A PROJECT REPORT

ON
“STUDY OF ACTIVE MAGNETIC BEARINGS
AND IT’S APPLICATIONS IN ROTARY EQUIPMENTS”
Submitted To

Rashtrasant Tukdoj iMaharaj Nagpur University

In
Partial fulfillment of the requirement for the award of
B.E.(Power Engineering) degree
Guided by

ShriPreetamSingh Dikhit
Asstt.Director
NPTI,Nagpur
Submitted by
Mr. Ahtesham Sheikh Ms. Swati Patle
Mr. Nilay Prakash Mr. Manish Singh Mahra
Mr. Karan Dhawale Mr. Mohammed Azhar
 CERTIFICATE
This is to certify that the project entitled
“STUDY OF ACTIVE MAGNETIC BEARINGS
AND IT’S APPLICATIONS IN ROTARY EQUIPMENTS”

Submitted by
Mr. Ahtesham Sheikh Ms. Swati Patle
Mr. Nilay Prakash Mr. Manish Singh Mahra
Mr. Karan Dhawale Mr. Mohammed Azhar

Student of B.E.(Power Engineering) final year from National Power Training

Institute, Nagpur under the guidance of Shri Preetam Singh Dikhit for
Rashtrasant Tukdoji Maharaj Nagpur University, Nagpur

Mr. Preetam Singh Dikhit Mr. D.M.Lokhande Mr S.I. Mahant

Asst. Director& Project guide Head of Institute Deputy Director
NPTI (WR) Nagpur NPTI (WR) Nagpur NPTI(WR) Nagpur
 ACKNOWLEDGEMENT
This gives us great pleasure in submitting the project titled report “Study of active
magnetic bearing and in applications in rotary equipments” as a partial fulfillment of B.E.
Power Engineering.

We wish to express our gratitude to Mr. S.I. Mahant(Deputy Director) for their
encouragement and inspiration during the project work.

We are extremely grateful to our project guide Shri Preetam Singh Dikhit(Asst
Director) who guided us with great enthusiasm and continous moral boosting support
for this project work.

We convey our sincere thanks to Principal Director Shri D. M. Lokhande(Head of

Institute), for his kind approval.

We are also thankful to our batch mates and all others for their help in completing
this project.

PROJECTEES

National Power Training Institute,

ISO 9001-2000 and 14001 Organization ,
(Under Ministry of Power, Govt. OF India).
Annexure

1) Introduction
2) Types of bearings
 Plain bearing
 Rolling element bearing
 Jewel bearing
 Fluid bearing
 Magnetic bearing
 Flexure bearing
 Composite bearing
3) Introduction of Magnetic bearing
4) Principle of Magnetic bearings
5) Active magnetic bearing component
 Core
 Windings
 Rotor
 Position sensor
 Controller
 Power amplifier
6) Characteristics of active magnetic bearing
7) Magnetism fundamentals
 Lorentz force
 Load
 Magnetic materials
8) Magnet circuit theory and design
 Permanent magnet biased magnetic bearing
 Force system diagram
 Magnetic flux density analysis
9) Feedback control
11)Experimental set up
12)Force and current calculation
 Current Lineralisation
 Lineralisation equation
 Imbalance consideration
 Resultant force equation
 Instantaneous current equation
 Current force relationship
 13)Comparison between magnetic bearing and conventional bearings
14)Losses in active magnetic bearing
 Aerodynamic losses
 Copper losses
 Iron losses
 Hysteresis losses

14) Reduction of losses

15) Fields of application

 Aerospace application
 Machine tool application
 Light industry application
 Heavy industry application

16) Future scope of magnetic bearing

 INTRODUCTION
o A bearing is a machine element that constrains relative motion to only the desired
motion, and reduces friction between moving parts. The design of the bearing
may, for example, provide for free linear movement of the moving part or for
free rotation around a fixed axis; or, it may prevent a motion by controlling
the vectors of normal that bear on the moving  parts.
o The Egyptians used roller bearings in the form of tree trunks under sleds this is
modern speculation. They are depicted in their own drawings in the tomb
of Djehutihotep  as moving massive stone blocks on sledges with liquid-lubricated
runners which would constitute a plain bearing. There are also Egyptian drawings
of bearings used with hand drills.
o The earliest recovered example of a rolling element bearing is a wooden ball
bearing supporting a rotating table from the remains of the Roman Nemi
ships in Lake Nemi, Italy. The wrecks were dated to 40 BC.
o  Agostino Ramelli is the first to have published sketches of roller and thrust
bearings. An issue with ball and roller bearings is that the balls or rollers rub
against each other causing additional friction which can be reduced by enclosing
the balls or rollers within a cage. The captured, or caged, ball bearing was
originally described by Galileo in the 17th century.
o The first practical caged-roller bearing was invented in the mid-1740s
by horologist John Harrison for his H3 marine timekeeper. This uses the bearing
for a very limited oscillating motion but Harrison also used a similar bearing in a
truly rotary application in a contemporaneous regulator clock.

o In 1839 Isaac Babbit6 invented an antifriction alloy with a low melt temperature.
This alloy could be formed and molded to produce an ideal surface for bearings.
With the introduction of this Babbitt Metal, the use of wooden bearings
diminished slightly.

o Today ball and roller bearings are used in many applications which include a
rotating component. Examples include ultra high speed bearings in dental
drills, aerospace bearings in the Mars Rover, gearbox and wheel bearings on
automobiles, flexure bearings in optical alignment systems, bicycle wheel hubs,
and air bearings used in coordinate-measuring machines.
 TYPES OF BEARING

1)PLAIN BEARING
A plain bearing (in railroading sometimes called a solid bearing) is the simplest type
of bearing, comprising just a bearing surface and no rolling elements. Therefore,
the journal (i.e., the part of the shaft in contact with the bearing) slides over the bearing
surface. The simplest example of a plain bearing is a shaft rotating in a hole. A simple
linear bearing can be a pair of flat surfaces designed to allow motion; e.g., a drawer and
the slides it rests on or the ways on the bed of a lathe

2)ROLLING ELEMENT BEARING

A rolling-element bearing, also known as a rolling bearing, is a bearing which carries a
load by placing rolling elements (such as balls or rollers) between two bearing rings
called races. The relative motion of the races causes the rolling elements to roll with
very little rolling resistance and with little sliding.
3)JEWEL BEARING
A jewel bearing is a plain bearing in which a metal spindle turns in a jewel- lined pivot
hole. The hole is typically shaped like a torous and is slightly larger than the shaft
diameter. The jewel material is usually some form of synthetic corundum, such as ruby.
Jewel bearings are used in precision instruments where low friction, long life, and
dimensional accuracy are important. Their largest use is in mechanical watches.

4) FLUID BEARING
Fluid bearings are bearings in which the load is supported by a thin layer of rapidly
moving pressurized liquid or gas between the bearing surfaces. Since there is no contact
between the moving parts, there is no sliding friction, allowing fluid bearings to have
lower friction, wear and vibration than many other types of bearings.
5)MAGNETIC BEARING
A magnetic bearing is a bearing that supports a load using magnetic levitation. Magnetic
bearings support moving parts without physical contact. For instance, they are able to
levitate a rotating shaft and permit relative motion with very low friction and no
mechanical wear. Magnetic bearings support the highest speeds of all kinds of bearing
and have no maximum relative speed.

5)FLEXURE BEARING
A flexure bearing is a category of flexure which is engineered to be compliant in one or
more angular degrees of freedom. Flexure bearings serve much of the same function as
conventional bearings or hinges in applications which require angular compliance; but,
flexures require no lubrication and exhibit very low or no friction.

6)COMPOSITE BEARING
A composite bearing is used to maintain separation and control friction between two
moving parts. The distinguishing characteristic of a composite bearing is that the bearing
is made from a combination of materials such as a resin reinforced with fiber and this
 may also include friction reducing lubricants and ingredients. A composite bearing is not
simply a PTFE bearing in a carrier of another material, this is a PTFE bearing in a carrier.
The plain composite bearing can be lighter than a rolling element bearing but this is not
always a feature as some composites are extremely dense which results in lower
porosity. Another distinctive feature of the composite bearing is its

lightweight design - it can be one-tenth the weight of the traditional rolling element
bearing. No heavy metals are used in its manufacture.

There are many different types of bearings. Newer versions of more enabling designs are
in development being tested, in which will reduce friction increase bearing load,
increase momentum build-up, and speed.

Type Description Friction Stiffness Speed Life Notes

Depends
on
Widely used,
materials
Good, relatively high
and
Rubbing surfaces, provide friction, suffers
constructi
usually with d wear from  stiction  in
on, PTFE
lubricant; some is low, Low to very high some
has Low to
Plain bearings use but - depends upon applications.
coefficient very
bearing pumped some application and Depending upon
of friction high
lubrication and slack is lubrication the application,
~0.05-
behave similarly to normall lifetime can be
0.35,
fluid bearings. y higher or lower
depending
present than rolling
upon
element bearings.
fillers
added
 Rolling
coefficient
of friction
with steel
can be
~0.005
(adding
Modera
resistance Good,
te to Moderate to high Used for higher
due to but
Rolling Ball or rollers are high (depends on moment loads
seals, some
element used to prevent or (often lubrication, often than plain
packed slack is
bearing minimise rubbing require requires bearings with
grease, usually
s maintenance) lower friction
preload present
cooling)
and
misalignm
ent can
increase
friction to
as much
as 0.125)

Mainly used in
low-load, high
Low due Adequate precision work
Jewel Off-center bearing
Low to Low (requires such as clocks.
bearing rolls in seating
flexing maintenance) Jewel bearings
may be very
small.

Very
high
Can fail quickly
(usually Virtually infinite
due to grit or dust
limited in some
or other
Fluid is forced Zero to a applications, may
contaminants.
Fluid between two faces friction at Very few wear at
Maintenance free
bearing and held in by edge zero high hundre startup/shutdow
in continuous use.
seal speed, low d feet n in some cases.
Can handle very
per Often negligible
large loads with
second maintenance.
low friction.
at/by
seal)
 Zero
friction at
zero
speed, but
constant
power for
levitation,
eddy Active magnetic
currents bearings (AMB)
Faces of bearing Indefinite.
are often need considerable
Magneti are kept separate No Maintenance
induced power. Electrodyn
c by magnets Low practica free.
when amic
bearings (electromagnets or  l limit (with electromag
movement bearings (EDB) do
eddy currents) nets)
occurs, not require
but may external power.
be
negligible
if
magnetic
field is
quasi-
static

Very high or low

depending on
Limited range of
materials and
Material flexes to movement, no
Flexure Very strain in
give and constrain Very low Low backlash,
bearing high. application.
movement extremely smooth
Usually
motion
maintenance
free.

Plain bearing shape PTFE and

Good
with PTFE liner on use of
dependi Very high; PTFE Widely used,
the interface filters to
Compos ng on Low to and fillers ensure controls friction,
between bearing dial in
ite laminat very wear and reduces stick slip,
and shaft with a friction as
bearing ed high corrosion PTFE reduces
laminated metal necessary
metal resistance static friction
backing. PTFE acts for friction
backing
as a lubricant. control.

†
Stiffness is the amount that the gap varies when the load on the bearing changes, it is distinct from
the friction of the bearing.
Usually the type of bearing used is of frictional and magnetic bearing the one which we
will be going to study.
 INTRODUCTION OF MAGNETIC BEARING
o Permanent magnets and magnetic effects have been fascinating people ever
since they have been discovered. Form the discovery that magnetism creates
forces without mechanical contact to the idea to utilize this effect for a
magnetic bearing.
o Initially, three decades ago, active magnetic bearings (AMB) have been
designed to overcome the deficiencies of conventional journal or ball bearings.
Mostly in research labs, they showed their ability to work in vacuum with no
lubrication and no contamination, or to run at high speed, and to shape novel
rotor dynamics. Today, magnetic bearings have been introduced into the
industrial world as a very valuable machine element with quite a number of
novel features, and with a vast range of diverse applications.
o It was first proven mathematically in the late 1800s by Earnshaw that using
only a magnet to try and support an object represented an unstable
equilibrium; however, it was found in the 1930s that by using an
electromagnet and measuring the air gap and using it as a feedback
parameter, the system could be stabilized.
o Magnetism is a class of Mechanical phenomena that includes forces exerted
by magnets on other magnets. It has its origin in electric currents and the
fundamental magnetic moment of elementary particles. These give rise to a
magnetic field that acts on other currents and movements. All materials are
influenced to some extent by a magnetic field. The strongest effect is on
permanent magnets which have persistent magnetic moments caused by
ferromagnetism. Most materials do not have permanent moments. Some are
attracted to a magnetic field (paramagnetism); others are repulsed by a
magnetic field (diamagnetism); others have a much more complex relationship
with an applied magnetic fields are known as non-magnetic substances. They
include copper, aluminum, glass and plastic. Pure oxygen exhibits magnetic
properties when cooled to a liquid state.
o Attraction: When two magnets or magnetic objects are closed to each other,
there is a force that attracts the poles together. Force attracts N to S. Magnets
also strongly attract ferromagnetic materials such as iron, nickel and cobalt.
o Repulsion: When two magnetic objects have like poles facing each other, the
magnetic force pushes them apart. Force pushes magnetic objects apart.
Magnetic can also weakly repel diamagnetic material.
o Magnetic Bearings (MBs) have been used in various applications such as:
molecular pump [1], flywheel energy storage system [2] and hybrid bearings
[3, 4] due to their non-contact and low friction operations compared to the
conventional bearings [5-8]. Moreover, MBs systems, can work in harsh
environmental conditions such as extremely low temperatures, zero-gravity,
and corrosive environments. The main advantages of MBs are “No lubricant,
so no lubrication system” and “zero maintenance”. MBs are broadly classified
as Active Magnetic Bearing (AMBs) and Passive Magnetic Bearing (PMBs).
 PRINCIPLE
As in any bearing, the active magnetic bearing is essentially composed of two parts:
the rotor and the stator. The rotor which may be internal or external consists of a
stack of ferromagnetic laminations without any slots or windings, force-fitted onto
the shaft. The stator, also made of stacked laminations, slotted and including
windings, includes the electromagnet section of the bearing itself and the position
sensor section. The rotor is located in the magnetic field of the electromagnets
which have to provide attractive forces which equal the load applied on the rotor.
The system is basically unstable, so as soon as a small motion appears, the currents
in the electromagnets must be modified to maintain the equilibrium. This is the
reason why position sensors are required to provide information of actual rotor
location. For a complete rotor, where five degrees of freedom must be controlled,
ten electromagnets are required. It must be emphasized that, differing from all other
types of bearings, this bearing operates by attraction rather than repulsion.
Moreover, control is effective upon bearing activation and does not require any
speed taking-off.

A sensor measures the displacement of the rotor from its preference position, a
micro processor as a controller derives a control signal from the measurement a
power amplifier transforms this control signal into a control current, the control
current generates a magnetic field in the actuating magnets, resulting in magnetic
forces in such a way that the rotor remains in it hovering position.

The control law of the feedback is responsible for the stability of the hovering state
as well as the stiffness and the damping of such a suspension. Stiffness and damping
can be varied widely within physical limits, and can be adjusted to technical
requirements. They can also be changed during operation. A demonstration model
for a vertical, one degree of freedom suspension is shown in the figure. In this case
the displacement of the small pencil sharpener in the shape of a globe is measured
optically by a simple photo transistor.
 AMB components
Electromagnets are composed of a soft magnetic core and electrical coils. They look
somewhat like the stator of an electrical motor.

Core
 It is made of ferromagnetic metal such as iron, or ferromagnetic compounds such
as ferrites. The high permeability, relative to the surrounding air, causes
the magnetic field lines to be concentrated in the core material. The magnetic field is
often created by a current-carrying coil of wire around the core. The presence of the
core can increase the magnetic field of a coil by a factor of several thousand over
what it would be without the core.

The use of a magnetic core can enormously concentrate the strength and increase
the effect of magnetic fields produced by electric currents and permanent magnets.
The properties of a device will depend crucially on the following factors:

 The geometry of the magnetic core.

 The amount of air gap in the magnetic circuit.

 The properties of the core material (especially permeability and hysteresis).

 The operating temperature of the core.

 Whether the core is laminated to reduce eddy currents.

Its magnetic permeability has to be high, as well as its magnetic saturation. In order
to minimize eddy current losses, the core usually consists of insulated lamination
sheets.

Windings
The current through the winding is the source of magnetic field. The winding is made
of an insulated conductor wound on the soft magnetic core. In order to improve the
efficiency of the AMB, the conductor has to have a low electrical resistance and must
be wound with a high fill-factor.
Rotor
The rotor, in standard constructions, is realized with a lamination packet shrinked on
a non magnetic shaft. Tight manufacturing tolerances are needed in order to avoid
unbalances. The mechanical properties of the rotor lamination have to be good, in
order to overcome the centrifugal stress due to high speed rotation.

Position Sensor
A position sensor is a device capable of sensing shaft displacement (position) with a
wide bandwidth. The rotor displacements in radial and axial are monitored by the
position sensors, which are of induction type. The sensor consists of sensitive
elements located on the stator and an acting element located on the rotor in front of
the sensitive elements. In Active Magnetic Bearings (AMB), information from the
position sensors is used by the Magnetic Bearing Controller (MBC) to control the
actuator coil currents, and thus the magnetic force on the shaft. Most often the
position sensor will include a sensor head (transducer) in the machine adjacent to
the magnetic actuator and drive/demodulation electronics in the MBC.

Controller
Today controllers are mainly based on digital technology. They provide a great
flexibility and high computation speed. Digital controllers enable principally an
adaptive control, unbalance compensation and provide a great tool for system
diagnosis.

The controllers, as well as all its peripheral equipment, including A/D, D/A, network
card, etc., is standard industry type, usually selected as high speed Digital Signal
Processing (DSP) computer, which has good stability and excellent hard real-time
interrupt processing capability.

The controller performs the following functions:

(1) Receive information about displacement, rotation speed and angular position of
the machine rotor from the sensor converters;

(2)Receive the control commands from the operation computer to change some
parameters of the AMB control system;
(3) Generate and release the current control signals in coil windings according to the
specified algorithms and control commands;

(4) Diagnose the states of the elements of the AMB system and transmit this
information to the operator computer via networks;

(5) Release signals about alarm and emergency protection.

Power Amplifiers
An amplifier is electronic devices that can increase the power of a signal.The power
amplifiers convert the control signals into control currents.

The power amplifier receives the control signal in analog voltage from the controller
and keeps the current in the magnet winding according to this voltage signal.
Generally speaking, power amplifier is a kind of controlled constant-current source
to the inductive reactance. As the power of single amplifier unit is about 4.5kVA
(300V, 15A), switch amplifier is the best type considering the losses and efficiency.
Switching amplifiers are usually used because of their low losses. The amplifier is
often the limitation component in an AMB system.

Magnetic bearings are most often used to support radial and thrust loads in rotating
machinery.

Common design configurations are shown in Figure 9.4.1. The coils in magnetic
bearings have virtually infinite life, but the control system can be affected by power
outages or component failure; thus auxiliary rolling element bearings must be
incorporated into the design as shown in Figure 9.4.2.
 Figure
9.4.1 Magnetic bearing configurations for supporting radial and thrust loads.

• The rolling element bearings operate at half the magnetic bearing air gap.

Magnetic bearings provide attractive electromagnetic suspension by application of

electric current to ferromagnetic materials used in both the stationary and rotating
parts (the stator and rotor, respectively) of the magnetic bearing. This creates a flux
path that includes both parts, and the air gap separating them, through which non-
contact operation is made possible.

• As the air gap between these two parts decreases, the attractive forces increase,
therefore, electromagnets are inherently unstable. A control system is needed to
regulate the current and provide stability of the forces, and therefore, position of the
rotor.

• The control process begins by measurement of the rotor position with a position
sensor. The signal from this device is received by the control electronics, which
compares it to the desired position, input during machine start-up. Any difference
between these two signals results in calculation

of the force necessary to pull the rotor back to the desired position. This is translated
into a command to the power amplifier connected to the magnetic bearing stator.
The current is increased, causing an increase in magnetic flux, an increase in the
forces between the rotating and stationary components, and finally, movement of
the rotor toward the stator along the axis of control.
• The entire process is repeated thousands of times per second, enabling precise
control of machinery rotating at speeds in excess of 100,000 rpm.

Fi
gure 9.4.2 Conceptual design of a magnetic bearing spindle.

• Magnetic bearings can also be used to support linear motion devices.

• A planer version of the horseshoe-shaped magnets often used to support rotating

shafts can be used, but this causes vertical motion control to be coupled with
angular motion control.

• An alternative is to use a number of round bearings, similar to those used to resist

shaft thrust loads and shown in Figure 9.4.3, in a kinematic configuration. This
particular bearing has a bias force of about 30 N supplied by the permanent magnet
and a control force of about 15 N supplied by the coil. It is discussed further in
Section 9.4.2.

Figure 9.4.3 Magnetic bearing design used in a kinematic arrangement of magnetic

bearing for supporting a precision linear motion.
• Regardless of the type of load supported, magnetic bearings require a closed-loop
control system for stability, as shown schematically in Figure 9.4.4.

• Typically, an analog control loop is used for coarse position control and a digital
loop is superimposed on it for fine motion control and compensation for analog
component drift.

􀂾 Analog control system: an analog sensor

􀂾 Digital control system: a laser interferometer

Block Diagram

• Some magnetic bearings use a permanent magnet to provide a bias force. The
magnetic flux produced by the permanent magnet acts only to levitate a portion of
the object's weight in order to minimize the power expended by the active coil.

The control force exerted on the object is thus proportional to the current supplied
to the coil.

• The attraction force between the bearing and the object is produced when energy
stored in the magnetic field and in the air gap is transformed into mechanical work.
 Chracteristics of Active Magnetic Bearing
 The property of being free of contact and absense of lubrication and
contamination wear allow the use of such bearings in vaccum system
 The gap between rotorbearing amounts typically to a few tenths of a
millimeter but for specific application it can be as large as 20mm . In that case ,
bearing becomes much larger .
 The low bearing losses , which at high operating speed are 5 to 20 times less
than conventional ball or journal bearing. The specific load cspacity of beaeing
depends on ferromagnetic material and the design of bearing magnet it will be
about 20 N/sq.cm and can be as high as 40 N/sq.cm. the references area is the
cross sectional area of the bearing . Thus maximum bearing load is mainly a
function of bearing size.
 The unbalance compensation and the force free rotation are control features
where the vibration due to residual unbalance are measured and identified by
the AMB. The single is used to either generate counteracting and
compensating bearing forces or to shift the rotor axis in such a way that the
rotor is rotating force free.
 The rotor can be allowed to rotate at high speeds. The high circumferential
speed in the bearing-only limited by strength of material of the rotor-offers
the possibilities of designing new machines with higher power concentration
and of realizing novel construction. Actually about 350m/s are achievable ,or
ex by using amorphous metals which can sustain high stresses and at the same
time have very good soft magnetic properties or by binding the rotor
lamination with carbon fibers.
 The dynamics of the contact free hovering depends mainly on the
implemented control law.The control is implemented by a microprocessor
which makes the design very versatile. Thus it is possible to adapt the stiffness
and damping within physical limit, to the bearing task and even to the actual
state of operation and the rotor speed.
 The retainer bearings are additional ball or journal bearing which in normal
operation are not in contact with rotor. In case of overload or malfunction of
the AMB they have to operate for a very short time-they keep the spinning
rotor from touching the housing until the rotor comes to rest or until the AMB
regains control of the rotor.
 The AMB has potential to be a key element in a smart machine. The AMB can
make use of its measured state of its information in order to optimize the
operation of the whole machine. It contributes overall process control and
supports the safety and reliability management.
 The lower maintenance and higher life time of an AMB have been
demonstrated under severe conditions. Essentially they are due to the lack of
mechanical wear. Currently this is the main reason for the increasing number
 of applications in turbomachinery.The maintenance and reliability properties
can be even further improved by making use of the smart machine concept

THE MAGNETIC BEARING AS A CONTROLLED SUSPENSION

Magnetic bearings can be basically categorized into two groups depending on the
physical cause of the magnetic effect involved [5]. The first group is referred to as
reluctance force bearings, whiles the second group is made up by the Lorentz force
bearings. Whereas the latter bearing type has lately gained an increasing importance
mainly in the field of the self-bearing motors, it is still the case that the bulk of
industrial magnetic bearing applications employ reluctance force bearings. Active
magnetic radial bearing are constructed with the combination of permanent
magnets in order to provide bias force and electromagnets to generate control
forces in order to reduce cost and operational energy consumption in all
electromagnets designs[6]. Ring-shaped permanent magnet consisting of axial
magnetization are attached to a shaft which shares their magnets with the
electromagnets. The magnets cores are made of solid iron of simplicity. The
electromagnets are constructed with a pair of magnet coils that are wound around
the stator positioned on the radially opposing side: the pair of magnet coils are
connected in series and are driven by electrical motor.
 Magnetism Fundamentals
A magnetic field exists between two poles of opposite polarity, denoted as the north
and south poles. The magnetic field lines are emitted radially from the North Pole in
every direction and end up at the South Pole, then going through the object back to
the North Pole, creating a closed path. Such magnetic field lines can also be created
by an electro magnet, which functions by running current through a wire that is
coiled around a piece of ferromagnetic material. The magnetic field, H, can be
calculated with equation (1), the current through a single loop of wire evaluates to
equation (2)

Where ds is the differential length of wire and i is the current. Taking multiple wire
loops into consideration, only an additional factor of the number of loops need be
multiplied with equation (2). The direction of H is determined by using the right-
hand rule. Magnetic flux density, B, is related the magnetic field by

where µ is the magnetic permeability. Permeability can be further represented as

Where µ0 is the permeability of free space, a constant, and µr is the relative

permeability of the material being used. Materials with permeability less than one
are called diamagnetic, greater than one paramagnetic, and much greater than one
ferromagnetic. A ferromagnetic material is also referred to as being magnetizable.
When such a material is inserted into a magnetic field, the flux increases linearly, as
described by equation (3). But at a certain point, the material becomes saturated
and the magnetic flux through the material levels off. When the magnetic field is
decreased, the flux follows a different path creating a hysteresis. The area within the
hysteresis represents the amount of thermal energy loss per hysteresis cycle.

Lorentz Force
The Lorentz force is present when an electrical charge is subjected to an energy field
and/or moves within a magnetic field, provided as equation (5). In the presence of
an induced magnetic field, though, the force due to the electric field is much smaller
than the force due to the magnetic field, simplifying (5) to equation (6).
The variable Q is the electric charge, E is the electric field, and v is the velocity of the
electric charge. Because current is simply composed of moving charges, equation (7)
can be inserted into (6) to yield a finalized form for the Lorentz force provided as
equation (8).

What becomes evident from (8) is that only the component of the magnetic flux
vector that is perpendicular to the current has a role in generating a force. The
maximum possible force to be generated would simply be when the flux is exactly
perpendicular to the flow of the current.

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
1. 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 [1].

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 (Figure 2a). The contour integral around the conductor says that
 (1)

This means that the magnitude of the magnetic field in Figure 2a is H = i/2πr. 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 2b, then the integral yields

(2)

PERMANENT MAGNETS MATERIALS

The choice of the permanent magnet is an important factor on the design of the
PMB and HMB. The principal permanent magnets used on magnetic bearings are:

 Neodymium, iron and boron (Nd, Fe and B)

 Samarium, cobalt, boron (Sm Co, Sm Co B)

 Ferrite

 Aluminum, nickel, cobalt (Al Ni, Al Ni Co)

An important characteristic of these magnets is their hysteresis loop. As it is well

known, the operation point of the permanent magnets used on magnetic bearings is
between point B and C as represented in fig. 3
 Figure 3. Hysteresis loop

In magnetic bearing technology electromagnets or permanent magnets cause the

magnetic flux to circulate in a magnetic loop. The magnetic flux Φ 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

(3)

Here, µo = 4 π 10−7Vs/Am stands for the magnetic field constant of the vacuum, and µr
is the relative permeability depending on the medium the magnetic field acts upon.
μr equals 1 in a vacuum, and also approximately in air. By using ferromagnetic
material, where μr 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 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 field H and the generating
current i is further increased. The current, corresponding to that saturation limit, be
isat. For deriving the force in an AMB let us consider Figure 4. It shows a single two-
pole magnetic bearing element, as part of a complete bearing ring of Figure 1,
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  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.

(4)

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

(5)

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 Figure 4a is

(6)

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 α (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 α equals for instance 22.5۫, with cos α = 0.92. Considering
α we obtain

(7)

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
limitation for a high static load is the adequate dissipation of the heat generated by
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 width p, the pole shoe surface is given by

(8)

With actually available Si-alloyed transformer sheets, which are used for bearing
magnets, a maximum flux density Bmax ≈ 1.5 Tesla < Bsat is recommended. Inserting
this value for Ba in equation (4), and considering that the forces of both poles do not
act perpendicularly, but at an angle of π /8, we obtain with Aa from equations (8) and
(4) the specific carrying force

(9)

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.
 MAGNET CIRCUIT THEORY AND DESIGN
The magnets of an active magnetic bearing can be commonly operated at a bias
point. As this principles of biasing tends to linearize the actuator, the bias field tends
to do no work, as such it is usually possible to provide the field using a permanent
magnet rather than electromagnet.Permanent magnet biased bearing uses
permanent magnet to generate the field and electromagnets to redistribute this field
to be able to produce net forces. Advantages associated with such arrangements are
electrical power losses which are associated with generating the bias filed are
eliminated which ensures that less electrical power is consumed.The magnetic circuit
shown in fig. 4 (a-c) illustrates the various essential concepts. The idea of the circuit
depicts how a net force is to be produced in the vertical direction to achieve self-
centering position of the rotor. Fig. 4a illustrates the control coils which are not
energized and the permanent magnets, produces a bias flux distribution which is
then directed towards the center of the flotor.In Fig. 4b, flux due to permanent
magnets are not shown, but in this case the control coils are now energized which
then produces a flux that passes vertically through the flotor.

Fig. 4c illustrates the superposition of the bias and control fields. The field are made
to reinforce each other in the upper gap but tends to cancel one another in the
lower air gap. The result is that the net flux which exist in the upper gap is larger
than that of the lower gap leading to a vertical net force on the floater.

RADIAL BEARING OF A PERMANENT MAGNETIC BIASED MAGNETIC

The structure consists of two stator pieces of homo-polar type radial magnetic
bearing depicting its control flux and bias flux. The magnetic bearing stator is
configured by two ferromagnetic rings with stator poles which are separated by
permanents. Fig. 5Shows the functional principles of radial permanent magnets used
in flywheel energy system rotors.
Active magnetic radial bearing is constructed with the combination of permanents in
order to provide bias forces and electromagnets to generate control forces in order
to reduce cost and operational energy consumption in all electromagnet designs.
Ring-shaped permanent magnet consisting of axial magnetization are attached to a
shaft which shares their magnet with the electromagnets. The magnets core are
made of solid iron of simplicity.

Figure 6.Magnetic flux pathof a radial bearing for a permanent magnetic biased bearing .

The electromagnet are constructed with a pair of magnet coils that are wounded
around the stator positioned on the radially opposing side, the pair of magnet coils
are connected in series and are driven by an electrical motor. Fig. 6 show Magnetic
flux path of the radial bearing, neglecting flux leakages. The permanent magnetic
flux, providing bias flux flows, radially in the iron-core ring and goes into the four
poles of the stator through the airgaps and then passes through the stator alongside
the axial direction to return to the rotor via the other airgaps. The electromagnet
flux generating from the upper and lower magnets coils passes down through the
rotor along the radial direction on one side, and passes up through the other side.
Thus, if the total flux increases in the lower side, then it decreases in the upper side.
The difference of the flux produces a control force with this design, we can cancel
out the bias flux with the electromagnet flux. This is a point similar to all
electromagnet cases and design principles.
Force System Diagram.
The resulting force understudy in fig. 7 in this configuration depends on the flux
density distribution in the bearing air gap. Before studying the flux density
distribution, it is outmost importance to study and describe the forces present in
the system.

Figure 7. Forces applied to the system

The resulting force is composed of into two components: the vertical and the
horizontal force, the various forces present in the system is composed by a wheel
weight (fg), which is the force the downward bearing applies on the wheel and
the resulting force by the magnetic circuit of the upper bearing. The results of the
forces should automatically be null in order to guarantee the objective of a
contact free system. The resulting horizontal force eventually guarantees the
centering of the wheel; this horizontal force is maximized to ensure the stability
of the system. The horizontal force ensure that the instabilities do not cause any
change or discharge of the wheel.

Equation (1) and (2) represent the influence of the force (effect) and pressure
(effect) of the flux density of the air gap in the rotating mass.

From equation (1) and (2), the flux is related with the flux density as shown in
equation (3)S

∅=𝐵.𝑆 (3)
From equation (1) and (3) it is possible to verify that the magnetic force in the air
gap solely depends on the flux and on the section (S) that is perpendicular to the
flux density as shown in

MAGNETIC FLUX DENSITY ANALYSIS

A simplified homopolar active magnetic bearing which has been used in the flux
density distribution analysis in this research work. The rotor balance position is
suspended by the common effect of the permanent magnet field and
electromagnet field as indicated in fig. 8 when there is an experience of an
external disturbance the rotor moves up and down from the balance position, the
upper air gap becomes big and the lower air gap becomes small. The enlarged air
– gap will then decrease the permanent magnetic field intensity and magnetic
force, whiles the reduced air gap increases the permanent magnetic intensity and
magnetic force, this causes the rotor to continue to move downwards and will not
return back to its balance position.

If the control current is added into the control coils the upper air gap field and the
permanent magnetic field. The lower air-gap field which is the difference between
the electromagnet field and the permanent magnetic, so the upper magnetic
force is larger than the lower magnetic force and the rotor can come back to its
balance position under the resultant force. The force acting on the rotor are
related to the flux density of the air gap, considering the force in the Y-
direction(Fy), with a rotor displacement y and a current applied on the coils on
the y- axis for both air gap, results in the force in the y direction as

(5)
In which B1 is the upper air gap magnetic field, B2 is the lower air gap magnetic
field. The relationship between magnetic field intensity and magnetic force, the
rotor resultant force equation is

(6)

Where the coefficient is the vacuum magnetic conductivity, N is the number of

turns of control coil, and the coefficient is the working current of control coil.
Magnetic flux density dependent upon the permanent geometry, the turns of coil
and the current passing through the coil. Hrepresents the coercive force from the
magnet, Br is the remanence flux density, Ais the cross- sectional magnet surface
area, Lm the balance position, the magnetic equation will be achieved as follows

Where 𝐾𝑦the displacement stiffness coefficient is𝐾𝑖 is the current stiffness

coefficient. The material for the stator is chosen as silicon steel iron core, which
usually behaves as a linear property around 1.2 tesla flux as flux density. The
maximum force capacity depends on the pole area (Ag) and the maximum flux
density (By). From the foregoing relationship of the above circuit theory the area
of the pole shoe area can be formulated below as

(8)

The 3D permanent magnet is designed by FEA magnetic field analysis with ANSYS
workbench software which has a computational environment of linear and
nonlinear magneto static modelling of all parts including permanent magnet. Fig.9
shows the initial simulation permanent bearing model with zero control current.
The flux path shows that flux permanent magnet bias flux flows into the rear side
stator pole then the flux flows into the rotor via air gap. Afterwards, the flux
returns from rotor to the permanent magnet via the far side rotor.
At conditions when no static load or any external disturbances are experienced by
the rotor, mo current flows through the coil and is only the bias fluxes which are
made to flow through the air gaps by permanent magnet, as such the air gap flux
densities are almost identical and equal in nature. The magnetic flux density in
difference will act force on the rotor, the rotor at the center position sum of the
force must be zero,the rotor without control current radial magnetic flux in the air
gap which has equal distribution in all direction so that the total summation of the
magnetic force on the rotor is zero and it is levitated on the Centre position, the
aim is to provide a bias magnetic flux in air gap to 0.5T, is achieved by different
simulation taking place by changing the area of the permanent magnet. The
maximum magnetic flux density distribution of the air gap front magnetic bearing
0.516T and in the case of the rear r magnetic bearing it became 0.499T.

Elements of the Control Loop

Fig. 2 depicts a simple example of a magnetic bearing control loop though
comprising all the necessary components of a “standard” active magnetic bearing
system. In the following, sections these elements and functionalities are briefly
described.

A rotor (“flotor” for non-rotating objects) is to be levitated freely at a prescribed

distance 𝑥0 from the bearing electromagnet. A contact-less position sensor (most
often an eddy current or inductive type sensor) steadily measures the deviation
between desired position 𝑥0and actual rotor position x and feeds this information
into a controller (nowadays most often a digital controller). The primary goal of
the controller is to maintain the rotor position at its desired value. For this not
only an equilibrium of the involved forces here just the magnet force (𝑓𝑚)and the
rotor weight (𝑚𝑔) must be established but also, as a most important quality of
the control, a stabilization of the control loop must be achieved (see further
below in this section what renders the open-loop system unstable). Finally, the
controller sends out a positioning command signal to a power amplifier which
transforms this signal into an electric current in the coil of the bearing
electromagnet and a magnetic field in the iron of the magnet, thus generating the
desired magnet force (𝑓𝑚).. Rotational and transverse motions of the rotor
cannot be controlled by a single electromagnet and require a more complex
arrangement of several magnets and a multi-channel control. Nevertheless, the
basic properties of a magnetic bearing control loop can be easily investigated
using this simple bearing example, for which a mathematical model is derived in
the following section.
 FEEDBACK CONTROL
An active control system is required to maintain stability of the magnetic bearing-
rotor system. The controller takes signals provided by the sensors located
adjacent to the actuators and computes the necessary stabilizing current request.
Amplifiers then provide the requested current to the actuators, which creates the
stabilizing electromagnetic forces. Low pass filter is also used in the plant
controller to eliminate undesirable disturbances. This feedback loop is updated
thousands of times per second. The Fig. (1) Presents a block diagram of a single
radial bearing control axis. In addition to the stabilizing feedback loop, open loop
control can also be used to minimize unbalance-induced shaft whirl or minimize
the vibration transmitted to the bearing houses.

In open loop control, the active nature of the magnetic bearings is used to
adaptively cancel the synchronous components of either the measured shaft
position or the bearing current. It is important to note that open loop control
alone cannot provide stable levitation; i.e., it only can be used once the system is
stabilized through the feedback control action.

Figure 2 shows the basic geometry of an active magnetic bearing in a differential

assembly. The air gap has thickness g and each horseshoe shaped section has
area Ag. The magnetic forces in each magnet are generated by an electric current
I flowing through N coils wound in the horseshoes. The Fig. 3 shows the action of
these forces in a single control axis.
 Magnetic force of control
Forces of control of the active magnetic bearings basically depend on the design
characteristics, displacement of the rotor and electrical current. As mentioned the
forces are generated in each pole of the magnetic bearing by a rolling up of N
coils with an electrical current passing through it. From the principles of
magnetism, the force acting in each pole of the bearing can be determined
according to the equation:
 (1)

where

μ̥ =4 πx 10 (Hm ) is the permeability of the free space (air), g is the gap between
−7 −1

the rotor and the stator, Ag is the area face of each pole and ξ is the geometric
correction factor evaluated as 0.8 for radial bearing due to electrical current flight
effect. Once the electromagnetic forces are only of attraction, in each control
axle, magnets must be positioned in both sides and diametrically opposite from
the rotor, in a double action scheme, as shown in Figs. 2 and 3, in a manner that
the net control force FN in the bearing plane is given by:

(2)

The stability of the rotor in its centered position during the control process is
achieved by making the electrical current in each magnet as follows:

(3)

where is a steady electrical current (bias) acting onto the both magnets and Ic is
the control current. On the other hand, the air gap in each magnet is given by:

(4)

Where g0 is the nominal air gap assuming that the rotor is centered in the stator
and x represents the displacement of the rotor from its centered position.
Introducing Equations (3) and (4) in Equation (2), the control force can be
calculated as follows:

(5)

Equation (5) was obtained assuming that the control current Ic and the
displacement x is very small compared to the steady current is and the nominal
air gap g0, respectively, so that were neglected the higher-order terms of the
control current and the displacement. As we can see, the magnetic forces change
as a function of control current and gap thickness. The Equation (5) can
conveniently be written as follows:
 (6)

being Ki called the current stiffness and Kx is called the position stiffness.

B. Electrical current of control the control current is determined based on the

displacement of the rotor. The equation that relates the position of the rotor with
the control current (employing Laplace transforms) is given by:

Ic (s)= G(s)x(s) (7)

being G(s) the overall transfer function of the control circuit, which is composed
by multiplying the transfer functions of all components of the electronic control
circuit, as follows:

G(s) =SE(s)LPF(s)PID(s)AMP(s) (8)

Where SE(s), LPF(s), PID(s) and AMP(s) are the transfer functions of the position
sensor, low pass filter, PID controller and power amplifier, respectively. The
classical models of transfer functions for these components of the control circuit
are, [1]:

Being ωLP and ξLP the cutoff frequency and damping ratio of the low pass filter; KT,
KD, KP and KI are the total, derivative, proportional and integral gains of the PID
controller; KA and ωA are the gain and cutoff frequency of the power amplifier.

Equation (8) can be further simplified by replacing the complex frequency iµ for
the Laplace variable s to give:

(13)
in which aG(ω) is the real part and ibG(ω) is the imaginary part of the overall
transfer function of the electronic circuit of control.

C. Equivalent stiffness and damping

Figure 3 shows the forces generated by the magnets, F1 and F2, acting onto the
rotor in a single control axis. For this simplified model, the equation that describes
the motion of the rotor at that point is given by:

(14)

where Mr is the modal mass of the rotor at point where the bearing is placed. By
introducing the Equations (6), (7) and (13) into Equation (14) and assuming
harmonic forcing function acting onto the rotor, we can have the solution:

(15)

The equivalent stiffness and equivalent damping of the active magnetic bearings
can be determined by equating the forces produced by these parameters (as
shown in Equation (15) with the forces of an equivalent system, i.e.:

From Equation (16), by equating the real and imaginary terms we obtain the
equivalent stiffness and damping of the bearing, respectively, given by:

The equivalent stiffness and damping of the active magnetic bearings vary with
frequency due to its dependence of the real and imaginary parts of the overall
transfer function, which are also frequency dependents.

ROTOR-MAGNETIC BEARING MODEL

A simplified model for describing the vibration motions of the rotor-magnetic
bearing was employed. The rotor is supported by two active magnetic bearing. A
rigid disk is attached in the mid-span of the rotor allowing introducing unbalance
force onto the system. The equation of motion of the vibration system can be
described by:
 (19)

where [M ], [C] and [K ] are square N x N matrices (´N´ being degree of freedom of
system) and are usually referred to as the mass or inertia matrix, the damping
matrix and the stiffness matrix, respectively; f(t) is the harmonic exciting force
due to unbalance mass and x is the generalized coordinate. The mass matrix [M ]
is obtained from the geometric characteristics of the rotor, [C] and [K] are
obtained from Equations (17) and (18), and f(t) is generated by an eccentric mass
attached onto the rigid disk. Once the system is harmonically excited, the solution
of Equation (19) is given by:

(20)

and the matrix [Z(ω)] is called the impedance matrix which can be determined
from the terms of the mass, damping and stiffness matrices, as follows:

(21)

The time response to a given exciting frequency of the system is therefore

obtained by equation:

(22)

The transmitted force to the bearing house, allowing Xp as the maximum

amplitude of the rotor displacement at the nodal point where the magnetic
bearing is placed is given by:

(23)

which should be equal to the control force required to keep the rotor in the
centered position in the bearing, Equation (5).
 EXPERIMENTAL SET-UP
Figure 4 shows a picture of the experimental rotor apparatus in which the
experimental analysis was carried out. The rotor is supported by two active
magnetic bearings, which has a 620 mm long steel shaft with 19 mm in diameter
and is driven by an electric motor through a flexible coupling. The rotor is capable
of operating at rotating speed as high as 10,000 rpm. A steel rigid disk with holes
for the placement of unbalance weights has been attached to the shaft at
approximately mid-span location. The span between the bearings has 419 mm
and the rigid disk has 1.75 kg in mass. An unbalance mass of 4.98 grams at
eccentric distance of 50 mm was attached to the disk to generate unbalance
exciting force on the system, as we can see in the Fig. 4. The PID controller is
tuned by means of a user interface called MB Scope provided by the
manufacturer.

Fig. 4 Experimental rotor-magnetic bearings apparatus

Table 1 shows the design characteristics of the magnetic bearings and values of
the PID controller parameters. The cutoff frequency and damping factor values of
the low pass filter was taken 800 Hz and 0.7, respectively. The cutoff frequency of
the power amplifier was taken the value of 20 kHz.
Rotor Displacement
It is usually impossible to control the rotor in the equilibrium state and the rotor
displacement is usually controlled in a certain range according to the requirement
of the design precision. When the rotor is at a distance of y=0.4mm, x=0. i=0, the
air gap flux density distribution for only permanent can be calculated as shown in
figure 5, from which it can be detected that the air gap flux density distribution
consists of variation as compared with those in equilibrium state. As the rotor
moves 0.4mm in y direction. Magnetic flux density is high in the upper air and less
in the lower air gap. It can be seen from the foregoing that the +y air gap flux
densities are larger than the –y air gap densities because of the +y rotor
displacement. The resultant force in the +y direction is produced by the bias
fluxes.

When X = 0, Iy = 0, the relation between the radial magnetic force Fy for different
displacement y (-0.4 to 0.4mm) are illustrated on the graph in figure 10. For the
front bearing position stiffness was determined as 0.425N/μm and the maximum
force at 0.4mm was calculated as 198N. In the case of the rear bearing position
the stiffness was calculated as 0.268N/μm and the maximum force at 0.4mm was
110N.
Figure 10.Displacement forces of rotor
 FORCE AND CURRENT CALCULATION :
Consider a rotor being completely supported by magnetic levitation, this can also
be imitated as a rotor balanced by a spring.

Now let Xm be the mean position at which the rotor is at equilibrium position
initially by magnetic levitation. If the rotor is displaced by a distance Xo then the
unbalanced force on the rotor is

f=K1*X

where X = Xo – Xm

K1 = displacement stiffness
Now for current, let the current Io be the current to be required to keep the rotor
to the initial or operating point. If the instantaneous current Im is applied then
the resultant force present is given by :

f=K2*i

where K2 = current stiffness

i= instantaneous current= Im-Io

Hence the resultant force or Lineralised formula around operating point will be;

f(x,i) = K1*X + K2*i

where; x = deviation in displacement of the rotor from operating condition

i = deviation in current of rotor from operating condition

Kx and Ki = displacement and current stiffness constant

f = instantaneous force

This lineralised equation is suitable for most of the application of magnetic

bearing.

However it is not valid in following three occasions.

 When X=Xo or the rotor touches the bearing magnet

 When there is strong current flowing through the circuit such that the
current carrying conductor goes into saturation.
 When I=-Io or a very less current is flowing through the circuit and hence
very small magnetic force is produced to balance the rotor.

Now the f = K1*X + K2*i

By newtons third law

f=mẍ

hence

mẍ =K1*X + K2*i

if an instantaneous controlling current i is supplied such that

i(x)= {(k+k1)/ki} *X + {c/ki} * Ẋ

and then it becomes

mẍ + cẋ + kx = 0

and this response can be imitated by the spring mass damper system by magnetic
bearing system.
Now consider Imbalance in the ROTOR and force due to that imbalance:

Now

Where
 The resultant force equation becomes

Current at any instant will be

Current force relationship
The resultant force as generated by the bias flux on the rotor in the y direction as
the rotor offsets along from the direction is compensated by the control current
given in the coil in the opposite direction, when a positive current Iy is applied,
the +y air gap flux densities then decreases while the –y air flux densities tends to
increases, which eventually decreases the resultant force and cause the rotor to
return to its equilibrium. The current v/s force relation of the front and rear
magnetic bearing is illustrated on the graph in fig.11

Figure 11. Current v/s force relation of the front and rear magnetic bearing.

Simulation of the analysis continues with the rotor at its centre position and the
current in the coil is varied from +5A to -5A. The rotor is set into a position at -4A
with current passing into the coil with flux density at this stage in the magnetic
bearing is higher in the upper pole and lower in the lower pole by the cancellation
of control flux and permanent magnet flux. The current stiffness at this stage is
calculated by changing the coil current from 5A to -5A when the rotor is at its
centre position. The force current v/s force relation of the front and rear magnetic
bearing is illustrated on the graph is deemed to be linear up to 4A and 3.5A for
the front and rear magnetic bearing at a stiffness rate of 46.66 N/A for the front
and 28.75 N/A for the rear magnetic bearing.

For the linear relation of current stiffness, the maximum current that is
considered for the design is at 4A and 3.5A for the rotor position with its
maximum force of 190N and 110N.
Comparison between magnetic bearing and conventional
bearings
Magnetic bearing
 The force transmitting capacity is
more
 Less power loss due to no contact
between moving and stationary
part.
 No heat dissipation
 The overall efficiency of the
machine increases due to more
power at the shaft end.
 More efficient feedback circuit to
overcome any misalignment.
 Maintenance is somewhat more.
 Due to constant current supply
there is a need for cooling
arrangement for the windings.
Conventional bearing
(Frictional and hydrodynamic
bearing)
 The force transmitting capacity is
less
 More power is required due to
contact present between the
moving and stationary part.
 More heat dissipation due to
constant rubbing.
 The overall efficiency of machine
is less.
 No feedback circuit present.
 Maintenance is less due to robust.
 Since no current supply hence no
such cooling arrangement is
required.
 EFFECT OF OPERATIONAL LOSSES IN ACTIVE MAGNETIC
BEARING DESIGNS AND REDUCTION
ROTOR LOSSES

Aerodynamic Loss
Aerodynamic losses are seen to be more dominant in modern high speed
applications and machinery more especially in expanders and compressors where
it gases are under very high pressure which obviously are not in vacuum
applications. The more dominant aspect of these losses are usually caused
independently of the bearings which are within the motors, sealings etc. Often
than not the thrust bearing disc with its high circumferential speed is the most
critical bearing part in terms of the windage losses. As convectional aerodynamic
losses basically are proportional to the cubic metre of circumferential speed.

Iron Loss (Magnetic Loss)

Magnetic losses which exist on rotors are usually caused by variation of magnetic
flux density B in the iron parts. In high speed applications eddy currentlosses are
the most important ones that occurs in the system. Changes of flux density are
the causes of induced eddy currents in the iron. These eddy currents generate
losses through electrical resistance in the iron, the flux density and its polarities
varies when the iron of the rotating rotor moves along the poles of the bearing
magnets with opposite polarity. Eddy current losses are basically proportional to
the square of the frequency of the variation and is therefore proportional to the
square its rotor speed and proportional to the square of the amplitude of the flux
density. Eddy current losses can be reduced when the electrical resistance of the
iron and by lamination of the iron are increased. Since magnetic field distribution
around the rotor is rather far from being sinusoidal, its Fourier series
representation includes many harmonics of the rotational angle. Higher order
harmonics are made to expelled from the laminations due to the skin effect.
Copper Loss
Copper losses are caused by control current which are by the resistance of the
coils which are dominant in bearing magnet designs. Thermal balance that exist
between copper losses and cooling capacity are the most important design
criterion of the bearings, copper losses can be influenced in itsdesign process by
balancing the amount of volumes for the copper and the iron within the total
available which are volume for the bearing. Copper losses can be reduced by
using a larger section of the copper wires which leadings to more volume of the
copper.

Losses in Power Amplifier

Power amplifier supplies to the bearing magnet basically reactive power and
secondary power to cover the copper losses and the magnetic losses present in
the stator as well as copper losses in the cables. The losses that occurs in the
control electronics and the power supply are usually deem negligible as compared
to losses in the power stage. Basically power amplifiers are of two forms, Analog
amplifier and switched amplifier because switched power amplifiers are by far
more efficient than analog amplifiers, analog amplifiers are used for special
applications in the area where noise is very crucial. In switched amplifiers design
switching losses are considered very dominant. Switching losses are proportional
to the switching frequency and depends on the design of the electronic switches
and its properties for a specific switching transistors. Switching frequency is
considered not to be lower than 20 kHz to avoid noise in the audible frequency
range. High switching frequency reduces the ripple on the control current and as
a result reduces the iron losses in the bearing magnets

Hysteresis Losses
Hysteresis losses are usually caused by hysteresis in the process of magnetization
of ferromagnetic material. Hysteresis losses are proportional to the rotor speed
and are therefore not as critical during high speed applications as compared to
eddy current losses. They are also dependents on the flux density B and are
proportional to B1.6 . A detailed assessment of the hysteresis losses have been
discussed in detailed in [4]. Iron losses are normally influenced by the design of
the magnetic bearings, through homopolar vs. heteropolar design the lamination
of iron, the volume of the iron, the use of iron with little hysteresis-loop of the B-
Hdiagram and its high Ohmic resistance, etc. During remagnetization, iron in the
B-H-diagram are made to travels along a hysteresis loop at each loop the energy
in the system diminishes by𝑊ℎ = 𝑉𝑓 . ABH represents the area of the hysteresis
loop, 𝑉𝑓𝑒 the volume of the iron. Hysteresis losses are proportional to the
frequency of remagnetization . The area of the hysteresis loop usually depends
on the material of the magnet used and the amplitude 𝐵𝑚 of the flux density. For
iron and flux densities between 0.2 and 1.5 Tesla, the relationship

Eddy-Current Losses
Eddy currents are generated when flux density within the iron core changes A
solid magnetic core which acts like a short circuit winding are made to generates
large eddy currents [5]. Eddy-current losses can be reduced by dividing the iron
core insulated sheets into particles sintered cores.

The smaller these divisions are, the smaller the eddy-current losses becomes, if
the flux in the sheets is sinusoidal and distributed evenly then

Here, ρ represents the specific electric resistance of the iron, 𝑒 thickness of the
sheets, 𝑓𝑟as remagnetization frequency, and 𝐵𝑚 as the maximum flux density or
the amplitude of the flux density respectively.
 REDUCTION OF LOSSES
Hysteresis losses can be reduced to its barest point by employing optimized
(costly) iron. Eddy current on the other hand can be reduced using smaller sheet
thickness of lamination except for the axial bearings, where the target is
practically impossible to laminate. Iron losses can be reduced by dynamic
handling of the bias current. A reduction of the bias current results to lower force
dynamics. Therefore, the bias current is kept low for standard operating
conditions and are increased only for specific operation conditions that is during
the run up and run down as well as crossing critical speeds where high dynamics
forces are needed. In the bearing magnets design copper losses can be reduced
by employing permanent magnets to generate a bias flux instead off a bias
current. The electrical power losses which are associated with generating these
bias field are eliminated but the design of the bearing is more complicated and
often very costly.

In switched amplifiers, switching losses usually dominant and therefore

minimizing of the switching frequency is usually helpful but lower switching
frequency normally increases the control current ripple especially in areas of
applications that needs high dynamic forces, a trade-off between switching losses
and current ripple in the power amplifier has to be found. The filtering of control
current to improve the electromagnetic compatibility (EMC) is often very
necessary. In this instance the filters have to be optimized for minimum loss. The
use of power transistors which consist of topologies and low on resistance with
small switching losses further go along way to reduce these losses. In lowering the
current density and therefore the copper losses, the cross section of the wires in
the cable may be increased. This increases the cost of the cable and therefore
eventually leads to a trade-off between losses and cost of the cables.
 FIELDS OF APPLICATION:
1) AEROSPACE APPLICATION :

The only commercial application in this are today are momentum wheel for
satellites and turbo molecular vacuum pumps.
The main reasons for using active magnetic bearings on momentum wheels
for satellite are their capability to operate in vacuum and that there is no
friction and so very limited power consumption, and at last and unlimited
life.
The turbo molecular vacuum pumps such as the one installed on the
European space laboratory are very similar to the regular industry ones we
will talk about.
The major development work going on is related to the application of the
AMB technology to rocket engine turbo pumps and aircraft engines.
The main reason for applying AMB to rocket engine turbopumps are their
better capability to withstand high temperature(liquid hydrogen) and
temperature (steam) and low temperature gradients, their higher speed of
rotation, so better performances of the machine, a as no wear, no
lubrication, and a better reliability.
As far as aircraft engines are concerned, the AMB will allow the concept of
the “all electric engine” and mainly for its higher speed of rotation, so
better performances of the engine, modtly because of their better control
of the rotor dynamics enabling more sophisticated shaft design, no wear,
no lubrication, better reliability, and the cancellation of all auxiliaries
(pumps, filters, pipings) of the actual lube oil system.
For both the applications there is still a lot of development to perform
before commercial products can be offered on the market.
This development is engaged, it mostly concerns the compatibility of the
AMB materials with the environment. Magnetic materials with improved
characteristics in order to lower the bearings size and weight.
Demonstration models are being built. The road is opened.

2) MACHINE TOOL APPLICATION :

The AMB applications to the machine tool industry are mostly related to
electrospindles. These electrospindles ranging from 25 kW 30,000 rpm to 1 kW
- 180,000 rpm, are used in milling and grinding (internal grinding and creep
feed grinding). The main reasons for using AMB on machine tool spindles are:
high speed (so higher metal removal rate), no wear and thus better reliability,
 no vibrations and so better accuracy, and a permanent monitoring of the
operating conditions (adaptive control). These products are now standard
products manufactured on an industrial basis.

b) Turbo expanders :

These machines are used in air separation plants and gas fields for dew point.

In addition to the reasons already mentioned one major advantage of the AMB
is its capability to withstand a large range of temperatures (-150 °C on the
turbine side, +150 °C on the compressor side) and temperature gradients. Up
to now all the turbo expanders equipped with AMB are in operation on shore
but the first turbo expanders for offshore will be operating on a North Sea
platform by the end of 1990. This shows that this industry has really become
very confident in the technology.

c) Other applications:
There are many other applications of the AMB to the heavy industry. The most
spectacular one is related to 900 MW and 1,300 MW turbogenerators.

These large turbogenerators will be equipped with AMB installed on the

couplings between frames and providing a 30 tons rotating force in order to
reduce drastically the machine vibrations when crossing critical speed in
normal slow down conditions or after a blade loss.

Vacuum and cleanroom system

Bearings will not suffer from any mechanical wear or give rise to any related
contamination, and if neccesory the bearing can even be arrange out side the
vacuum container with field forces acting to the container walls . the absence of
aerodynamics drag losses and the low energy consumption of the bearing is a
welcome feature for flywheels for energy storage.
Advancements in Centrifugal Chillers
Magnetic Bearing Oil-Free Technology

Let’s make this simple: Oil in the chiller evaporator creates a decrease in efficiency
over time as the tubes foul, lessening heat transfer. The best efficiency you can get
out of an oil chiller is when it first starts up. No oil in the chiller equates to less
maintenance, less start up concerns, no other parasitic loads related to oil.

Advantages
•Low Maintenance-no oil related issues
•Reliability-no friction, less wear
•Maximum equipment uptime
•Quiet operation
•Ease of installation-compact
•Ease of service
•Utilities- rebates improved for better for IPLV
•Some even giving bonus credit for being oil-free.

Flywheel energy storage system with active magnetic

bearings
A flywheel energy storage system (FESS) uses a high speed spinning mass (rotor)
to store kinetic energy. The energy is input or output by a dual-direction
motor/generator. To maintain it in a high efficiency, the flywheel works within a
vacuum chamber. Active magnetic bearings (AMB) utilize magnetic force to
support rotor's rotating shaft without mechanical friction. It also makes the rotor
more dynamically controllable. A prototype of FESS with AMBs was developed.
Dynamical model is obtained and analyzed for the rotor-bearing system. Control
method is determined in accord with the dynamical characteristics of the
flywheel. AMB's parameters are obtained by parameter identification. Influences
of the magnetic force on the nutation and procession of the flywheel rotor, and of
the controller to the stability of the dynamical system were analyzed. Experiment
has been undertaken. The flywheel has steadily past through its flexible critical
speed and reached to the rotating speed of 28500RPM. Maximum tip speed is
450m/s. Maximum electrical discharge power reaches 40W. Discharge duration is
100 minutes.

Active Magnetic Bearing Technology Running Successfully in

Europe’s Biggest Onshore Gas Field

The Groningen gas field in the Netherlands, with original reserves of 2800 billion
m³, is one of the largest natural gas deposits in the world and the biggest one in
the European Union. Nederlandse Aardolie Maatschappij (NAM) operates 20
natural gas extraction facilities, each of which is equipped with a Siemens motor
and compressor.
Natural Gas Extraction and
Pressure Loss
A steady reduction of the natural gas led to a gradual decline of gas pressure
inside of the gas field. Therefore, in order to keep the natural gas production up,
it became necessary to install an upgraded machine complex with more
compressor power. In a joint ef-fort by Siemens AG, Siemens Netherlands, and
NAM-GLT (the consortium responsible for the engineering and installation of the
existing 20 gas facilities), a solution was identified: a 23-MW motor from Siemens
with two driving shaft ends, combined with two compressors, also from Siemens.
This combination is known as a double-end drive string. Since the motor is a
separately excited synchronous machine, a new overhung exciter machine had to
be designed, which would allow the motor torque to be fed through to the
second shaft end. Themajor innovation of the project is the pilot application of
Siemens’ new active magnetic bearing (AMB) technology (Simotics Active
Magnetic Bearing), which is installed in the motor and the compressors of the
double-end drive string. The on-site implementation, which was performed in
close cooperation with GLT-Plus (the consortium responsible for the upgrade of
the installations), was completed on time. In November 2013, the NAM-
Groningen 2nd Stage prototype plant in Schaapbulten, which is a pilot project for
Groningen 2nd Stage compression, started as planned in unmanned operation
modus. Since then, the upgraded production plant has produced up to 8 million
m³ of natural gas a day. NAM plans to operate in the Groningen gas field for at
least 50 more years. Thus, if the upgraded concept continues tomeet the
customer’s expectations for the remainder of the test period, the other 19
production facilities will also be equipped with the double-end drive string
concept.
 FUTURE SCOPE
1) Super high speed rail :
Regular high-speed trains can travel at up to 180 miles per hour, but they
generate enormous amounts of friction and heat as they screech down the
rails, leading to mechanical wear and energy loss. By contrast, maglev trains
reach speeds faster than 300 miles per hour while hovering a few inches
above the rail. By eliminating friction, maglev trains use less energy and can
significantly reduce costs. For example while every high-speed rail
passenger pays one dollar for each mile travelled, maglev passengers could
pay as little as 5 cents per mile, says James Powell, director of the company
Maglev 2000 and a co-inventor of superconducting maglev trains.
A handful of maglev trains already exist in Asia and Europe, and several
new projects may be in the works. Japan’s MLX01 clocked in at 361 mph in
2003—but China is reportedly developing trains that will double that speed.
And by operating within airless tubes, maglev trains could potentially reach
speeds of several thousand miles per hour. Speeds like that could make
commuting effortless... that is, if the acceleration and deceleration don’t
squash you first.

2) Space launch system :

For years, NASA has been researching the possibility of using the high
speeds of maglev transportation to fling spacecraft into low Earth orbit. “It
would really open up space to human exploration and commercialization,”
Powell says. “It’s something we can’t do now because it’s too expensive.”
 Powell and his colleagues have proposed two generations of space
launching technology. The first is a cargo-only launch track that could be
built into a mountainside to reach a height of 20,000 feet. Magnets could
allow a spacecraft travelling along the track to reach speeds around 18,000
miles per hour—enough to fly into space. Of course, such a track would
cost an astronomical $20 billion to build. That’s quite an up-front cost, but
some, like Powell, argue that it could actually save money in the long run. It
currently costs $10,000 to launch every kilogram of payload into low Earth
orbit. StarTram could do the same for less than $50 per kilogram, he says.
And that’s just the first generation. A similar launch track for passengers
might cost $60 billion and would need to be 1000 miles long, 12 miles high,
and use magnetic levitation both to support the track and propel the train
forward at speeds of 5.6 miles per second. Where companies like Virgin
Galactic promise to take passengers into space for $200,000 per person,
StarTram may charge as little as $50,000 per person.

3) FLYING CARS :
It’s not exactly what The Jetsons led us to expect, but SkyTran pods promise
to bring maglev transportation to the skies. Each private pod, suspended
from an elevated guideway, could carry three passengers and would use
maglev technology to reach speeds of up to 150 mph. theoretically; SkyTran
could bring passengers anywhere they wanted to go along the route of the
guideway, without making unnecessary stops for other passengers. The
system could work using technology that is already available and claims to
 be able to eliminate congestion while reducing carbon-dioxide emissions
and dependence on foreign oil.
NASA has shown an interest in this technology, and in 2009 it partnered
with Unimodal (the creators of SkyTRan) to evaluate advanced
transportation software.

4) EFFICIENT WIND POWER :

Standard wind turbines convert only 1 percent of wind energy into usable
power, and part of that glaring inefficiency stems from the loss of energy
due to friction as the turbine spins. Researchers at the Guangzhou Energy
Research Institute have estimated that magnetically levitated turbines
could boost wind energy generation by as much as 20 percent over
traditional turbines.
The researchers proposed using a colossal turbine with vertical blades that
are suspended above the base of the turbine using neodymium magnets.
Because the moving parts wouldn’t touch, the turbines would be virtually
frictionless and could capture energy from winds as slow as 1.5 meters (5
feet) per second. Maglev turbines could lower the price of wind energy to
less than 5 cents per kilowatt-hour, which is on par with coal generated
electricity and only about half the typical cost of wind power.
The researchers say that a 1-gigawatt maglev turbine would cost $53
million to build and may require 100 acres of land, but it could supply
electricity to 750,00 homes. In comparison, it would cost hundreds of
millions dollars to build a wind farm of similar capacity using traditional
turbines, and would require 64,000 acres of land to house the 1000
turbines.
 Conclusion
The project report present study of a historical background, the various
components of magnetic bearing, the force and control procedure. Emphasis has
been put on various factors in working of magnetic bearing along with relations.
The application ad advantages of magnetic bearing over conventional bearing
have also been studied.

Through technical advances magnetic bearing offers advantage for a much

broader range of machines and applications. Historically the relative high cost of
magnetic bearing has limited the technologies and applications. However through
the standardization integration and manufacturing advances the cost of magnetic
bearing has declined and has become much more economical to use in new and
existing rotary machinery.

A combination of active magnetic bearing with switching amplifier and

permanent magnets will provide low cost maintenance free operation and hence
can be a better choice over conventional bearings. Use of magnetic bearings in
several machines like compressors, levitated wind mill, turbo molecular vacuum
pump,turbomachines,fluwheels have resulted in upgraded production and
efficient energy usage.

However more research and design efforts are needed to convert this bearing
into a successful commercial product.
Bibliography

1)www.google.com

www.googlescholar.com

2)www.wikipidia.com

www.ieee.com

3) Magnetic bearing theory design and application to rotating machinery by

GERHARD SCHWEITZER,ERIC H. MASLEN.
4) Magnetic bearing and bearingless drives by A CHIBA, T FUKAO, O
LCHIKAWA,M OSHIMA
5) Active magnetic bearing and chances and limitations by SCHWEITZER G
(INTERNATIONAL CENTER FOR MAGNETIC BEARING, ETH ZURICH)