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.