block diagram

fyp project flow chart

Work Plan

Month of 8 2012:

Task 1 – Inception and conception of the idea

Task 2 – Formulation of the problem, solution and scope

Task 3 – Complete requirement analysis

Task 4 – Finish the project proposal

Task 5 – Background research and design overviews

Task 6 – Research and contact possible vendors available for future construction

Month of 10 2012:

Task 1 – Reassess the requirements and the solution

Task 2 – Reform the ideas to convert them into concrete components of the bigger                         solution

Task 3 - Obtain all parts and components from vendors

Task 4 – Reform the technical writing in accordance with the projected ides

Task 5 – Start working on building the proposed system  

Month of  01 2013:

Task 1 – Build a working model of device

Task 2 – Test and add final touches to device as it stands - outside of a car

Task 3 – Troubleshoot and finalize any problems once installed

Task 4 – Submit working design and reports along with the presentation 

fyp flowchart

grantt chart

update for component price

Problems Encountered

During the research of the effects of the analysis on the formation of sediment retention, I have problems with the anlysis of the power was producing by absober situation as the example of this type absober have a very complicated anylysis that i can not understand.I have to. However the project is still on schedule and will proceed as how the project was planned

Work to be Completed by Nov 08, 2012

Next, I need to finish the section of strg form. The background - summary of recent research activities in this area.I should Brief explanation of hydraulic or gas shock absorber systems. Indicate the amount of wasted energy released by the absorbers also t some diagrams, charts to show that the energy can be harvested.a litle bit of literiture review.Explain why this research is important.
2. Methodology - Explain the scope of this research. Using some diagrams including the proposed designed absorber and explain how the project will be implemented.
3. Outcomes - shall also include producing prototypes and publication. I will then write the conclusion and management implications for the final paper. The entire project should be completed by the this week of Nov 2012.

generate from magnet

Regenerative shock absorbers(magnetostatice)
The regenerative electromagnetic shock absorber uses an electromagnetic linear generator to convert variable frequency, repetitive intermittent linear displacement motion to useful electrical power. The regenerative electromagnetic shock absorber technology was developed by Tufts University engineering professor emeritus Ronald Goldner and colleague Peter Zerigian within the School of Engineering and received additional support in subsequent years from Argonne National Laboratory. While Goldner and Zerigian have patented the idea, it also appears that an almost identical concept was developed in the same period by David Oxenreiderof Boiling Springs, PA, a design which took out Second Prize in the 2005 Emhart "Create the Future" Design Contest.


How it works
A conventional automotive shock absorber dampens suspension movement to produce a controlled action that keeps the tire firmly on the road. This is done by converting the kinetic energy into heat energy, which is then absorbed by the shock’s oil. The Power-Generating Shock Absorber converts this kinetic energy into electricity instead of heat through the use of a linear electric motor. 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.
The motor is usually a cylindrical 3-phase brushless permanent magnet linear electric motor that is sometimes referred to as a ServoRam. Early ServoRams were developed in the 1990s to replace hydraulic rams in entertainment motion simulators. Bose have also developed an Active Suspension System that uses linear stepper motors to replace standard shocks/springs. Bose claim they have been working on the software (algorithm as they call it) for 24 years (since 1980). The difference between the Bose system and power generating or regenerative shock absorbers is that the later retain standard coil springs to suspend the static load of the vehicle while Bose have deleted springs altogether.
Linear motors as replacement ‘shock absorbers’ are a much cheaper solution with more regenerative potential and have enormous potential in motorsport, where shock absorbers could be constantly variable. An electromagnetic shock absorber could be tuned to respond to virtually any input. With regenerative shock absorbers connected to a microprocessor system with any number of inputs such as on-chip gyro, accelerometer, ride height and steering angle a 4-shock system can actively control a vehicles pitch, roll and yaw.
Since the technology actively uses the weight of a vehicle for energy recovery, it could help speed the expansion of the hybrid and battery electric vehicle market from cars to vehicles of greater size, weight and payloads, such as SUVs, pickup and delivery trucks, mail trucks, school and city buses and other light and medium duty trucks

Design and characterization of an

electromagnetic energy harvester for

vehicle suspensions

Lei Zuo, Brian Scully, Jurgen Shestani and Yu Zhou

Department

During the everyday usage of an automobile, only 10–16% of the fuel energy is used to drive

the car—to overcome the resistance from road friction and air drag. One important loss is the

dissipation of vibration energy by shock absorbers in the vehicle suspension under the

excitation of road irregularity and vehicle acceleration or deceleration. In this paper we design,

characterize and test a retrofit regenerative shock absorber which can efficiently recover the

vibration energy in a compact space. Rare-earth permanent magnets and high permeable

magnetic loops are used to configure a four-phase linear generator with increased efficiency and

reduced weight. The finite element method is used to analyze the magnetic field and guide the

design optimization. A theoretical model is created to analytically characterize the waveforms

and regenerated power of the harvester at various vibration amplitudes, frequencies, equilibrium

positions and design parameters. It was found that the waveform and RMS voltage of the

individual coils will depend on the equilibrium position but the total energy will not.

Experimental studies of a 1:2 scale prototype are conducted and the results agree very well with

the theoretical predictions. Such a regenerative shock absorber will be able to harvest 16–64 W

power at 0.25–0.5 m s−1 RMS suspension velocity.

The normalized waveforms of regenerated voltage of one

coil at 0◦ and 90◦ phases under peak-to-peak vibration amplitudes

2vmax/ω = 0.25H, 0.5H, 1H, 1.5H, where H = 11.35 mm.

In this paper we present the design, optimization, analysis and

experimental results of a retrofit regenerative shock absorber

for vibration energy harvesting from vehicle suspensions.

Theoretical predictions and experimental results agree very

well. A 1:2 scale prototype of a four-phase linear generator

was developed and characterized both experimentally and

analytically. The half-scale prototype was able to harvest 2–

8 W of energy at 0.25–0.5 m s−1 RMS suspension velocity. It

was also found that the frequency of the regenerated voltage

does not necessarily have the same frequency as the excitation.

Instead, the wave shapes of the regenerated voltage will depend

on excitation frequency, amplitude and equilibrium position.

The regenerated power will be the largest at a frequency around

the resonance of the vibration system. Though the voltage

waveform of the individual coil depends on the equilibrium

position, the total power of the four phases does not depend

on it.

Further research is underway to improve the energy

density and efficiency by taking the harvesting electrical circuit

and the harvester output resistance into accoun

A Preliminary Study of Energy Recovery in Vehicles by Using Regenerative Magnetic Shock Absorbers R. B. Goldner and P. Zerigian Tufts Univ., Dept of EECS J. R. Hull Argonne National Laboratory obtaining significant energy savings by using optimized regenerative magnetic shock absorber in vehicles the average vehicle on the average road driving at 45 mph might be able to recover up to 70% of the power that is needed for such a vehicle to travel on a smooth road at 45 mph DISCUSSION OF RESULTS OF ELECTRICAL GENERATOR EXPERIMENT – As seen in Figure 5, the peak voltage was approximately 1.3 volts when the vertical velocity, vz, was approximately 1.1 m/s. This corresponds to a tangential velocity of 2f R = 10 m/s -for a rotation frequency f = 20 Hz, and a wheel radius, R = 80 mm (3.187"), and a "bump" height = 2 mm and width =15 mm. For these dimensions and the geometry of the test setup the "short" bump model best applies (cf. below for a discussion of the short and long bump models). Using equation (2) for the generated voltage,and replacing (Nwdc) by the length of the coil, L = 5.2 m,one predicts that the average radial magnetic flux density,
= Bo, over the volume of the coil should have been approximately 2.3 kG (0.23 T). This is in good agreement with the field map of Figure 3, where one can observe that for the radial distance from the magnet outer surface r 0.5 mm and for the region 1.5 mm on either side of the magnet edge (where Br peaks) the average for Br is between 2 and 2.5 kG. Thus, we argue,these results also validate the eddy current damping model. It should be noted that because the "bump" was actually rounded, rather than having a sharp apex, one expects a relatively rapid (in time), but quite finite, initial rise (and final fall) in the voltage. Such was the case, as seen in Figure 5. In the next section, (where we discuss a road model), the case of a sharp (i.e., triangular) bump is discussed and a very rapid rise (and return) in the voltage is predicted. It is clear that the missing link in our analysis is an accurate road model, which we anticipate rectifying soon with test model regenerative magnetic shock absorbers mounted on an instrumented test vehicle as well as shaker table testing an isolated test model regenerative magnetic shock absorber. However, using road profile data, together with two models [(i) a validated eddy current damping model (Appendix A), and (ii) a (yet to be validated) road model (Appendix B)], we have been able to estimate that the range for the percentage of recoverable power/energy for a 2500 lb vehicle that employs four optimized design regenerative magnetic shock absorbers and whose average speed is 20 meters/s (45 mph) on a typical U.S. highway is likely to be between 20% and 70%. This result indicates that, with regenerative brakes and regenerative magnetic shock absorbers, electric vehicles might have significantly improved “charge-mileage”. Clearly, this would be a desirable result, especially if the shock absorbers could be manufactured economically.

rack and pinion

           A rack and pinion is a pair of gears which convert rotational motion into linear motion. The circular pinion engages teeth on a flat bar - the rack. Rotational motion applied to the pinion will cause the rack to move to the side, up to the limit of its travel. For example, in a rack railway, the rotation of a pinion mounted on a locomotive or a railcar engages a rack between the rails and pulls a train along a steep slope.The rack and pinion arrangement is commonly found in the steering mechanism of cars or other wheeled, steered vehicles. This arrangement provides a lesser mechanical advantage than other mechanisms such as re-circulating ball, but much less backlash and greater feedback, or steering "feel". The use of a variable rack was invented by Arthur E Bishop,so as to improve vehicle response and steering "feel" on-centre, and that has been fitted to many new vehicles, after he created a hot forging process to manufacture the racks, thus eliminating any subsequent need to machine the form of the gear teeth

my design

DESIGN

week 9

                 In week 9 I spent most of my time writing up my project proposal. Our brief was to submit a project proposal containing the following elements:



The project proposal should have the following format:
Title Page
Abstract
Table of Contents
Introduction
Problem Statement
Literature Review
Methodology
Objectives
Benefits/ Contributions
Work Plan
Conclusion
References

               I began writing the document step by step explaining the details of my idea. Having completed the proposal, I then had a better understanding of what I was going to do and what I wanted to achieve with this project, and I can refer back to this propoosal when I get stuck. This is the base I can always return to if I need help.

Introduction

                 The first week of my final year project started on the July 2011. This week was the first in my process to  create a final project in my last year. The main focus of this week was to brainstorm for ideas.As I began  brainstorming, I tried to focus on what type of final output the project would be with e.g. through a film,website, animation etc.In my 3 years with this course so far I found a particular interest in making renewable shock absober .  A regenerative shock absorber is a type of shock absorber that converts parasitic  intermittent linear motion and vibration into useful energy,such  as electricity. Conventional shock absorbers simply dissipate this energy as heat. When used  in  an  electric  vehicle  or   hybrid  electric vehicle  the electricity generated  by the  shock absorber can be diverted  to its  power train  to increase  battery  life.In non-electric vehicles the electricity can be used to power accessories such as airconditioning.Several different  systems have been  developed  recently,  though they are still in stages of development and not installed on production vehicles.The system is controlled by an active mechanical system that optimizes the damping, providing a smoother ride than conventional shocks while generating electricity to recharge the batteries or  operate electrical equipment .I chose this because I am interested in how can the absober can absorb west to convert the electrical for our future user.To make the final project more interesting and technically better, I chose to create an interactive website.

             In week 5, I were assigned supervisors for my projects. My supervisor is sir AHMAD BASRI BIN HJ. ZAINAL and we were then asked to arrange a meeting to discuss our projects and the next steps on the road to developing our ideas. For the meeting I prepared a few topics to bring up to discuss. The topics are as follows:

Research & Resources
Idea & Brainstorming
Design aspects
Development aspects
The next steps I had to take for the project

RSA

Mohamad Salihin Bin Salim

51210111243