

high pressure acts on the piston from the left side of the cylinder. The piston should be as

strong and rigid as possible.

The efficiency and economy of the machine primarily depends on the working of

the piston. It must operate in the cylinder with a minimum of friction and should be able

to withstand the high compressor force developed in the cylinder and also the shock load

during operation.

The piston should posses the following qualities.

a. The movement of the piston not creates much noise.

b. It should be frictionless.

c. It should withstand high pressure.

Piston Rod
 The piston rod is circular in cross section. It connects piston with piston of other

cylinder. The piston rod is made of mild steel ground and polished. A high finish is

essential on the outer rod surface to minimize wear on the rod seals. The piston rod is

connected to the piston by mechanical fastening. The piston and the piston rod can be

separated if necessary.

One end of the piston rod is connected to the bottom of the piston. The other end

of the piston rod is connected to the other piston rod by means of coupling. The piston

transmits the working force to the oil cylinder through the piston rod. The piston rod is

designed to withstand the high compressive force. It should avoid bending and withstand

shock loads caused by the cutting force. The piston moves inside the rod seal fixed in the

bottom cover plate of the cylinder. The sealing arrangements prevent the leakage of air

from the bottom of the cylinder while the rod reciprocates through it.

Cylinder Cover Plates

The cylinder should be enclosed to get the applied pressure from the compressor

and act on the pinion. The cylinder is thus closed by the cover plates on both the ends

such that there is no leakage of air.

 An inlet port is provided on the top cover plate and an outlet ports on the bottom

cover plate. There is also a hole drilled for the movement of the piston.

The cylinder cover plate protects the cylinder from dust and other particle and

maintains the same pressure that is taken from the compressor. The flange has to hold the

piston in both of its extreme positions. The piston hits the top plat during the return

stroke and hits the bottom plate during end of forward stroke. So the cover plates must

be strong enough to withstand the load.

Cylinder Mounting Plates:

It is attached to the cylinder cover plates and also to the carriage with the help of

‘L’ bends and bolts.

5. BEARING WITH BEARING CAP:-

The bearings are pressed smoothly to fit into the shafts because if hammered the

bearing may develop cracks. Bearing is made upof steel material and bearing cap is mild

steel.
INTRODUCTION

Ball and roller bearings are used widely in instruments and machines in order to

minimize friction and power loss. While the concept of the ball bearing dates back at

least to Leonardo da Vinci, their design and manufacture has become remarkably

sophisticated. This technology was brought to its p resent state o f perfection only

after a long period of research and development. The benefits of such specialized

research can be obtained when it is possible to use a standardized bearing of the proper

size and type.

However, such bearings cannot be used indiscriminately without a careful study of

the loads and operating conditions. In addition, the bearing must be provided with

adequate mounting, lubrication and sealing. Design engineers have usually two possible

sources for obtaining information which they can use to select a bearing for their

particular application:

a) Textbooks

b) Manufacturers’

Catalogs Textbooks are excellent sources; however, they tend to be overly detailed

and aimed at the student of the subject matter rather than the practicing designer. They,

in most cases, contain information on how to design rather than how to select a bearing

for a particular application. Manufacturers’ catalogs, in turn, are also excellent and
contain a wealth of information which relates to the products of the particular

manufacturer. These catalogs, however, fail to provide alternatives – which may divert

the designer’s interest to products not manufactured by them. Our Company, however,

provides the broadest selection of many types of bearings made by different

manufacturers.

For this reason, we are interested in providing a condensed overview of the subject

matter in an objective manner, using data obtained from different texts, handbooks and

manufacturers’ literature. This information will enable the reader to select the proper

bearing in an expeditious manner. If the designer’s interest exceeds the scope of the

presented material, a list of references is provided at the end of the Technical Section. At

the same time, we are expressing our thanks and are providing credit to the sources which

supplied the material presented here.

Construction and Types of Ball Bearings

A ball bearing usually consists of four parts: an inner ring, an outer ring, the balls

and the cage or separator.

To increase the contact area and permit larger loads to be carried, the balls run in

curvilinear grooves in the rings. The radius of the groove is slightly larger than the radius

of the ball, and a very slight amount of radial play must be provided. The bearing is thus

permitted to adjust itself to small amounts of angular misalignment between the

assembled shaft and mounting. The separator keeps the balls evenly spaced and prevents
them from touching each other on the sides where their relative velocities are the greatest.

Ball bearings are made in a wide variety of types and sizes. Single-row radial bearings

are made in four series, extra light, light, medium, and heavy, for each bore, as illustrated

in Fig. 1-3(a), (b), and (c).

100 Series 200 Series 300 Series Axial Thrust Angular Contact Self-aligning Bearing

Fig. 1-3 Types of Ball Bearings

The heavy series of bearings is designated by 400. Most, but not all,

manufacturers use a numbering system so devised that if the last two digits are multiplied

by 5, the result will be the bore in millimeters. The digit in the third place from the right

indicates the series number. Thus, bearing 307 signifies a medium-series bearing of 35-

mm bore. For additional digits, which may be present in the catalog number of a bearing,

refer to manufacturer’s details.

Some makers list deep groove bearings and

bearings with two rows of balls. For bearing

designations of Quality Bearings & Components

(QBC), see special pages devoted to this purpose. The radial bearing is able to carry a

considerable amount of axial thrust.

However, when the load is directed entirely along the axis, the thrust type of

bearing should be used. The angular contact bear- ing will take care of both radial and

axial loads. The self-aligning ball bearing will take care of large amounts of

angular misalignment. An increase in radial capacity may be secured by using rings

with deep grooves, or by employing a double-row radial bearing. Radial bearings are

divided into two general classes, depending on the method of assembly. These are the

Conrad, or nonfilling-notch type, and the maximum, or filling-notch type. In the Conrad

bearing, the balls are placed between the rings as shown in Fig. 1-4(a). Then they are

evenly spaced and the separator is riveted in place. In the maximum-type bearing, the

balls are a (a) (b) (c) (d) (e) (f) 100 Series Extra Light 200 Series Light 300 Series

Medium Axial Thrust Bearing Angular Contact Bearing Self-aligning Bearing Fig. 1-3

Types of Ball Bearings Fig. 1-4 Methods of Assembly for Ball Bearings (a) Conrad

or non-filling notch type (b) Maximum or filling notch type

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Chapter-5
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WORKING OPERATION
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 CHAPTER-5

WORKING OPERATION

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.

This magnetic shock arrangement is the additional suspension arrangement for the

excisting shock absorber arrangement. This magnetic suspension system arrangement

will be activated automatically for the weight of the vehicle is exceeded for the particular

load.
 SUSPENSOR

PERMANANT STEM WITH

MAGNETIC COIL SPRING
WITH OIL

The load is applied to the suspensor which oils get hardened to repulsion the

permanent magnet. This repulsion force causes the plunger to reciprocate. This

reciprocating motion is converted to converted to the liner motion of the suspension

system.
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Chapter-6
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ELECTRICAL ENGINEERING
MATERIAL
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 CHAPTER-6

INTRODUCTION TO ELECTRICAL ENGINEERING

MATERIALS

Electrical materials used in the construction of all commercial machines may be

broadly classified into three groups,

1. Conducting

2. Insulating

3. Magnetic materials.

The design of electrical machines and equipment’s mainly depend on the quality of

these materials. Inflow grade materials are used, the machine or the equipment would be

too heavy and costly.

Solution to the problem is to select, insulating, conducting and magnetic materials

properly, so as to improve the efficiency of the machine or the equipment, reduce the

size, weight and the cost and increase the reliability of operation.
EFFECTS OF MATERIAL:

Engineering materials that are used in electrical machines may be divided into

three broad groups,

1. Conductors

2. Magnetic material

3. Insulating materials.

Conductors posses high conductivity and are used to provide paths for electric

currents in electrical machine windings. Magnetic materials possess high magnetic field

in the surrounding space. The conductivity of the insulating materials is very poor and as

such they serve to insulate one current carrying part from another whenever they operate

with a difference in electrical potential relative to each other.

SILICON STEEL (SHEET STEEL):

For our project, we are selecting steel, which is having a thickness of 15mm

having the following magnetic properties. The magnetic properties of iron are greatly

improved by adding a certain percentage of silicon.

 Addition of silicon increases the electrical resistively of iron, thus decreasing the

delay current losses of the material. Addition of silicon above 1.8 percent increases the

magnetic permeability of the material. Addition of silicon in large percentage also

deteriorates the mechanical properties. In small machines a material of low silicon

content of the order of 5 % is used. On the other hand in large turbo generators and

transformers, materials with high silicon content are used. The maximum percentage of

silicon is usually about 4.5 % beyond which the steel becomes quite brittle.

Cold rolled grain oriented silicon steel has much better magnetic properties as

compared to the hot rolled silicon steel. Cold rolled grain oriented steel can be worked at

much higher flux densities due to the improved magnetic properties. The specific loss at

a flux density of 1.0 wb / m^2 for the bees grade of hot rolled steel is 0.9 watts per

kilograms of the material, whereas the value at the same flux density for the best cold

rolled steel is equal to 0.5 watts per kilograms. Thus there is a lot of reduction in the

losses by the use of cold rolled grain oriented steel. For the same losses, cold rolled steel

can be worked at much higher flux densities, which will lead to reduction of weight and

size of machine.
EFFECTS OF INSULATING MATERIAL:

The insulating materials are sensitive to temperature. The insulating material

having good temperature resistant. So we are selecting varnishes as insulating material to

coat the core because it is having higher temperature sensitivity.

In electrical engineering the insulating materials are mainly in three different

ways, for impregnation, adhesion.

Properties:

1. Quick drying properties.

2. Chemical stability even under strong electric field.

3. Should not attack the base insulating material or the conductor

4. Should set hard and with good surface.

When fibrous insulating materials (cardboard, fabric etc) are impregnated with

varnish, the pores and hollows in them are filled are filled with dry varnish. Thus the

breakdown voltage and thermal conductivity of the material are increased by

impregnation with varnish The tendency of attraction towards moisture decrease with

impregnation.
 Varnishes improve mechanical properties of the insulating material. Sometimes

varnish is also coated on hard porous insulating materials, in order to improve their

resistance to moisture, creeping discharge voltage and their outer appearance.

Length of time for the fabrication of transformer core. Cold rolled grassing

oriented silicon steel presently used for transformer cores has much better magnetic

properties as compared to hot rolled silicon steel. This type of steel has a better surface

finish giving improved space factor. Due to improved magnetic properties, it has

completely superseded the hot rolled steel. Cold rolled grain oriented silicon steel 0.35

mm thick can be worked up to a flux density of 1.7 tesla (wb/m²), thus giving the

designer a free hand to density makes it possible to save magnetic materials, although

cold rolled steel is more expansive than hot rolled steel.

The specific loss at a certain value of flux density for cold rolled grain oriented

steel is nearly half as compared to hot rolled steel at the same value of flux density. Thus

for the same losses, cold rolled steel can be worked at much higher flux densities, which

will ultimately lead to reduction of weight, size and the over electrical machine, one

should select very carefully a magnetic material which would give best and economical

design.
 SELECTION OF CORE MATERIALS

The cost of an electric machine depends upon its size and weight and primarily on

the weight of magnetic and conducting materials as these being most costly ones. The

weight of the magnetic materials is influenced by the size of the magnetic circuit of the

machine. To a great extent, the size and the weighty of the machine depends upon the

assigned values of specific magnetic loading, which is limited by the saturation and core

losses of the magnetic materials used in the machine. However an increased value of

specific magnetic loading could be assigned for designing an electrical machine, provided

the magnetic materials has a comparatively higher saturation limit and lower core losses

per kg of the material.

During the last few years, considerable developments have place in the field of

magnetic materials. Presently magnetic materials having very high permeability’s and

low specific iron losses are available. These materials are much superior and result into a

reduced size of the machine with a lower over all cost. As such they are replacing the

poor magnetic materials previously used in electrical machines. The most suitable

magnetic materials for electrical machines, which give a considerable reduction in size

and cost, are silicon steel of various grades.

 To indicate clearly the effects of magnetic material on the design of electrical

machines, salient features of two similar transformers one designed with hot rolled steel

and another with cold rolled grain oriented steel have been given. The hot rolled steel

sheets 0.5 mm thick permit the flux density in the core varying from 1.4 to 1.45 tesla

(wb/m²). These were used for a considerable undertaken.

The windings are placed in each pole of the magnetic bearing. The numbers of

turns in each pole are approximately 900 turns and the windings are provided for the

same number for turns in all the four poles of the magnetic breaking. After the

completing the winding works, insulation is provided over the wounded coils. Usually

varnish was selected as an good insulating material for the coil insulation. Thus a radial

type electromagnetic bearing was designed and fabricated.

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Chapter-7
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DESIGN CALCULATION
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 CHAPTER-7

DESIGN CALCULATIONS

CALCULATION FOR Force to operate suspension system (F)

F = (m + M/C)

Allowable pressure for Asbestos = 0.7b N/mm²

Total moment of Normal force (M)

M = ½ p br OA [(Ø₂-₁) + ½ (sin2Ø₁-sin2Ø₂)]

= ½ x 0.75 x 5 x 97 x 85 [(1.83 – 0.175) + ½ (sin20-sin216]

= 39959.47 N-mm.

Total momentum of the friction force (M)

M = µ pbr [r ( cosØ₁-cosθ₂) + OA/4 (cos2θ₂-cos 2θ₁)

= 31947.52 N mm.
Therefore Force (F) = (M + M)/C

= (39959.47-31947.52)/155

= 51.69 N.

Force to operate suspension system = 51.69N.

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Chapter-8
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APPLICATION & FEATURES

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 CHAPTER-8

APPLICATIONS AND FEATURES

APPLICATIONS:-

 Used in Crane Control System

 Used in Winch Controlling

 Used in Lift Controlling

 Used in Automobile purpose

FEATURES

Hydraulic suspensor operates on liquid pressure. In case there is a leakage in

hydraulic lines. Magnetic suspensor which is very sensitive (concentrate only on

mechanical linkage) can be used as an emergency time. Simultaneous application of both

Hydraulic and electromagnetic suspensor provide more smooth suspension action, there

by very effectively slowing the vehicle. Cost-wise Electromagnetic suspensor are very

cheap as the number of element are less and construction also very simple. Running cost

also reduced since maintenance of the suspensor is not required.

---------------------------------------------------------------------------------

Chapter-9
---------------------------------------------------------------------------------

---------------------------------------------------------------------------------

COST ESTIMATION
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 CHAPTER-9

COST ESTIMATION

1. MATERIAL COST:-

SL.NO. NAME OF PARTS MATERIAL QUANTITY AMOUNT (RS)

1 Permanent Magnet Magnet 4
2 Wheel Rubber 1
3 Suspension Liver M.S 2
4 Suspensor M.S 2

Arrangement
5 Frame Stand M.S 1
6 Bearing Steel 2
7 Hydraulic Oil Servo 38 1/8 liter

2. LABOUR COST

LATHE, DRILLING, WELDING, GRINDING, POWER HACKSAW, GAS CUTTING:

Cost =

3. OVERHEAD CHARGES

The overhead charges are arrived by “Manufacturing cost”

 Manufacturing Cost = Material Cost + Labour cost

Overhead Charges = 20% of the manufacturing cost

TOTAL COST

Total cost = Material Cost + Labour cost + Overhead Charges

Total cost for this project =

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Chapter-10
---------------------------------------------------------------------------------
---------------------------------------------------------------------------------

CONCLUSION
---------------------------------------------------------------------------------

CHAPTER-13

CONCLUSION
 This project work has provided us an excellent opportunity and experience, to use

our limited knowledge. We gained a lot of practical knowledge regarding, planning,

purchasing, assembling and machining while doing this project work. We feel that the

project work is a good solution to bridge the gates between institution and industries. We

are proud that we have completed the work with the limited time successfully. The

MAGNETIC SUSPENSION SYSTEM is working with satisfactory conditions. We are

able to understand the difficulties in maintaining the tolerances and also quality. We have

done to our ability and skill making maximum use of available facilities.

In conclusion remarks of our project work, let us add a few more lines about our

impression project work. Thus we have developed a “MAGNETIC SUSPENSION

SYSTEM” which helps to know how to achieve smooth suspension system. The

application of this system is high when compared to the cost. By using more techniques,

they can be modified and developed according to the applications. This project is an

experimental effort to demonstrate a new type of Electromagnetic suspension system

using a solenoid coil.

---------------------------------------------------------------------------------

BIBLIOGRAPHY
---------------------------------------------------------------------------------

BIBLIOGRAPHY
1. Faculty of Mechanical Engineering, PSG Tech., “Design Data”, DPV Printers,

Coimbatore, 1998.

2. K. Balasundaram, “Industrial management”, Parthian Publishers, Coimbatore-

12, 1999, pp.116

3. “TVS 50 XL Service Manual”.

4. Automotive Electrical, pp.32-94.

5. G.B.S. Narang, “Automobile Engineering”, Khanna Publishers, Delhi, 1991,

pp 671.

6. William H. Crowse, “Automobile Engineering”.

7. Donald. L. Anglin, “Automobile Engineering”.

8. The Hindu Daily, “SCIENCE / TECHNOLOGY”.

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PHOTOGRAPHY
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PHOTOGRAPHY