ELECTROMAGNETIC HYBRID DUMPER

SUSPENSION SYSTEM

Abstract
This paper proposes new control concept of suspension, i.e. a hybrid control system with active
control and energy regeneration. n ordinary passive suspension system, damper converts
vibration energy into heat energy by its viscosity, so that the vibration energy is dissipated. This
dissipated energy is not used practically at all. On the other hand, active suspension system has
great performance of vibration isolation but it consumes extra energy. This paper presents a
method to solve these problems in active mix passive control systems as follows: n passive
suspension an energy regenerative damper system which converts vibration energy into useful
energy is proposed. The hybrid system combines this energy regenerative system and active
control in order to achieve good performance of vibration reduction with few energy consumption.
By numerical simulations and basic experiments it was found that the proposed hybrid control
system had satisfactory performance in both vibration reduction and energy consumption.

I. INTRODUCTION
The primary Iunction oI Dumper suspension is to isolate the Dumper body and driver Irom the oscillations
created by the road irregularities and produce ,continuous road-wheel contact.
At present, three typesoI vehicle suspensions are used:
1. !assive suspension
2. semi-active suspension
3. active suspension
Allthe systems known as implemented in heavy vehicles are based in hydraulic or pneumatic operation.
However, it is veriIied that these solutions .,3not solve satisIactorily the vehicles oscillation problem or
they are very expensive and contribute to the high energy consumption.
3the last decade, the evolution occurred in power electronics, permanent magnet materials and
microelectronics allowed very important improvements in the electrical drives domain. Dynamic and steady
state perIormance, volume and weight reduction, unconstrained integration with the electronic control
system, reliability, .489reduction are very important Iactors justiIying ,generalised use oI electrical drives.
This evolution justiIies the analysis oI the possibility oI implementing suspension systems using
electromagnetic actuators in order to improve the perIormance oI suspension system without increasing
the energy consumption and the costs. Another point oI view is that an active suspension
system, which keep the driver compartment on ,
Ilat trajectory ,8the dumper wheels bounce over large holes
and rough roads is ,luxury concept Without ,3practical interest in the near Iuture. However, it must be
remembered that the vehicle oscillations will decrease the tire-ground contact lowering the riding saIety. In
Iact, the sprung mass vertical oscillations are not only uncomIortable but also dangerous to the human spine
healthy condition.
SUSPENSION SYSTEMS DESCRIPTION
As already mentioned, three types oI suspension systems are presently used in vehicle suspensions:
passive, semi-active and active ones. All oI them are constructed using hydraulic or pneumatic cylinders.
Passive Suspensions
The passive system is the most used type in heavy vehicle suspensions. The main reasons are the simplicity,
low cost and reliability oI this solution. A multi-leaI steel spring and a damper compose this suspension
system, both Iixed between the wheel supporting structure (unsprung mass) and the vehicle body (sprung
mass). The damper is a cylinder Iilled with an hydraulic oil or a compressed gas. Inside the cylinder there is
a piston driven Irom the outside by a rod. Allowing the piston
displacement there is a hole, which permits the Iluid pass between the parts oI the cylinder. This Iluid Ilow
generates a reaction Iorce that is proportional to the relative speed between sprung and unsprung masses.
The damping is achieved converting the energy oI the oscillations in heat.
However, the passive suspension systems .,3not give adequate results Ior the suspension problems. This
kind oI suspension do not allow any outside control and the Ieasible improvements are in the Iield oI shapes,
hole valves and materials.

1 lL has Lhe dlsadvanLage of belng heavy whlch conLrlbuLes Lo a relaLlvely hlgh vehlcle welghL
and Lhus ulLlmaLely causes hlgher fuel consumpLlon
2 poor quallLy of rlde for Lhe vehlcle occupanLs slnce a leaf sprlng suspenslon sysLem conLalns
llLLle or no energy absorblng medlum Lo dampen shocks and Lo reduce Lhe naLural frequency
of vlbraLlon of Lhe sprung mass (whlch ls Lhe mass of Lhe vehlcle supporLed on Lhe suspenslon
sysLem)
3 slnce Lhe sprlng raLe of sLeel leaf sprlngs ls llnear Lhe vlbraLlon frequency of Lhe sprung mass
may vary slgnlflcanLly from empLy Lo loaded condlLlons
4 1he suspenslon sysLem ls Lyplcally qulLe nolsy slnce Lhere are many movlng [olnLs and parLs

Semi-Active Suspensions
The mechanical layout oI a semi-active suspension system is identical to a passive one. The main diIIerence
is the position oI the Iluid restriction, located at the cylinder outside which enables some regulation
potentialities. This gives the possibility oI a damping coeIIicient control and, consequently, oI the damper
reaction Iorces.

Disadvantages oI this type oI suspension are same as that oI passive ones due to same mechanical layout
exept they allow regulation up to certain level.
Active Suspensions
A great reduction oI sprung mass vertical accelerations is achieved with the use oI an active suspension
system. Here, the hydraulic cylinder works in "motor regime" receiving hydraulic energy Irom a pump
driven by the vehicle main engine or an electric motor. 3electronics system drives an hydraulic ampliIier
to control the Iorces applied between sprung and unsprung masses. It is an expensive and complicated
system which is used only by a reduced number oI top oI the range heavy vehicles.

ELECTROMAGNETIC VEHICLE SUSPENSIONS

&sing electromagnetic linear actuators it is possible to control the Iorce between the sprung and unsprung
masses. Hence, as in a classical road vehicles suspension systems, it will be possible to obtain the
required law Iorces to damp the sprung mass oscillations. All the above suspension systems, passive, semi-
active and active, can be built using electromagnetic actuators.
The natural control Ilexibility oI the electric equipment enables ,3important improvement in the
suspension behaviour. However, the other potential advantage oI the electromagnetic suspensions is the
possibility Ior them to work in the generator regime. This characteristic allows energy recovery Irom the
suspension, when the actuator breaks the movements between the sprung and the unsprung masses,
decreasing the vehicle energy consumption.

Magnetic Actuators
The concept oI electromagnetic suspension system requires a permanent magnet linear actuator. In the
recent years, the development oI rare-earth magnetic materials allows the manuIacture oI high-energy
density permanent magnets. ThereIore, Ior the same power or torque values, it is possible 94construct
lighter and smaller permanent magnet motors and actuators. The radial magnetised rare earth ring magnets
allow cylindrical shape actuators ,8it is important to adapt the electromagnetic actuator shape to the
vehicle usable space.
Actually, the proposed permanent magnet linear actuator works like a permanent magnet brushless spin
motor. The radial magnetised rings produce a magnetic Iield trough the armature windings. The rings are
mounted in a driver rod made oI magnetic steel. %0windings are mounted inside a soft magnetic steel
cylinder to improve the close loop magnetic circuits. A power electronics converter switches the winding
currents according to 90rings position.

HYBRID SUSPENSION
The damping Iorce can be broken into two components. The passive component has relatively bigger values.
This Iorce depends only Irom the velocity between sprung and unsprung masses, so it can be out Irom the
control system. The active component oI the Iorce presents lower values. These results allows to conceive a
new type oI suspension system. The passive Iorces can be obtained Irom an hydraulic conventional damper.
They do not have any outside control. Simultaneously, the active Iorces are created using an electromagnetic
permanent magnet linear actuator Ied by a power electronics converter and an automatic control system.
This layout permits the use oI smaller, and lighter electromagnetic actuators keeping at same time the active
suspension perIormance.

CONCLUSION