International Journal of Science and Research (IJSR)

ISSN (Online): 2319-7064

Index Copernicus Value (2013): 6.14 | Impact Factor (2015): 6.391

Design and Testing of Regenerative Suspension

System
Rajat G Jadhav1, Sanket S Bhandari2, Pawan R Sapkale3, Mehul Kumar Dubey4, N. Vivekanandan5
1, 2, 3, 4 th
8 Semester, Department of Mechanical Engineering,
Pimpri Chinchwad college of Engineering, Akurdi, Pune-411044, Maharashtra, India

5
Assistant Professor, Department of Mechanical Engineering,
Pimpri Chinchwad college of Engineering, Akurdi, Pune-411044, Maharashtra, India

Abstract: With the increasing number of vehicle possession and severe hike in consumption, natural fuels which are obviously limited
and on the verge of extinction, the area of energy conservation and saving have received great attention from automobile
manufacturers and the government all over the world. Usually the vibration energy caused by road roughness when the runs have not
being paid attention to and it is wasted through conversion to thermal energy. If the vibration energy can be recovered and converted to
other form of energy so as to supply for other devices then the aim of eco-friendly energy saving is reached. This paper consists design
and analysis of mechanical regenerative shock absorber in detail. The mechanism of this innovative shock absorber implies use of a
simple D.C generator for the conversion of energy possessed by the relative motion between vehicle wheels and the chassis. At the same
time, the damping can remove the discomfort caused by the irregular road surface. The regenerated electric power can be recovered
through the battery. The analysis of N-66 gears used in the system for lower inertia and better performance was performed on the
ANSYS software based on the structure parameters as found by the design calculations. Analysis and calculations prove the viability of
this shock absorber.

Keywords: Regenerative suspension systems, McPherson Strut, DC Generator, Rack and Pinion assembly.

1. Introduction be 4% of the total consumption. By newly designed

suspension regeneration system presently using alternator is
Fossil fuels are being consumed with very fast rate. Also the detached from the engine and attached to the suspension
cost of fuel is increasing with a very fast rate. Every need of a system. If we install this regeneration system for all 4 wheels
human being is indirectly related with the cost of fossil fuels then we can generate high amount of electric power. This
like petrol, diesel and other hydrocarbons. So somebody has high amount of electric power can be used for the working of
to work on saving the fuel consumption. A wide car air conditioner or refrigeration system of vehicles. This
experimentation & work is done on the increment of IC suspension system will be mostly useful for heavy
engine efficiency. compressed vehicles, milk trucks, fire brigade trucks and also
those having high requirement of electricity inside it.
So there is a very specific & precise scope for increasing the
average. But there is a wide scope for regeneration of energy Modest savings on battery power create cumulative benefits:
like regeneration of breaking system etc. We have decided to For the same travel range, battery weight, recharge times and
work on utilization of suspending mass of a vehicle through battery purchase costs are all reduced. If widely adapted in
regeneration system with the help of a shock absorber. Shock lithium-ion battery powered vehicles, this would lead to a
absorbers are having reciprocating motion in it. useful drop in the market price of lithium and reduced
demands on the power grid, when the batteries are being
Although the reciprocating distance is very low the recharged.
suspending mass is very high i.e. the mass of total vehicle.
When vehicle is on a normal road even then shock absorbers We propose a design plan that converts the mechanical
are working due to uneven roads, sudden breaking or sudden energy in cars to electrical energy much more efficiently than
acceleration. So this reciprocating motion of shock absorbers it has been done before. The electricity generated will then be
can be converted into rotary motion. If a small gearbox is used to recharge the car battery for further use for
attached to alternator of automobile such that electricity will functioning of the car.
be generated when shock absorbers will be reciprocating.
When vehicle will pass through a dump or pit, that time high 2. Problem Definition
energy will be generated through alternator. Battery is
connected to the alternator, such that battery will be charged The internal combustion engine used in current automobiles
due to suspension system. has efficiency of around 30% to 40%. From this small
efficiency, apart from generating tractive effort for vehicle
Currently the batteries of automobiles are charged by specific movement the engine has to run various systems such as
alternator which is attached to IC engine shaft. So that the lighting system, air conditioning system, ECU of vehicle, etc.
fuel used in automobiles is also consumed for rotating the The alternator used to charge battery is directly coupled to
alternator to charge the battery. This consumption is found to engine shaft. As a result of it, the alternators directly or
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 International Journal of Science and Research (IJSR)
ISSN (Online): 2319-7064
Index Copernicus Value (2013): 6.14 | Impact Factor (2015): 6.391
indirectly consume brake power obtained at engine shaft with
very low efficiency. The amount of energy consumed by the
alternator is approximately 4% of total energy generated. So
this creates a situation for us where need to replace the
alternator to some system which will not add up to the engine
load and also recover the waste energy which is dissipated to
the surrounding.

As per research, we could find two such systems which have

high energy potential and is not being utilised i.e. brake
power and suspension power. Suspension system seem to be
more promising so we decided to develop a system which
regenerates the energy obtained from the continuous
displacement of suspension system. If we couple this system
to all four wheels of vehicle, it can fulfil the demand of
charging battery. This electricity can later be supplied to
other systems.

Currently there is suspension energy regenerating system

which works on principles such as hydraulic system, Figure 1: Block Diagram of Mechanical Regenerative
electromagnetic system, pneumatic system, piezoelectric System
system, etc. But the drawback of these systems is complex
construction, difficult to maintain, high cost, less reliability. Mechanical Regenerative system consists of a rack and
pinion assembly which will convert the linear motion of
Thus, we came up with an idea of developing a suspension wheel to rotary motion. This rotating motion of pinion is then
energy regenerating system which will make use of simple coupled to a reduction gearbox which will increase the
rack and pinion assembly to convert reciprocating motion in angular velocity at output. This high rpm output is then
to rotary motion and supplying this rotary motion to a connected to a DC Generator. Each system is separately
generator after passing through a step up gearbox. In case of explained below.
electric vehicles, the major problem with them is less
distance covered in one full charge of battery. So we can Rack and Pinion Assembly
implement this system more efficiently in electric vehicles to
enhance the performance of them. A rack and pinion mechanism is used to transform rotary
motion into linear motion and vice versa. A round spur gear,
3. Mechanical Regenerative Suspension the pinion, meshes with a spur gear which has teeth set in a
System straight line, the rack and pinion is a type of linear actuator
that comprises a pair of gears which convert rotational
motion into linear motion. A circular gear called "the pinion"
engages teeth on a linear "gear" bar called "the rack";
rotational motion applied to the pinion causes the rack to
move, thereby translating the rotational motion of the pinion
into the linear motion of the rack. For example, in a rack
railway, the rotation of a pinion mounted on a locomotive or
a railcar engages a rack between the rails and pulls a train
along a steep slope.

Figure 2: Rack and Pinion Assembly

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 International Journal of Science and Research (IJSR)
ISSN (Online): 2319-7064
Index Copernicus Value (2013): 6.14 | Impact Factor (2015): 6.391
DC Generator: Rectifier Circuit
In electricity generation, an electric generator is a device that
converts mechanical energy to electrical energy. A generator A rectifier is an electrical device that converts alternating
forces electric charge (usually carried by electrons) to flow current (AC), which periodically reverses direction, to direct
through an external electrical circuit. It is analogous to a current (DC), which flows in only one direction. The process
water pump, which causes water to flow (but does not create is known as rectification.
water). The source of mechanical energy may be a
reciprocating or turbine steam engine, water falling through a Here in our application the output voltage will vary as per the
turbine or waterwheel, an internal combustion engine, a wind bump or trough on the way. To convert this non uniform
turbine, a hand crank, compressed air or any other source of output voltage to uniform DC output, rectifier circuit is used.
mechanical energy. The reverse conversion of electrical
energy into mechanical energy is done by an electric motor,
and motors and generators have many similarities. Many
motors can be mechanically driven to generate electricity,
and frequently make acceptable generators.

Figure 5: Rectifier Circuit

4. Design

Generator 30 rpm/5 watt

Consider for safety 45 rpm/5 watt
T = 1.591Nm
Figure 3: DC Generator
Assumptions:
Vertical travel of the suspension system is 5mm in every 1m
Alternator
Without a commentator, a dynamo becomes an alternator, of vehicle travel.
which is a synchronous singly fed generator. When used to
feed an electric power grid, an alternator must always Minimum velocity of vehicle is considered as 20kmph.
operate at a constant speed that is precisely synchronized to
the electrical frequency of the power grid. A DC generator 20kmph in m/s is equal to 5.55m/s. considering
can operate at any speed within mechanical limits, but
always outputs direct current. Gear ratio =5

Typical alternators use a rotating field winding excited with (p)= 4.71rad/sec
direct current, and a stationary (stator) winding that produces
alternating current. Since the rotor field only requires a tiny For Rack and Pinion pair, diameter of pinion is calculated
fraction of the power generated by the machine, the brushes as, 5.55m in 1sec
for the field contact can be relatively small. In the case of a
brushless exciter, no brushes are used at all and the rotor So 1m in ?sec.
shaft carries rectifiers to excite the main field winding.
=0.1801sec

=0.005/0.1801
=0.0277m/s.
V=r/5
r=30mm

So, pitch circle diameter of pinion is 60mm,

Taking standard module as 1.5mm, Number of teeth on

pinion is 40.
Figure 4: Alternator

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 International Journal of Science and Research (IJSR)
ISSN (Online): 2319-7064
Index Copernicus Value (2013): 6.14 | Impact Factor (2015): 6.391
Design for Reduction Gear Pair: m = 0.6mm.

Taking diameter for pinion as, 30mm This module is not standard, so taking standard module as
1.5mm,
And taking diameter for gear wheel as 150mm.
Checking the gear pair for wear strength:
From the motor specifications, S(w)= bQD(p)K,

T = 1.591Nm Where, K = Load factor.

F = T/r K=0.16*(BHN/100)2
So, F = 106.10N Z(p)= 20, Z(g) = 100
Q = 2Z(g)
This force is tangential force acting on pinion Q = 1.67
... K = 0.8390
S(w)= 630N.
Taking face width = 10 x Module of gear FOS = 630.50/(1.5 x162.89) = 1.8
=10 x 1.5
=15mm So the available FOS is greater, therefore we can say that the
design is safe.
Since I < 8, selecting material for the pinion as C45
... Number of Teeth on Rack:

And for gear wheel C35Mn75 Total vertical travel of wheel=6inch

S(ut) of C45 = 657.27N/mm2 Considering the PCD of an imaginary gear=6inch
Dia of that gear=1.9inch
S(yt)of C45 = 353.96N/mm2 i.e 48.26mm

Hardness = 229BHN We know the module of rack and Pinion pair,

m = 1.5mm
Allowable bending stress for pinion, No. of teeth on rack = 33 teeth.

(b) = S(ut)/3 Design of Shaft:

= 219.09N/mm2 Shaft is designed according to ASME

code.
Pitch line velocity will be less than 10m/s
(Per) = 0.3 x S(yt)
V = (r) = 0.18 x S(ut)
= 0.015 x 2 x 45
=260 Select the lower value from the two.
Power = 5 watt,
Rpm = 30,
= 0.977
Commonly used material for shaft is C35
Effective load acting on the gear pair is,
Properties of C35
S(ut)= 560Mpa
S(yt)= 305Mpa

For heavy shock load

For Medium shock loading, Service factor C(s)= 1.5 K(b) = Coefficient for bending load = 2.5
P(eff) = 162.89N. K(t)= Coefficient for torsional load = 2.25
(Per) = 0.3 x
Lewis equation for Beam strength is given by, S(yt) =91.23Mpa

Sb = mbbY

Taking Y, Lewis Form Factor, for 20 full depth involute as

0.314
Sb= FOS x Peff
FOS = 1.5 for medium shock load.
m x 10m x 220 x 0.314 = 1.5 x 162.89
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 International Journal of Science and Research (IJSR)
ISSN (Online): 2319-7064
Index Copernicus Value (2013): 6.14 | Impact Factor (2015): 6.391
B. Rack and Pinion Pair Specifications
Rack;
Length=6inch (152.4mm)
No of teeth=33
Module=1.5mm

Pinion;
Module=1.5
No of teeth=20

C. Reduction Gear Pair (Spur);

Reduction ratio=5
Module=1.5
No of teeth on pinion=20
Material used for pinion=C45
No of teeth on gear=100
Material used for gear=C35Mn75
Material Used=C35
Diameter=10mm

6. CAD Model

Figure 6: Loading Diagram

Taking moment about A = 0,

Reaction at point B is 119.45N
Summation of all vertical forces = 0
Reaction at point A = 47.93N
Bending moments at points,
Bending moment at A = -0.51Nmm Figure 7: CAD Model
Bending moment at B = 0.75Nmm
Bending moment at C = -1198.25Nmm 7. Design Modification
Bending moment at D = 2986.25Nmm
Torque = 1590Nmm For better efficiency, lesser weight and inertial losses, Nylon
Equivalent Torque is given by 66 was considered as a replacement to the metal gear.
Nylon66 would also give lesser losses due to less mass
moment of inertia. As per the standard mechanical properties
of Nylon66, the strength validation of gears was done on
= 8278.53Nmm ANSYS.

By using torsion equation as, 8. Results

During testing it was found that on operating the piston on
So, diameter d = 7.73mm 3Bar pressure that is equivalent to half of total weight of
Thus, taking standard diameter as 10mm. vehicle on full load, the generator was able to generate 3Watt
of power. This system if installed to all the wheels of vehicle
5. Design Results will generate 12Watts of power which is enough to charge
the automobile battery.
A. Generator Specifications
5Watts and 30rpm

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 International Journal of Science and Research (IJSR)
ISSN (Online): 2319-7064
Index Copernicus Value (2013): 6.14 | Impact Factor (2015): 6.391
9. Prototype completely replace the conventional damper by mechanical
generator and the vibration damping can be provided by the
resistance to motion by the generator. This will lead to total
vibration energy conversion and better results.

References

[1] PSG Design Data Book, faculty of mechanical

engineering, PSG College of Technology.
[2] Design of Machine Elements, V.B.Bhandari, Tata
McGraw Hill publications.
[3] Electrical technology vol.2, B.L.Thareja, S. Chand
Publications.
[4] A Review on Energy-Regenerative Suspension Systems
for Vehicles, By Zhang Jin-qiu, Peng Zhi-zhao, Zhang
Lei, Zhang Yu
[5] Vehicle Energy Dissipation Due to Road Roughness,
By Steven A. Velinsky and Robert A. White
[6] McPherson suspension system - a review, By
Prof.S.C.Jain, Dr.PushpendrakumarSharma,
DharaVadodaria
[7] Power Generating Shock Absorber, By Meghraj P.
Arekar, SwapnilShahade.
[8] Regenerative Shock Absorber, By Sethu Prakash S,
Nidhin Abraham Mammen, Steve John, Varughese
Punnoose Kochuparackal, Tobin Thomas.
[9] Electricity Generation Due to Vibration of Moving
Vehicles Using Piezoelectric Effect, By Mukti Nath
Figure 8: Prototype Gupta, Suman and S.K. Yadav.
[10] Development of Mechanism for Recovery of Energy of
Suspension System, By Mr. SwapnilKamthe, Mr. Rahul
10. Conclusion
Kadam, Mr. AniketDhore, Mr. ShivkumarFalmari,
Prof.SubhashGhadve, Prof.MukeshChaudhari.
This paper has discussed the development of a mechanical
[11] Power Generation through Rack & Pinion in
regenerative suspension system. The objectives of this
Suspension System for an Automobile, By
project was to develop the system which would harvest the
G.P.Dhalwar, T.A.Jadhav.
energy in the suspension system and also be simple for
[12] Energy Recuperation in Automotive Active Suspension
construction and maintenance. It was also necessary to check
Systems with Linear Electric Motor, By Antonin
whether output of the system is worth the cost of design and
Stribrsky, Katerina Hyniova, Jaroslav Honcu and Ales
implementation. Both the objectives were met. By keeping
Kruczek
the track of measured output it was concluded that if the
[13] Fig 1; Fig 2; Fig 3; Fig 4; Fig 5
system is installed on all wheels of an automobile it will
https://www.google.co.in/imghp?hl=en&tab=wi&ei=lcd
generate output equivalent to 12Watt. This will be enough to
OV_amCcnL0gSm9b2gBA&ved=0EKouCBMoAQ
independently charge the battery.
[14] http://wikipedia.org./wiki/McPhersonstrut
[15] www.sciencedirect.com/recentpapersonregenerativesusp
This project also has certain limitations such as it has certain
ensionsystem
space constraints. The system should acquire minimum space
[16] http://google.co.in/search/regenerativesuspensionsystem
and should not hamper the damping capacity of the
suspension system. The system was designed to generate
4Watts of output but the actual system generated 3Watts of
output which was less than the expected due to losses such as
frictional loss and alignment loss.

The system which we have designed in this project is suitable

for the vehicles where sufficient space is available for
accommodating the parallel suspension and regenerative
system. We are in the era where the companies are keen on
making system compact by using advanced direct conversion
devices. Here in our system we can place the regenerative
system inside the damper. This will lead to a compact design
and lesser load on suspension. As a future scope we can

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