POWER GENERATING SHOCK ABSORBER

ACKNOWLEDGEMENT:
A work of this kind is always an outcome of effort of an individual getting help from many
sources, our own effort without the help and guidance of the faculty members and friends; we
would not have been able to complete the project successfully.

We are grateful to our beloved principal Dr.C. B. Shivayogimath who is the spirit of inspiration
and encouragement and provided us all the facilities to carry out the project.

We wish to express our deep sense acknowledgement and affectionate respect to our sir Dr. B.
K. Venkanna Head of the department, Mechanical engineering for his valuable guidance
encouragement and watchful supervision throughout the completion of our project.

We are grateful to our guide Prof. B.S.Vivekanand we wish to express our deep sense gratitude us
in preparation of our project and for his patience support and endurance of working throughout our
project to ensure that it is successful working with him we do feel cordial touch and yet he creates
professional atmosphere which has been a special memorable experience.

Lastly we would like to thank to all the staff and faculty members of department who helped us
directly and indirectly for the completion of our project.
 POWER GENERATING SHOCK ABSORBER

SL.NO CONTENTS PAGE.NO

ABSTRACT
 POWER GENERATING SHOCK ABSORBER

An electromagnetic linear generator and regenerative electromagnetic shock absorber is disclosed

which converts variable frequency, repetitive intermittent linear displacement motion to useful
electrical power. The innovative device provides for superposition of radial components of the
magnetic flux density within a coil winding array. Due to the vector superposition of the magnetic
field and magnetic flux from a plurality of magnets, a nearly four-fold increase in magnetic flux
density is achieved over conventional electromagnetic generator designs with a potential sixteen-
fold increase in power generating capacity. As a regenerative shock absorber, the disclose device
is capable of converting parasitic displacement motion and vibration encountered under normal
urban driving condition to a useful electrical energy for powering vehicles and accessories or
charging batteries in electric and fossil fuel powered vehicles. The disclosed device is capable of
high power generation capacity and energy conversion efficiency with minimal weight penalty for
improved fuel efficiency.

INTRODUCTION
In the past decade, regenerative braking systems have become increasingly popular, recovering
energy that would otherwise be lost through braking. However, another energy recovery
 POWER GENERATING SHOCK ABSORBER

mechanism that is still in the research stages is regenerative suspension systems. This technology
has the ability to continuously recover a vehicle's vibrationless energy dissipation that occurs due
to road irregularities, vehicle acceleration, and braking, and use the energy to reduce fuel
consumption. Consumption; however, only 10%–16% fuel energy in the vehicles is utilized for
driving to overcome resistance from road friction and air drag . In addition to thermal efficiency
and braking energy, one important loss is kinetic energy dissipated by shock absorbers. The
function of vehicle suspension system is to support the weight of vehicle body, to isolate the
vehicle chassis from road disturbances, and to enable the wheels to hold the road surface. Two
chief elements in suspension are spring and damper. Conventionally, damper is designed to
dissipate vibration energy into heat to attenuate the vibration which is transmitted from road
excitation. However, the dissipated heat is from fuel or electrical power. It is a pity that so much
energy is wasted.

Green manufacturing, also called environmentally conscious manufacturing, is one of the most
popular topics nowadays. The future of green manufacturing technology is foreseeable, especially
on vehicle industry. Since the suspension is an important source of energy dissipation, it is feasible
to harvest its vibration energy and convert into regenerative energy to improve the vehicle fuel
efficiency. Therefore, so called regenerative suspensions arise as the times require. Instead of
dissipating the vibration energy into heat wastes, the damper in regenerative suspension will
transform the kinetic energy into electricity or other potential energy and store it for late use. The
stored energy can be used to tune the damping force of the damper to improve the suspension
performance or to power vehicle electronics to increase vehicle fuel efficiency
 POWER GENERATING SHOCK ABSORBER

Description

Pneumatic and hydraulic shock absorbers are used in conjunction with cushions and springs. An
automobile shock absorber contains spring-loaded check valves and orifices to control the flow of
oil through an internal piston. One design consideration, when designing or choosing a shock
absorber, is where that energy will go. In most shock absorbers, energy is converted to heat inside
the viscous fluid. In hydraulic cylinders, the hydraulic fluid heats up, while in air cylinders, the hot
air is usually exhausted to the atmosphere. In other types of shock absorbers, such
aselectromagnetic types, the dissipated energy can be stored and used later. In general terms,
shock absorbers help cushion vehicles on uneven roads.

Vehicle suspension

In a vehicle, shock absorbers reduce the effect of travelling over rough ground, leading to
improved ride quality and vehicle handling. While shock absorbers serve the purpose of limiting
excessive suspension movement, their intended sole purpose is to damp spring oscillations. Shock
absorbers use valving of oil and gasses to absorb excess energy from the springs. Spring rates are
chosen by the manufacturer based on the weight of the vehicle, loaded and unloaded. Some people
use shocks to modify spring rates but this is not the correct use. Along with hysteresis in the tire
itself, they damp the energy stored in the motion of the unsprung weight up and down. Effective
wheel bounce damping may require tuning shocks to an optimal resistance. Spring-based shock
absorbers commonly use coil springs or leaf springs, though torsion bars are used in torsional
shocks as well. Ideal springs alone, however, are not shock absorbers, as springs only store and do
not dissipate or absorb energy. Vehicles typically employ both hydraulic shock absorbers and
springs or torsion bars. In this combination, "shock absorber" refers specifically to the hydraulic
piston that absorbs and dissipates vibration.

Mono Tube And Twin Tube Shock Absorber

 POWER GENERATING SHOCK ABSORBER

Types O f Shock Absorber

There are two types of shock absorber are given below.

A) Air Shock Absorber

B) Damper Shock Absorber

1) Mono Tube Shock Absorber

2) Twin Tube Shock Absorber

A) Air Shock Absorber

Air shock absorber consists of an air chamber, an iron piston and a fluid.

B) Damper Shock Absorber

A damper shock absorber consists of a single chamber or two chamber, it may be fluid field or
filled with air. It is commonly used to absorb the shock during the linear motion of a vehicle

1) Mono Tube Shock Absorber

POWER GENERATING SHOCK ABSORBER
The Power-Generating Shock Absorber (PGSA) converts this kinetic energy into electricity instead of
heat through a Linear Motion Electromagnetic System (LMES). The LMES uses a dense permanent
magnet stack embedded in the main piston, a switchable series of stator coil windings , a rectifier , and
an electronic control system to manage the varying electrical output and dampening load. The bottom
shaft of the PGSA mounts to the moving suspension member and forces the magnet stack to
reciprocate within the annular array of stator windings, producing alternating current electricity. That
 POWER GENERATING SHOCK ABSORBER

electricity is then converted into direct current through a full-wave rectifier and stored in the vehicle’s

The mono tube damper consists of single tube with two valves. It is mostly oil filled and used in
larger vehicles. When the damper compresses when of the valve gets opened and when it extends
the other valve gets open and the first one closes. The amount of the fluid released depends on the
speed of the bumps it gets while moving.If it receives low speed small bumps the larger vents get
opened and there is large amount of fluid is released. On the other hand if gets high speed strong
bumps the smaller vent gets opened and a small amount of oil is released.

2) Twin Tube Shock Absorber

 POWER GENERATING SHOCK ABSORBER

Also known as a "two-tube" shock absorber, this device consists of two nested cylindrical tubes,
an inner tube that is called the "working tube" or the "pressure tube", and an outer tube called the
"reserve tube".
At the bottom of the device on the inside is a compression valve or base valve. When the piston is
forced up or down by bumps in the road, hydraulic fluid moves between different chambers via
small holes or "orifices" in the piston and via the valve, converting the "shock" energy into heat
which must then be dissipated

POWER GENERATING SHOCK ABSORBER

The Power-Generating Shock Absorber (PGSA) converts this kinetic energy into electricity
instead of heat through a Linear Motion Electromagnetic System (LMES). The LMES uses a
dense permanent magnet stack embedded in the main piston, a switchable series of stator coil
windings , a rectifier , and an electronic control system to manage the varying electrical output and
dampening load. The bottom shaft of the PGSA mounts to the moving suspension member and
forces the magnet stack to reciprocate within the annular array of stator windings, producing
alternating current electricity. That electricity is then converted into direct current through a full-
wave rectifier and stored in the vehicle’s

Power Generating Shock Absorber

The mechatronic system we have chosen to model is Power-Generating Shock Absorber (PGSA)
acting on an automotive chassis. The shock absorber will be used in conjunction with a spring to
simulate one of the four suspension system of an automobile. When designing an automotive
suspension system the key is to balance the ride of the automobile. More specifically, the
suspension is meant to absorb the effects of an uneven driving surface and tilt/sway of the car.

However, excess energy loss occurs due to resistance in the damper fluid and compression of the
spring. The PGSA converts kinetic energy into electricity through the use of a Linear Motion
 POWER GENERATING SHOCK ABSORBER

Electromagnetic System (LMES). As shown in the Figure 3.1, the absorber consists of a damper
with permanent magnet stack that slide in and out of stator windings connected to two sliding
blocks inside the damper casing

Example of Power Generating Shock Absorber

 POWER GENERATING SHOCK ABSORBER

Model of entire car including four tires and entire suspension

 POWER GENERATING SHOCK ABSORBER

Required Material For Construction

• Suspension systems which is a main part of assembly.

• An electric motor which converts the magnetic effect into electricity.

• Four wheel drive on which suspension system is assembled

• Wiring of whole system through which electricity is being generated

Construction

The LMES uses a dense permanent magnet stack embedded in the main piston, a switchable series
of stator coil windings, a rectifier, and an electronic control system to manage the varying
electrical
output and dampening load. The bottom shaft of the PGSA mounts to the moving suspension
member and forces the magnet stack to reciprocate within the annular array of stator windings,
producing alternating current electricity.

Working

The Power-Generating Shock Absorber (PGSA) converts this kinetic energy into electricity
instead of heat through the use of a Linear Motion Electromagnetic System (LMES).
Shock absorbers are installed between chassis and wheels to suppress the vibration, mainly
induced by road roughness, to ensure ride comfort and road handling. Conventional rotational
regenerative shock absorbers translate the suspension oscillatory vibration into bidirectional
rotation, using a mechanism like ball screw or rack pinion gears. Figure 3.4 shows one such an
implementation, where the rotary motion is changed by 90 degree with a pair of bevel gears for
retrofit. And electricity generated in this mechanism. That electricity is then converted into direct
current through a fullwave rectifier and stored in the vehicle’s batteries

Traditional design of rack pinion based power generating shock absorber

 POWER GENERATING SHOCK ABSORBER

The suspension system consist two types of cylinder. One have larger diameter and another have
smaller diameter. When suspension is applied, the smaller diameter cylinder moves into the larger
diameter cylinder which produces magnetic field due to repetition of movement of cylinders over
coils. Then the electric motor converts the magnetic effect into electricity which is to be stored in
battery.

ADVANTAGES

• Shock absorbers have a great for performance, handling and stability.

• They are best choice for work and severe use vehicles.

• High pressure gas mono tube design- 360psi to prevent aeration and shock fade. These
have a lighter valving than the heavy duty units.

• Low pressure gas twin tube design- These units are good for average, everyday driving and
a very good replacement for OE units.

• The “electricity generating suspension system” has a much higher energy yield than other
known

LIMITATIONS

• Complexity

• Problem occurred in collecting materials.

• Time consuming.

• Found some drawbacks of suspension system like rubbing in (LWV) light weight vehicles.

• In case of Induction Brakes, whole system can undergo failure because of electric motor.

• As whole system consist electric wiring so this may occur short circuit of system.

• This system consist a speed limit up to 35 km/h.

 POWER GENERATING SHOCK ABSORBER

Applications

To validate the given analysis and demonstrate energy harvesting from the shock absorbers, we
carried out road tests using a Chevrolet Surburban SUV (2002 model). The experiment setup is
shown in Fig. 20.
The displacement of the rear shock absorber was recorded by a laser displacement sensor from
Micro-Epsilon with a sampling rate of 1000 points/s. The output voltage is recorded with a digital
signal analyzer HP 35670A.
The road tests were conducted on the campus road of Stony Brook University, Stony Brook, NY,
at different speeds, including 30 and 20 mi/h (or 48 and 32 km/h). The recorded voltages on an
external electrical load of 30 Ω generated from the energy-harvesting shock absorber at these two
vehicle speeds are shown in Figs. 21 and 22, respectively. It is shown that the peak voltages were
over 40 V. Correspondingly, the peak powers are 67.5–58.2W. The average power values are 4.8
and 3.3W, respectively, at 48 and 32 km/h (30 and 20 mi/h), or 19.2 and 13.2 W can be harvested
on four shock absorbers at 48 and 32 km/h. Recall in Table I, we estimate 54.1- and 13.5-W
energy dissipation on a local road at 48 and 32 km/h. The results from the road tests are
encouraging, although the harvesting efficiency in road tests cannot be drawn from these values
since the suspension vibration highly depends on the road conditions

CONCLUSION
 POWER GENERATING SHOCK ABSORBER

Conventionally, the vibration energy of vehicle suspension is dissipated as heat by shock absorber,
which wastes a considerable number of resources. Power Generating Shock Absorber brings hope
for recycling the wasted energy.

All types of Power Generating Shock Absorber, especially electromagnetic suspension, and their
properties are reviewed in this seminar. From the perspective of comprehensive performance
including vibration control ability, regenerative efficiency and application reliability, the
configuration of hydraulic transmission and self-powered MR damper shows the best attraction.

With improvement of technology, Power Generating Shock Absorber may become one of
promising trends of vehicle industry.

REFERENCES

• Kirpal Singh, Automobile Engineering Volume 1, Suspention , page no. 168

• Horst Bauer (ed)., Automotive Handbook 4th Edition, robert Bosch GmbH 1996, ISBN 0-
8376-0333-1page 584
• Carley, Larry (February 2008), "Monotube shocks-- don't absorb shocks, but...", Brake and
front end magazine, retrieved 1 January 2014 4. Setright, L. J. K. "Dampers: Smoothing
Out the Bumps", in Northey, Tom, ed. World of Automobiles (London: Orbis, 1974),
Volume 5.
• Steve Karamihas, University of Michigan Transportation Research Institute, University of
Michigan, private communication ([email protected]).
• Estimated from General Motors Impact (electrical vehicle) specifications; and from Hugh
C.Wolfe, senior editor, “Efficient Use of Energy”, Chap. 4, AIP Conference Proceedings
No.25, American
• Institute of Physics, NY (1975).