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Modeling and Simulation of Vibrations' Energy Harvesting From Cars'

Suspensions and Seats Using Equivalent Electrical Models

Conference Paper · May 2024

DOI: 10.1109/IRASET60544.2024.10548695

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 Modeling and Simulation of Vibrations’ Energy
Harvesting from Cars’ Suspensions and Seats using
Equivalent Electrical Models
Ayoub Benhiba Abdelmajid Bybi El Ayachi Chater
Mohammed V University in Rabat, Mohammed V University in Rabat, Mohammed V University in Rabat,
Higher School of Technology of Salé, Higher School of Technology of Salé, Higher School of Technology of Salé,
LASTIMI Laboratory Materials, Energy, and Acoustics Team LASTIMI Laboratory
Salé, Morocco (MEAT) Salé, Morocco
[email protected] Salé, Morocco [email protected]
[email protected]
Adil Salbi Ouadia Mouhat
Mohammed V University in Rabat Hilal Drissi Mohammed V University in Rabat
Higher School of Technology of Salé, Mohammed V University in Rabat Higher School of Technology of Salé,
LASTIMI Laboratory Higher School of Technology of Salé, LGCE Laboratory
Salé, Morocco LASTIMI Laboratory Salé, Morocco
[email protected] Salé, Morocco [email protected]
[email protected]

Abstract—This research work investigates the vibrations’ electromagnetic, electrostatic or piezoelectric harvesters. In
energy harvesting from vehicles’ suspension system and seats the automobile domain, this energy can be used to power
using piezoelectric stacks. For this purpose, a simple quarter car different low consumption embedded systems, such as, Tire
model is used to estimate the quantity of harvested voltage and Condition Monitoring System [1], wireless communication
power. The novelty of this work consists in utilizing a 5-DOF circuits [1], and why not to make the semiactive or active cars’
quarter car model to analyze the energy harvesting capabilities suspensions more autonomous (self-powering). In the
from both car’s suspension system and seat. Also, based on the literature, several research works demonstrate that, a
electromechanical analogy, the equivalent electrical circuit
significant quantity of energy can be collected from cars’
approach is used to implement the whole system, i.e., the
suspensions [2-7] and tires [1].
suspension’s system, the car’s seat, the driver’s body, and the
associated piezoelectric harvesters in LTspice software. To investigate the suspensions’ dynamics and evaluate the
Moreover, different situations are studied for the harvesters’ amount of harvestable energy, several models are proposed.
location, in order to investigate their effects on the system’s The simplest model and widely utilized on is the quarter car
dynamics and choose the optimal place ensuring both more
model with 2-DOF, taking into account only the bouncing
comfort for the driver and the passengers and also to harvest a
maximum of vibrations’ energy. Simulations done in the motion of the sprung mass (quarter of the car’s mass) and
frequency domain considering a sinusoidal excitation of 0.5 g unsprung mass (wheel) [2-7]. To study the car’s dynamics
(4.9 m / s2) amplitude and a resistive load of 30 k, indicated properly and suggest solutions to ensure more comfortability
that, connecting a piezoelectric harvester in parallel with the for the driver and passengers, other authors propose a 3-DOF
suspension’s elements allows harvesting maximum of RMS [8] or a 5-DOF [9] quarter car models taking into consideration
voltage (87.57 V) and RMS power (255.6 mW) but this the driver’s body and the car’s seats. More complex models
connection changes the displacements of the cabin floor and the are also available in the literature, such as, half car [2], and full
driver’s body, i.e., it decreases the driver’s and passengers’ car models [2].
comfort. Also, the quantity of voltage and power harvested from
the suspension’s elements is more important than that collected
from the seat. Finally, connecting piezoelectric harvesters
The originality of this research work consists in utilizing a 5-
simultaneously in series with the suspension’s and seat’s DOF quarter car model to investigate simultaneously the
elements allows harvesting a non negligeable quantity of RMS energy harvesting capabilities from car’s suspension system
voltage (12.29V) and RMS power (3.15 mW) with low effect on and seat. In addition, based on the electromechanical analogy,
the driver’s and passengers’ comfort (small displacements’ the proposed model is easily implemented a commercial
difference). simulator, in form of electrical circuit taking into account all
the elements: the suspension’s system, the car’s seat, the
Keywords—vibrations energy, cars suspensions, quarter car driver’s body, and also the piezoelectric harvesters.
model, piezoelectric harvester, equivalent circuit
Furthermore, different possibilities are considered for the
I. INTRODUCTION harvesters’ placement, in order to analyze their effects on the
system’s dynamics and choose the optimal place ensuring
Energy recovering from natural sources, e.g., solar, wind,
both more comfort for the driver and the passengers and also
and thermal sources, has become a major research area,
to harvest a maximum of vibrations’ energy.
especially with the current environmental context and the
global trend to reduce atmospheric pollution. Similarly, II. 5-DOF QUARTER CAR MODEL
surrounding vibrations produced by structures’ motions:
displacements, deformations, rotations, and shocks are A. Vehicle suspension system with driver and seat
valuable sources of clean energy. In fact, these vibrations can One of the key components of a car is its suspension
be collected and converted into useful electrical energy by system, which increases stability and keeps the wheels on the

XXX-X-XXXX-XXXX-X/XX/$XX.00 ©20XX IEEE

road. This system enhances the friction between the tires and
the road by fastening the wheels to the vehicle’s body.
Additionally, it offers smoother steering and a comfortable
ride. Furthermore, suspension’s system consists a non-limited
source of vibrations’ energy which can be harvested and
converted into useful electrical energy using piezoelectric
transducers. In this context, to study the vibrations’ energy
harvesting from car’s suspensions and also from the driver’s
seat, a five degrees of freedom (5-DOF) quarter car model (a)
inspired from ref. [9] is utilized. As shown in Fig. 1, the model
consists of several parts: wheel, suspension’s spring (k2) and
damper (b2), cabin floor, seat (frame and cushion), and driver.
The masses mi (i = 1,…, 5) correspond to the unsprung mass
(wheel), the quarter car sprung mass (cabin floor), the mass of
the seat frame, the masses of human thighs together with
buttocks and seat cushion, and the mass of the driver’s upper
body respectively. k1 and k2 are the tire’s stiffness and the
suspension’s spring. k3 and k4 represent the seat’s suspension. (b)
k5 stands for the stiffness of the driver’s body. The parameters
Fig. 2. Mechanical model of the suspension’s system with seat and driver
b1 and b2 correspond to the tire’s and suspension’s damping. b3 (a), its equivalent electrical circuit (b).
and b4 are the damping of the seat parts. b5 simulates the
stiffness of the driver’s body. zi (i = 1,…,5) are the vertical B. System dynamics
displacements (bouncing motions) of the masses mi
respectively. Finally, z represents the road profile (input To study the mechanical behavior of the proposed 5-DOF
excitation). model, i.e., determine its natural frequencies (resonant
frequencies), the electrical circuit presented previously in Fig.
2b is implemented in LTspice software. Simulations are done
in the frequency domain (0 Hz – 20 Hz) for a sinusoidal
excitation in form of acceleration of 0.5 g (4.9 m / s2)
amplitude. The main parameters of the 5-DOF model
considered in the simulations are taken from ref. [9] as
following:
• Masses values: m1 = 36 kg, m2 = 240 kg, m3 = 15 kg, m4 =
1 + 9 = 10 kg, and m5 = 60 kg.
• Damping coefficients: b1 = 264.73 Ns / m, b2 = 980 Ns /m,
b3 = 830 Ns / m, b4 = 200 Ns / m, and b5 =1485 Ns / m.
• Springs stiffnesses: k1 =160 kN / m, k2 = 16 kN / m, k3 =
31 kN / m, k4 = 18 kN / m, and k5 = 44.13 kN / m.
The curves of the displacements’ ratio of all masses (zi / z,
i = 1, …5) are given in Fig. 3.
Fig. 1. Schematic of 5-DOF quarter car model.
40
Displacements ratio (dB)

20
To facilitate the implementation of the 5-DOF quarter car z /z
0 1
model (Fig. 1) in LTspice simulator, the model is first given z /z
−20 2
in form of a mechanical network presentation (Fig. 2a) and z /z
−40 3
then converted into its electrical equivalent circuit (Fig. 2b)
−60 z4 / z
using the analogy between the mechanical and electrical
properties given in Table I [10]. −80 z /z
5
−100
TABLE I. ELECTROMECANICAL ANALOGY. 0.1 1 10 20
Frequency (Hz)
Mechanical parameter Electrical parameter
Force F Voltage V Fig. 3. Displacements’ ratio (zi / z) of all masses mi (i=1,…,5).
Velocity 𝑧̇ Current I
Spring ki (i=1,…,5) Capacitor Ci = 1 / ki [F] Firstly, it can be observed from the curves that, the coupled
Damper bi (i=1,…,5) Resistance Ri [Ω] masses m2, m3, m4, and m5 present a maximum of displacement
Mass mi (i=1,…,5) Inductor Li [H] around the frequency 1 Hz. A small shift between the resonant
frequencies is noticed: f2 = 0.992 Hz, f3 = 1.003 Hz, f4 = 1.015
Hz, and f5 = 1.016 Hz for m2, m3, m4, and m5 respectively. The
It is important to notice that, in the analogy Force-Voltage,
unsprung mass m1 (wheel) shows a maximum of displacement
the connections in parallel or serial in the mechanical circuit at the frequency f5 = 10.34 Hz. Thes$e natural frequencies (fi)
(Fig. 2a) are inversed in the electrical circuit (Fig.2b). correspond to the masses’ bouncing motions (vertical
displacements). Because, all the masses are coupled, other
resonances less important are observed in the displacements’
curves (three resonances in each curve). Finally, the 𝐴 𝐸33
𝑘𝑃 = (2)
comparison of the displacement curves of both masses m2 𝑛𝑇

(cabin floor) and m5 (driver body), simulated using the 𝐿𝑃 = 𝑚𝑃 (3)

equivalent electrical circuit approach with those published in
ref. [9] allows the validation of the proposed circuit: similar 𝑚𝑃 = 𝜌 𝑛 𝑇𝐴 (4)
curves are obtained. 𝑚𝑃 𝜔
𝑅𝑃 = (5)
𝑄𝑚
III. VIBRATIONS ENERGY HARVESTING FROM SUSPENSION
A, E33, n, T, mP, ω, and Qm are : the area of the piezoelectric
AND SEAT
stack, its Young’s modulus, the number of layers, the
A. Piezoelectric harvester thickness of each layer, the stack’s mass, the angular
frequency, and the mechanical quality factor respectively.
In this work, vibrations’ energy is harvested using a
Ferroperm PZ27 piezoelectric stack composed of (n) identical
The other parameters of the circuit, i.e., capacitance C0,
layers. The material’s dimensions and properties utilized in
mass mP, and the electromechanical turns ratio N are
the simulations are grouped in Tables II and III. Notice that, computed using the following relations:
PZ27 properties (Table III) are taken from ref. [11]. Also, in
𝑆 𝐴
this paper, all properties are expressed using both real and 𝜀33
𝐶0 = 𝑛 (6)
imaginary parts which makes it possible to take into 𝑇

consideration the harvester’s losses in the proposed equivalent 𝑁=

𝐴 𝑑33 𝐸33
(7)
electrical circuits, i.e., piezoelectric, dielectric, and 𝑇

mechanical losses. 1
𝐸33 = 𝐸 (8)
𝑠33

TABLE II. PIEZOELECTRIC STACK DIMENSIONS. B. Studied possibilities

Stack characteristic Value To investigate the vibrations’ energy harvesting from
Number of layers (n) 40 vehicle’s suspension and seat, and also point out the effect of
Single layer thickness (T) 0.001 m the associated piezoelectric harvesters on the system’s
Stack height (h = nT) 0.04 m dynamics, e.g., the vertical motion of the cabin floor (m2) and
Surface area (A) (0.007)2 m2 the driver (m5), six possibilities (Pi, i=1,…,6) are considered
for the harvesters’ location:
TABLE III. PZ27 PROPERTIES [11].
• P1) In parallel with the suspension’s elements k2 & b2 (Fig.
Material properties Value 5).
Complex piezoelectric charge coefficient d33 (336 – j7.2) 10-12 C / N
Constant field complex elastic constant sE33 (17.6–j0.26) 10-12 m2/N • P2) In series with the suspension’s elements k2 & b2 (Fig.
Clamped complex permittivity εS33 (72.82-j0.91) 10-10 F / m 6).
Density (ρ) 7700 kg / m3
Mechanical quality factor (Qm) 80 • P3) In parallel with the seat’s elements k3 & b3 (Fig. 7).
• P4) In series with the seat’s elements k3 & b3 (Fig. 8).
To model the piezoelectric stack harvester, Mason’s
simplified model presented in Fig. 3 [12] is utilized. This • P5) The first harvester is connected in series with k2 & b2
circuit is composed of two parts: mechanical part (RP, LP, and and the second one is located in parallel with k3 & b3
CP) and electrical part (R0, C0). RP represents the mechanical (Fig. 9).
dissipations, LP the mass, and CP the compliance (flexibility) • P6) The first harvester is connected in series with k2 & b2
of the piezoelectric material. The two parts are connected by a and the second one is located in series with k3 & b3 (Fig.
transformer converting the mechanical energy into electrical 10).
energy and vice-versa (turns ratio N). The resistor R0 (several
MΩ) is not taken into consideration in the simulations.

Fig. 4. Equivalent circuit of the piezoelectric harvester.

The values of the components LP, CP, and RP are calculated Fig. 5. Piezoelectric harvester in parallel with the suspension’s elements k 2
using the following expressions: & b2 (in series with R2 & C2).

1
𝐶𝑃 = (1)
𝑘𝑃
Fig. 6. Piezoelectric harvester in series with the suspension’s elements k 2 & Fig. 10. Two piezoelectric harvesters “1” and “2” located simultanously in
b2 (in parallel with R2 & C2). series with the suspension (in parallel with R 2 & C2) and in series with the
seat (in parallel with R3 & C3).

The circuits of all possibilities (Figs 5-10) are

implemented in LTspice simulator as shown in Fig. 11
(possibility 6).

Fig. 7. Piezoelectric harvester in parallel with the seat’s elements k 3 & b3

(in series with R3 & C3).

Fig. 11. LTspice circuit of the piezoelectric harvesters “1” and “2” placed in
series with the suspension and the seat (possibility 6).

Notice that, in all situations (Figs, 4-8) the mass of the

piezoelectric harvester (mP) is not taken into consideration due
to its negligeable value (about 15.09 g). Also, to compare the
results of all possibilities, the same type of piezoelectric
harvester, i.e., same properties and dimensions is chosen to
investigate the vibrations’ energy harvesting from suspension
system and car’s seat. Finally, a resistive load (R) of 30 k is
Fig. 8. Piezoelectric harvester in series with the seat’s elements k 3 & b3 (in considered in the simulations.
parallel with R3 & C3).
C. Results and discussions
Firstly, to study the mechanical behavior of the proposed
5-DOF model equipped with its associated piezoelectric
harvesters and check the effect of connecting the harvesters
with the car’s suspension and seat (possibilities P1 to P6), on
the vertical motion of the cabin floor (m2) and the driver (m5),
simulations are done in the frequency domain (0 Hz – 40 Hz)
for a sinusoidal excitation of 0.5 g (4.9 m / s2) amplitude.
Figures 12 and 13 show the vertical displacements’ ratios
(z2 / z Pi, i=1,…, 6) and (z5 / z Pi, i=1,…, 6) of the sprung mass
(cabin floor) m2 and driver’s body (m5) for all energy
harvesting possibilities (Pi) compared to those obtained
without piezoelectric harvesters (z2 / z and z5 / z) (Fig. 3).
Fig. 9. Two piezoelectric harvesters “1” and “2” located simultanously in
series with the suspension (in parallel with R2 & C2) and in parallel with the
seat (in series with R3 & C3).
 In the following, the harvested electrical voltages and
powers are also evaluated for all possibilities (P1 to P6) as
shown in figures 14 and 15 respectively.

Voltage (V)
80 P1
60
40
20
0
0.03 0.1 Frequency (Hz) 1 10
9 P2

Voltage (V)
P3
Fig. 12. Vertical displacements ratios (z2 / z Pi, i=1,…, 6) of the cabin floor P4
(m2) for all energy harvesting posssibilities (Pi) compared to that obtained
6
P5 Harvester 1
without piezoelectric harevsters (z2 / z). P5 Harvester 2
3 P6 Harvester 1
P6 Harvester 2
0
0.03 0.1 Frequency (Hz) 1 10

Fig. 14. RMS voltage harvested for all posssibilities (Pi).

Power (mW)
250 P1
200
100
0
0.03 0.1 Frequency (Hz) 1 10 20
3
Fig. 13. Vertical displacements ratios (z5 / z Pi, i=1,…, 6) of the driver’s body
Power (mW)

P2
P3
(m5) for all energy harvesting posssibilities (Pi) compared to that obtained 2 P4
without piezoelectric harevsters (z5 / z). P5 Harvester 1
P5 Harvester 2
1
It is clearly observed from the results that, the vertical P6 Harvester 1
P6 Harvester 2
displacements (z2 / z Pi) and (z5 / z Pi) computed for series 0
possibilities (P2, P4, and P6) are similar to those obtained in the 0.03 0.1 Frequency (Hz) 1 10 20
case of the system without piezoelectric harvesters (z2 / z and
z5 / z). Concerning the possibilities P3 and P5, the simulations’ Fig. 15. RMS power harvested for all posssibilities (Pi).
results, i.e., the curves of the displacements (z2 / z P3,5 and z5 /
z P3,5) are similar in both cases, but a small difference in the Firstly, it is clear that, maximum values of voltage (87.6
displacement magnitude (about 2 dB) is noticed at the first V) and power (255.6 mW) are harvested in situation P1, i.e.,
resonance (about 1 Hz) in comparison with the displacements piezoelectric harvester connected in parallel with the
calculated without piezoelectric harvesters (Fig. 3). The suspension’s elements (k2 & b2) at the resonant frequency 3.93
difference become more significant (about 10 dB) at the Hz. It can be also seen that, almost similar curves are obtained
second resonance (around 2.5 Hz). Finally, it is clear that, the for situations P5 harvester 1 and P6 harvester 1: maximum of
displacements computed for the first possibility (P1), i.e., voltage (about 9.2 V) and power (about 2.8 mW) are
piezoelectric harvester placed in parallel with the suspension’s computed at the resonant frequency (about 1 Hz). These
elements k2 & b2 (Fig. 5) are completely different from those results are not surprising because in both situations the
obtained for the suspension without piezoelectric harvester harvester 1 is connected in series with the suspension’s
(Fig. 3), i.e., resonant frequencies are shifted (1-1.5 Hz of elements (k2 & b2). This demonstrates that, the connection of
difference) and important displacements’ values are noticed the harvester 2 in series or in parallel with the seat’s elements
for the driver’s body (more than 20 dB of difference for z5 /
(k3 & b3) has negligeable effect on the quantity of harvested
z).
voltage and power. In addition, a small difference can be
It can be concluded from the results that, connecting the noticed between the previous situations (P5 harvester 1 and P6
piezoelectric harvesters in series with the system’s elements harvester 1) and the possibility P2 (8.6 V and 2.5 mW) where
(P2, P4, and P6) does not affect the mechanical performance. only harvester 1 is connected with the suspension’s elements
Also, the effect is less significant when the parallel connection (k2 & b2). This indicates again that, the important influence is
is realized only with the seat’s spring. In this last situation, due to how the harvester 2 is connected with the suspension’s
using a piezoelectric stack with a preload spring as a harvester elements. Furthermore, simulation results show similar
can be a solution to reduce the displacements’ difference and voltage and power curves for situations P4 and P6 harvester 2.
thus improve the ride quality and the passengers’ In both possibilities, maximum of voltage (3.07 V) and power
comfortability. (0.32 mW) are harvested at the first resonant frequency (1.04
Hz). Finally, the curves simulated for situations P3 and P5
Unfortunately, the displacement of the driver’s body harvester 2 are also similar: maximum of voltage (2.77 V) and
(bouncing motion) is significantly changed when the power (0.26 mW) are noticed at the first resonant frequency
piezoelectric harvester is located in parallel with the (1.06 Hz). The values of RMS voltages and RMS powers
suspension’s elements k2 & b2 (P1). harvested in all situations (P1 to P6) are grouped in Table IV.
 TABLE IV. HARVESTED RMS VOLTAGES AND RMS POWERS. harvesting significative amount of voltage and power
Possibility Resonant RMS RMS with low effect on the driver’s and passengers’ comfort
frequency (Hz) Voltage (V) Power (mW) (small displacements’ difference).
P1 3.93 87.57 255.6
P2 1.03 8.57 2.45 To optimize the vibration’s energy harvesting from cars’
P3 1.06 2.77 0.26 suspensions and seats, a parametric study will be conducted in
P4 1.04 3.07 0.32
P5 Harvester 1 1.05 9.13 2.77
our future works, i.e., varying the number of piezoelectric
P5 Harvester 2 1.06 2.77 0.26
layers n, the resistive load R, the suspension’s and seat’s
P6 Harvester 1 1.03 9.22 2.83 parameters (ki, bi, mi). In addition, different piezoelectric
P6 Harvester 2 1.04 3.07 0.32 materials will be studied, particularly lead-free piezoelectric
materials. Also, AC to DC conversion circuits will be taken
into consideration and suitable circuits will be proposed.
It is important to notice that, the values of voltages and
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