SHOCK ABSORBER POWER GENERATION

A PROJECT REPORT

Submitted by
NAVEEN KUMAR
SUMIT KUMAR
AAKASH SHARMA
PRADEEP SHARMA
In partial fulfilment for the award of the diploma
of
MECHANICAL ENGINEERING
IN
(MAINTENANCE)

Under the supervision of

Mr. AWADHESH KUMAR

IIMT COLLEGE OF POLYTECHNIC GREATER NOIDA(U.P.)

UTTAR PRADESH BOARD OF TECHNICAL EDUCATION
MAY (2019)
 CERTIFICATE

This is certified that this project report “ SHOCK ABSORBER POWER GENERATION”
submitted by -NAVEEN KUMAR ,SUMIT KUMAR, AAKASH
SHARMA,PRADEEP SHARMA who carried out the project work under my supervision . I
approve this project for submission of the diploma in engineering in the department of
mechanical engineering , Faculty of polytechnic, affiliated to BTE,LUCKNOW (U.P).

………………….. …………………..
SIGNATURE SIGNATURE
Mr. ZAKIR HUSSAIN Mr. PREM VERT SINGH
HEAD OF THE DEPARTMENT PROJECT GUIDE
ASST. PROFESSOR
 I

ACKNOWLEDGEMENT

It gives me immense pleasure to express my deepest sense of gratitude and sincere thanks to my highly
respected and esteemed guide Mr. AWADHESH KUMAR (Asst. Professor of mechanical engineering),
IIMT COLLEGE OF POLYTECHNIC GREATER NOIDA , for their valuable guidance,
encouragement and help for completing this work.
Their useful suggestion for this whole work and co-operative behavior are sincerely acknowledgement.

I would like to express my sincere thanks to Mr. UMESH KUMAR ,DIRECTOR , IIMT COLLEGE
OF POLYTECHNIC , GREATER NOIDA for giving me this opportunity to undertake this project .

I also wish to express my gratitude to MR. ZAKIR HUSSAIN , HOD ( Mechanical Engineering)
For his kind hearted support . I am also grateful to my all teachers for their support and guidance .

I also wish to express my indebtedness to my parents as well as family member whose blessing and
support always helped me to face the challenge ahead .

At the end I would like to express my sincere thanks to all my friend and others who helped me directly or
indirectly during this project work .

Place:-GRATER `NOIDA Student Name

Date NAVEEN KUMAR :- E1657034500024

SUMITKUMAR :- E1657034500046
AAKASH SHARMA :- E1657034500001
PRADEEP SHARMA:- E1657034500028
 II

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.
 III

TABLE OF CONTENTS

CHAPTER TITLE PAGE NO.

Certificate I
Acknowledgement II
Abstract III
1 Introduction 1-10
1.1 Shock Absorber
1.2 Vehicle Suspension
1.3 Power Generating Shock Absorber
1.4 Working
2 Principle Of Dynometer 11-16
2.1 Working Of Dynmometer
3 LED 17-19
4 Welding 20-22
5 Try Square 23
6 Transformer 24-30
7 Rack & Pinion 31-33
8 Advantage & Disadvantage 34-35
9 Application & Reference 36-37
10 Conclusion 38
 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 vibration less 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
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

1
 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.

Fig 1.1
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.
 2

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 a selectromagnetic types, the dissipated energy can be stored and
used later. In general terms, shock absorbers help cushion vehicles on uneven roads.

Fig 1.2
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

3
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.

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.

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
bythe reverse linear motor. The model in Figure 3.2 is the strut-tower setup, so a spring was included to complete
the model.

The Power-Generating Shock Absorber (PGSA) converts this kinetic energy into electricity instead of heat through
the use of a Linear Motion Electromagnetic System (LMES). The LMES uses a dense permanent magnet stack
embedded in the main piston, a switchable series of stator coil windings, a rectifier, and an electronic control system
to manage the varying electrical output and dampening load.
4
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 (e.g. regenerative braking) and stored in the vehicle’s batteries. In turn, the electrical
power can be used to recharge batteries or other efficient energy storage devices (e.g., flywheels) rather
than be dissipated 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.
 5

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.

Fig1.3

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.
 6

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 unspring weight up and down.

Fig1.4

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.
 7

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.
 8

Fig 1.5

Power Generating Shock Absorber 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 (LM
 9

Power-Generating Shock Absorber 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.

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.

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.

Fig1.6
Then the electric motor converts the magnetic effect into electricity which is to be stored in battery.

10
 PRINCIPLE OF DYNOMETER

In addition to being used to determine the torque or power characteristics of a machine under test (MUT),
dynamometers are employed in a number of other roles. In standard emissions testing cycles such as those
defined by the US Environmental Protection Agency (US EPA), dynamometers are used to provide
simulated road loading of either the engine (using an engine dynamometer) or full powertrain (using a
chassis dynamometer). In fact, beyond simple power and torque measurements, dynamometers can be
used as part of a testbed for a variety of engine development activities such as the calibration of engine
management controllers, detailed investigations into combustion behavior and tribology.

Fig2.1
In an engine dynamometer, water flow, proportional to the desired applied load, creates resistance to the
engine. A controlled water flow through the inlet manifold is directed at the center of the rotor in each
absorption section. This water is then expelled to the outer dynamometer body by centrifugal force. As it is
directed outward, the water is accelerated into pockets on the stationary stator plates where it is
decelerated. The continual acceleration and deceleration causes the dynamometer to absorb the power
produced by the engine. Through this transfer of energy the water is heated and discharged.
Data Acquisition
11
An integral component of a dynamometer is its data acquisition system. The system is typically comprised
of two units, a Commander and Workstation, connected by an Ethernet cable. The Commander, a desktop
computer operated by Windows-based software, issues commands to the Workstation, a touch-screen
operated unit housed in a rugged industrial enclosure. The Workstation operates the precision load and
throttle control systems, collects the data, and sends it to the Commander to be processed, stored and
analyzed.
The Workstation's success, and therefore the data acquisition system's accuracy, depends on its ability to
correctly measure data in the dynamometer tests. Central to these measurements is the precision of its
pressure transducers, which measure airflow in the intake manifold, oil pressure and other fluid
pressures. The operator is interested in different pressures of fluids so having the capability of bringing in
different pressures while running the engine is very important.

Fig2.2

AccuSense Model ASM

A high performance pressure transducer such as the AccuSense Model ASM is required because of its
ability to measure accurately in rugged conditions. It can withstand mechanical shock and vibration,
thermal shock, corrosion, and other extremes found in harsh testing environments of dynamometers.
Another advantage is its flexibility.
Versatility is typically required in the pressure ranges that customers are sensing. Setra can customize the
Model ASM to meet key specifications because the engine tester often requires uncommon ranges. The
12
AccuSense Model ASM pressure transducer has a large number of standard pressure ranges and can also
customize ranges to accommodate any unique pressures a customer may have. The capacitive design of
the AccuSense Model ASM allows for simple modifications to meet customer specifications with fast
delivery time.
 13

WORKING OF DYNMOMETER
Hello friends, in this post we will see construction and working principle & classification of
dynamometer type wattmeter. We will also see the advantages and disadvantages of dynamometer type
wattmeter.

Construction of Dynamometer Type Wattmeter:

The following figure shows the dynamometer wattmeter for measuring the power. If two coils are
connected such that, current proportional to the load voltage, flows through one coil and current
proportional to the load current, flows through another coil, the meter can be calibrated directly in
watts. This is true because the indication depends upon the product of the two magnetic fields. The
strength of the magnetic fields depends upon the values of the current flowing through the coils.

Fig2.3

Dynamometer type wattmeter

Working of Dynamometer Type Wattmeter:
Let us consider
v=supply voltage
i=load current and
R=resistance of the moving coil circuit
 14

Current through fixed coils, i(f)=I

Current through the moving coil, i(m)=v/R
Deflecting torque,

For a DC circuit, the deflecting torque is thus proportional to the power.

For any circuit with fluctuating torque, the instantaneous torque is proportional to instantaneous power.
In this case, due to the inertia of moving parts, the deflection will be proportional to the average power.
For sinusoidal alternating quantities, the average power is VI COSθ where
V = r.m.s. value of voltage,
I = r.m.s. value of current, and
θ = phase angle between V and I
Hence an electrodynamic instrument, when connected as shown in the figure, indicates the power,
irrespective of the fact it is connected in an AC or DC circuit.
Ranges:
Current circuit: 0.25 A to 100 A with employing current transformers (CTs).
Potential circuit: 5V to 750 V without employing potential transformers (PTs).
Types of Dynamometer Wattmeter:
Dynamometer wattmeters may be divided into two classes:
Suspended-coil torsion instruments.
Pivoted-coil, direct indicating instruments.
 15

Eddy currents are eliminated as far as possible by winding the current coils of standard wire and by
using no metal parts within the region of the magnetic field of the instrument.
The mutual inductance errors are completely eliminated by making zero position of the coil such that
the angle between the planes of moving coil and the fixed coil is 90 degree. i.e. the mutual inductance
between the fixed and moving coil is zero.
The elimination of pivot friction makes possible the construction of extremely sensitive and accurate
electrodynamic instruments of this pattern.
2. Pivoted-coil Direct-indicating Wattmeters:
These instruments are commonly used as a switchboard or portable instruments.
In these instruments, the fixed coil is wound in two halves, which are placed in parallel to another at
such a distance, that uniform field is obtained. The moving coil is wound of such a size and pivoted
centrally so that it does not project outside the field coils at its maximum deflection position.
The springs are pivoted for controlling the movement of the moving coil, which also serves as currents
lead to the moving coil.
The damping is provided by using the damping vane attached to the moving system and moving in a
sector-shaped box.
The reading is indicated directly by the pointer attached to the moving system and moving over the
calibrated scale.
The eddy current errors, within the region of the magnetic field of the instrument, are minimized by the
use of non-metallic parts of high resistivity material.
 16

LED
Symbol of the light emitting diode showing the cathode, anode and the direction of light emitted.
The LED has a long history dating back to 1907 when a British physicist discovered that silicon carbide
crystals could produce light when subjected to electric currents. Rubin Braunstein of the Radio
Corporation of America and Robert Biard and Gary Pittman of Texas Instruments contributed to the
development of the infrared LED. In 1962, a GE scientist, Nick Holonyak developed the first visible light
LED. This LED produced red light. Later George Craford developed the yellow light LED. The humble
LED then cost close to $ 200 for a single LED! Within a few years the cost had fallen to 5 cents. Since
then the cost of the LED has been falling while light output has been going up.

WORKING PRINIPLE OF LED

The P-N junction is the basis of the functioning of the LED. The LED has an anode and a cathode
separated by a crystal of semiconductor material. Addition of impurities to the semiconductor material
produces P-N junctions within the chip. The entire assembly is housed within a plastic cover that can also
double up as a lens to guide the light emitted by the LED.

When a voltage is applied across the electrodes the current flows from the anode (P side) to the cathode (N
side). When an electron meets a hole at the P-N junction it falls in to a lower energy state. The difference
in energy of the two states is called the ‘Band gap’which is a characteristic of the material comprising the
P-N junction.

17
A schematic diagram of a Light Emitting Diode. (Picture credit
http://commons.wikimedia.org/wiki/File:LED_Device.jpg)

Fig3.1

18
 Fig3.2

WHAT IS WELDING
Welding is the process by which two pieces of metal can be joined together. The process of welding
doesn't merely bond the two pieces together as in brazing and soldering, but, through the use of extreme
heat and sometimes the addition of other metals or gases, causes the metalic structures of the two pieces to
join together and become one. There are a number of different welding methods, including spot welding,
metal inert gas (MIG), and tungsten inert gas, which are forms of gas metal arc welding, arc welding, and
gas welding, to name a few. Welding can even be done underwater

19
 What is Arc Welding

The process of joining metal to metal with the help of an electric arc is called arc welding.

In the arc welding, the arc is used to create intense heat and this heat is used to join the metals together. the
arc is brought in between two metal pieces and due to the heat generated, the metals melt and when it
cools a strong welded joint is formed.

Types of arc welding

The various types of arc welding are:

1. Shielded Metal Arc Welding (SMAW)

2. Gas Metal Arc Welding (GMAW) or (MIG)
3. Flux-Cored Arc Welding (FCAW)
4. Submerged Arc Welding (SAW)
5. Gas Tungusten Arc Welding (GTAW) or (TIG)
6. Plasma Arc welding (PAW)
7. Atomic Hydrogen Welding (AHW)
8. Carbon Arc Welding (CAW)
9. Electroslag Welding (ESW)
10. Electrogas Welding (EGW)
11. Stud Arc Welding

20
 CONSUMABLE ROD

The next series of articles will cover welding electrodes and filler metals, beginning with a brief look at
the requirements for a flux. Whether a flux is in an electrode coating or is in granular form, as in a
submerged arc flux, the requirements are the same.

Fig4.1

21
The flux must be capable of providing a protective shield to prevent atmospheric contamination of the
electrode tip, the filler metal as it is transferred across the arc and the molten weld pool. Generally, it
does this by decomposing in the heat of the arc to form a protective gaseous shield.
It must be capable of removing any oxide film (failure to do so will result in lack of fusion defects and
oxide entrapment). It does this by reacting chemically with the oxide.
It should improve mechanical properties by providing clean, high quality weld metal and perhaps by
transferring alloying elements across the arc.
It must be capable of providing the desired weld metal composition, again by transferring alloying
elements across the arc.
It should aid arc striking and arc stability.
It should produce a slag that will shape the molten pool and hold the pool in place during positional
welding if required.
Any slag should be readily removable and preferably self-detaching.
It should not produce large amounts of fume and any that it does should not be harmful to the welder.

22
 TRY SQUARE
A try square is special purpose square in wood- and metalworking used to mark or measure material. The
name ‘try square’ comes from the concepts of ‘trying a surface’ (to check a surface’s straightness or
correspondence to an adjacent surface) and ‘square’ (a 90°, or right, angle).Try squares generally consist of
two parts. The ‘blade’ is the longer portion, usually made of metal. The ‘handle’ (or ‘stock’) is usually
made of wood, plastic or metal. Try Squares from Johnson Level feature blades with hash marks for
measuring short
distances

Fig5.1

How to Use a Try Square

Place the try square blade across the material you want to test or mark. The thicker part of the handle
should extend over the edge of the surface, allowing the blade to lie flat across the surface.
Hold the handle against the edge of the material. The blade is now positioned at a 90° angle compared to
the edge.
Find where you want to mark the material by adjusting the blade. Using the blade’s edge, draw a line
across the material. To check the board’s square, align the blade with the end of the material. Make sure
the corner of the material lines up with the corner of the try square. If there’s a gap between the try square
and the material, the material isn’t square
23
 Welding transformer working principle

A welding transformer is a step down transformer that has thin primary winding with a large number of
turns and its secondary has more area of cross-section and less number of turns ensuring less voltage and
very high current in the secondary. The welding transformer reduces the voltage from the source voltage to
a lower voltage that is suitable for welding. Usually between 15 and 45 volts. The secondary current is quit
high and it may be typically 200A to 600A, but it could be much higher. The secondary may have several
taps for adjusting the secondary voltage to control the welding current. The taps are typically connected to
a several high-current plug receptacles or to a high-current switch. One end of the secondary is connected
to the welding electrode, whereas the other end of the secondary is connected to the welding electrode,
whereas the other end is connected to the pieces to be welded .If any high current flows, heat is produced
due to the contact resistance between the electrode and the pieces to be welded. The generated heat melts a
trip of the electrode and the gap between the two pieces is filled. Figger shows a simple welding
transformer.
The impedance of welding transformer may be higher than that of the impedance of a general purpose
transformer. The impedance of welding transformer may play a role in the process of establishing an arc
and controlling the current. Large welding transformers are most likely to be designed for three phase
input. There are many smaller transformers that are designed for single phase input.
 24

Principle of Working of a Transformer

An electrical transformer works on the principle of Mutual Induction, which states that a uniform change
in current in a coil will induce an E.M.F in the other coil which is inductively coupled to the first coil.

In its basic form, a transformer consists of two coils with high mutual inductance that are electrically
separated but have common magnetic circuit. The following image shows the basic construction of a
Transformer.

Fig6.1
 25

How Transformer Works?

The first set of the coil, which is called as the Primary Coil or Primary Winding, is connected to an
alternating voltage source called Primary Voltage.The other coil, which is called as Secondary Coil or
Secondary Winding, is connected to the load and the load draws the resulting alternating voltage (stepped
up or stepped down voltage).

The alternating voltage at the input excites the Primary Winding, an alternating current circulates the
winding. The alternating current will result in an alternating magnetic flux, which passes through the iron
magnetic core and completes its path.

Since the secondary winding is also linked to the alternating magnetic flux, according to Faraday’s Law,
an E.M.F is induced in the secondary winding. The strength of the voltage at the secondary winding is
dependent on the number of windings through which the flux gets passed through.

Thus, without making an electrical contact, the alternating voltage in the primary winding is transferred to
the secondary winding.

NOTE: Depending on the construction of the transformer, the voltage at the secondary of the
transformer may be equal, higher or lower than that at the primary of the transformer but the time period
of the voltage i.e. its frequency will not change.
 26

Relation Between Voltage and Turns

Let N be the number of turns of the coil in the Primary Winding and N be the number of turns of the coil
P S

in the Secondary Winding.

If the alternating voltage at the primary side of the transformer is V and the alternating voltage at the
P

secondary side of the transformer is V , then the relation between the voltages at primary and secondary
S

and number of turns of the coil in primary and secondary is given as follows.

V /V = N /N
P S P S

Step Down Transformer

A Step down Transformer is a type of transformer, which converts a high voltage at the primary side to a
low voltage at the secondary side.
If we speak in terms of the coil windings, the primary winding of a Step down Transformer has more turns
than the secondary winding. The following image shows a typical step down transformer.

Fig6.2

27

Example of Step Down Transformer

For example, consider the following situation. The number of turns in the primary winding of a
transformer is 3000 and that in the secondary winding is 150. If the alternating voltage at the primary of
the transformer is 240V, then the voltage at the secondary of the transformer can be calculated using the
following equation.

V /V = N /N
P S P S

Here, N is primary winding turns = 30000

P

N is secondary winding turns = 150

S
V is voltage at the primary winding of the transformer = 240V
P

V is the voltage at the secondary of the transformer =?

S

Using the above equation, V = (V * N )/N = 240*150/3000 = 12V

S P S P

Hence, the voltage at the secondary winding of the transformer is 12V, which is less than that at the
primary. Therefore, the transformer in this subject is a Step down Transformer.

Read this intereseting post on TYPES OF TRANSFORMERS

28

Power in Step down Transformer

The power in a transformer is measured using the product of voltage and current. The power in a
transformer is rated in Volt – Amps VA (or Kilo Volt – Amps kVA for larger transformers).

Ideally, the power in any transformer is constant i.e. the power available at the secondary of the
transformer is same as the power at the primary of the transformer.

This is even applicable to a step down transformer. But, since the voltage at the secondary of a step down
transformer is lesser than that at the primary, the current at the secondary will be increased in order to
balance the total power in the transformer.
 Current and Voltage Relation in Step Down Transformer

We will now see how this works. Let V be the voltage at the primary, I be the current at the primary and
P P

P be the power at the primary side of the transformer.

P

We know that the power can be calculated by simply multiplying the voltage and current. Hence, the
power at the primary side of the transformer is given by

P =V *I
P P P

Similarly, let V be the voltage at the secondary, I be the current at the secondary and P be the power at
S S S

the secondary side of the transformer.

The power at the secondary of the transformer is given by

29

P =V *I
S S S

Since, the power in a transformer is constant, P = P .

P S

Which means, V * I = V * I
P P S S

As V is less than V in a step down

S P

transformer, I has to be more than I . Hence, the output voltage in a step down transformer is less than that
S P

of the primary voltage and the output current is more than the input current.
From the above analysis, we can define a Step down transformer as a device which converts a High
Voltage and Low Current alternating source to a Low Voltage and High Current alternating supply.

NOTE: The above power calculation is for an ideal transformer where there are no loses. Practically, there
will loses in the form of iron losses and copper losses that should be taken in to consideration (even though
the losses are small).

30

Futucher Modyfication in Rack and Pinion

Low rack gain and high reduction gear ratio in the case of Rack and Pinion Steering (RPS) gear of an
automobile puts a limit on pinion diameter. The tooth strength for small diameter pinion is achieved by
reducing the number of teeth. Undercutting is avoided by resorting to a pinion profile shift. The profile
shift has effect on frictional characteristics of the steering gear. Considerable higher tooth load makes it
important to consider the friction variation. This variation in friction is responsible for variation in steering
effort. In order to reduce the undesirable torque variation, contribution of pinion profile modification to the
variation in torque is analyzed by taking into account the friction variation and sliding velocities.
 Working of rack and pinion

Rack-and-pinion steering is quickly becoming the most common type of steering on cars, small trucks
and SUVs. It is actually a pretty simple mechanism. A rack-and-pinion gearset is enclosed in a metal tube,
with each end of the rack protruding from the tube. A rod, called a tie rod, connects to each end of the
rack.
The pinion gear is attached to the steering shaft. When you turn the steering wheel, the gear spins,
moving the rack. The tie rod at each end of the rack connects to the steering arm on the spindle (see
diagram above).
The rack-and-pinion gearset does two things:
It converts the rotational motion of the steering wheel into the linear motion needed to turn the wheels.

31
It provides a gear reduction, making it easier to turn the wheels.

Fig7.1
On most cars, it takes three to four complete revolutions of the steering wheel to make the wheels turn
from lock to lock (from far left to far right).
The steering ratio is the ratio of how far you turn the steering wheel to how far the wheels turn. For
instance, if one complete revolution (360 degrees) of the steering wheel results in the wheels of the car
turning 20 degrees, then the steering ratio is 360 divided by 20, or 18:1. A higher ratio means that you have
to turn the steering wheel more to get the wheels to turn a given distance. However, less effort is required
because of the higher gear ratio.
Generally, lighter, sportier cars have lower steering ratios than larger cars and trucks. The lower ratio gives
the steering a quicker response -- you don't have to turn the steering wheel as much to get the wheels to
turn a given distance -- which is a desirable trait in sports cars. These smaller cars are light enough that
even with the lower ratio, the effort required to turn the steering wheel is not excessive.
Some cars have variable-ratio steering, which uses a rack-and-pinion gearset that has a different tooth
pitch (number of teeth per inch) in the center than it has on the outside. This makes the car respond quickly
when starting a turn (the rack is near the center), and also reduces effort near the wheel's turning limits.
Power Rack-and-pinion
When the rack-and-pinion is in a power-steering system, the rack has a slightly different design.
 32

Fig7.2
Part of the rack contains a cylinder with a piston in the middle. The piston is connected to the rack. There
are two fluid ports, one on either side of the piston. Supplying higher-pressure fluid to one side of the
piston forces the piston to move, which in turn moves the rack, providing the power assist.
We'll check out the components that provide the high-pressure fluid, as well as decide which side of the
rack to supply it to, later in the article. First, let's take a look at another type of steering.
 33

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 known invention.
 34

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.

 35

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 displacement of the rear shock absorber was recorded by a laser displacement sensor from Micro-
Epsilon with a sampling rate of 1000 points/s. The output voltage is recorded with a digital signal analyzer
HP 35670A.
The road tests were conducted on the campus road of Stony Brook University, Stony Brook, NY, at
different speeds, including 30 and 20 mi/h (or 48 and 32 km/h).

The results from the road tests are encouraging, although the harvesting efficiency in road tests cannot be
drawn from these values since the suspension vibration highly depends on the road conditions.
 36

REFERENCES

 Kirpal Singh, Automobile Engineering Volume 1, Suspention , page no. 168

 Horst Bauer (ed)., Automotive Handbook 4th Edition, robert Bosch GmbH 1996, ISBN 0-8376-0333-
1page 584
 Carley, Larry (February 2008), "Monotube shocks-- don't absorb shocks, but...", Brake and front end
magazine, retrieved 1 January 2014
4. Setright, L. J. K. "Dampers: Smoothing Out the Bumps", in Northey, Tom, ed.
World of Automobiles (London: Orbis, 1974), Volume 5.
 Steve Karamihas, University of Michigan Transportation Research Institute, University of Michigan,
private communication (stevemk@umich.edu).
6. Estimated from General Motors Impact (electrical vehicle) specifications; and from Hugh C.Wolfe,
senior editor, “Efficient Use of Energy”, Chap. 4, AIP Conference Proceedings No.25, American 7.
Institute of Physics, NY (1975).
 37

CONCLUSION

Conventionally, the vibration energy of vehicle suspension is dissipated as heat by shock absorber, which
wastes a considerable number of resources
.
Power Generating Shock Absorber brings hope for recycling the wasted energy. All types of Power
Generating Shock Absorber, especially electromagnetic suspension, and their properties are reviewed in
this seminar.

From the perspective of comprehensive performance including vibration control ability, regenerative
efficiency and application reliability, the configuration of hydraulic transmission and self-powered MR
damper shows the best attraction.

With improvement of technology, Power Generating Shock Absorber may become one of promising trends
of vehicle industry.
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