ENERGY HARVESTING FROM REGENERATIVE SHOCK

ABSORBERS WITH SUPERCAPACITOR CHARGING

A seminar report submitted to the University of Kerala

in partial fulfilment of the requirements for the degree of
Bachelor of Technology
In
Mechanical Engineering

by
BOBY THOMAS
Roll no: 13400044

Department of Mechanical Engineering

College of Engineering, Thiruvananthapuram-16

May 2017

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 DEPARTMENT OF MECHANICAL ENGINEERING
COLLEGE OF ENGINEERING, TRIVANDRUM -16

CERTIFICATE

Certified that this seminar report entitled Energy Harvesting in Regenerative Shock Absorbers
Using Supercapacitor charging is a bonafide record of the seminar presented by BOBY
THOMAS 13400044 on 14 FEBRUARY 2017 under our guidance in partial fulfilment of the
requirement for the award of the Degree of Bachelor of Technology in Mechanical Engineering of
the University of Kerala.

Shafeek M
Assistant Professor

Pradheep A
Assistant Professor

Abhilash R Dr Krishna Kumar K

Assistant Professor Head of the Department
Dept of Mechanical Engineering
College of Engineering Trivandrum

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 ACKNOWLEDGEMENT

It is my proud privilege and duty to acknowledge the kind of help and guidance received from
several people in presentation of the seminar and preparation of this report. It would not have been
possible to prepare this report in this form without their valuable help, cooperation and guidance.
First and foremost Id like to record my sincere gratitude to Prof. Pradheep A, Assistant Professor,
Dept. of Mechanical Engineering CET, for guiding me and for his continuous support and
encouragement.
I sincerely thank Dr. K Krishna Kumar, HOD Department of Mechanical Engineering, CET for
his kind cooperation towards successful completion of the seminar.
I express my sincere gratitude to my seminar coordinators Prof. Abhilash R, Assistant Professor,
Dept. of Mechanical Engineering, CET, Prof. Shafeek M, Assistant Professor, Dept. of
Mechanical Engineering, CET for their valuable assistance and technical guidance for the
successful completion of the seminar.
Last but not the least, I wish to record my sincere thanks to all my friends for their valuable
comments and suggestions for making the work a success

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 ABSTRACT

The energy source of vehicles is changing rapidly and significantly in recent years with
the increase in renewable energy technologies especially in the case of electric vehicles
(EVs). A smart solution has emerged in which the wasted energy in a vehicles shock
absorber is converted to an alternative energy for the cars themselves, and this is called
an energy regenerative shock absorber. Hence we introduce a novel high-efficiency
energy regenerative shock absorber using supercapacitors. This system collects the
wasted suspension power from the moving vehicle by replacing the conventional shock
absorbers as these energies are normally dissipated through friction and heat. The
proposed system consists of four main components: the vibration of the suspension input
module, transmission module, generator module and power storage module. The
suspension vibration induced by the road roughness acts as the system excitation to the
energy regenerative shock absorber. The vibration is then transmitted through the
mechanical transmission module, which changes bidirectional vibration into unidirectional
rotation based on gears and a rack to drive the generator module. The power storage
module stores the regenerative energy of the shock absorber in the supercapacitor,
Higher efficiency up to 54.98% at most and 44.24% on average were achieved in the
simulation and bench tests is proof that the energy regenerative shock absorber is
beneficial and promising in generating energy used for renewable energy applications.

BOBY THOMAS
13400044

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 CONTENTS

1. Introduction................................................................................................................6

2. Suspension system of Automobiles...........................................................7

2.1. Functions of A Vehicle Suspension............................................................8
2.2. Passive Suspension.....................................................................................9
2.3. Semi-active Suspension.............................................................................10
2.4. Active suspension......................................................................................11

3. Energy Losses In A Vehicle.....................................................................................13

4. Regenerative Passive Suspension System................................................................16

4.1 System Design17
4.2 Suspension Vibration module design.........18
4.3 Transmission Mechanism Module.19
4.4 The Generator Module...20
4.5 The Power Storage Module........21

5. Modelling And Analysis......................................................................22

6. Experimental setup.........................................24

7. Experimental Results..................................................................25

8. Conclusions............................................................................27

9. References..............................................................................................................28

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 1. INTRODUCTION

Vehicle suspension system is a mass-spring-damper system that isolates vehicle body frame from
road random disturbance. Springs counter the weight of vehicle body. Dampers, also called shock
absorber, undoubtedly they are the key components to damp the vibration which is transmitted
from ground. More importantly, dampers are design to reduce the sudden effects of road
disturbance such as hitting on a bump to achieve a smooth ride.

In general, dampers are categorized into three classes according to their functionalities which are
passive damper, semi-active damper, and active damper. As a result, the suspension systems are
also divided into passive, semi-active, and active suspension systems.

Conventionally, dampers are designed to dissipate vibration energy into heat via viscous fluids or
dry frictions. Hydraulic passive dampers are common used in vehicle suspension system due to its
simplicity and economic value. Nowadays, as the mechatronics and magnetic materials are well
developed, the suspension systems tend toward to semi-active and active configurations to improve
the vibration migration performance. Instead of dissipating the vibration energy into heat wastes,
electromagnetic damper will transform the energy into electricity and store it for late use. The
stored electricity can be used to tune the damping force of the damper to improve the suspension
performance or to power car electronics to increase vehicle fuel efficiency. This is so called semi-
active suspension and it has advantages over traditional suspension system. Active suspension
system has great performance on vehicle body isolation and riders comfort. However, the payoff
of this great performance is the exclusive usage of energy. Moreover, the performance will not be
achieved when the power is out. Thus, the safety issue is well considered for active suspension
system.

Electromagnetic dampers are designed to harvest vibration energy as a vehicle travels on a road
and at the same time achieve typical damping force. In addition, sensors and micro-controllers can
be applied to calibrate damping force while vehicle experiences different road input such as hitting
on a bump or rolling over a hole. The semi-active performance of electromagnetic damper will
greatly improve riders comfort in all kind of situations.

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 2. SUSPENSION SYSTEM OF AUTOMOBILE

A system which supports a load from above and isolates the occupants of a vehicle from the road
disturbances is called a suspension system. The flexible elements in the suspension system are
springs. These components have an ability of storing the energy applied in the form of loads and
deflections. The spring is able to absorb energy and bend when it is compressed to a shorter length.
It is forced upward and the spring absorbs energy of this upward motion, when a tire meets an
obstruction. On the other hand, this energy is observed by spring for a short time only and the
energy will release by extending back to its original condition by it. When stored energy is released
by spring, it does so with such quickness and momentum that the end of the spring usually extends
too far. Until all of the energy in the spring is released the spring will go through a series of

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oscillations, contractions and extension. The speed of the oscillations will be determined by the
natural frequency of the spring and suspension. The energy that spring released, will be changed
to heat and dissipated partly by friction in the system via damper. Generally Dampers are in the
form of piston working in cylinders which filled with hydraulic fluid. A force which they apply is
proportional to the square of the piston velocity. To restrain undesirable bounce characteristic of
the sprung mass is the function of damper. Furthermore it used to make sure which the wheel
assembly always contact with the road by being excited at its natural vibration frequency. Other
mechanical elements in a suspension system are the wheel assemblies and control geometry of
their movement. Some of these elements are simple links and multi-role members such as
transverse torsion bars used to stabilize the vehicle in corners by restricting roll. A suspension
system comprises many elements that include spring, damper, tires, bushes, locating links and anti-
roll bars are shown in Figure 1.1.

2.1. Functions Of A Vehicle Suspension

A complicated system as it has to fulfill a large number of partly contradictory requirements is

vehicle suspension system. Among the most important requirements that have to fulfill are Ride
comfort, safety, handling, body leveling and noise comfort. The acceleration of the vehicle body
can determine ride comfort. As a disturbance, the passengers experience acceleration forces and
set demands on the load and the vehicle. The task of the suspension system is to isolate these
disturbances from the vehicle body, which the uneven road profile caused It. The wheels ability to
transfer the longitudinal and lateral forces onto the road can determine the safety of the vehicle
during travelling. The necessity of the vehicle suspension system is to keep the wheels as close the
road surface as possible. Wheel vibration must be dampened and the dangerous lifting the wheels
must be avoided. If between the wheels and the road surface, dynamic forces happening are small,
the braking, driving and lateral forces can be transferred to the road in an optimal manner. The
cause for the recognized conflict of aims among comfortable and safety tuning is the requirement
of dampening the tire system. The isolation of the vehicle body from high frequency road
disturbances is a further purpose of the suspension system. In the car, the passengers acoustically
note these disturbances and therefore the noise comfort decrease. The suspension system, while

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there are changes in loading, has to remain the vehicle level as stable as possible therefore for the
wheel movements the complete suspension travel exists. In addition, a good suspension design is
a lower suspension travel; it means that lower suspension working space. In order to fulfill all these
contradict desires confident marginal situation considered. In general, there are three types of the
suspension system. They are: 1) Passive suspension 2) Semi-active suspension 3) Active
suspension

2.1.1. Passive Suspension

The conventional suspension system is passive suspension system. It has two elements one of them
is damper and another is spring. In this passive suspension, the purpose of the dampers is to
dissipate the energy and the spring is to store the energy. Often a spring design function is
expressed in terms of energy storage capacity. In machines, springs are frequently used to store

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kinetic energy from moving components during deceleration and release this energy during
acceleration to reduce peak loads. If a load exerted to the spring, it will compress until the force
produced by the compression is equal to the load force, the spring will oscillate around its original
position for a period of time when the load is troubled by an external force. Dampers can absorb
this oscillation; therefore, it would only jump for a short period of time. For this type of suspension
system damping coefficient and spring stiffness are fixed characteristics therefore this is the main
weakness as parameters for ride comfort and good handling vary with different road surfaces,
vehicle speed and disturbances. The performance of passive suspension system can be improved
by using the semi-active suspension system.

2.1.2. Semi-active Suspension

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The component in the semi-active suspension system is similar with passive suspension system
and where external energy is needed in the system, it uses the same function of the active
suspension system. The differentiation with passive suspension system is that the damping
coefficient can be controlled .The fully active suspension is modified thus the actuator is only
capable of dissipating power rather than supplying it as well. The actuator then becomes a
continuously variable damper which is theoretically capable of tracking force demand signal
independently of instantaneous velocity across it. While having low system cost, light system
weight and low energy consumption this suspension system exhibits high performance.
Disadvantage of semi-active suspension: The high frequency harshness that has been observed in
road tests and reported in analytical studies of semi active suspension is a significant feature that
the performance of semi active suspension is not suitable. To get good body isolation for low
frequency inputs a good semi active system should provide high damping, for good comfort, low
damping in the mid - frequency range , adequate damping to control the wheel hop, especially
under conditions of motion that requires the development of lateral forces and finally increased
damping of structural modes. Semi active suspension that use feedback of modal variables reduces
structural vibrations in comparison to the corresponding systems with rigid body based controllers.

2.1.3. Active Suspension

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As early as 1958, the conception of active suspension system was introduced. The differentiation
compare to conventional suspension is active suspension system able to add energy into vehicle
dynamic system by the use of actuators rather than dissipate energy. Active suspension can use
further degrees of freedom in assigning transfer functions and therefore get better performance.
The active suspension system consists an additional element in the conventional suspension, which
the main component of it, is an actuator that is controlled by a high frequency response servo valve
and which involves a force feedback loop. A control law, which is normally obtained by
application of various forms of optimal control theory, govern the demand force signal, which
typically generated in a microprocessor. In theory, this suspension provides best possible ride and
handling characteristics. By maintaining an around stable tire make contact with force, maintaining
level vehicle geometry and by minimizing vertical accelerations to the vehicle it is done. On the
other hand, due to its complication, cost and power requirements, it has not yet put into mass
production. In analysis of suspension system, there are varieties of performance criterion, which
require becoming optimal. In designing a suspension system there are three performances criterion,
which we should consider carefully; they are body acceleration, suspension travel and wheel

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deflection. By introducing the appropriate controller into the active suspension system, the

performance of the system can be more improved.

3. ENERGY LOSSES IN A VEHICLE

Only about 15 percent of the energy from the fuel you put in your tank gets used to move your
car down the road or run useful accessories, such as air conditioning. The rest of the energy is lost
to engine and driveline inefficiencies and idling. Therefore, the potential to improve fuel efficiency
with advanced technologies is enormous.

Fig 2 Energy losses diagram in a vehicle

3.1. Engine Losses - 62.4 percent

In gasoline-powered vehicles, over 62 percent of the fuel's energy is lost in the internal combustion
engine (ICE). ICE engines are very inefficient at converting the fuel's chemical energy to
mechanical energy, losing energy to engine friction, pumping air into and out of the engine, and
wasted heat.

Advanced engine technologies such as variable valve timing and lift, turbocharging, direct fuel
injection, and cylinder deactivation can be used to reduce these losses.
In addition, diesels are about 30-35 percent more efficient than gasoline engines, and new advances
in diesel technologies and fuels are making these vehicles more attractive.

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 3.2. Idling Losses - 17.2 percent

In urban driving, significant energy is lost to idling at stop lights or in traffic. Technologies such
as integrated starter/generator systems help reduce these losses by automatically turning the engine
off when the vehicle comes to a stop and restarting it instantaneously when the accelerator is
pressed.

3.3. Accessories - 2.2 percent

Air conditioning, power steering, windshield wipers, and other accessories use energy generated
from the engine. Fuel economy improvements of up to 1 percent may be achievable with more
efficient alternator systems and power steering pumps.

3.4. Driveline Losses - 5.6 percent

Energy is lost in the transmission and other parts of the driveline. Technologies, such as automated
manual transmission and continuously variable transmission, are being developed to reduce these
losses. This also includes the losses happening in the suspension of the automobile.

3.5. Aerodynamic Drag - 2.6 percent

A vehicle must expend energy to move air out of the way as it goes down the roadless energy at
lower speeds and progressively more as speed increases. Drag is directly related to the vehicle's
shape. Smoother vehicle shapes have already reduced drag significantly, but further reductions of
20-30 percent are possible.

3.6. Rolling Resistance - 4.2 percent

Rolling resistance is a measure of the force necessary to move the tire forward and is directly
proportional to the weight of the load supported by the tire. A variety of new technologies can be
used to reduce rolling resistance, including improved tire tread and shoulder designs and materials
used in the tire belt and traction surfaces.

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For passenger cars, a 5-7 percent reduction in rolling resistance increases fuel efficiency by 1
percent. However, these improvements must be balanced against traction, durability, and noise.

3.7. Overcoming Inertia; Braking Losses - 5.8 percent

To move forward, a vehicle's drivetrain must provide enough energy to overcome the vehicle's
inertia, which is directly related to its weight. The less a vehicle weighs, the less energy it takes to
move it. Weight can be reduced by using lightweight materials and lighter-weight technologies
(e.g., automated manual transmissions weigh less than conventional automatics.

In addition, any time you use your brakes, energy initially used to overcome inertia is lost.

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 4. REGENERATIVE PASSIVE SUSPENSION SYSTEM

a. System Design

Fig 3 Architecture of Regenerative Shock Absorber with Supercapacitor Charging

The general architecture of our energy regenerative shock absorber using supercapacitors, which
is applied to extend the battery endurance of EVs, as shown in Fig. 1, has four main parts: (1)
suspension vibration input module, (2) transmission module, (3) generator module and (4) power
storage module. Acting as the energy input, the suspension vibration input module is shown in Fig.
4 1. When an EV is driving on a road, the road roughness will induce suspension vibration and
there will be a linear motion between the two cylinders of the regenerative shock absorber.
Therefore, the two cylinders of the energy regenerative shock absorber are defined as the
suspension vibration input module. The function of the transmission mechanism module is to
convert the bidirectional vibration between the two cylinders to unidirectional rotation for the input
shaft of the generator, which greatly improve reliability and increase efficiency. The generator
module will be driven in one direction to generate electricity and to convert the kinetic energy into
electrical energy. The purpose of the power storage module connected to the generator module is
to store the regenerative energy of the shock absorber in the supercapacitor, which is applied to an
EV to improve the cruising mileage.

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 4.1.1 Suspension vibration input module

Fig 4.1 Suspension Vibration Input Module Fig 4.2 Prototype

This paper is devoted to the design of a novel energy regenerative shock absorber used to harvest
the kinetic energy caused by suspension vibration. The shock absorber is installed in a position
between the vehicle frame and the chassis, as shown in Fig. 4.1. The outer cylinder is connected
to the vehicle frame and the inner cylinder is fixed to the chassis. As a result, when suspension
vibration occurs, there will be a linear motion between the two cylinders of the shock absorber.
There are many factors that induce suspension vibration, such as road roughness, acceleration and
deceleration. However, research shows that road roughness is the main source of excitation of
suspension vibration. Road roughness is generally random and can be modelled as a white-noise
velocity input to the tires. In addition, the vehicle speed is also the main factor influencing
suspension vibration, as data recorded. Road roughness causes the vibration and the vehicle speed
largely effects the performance of suspension. Therefore, a conclusion can be drawn that the
suspension velocity highly depends on the road roughness and vehicles speed.

4.1.2 Transmission Mechanism Module

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The transmission mechanism module is the core of the novel energy regenerative shock absorber,
which is the bridge between the suspension vibration input module and the generator module. The

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function of the transmission mechanism module is to convert the up-and-down linear motion
between the two cylinders to a uni-directional rotation for the input shaft of the generator. The
detailed parts of the regenerative shock absorber are shown in Fig. 5. The primary parts are two
pairs of rack-pinions, two overrunning clutches, two bevel gears, two cylinders and a generator.
The transmission mechanism module, which overrunning clutches, two bevel gears and a shaft, as
shown in Fig. 5, can convert the linear oscillation of the two cylinders to unidirectional rotation
for the input shaft of the generator. The racks are fixed in the end of the outer cylinder, and the
assemblies of the pinions, bevel gears, shaft, clutches, bearings and generator are mounted on the
inner cylinder that is enclosed by the outer cylinder. There will be a linear motion between the
outer cylinder and the inner cylinder when the suspension vibration input occurs. As a result, the
racks will move upwards and downwards along with the outer cylinder. In the design, two pinions
are assembled on the shaft without being fixed, whereas the overrunning clutches are embedded
into the pinions. The overrunning clutch is connected with the pinion using a key. Moreover, the
overrunning clutches are fixed to the shaft through a key. In the design, the CSK-PP type
overrunning clutch is used, which mainly consists of the outer race, inner race, wedge, roller,
spring, end cover, etc. Due to the raceway that is placed between the inner ring and outer ring with
eccentric wedges, the clutch can transfer torque in one direction and is overrunning in the opposite
direction. When a linear motion between the outer cylinder and the inner cylinder occurs, both of
the racks will move up and down at the same moment. The racks transmit vertical upward and
downward motions to the two pinions. The rack pinion assembly causes the two pinion gears to
rotate in opposite directions with respect to one another. The pinions are fitted with unidirectional
overrunning clutches. Under the effect of dual-overrunning clutches, one of the pinions will engage
the input shaft and the other pinion will disengage it. Therefore, the shaft will always rotate in one
direction regardless of whether the racks move down or up.

4.1.3 The Generator Module

The generator, which is one of the most important parts of the shock absorber, converts the
suspension vibration energy into electrical energy. To improve the installation of the energy
regenerative shock absorber, the generator should have a small volume and a light weight. To

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improve the energy harvesting efficiency, the rotor inertia of the generator should be low and the
copper loss should be small. Therefore, it is most suitable to select the brushless DC motor as the
energy harvesting generator. Brushless DC motor can be utilized as generator directly

Fig. 6 The Generator Module

4.1.4 The Power Storage Module

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 Fig 7.1 The output power storage circuit

Fig 7.2 Supercapacitor Charging System

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The frequency and amplitude of suspension vibration depends highly on the road roughness and
the vehicles speed. When these condition changes rapidly, the rotating speed of the generator
changes drastically, so that the current generated becomes unstable. A brushless DC motor was
used as the generator in this regenerative shock absorber, and the brushless generator will generate
three- phase alternating current. Therefore, the current produced by the generator is unconscious
and unsteady. This current is neither suitable for electrical loads nor battery charging before the
current rectifier and voltage regulator. To rectify the three phase alternating current into a pulse-
like current, an electrical rectifying circuit was designed, as shown in Fig. 7.1. The super capacitor
could be rapidly charged and had a high power density and is suitable for the rapid storage of a
pulse-like current, so a super capacitor was selected to store the electric energy. The voltage
regulator was built using stabilivolt to achieve better power stability for loads. Fig. 7.2 shows the
circuit board of the proposed circuit.

5. Modelling and analysis

The energy regenerative shock absorber has several parts, such as the generator, planetary gearbox,
bevel gear, and rack pinion. The objective of this session is to investigate the influence of these
components and the parameters on the dynamics of the system. The damper in the shock absorbers
is analysed in this section and is influenced by friction damping between meshing gears and
electromagnetic damping in the motor. Then, a dynamic analysis was also conducted based on the
damper analysis to determine out the properties of the regenerative shock absorbers and the ride
comfort, which is important to consider when determining whether the regenerative shock
absorbers are able to replace the conventional shock absorbers.

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 a. Equivalent Spring Constant

6. EXPERIMENTAL SETUP

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 Fig 8 Experimental Setup
The experimental setup for the bench test of the energy regenerative shock absorber is shown in
Fig. 8. The bench tests were conducted on a Bionix 858 material testing system from Mechanical
Testing and Sensing (MTS), shown as Fig. 8(a). The prototype of regenerative shock absorbers is
manufactured for the test in Fig. 8(b) and (g). A UTD2102CEX-EDU digital oscilloscope from
UNI-T was used to record the voltage signal from the generator. Force and displacement signals
were measured using a displacement sensor and a load cell (integrated in the Bionix 858 MTS
testing system as shown in Fig. 8(c)). Due to the limited height, the greatest amplitude of excitation
tested in the prototype was Fig. 11. Damping coefficients with different external loads. Because
the suspension vibration was over a broad spectrum, which was primarily 110 Hz, we also
investigated the performance at different frequencies from 1 to 2.5 Hz. Therefore, the prototype
was tested with sinusoidal displacement inputs for different amplitudes and frequencies in the
above ranges. Next, three external resistors of Re 3X were connected to the generator, as shown

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in Fig. 8(e). The signal of generated power is recorded in a digital oscilloscope, as shown in Fig.
8(f) and (h).

7. EXPERIMENTAL RESULTS

Figure 9 RMS voltage output versus input frequency for 0 phase coil set (eight coils) at different
shaker excitation voltages.

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Fig 10 Force v/s displacement response at an amplitude of 7.5 mm

Fig 11 Voltage v/s time response t a frequency of 2 Hz and amplitude of 7.5 mm

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 8. CONCLUSIONS

An energy regenerative shock absorber is able to harvest the kinetic energy from the vehicle
suspension vibration. This paper presented the design, modelling, simulation and test of a novel
energy regenerative shock absorber based on dual-overrunning clutches for electrical vehicles. The
shock absorber consists of four main components: the suspension vibration input module, the
transmission module, the generator module and the power storage module. The suspension
vibration input module is used to obtain a relative linear motion, and the function of the
transmission mechanism module is to convert the up-and-down linear motion of the suspension
vibration to a unidirectional rotation for the input shaft of the generator. The generator will be
driven in one direction to generate electricity and convert the kinetic energy into electrical energy.
The power storage module is used to store the power in the supercapacitor and will be used by the
EV to improve the cruising mileage. A prototype shock absorber was manufactured, and its
performance was evaluated on a bench-test subject to sinusoidal displacement. The results
demonstrate that the energy regenerative shock absorber can provide damping for a typical
passenger car. Furthermore, vibration energy can be regenerated with a measured average
mechanical efficiency of 44.24%. An average power of 4.302 W was attained by this prototype
shock absorber at a vibrational input of 2.5 Hz and an amplitude of 7.5 mm. The prototype can
achieve 54.98% efficiency at a frequency of 2.5 Hz and an amplitude of 7.5 mm. In addition, the
energy regenerative shock absorber can provide variable damping coefficients by changing the
external loads, i.e., this novel shock absorber can be applied to different types of vehicles.

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