IRJET- Magneto-Pneumatic Suspension System

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 05 Issue: 11 | Nov 2018 www.irjet.net p-ISSN: 2395-0072
© 2018, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 1674
MAGNETO-PNEUMATIC SUSPENSION SYSTEM
Ginoya Vivek K1, Prof. Om Prakash Shukla2
1,2Mechanical Engineering Department, Parul Institute of Engineering & Technology, P.O. Limda, Ta. Waghodia, Dist.
Vadodara-391760, Gujarat, India.
---------------------------------------------------------------------------***----------------------------------------------------------------------------
ABSTRACT - Day by day there have been advancement in technologies and features in the automobile segment and newer
models come to market rapidly. But still there has been use of the conventional (telescopic and coil suspension) in most of
the automobiles running on Indian roads, which do not provide much comfort, stability and more jerks and shocks are felt
on rough and bumpy roads. There is a need for introduction of a type of suspension with little modification so as to
provide better ride comfort and stability giving a good driving experience even on rough road by absorbing maximum no
of jerks and shocks thereby reducing it to be transferred to the body.
Our aim is to create a suspension system which provides excellent better ride quality by implementing the concepts of
both magnetism & pneumatics, where this combination is used for providing better ride comfort, stability and
convenience. This system absorbs maximum number of shocks and jerks thereby reducing the transfer of them to the body
of the vehicle. Mainly our focus is on the magnetism part which is added as a value to the normal Air Suspension System.
1. INTRODUCTION
The vehicle suspension system is the mechanism that serves to connect the car body with the wheels of the car. It has the
ability to transmit to the road surface all forces acting on the car.
The role of the car suspension is to link elastic between the frame or the car body and bridges, or directly with the car
wheels. Suspension transforms the shocks in oscillations with amplitude and frequency endurable by passengers and
dampens oscillations, avoiding resonance.
Figure 1: Suspension System of Automobile

1.1 PROJECT DESCRIPTION AND DEFINITION:
Conventional Suspension System has a separate spring and dampener to absorb the shock; also the wheels are linked that
means the movement of the wheel on one side effect the movement of the wheel on the other side. So it gives rise to
gyroscopic effect and wheel wobbling occurs. Due to this, it produces excess strain on the body of person sitting in the
vehicle and provides inconvenient driving experience.
Basically, Suspension system 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. 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.
1.2 PROBLEM SOLUTION:
We have developed a Magneto-Pneumatic Suspension System which works on the the concepts of Mechanics, Control
Engineering and Magnetism. As the name suggest we have used magnet and compressed air to develop this suspension
system. It allows the wheel to move up and down with the minimal effect of the other. Camber does not change due up of
down movement of wheels.
We are installing the powerful magnets in the air suspension system with powerful. Also, initial cost and maintenance cost
is low compared to the conventional suspension system. The neodymium magnets are installed in the air bellow such that
like poles of magnet face each other; which provides repulsive effect so as to minimize the transfer of jerks and shocks to
the vehicle body hence, providing stability to the vehicle.
1.3 AIM AND OBJECTIVES:
1.3.1 AIM:
To develop a vehicle suspension system which is a combination of both magnetism and pneumatics, where the magnetism
part play a role of creating repulsion effect by placing two permanent magnets in same polarity, thereby reducing the
transfer of jerks and shocks to the vehicle body while the pneumatic part play the role of providing ride comfort and
stability to the vehicle.
1.3.2 OBJECTIVES:
• To provide drive comfort.
• To increase stability of vehicle.
• To reduce the transfer of jerks and shocks to the vehicle body.
• To identify and set benchmarks for design.
• Designing of components.
• To select a suitable materials.
• Organizing project flow.
• Manufacturing of prototype.
• Application in service.
1.4 Working Principle:
Magneto-Pneumatic Suspension System (MPSS) works on the principle of both magnetic repulsion effect and pneumatic
air pressure working simultaneously where pneumatic system acts as a primary suspension system while magnetic
repulsion effect acts as a supportive secondary suspension system.
1.5 EQUIPMENTS REQUIRED FOR THE PROJECT
 Air Spring (Single Convolution Bellow)
 Air Compression Unit
 Manual Lever Valve
 Solenoid Valve
 Tube and Fittings
 Neodymium Magnet N52

 Pressure Gauge
 Electronic Control Unit (ECU)
 Remote Control Unit (RCU)
 Height Sensor
 Pressure Sensor
2. DESIGN AND OPERATION OVERVIEW
2.1 MODEL (MAGNETO-PNEUMATIC SUSPENSION)
Figure 2: 3-Dimensional Model of Suspension System
2.2 COMPONENT DETAILS
2.2.1 Air Spring (Single Convolution Bellow)
 Single convolution bellows provides an excellent cushioning effect and offer exceptionally good lateral movement.
For this reason they are particularly suitable for use in buses and passenger cars but are also used on Lorries and
trailers.
 The single convolution type is of 142 mm in diameter, 155 mm height and covered by two steel disc rings.
Figure 3: Single Convolution Bellow

2.2.2 Air Compression Unit
 A machine which draws in air at atmospheric pressure then compresses it to pressures higher than atmospheric
and delivers it at a rate sufficient to operate pneumatic tools or equipment.
 Apparatus consists of air tank, pressure relief valve, oil less air compressor, air dryer-filter-regulator unit and ¼”
air exhaust from air tank. It also features auto start-stop function at required psi. An AC power supply is necessary
for the operation.
Figure 4: Air Compression Unit and Air flow Diagram
2.2.3 Manual Lever Valve
 Two manual lever type valves have been used, one for inflation and one for deflation purpose. The thread of the
valve is of internal type and both ¼” as well as 1/8” is used whereas the tube fitting side is of 8 mm diameter.
Figure 5: Manual Lever Valve
2.2.4 Tube and Fittings
 A 6 mm internal diameter and 8 mm external diameter tube is used.
 Various fittings like the elbow type, T type, Y type, straight type etc, are used.
 Thread diameter is either ¼” or 1/8” and hole of 8 mm for the tube fitting.

Figure 6: Tube and Fittings
2.2.5 Neodymium Magnet N52
A neodymium magnet (also known as NdFeB, NIB or Neo magnet), the most widely used type of rare-earth magnet, is a
permanent magnet made from an alloy of neodymium, iron and boron to form the Nd2Fe14B tetragonal crystalline
structure. Neodymium magnets are metal, and they are colored silver, like most other metals. Hematite is not a metal,
although it has some metal atoms in it. It is instead a mineral, formed primarily of iron oxide, specifically, the Fe2O3 oxide,
which is common iron rust. Usually there are other elements mixed with it. Hematite magnets vary in color from red to
gray to black.
 Here, 25 mm diameter and 25 mm thickness neodymium magnet of grade N52 is used in this project.
Figure 7: Neodymium Magnet N52
2.2.6 Solenoid Valve
A solenoid valve is a combination of two basicfunctional units:
• A solenoid (electromagnet) with its core
• A valve body containing one or more orifices
Flow through an orifice is shut off or allowed by the movement of the core when the solenoid is energized or de-energized.
ASCO valves have a solenoid mounted directly on the valve body. The core is enclosed in a sealed tube, providing a
compact, leak-tight assembly.

Figure 8: Solenoid Valve
2.2.7 Electronic Control Unit (ECU)
 The Electronic Control Unit is the heart of the system and is connected with the singles components on the vehicle
by means of a 35-pole or 25-pole plug-in terminal. The ECU is located in the driver´s cab and controls one or more
of the electrical systems or subsystems in a vehicle.
 Together with a plug-in terminal for connecting the ECAS ECU for trailers to the other components, the ECU is
mounted on the trailer’s chassis in a protective housing. This protective housing corresponds to the ABS-VARIOC
System.
 The ECU contains a microprocessor which processes digital signals only. A memory managing the data is
connected to this processor. The outlets to the solenoid valves and to the indicator lamp are switched via driver
modules.
Figure 9: Electronic Control Unit
2.2.8 Remote Control Unit (RCU)
 By means of the RCU the driver can influence the vehicle's level within the permissible maximum limits. However,
this can only be done whilst the vehicle is either stationary or has not exceeded the driving speed parameter.
 The control keys for changing the level are accommodated in a handy housing. Contact with the ECU is established
via coiled cable and a socket on the vehicle.
 The function of RCU is to raise and lower chassis depending upon the load variation.

Figure 10: Remote Control Unit
2.2.9 Height Sensor
 From the outside, the height sensor looks similar to WABCO's conventional leveling valve which means that it can
often be fitted in the same location on the vehicle frame (the pattern of the two upper mounting bores is similar to
that of the leveling valve).
 The sensor housing contains a coil in which an armature is moved up and down. Via a connecting rod, the
armature is connected to a cam on the lever's shaft.
Figure 11: Height Sensor
2.2.10 Pressure Sensor
 The pressure sensor produces a voltage output which is proportional to the pressure present. The measuring
range lies between 0 and 10 bar; a pressure of 16 bar must not be exceeded.
 The signal voltage is sent to the ECU via a connecting plug. Furthermore, the sensor must receive a supply voltage
from the ECU via a third conductor.
 The cable harness must be encased in a hose or similar material in such a way that the housing - which is
otherwise waterproof - can “breathe”.
Figure 12: Pressure Sensor

3 WORKING OF MAGNETO-PNEUMATIC SUSPENSION SYSTEM
Figure 13: Working of Magneto- Pneumatic Suspension System
 Magneto-pneumatic suspension system is a type of vehicle suspension powered by an engine-driven compressor.
This compressor pumps the air into a flexible bellows. The air pressure inflates the bellows, and raises the chassis
from the axle.
 Also, the Neodymium magnet N52 is placed at the end of each bellow in such a way that like poles of magnets are
faced towards each other in each bellow; which provides the repulsive effect to minimize the transfer of jerks and
shocks to the vehicle body. Hence, providing stability to the vehicle. Neodymium magnets have higher remanence,
much higher coercivity and energy product, but often lower Curie temperature than other type of magnets.

Figure 14: Neodymium Magnet N52 fixed on each end of the bellow (like poles of magnets are placed towards each other to
produce repulsive effect)
 With the use of the Neodymium Magnet N52 the load on the bellow decreases during the operation which
increases the reliability of the suspension system. Also, considerable maintenance cost can be avoided.
 At first, the compressed air is charged by air compressor to the air spring (single convolution bellow) through the
solenoid valve. The air compressor is engine-driven and stores the compressed air in the tank. Also, solenoid is
electromechanically actuated by micro-controller present in the electronic control unit of the automobile.
 Electronic Control Unit constantly monitors the incoming signal given by pressure sensor and converts the signals
into values; depending upon the value it actuates the solenoid valve.
Figure 15: Testing of Air Spring (Single Convolution Bellow) with Compressor and Sensors

 When the tire hits the obstruction, there is a reaction force. Height sensor contains a coil in which armature is
moved up and down. Armature is connected to a cam on the lever’s shaft via connecting rod. Hence it senses the
height and provides the signal to the ECU; so ECU provides feedback to maintain the desired height of the
automobile.
CONCLUSION
Implementation of Magneto-Pneumatic Suspension in the 4-wheel automobiles gives better ride comfort and driving
experience thereby reducing the transfer of shocks and jerks to the sprung weight of automobile vehicles.
FUTURE SCOPE:
 System can be made more compact and light in weight.
 More powerful magnets than the neodymium magnets can be used.
 Controllers like PLC’s, Micro-Controllers can be advanced to the system to automatically control variable
pneumatic pressure.
 Information regarding the suspension can be displayed to the driver through multimedia display screen
REFERENCES
1) Volvo, A35F FS & A40F FS - Full Suspension System
2) http://citynews.ro, Cum Functioneaza Suspensia Adaptiva, Oct 2011
3) http://stiri.autovit.ro, Cum Se Pot Depista Problemele Suspensiei, 2013
4) ETFTrucks, Hydro-Pneumatic Suspension, 2010
5) IVECO, Sasiu şi Suspensii - Stralis, Soluţii pentru rezistenţă maximă Komatsu, 960E-1K
6) http://ww1.safholland.ca, SAFHolland NEWAY, ADLSD Series - Bus and Motorcoach, Drive Axle Air-Ride
Suspension
7) http://www.scritube.com, Tehnica Mecanica - Rolul Suspensiei
8) http://www.referat.ro, Suspensia Automobilului
9) http://sparts.ro, Alexandra Mareci, Sistemul de suspensie - Tipuri de suspensie, 02 Septembrie 2013
10) Melior Inc., Steering and Suspension Systems Study Guide, 2004
11) [http://ro.wikipedia.org, Suspensie (vehicul)
12) SAFHolland, NEWAY ADL Series, Drive-Axle Air-Ride Suspension, Maintenance and Parts List Manual, 2005
13) Ministerul Educatiei Cercetarii şi Tineretului, Sisteme mecanice, pneumatice şi hidraulice ale automobilului,
Noiembrie 2008
14) http://www.autobrand.ro, Suspensii pneumatice BPW, Lucrari de întretinere, 2010
15) http://www.autoblack.ro, Curs De Mecanica
16) Hendrickson, Suspension Conversions of manufacturing systems, vol. 24, pp. 377-387, 2005.
17) Z. Situm, et al., "High speed solenoid valves in pneumatic servo applications," in Control & Automation, 2007. MED
'07. Mediterranean Conference on, 2007, pp.1 6.
18) S. Kaitwanidvilai and M. Parnichkun, "Genetic-Algorithm-Based Fixed-Structure Robust H Loop-Shaping Control of
a Pneumatic Servosystem," Journal of robotics and mechatronics, vol. 16, pp. 362-373, 2004.
19) Anil Shirahatt, P.S.S. Prasad, and M.M. Kulkarni, “Optimal Design of Passenger Car Suspension for Ride and Road
Holding” J. of the Braz. Soc. of Mech. Sci. & Eng. January-March 2008, Vol. XXX, No. 1 pp.66-77.
20) Hrovat, D., and Hubbard, M.: A comparison between jerk optimal and acceleration optimal vibration isolation.
Journal of Sound & Vibration,112(2) (1987), pp 201-210.

IRJET- Magneto-Pneumatic Suspension System

More Related Content

What's hot

Similar to IRJET- Magneto-Pneumatic Suspension System

More from IRJET Journal

Recently uploaded

IRJET- Magneto-Pneumatic Suspension System