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CONTENTS
1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. Introduction Amount Of Energy Available For Recovery in a Vehicle Suspension Alternative Ways to Harvest Energy in Vehicle Suspension Comparison to Get Best Alternative-Electromagnetic System Electromagnetic Regenerative Shock Absorber In Vehicle Suspensions Electromagnetic Design Of Regenerative Shock Absorber Primary Equation For Regenerated Voltage Static Magnetic Analysis Results Of Static Flux Analysis Manufacturing Of Electromagnetic Regenerative Shock Absorbers Testing Of Electromagnetic Regenerative Shock Absorber Experimental Results Features Disadvantages Conclusions
INTRODUCTION
If all the available vibration energy is recovered, it is possible to use regenerative shock absorber to charge the battery of vehicle, instead of alternator. Thus alternator load on vehicle engine can be decreased or removed completely. Energy recovery from suspension system is necessary to reduces fuel consumption. Eventually it will reduce pollution of air by lesser emission of pollutant gases.
Source:-1
1 E= = 2 2 Let k= 1.210^5 N/m and supporting vehicle mass approximately 1000 kg amounts of energy in spring
Hydraulic:
Electromagnetic:
Why?
No heat generation due to friction Possible to implement in vehicle suspension with minimum design changes Linear design of electromagnetic energy harvester system Can harvest energy in both expansion and compression
Main Components:1. Ring shaped permanent magnets 2. Ring-shaped spacers (highly magnetic permeability) 3. Center rod for stacking of magnets and spacers
Fig. Cut section of the linear energy harvester & its equivalent magnetic circuit
law of electromagnetic
induction:-
When an electric conductor is moved through a magnetic field, a potential difference is induced between the ends of the conductor
PHASE VARIATION
Figure 3: Diagram of the four-phase generator configuration: the coils move in the magnetic field during the vibration of vehicle suspensions.
(a)
(b)
(c)
Fig. 2D Electromagnetic flux analysis of harvester(a) MS center rod & no outer cylinder, (b) SS center rod with no outer cylinder (c) SS Center Rod And M S Outer Tube
Figure 6: Magnetic flux through the middle of the coils in the radial direction obtained by using finite element analysis. The energy density of the harvester in the improved design will be more than doubled.
The permanent magnets NdFeB (grade N32) (High Magnetic Density) Copper wire of 27 AWG (superior conductivity and low resistivity)
EXPERIMENTAL RESULTS
Figure 12: RMS voltage output versus input frequency for 0 phase coil set (eight coils) at different shaker excitation voltages.
Figure 11: The recorded waveforms of regenerated voltages under 10 Hz excitation: 0. phase with 0.36H amplitude/0.6 V excitation (thicker solid), 90. phase with 0.36H amplitude (thicker dashed), 0. phase with 0.1H amplitude/0.2 V excitation (solid) and 90. Phase with 0.1H amplitude (dashed). H = 11.35 mm.
FEATURES
The system draws about two horsepower or one-third the load of a typical air conditioner. While it can exert 50 kilowatts (67 horsepower) of energy to leap a 2x6(plank) covers 49 kilowatts cushioning the landing, with the shocks working like generators. Torsion bars and shock units weigh about what two conventional springs and shocks. The controllers and upsized alternator also add some weight, but the total should be less than that of a hydraulic active suspension. To save power the system is regenerative. When the far side of a pothole helps to push the wheel up almost all the power is recovered. The motors momentarily become generators, shunting the recovered energy to storage, either in the engine battery or in some other device. The system ends up consuming one-third of the energy used by a cars air-conditioner.
ECONOMIC BENEFITS
Assume 75% harvesting efficiency, X 400W=300 Watts electricity
harvested. What it means to us? -Typical vehicle use 250-350 watts electricity which is powered by the alternator:300 watts electricity= 1800 watts fuel power
-Average fossil fuel use energy 80kwh per 100km and prototype electric and hybrid car use less than 20kwh per 100km 2-10% fuel efficiency increase for conventional and electric/hybrid vehicles
DISADVANTAGES
The main drawback of the system is the cost. As it uses neodymium magnets which are costly to manufacture. Thus this makes this suspension system costlier than any other suspension available. Thus this system can be seen in only high end cars The second drawback is ,when this system breakdowns its very difficult and costly affair to repair it .The other system available can be easily be repaired The system is very complex and requires high precision machinery and skilled workers to manufacture
CONCLUSIONS
The results of experiment carried out for the variation in regenerated voltage against in excitation frequency & amplitude shows that for input frequency 6 Hz and amplitude 20 mm, cyclic RMS voltage generated for 8 coil set of 0 phase and 8 coil set of 90 phase is 5.5 & 5.0 volts respectively. The full scale single regenerative shock absorber was able to harvest 8 W of energy at 0.250.5 m s-1 RMS suspension velocity. It was also found that the frequency of the regenerated voltage does not necessarily have the same frequency as the excitation. Instead, the wave shapes of the regenerated voltage will depend on excitation frequency, amplitude and equilibrium position. The overall conclusion of this research work is that it is possible to harvest energy from vehicle vibrations travelling on a bumpy road.
REFERENCES
1. Lei Zuo, Brian Scully, Jurgen Shestani and Yu Zhou, Design and characterization of an electromagnetic energy harvester for vehicle suspensions, Journal of Smart Materials and Structures, Volume 19, Number 4. 2. Gupta A, Jendrzejczyk J A, Mulcahy T M and Hull J R , Design of electromagnetic shock absorbers, International Journal of Mechanics & Material Design, Volume 3, Number 3. 3. Goldner R B, Zerigian P and Hull J R, A preliminary study of energy recovery in vehicles by using regenerative magnetic shock absorbers, SAE Paper #2001-01-2071. 4. Pei-Sheng Zhang and Lei Zuo, Energy harvesting, ride comfort, and road handling of regenerative vehicle suspensions, ASME Journal of Vibration and Acoustics, 2012. 5. Zhen Longxin and Wei Xiaogang, Structure and Performance Analysis of Regenerative Electromagnetic Shock Absorber, Journal of networks, vol. 5, no. 12, December 2010 6. S. Mirzaei, S.M. Saghaiannejad, V. Tahani and M. Moallem, Electromagnetic shock absorber, Department of Electrical and Computer Engineering, IEEE 2001. 7. Bart L. J. Gysen, Jeroen L. G. Janssen, Johannes J. H. Paulides, Elena A. Lomonova, Design aspects of an active electromagnetic suspension system for automotive applications, IEEE transactions on industry applications, vol. 45, no. 5, September/October 2009. 8. N. Bianchi, S.Bolognani, F. Tone1, Design criteria of a tubular linear IPM motor, Department of Electrical Engineering, University of Padova,2001, IEEE 9. Babak Ebrahimi, Mir Behrad Khamesee, M. Farid Golnaraghi, Feasibility Study of an Electromagnetic Shock Absorber with Position Sensing Capability, IEEE 2008, Page 2988-91 10. Shakeel Avadhany, Zack Anderson, U S patent 260935, Regenerative shock absorber.