This document analyzes a regenerative suspension system that recovers wasted energy from vehicle vibrations and road irregularities using electromagnetic induction. The objectives are to determine the maximum voltage recovered from road bumps, braking, and large bumps, and the best conditions for energy recovery. It describes the system concept of recovering energy from vertical suspension movements through coils and magnets. Simulation results show the instantaneous voltage generated from different velocities and road bump displacements. The system aims to conserve normally wasted vibration energy.

1. ANALYSIS OF
REGENERATIVE
SUSPENSION
SYSTEM
DEPARTMENT OF AUTOMOBILE ENGINEERING
Sri Venkateswara College Of Engineering BATCH 13
Raghuviir Narendran
Rohan Shankar
A. Rukesh Babu
Project Guide: Mr. V. Ganesh
Project Review

2. IDEA DEVELOPMENT
 Energy losses
 Evolved from regenerative braking system
 Conserve energy
 Increase overall efficiency

3. PROJECT OBJECTIVES
 Analyse the maximum voltage recovered due to:
 Road irregularities
 Braking
 Vehicle hits a large bump
 Determine the best conditions for energy recovery

4. SYSTEM CONCEPT
 Recover energy from vibrations due to road bumps
and irregularities
 Energy Recovery is achieved by the principle of
Electromagnetic Induction.
 Wasted energy is recovered, utilized in a productive
way.

5. WORKING PRINCIPLE
ELECTROMAGNETIC INDUCTION
 The production of electric current across a
conductor moving through a magnetic field
IN A CLOSED CIRCUIT
Change in
Magnetic Flux
Induction of
Electric Current

6. WORKING PRINCIPLE
Basic principle of ElectromagneticInduction

7. COMPONENTS
1. Permanent Magnet Array
2. Coil Winding Array
3. Conventional Shock absorber
 Guide Cylinder
 Spiral Springs

8. SYSTEM LAYOUT

9. ROAD SURFACE ANALYSIS
 Road surface is assumed of c-level grade
 Mean roughness value: 1-15 cm
 Wavelength of the road waveform: 1-5 m
 Used to determine velocity of vertical movement of
the tyre

10. REGENERATED POWER
 Voltage generated, V
V = Br vmax L
 Maximum Current, I
I = V/R = σ Br vmax A
 Power regenerated by the system, P
P = VI = σ Br
2vmax
2 A L

11. PARAMETERS INVOLVED
 Considering the motion to be harmonic vibration,
z(t) = z0 – (vmax/ω) cos ωt
 Magnetic field intensity is found by a cosine
function,
B = B0 cos(πz/H)

12. VELOCITY OF TYRE MOVEMENT
 Vertical Mean Velocity of the Tyre (vmax),
s = dZ/dX
 The waveform taken for half period is,
Z = sX
 The vertical mean velocity of the tyre is,
vmax = svv

13. INSTANTANEOUS VOLTAGE (V)
 instantaneous voltage of one coil centred at z0 is
V = B0 L cos { π [z0 – (vmax/ω) cos ωt]/H} vmax sinωt

14. SIMULATION FOR V at z0

15. INSTANTANEOUS VOLTAGE
In order to account for practicality, we consider,
 0° phase of the coil,
V = B0 L cos {π [(vmax/ω) cosωt]/b} vmax sinωt
90° phase
V = B0 L sin {π [(vmax/ω) cosωt]/b} vmax sinωt

16. SIMULATION OF 0° PHASE

17. GRAPH FOR 0° PHASE

18. SIMULATION OF VARYING
VELOCITY

19. VARIATION OF VELOCITY

20. SIMULATION FOR ROAD BUMP –
DISPLACEMENT

21. SIMULATION FOR ROAD BUMP –
VOLTAGE CALCULATION

22. SIMULATION OF FRONT
SUSPENSION

23. SIMULATION OF REAR
SUSPENSION

24. TIME vs. VFOR ROAD BUMP
bump
high frequency low frequency

25. PROS & CONS
 Reduced load on alternator
 Improved overall efficiency
 Extra energy can be utilized
 Added weight
 Complex design

26. THANK YOU