Electro magnetic suspension system

1.INTRODUCTION

Today’s vehicle suspensions use hydraulic dampers (shock absorbers) and springs that
are charged with the tasks of absorbing bumps, minimizing the car's body motions while
accelerating, braking and turning and keeping the tires in contact with the road surface.
Typically, these goals are somewhat at odds with each other. Luxury cars are great at
swallowing bumps and providing a plush ride, but handling usually suffers as the car is prone
to pitch and dive under acceleration and braking, as well as body lean under cornering .On
the other end of the spectrum, stiffly sprung sports cars exhibit minimal body motion as the
car is driven aggressively, as cornering is flat, but the ride quality generally suffers.

In an ongoing research project that has spanned over 24 years Bose has created a
unique electromagnetic suspension system for automobiles that is close to commercial release
and is set to replace traditional shocks and springs with electronic actuators. "This is the first
time a suspension system is the same for a sports car and for a luxury car", said its creator, Dr
Amar Bose, chairman and head of technical design. The result is a ride that is level and bump
free over incredibly rough terrain and when the vehicle turns in to corners.

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2.BACKGROUND

Every automotive suspension has two goals: passenger comfort and vehicle control.
Comfort is provided by isolating the vehicle’s passengers from road disturbances. Control is
achieved by keeping the car body from rolling and pitching excessively, and maintaining
good contact between the tire and the road. Unfortunately, these goals are in conflict. In a
luxury sedan the suspension is usually designed with an emphasis on comfort, but the result is
a vehicle that rolls and pitches while driving and during turning and braking. In sports cars,
where the emphasis is on control, the suspension is designed to reduce roll and pitch, but
comfort is sacrificed.

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3.SIGNIFICANT ADVANCEMENT

The Bose suspension required significant advancements in four key disciplines:

linear electromagnetic motors, power amplifiers, control algorithms, and research vehicles.
Bose took on the challenge of the first three disciplines, and bet on developments that
industry would make on the fourth item. Prototypes of the Bose suspension have been
installed in standard production vehicles. These research vehicles have been tested on a wide
variety of roads, on tracks, and on durability courses.

Linear Electromagnetic Motor: A linear electromagnetic motor is installed at each wheel of a

Bose equipped vehicle. Inside the linear electromagnetic motor are magnets and coils of wire.

Fig3.1 parts of suspension system

When electrical power is applied to the coils, the motor retracts and extends, creating motion
between the wheel and car body. One of the key advantages of an electromagnetic approach
is speed. The linear electromagnetic motor responds quickly enough to counter the effects of
bumps and potholes, maintaining a comfortable ride. Additionally, the motor has been
designed for maximum strength in a small package, allowing it to put out enough force to
prevent the car from rolling and pitching during aggressive driving maneuvers.

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Power Amplifier: The power amplifier delivers electrical power to the motor in response to
signals from the control algorithms. The amplifiers are based on switching amplification
technologies pioneered by Dr. Bose at MIT in the early 1960s – technologies that led to the
founding of Bose Corporation in 1964. The regenerative power amplifiers allow power to
flow into the linear electromagnetic motor and also allow power to be returned from the
motor. For example, when the Bose 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 power back through the amplifier. In so
doing, the Bose suspension requires less than a third of the power of a typical vehicle’s air
conditioning system.

Control Algorithms: The Bose suspension system is controlled by a set of mathematical

algorithms developed over the 24 years of research. These control algorithms operate by
observing sensor measurements taken from around the car and sending commands to the
power amplifiers installed in each corner of the vehicle. The goal of the control algorithms is
to allow the car to glide smoothly over roads and to eliminate roll and pitch during driving.

Research Vehicle: In many of today’s production vehicles, the suspension system is

comprised of front and rear suspension modules that bolt to the underside of the vehicle. The
Bose suspension takes advantage of this configuration by creating replacement front and rear
suspension modules. Using this approach, the research team has been able to retrofit the Bose
suspension into existing production vehicles with minimal modifications. Bose’s front
suspension modules use a modified McPherson strut layout and the rear suspension modules
use a double-wishbone linkage to attach a linear electromagnetic motor between the vehicle
body and each wheel. Torsion springs are used to support the weight of the vehicle. In
addition, the Bose suspension includes a wheel damper at each wheel to keep the tire from
bouncing as it rolls down the road. Unlike conventional dampers, which transmit vibrations
to the vehicle occupants and sacrifice comfort, the wheel damper in the Bose suspension
system operates without pushing against the car body, maintaining passenger comfort.

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Challenges: Every automotive suspension has two goals: passenger comfort and vehicle
control. Isolating the vehicle’s passengers from road disturbances like bumps or potholes
provides comfort. Control is achieved by keeping the car body from rolling and pitching
excessively, and maintaining good contact between the tire and the road.
Unfortunately, these goals are in conflict. In a luxury sedan the suspension is usually
designed with an emphasis on comfort, but the result is a vehicle that rolls and pitches while
driving and during turning and braking. In sports cars, where the emphasis is on control, the
suspension is designed to reduce roll and pitch, but comfort is sacrificed. Bose engineers took
a unique approach to solving this problem, and the result is an entirely new approach to
suspension design.

Solution: In 1980, Bose founder and CEO Dr. Amar Bose conducted a mathematical study to
determine the optimum possible performance of an automotive suspension, ignoring the
limitations of any existing suspension hardware. The result of this 5-year study indicated that
it was possible to achieve performance that was a large step above anything available. After
evaluating conventional and variable spring/damper systems as well as hydraulic approaches,
it was determined that none had the combination of speed, strength, and efficiency that is
necessary to provide the desired results. The study led to electromagnetics as the one
approach that could realize the desired suspension characteristics.

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4.WORKING

The Bose system uses a linear electromagnetic motor (L.E.M.) at each wheel, in lieu of a
conventional shock and spring setup. The L.E.M. has the ability to extend (as if into a
pothole) and retract (as if over a bump) with much greater speed than a fluid damper (taking
just milliseconds). These lightning-fast reflexes and precise movement allow the wheel's
motion to be so finely controlled that the body of the car remains level, regardless of the
goings-on at the wheel level. The L.E.M. can also counteract the body motion of a car while
accelerating, braking and cornering, giving the driver a greater sense of control and
passengers less of a need for Dramamine. To further the smooth ride goal, wheel dampers
inside each wheel hub smooth out small road imperfections, isolating even those nuances
from the passenger compartment. Torsion bars take care of supporting the vehicle, allowing
the Bose system to concentrate on optimizing handling and ride dynamics.

A power amplifier supplies the juice to the L.E.M.s. The amplifier is a regenerative design
that uses the compression force to send power back through the amplifier. Thanks to this
efficient layout, the Bose suspension uses only about a third of the power of a vehicle’s air
conditioning system. There are a few other key components in the system, such as control
algorithms that Bose and his fellow brainiacs developed over a few decades of crunching
numbers.

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Fig4.1 Installed suspension unit in car

The target total weight for the system is 200 pounds, a goal Bose is confident of
attaining.

Suspension:
The main objectives of the suspension system are:
• To prevent the road shocks from being transmitted to the vehicle parts, thereby
providing suitable riding and cushioning effect to the occupants.
• To keep the vehicle stable while in motion by providing good road holding during
driving cornering and braking.
• Provides safe vehicle control and free of irritating vibrations and reduce wear and
tear.

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The different types of suspension system which are available are mentioned below.

Front Suspension:

Solid I-Beam:
It’s a Non-independent design .These is used on trucks and other large vehicles. Its
economical and simple .It has low maintenance but poor handling.

Twin I-Beam:
Found on many Ford trucks. Its Forged, cast, or stamped axles. Has excellent load capacity. It
requires special equipment for alignment adjustments.

Mac Pherson Strut:

One of the most popular systems .It has one Control Arm. Ideal for front wheel drive. Light
weight and economical. Good ride quality and handling characteristics. It’s used for both
front and rear suspensions.

Short-Long Arm:
Independent design uses an upper and a lower control arm uses either torsion bars or coil
springs Good ride quality and handling characteristics Heavy and complex design requires a
lot of space.

Rear Suspension:

Non Independent Rear Leaf Springs:

It’s a non-independent design Similar to front solid I-beam axle. Used for large load carrying
capacity.

Non Independent Rear Coil Springs:

It’s a non-independent design .Uses coils and control arms instead of leaf springs. Has good
load carrying capacity.
Trailing Arm:

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It’s an Independent Design Uses individual lower control arms. Uses coil springs and shocks
for good ride quality.

Beam:
Non-independent design Stamped beam axles. Uses coil springs and trailing arms. Used for
light and simple design.

Bose suspension front corner module

Fig4.2 suspension in front wheel

The Bose suspension system installs easily into the front of the vehicle. A new engine cradle
connects the front suspension to the car body using the original factory mounting hardware,
creating a drop-in replacement module. Bose's front suspension modules use a modified
MacPherson strut layout and the rear suspension modules use a double-wishbone linkage to
attach a linear electromagnetic motor between the vehicle body and each wheel. Torsion
springs are used to support the weight of the vehicle.

In addition, the Bose suspension includes a wheel damper at each wheel to keep the tire from
bouncing as it rolls down the road. Unlike conventional dampers, which transmit vibrations
to the vehicle occupants and sacrifice comfort, the wheel damper in the Bose system operates
without pushing against the car body, maintaining passenger comfort.

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Electro magnetic suspension system

Linear motor:

Fig4.3 linear motor

Linear motor is essentially a multi-phase alternating current (AC) electric motor that has had
its stator "unrolled" so that instead of producing a torque (rotation) it produces a linear force
along its length. The most common mode of operation is as a Lorentz-type actuator, in which
the applied force is linearly proportional to the current and the magnetic field (F = qv × B).
Many designs have been put forward for linear motors, falling into two major categories,
low-acceleration and high-acceleration linear motors. Low-acceleration linear motors are
suitable for maglev trains and other ground-based transportation applications. High-
acceleration linear motors are normally quite short, and are designed to accelerate an object
up to a very high speed and then release the object, like roller coasters.

They are usually used for studies of hypervelocity collisions, as weapons, or as mass drivers
for spacecraft propulsion. The high-acceleration motors are usually of the linear induction
design (LIM) with an active three-phase winding on one side of the air-gap and a passive
conductor plate on the other side. The low-acceleration, high speed and high power motors

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are usually of the linear synchronous design (LSM), with an active winding on one side of the
air-gap and an array of alternate-pole magnets on the other side. These magnets can be
permanent magnets or energized magnets. The Transrapid Shanghai motor is an LSM.

Fig4.4 bose suspension system

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5.COMPARISON

On A Bumpy Surface: Two vehicles of the same make and model are driven over a bump
course at night.The vehicle on the top has the original factory installed suspension and the
vehicle on the bottom has a BOSE suspension system. Both vehicles are being driven at the
same speed. The lexus with the standard factory installed suspension (below).

Fig5.1 A Lexus with a standard suspension

Joggles as it coasts along a bumpy surface, while another Lexus with the BOSE suspension
system (below) sails along the same road unperturbed.

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Fig5.2 A Lexus with the Bose system

Body Roll While Cornering: Two vehicles of the same make and model are shown
performing an aggressive cornering maneuver.

Fig5.3 A Lexus with a standard suspension

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Fig5.4 A Lexus with the BOSE suspension

In the photo, the Lexus car without the BOSE system leans as it turns a corner, while the car
with the Bose system remains stable.

Body Pitch on braking & accelerating: The front end of the car dips when the driver of a
Lexus fitted with the standard factory fitted suspension system slams brakes. In a Lexus with
the BOSE suspension system; drivers quickly notice the elimination of body pitch during
hard braking and acceleration. Professional test drivers have reported an increased sense of
control and confidence resulting from these behaviors.

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6.VEHICLE PERFORMANCE

Vehicles equipped with the Bose suspension have been tested on a variety of roads and under
many different conditions, demonstrating the comfort and control benefits drivers will
encounter during day to-day driving. In addition, the vehicles have undergone handling and
durability testing at independent proving grounds. When test drivers execute aggressive
cornering maneuvers like a lane change, the elimination of body roll is appreciated
immediately. Similarly, drivers quickly notice the elimination of body pitch during hard
braking and acceleration. Professional test drivers have reported an increased sense of control
and confidence resulting from these behaviors. When test drivers take the Boss suspension
over bumpy roads, they report that the reduction in overall body motion and jarring vibrations
results in increased comfort and control.

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7.FEATURES

 The system draws about two horsepower or one-third the load of a typical air
conditioner. While it can exert 50 kilowatts (67 horsepower) of energy to leap a
2x6(plank) covers 49 kilowatts cushioning the landing, with the shocks working like
generators.
 Torsion bars and shock units weigh about what two conventional springs and shocks.
The controllers and upsized alternator also add some weight, but the total should be
less than that of a hydraulic active suspension.
 The system lets a vehicle ride lower at highway speeds to produce less drag and
improve handling
 To save power the system is regenerative. When the far side of a pothole helps to
push the wheel up almost all the power is recovered. The motors momentarily become

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generators, shunting the recovered energy to storage, either in the engine battery or in
some other device. The system ends up consuming one-third of the energy used by a
cars air-conditioner.

8.DISADVANTAGES

Every system has some disadvantages attached to it.Some of the drawbacks can be
grouped as below.

 The main drawback of the system is the cost.As it uses nyodinium magnets which
are costly to manufacture. Thus this makes this suspension system costlier than any
other suspension available.Thus this system can be seen in only high end cars
 The second drawback is ,when this system breakdowns its very difficult and costly
affair to repair it .The other system available can be easily be repaired

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 The system is very complex and requires high precision machinery and skilled
workers to manufacture

9.FUTURE PROSPECTS

Dr. Bose stated that within five years the company hopes to have the Bose suspension
offered on one or more high-end luxury cars, and thanks to the system's modular design, it
shouldn't be much of a problem to install at the factory. A manufacturer will be chosen to co-
develop a production application for sale after three or four years.
GM is expected to be the first development partner, given the long relationship
between the companies. The biggest setback would be the cost as it is going to cost more than
any suspension does now. The neodymium iron in the magnets is the most expensive part.

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Expect to see electromagnetic suspensions only on very expensive cars first, and probably
never on cheap ones, though we imagine that the cost would come down as production goes
up.

10.CONCLUSION

For the first time, the Bose suspension demonstrates the ability to combine in one automobile
a much smoother ride than any luxury sedan, and less roll and pitch than any sports car. This
performance results from a proprietary combination of suspension hardware and control
algorithms

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11.REFERENCE

1. “Electromagnetic Suspension Systems”,

http://www.bose.com/learning/project_sound/bose_suspension.jsp.

2. “Bose Redefines Automobile Suspension System”, http

http://www.gizmag.com/go/3259/

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3. “Electronic Suspension” http://auto.howstuffworks.com/car-suspension9.htm.

4. “Future of Car Suspensions”, http://www.wikipedia.com.

5. “Motorcycle dynamics” by Cossalter.

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