ABSTRACT

Today’s world is full of modern technologies and automotive industry is one of the
industry that is evolving to modern technology. Hybrid and electric car is under improvement
for a better efficiency. This paper emphasizes the development and analysis of retrofit
electromagnetic energy regenerative suspension system test rig. The test rig will be used for
the testing of the system in the laboratory. The system functions as the harvesting system that
generates power for vehicle usage. Complete design of the test rig is clearly discussed in the
paper including the drafting, analysis and fabrication. It is get that the designed test rig can be
used for the testing which has been assembled with the main component of the real vehicle
suspension system with the regenerative system. The test rig can be useful for validating the
real vehicle test with the laboratory test.
 1. INTRODUCTION

Energy harvesting technology is one of the promising technologies that can be develop and
used in the future vehicle. One of the energy harvesting technology is the energy regenerative
suspension system. The suspension system of a vehicle consists of a spring, damper and linkage that
connect the sprung and un-sprung mass of the vehicle (Zhang et al., 2013). Mechanical control of
vibrations is one of the active areas that has been researched several years in the past with wide range
of applications. External power source is needed for the technology to be applied. Regenerative
harvesting system is one of the technologies that interest the researcher around the world (Sabzehgar
and Moallem, 2011). The most recent research interests are on the energy regenerative from vehicle
suspension system that has been presented in several papers. This is due to the automotive industry
that develops the hybrid and electric vehicle for future usage (Sabzehgar and Moallem, 2012).
Primarily, the suspension system of a vehicle is used to isolate the vibration from the road from going
inside the car cabin. The damper of the suspension produces heat and this energy comes from the
vibration absorbed from the road (Patil and Gawade, 2012). Passive shock absorber is commonly
used on vehicle which functions by using the principle of fluid frictional effects (Abdullah et al.,
2015a & 2015b). It is in fact that the suspension is designed for. The suspension produces vertical
energy that comes from the road irregularities (Hedlund, 2010 & Abdullah et al., 2015c & 2015d).
The suspension consists of spring and damper to maintain the vehicle contact to the ground (Abdullah
et al., 2015a). There are several types of suspension system on vehicle which is passive, semi-active
and active system (Abdullah et al., 2015a). Each type of the suspension system has their own
advantages and disadvantages (Ebrahimi, 2011).The high dissipating energy from the suspension is
wasted and it is believe that the energy can be harvested and use for other purpose. The vehicle speed
and suspension stiffness are another variables that is related to the dissipation energy (Bart et al.,
2011).

1.1.CONVENTIONAL SHOCK ABSORBER

 Fig.1.1.1. conventional suspension system

A device which is designed to dampen shock impulse and dissipate kinetic energy is known
as conventional shock absorber. The dissipated energy is converted into heat energy in presence of
viscous fluids. In hydraulic cylinders the heat is absorbed by hydraulic fluid where as in case of air
cylinders the heated air is released to atmosphere. The shock absorbers help in reduction of rate of
bounce, brake dive, roll or sway and acceleration squat as they are capable of adjusting to different
road conditions. As they are velocity sensitive hydraulic damping devices they can provide more
resistance when suspension is moving as quick rate because speed of the suspension and the number
and size of the holes of the pisto

1.2. CONCEPT OF THE PROJECT

A Regenerative shock absorber consists of a rack and pinion arrangement to convert

irregular vibrations into useful electric energy

1.3. APPROACH TOWARDS THE PROJECT

The first step to be followed to proceed with the project was the design process. We
first of all designed all components for the assembly; performed the project feasibility study.
The study concluded that some of the components were not easily available in the market or
their manufacturing was not that easy. Later on we designed the components for
manufacturing; i.e.; we designed the components that are easily available and easy to
manufacture.

1.4. NEED FOR REGENERATIVE SHOCK ABSORBERS

 Through detailed scientific study it is found that the transportationcounts for 70% of
overall fuel consumption over three quarters of whichis for road vehicles. Vehicles exhaust
causes more air pollution thananything else. Considering only 10-16% of fuel energy is used
to actuallydrive vehicles - to overcome the resistance from road friction and air drag,the
improvement of the fuel efficiency is always an important issue.Recently research also
indicates that vehicle suspensions have substantialinfluence on the fuel efficiency. Through
modeling and road tests, Zuoand Zhang estimated that 100-400 Watts of energy harvesting
potentialexist in the suspension of a typical passenger vehicles traveling at 60 miles per hours
on the good and average roads, and more energy is available forthe trucks or on the rough
roads.When used instead of conventional shock absorbers regenerativesystems would be
capable to increase the overall efficiency of the systemup to 10%.

1.5.WORKING OF SHOCK ABSORBER

For the purpose of keeping the tire firmly on the road conventional shock absorber
dampens the suspension movements due to which a controlled action is achieved. When the
vehicles wheels move in up and down motion energy is contained in spring or torsion bar
which is absorbed by shock absorbers to damp oscillations. Conventional shock absorbers do
not support vehicle weight. They help to reduce dynamic wheel-load variations so wheels
don’t get off the surface but it is not possible on extremely rough roads, as a result more
precise steering and braking are possible in a vehicle. The kinetic energy of

suspension motion is converted by shock absorbers into heat or thermal energy which
is dissipated via hydraulic fluids. There are various applications of shock absorbers like they
play an important role in automobile and motorcycle suspensions, aircraft’s landing gear and
also the supports for many industrial machines. To reduce the susceptibility of structures to
earthquake damage and resonance large shock absorbers have been used in field of structural
engineering. They are also used to prevent railcars from damaging station platforms. 3. Types
of Shock Absorber

1. Air Shock Absorber It consists of an air chamber, an iron piston and a fluid.

2. Damper Shock Absorber It consists of one chamber or two chambers; it should be fluid
field or crammed with air.

It is generally used during the linear motion of a vehicle to absorb the shock.
 Fig.1.5.1. .mono and dual tube suspension system

1.5.1. Mono Tube Shock Absorber

It consists of single tube with two valves. It is mostly employed in larger cars and
filled with oil. When there is compression of the dampener one valve gets opened and
when extension of damper is taking place other valve opens while the first one is closed.
The speed and nature of the bumps experienced while in motion decide the amount of the
fluid to be released. A large quantity of fluid is released if low speed small bumps are
received as larger vents are opened. While small vents are opened and small amount of
oil is released when high speed strong bumps are experienced.

1.5.2. Dual Tube Shock Absorber

It consists of two nested cylindrical tubes. The tube present inside is called as
working tube/pressure tube whereas outside tube is called as reserve tube .A compression
valve or base valve is located at the bottom of the device on the inner side. The whole
arrangement is also called as a "two-tube" shock absorber. Due to the bumps there is
upward and downward motion of piston which leads to movement of fluids between
different chambers through small hole or orifices within the piston and through valve.
And the shock energy is converted to heat energy which is further dissipated

1.6. What is energy regeneration

 Energy recovery includes any technique or method of minimizing the input of energy to
an overall system by the exchange of energy from one sub-system of the overall system with
another. The energy can be in any form in either subsystem, but most energy recovery
systems exchange thermal energy in either sensible or latent form.

In some circumstances the use of an enabling technology, either diurnal thermal energy

storage or seasonal thermal energy storage (STES, which allows heat or cold storage between
opposing seasons), is necessary to make energy recovery practicable. One example is waste
heat from air conditioning machinery stored in a buffer tank to aid in night time heating

A load connected to a motor has kinetic energy while it rotates and has potential energy
while it stays in a high position. Regenerative energy is the energy that returns to an Inverter
when a motor decelerates or a load descends

Power produced by a motor for a generator. The Regenerative Energy is produced by the external
forces or gravity during Servomotor deceleration. In this case, measures for design must be taken to
keep the energy within the energy absorption capacity.

1.7. FEATURES OF REGENERATIVE ENERGY

1.7.1.Energy Efficiency

One of the biggest benefits of regenerative energy is that it contributes to energy

conservation. So far, the braking energy was emitted as heat. In other words, the energy
failed to be efficiently utilized and caused wastage.

So, it is really beneficial to store the energy to make use of it as electricity, which not
only prevents energy wastes but also leads to significant energy savings. That is why
regenerative energy is called "Energy recycling". There are some cases where the ratio of
regenerative braking energy is 30% to 40% or more toward the energy obtained by the
accelerating trains.

Apart from this, when you want to move something, a lot of force is required to start
moving. For instance, when you peddle the bicycle, a lot of power is required to start. In the
same way, while a motor requires the highest power when starting up, it can operate on
relatively low power during the operation.

Therefore, if the power recovered as regenerative energy is allocated to the places that
need it most, we can suppress the peak electricity demand. Such an energy reduction effect
will give huge benefits to companies as well. When you use electricity at home, you don't
have to pay additional electricity bills even if you use a lot of electricity at one time, and you
only have to pay for what you use. On the contrary, concerning factories having corporate
contracts, the basic monthly payment of electricity may vary since the contract demand is
calculated based on peak power consumption

The contract demand shows the highest value of the peak electricity demand for each
month within the past year. The peak electricity demand indicates the monthly highest value
in the average power consumption every 30 minutes. In the case of Tokyo Electric Power
Company, if the maximum power demand is increased by 100kW, you will have to pay more
by over 120,000 yen for the basic monthly charges alone

Thus, regenerative energy can help you to reduce power consumption, which will promote
energy conservation. Besides, it greatly contributes to the reduction of electricity rates
(running cost) in factories.
 2. ENERGY REGENERATIVE SUSPENSION

2.1. INTRODUCTION OF ENERGY REGENERATIVE SUSPENSION

The energy regenerative suspension system is already researched since 1990s and several papers has
been presented. There are many researcher introduced their model of energy regenerative suspension
system with different type of configuration. Tests have been done for various type of configuration
and every type of the regenerative system give out different result. Each configuration has its own
advantages and disadvantages (Zhang et al., 2007). The purpose of the energy regenerative
suspension system is to convert the dissipating energy on the vehicle suspension system to an useful
electrical energy for the vehicle usage (Abdullah et al., 2015c & 2015d). 10% to 20% of vehicle
component uses fuel energy other than the internal combustion engine. There are about 200 W power
that produced by the vehicle suspension dissipation energy that can be used as alternate resource of
energy for electrical component of the vehicle. This is proved that the vertical energy can be
harvested that is useful for hybrid and electric vehicle (Pei, 2010). Energy harvesting of of vehicle is
tated can be as high as 7500 W for a vehicle that has the weight of 2500 lb with a speed of 45 mph
driven on the highway (Abouelnour and Hammad, 2003). Another research stated that average
harvested energy is about 100 W by using the GM impact running on the highway with 16 m/s that
saved about 5% driving power (Goldner, Zerigian and Hull, 2001).

There are several types of energy regenerative suspension system presented in the past few
years. The first regenerative suspension system is patented in 2005 by Golber and Zerigian.
They patented the magnetic shock absorber (Williams et al., 2013). The other type is
patented and presented by several researchers after several years. The other configuration of
the energy regenerative suspension system are hydraulic, electromagnetic, electromechanical,
piezoelectric and others.

2.1.1. Hydrostatic energy-storage type The working principle is to convert the vibration
energy consumed by the suspension system into hydraulic energy, which is stored for the use
of hydraulic energy-consuming components on the suspension system. The hydrostatic
energy-storage type suspension is operated by a hydraulic system. The work of system is
stable, but the energy recovery efficiency is low. Most of the vibration energy is still
dissipated in the form of heat, and the system requires high sealing performance. In addition,
the weight of system and the cost are required.

2.1.2. Electromagnetic coil type The working principle is to replace the traditional shock
absorber with an electromagnetic coil device. It can convert the vibration energy dissipated
by the system into electrical energy and store it in the battery. The electromagnetic coil type
suspension has a simple structure with a low cost. According to the small magnetic pole gap,
it may cause system damage. In addition, the copper loss increases and the efficiency become
low. Therefore, the electromagnetic coil suspension structure is still in the theoretical stage at
present.
2.1.3. Ball screw type The working principle of ball screw shock absorber is to replace the
traditional shock absorber with a ball screw mechanism. When the shock absorber
reciprocates with the road bump, the ball nut moves up and down, driving the screw and the
electric motor in order to generate electricity for reuses. The ball-screw type shock absorber
has high reliability, small size, and high transmission efficiency, but the rotational friction
caused by the positive and negative rotation of the motor will reduce the durability of the
entire system.

2.1.4. Rack-pinion type The working principle is to replace the shock absorber with a motor
and a rack-pinion mechanism. The mechanism maintains engagement under the action of
spring compression and transfers vibration energy to the generator for electrical energy. The
generator also provides damping force through the rack-pinion structure. The rackpinion
suspension mechanism has a good fitting

relationship and high regenerative efficiency. However, when the road surface excitation is
too large, or when the usage time is too long, the rack and pinion will fail to response the
excitation from road.

2.1.5. Linear motor type The permanent magnet and the coil are relatively displaced when
the vehicle vibrates, so that the magnetic induction wire is cut to generate electricity. The
structure converts linear motion mechanical energy into electric energy directly intermediate
conversion and transmission mechanism is not required. The configuration of the linear
motor type energy feeding vibration absorber is relatively simple, but the generator leakage
flux is the key drawback and the electrical performance is also very low, so the power
generation efficiency is generally, and the vibration damper support structure is easy to fail,
and the production cost is high.

2.1.6.Hydraulic electromagnetic type The hydraulic cylinder piston drives the oil to flow
toward the accumulator under the excitation of the external, then the oil is sent to the
hydraulic motor to drive motor rotates, which will drive the generator to generate electricity.
The specified design applies the coupling of the mechanism, liquid and electricity, which is
flexible in arrangement higher recovery efficiency. The accumulator also provides a stable
working state, but there are still some difficulties in the real-vehicle installation and
application for there are many structural elements.
2.2. TYPES OF ENERGY REGENERATIVE SUSPENSION SYSTEM

PIEZOELECTRIC ENERGY REGENERATIVE SUSPENSION SYSTEM has been

introduced by a researcher several years ago. The piezoelectric has the ability to produce
electric depending on the mechanical behavior such as vibration energy. In the paper, the
researcher introduced a buzzer that has a multilayer stack of actuators to produce power. The
result of the test of the piezoelectric system is that the average power generated is about 1.33
mV. The multilayer stack uses smart material with different thickness. The thickness is one
of the variables that effects the power generated by the system. The higher the thickness of
the multilayer stack can produce more power. In the mean time, the piezoelectric has highest
reading on its working frequency which is 100 Hz and above. Meanwhile, land vehicle
working frequency is lower than 10 Hz. The cost is also high for piezoelectric application
(Jamaludin, 2011). The other types of energy regenerative suspension system are the
application of hydraulic. The power generation on the suspension can be harvested by using
the hydraulic system. A model is proposed for the system which the linear motion of the
vehicle is transform into rotational motion by using a twin acting hydraulic cylinder and a
motor. The converted motion functions as the driver of the electrical generator and
converting the kinetic energy to electrical energy. Test is done to the proposed system and
the results are really high as expected. Further improvement need to be done for the system
to be more efficient with higher power generation (Hedlund, 2010).

ELECTROMAGNETIC ENERGY REGENERATIVE SUSPENSION SYSTEM is one of

the other types. The method of the electromagnetic system is that the system is using the
Faraday’s Law of magnetic induction. This system is currently popular among researcher.
This is because of the low cost of the prototyping and for production. The system is simple
that consists of magnet and copper coil to generate power from the vehicle suspension system
(Zhang et al., 2013). The power generation of the electromagnetic system is depends on the
magnetic flux density in the air gap. The system is designed by applying the shock absorber
of a vehicle combining with the magnetic induction principle. The system can generate more
power and efficient energy harvesting (Longxin and Xiaogang, 2012). A further research has
been done and presented where the hydraulic system is combined with the electromagnetic
system. In the presented paper, the researcher stated that the system can harvest the energy
from the vertical vibration of the vehicle suspension system. There are several factors that
effects the performance of the system which are the road excitation frequency, loadresistance
and damping ratio. An experiment has been conducted for the system and get that the energy
regeneration will increases and when the load resistance increased, the power generation will
decreases. The optimal load resistance is robust when the excitation frequency is different.
Other than that, the regeneration of the system is more sensitive to the excitation frequency
other than the damping ratio. The result is that the ideal excitation frequency is depending on
the wheel resonant frequency (Zhigang et al., 2013).
 3. DESIGN OF RETROFIT ELECTROMAGNETIC ENERGY
REGENERATIVE SUSPENSION SYSTEM
4.

In the current studies, a retrofit electromagnetic energy regenerative suspension system

was designed and fabricated (Abdullah et al., 2015c & 2015d). Figure 1 illustrates the
exploded view of the designed system where as Figure-2 shows the system when assembled
with

The concept of the retrofit electromagnetic regenerative suspension system is that the
system does not disturb the current suspension system on the vehicle. This will reduce the
cost on developing a new damper for the present vehicle in the market. The design of the
system was depending on the space of the current vehicle suspension system where the
bigger the space will allowed a bigger system with higher power generation. This current
system was designed based on a choosen vehicle suspension system and can be plug and play
on the vehicle. The design is currently using the computer-aided-drafting (CAD) software.
The CAD software helped on the fabrication. process with detail dimensions (Abdullah et al.,
2014a, 2013a, 2013c). The dimension of the design was taken from one of the vehicle that
available in the market. After the design was completed, the system was then fabricated as
shown in Figure-3. The fabrication process was based on the CAD drawing to get the exact
dimension for the system to avoid any error (Abdullah et al., 2014b, 2013b & 2013d) when
applied to the vehicle suspension system.

The fabricated retrofit system used different materials for each of the component such
the shaft was using the steel and body is teflon. This is to prevent the magnet from stuck to a
mild steel material and cannot move freely by following the movement of the suspension
system of the vehicle. The main component of the system was the copper coil and magnet.
These two components were the core of the system where it will harvest the kinetic energy
and convert it to electrical energy. The principle is simple where reciprocating of the
suspension will energize the system and the magnet with the copper coils will cut the
magnetic induction lines and generates electricity to be stored for the vehicle usage. In
addition, this system does not need any other power resource to operate and save more on the
vehicle fuel energy. The higher magnetic flux will produce more power such as using the
permanent magnet that is already available in the market. The advantages of this system is
supporting more power for vehicle usage without depending on any other system power
source and the current vehicle suspension will be keep in original condition.

Test rig is equipment that is used for testing the performance of mechanical product
or project. A test rig is always been used for testing the damping for vehicle suspension
system. The retrofit electromagnetic suspension system need a test to measure the
performance of the system (Abdullah et al., 2015c & 2015d). So, a test rig was needed for the
system to prove the functions of the system. The test setup must be carefully design to avoid
error when the data.

is taken. The current test rig in the laboratory was for testing the damper in the
suspension system but for the system it will be directly measure by the shaking of the
machine. This will give different result between the testing done on the real vehicle where
the spring and the damper system were not included in the test. A test rig that consists of both
spring and damper were designed to get a better reading by taken in the effect of the vehicle
suspension system component as well as the retrofit electromagnetic regenerative suspension
system.

Dimensioning process The design of the test rig was developed by measuring a real
vehicle suspension system configuration of Perodua Myvi. The dimension and the location of
both spring and damper were measured in actual vehicle to get real vehicle suspension
condition. This test rig used a choosen vehicle damper and spring system applied with the
retrofit regenerative suspension system. So, in the laboratory test rig, additional rig that
consists spring and damper was fabricated. The other purpose is to validate the laboratory
testing with the real vehicle testing data. The first step of the design was to get the actual
configuration of the choosen vehicle. Figure-4 shows the suspension configuration dimension
of the choosen car.

The dimension of the suspension configuration was taken by diassembling the real
vehicle suspension system. The dimension was taken by using the vernier caliper and ruler
for the main components which are the spring and damper position. The angle of the
components was also measured to get actual configuration. Figure-5 shows the actual
position of the regenerative suspension on the vehicle suspension system.
3.1. REGENERATIVE SHOCK ABSORBER

An innovative design of regenerative shock absorbers is proposed in this paper, with the
advantage of significantly improving the energy harvesting efficiency and reducing the
impact forces caused by oscillation. 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. An implementation of motion rectifier

based harvester with high compactness is introduced and prototyped. A dynamic model is
created to analyze the general properties of the motion rectifier by making analogy between
mechanical systems and electrical circuits.

5. COMPONENTS
A Regenerative shock absorber consists of:

1.A rack and pinion arrangement

to convert irregular vibrations intooscillatory motion. The rack and pinion arrangement
drives two bevelgears which convert the bi-directional motion of the pinion
intounidirectional motion of the bevel pinion. The bevel pinion is coupledto the motor shaft
which will then generate electricity.
2.Casing:

It consists of a round and a hollow casing. This casing holds andsupports all the parts in it,
the whole mechanism is mounted in the Casing and provision is given for electrical circuits
to be connected tothe motor.

3.Bevel Gear:

There are two bevel gears used in the mechanism. The larger or driving bevel gear is
mounted directly on the main shaft using dowel pins and plunger attachments. The larger
bevel gear drives the bevel pinion and provides unidirectional motion.
4.Plunger attachments:

These are cylindrical bodies containing springs and provide oscillatorymovement. In our
mechanism the plunger attachments are mountedinside the shaft itself. These plungers
provide support to the dowel pins.

5.Dowel Pins:

Dowel pins are mounted on the axial slots cut on the shaft. These dowel pins rotate and slide
in the slots with the help of plungers. These pinsserve the main purpose of clutching and
overrunning of the bevel gearsmounted on the shaft.
6.Motor:

The motor is coupled with its axis perpendicular to the main shaft.When the bevel pinion
rotates in a unidirectional motion the shaft ofthe motor rotates and this generates voltage on
the other end of thecircuit connected to the motor.

7.Electrical circuit:

The electrical circuit is basically a rectifier circuit which convertsrotational motion into direct
electrical current
APPLICATIONS
Regenerative shock absorber can be used in vehicles which have movable suspension
technology and uses electricity for performing some kind of operation.

 It is successfully tested on electric vehicles. The system performs best on heavy, off-road
vehicles moving quickly over rough terrain, so the companies are targeting military
applications

.  This system can be used in commercial trucking industry as they carry heavy loads and
small amount of movement in shock absorbers may generate useful amount of electricity.

 The power controller in the system gets information from accelerometers and sensors
which is processed to improve vehicle handling by changing resistance of dampers. So,
suspension becomes stiff or soft.

 Regenerative shock absorbers can be used along with other techniques such as regenerative
braking system to improve efficiency by converting waste heat into useful electricity.

ADVANTAGES OF REGENERATIVE SHOCK ABSORBER

 It is highly efficient and energy saving

  It produces less noise during operation
 It has wide range for operation.
 It has low operating cost.
 t is highly reliable due to low failure rate and robust structure.
 The “electricity generating suspension system” has a much higher energy yield than
other known options available in market.

DISADVANTAGES OF REGENERATIVE SHOCK ABSORBER

The main drawback of the system is the cost. It is costlier than other suspension system
available due to the neodymium magnets which are costly to manufacture.
 Complexity of system

 Problem occurred in collecting materials.

 There may be problems like rubbing in (LWV) light weight vehicles during operation.

 As whole system consists electric wiring so there may occur short circuit of system.

 Requires high precision machinery and skilled workers for manufacturing.

 It is very difficult and costly to repair the system in case of failure.

CONCLUSIONS

A considerable amount of natural resources are wasted as vehicle's vibrational energy is

dissipated in form of heat by conventional shock absorber. This wasted energy can be
recycled with the help of power generating shock absorber. The potential in converting
vibration energy into electrical energy through the shock absorber is promising and
rewarding and can make the vehicle more sustainable by consuming less amount of fuel.

Depending upon the vehicle and driving conditions it is possible to obtain fuel saving upto
1.5% to 6%. Moreover, the researchers say that this system can improve the stability of the
vehicle.

.  Power can be harvested in continuous way with the help of regenerative shock absorber.
On the smooth highway road, system can improve the fuel efficiency by 2%, and on bumpy
roads up to 10% increase can be expected.

 Regenerative shock absorbers are low cost and high performance systems that meet the
environmental requirements. They are also reliable and flexible in operation. So, they can be
considered for other power generating application.

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