Energy Harvesting From A Vehicle Suspension System PDF
Energy Harvesting From A Vehicle Suspension System PDF
Energy Harvesting From A Vehicle Suspension System PDF
discussions, stats, and author profiles for this publication at: http://www.researchgate.net/publication/276075060
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2 AUTHORS:
Xiangdong Xie
Q. Wang
University of Manitoba
University of Manitoba
18 PUBLICATIONS 35 CITATIONS
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Energy
journal homepage: www.elsevier.com/locate/energy
Department of Mechanical Engineering, Khalifa University, PO Box 127788, Abu Dhabi, United Arab Emirates
Department of Mechanical Engineering, University of Manitoba, Winnipeg, Canada
a r t i c l e i n f o
a b s t r a c t
Article history:
Received 2 February 2015
Received in revised form
16 March 2015
Accepted 10 April 2015
Available online 6 May 2015
A dual-mass piezoelectric bar harvester is developed for energy harvesting from ambient vibrations of a
vehicle suspension system subjected to roughness of road surfaces. The harvester is made of a sprung
mass (body mass) and an unsprung mass (wheel mass) connected by a piezoelectric bar transducer
which is equivalently modeled as a suspension spring and a damper in a mathematics model. The dualmass piezoelectric bar harvester is practically designed in a vehicle suspension system on wheels to
generate an electric charge. To describe the energy harvesting process, a mathematics model is developed to calculate the output charge and voltage from the harvester by an iteration method in the
temporal domain. The inuences of some practical considerations, such as the width of the piezoelectric
bar, the speed of vehicles, and the class of the road roughness, on the root mean square of the generated
electric power are discussed. Our results show that a power up to 738 W can be realized for a practical
design of the harvester with a width and height of the piezoelectric bar of 0.015 m and 0.1 m respectively.
This research develops a new design method for efcient and practical energy harvesting from vehicle
vibrations.
2015 Elsevier Ltd. All rights reserved.
Keywords:
Piezoelectric bar harvester
Energy harvesting from vehicle suspension
Gauss white noise
RMS (Root mean square)
1. Introduction
Energy crisis and environmental problems such as oil shortage
and atmospheric pollution have brought challenges for new
development of an energy saving, efcient and environmentally
friendly power transmission system in vehicles. In recent years,
electric vehicles play a major role in attaining sustainability and
reducing air pollution [1]. The current status of EV (electric vehicle)
developments is encouraging. Several countries worldwide have
ambitions to electrify their car eet [2]. In regions such as China, by
this year there should be more than 100 000 PHEV (plug-in hybrid
electric vehicles) just in Beijing and 150 000 000 all over China
according to the Twelfth Five Year Plan [3].
EVs have an advantage over conventional internal combustion
engine automobiles since they do not emit harmful tailpipe pollutants from the onboard source of power [4]. However, there still
remain many challenges and unsolved issues in the development of
EVs. The price of EVs is signicantly higher than traditional vehicles, even after considering government incentives for EVs available
in several countries. The primary reason for high prices is the high
cost of vehicle batteries. The U.S. Department of Energy has set cost
targets for its sponsored battery research of US$300 per kilowatt
hour in 2015 and US$125 per kilowatt hour by 2022 [5]. In addition,
the efciency of EVs is low because they have a short driving range
and a long charging time. Electricity consumption for air conditioning or cabin heating can also shorten the driving range in areas
with hot/cold weather [6].
Due to the unsolved problems, research efforts turn to developments of energy harvesting from the vehicle kinetic energy as
a new driving source to increase the efciency of vehicles and
decrease their costs. In fact, only a small part of energy from the
onboard source of vehicles is used for driving, while most of the
energy dissipating during vibrations and motions [7]. If vibrations
of vehicles can be absorbed and reused fully, the utilization efciency of onboard source could be improved notably. Research efforts on energy recovery from vehicle suspensions, rst as an
auxiliary power source for active suspension control, and later as
energy regenerating devices in their own accord, have been
developed during recent years. A research [8] presented a design
and analysis of an efcient energy harvesting hydraulic electromagnetic shock absorber with least weight penalty on a vehicle.
The conceived shock absorber uses mechanical amplication and
linear generator along with a displacement sensitive uid damper.
386
c2 n2 d233 k22
.
p2 cv f ;
(1)
where n L1/L2 is a ratio of the moment arms of the lever; d33 is the
piezoelectric constant in the polling direction; cv is the electrical
capacity of the piezoelectric bar; f is the rst natural vibration
frequency of the vehicle suspension.
The governing differential equations of the dual-mass piezoelectric bar harvester system in Fig. 1c are expressed below according to Newton second law:
m1 z1 c2 z_2 z_1 k2 z2 z1 k1 z1 qt 0
;
m2 z2 c2 z_2 z_1 k2 z2 z1 0
(2)
_ 2pf0 qt 2pn0
qt
q
Gq n0 vtwt;
(3)
387
Fig. 1. Sketch of the dual-mass piezoelectric bar harvester of a quarter-car. (a) A piezoelectric bar transducer, (b) The Quarter-car model, and (c) The qual-mass piezoelectric energy
harvester.
Table 1
Material properties and dimensions of a dual-mass piezoelectric bar harvester.
Dual-mass piezoelectric energy
harvester
m1(kg)
m2(kg)
a(m)
24
Cv0 (nF)))
350
85 270
60 000 0.015e0.025 0.1
5e9
6.4e-10
0.375 for the piezoelectric patch with the geometry of 0.01, 0.01,
0.0001 m
k1(N/m)
k(N/m)
h(m)
n(L1/L2)
d33(C/N)
Table 2
Road-roughness coefcients Gq(n0) (m3) classied by ISO/TC108/SC2N67.
Road class
Gq(n0)(106)
16
64
256
1024
4096
16 384
65 536
262 144
8
0 2
s311=2
>
>
>
1
k
k
k
k1 k2 k2 2
k k
>
1
2
2
4
@
>
4 1 2 5A
u
>
1
>
>
2
m1
m2
m1
m2
m1 m2
<
0 2
s311=2 ;
>
>
>
>
1 k k2 k2
k1 k2 k2 2
k k
>
>
>
u2 @ 4 1
4 1 2 5A
>
:
2
m1
m2
m1
m2
m1 m2
(4)
Fig. 2. Displacements and RMS of electric power versus ratio of L1/L2 based on a certain Gauss white noise. (a) Gauss white noise with zero mean value, (b) Transverse displacement
of road surface, (c) Relative displacement of sprung mass and unsprung mass, and (d) RMS of electric power versus ratio of L1/L2.
388
Table 3
Dimensions and harvesting capacity of two different vehicle suspension harvesters.
Type of harvester
Dimension
ffg1;2
k2
:
k1 k2 m1 u21;2
(5)
z1
0
c
k k2
z_1
2
1
z2
0 c2
k2
z_2
0 c2
k1 qt
z_1
;
c2 0
z_2
0
m1
0
0
m2
k2
k2
z1
z2
(6)
or simply written as
n o
n o
n o
C Z_ KfZg fPg C 0 Z_ :
M Z
(7)
(8)
RMS of suspension
velocity
Average power
0.25 cm/s
0.29 cm/s
26e33 W
738 W
C C 0 Y_ K Y P C 0 Y_ P ;
M1 Y
1
1
1
1 1
11
1
11
12 2
(9)
C C 0 Y_ K Y P C 0 Y_ P ;
M2 Y
2
2
2
2 2
22
2
22
21 1
(10)
Fig. 3. Displacements and RMS of electric power versus width of the piezoelectric bar based on a certain Gauss white noise. (a) Gauss white noise with zero mean value, (b)
Transverse displacement of road surface, (c) Relative displacement of sprung mass and unsprung mass, and (d) RMS of electric power versus width.
t C C 0 Y_ t K Y t P t C 0 Y_ t
M1 Y
1
1
1
1 1
11
11
12 2
P1 t P1i a1i t;
(11)
t C C 0 Y_ t K Y t P t C 0 Y_ t
M2 Y
2
2
2
2 2
22
22
21 1
Perms
P2 t P2i a2i t;
389
v
u Zt
u
u1
t
Pe t2 dt;
t
(16)
(12)
Where
ti t ti1 ,
ti1 ti Dt,
0 Y_ t ; i 0; 1; 2; / ,
P1i P11 ti C12
a1i P1i1 P1i =Dt,
2 i
0 Y_ t ; i 0; 1; 2; / , a P
P2i P22 ti C21
1 i
2i
2i1 P2i =Dt.
Consequently, we can obtain the displacements, z1, z2 and velocities, z_ 1, z_ 2 at each time point of the unsprung mass and sprung
mass at their respective equilibrium positions. The relative displacements, z21 z2z1, and velocities, z_ 21 z_ 2z_ 1, of the sprung
mass and the unsprung mass can also be obtained. Then the
generated charge, Qg(ti), and voltage, Vg(ti), from the piezoelectric
bar at time ti can be solved by equations below:
(13)
(14)
(15)
where Pe t d233 n2 k22 z21 tz_21 t=Cv is the generated power of the
piezoelectric bar at time t (0 < t < t).
To estimate the RMS of the generated power, the period, t, can
be separated into j time steps with a sufciently short time interval
Dt. As a result, the expression in Eq. (16) can be rewritten in a
discrete form below:
Perms
v
u
j
u
X
Dt
Pe ti 2 Pe ti1 2 :
t
2t Dt i2
(17)
3. Results
In the following simulations, some important factors in designs,
such as the ratio of the moment arms of the lever, the width of the
piezoelectric bar, the velocity of vehicles, and the road roughness
coefcient, that inuence the RMS (root mean square) of the
generated power are investigated for the proposed harvester. The
dimensions and material properties of the energy harvester are
Fig. 4. Displacements and RMS of electric power on a road of class B based on a certain Gauss white noise. (a) Gauss white noise with zero mean value, (b) Transverse displacement
of road surface, (c) Relative displacement of sprung mass and unsprung mass, and (d) RMS of electric power versus speed of vehicle.
390
Fig. 5. Displacements and RMS of electric power on a road of class C based on a certain Gauss white noise. (a) Gauss white noise with zero mean value, (b) Transverse displacement
of road surface, (c) Relative displacement of sprung mass and unsprung mass, and (d) RMS of electric power versus speed of vehicle.
391
Fig. 6. Displacements and RMS of electric power on a road of class D based on a certain Gauss white noise. (a) Gauss white noise with zero mean value, (b) Transverse displacement
of road surface, (c) Relative displacement of sprung mass and unsprung mass, and (d) RMS of electric power versus speed of vehicle.
392
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