Magnetic Bearings': Under The Guidence of

Magnetic Bearings - www.SeminarsTopics.
com
A SEMINAR ON
MAGNETIC BEARINGS
SUBMITTED BY:
DIGVIJAY ARUN SHELAR
T.E (MECHANICAL)
ROLL NO.:-T6039
UNDER THE GUIDENCE OF

Prof Mr. Kamal D S Jamwal
DEPARTMENT OF MECHANICAL ENGINEERING
Pad. Dr D Y Patil College of Engineering & Technology,
Pimpri, Pune -411018
1|Page
DYPIET, Pimpri, Pune. www.SeminarsTopics.com
Magnetic Bearings - www.SeminarsTopics.com
Padmashree Dr. D.Y. Patil Institute of Engineering &

Technology
Pimpri, Pune-411 018 (Maharashtra) India
CERTIFICATE
This is to certify that, DIGVIJAY ARUN SHELAR
(ROLL N0. T6039) of T.E. MECHANICAL has delivered a seminar on
MAGNETIC BEARINGS for partial fulfillment of T.E. Mechanical

course of University of Pune for the Academic year: 2012-2013.
SEMINAR GUIDE H.O.D(Mechanical)

PROF. KAMAL D. S. JAMWAL PROF. VIKRAM SINGH
2|Page
ACKNOWLEDGEMENT
It gives me great pleasure to present a seminar report on MAGNETIC BEARING.

In preparing this paper number of hands helped me directly or indirectly. Therefore it
becomes my duty to express my gratitude towards them.
I am very much obliged to subject guide Prof Kamal D S Jamwal of Mechanical

Engineering Department, for helping and giving proper guidance. His timely
suggestions made it possible to complete this paper for me.
I will fail in my duty if I Wont acknowledge a great sense of gratitude to our Head of
the Department Dr Vikram Singh.
DIGVIJAY ARUN SHELAR

TE MECHANICAL
3|Page
CONTENTS
CHAPTER TITLE PAGE
* List of figures 4
* List of tables 5
* Abstract 5
01 Introduction 6
02 History 7
03 Construction of Magnetic Bearings 10
04 Working of Magnetic Bearings 11
05 Types of Magnetic Bearings 12
06 Load 14
07 Speed 19
08 Losses 22
09 Advantages 23
10 Disadvantages 24
11 Application 24
12 Conclusion 24
13 Reference 25
LIST OF FIGURES
FIGURE DESCRIPTION PAGE
FIGURE 1 A Magnetic Bearing 6
FIGURE 2 Construction of Magnetic Bearings 10
FIGURE 3 Magnetic bearing working 11
FIGURE 4 Passive Magnetic Bearing 12
FIGURE 5 Active Magnetic Bearing 13
Basic set-up of an active magnetic bearing
FIGURE 6 14
carrying a rotor load
B-H Diagram, Hysteresis loop and
FIGURE 7 15
Saturation
Force on Magnet and Geometry of Radial
FIGURE 8 16
bearing
Centrifugal loads acting on the volume
FIGURE 9 20
element of a rotor
4|Page
Tangential stress distribution for a disc

FIGURE with and without hole in the 20
10
centre
FIGURE
Example of a broken rotor 21
11
LIST OF TABLES
TABLE DESCRIPTION PAGE
TABLE 1 Early U.S. Patents in AMB 9
Achievable circumferential
TABLE 2 speed for a full disc
21
ABSTRACT
A bearing is a machine element, which supports another moving machine element. It
permits relative motion between the contact surfaces of the members, while carrying
load.
Due to relative motion, friction occurs and rubbing surface wears rapidly. To prevent
this a lubricant may be used.
A question comes in mind whether it is possible to support a journal without any
physical contact so that there is no wear. Is there a force, which can exerted even if
there is no contact between two-surfaces. Magnetic force allows such property and
thus the idea of magnetic bearing was visualized.
Already in 1842 Earnshaw had demonstrated that passive (permanent) could made but
it cannot stable in all spatial direction. For successful operation the unstable direction
have to be electrically served. Hence the name ACTIVE MAGNETIC BEARING.
5|Page
1. INTRODUCTION
A magnetic bearing is a
bearing which supports a load
using magnetic levitation.
Magnetic bearings support

moving machinery without
physical contact.
Figure 1 Magnetic Bearings
They can levitate a rotating
shaft and permit relative motion with very low friction And no mechanical wear. They
are in service in such industrial application as electric power generation, petroleum
refining, machine tool operation and natural gas pipelines.
Magnetic bearings are used in turbomolecular pumps where oil-lubricated bearings

are a source of contamination. Magnetic bearings support the highest speeds of any
kind of bearing; they have no known maximum relative speed.
It is difficult to build a magnetic bearing using permanent magnets due to the

limitations described by Earnshaws theorem, and techniques using diamagnetic
materials are relatively undeveloped. As a result, most magnetic bearings require
continuous power input and an active control system to hold the load stable. Many
bearings can use permanent magnets to carry the static load, and then only use power
when the levitated object deviates from its optimum position. Magnetic bearings also
typically require some kind of back-up bearing in case of power or control system
failure and during initial start-up conditions.
Two sorts of instabilities are very typically present with magnetic bearings.
Firstly, attractive magnets give an unstable static force that decreases with greater
distance and increases at close distances. Secondly since magnetism is a conservative
force, in and of itself it gives little if any damping and oscillations may cause loss of
successful suspension if any driving forces are present, which they very typically are.
With the use of an induction-based levitation system present in maglev technologies

such as the Inductrack system, magnetic bearings could do away with complex
6|Page
control systems by using Halbach Arrays and simple closed loop coils. These systems
gain in simplicity, but are less advantageous when it comes to eddy current losses. For
rotating systems it is possible to use homopolar magnet designs instead of multipole
halbach structures, which reduces losses considerably.
2. HISTORY
The evolution of active magnetic bearings may be traced through the patents
issued in this field. The table below lists several early patents for active magnetic
bearings. Earlier patents for magnetic suspensions can be found but are excluded here
because they consist of assemblies of permanent magnets of problematic stability per
Earnshaw's Theorem.
Early active magnetic bearing patents were assigned to Jesse Beams at the
University of Virginia during World War II and are concerned with ultracentrifuges
for purification of the isotopes of various elements for the manufacture of the first
nuclear bombs, but the technology did not mature until the advances of solid-state
electronics and modern computer-based control technology with the work of
Haberrnann and Schweitzer. Extensive modern work in magnetic bearings has
continued at the University of Virginia in the Rotating Machinery and Controls
Industrial Research Program. The first international symposium for active magnetic
bearing technology was held in 1988 with the founding of the International Society of
Magnetic Bearings by Prof. Schweitzer (ETHZ), Prof. Allaire (University of
Virginia), and Prof. Okada (Ibarak:i University). In 1987 further improved AMB
designs were created in Australia by E.Croot (see reference below as well) but these
designs were not manufactured due to expensive costs of production. However, some
of those designs have since been used by Japanese electronics companies, they remain
a specialty item: where extremely high RPM is required.
Since then there have been nine succeeding symposia. Kasarda reviews the
history of AMB in depth. She notes that the first commercial application of AMBs
was with turbo machinery. The AMB allowed the elimination of oil reservoirs on
compressors for the NOVA Gas Transmission Ltd. (NGTL) gas pipelines in Alberta,
Canada. This reduced the fire hazard allowing a substantial reduction in insurance
7|Page
costs. The success of these magnetic bearing installations led NGTL to pioneer the
research and development of a digital magnetic bearing control system as a
replacement for the analog control systems supplied by the American company
Magnetic Bearings Inc. (MBI). In 1992, NGTLs magnetic bearing research group
formed the company Revolve Technologies Inc. to commercialize the digital
magnetic bearing technology. This firm was later purchased by SKF of Sweden. The
French company S2M, founded in 1976, was the first to commercially market
AMBs. Extensive research on magnetic bearings continues at the University of
Virginia in the Rotating Machinery and Controls Industrial Research Program.
Starting from 1996 the Dutch oil and gas company NAM installed over a period of 10
years 20 large E-motor driven (with variable speed drive) gas compressors of 23 MW
fully equipped with AMBs on both the E-motor and the compressor. These
compressors are used in the Groningen gas field to deplete the remaining gas from
this large gas field and to increase the field capacity. The motor - compressor design
is done by Siemens and the AMB are delivered by Waukesha (owned by Dover).
(Originally these bearings were designed by Glacier, this company is later on taken
over by Federal Mogul and now part of Waukesha)
By using AMB's and a direct drive between motor and compressor (so no the gearbox
in between) and applying dry gas seals a full so called dry-dry system (=fully oil free)
has been installed. A few of the main advantages by applying AMB's in the driver as
well as in the compressor (compared to the traditional configuration with a gearbox,
plain bearings and a gasturbine-driver) is a relative simple system with a very wide
operating envelope, high efficiencies (particularly at partial load) and also, as done in
the Groningen field, to install the full installation outdoors (no large compressor
building needed).
8|Page
Table 1 : Early U.S. Patents in AMB
Inventor(s) Year Patent No. Invention Title
Beams, Holmes 1941 2,256,937 Suspension of Rotatable

Bodies
Beams 1954 2,691,306 Magnetically Supported

Rotating Bodies
Beams 1962 3,041,482 Apparatus for Rotating

Freely Suspended
Bodies
Beams 1965 3,196,694 Magnetic Suspension

System
Wolf 1967 3,316,032 Poly-Phase Magnetic

Suspension Transformer
Lyman 1971 3,565,495 Magnetic Suspension

Apparatus
Habermann 1973 3,731,984 Magnetic Bearing Block

Device for Supporting
a Vertical Shaft Adapted
for Rotating at High
Speed
Habermann Loyen, Joli, 1974 3,787,100 Devices Including

Aubert Rotating Members
Supported
by Magnetic Bearings
Habermann 1977 4,012,083 Magnetic Bearings
Brunet
Habermann 1978 4,114,960 Radial Displacement

e Detector Device for a
Brunet, LeClr Magnetic Bearings
9|Page
3. CONSTRUCTION OF MAGNETIC BEARING
Figure 2 : construction of magnetic bearings
The active magnetic bearing comprises two parts the mechanical and
electronic. The mechanical parts are similar to electrical motor with a rotor and stator.
A core on the stator is wound with the coil through which the electric current that
induces the magnetic field.
This generates the force that supports the shaft. The electronic part of the
active magnetic even slightest deviation from the desire position will trigger in
electronic system to adjust the current flowing through the electromagnets that
determines the strength of the magnetic.
The current are adjust so that desired rotor position is maintained even under
varying load conditions. The magnetic field is dependent on the current flowing
through the coils. The larger the current, the stronger the magnetic field and the load it
is able to support. The load an active magnetic bearing is able to support is very high.
10 | P a g e
4. WORKING OF MAGANETIC BEARING
Figure 3 : Working of magnetic bearings
Magnetic bearings are basically a system which provides non-contact

operation, virtually eliminating friction from rotating mechanical system. Magnetic
bearing systems have several components. The mechanical components consist of the
electromagnets, position sensors and the rotor.
The electronics consist of a set of power amplifiers that supply current to
electromagnets. A controller works with the position sensors which provide feedback
to control the position of the rotor within the gap.
The position sensor registers a change in position of the shaft (rotor). This
change in position is communicated back to the processor where the signal is
processed and the controller decides what the necessary response should be, then
initiates a response to the amplifier. This response should then increase the magnetic
force in the corresponding electromagnet in order to bring the shaft back to center. In
a typical system, the radial clearance can range from 0.5 to 1 mm.
This process repeats itself over and over again. For most applications, the
sample rate is 10,000 times per second, or 10 kHz. The sample rate is high because
the loop is inherently unstable. As the rotor gets closer to the magnet, the force
increases. The system needs to continuously adjust the magnetic strength coming
from the electromagnets in order to hold the rotor in the desired position.
11 | P a g e
5. TYPES OF MAGNETIC BEARINGS
Two basic types of magnetic bearing technologies are present and in use today:
Active and Passive.
5.1 PASSIVE MAGNETIC BEARINGS
Passive bearings are similar to mechanical bearings in that no active control necessary
Figure 4 : Construction of Passive magnetic bearings
for operation.
One passive bearing approach utilizes repulsive effects of permanent
magnets, which is essentially magnets repelling each other.
Another is reluctance centering, which is essentially two magnets or
magnetic pole faces attracting to align poles.
These forces act to cause the rotor to remain in the desired position. This type of
bearing system is suited for very lightly loaded systems, or ones with any significant
load in only one axis and very 1in1ited response necessary from the remaining axes.
12 | P a g e
5.2. ACTIVE MAGNETIC BEARINGS
Figure 5 : Active magnetic bearings
AMBs are a very promising technology and are now being employed for a
variety of industrial rotating machinery applications. These non-contacting bearings
use magnetic forces to firmly hold the rotor and maintain separation between it and
machines stationary components
(Schweitzer, Bleuler, Traxler, 1994). A typical magnetic bearing system consists of

two radial AMBs and an axial AMB that together constrain 5 degrees of freedom of
the rotor. As illustrated in Fig 5 an AMB consists of an electromagnetic actuator,
position sensor, power amplifiers, and a feedback controller. Each actuator is
composed of ferromagnetic component attached to the rotor (called the journal for a
radial bearing, the thrust disk for an axial bearing) and opposing pairs of stationary
electromagnets (known as the stator). Radial magnetic bearing components are

typically laminated to increase actuator bandwidth and reduce losses, while axial
bearings are usually not due to the difficulty of ensuring mechanical integrity in the
face of centrifugal loads and the cost of manufacture.
13 | P a g e
6. LOAD
The term load already, as simple as it seems, touches upon basic properties of
magnetic bearings. The load capacity depends on the arrangement and geometry of
the electromagnets, the magnetic properties of the material, of the power electronics,
and of the control laws - a set-up with main elements is shown in Figure 6.
Furthermore, carrying a load is not just a static behaviour usually it has strong
dynamic requirements. Subsequently, first the static properties of an AMB and the
generation of magnetic forces will be briefly outlined.
Magnetic forces are generated in magnetic fields. Magnetic fields themselves

can be generated by a current, or a permanent magnet. For example, a rotation-
symmetrical magnetic field H is generated around a straight conductor with a constant
current i.
The contour integral around the conductor says that
..... (1)
This means that the magnitude of the magnetic field in Figure 7a is H = i/2 nr. The
magnetic field is independent of the material around the conductor. If the integration
path encompasses several current loops, as is the case with the air coil in Figure 7b,
then the integral yields
Figure 6 : Basic set-up of an active magnetic bearing

carrying a rotor load
14 | P a g e
Figure 7 B-H Diagram, Hysteresis loop and Saturation
In magnetic bearing technology electromagnets or permanent magnets cause the

magnetic flux to circulate in a magnetic loop. The magnetic flux CD can be
visualized by magnetic field lines. Each field line is always closed. The density of
these lines represents the flux density B. The magnetic field H is linked to the flux
density B, ie. magnetic induction, by
B = 0 r H
..(2)
-
Here, 0 = 4 10 7 Vs/Am stands for the magnetic field constant of the vacuum, and
r is the relative permeability depending on the medium the magnetic field acts upon.
r equals 1 in a vacuum.
By using ferromagnetic material, where r is generally >>1, the magnetic
loop can be concentrated in that core material. The behavior of ferromagnetic

material, is usually visualized in a B-H diagram (Figure 7.3), showing the well-known
phenomena of hysteresis and saturation. Saturation means, as a consequence, that the
flux density B does not increase much more beyond Bsat even when the magnetic
15 | P a g e
field H and the generating current i is further increased. The current, corresponding to
that saturation lin1it, be isat.
Figure 8 a) : Force on magnet Figure 8 b) Geometry of radial bearings
For deriving the force in an AMB let us consider Figure 8. It shows a single two-pole
magnetic bearing element, as part of a complete bearing ring of Figure 6, indicating
the path of the magnetic flux ()
The usual assumptions hold, i.e. that the iron part lfe in the magnetic loop is
neglected, that the relations for static fields hold as the frequencies for the alternating
current are not too high, that the flux CD is homogeneous in the iron core and the
air gap, and that the cross- sectional areas are the same Afe = Aa. Then, the
induction B = Ba is the same along the magnetic loop. It is proportional to the current
i until the saturation induction Bsat is reached. A further increase of the current
beyond isat does not increase the induction much further beyond Bsat. The force f
exerted can be derived by considering the energy Wa stored in the air gap between
rotor and magnet
_ ......(3)
16 | P a g e
The force acting on the ferromagnetic body is generated by a charge of the field
energy in the air gap, as function of the body position. For small displacements ds the
magnetic flux BaAa remains constant. When the air gap increases by ds the Volume
Va = 2sAa increases, and the energy Wa in the field increases by dW. This energy
has to be provided mechanically, i.e. an attractive force has to be

overcome. Thus
(4)
In the range, where the induction Ba is proportional to the magnetic field Ha and the
currrent i, i.e. below saturation, the force as a function of coil current i and air gap s
for the arrangement of fig 8(a) is
(5)
Equation (1) shows the quadratic dependence of the force on the current and
the inversely quadratic dependence on the air gap. In the case of a real radial bearing
magnet, the force of both magnetic poles affect the rotor with an angle on
(figure 4b), as opposed to the model of the U-shaped magnet of Figure 4a. In the case
of a radial bearing with four pole pairs equals for instance 22.5 , with cos () = 0.92.
(6)
The force increases with the maximum admissible magnetomotive force nimax,
i.e. the product of the maximum current imax and winding number n. This value is
subject to design limitations. As a consequence, the maximum value for the force
depends on the winding cross section, the mean winding length and the possible heat
dissipation, or the available amount of cooling, respectively. Therefore, one
lin1itation for a high static load is the adequate dissipation of the heat generated by
17 | P a g e
the coil current due to the Ohm resistance of the windings. This soft limitation can
be overcome by a suitable design.
Assuming that this problem has been adequately considered, then the current
imax will eventually reach a value where the flux generated will cause saturation,
and then imax =iSat;, and the carrying force has reached its maximal value fmax. Any
overload beyond that physically motivated hard limitation of the carrying force
fmax will cause the rotor to break away from its centre position and touch down on its
retainer bearings.
In order to compare the carrying performance of different bearing sizes, the
carrying force is related to the size of the bearing, or more precisely, to the projection
of the bearing area db (Figure 5), leading to the specific carrying force. Let us assume
that the pole shoe Width p equals the leg Width c. On the bearing diameter d we have
one eighth of the circumference per pole at our disposal. Using half of that for the
pole shoe Widthp, the pole shoe surface is given by
Aa = d 0.5 b
.(7)
With actually available Si-alloyed transformer sheets, which are used for hearing
magnets, a maximum flux density Bmax ~ 1.5 Tesla < Bsat is recommended.
.(8)
Inserting this value for Ba in equation (3), and considering that the forces of both
poles do not act perpendicularly, but at an angle of 11/8, we obtain with Aa from
18 | P a g e
equations (7) and (3) the specific carrying force Based on this result, an estimation of
the carrying force fmax can be determined from Figure 6. The specific load of
32 N/cm2 (or 0.32 MPa) is considerably lower than that for oil lubricated bearings,
which is about four times as high.
7. SPEED
The features characterizing a high-speed rotor can be looked at under various

aspects. The term high-speed can refer to the rotational speed, the circumferential
speed of the rotor in a bearing, the circumferential speed of the rotor at its largest
diameter, or the fact that a rotor is running well above its first critical bending
frequency. The requirements on the AMB and the design limitations can be very
different.
7.1 Rotational speed

A record from about 50 years ago are the 300 kHz (!) rotation speed that have been
realized in physical experiments for testing the material strength of small steel balls
(about 1 to 2 mm in diameter) under centrifugal load [3]. In todays industrial

applications rotational speeds that have been realized are in the range of about 3kHZ
for a grinding spindle, or about 5kHz for small turbo-machinery. Problems arise from
eddy current and hysteresis losses in the magnetic material, air losses, and the related
requirements for power generation and adequate heat dissipation if the rotor runs in
vacuum.
7.2 Circumferential speed

The circumferential speed is a measure for the centrifugal load and leads to specific
requirements on design and material. The centrifugal load, Figure 9, leads to

tangential and radial stresses in the rotor, given by
19 | P a g e
Figure 9 : Centrifugal loads acting on the volume element of a rotor
Figure 10 : tangential stress distributions for a disc with and without hole in the centre
The tangential stress, as the most critical one, is shown in Figure 10. Highest stress
values occur at the inner boundaries of a rotor disc. As the rotor partially consists of
laminated soft iron sheets, which have to be shrink-fit to the rotor shaft, the tangential
stress at the inner rim is still further increased. Numerous lab experiments have
been performed. Rotor speeds of up to 340 m/s in the bearing area can be reached
with iron sheets from amorphous metal (metallic glass), having good magnetic and
mechanical properties [4]. The theoretical value for the achievable speed Vmax lies
20 | P a g e
much higher. It can be derived from Equation 13 ( S is the yield strength,
is the density of the material), and the according values for some materials are given
in Table
Table 2: Achievable circumferential speed for a full disc
In industrial applications the speed usually is limited not by the bearings themselves,
but by the mechanical design of the motor drive. Figure 12 shows the example of a
broken rotor. Figure 13 gives a survey on various AMB applications that
have been realized conventionally. For high speeds permanent magnet synchronous
drives are used where the rotor is wound with carbon fibers, allowing speeds of about
280 m/s.
Figure 9 : Example of a broken rotor
21 | P a g e
7.3 SUPERCRITICAL SPEED

A rotor may well have to pass one or more critical bending speeds in order to reach its
operational rotation speed. In classical rotor dynamics this task is difficult to achieve.
In AMB technology it is the controller that has to be designed carefully to enable

stable and well-damped rotor behaviour. Passing just the first critical elastic speed is
state of the art and can be very well done with AMB. This has been shown even with
an automated controller design, based on self- identification and subsequent self-
tuning With the H00-HICthOd. In many lab experiments two critical speeds have
been passed, too, using various design methods, for example. Three elastic modes
have been dealt with in, using additional notch filters and a zero-pole cancelling filter.
It is felt that further research in developing methods for the design of robust control
for highly elastic systems is necessary.
8. LOSSES
With contact-free rotors there is no friction in the magnetic bearings. The
operation of active magnetic bearings causes much less losses than operating
conventional ball or journal bearings, but, nevertheless, the losses have to be taken
into account, and sometimes they lead to lin1itations. Losses can be grouped into
losses arising in the stationary parts, in the rotor itself, and losses related to the design
of the control.
Losses in the stationary parts of the bearing come mainly from copper losses
in the windings of the stator and from losses in the amplifiers. The copper losses are a
heat source, and, if no sufficient cooling is provided, can limit the control current and
hence the maximal achievable carrying force, as described in section 2.
Losses in the rotor part are more complex and lead to more severe lin1itations. These
losses comprise iron losses caused by hysteresis and eddy currents, and air drag
losses. The losses heat up the rotor, cause a breaking torque on the rotor, and have to
be compensated by the drive power of the motor.
The iron losses depend on the rotor speed, the material used for the bearing bushes,
and the distribution of flux density B over the circumference of the bushes. The
22 | P a g e
breaking torque caused by the iron losses consists of a constant component of

hysteresis loss and a component of eddy-current loss, which grow proportionally to
the rotational speed.
The iron losses in the rotor can limit operations, as, in particular in vacuum
applications; it can be difficult to dissipate the generated heat.
The hysteresis losses Ph arise if at re-magnetization the B-H-curve in the diagram of

Figure 3 travels along a hysteresis loop. At each loop the energy diminishes by
Wh = Vfe ABH.
Here, ABH stands for the area of the hysteresis loop, and Vfe for the volume of the
iron.
Consequently, the hysteresis losses are proportional to the frequency of

remagnetization.
The area of the hysteresis loop depends on the material of the magnet and on the
amplitude of the flux density variation. For iron and flux densities between 0.2 and
1.5 Tesla the classical relation
9. ADVANTAGES
Contact-free
No lubricant
No maintenance
Tolerable against heat, cold, vacuum, chemicals
Low losses
Capacity to operate within a wide temperature range
Environmentally friendly workplace
Very high rotational speeds
23 | P a g e
10. DISADVANTAGES
1. Larger Bearings.
2. Higher complexity and cost.
3. Requires electrical power.
11. APPLICATIONS
Magnetic bearing advantages include very low and predictable friction, ability
to run without lubrication and in a vacuum. Magnetic bearings are increasingly used
in industrial machines such as compressors, turbines, pumps, motors and generators.
Magnetic bearings are commonly used in watt-hour meters by electric utilities to
measure home power consumption. Magnetic bearings are also used in high-precision
instruments and to support equipment in a vacuum, for example in flywheel energy
storage systems. A flywheel in a vacuum has very low windage losses, but
conventional bearings usually fail quickly in a vacuum due to poor lubrication.
Magnetic bearings are also used to support maglev trains in order to get low noise and
smooth ride by eliminating physical contact surfaces.
Disadvantages include high cost, and relatively large size.
A new application of magnetic bearings is their use in artificial hearts. The use of
magnetic suspension in ventricular assist devices was pioneered by Prof. Paul Allaire
and Prof. Houston Wood at the University of Virginia culminating in the first
magnetically suspended ventricular assist centrifugal pump (VAD) in 1999.
12. CONCLUSION
Limitations in Active Magnetic Bearings arise from two reasons: the state of the
actual technology in design and material, and from basic physical relations. The paper
has given a survey on such limitations, giving a brief theoretical background, showing
examples and pointing to actual data. Further research appears to be indicated in
developing insight and outlook at the boundaries of the field of magnetic bearings. A
systematic comparison of AMB performance with that of classical bearings needs
24 | P a g e
consistent data. The joint operation of a magnetic bearing with a roller bearing under
emergency situations, in load sharing or in touch down contacts, needs further
experiments and design efforts. The operation at supercritical speeds, passing many
elastic rotor and structure frequencies needs more research on the control design. The
advanced information processing within the bearing system, extending the smartness
of the rotating machinery will be a promising research area.
The potential and limitations of high temperature super-conductors, as an

extension or an alternative to AMBs, is not yet sufficiently known.
13. REFRENCES
1. Application and Research Topics for Active Magnetic Bearings;
Gerhard Schweitzer; Switzerland; www.mcgs.ch
2. Magnetic Bearings; Jeffrey Hillyard; Joint Advanced Student School;
April 2006 St Petersburg, Russia.
3. Active magnetic bearings for machining applications Carl R. Knospe;
Department of Mechanical & Aerospace Engineering, University of Virginia,
Charlottesville, VA, USA; Received 22 February 2005; accepted 8 December 2005
Available online 14 February 2006
4. Design and control of active magnetic bearing system with
Lorentz force-type axial actuator; Ha-Yong Kim a, Chong-Won Lee b, *
a Materials and Devices Research Center, HDD Program Team, Samsung Advanced
Institute of Technology, Mt. 14-1, Nongseo-Ri, Giheung-Eup, Yongin-Si, Gyeonggi-

Do 449-712, Republic of Korea
b Center for Noise and Vibration Control (NOVIC), Department of Mechanical
Engineering, Korea Advanced Institute of Science and Technology,
Science Town, Daejeon 305-701, Republic of Korea
Received 3 May 2004; accepted 14 September 2005
25 | P a g e
5. Optimal control of the magnetic bearings for a flywheel energy storage system
K.Y. Zhu a, *, Y. Xiao b, Acharya U. Rajendra a
a Department of Electronic and Computer Engineering, Ngee Ann
Po1ytechnic,Singapore 599489, Singapore
b Servo Dynamics, Seagate Technology International, 63 The Fleming, Science Park
Drive, Singapore 118249, Singapore
6. Magnetic bearings a new world opens for design engineers
7. Wikipedia
26 | P a g e

Magnetic Bearings': Under The Guidence of

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Magnetic Bearings': Under The Guidence of

Uploaded by

Copyright:

Available Formats

Magnetic Bearings - www.SeminarsTopics.

UNDER THE GUIDENCE OF

Padmashree Dr. D.Y. Patil Institute of Engineering &

This is to certify that, DIGVIJAY ARUN SHELAR

(ROLL N0. T6039) of T.E. MECHANICAL has delivered a seminar on

MAGNETIC BEARINGS for partial fulfillment of T.E. Mechanical

SEMINAR GUIDE H.O.D(Mechanical)

It gives me great pleasure to present a seminar report on MAGNETIC BEARING.

I am very much obliged to subject guide Prof Kamal D S Jamwal of Mechanical

DIGVIJAY ARUN SHELAR

Tangential stress distribution for a disc

A question comes in mind whether it is possible to support a journal without any

have to be electrically served. Hence the name ACTIVE MAGNETIC BEARING.

Magnetic bearings support

Magnetic bearings are used in turbomolecular pumps where oil-lubricated bearings

It is difficult to build a magnetic bearing using permanent magnets due to the

With the use of an induction-based levitation system present in maglev technologies

Table 1 : Early U.S. Patents in AMB

Inventor(s) Year Patent No. Invention Title

Beams, Holmes 1941 2,256,937 Suspension of Rotatable

Beams 1954 2,691,306 Magnetically Supported

Beams 1962 3,041,482 Apparatus for Rotating

Beams 1965 3,196,694 Magnetic Suspension

Wolf 1967 3,316,032 Poly-Phase Magnetic

Lyman 1971 3,565,495 Magnetic Suspension

Habermann 1973 3,731,984 Magnetic Bearing Block

Habermann Loyen, Joli, 1974 3,787,100 Devices Including

Habermann 1978 4,114,960 Radial Displacement

3. CONSTRUCTION OF MAGNETIC BEARING

Figure 2 : construction of magnetic bearings

4. WORKING OF MAGANETIC BEARING

Figure 3 : Working of magnetic bearings

Magnetic bearings are basically a system which provides non-contact

The electronics consist of a set of power amplifiers that supply current to

5. TYPES OF MAGNETIC BEARINGS

5.1 PASSIVE MAGNETIC BEARINGS

Figure 4 : Construction of Passive magnetic bearings

One passive bearing approach utilizes repulsive effects of permanent

magnets, which is essentially magnets repelling each other.

Another is reluctance centering, which is essentially two magnets or

magnetic pole faces attracting to align poles.

5.2. ACTIVE MAGNETIC BEARINGS

Figure 5 : Active magnetic bearings

(Schweitzer, Bleuler, Traxler, 1994). A typical magnetic bearing system consists of

electromagnets (known as the stator). Radial magnetic bearing components are

Magnetic forces are generated in magnetic fields. Magnetic fields themselves

The contour integral around the conductor says that

then the integral yields

Figure 6 : Basic set-up of an active magnetic bearing

Figure 7 B-H Diagram, Hysteresis loop and Saturation

In magnetic bearing technology electromagnets or permanent magnets cause the

density B, ie. magnetic induction, by

By using ferromagnetic material, where r is generally >>1, the magnetic

loop can be concentrated in that core material. The behavior of ferromagnetic

that saturation lin1it, be isat.

Figure 8 a) : Force on magnet Figure 8 b) Geometry of radial bearings

has to be provided mechanically, i.e. an attractive force has to be

In order to compare the carrying performance of different bearing sizes, the

which is about four times as high.

The features characterizing a high-speed rotor can be looked at under various

7.1 Rotational speed

(about 1 to 2 mm in diameter) under centrifugal load [3]. In todays industrial

7.2 Circumferential speed