Road profile effects on the performance and energy regeneration of the electromagnetic suspension system

Kavianipour, Omid; Montazeri-Gh, Morteza

doi:10.1177/1464419314530696

Cited by 3 publications

(2 citation statements)

References 27 publications

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“…It is found that ride comfort is one of the most common research contents of automobile performance. 2,3 According to the literature, the methods to optimise ride comfort can be divided into single-objective optimisation 4 and multi-objective optimisation. 5 Yu 6 pointed out three indexes of ride comfort: body acceleration, wheel dynamic load, and suspension dynamic travel.…”

Section: Introductionmentioning

confidence: 99%

Optimisation of electric vehicle with the in-wheel motor as a dynamic vibration absorber considering ride comfort and motor vibration based on particle swarm algorithm

Zhao

Fan

2022

Proceedings of the Institution of Mechanical Engineers, Part K:

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Compared with other electric vehicles, the ride comfort of the electric vehicle with the in-wheel motor as a dynamic vibration absorber has significantly improved. However, the in-wheel motor is used as a dynamic vibration absorber, aggravating the motor vibration, thus affecting motor performance and life. In addition, the space inside the wheel is limited, so the vibration displacement of the motor relative to the hub needs to be constrained. In fact, the literature on ride comfort of the electric vehicle with the in-wheel motor as a dynamic vibration absorber has hardly considered motor vibration. So, this article comprehensively investigates the ride comfort and motor vibration of this electric vehicle. Firstly, the vibration model of the electric vehicle with the in-wheel motor as a dynamic vibration absorber is established. Then, the optimisation model of this electric vehicle is founded. Next, the multi-objective particle swarm optimisation algorithms based on adaptive grid and crowding distance are used to optimise the model, and these two algorithms are compared. The optimal solutions in three typical cases are obtained. Finally, the vibration responses of this electric vehicle model before and after optimisation, the traditional electric vehicle model, and the in-wheel motor drive electric vehicle model are compared in case 1. The results show that all vibration responses are improved to different degrees after optimisation; the algorithm based on crowding distance can seek out the optimal solutions faster, but it takes longer to complete the whole optimisation process.

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Section: Introductionmentioning

confidence: 99%

Optimisation of electric vehicle with the in-wheel motor as a dynamic vibration absorber considering ride comfort and motor vibration based on particle swarm algorithm

Zhao

Fan

2022

Proceedings of the Institution of Mechanical Engineers, Part K:

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“…Even if a small amount of energy is saved or recovered, this helps to improve the efficiency of vehicles. 33 As is well known, the time delay is a characteristic which is commonly encountered in various engineering systems, such as pneumatic and hydraulic systems and industrial processes. 34,35 Even though the delay time may be short, it can nevertheless limit the control performance when delays appear in the feedback loop.…”

Section: Introductionmentioning

confidence: 99%

Motorized vehicle active suspension damper control with dynamic friction and actuator delay compensation for a better ride quality

Shin

Lee

et al. 2015

Proceedings of the Institution of Mechanical Engineers, Part D:

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This paper describes motorized active suspension damper control with dynamic friction and actuator delay compensation for an enhanced ride quality. The control algorithm consists of a supervisory controller, an upper-level controller and a lower-level controller. The supervisory controller determines the control modes, such as the passive control modes and the active control mode. The upper-level controller, which incorporates the existing actuator delay, computes the damping force using linear quadratic control theory. The actuator input is determined by the lower-level controller by compensating the dynamic friction torque. To estimate the sprung-mass displacement, the sprung-mass velocity, the unsprung-mass displacement and the unsprung-mass velocity, two state estimators are proposed. An adaptive observer is developed for the non-linear dry friction to estimate the ball-screw dynamic friction caused by the axial movement of the actuator and the viscosity. The performance of the proposed control algorithm was evaluated from simulations. It was shown from simulations that the proposed motorized active suspension damper control with a friction and delay compensation algorithm can improve the ride quality.

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Temperature properties of passive magnetic bearing

Болотов

Novikova²,

Novikov³

2023

E3S Web of Conf.

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The practical interest in passive magnetic bearings is due to the fact that they are not subject to wear and have insignificant dissipative energy losses. However, when the magnets are heated during operation, a reversible and irreversible decrease in the residual magnetization occurs and, consequently, the force of interaction between them changes. The thermal properties of passive magnetic bearings are adversely affected by the large demagnetizing fields from the coupled magnets. To predict the performance of passive magnetic bearings with regard to external temperature, an assessment of temperature changes in the bearing capacity of bearings with optimally shaped magnets is necessary. The optimum magnets were considered to be those with sizes, whose interaction force, reduced to a single volume of magnetic material, was the maximum. A magnetic system of two cylindrical magnets with equal radii and heights located coaxially or with some radial displacement was considered. The studies were carried out on cylindrical magnets made of SmCo5 alloy, capable of maintaining magnetically hard properties at temperatures up to 250°C. It was confirmed that irreversible changes in the magnetic force for bearings with optimally sized magnets are close to each other. The destabilizing (radial) magnetic force at small radial displacements of one of the magnets also irreversibly decreased. A temperature of 250°C defines the upper limit of the temperature range for the normal operation of magnetic bearings with SmCo5 magnets. It was found that as a result of the action of a demagnetizing field on magnets during heating, they develop a significant inhomogeneity of magnetization over the volume. After demagnetization of the magnets kept at a temperature of 260 °C, the force of their interaction reaches only 85 - 90% of the original, which is associated with microstructural changes in the magnets. Theoretically and experimentally, the numerical values of the temperature coefficients of changes in the bearing capacity and stiffness of bearings are determined.

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Road profile effects on the performance and energy regeneration of the electromagnetic suspension system

Cited by 3 publications

References 27 publications

Optimisation of electric vehicle with the in-wheel motor as a dynamic vibration absorber considering ride comfort and motor vibration based on particle swarm algorithm

Optimisation of electric vehicle with the in-wheel motor as a dynamic vibration absorber considering ride comfort and motor vibration based on particle swarm algorithm

Motorized vehicle active suspension damper control with dynamic friction and actuator delay compensation for a better ride quality

Temperature properties of passive magnetic bearing

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