ACKNOWLEDGEMENT

It gives me immense pleasure in presenting the seminar report on POWER GENERATING SHOCK ABSORBER. First of all I would like to express my sincere thanks to my respected seminar coordinator Mr:Rajshekhar.M ( Asst.prof.dept.of me) &under the seminar guide of professor in Mechanical Engineering Department Mr:Jeevaraj.S for his enormous assistance & extended co-operation to me. I also express a well-hearted thanks to our H.O.D. Of Mechanical Engineering Department Prof. P.N.DIVAKAR. Finally, I would thank all those people who have helped me directly & indirectly for making this seminar a success.

Submitted by Mr: MOUNESH USN :( 3RB10ME051)

INDEX

1. Sr. No. 2. ABSTRACT 3. INTRODUCTION

Contents

Pg. No.

4. CONVENTIONAL SHOCK ABSORBER i. Conventional Shock Absorber ii. Working of Conventional Shock Absorber

iii.

Application of Conventional Shock Absorber

5. ELECTRIC SHOCK ABSORBER i. Block diagram ii. Working of Electric Shock Absorber iii. how it works iv. typical diagram of PGSA

6. ADJUSTABLE DAMPING

7. MANUFACTURING CONSIDERATION

8. BASIC COMPONENTS USED

9. CONSTRUCTION

10. TYPES OF ENERGY

11. PERPORMANCE OF PGSA

12. APPLICATION OF PGSA

13. COST FACTOR

14. FUTURE OF THIS TECHNOLOGY

15. ADVANTAGES & DISADVANTAGES

16. CONCLUSION

17. REFERENCES

18. IMAGES

1. ABSTRACT
Everything is running by energy in nature. Either it is living thing or any machine; they required energy for their proper operation. There are two types of energy sources i.e. renewable and nonrenewable resources. The nonrenewable resources are limited in nature. They will be ended from the earth after a certain period of time. Thus it is very necessary to invent the other renewable energy resources. This project works for the utilizing the kinetic energy of a running vehicle. The kinetic energy (i.e. mechanical energy) is converted into electrical energy (i.e. electricity) by using dynamo. This electricity is stored in the battery bank and use for various purposes. When the weighted vehicle is passing through the speed breaker, the cylindrical roller rotate due to transfer the motion from the wheels to roller. Thus the roller rotates and will cause to rotate the transmission shaft. The one end of the transmission shaft is connected to dynamo. The gears are used to increase the rotation of dynamo armature at rated speed. This will cause to generate the electricity. This electricity is stored in the battery bank and can be used for various purposes. This project helps to save the nonrenewable resources of power generation. The major consumption of this electricity is at the road and street lighting and other related applications. The electricity can be produced at lower cost.

2. INTRODUCTION
Road vehicles can expend a significant amount of energy in undesirable vertical motions that are induced by road bumps, and much of that is dissipated in conventional shock absorbers as they dampen the vertical motions. A conventional automotive shock absorber dampens suspension movement to produce a controlled action that keeps the tire firmly on the road. This is done by converting the kinetic energy into heat energy, which is then absorbed by the shocks oil. 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). 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 vehicles batteries. The electricity generated by each PGSA can then be combined with electricity from other power generation systems (e.g. regenerative braking) and stored in the vehicles batteries. The electric shock absorber is a device that converts the kinetic energy of an oscillating object into electric energy. This kinetic energy is normally dumped in a form of thermal energy in a conventional, mechanical shock absorber. However, only 1016% of the available fuel energy is used to drive the vehicle, i .e. to overcome the resistance from road friction and air drag. Besides engine cycle efficiency, one important mechanism of energy loss in automobiles is the dissipation of kinetic energy during vehicle vibration and motion.

Goldner did some preliminary studies on the energy recovery in vehicles by using a simple regenerative shock absorber composed of a single magnet and coils. They estimated the recoverable energy for a 2500lb vehicle with an average speed of 20 m/s (45 m/h) is about 20% - 70% of the power that is needed for such a vehicle to travel on a typical highway at 45 mph. Goldner patent for an electromagnetic linear generator and shock absorber design was able to

recover energy at a significant efficiency, however, its weight of 70 kg (154lbs) may not be appropriate for a passenger vehicle.

Oly Paz conducted a study of different configurations of linear induction generators for vehicle suspension. The author presented a design method for one configuration of a magnet and conductor set -up, which was calculated to have a theoretical efficiency of 46%: however, a prototype was not fabricated. Finite element analysis on this design would suggest that the actual efficiency would be significantly less than predicted as a result of its ineffective use of high magnetically permeable materials for certain components.

Abhijeet Gupta designed electromagnetic shock absorbers provide means for recovering the energy dissipated in shock absorbers. Two electromagnetic shock absorbers for potential use in vehicles are fabricated and tested them in a small all-terrain vehicle (125 kg). Their experiment indicated that the rotary configuration regenerated power at a much higher efficiency (21%) than the linear configuration: however, its bulky design makes it incompatible with a passenger car. To further magnify the motion and increase efficiency, regenerative absorbers composed of ball screw and rotational electric motors have been developed by a number of researchers. Lie Zuo design characterize and test a retro fit regenerative shock absorber which can efficiently recover the vibration energy in a compact space. Rare-earth permanent magnets and high permeable magnetic loops are used to configure a four-phase linear generator with increased efficiency and reduced weight. The finite element method is used to analyze the magnetic field and guide the design optimization.

3.

CONVENTIONAL SHOCK ABSORBERS

In this section we will first give an overview about the conventional types of shock absorbers, working of conventional shock absorbers and their applications.

Fig 2.1 Conventional Shock Absorber A Conventional Shock Absorber is a mechanical device designed to smooth out or damp shock impulse, and dissipate kinetic energy. You would be think that as shock absorbers dissipate energy then where tat energy goes...? In most dashpots, energy is converted to heat inside the viscous fluid. In hydraulic cylinders, the hydraulic fluid heats up In air cylinders, the hot air is usually exhausted to the atmosphere. In electromagnetic types dashpots, the dissipated energy can be stored and used later. The amount of resistance a shock absorber develops depends on the speed of the suspension and the number and size of the holes of the piston. All modern shock absorbers are velocity sensitive hydraulic damping devices. This means that the faster the suspension moves the more resistance the shock absorber provides. Because of this feature, shock absorbers adjust themselves to road conditions.

As a result, shock absorbers reduce the rate of: Bounce, Roll or sway Brake dive and acceleration squat

2.2 Working of Shock Absorbers

A conventional automotive shock absorber dampens suspension movement to produce a controlled action that keeps the tire firmly on the road. Shocks absorbers are used to damp oscillations by absorbing the energy contained in the springs or torsion bars when the wheels of an automobile move up and down. Conventional shock absorbers do not support vehicle weight. They reduce the dynamic wheel-load variations and prevent the wheels from lifting off the road surface except on extremely rough surfaces and making possible much more precise steering and braking. The shock absorbers turn the kinetic energy of suspension motion into thermal energy, or heat energy, to be dissipated through the hydraulic fluid.

2.3 Applications of Shock Absorbers

Fig 2.3 Application of Shock Absorbers Shock absorbers are an important part of automobile and motorcycle suspensions, aircraft landing gear, and the supports for many industrial machines. Large shock absorbers have also been used in structural engineering to reduce the susceptibility of structures to earthquake damage and resonance. In rail cars and rapid transit systems because they prevent railcars from damaging station platforms.

3. POWER GENERATING SHOCK ABSORBERS

Electric shock absorber is also known as Power-Generating Shock Absorber (PGSA). 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).

3.1 Working of Power Generating Shock Absorbers

Fig 3.1 Power Generating Shock Absorber

The Power-Generating Shock Absorber (PGSA) converts this kinetic energy into electricity instead of heat waste through the use of 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 vehicles batteries. The PGSA is the same basic size and shape, and mounts in the same way, as a standard shock absorber or strut cartridge.

BLOCK DIAGRAM

SHOCK ABSORBER ARRANGEMENT

RACK & PINION AND CHAIN SPROCKET ARRANGEMENT

DC GENERATOR

BATTERY

LED LIGHT LOAD

WORKING PRINCIPLE

The complete diagram of the power generation using shock absorber is given below. The vehicle running time the shock absorber piston is moving up and down motion. This movement is converted to the electrical energy by using Rack and pinion arrangement. The rack & pinion is fixed at the shock absorber which is mounded bellow the L-angle window. The pinion shaft is connected to the supporter by end bearings as shown in fig. The larger sprocket also coupled with the pinion shaft, so that it is running the same speed of pinion. The larger sprocket is coupled to the small cycle sprocket with the help of chain (cycle).

This larger sprocket is used to transfer the rotation force to the smaller sprocket. The smaller sprocket is running same direction for the forward and reverse direction of rotational movement of the larger sprocket. This action locks like a cycle pedaling action. The fly wheel and gear wheel is also coupled to the smaller sprocket shaft. The flywheel is used to increase the rpm of the smaller sprocket shaft. The gear wheel is coupled to the generator shaft with the help of another gear wheel. The generator is used here, is permanent magnet D.C generator. The generated voltage is 12Volt D.C. This D.C voltage is stored to the Lead-acid 12 Volt battery. The battery is connected to the LED lights.

How it Works
A conventional automotive shock absorber dampens suspension movement to produce a controlled action that keeps the tire firmly on the road. This is done by

converting the kinetic energy into heat energy, which is then absorbed by the shocks oil. 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). 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 vehicles batteries. The electricity generated by each PGSA can then be combined with electricity from other power generation systems (e.g. regenerative braking) and stored in the vehicles batteries.

ADJUSTABLE DAMPENING
An electronic control system monitors the requirements of each individual road wheels suspension and varies the dampening by quickly switching on or off individual stator coil rings. With all stator coil rings switched on the PGSA produces a strong dampening force which can

then be varied for disparate road conditions by switching coils on and off as needed. This provides an added level of benefits in allowing the shock to be very soft in cruising situations (small, high-frequency movements) and instantly change to a sport shock in aggressive cornering situations (longer, lower-frequency movements). Further, the rebound and compression strokes can have different dampening values and application curves depending on performance requirements.

This application could conceivably produce over twenty watts per wheel in normal operation. City driving, with its varying road surface characteristics, as well as stop and go traffics font-toback loading, will generate more power than driving on smooth roads at consistent speeds.

3.2 MANUFACTURING CONSIDERATIONS

Manufacture of the Power-Generating Shock Absorber will require a machined main shaft with embedded permanent magnet stack, a strong air-gap cylinder housing, high quality stator

windings, and robust slide bearings. The magnet assembly consists of an inner magnet stack surrounded concentrically by a larger diameter outer magnet stack. Each stack consists of three axially magnetized ring magnets separated by two iron-pole rings and two additional pole rings located at the ends of the stack. Other systems, such as microprocessor-controlled voltage, current, and dampening regulation, external casing, protective bellows, etc. will also need to be designed and tested. The magnetic finite element method is then used for the design optimization to increase the power density, and finally a refined model of the energy harvesting is presented.

BASIC COMPONENTS USED

 It is a type of an electric generator that produces an Alternating Current and in the presence of a commutator.
Dynamo

Bridge Rectifier It is an arrangement of four diodes in a bridge circuit configuration that

provides the same polarity of output for either polarity of input.

Capacitor It is a passive two-terminal electrical component used to store energy in

the form of electric charge.

CONSTRUCTION

 One end of a free rod is connected to the suspension. The other end of the rod is connected to the dynamo. The free end of shaft of the dynamo is fitted with a small roller which is placed over a rubber strip. The rubber strip is fixed over the surface of the fixed lower part of the suspension arrangement.

Types of energy:In the nature, energy can be found in many form. Most of the energy can be first converted into electricity (i.e. electrical energy). Then it can be easily used various purpose such as lighting, cooling, cooking and to running other various equipments. The major form can be listed as below1. 2. 3. 4. 5. 6. 7. Mechanical energy Electric energy Magnetic energy Chemical energy Nuclear energy Sound energy Surface energy

1.2- Mechanical energy:The energy which is used to do some mechanical work is known as mechanical energy. Mechanical energy have two components i.e. potential energy and kinetic energy present in a mechanical system. These components can be described as follows-

1.2.1- Potential energy:Potential energy is the energy that is stored in an object. Potential energy exists when there is a force that tends to pull an object back towards some original position when the object is displaced. This force is called a restoring force. The simple example is stretching the rubber. It stores the energy is known as the potential energy. When the rubber is released, the potential energy is converted into kinetic energy. In the mathematical form, potential energy is-

PE = mgh
WherePE = Energy (in Joules) m = mass (in kilograms) g = gravitational acceleration of the earth (9.8 m/sec2) h = height above earth's surface (in meters)

1.2.2- Kinetic Energy:The energy which is due to the motion of a body. It is defined as the work needed to accelerate a body of a given mass from rest to its current velocity. It is the energy of motion. An object which has motion whether it is vertical or horizontal motion has kinetic energy. The kinetic energy of an object in this case is given by the relation:-

KE = (1/2) mv2
WhereKE = Energy (in Joules) m = mass (in kilograms) v = velocity (in meters/sec)

1.3- Electrical energy:The electric energy is defined as the work which must be done against the Coulomb force to rearrange charges from infinite separation to this configuration (or the work done by the Coulomb force separating the charges from this configuration to infinity). The electricity is produced by flowing the electron in an conductor. In many applications, electrical energy is used. This is the simplest form of energy which is easy to use. If an electric current passes through a resistor, electric energy is converted to heat; if the current passes through an electric appliance, some of the electric energy will be converted into other forms of energy). The amount of electric energy due to an electric current can be expressed in a number of different ways-

E = UQ = UIt = Pt = U2t / R
Where-

U = The electric potential difference (in volts) Q = The charge (in coulombs) I = The current (in amperes) t = The time for which the current flows (in seconds) P = the power (in watts) R = The electric resistance (in ohms).

1.4- Law of conservation of energy:The law of conservation of energy states that the total amount of energy in any isolated system remains constant but cannot be recreated. In this case, energy can only be exchanged between adjacent regions of space. According to energy conservation law the total inflow of energy into a system must equal the total outflow of energy from the system, plus the change in the energy contained within the system. In thermodynamics, the first law of thermodynamics is a statement of the conservation of energy for thermodynamic systems, It states that Energy can neither be created nor be destroyed. But it can be transformed from one form to another form of energy. The conservation of energy is a fundamental concept of physics along with the conservation of mass and the conservation of momentum. The mathematical form of the first law of thermodynamics can be given by following equation-

Q = dU+ W
WhereQ = the amount of energy added to the system by a heating process, W = the amount of energy lost by the system due to work done by the System on its surroundings, dU = The increase in the internal energy of the system. In this project the energy transform from mechanical to electrical. The mechanical energy is generating from moving vehicle and electricity is produced by dynamo. It will stored in the battery bank and will be used for various purpose such as street lighting, signal control lighting etc.

4. PERFORMANCE OF PGSA
A prototype of a shock absorber for vehicles which can harness and generate electricity back

into the vehicle is made by the team of researchers. The team claims that their prototype increases a vehicle's fuel-efficiency by up to 10 percent by using a "hydraulic system that forces fluid through a turbine attached to a generator."
The system performs best on heavy, off-road vehicles moving quickly over rough terrain. Currently, only 10-16% of a vehicles fuel energy is used to drive the vehicle, i.e. to

overcome the resistance from road friction and air drag. The rest is lost due to braking, vibrational energy dissipation, and other forms of loss.
Prof. Lie Zuo estimated that for a middle-size vehicle, 100W, 400W, and 1600W of average

power is available for harvesting from the regenerative shock absorbers while driving on Class B (good), C (average), and D (poor) highways at 60 mph, which is comparable with car alternators (500-600W). And the energy potential for trucks, rail cars, and off-road vehicles is on the order of 1kW-10kW.
This represents a potential of 2-3% fuel efficiency increase in conventional cars, up to 6% in

military vehicles and up to 8% for hybrid vehicles.

The power regeneration is proportional to the square of the magnetic flux across the coils,

Lie Zuo said.

Fig 4.1 Levant Technologies Electric Shock Absorber

5. APPLICATION OF PGSA
This technology can be applied to any type of vehicle that employs movable suspension technology and uses electricity in some form as its fuel. It is successfully tested on electric vehicles. The system performs best on heavy, off-road vehicles moving quickly over rough terrain, so the company is targeting military applications. It also is sensible that having onboard power generation could be a real advantage in military situations where troops are moving in remote areas without readily available fuel sources. Conserving fuel in those scenarios, especially during combat, could be the difference between life and death. What comes to mind quickly for non-military applications is the commercial trucking industry. While they typically run trucks over roadways, their payloads of tens of thousands of pounds couple even with small, constant movements might generate a fair amount of electricity with shock absorber generators. To improve vehicle handling, the power controller uses information from accelerometers and other sensors to change the resistance from the generators, which stiffens or softens the suspension. For example, if the sensors detect the car starting a turn, the power controller can increase the resistance from the shock absorbers on the outer wheels, improving cornering, The shock absorbers are connected to a power management system that can interface with other sources of power, such as regenerative braking systems, thermoelectric devices that can convert waste heat into electricity.

6. COST FACTOR
The most important factor that comes in our mind is COST. What is the use of new system if it costs more? The new system should be relatively low cost then only it can serve the purpose. The companies has emphasized using off-the-shelf parts, where possible, to keep down costs. Diamond (Owner of Levant Power) notes that active shock absorbers have failed commercially in the past because they were too expensive. What distinguishes the new system is, its relatively low cost and ability to generate electricity. In order to contain costs as much as possible, the shock absorbers are built using mostly components already available on the market. They want, therefore, to avoid repeating the failure experienced time ago by the active suspensions, which were practically discarded because of their costs too high for conventional vehicles. The shock absorbers and control electronics will cost slightly more than conventional shock absorbers, but the recoup time for cost of installation in trucks and services vehicles is 1-2 years, and 3-4 years for typical passenger vehicles. And that is for existing vehicles. Hopefully in the near future they will be in all new cars too.

7. FUTURE OF THIS TECHNOLOGY

In the future, the researchers are planning to increase the energy density and efficiency of the system by further increasing the magnetic field intensity and improving the harvesting electrical circuit. Wireless sensors and actuators will be used in future. For example, if the sensors detect the car starting a turn, the power controller can increase the resistance from the shock absorbers on the outer wheels, improving cornering. There is still room for improvement in the overall design of the regenerative system, and researchers are working on such improvement. Stony Brook University, Tufts University and General motors are developing systems of their own that use no fluids, only electromagnetic resistance. They says one of the biggest challenges in designing such systems is making them small enough to fit into existing vehicles, yet ensuring they are still capable of converting a useful amount of electricity. There is some discussion taking place about the potential of adding their technology to the Humvees replacement, the Joint Light Tactical Vehicle and military vehicles.

ADVANTAGES
Power generation is simply running the vehicle Simple in construction No need fuel input This is a Non-conventional system Battery is used to store the generated power

DISADVANTAGES

Mechanical moving parts is high Initial cost of this arrangement is high. Care should be taken for batteries

APPLICATIONS

All two wheeler vehicle Automobile application

IMAGES

8. CONCLUSION

A larger magnetic field will be necessary if more power needs to be generated. Conversion of energy produced by a vehicle shock absorbers movements into electrical
energy, allows a significant fuel savings.

It is possible to obtain a fuel saving between 1.5 and 6%, depending on the vehicle and on
the driving conditions. Moreover, the researchers say that this system can improve the stability of the vehicle.

Regenerative braking harvests large amount of power in a very short time, in an

intermittent manner, Lie Zuo said. However, the regenerative shock absorbers can harvest the power in a continuous way. On the smooth highway road, the electric shock absorbers can improve the fuel efficiency by 2%, and on bumpy roads up to 10% increase can be expected.

More researchers are going on to extend the tests involving other types of vehicles such as
trucks, buses and other automotive vehicles.

REFERENCES:
[01] Goldner R B, Zerigian P and Hull J R 2001 [A preliminary study of energy recovery in vehicles by using regenerative magnetic shock absorbers ] SAE Paper #2001-01-2071 [02] Oly D. Paz A thesis submitted at Lousiana State University [Design and performance of electromagnetic shock absorber] December 2004 [03] Gupta A, Jendrzejczyk J A, Mulcahy T M and Hull J R 2006 [Design of electromagnetic shock absorbers] Int. J. Mech. Mater. [04]Lei Zuo, Brian Scully, Jurgen Shestani and Yu Zhou [Design and characterization of an electromagnetic energy harvester for vehicle suspensions] [05] www.peswiki.com/electric shock absorbers