Power Generating Shock Absorber

ABSTRACT -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.

I. 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
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

Fossil fuels are being consumed with very fast rate. Also the cost of fuel is increasing with a very
fast rate. So somebody has to work on saving of the fuel consumption Our aim is to demonstrate
how the kinetic energy from the suspension of a car can be utilized to achieve our goal of obtaining
maximum energy that would otherwise have gone waste.

We propose a design plan that converts the mechanical energy in cars to electrical energy much
more efficiently than it has been done before. The electricity generated will then be used to
recharge the car battery for further use for functioning of the car .There is a wide scope for
regeneration of energy like regeneration of breaking systematic. We have decided to work on
utilization of suspending mass of a vehicle through regeneration system with the help of shock
absorber .Shock

Absorbers are having reciprocating motion in it. Although the reciprocating distance is very low the
suspending mass is very high i.e. the mass of total vehicle. When vehicle is on a normal road then
also shock absorbers are working due to uneven roads, sudden breaking or sudden acceleration. So
this reciprocating motion of shock absorbers can be converted into rotary motion and through small
gearbox attached to alternator of automobile, electricity will be generated when shock absorbers
will be reciprocating.
2. Literature Review

The purpose of this literature review is to go through the main topics of interest. The literature
reviews is concerned with design of spur gear, DC generator, design of shaft, selection of bearings
& shock absorber with theoretical and experimental evaluation.

1. , This paper deal with energy-harvesting shock absorber is able to recover the energy
otherwise dissipated in the suspension vibration while simultaneously suppress the vibration
induced by road roughness.It can work as a controllable damper as well as an energy generator. The
key component is a unique motion mechanism, which we called “mechanical motion rectifier
(MMR)”, to convert the oscillatory vibration into unidirectional rotation of the generator.

2. Electromagnetic Shock Absorbers for Energy Harvesting from Vehicle Suspensions”, This
paper discussed about the different type of suspension system. Also the rank and pinion
arrangement in vehicle suspension.

3. “Alternating current and Direct current Generator”This paper discussed about generators that
produce direct current (DC) are called dynamos and the ones
that produce alternating current (AC) are called alternators. The device described in this paper is a
generator capable of supplying an electrical load with the desired type of current: alternating
current or direct

4. “Design and static magnetic analysis of electromagnetic regenerative shock absorber” Electronic
equipment systems are precision system. There are some vibrations and impact in moving vehicles
for road environments. Therefore, shock absorber is significant in protection of electronic
equipment in moving vehicles. In this paper a systematic investigation to design or evaluation of a
shock absorber for protection of electronic equipment system in harsh vibration-impact
environment

The above figure shows the implementation of the project and its working therein. As the vehicle
passes over an uneven road surface, there is relative motion of the individual wheels.

As shown, the linear motion of the wheels causes the suspension to compress and this imparts
motion to the rack which is attached to the wheel assembly. This in turn gives rotational motion to
the pinion as shown in the highlighted area.

The pinion then transfers the rotary motion via a gearbox and pulley to the DC generator. This is
done by using efficient v-belts. The generator generates electricity which is the given to the various
auxiliaries of the vehicle. Theproject assembly thus includes one front wheel, suspension and the
designed units attached to it
SHOCK ABSORBER

A shock absorber is a mechanical device designed to smooth out or damp shock impulse, and convert kinetic energy to
another form of energy (usually thermal energy, which can be easily dissipated). It is a type of dashpot.

A shock absorber is a device which convert mechanical energy into thermal energy. The energy transformation occurs
as the shock absorbers fluid medium is forced through orifice at high velocity.

1.2.3 Rectifier:

A rectifier converts AC to DC, but the DC output is varying. There are several types of rectifiers; here we
use a bridge rectifier. The Bridge rectifier is a circuit, which converts an ac voltage to dc voltage using both
half cycles of the input ac voltage. The Bridge rectifier circuit is shown in the figure. The circuit has four
diodes connected to form a bridge. The ac input voltage is applied to the diagonally opposite ends of the
bridge. The load resistance is connected between the other two ends of the bridge. For the positive half cycle
of the input ac voltage, diodes D1 and D3 conduct, whereas diodes D2 and D4 remain in the OFF state. The
conducting diodes will be in series with the load resistance R Land hence the load current flows through R
L. For the negative half cycle of the input ac voltage, diodes D2 and D4 conduct whereas, D1 and D3 remain
OFF. The conducting diodes D2 and D4 will be in series with the load resistance R Land hence the current
flows through R Lin the same direction as in the previous half cycle. Thus a bi-directional wave is converted
into unidirectional.
BATTERY
Batteries convert chemical energy directly to electrical energy. A battery consists of some
number of voltaic cells. Each cell consists of two half-cells connected in series by a conductive electrolyte
containing anions and cations. One half-cell includes electrolyte and the negative electrode, the electrode to
which anions (negatively charged ions) migrate; the other half-cell includes electrolyte and the positive
electrode to which cations (positively charged ions) migrate. Redox reactions power the battery. Cations are
reduced (electrons are added) at the cathode during charging, while anions are oxidized (electrons are
removed) at the anode during discharge.[10] The electrodes do not touch each other, but are electrically
connected by the electrolyte. Some cells use different electrolytes for each half-cell. A separator allows ions
to flow between half-cells, but prevents mixing of the electrolytes.

Each half-cell has an electromotive force (or emf), determined by its ability to drive electric current from the
interior to the exterior of the cell. The net emf of the cell is the difference between the emfs of its half-
cells.[11] Thus, if the electrodes have emfs and , then the net emfis ; in other words, the net emf is the
difference between the reduction potentials of the half-

reactions.[12]

The electrical driving force or across the terminals of a cell is known as the terminal voltage(difference) and
is measured in volts.[13] The terminal voltage of a cell that is neither chargingnor discharging is called the
open-circuit voltage and equals the emf of the cell. Because of internal resistance,[14] the terminal voltage
of a cell that is discharging is smaller in magnitudethan the open-circuit voltage and the terminal voltage of a
cell that is charging exceeds theopen-circuit voltage.[15]An ideal cell has negligible internal resistance, so it
would maintain a constant terminal voltageof until exhausted, then dropping to zero. If such a cell
maintained 1.5 volts and stored a charge of one coulomb then on complete discharge it would perform 1.5
joules of work.[13] In actual
cells, the internal resistance increases under discharge[14] and the open circuit voltage also decreases under
discharge. If the voltage and resistance are plotted against time, the resulting graphs typically are a curve;
the shape of the curve varies according to the chemistry and internal arrangement employed.

The voltage developed across a cell's terminals depends on the energy release of the chemical
reactions of its electrodes and electrolyte. Alkaline and zinc–carbon cells have different chemistries, but
approximately the same emf of 1.5 volts; likewise NiCd and NiMH cells have different chemistries, but
approximately the same emf of 1.2 volts. The high electrochemical potential changes in the reactions of
lithium compounds give lithium cells emfs of 3 volts or more
Light-emitting diode

A light-emitting diode (LED) is a two-lead semiconductor

light source. It is a p–n junction diode, which emits light
when activated.[5] When a suitable voltage is applied to the
leads, electrons are able to recombine with electron holes
within the device, releasing energy in the form of photons.
This effect is called electroluminescence, and the color of
the light (corresponding to the energy of the photon) is
determined by the energy band gap of the semiconductor.
LEDs are typically small (less than 1 mm2 ) and integrated
optical components may be used to shape the radiation
pattern.[6]

Appearing as practical electronic components in 1962,[7]

the earliest LEDs emitted low-intensity infrared light.
Infrared LEDs are still frequently used as transmitting
elements in remote-control circuits, such as those in remote
controls for a wide variety of consumer electronics. The
first visible-light LEDs were also of low intensity and
limited to red. Modern LEDs are available across the
visible, ultraviolet, and infrared wavelengths, with very
high brightness.

Early LEDs were often used as indicator lamps for

electronic devices, replacing small incandescent bulbs.
They were soon packaged into numeric readouts in the
form of seven-segment displays and were commonly seen
in digital clocks. Recent developments in LEDs permit
them to be used in environmental and task lighting. LEDs
have allowed new displays and sensors to be developed,
while their high switching rates are also used in advanced
communications technology.

LEDs have many advantages over incandescent light

sources including lower energy consumption, longer
lifetime, improved physical robustness, smaller size, and
faster switching. Light-emitting diodes are now used in
applications as diverse as aviation lighting, automotive
headlamps, advertising, general lighting, traffic signals,
camera flashes, and lighted wallpaper. As of 2017, LED
lights home room lighting are as cheap or cheaper than
compact fluorescent lamp sources of comparable output.[8]
They are also significantly more energy efficient and,
arguably, have fewer environmental concerns linked to
their disposal

SPRING
A spring is an elastic object used to store mechanical energy. Springs are usually made out of
spring steel. There are a large number of spring designs; in everyday usage the term often refers to coil
springs.

When a spring is compressed or stretched from its resting position, it exerts an opposing force approximately
proportional to its change in length (this approximation breaks down for larger deflections). The rate or
spring constant of a spring is the change in the force it exerts, divided by the change in deflection of the
spring. That is, it is the gradient of the force versus deflection curve. An extension or compression spring's
rate is expressed in units of force divided by distance, for example lbf/in or N/m. A torsion spring is a spring
that works by twisting; when it is twisted about its axis by an angle, it produces a torque proportional to the
angle. A torsion spring's rate is in units of torque divided by angle, such as N·m/rad or ft·lbf/degree. The
inverse of spring rate is compliance, that is: if a spring has a rate of 10 N/mm, it has a compliance of 0.1
mm/N. The stiffness (or rate) of springs in parallel is additive, as is the compliance of springs in series.

Springs are made from a variety of elastic materials, the most common being spring steel. Small springs can
be wound from pre-hardened stock, while larger ones are made from annealed steel and hardened after
fabrication. Some non-ferrous metals are also used including phosphor bronze and titanium for parts
requiring corrosion resistance and beryllium copper for springs carrying electrical current (because of its low
electrical resistance)
Wahl factor
Kw = .

= 1.1016
1) τ =×KW
³
But C = Dm/d
Dm=C×d
τ= ×KW

d2 = ×KW

= . ×KW

= 6.3 ≈ 6 mm

Wire Diameter = d= 6 mm

Mean diameter =Dm=C.d= 84 mm Outer diameter = D0=Dm+d= 90 mm Inner diameter = Di=Dm-d= 78 mm

Assuming Maximum deflection of the spring is 20 mm

δ= ³

But Dm=C.⁴ d
There for,
δ= ² ²
20 =
N = 13 coils

Number of active coils is 13. Spring is plain grounded N=Nt=13

Solid Length = Nt× d = 78

Total gap= (Nt – 1) × gap between two adjacent coil

= 24 mm

Free Length (Lf) = Solid length + Total gap length + δ= 122 mm

Pitch of Coil =

= 10.16

(Assuming gap between two adjacent coils is 0.5 to 2 mm under the maximum load.)
4.2 Design of Bearing

Axial Load= 945 N (assume acting on the single wheel)

Shaft Diameter= 15 mm

Bearing life for automobile cars= 50 million revolution

The relationship between the dynamic load, load carrying capacity equivalent dynamic load and bearing life is given
by,

L10= (C/P)p

L10= rated bearing life (in million rev) C= dynamic load capacity (N)

p = 3 (ball bearing) C = P (L10)1/3

= 945 * (50)0.3

= 3480.9558 N ≈ 3500 N

From dimensions and static and dynamic load capacities of single-row deep groove ball bearing

For diameter of shaft 15mm and C= 3500 we get the diameter of Bearing is 32mm and C0 = static load capacity = 2500
N

4.3 Design of Gear

Module m = 2

No. of teeth pinion = 14 No of teeth on rack = 38 dp = m×14 =28

Face width of pinion b = 2×m = 20 mm Power = 0.416 Kw

Speed assume np= 1440 rpm For cast iron material

Sut = 410N/mm²

Mt = ×106

= 2760.01 N-mm Lewis form factor is

Y = 0.289 for 14 teeth

Cs = service factor = 2 (for heavy load)

Cv= ³
And v

= 2.11 ≈ 3 Cv = 0.5
Pt = 2Mt/dp
= 2×2760.01/28

= 197.14N

Peff = ∗

= 2×197.14/0.5

= 788.56 N Beam Strength-Sb = mbσby

σb = Sut =

=136.67N/mm²

Sb = 2 × 20 × 136.67 × 0.289
DC GENERATOR
3HELICAL GEAR MOTOR:

A unit which creates mechanical energy from electrical energy and which transmits

mechanical energy through the gearbox at a reduced speed. A gear head and motor combination to

reduce the speed of the motor to obtain the desired speed or torque. Gear motors of all types and

sizes including single / multiphase, universal, servo, induction and synchronous types. DC gear

motors are configured in many types and sizes, including brushless and servo. A DC gear motors

consists of a rotor and a permanent magnetic field stator and an integral gearbox or gear head. The

magnetic field is maintain educing either permanent magnets or electromagnetic windings. DC

motors are most commonly used in variable speed and torque applications. A DC servomotor has

an output shaft that can be positioned by sending a coded signal to the motor. As the input to the

motor changes, the angular position of the output shaft changes as well. Servomotors are generally

small and powerful for their size, and easy to control. Common types of DC servomotors include

brushless or gear motor types. Stepper motors are a class of motors that provide incremental

motion, or steps, in response to pulses of current that alternately change the polarity of the stator

poles; step motors do not require feedback and are sometimes used in "Open Loop," or no-feedback

applications.

Important performance specifications to consider when searching for gear motors include

shaft speed, continuous torque, continuous current, and continuous output power. The terminal

voltage is the design DC motor voltage. The continuous torque is the output torque capability of the

motor under constant running conditions. Continuous current is the maximum rated current that can

be supplied to the motor windings without overheating. Continuous output power is the mechanical

power provided by the motor output.

 Important DC motor specifications to consider include terminal voltage, motor construction

and commutation. The terminal voltage is the design DC motor voltage. Motor construction choices

include permanent magnet, shunt wound, series wound, compound wound, disc armature, and

coreless or slot less. Commutation choices include brush or brushless.

Important gearing specifications to consider for gear motors and gear heads include the

gearing arrangement, gearbox ratio, and gearbox efficiency. Gearing arrangement choices for gear

motors or gear heads include spur, planetary, harmonic, worm, and bevel. Gearbox ratio is the ratio

of input speed to output speed. A ratio greater than one, therefore, indicates speed reduction, while

a ratio less than one indicates speed increase. Efficiency is the percentage of power or torque that is

transferred through the gear box. Losses occur due to factors such as friction and slippage inside

the gearbox.

Feedback choices for gear motors include integral encoder, integral resolver, and integral

tachometer. Other important parameters to consider when specifying gear motors include shaft
orientation or type and number of shafts, design units, motor shape, diameter or width, housing
length, NEMA frame size, enclosure options and special or extreme environment construction.

Common features include multi-speed, reversible, integral driver electronics, integral brake,

integral clutch, and brake and clutch combination.

BASIC PRINCIPLES:

simple energy conversion from mechanical to

electrical.to generate electricity using the vehicle
kinetic energy as inputwe can develope electricity
from speed breakersthey are using 3 different
mechanisms:I.

Roller mechanism
Rack- Pinion mechanism
Crank-shaft mechanism

Roller mechanism
A roller blind mechanism for winding and
unwinding a rollable blind, themechanism
comprising a support element, a drive sprocket
which is rotatably mounted onthe support element
for transmitting rotational movement to a blind
supporting member,and a manually-movable
elongate flexible drive element which includes a
plurality of interlinked tooth-engaging elements,
the drive sprocket including a plurality of
flexibleteeth engagable with the tooth-engaging
elements of the flexible drive element.A roller
blind mechanism as claimed in claim 1, wherein a
radial extent of the teeth of the drive sprocket is
equal to or greater than a maximum dimension of
the tooth-engagingelements of the flexible drive
element.A roller blind mechanism as claimed in
claim 2, wherein the radial extent is equalto or
greater than twice the maximum dimension of the
tooth-engaging elements of theflexible drive
element.A roller blind mechanism as claimed in
claim 1, wherein the teeth of the drivesprocket flex
in a circumferential direction of the sprocket
Rack and Pinion mechanism:

Rack and pinion gears normally change rotary

motion into linear motion, but sometimes we use
them to change linear motion into rotary motion.
They transform a rotary movement (that of the
pinion) into a linear movement
We use them for sliding doors moved by an electric
motor .The rack is attached to the door and the
pinion is attached to the motor. The motor moves
the pinion which moves the rack and the door
moves

CRANKSHAFT MECHANISM:

The crankshaft is a mechanism that transforms

rotary movement into linear movement, or vice
versa
.For example, the motion of the pistons in the
engineer
of a car is linear (they go up and down)
.But the motion of the wheels has to be rotary.
So, engineers put a crankshaft between the engine
and the transmission to the wheels.
The pistons of the engine move the crankshaft and
the movement becomes rotary.
Then the rotary movement goes past the clutch
and the gear box all the way to the wheels

ELECTRICITY GENERATION FROM OF ROLLER

MECHANISM:
Before starting I have one question to you all who
is really very happy with the current situation of
the electricity in India? I suppose no one . so this is
my step to improve the situation of electricity with
a innovative and useful concept is Generating
Electricity from a Speed breaker First of all what is
electricity means to us? Electricity Is the form of
energy. It is the flow of electrical Power .
Electricity is a basic part of nature and it is one of
our most widely used forms of energy. We get
electricity, which is a secondary energy source,
from the conversion of other sources of energy,
like coal, natural gas, oil, nuclear power and other
natural sources, which are called primary sources.
Many cities and towns were built alongside water
falls that turned water wheels to perform work.
Before electricity generation began slightly over
100 years ago, houses were lit with kerosene
lamps, food was cooled in iceboxes, and rooms
were warmed by wood-burning or coal-burning
stoves. Direct current (DC) electricity had been
used in arc lights for outdoor lighting. In the late-
1800s, Nikola Tesla pioneered the generation
,transmission, and use of alternating current (AC)
electricity, which can be transmitted over much
greater distances than direct current. Tesla's
inventions used electricity to bring indoor lighting
to our homes and to power industrial machines.
How is electricity generated? Electricity generation
was first developed in the 1800's using Faradays
dynamo generator. Almost 200 years later we are
still using the same basic principles to generate
electricity, only on a much larger scale.
The rotor(rotating shaft) is directly connected to
the prime mover and rotates as the prime mover
turns. The rotor contains a magnet that, when
turned, produces a moving or rotating magnetic
field. The rotor is surrounded by a stationary
casing called the stator ,which contains the wound
copper coils or windings. When the moving
magnetic field passes by these windings, electricity
is produced in them. By controlling the speed
atwhich the rotor is turned, a steady flow of
electricity is produced in the windings. These
windings are connected to the electricity network
via transmission lines.

Now I m throwing some light on the very

new and innovative concept ieGENERATING
ELECTRICITY FROM A SPEED BREAKER .
Producing electricityfrom a speed breaker is a new
concept that is under going research. The number
of vehicles on road is increasing rapidly and if we
convert some of the kinetic energy of these vehicle
into the rotational motion of roller then we can
produce considerableamount of electricity, this is
the main concept of this project. In this project, a
roller isfitted in between a speed breaker and
some kind of a grip is provided on the
speedbreaker so that when a vehicle passes over
speed breaker it rotates the roller. Thismovement
of roller is used to rotate the shaft of D.C. generator
by the help of chain drivewhich is there to provide
1:5 speed ratio . As the shaft of D.C. generator
rotates, itproduces electricity. This electricity is
stored in a battery.

Then the output of the batteryis used to lighten the

street lamps on the road. Now during daytime we
don?t needelectricity for lightening the street
lamps so we are using a control switch which
ismanually operated .The control switch is
connected by wire to the output of the battery.The
control switch has ON/OFF mechanism which
allows the current to flow whenneeded.One
question that u all are thinking is why I have apply
this on the speed breakerand not on the rough
road or plane road where the kinetic energy of the
vehicle is morethen what I m getting on the speed
breaker I m giving u one example, just think over
it.A car or any heavy vehicle is coming with a
speed of 100 mph on the road andpassing over this
roller which is fitted at the level of the road then
this roller is gainingthe speed nearly somewhere
90 mph (due to losses). So now suppose a cycle is
comingwith a speed of 20 mph and is going to pass
this roller (which is moving at a speed of 90mph)
due to this difference in the speed there will be a
collision that is the main reasonfor using this
concept on the speedbreaker

ELECTRICITY GENERATION FROM OF RACK

AND PINIONMECHANISM:(POWER HUMP):
In the present scenario power becomes major
need for human life. Due today-to-day increase in
population and lessen of the conventional sources,
it becomesnecessary that we must depend on non-
conventional sources for power generation.
Whilemoving, the vehicles posses some kinetic
energy and it is being wasted. This kineticenergy
can be utilized to produce power by using a special
arrangement called “POWER HUMP”.
The Kinetic energy of moving vehicles can be
converted into mechanicalenergy of the shaft
through rack and pinion mechanism. This shaft is
connected to theelectric dynamo and it produces
electrical energy proportional to traffic density.
Thisgenerated power can be regulated by using
zenor diode for continuous supply .All
thismechanism can be housed under the dome like
speed breaker, which is called hump.The
generated power can be used for general purpose
like streetlights, trafficsignals. The electrical
output can be improved by arranging these power
humps in seriesthis generated power can be
amplified and stored by using different electric
devices. Themaintenance cost of hump is almost
nullified. By adopting this arrangement, we
cansatisfy the future demands to some extent.
KEY WORDS:
Non-conventional sources, Kinetic energy, Electro-
mechanical unit, Speedbreaker, magnetic field.
2.2 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.
Figure 2.1 : Mono Tube And Twin Tube Shock Absorber
2.3. 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

Figure 2.2 : Mono Tube Shock Absorber

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

Figure 2.3: Twin Tube 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.

III. 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
batteries. The electricity generated by each PGSA can then be combined with electricity from other power generation
systems and stored in the vehicle’s batteries to increase battery life. In non-electric vehicles the electricity can be used
to power accessories such as air conditioning. Several different systems have been developed recently, though they are
still in stages of development and not installed on production vehicles.

Figure 3.1: Power Generating Shock Absorber

3.2 Description

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 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.
 Figure 3.1 : Example of Power-Generating Shock Absorber

Figure 3.2: Detailed view of suspension (spring + PGSA) model.

Our model of a PGSA (Figure 3.2) uses a modified EMF. The EMF was converted for translational motion and
installed opposite of the traditional application. A power sensor with an integrator measures the energy generated by
the reverse linear motor. The model in Figure 3.2 is the strut-tower setup, so a spring was included to complete the
model.

Figure 3.3: Model of entire car including four tires and entire suspension.

To accurately test our PGSA, we utilize four of the shock absorbers in a model of a traditional four-wheeled car (Figure
3.3). The electrical energy generated is the sum of the output from all four PGSAs. The ride quality in the car is
characterized by the maximum vertical acceleration, taken by an accelerometer. The cost of the PGSA is calculated
outside of Dipole in an Excel Spreadsheet. These objectives were analysed in Model Centre.

3.3 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

3.4 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.

3.5 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
full-wave rectifier and stored in the vehicle’s batteries.

Figure 3.5: Traditional design of a rack-pinion based 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.

IV. 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 know
Invention
.

4.2.Disadvantages

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.

4.3 Application

Linear Motion Electromagnetic System (LMES) technology is already finding its place in ocean power generating
systems. Its introduction into the automotive world is the next logical step. This technology can be applied to any type
of vehicle that employs movable suspension technology and uses electricity in some form as its fuel.

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.