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Research Papers

A Methodology for Optimal Design of a Vehicle Suspension System With Energy Regeneration Capability

[+] Author and Article Information
Bo Huang

School of Mechatronic Systems Engineering,
Simon Fraser University,
Surrey, BC V3T 0A3, Canada
e-mail: bha23@sfu.ca

Chen-Yu Hsieh

School of Mechatronic Systems Engineering,
Simon Fraser University,
Surrey, BC V3T 0A3, Canada
e-mail: chenyuh@sfu.ca

Farid Golnaraghi

School of Mechatronic Systems Engineering,
Simon Fraser University,
Surrey, BC V3T 0A3, Canada
e-mail: mfgolnar@sfu.ca

Mehrdad Moallem

School of Mechatronic Systems Engineering,
Simon Fraser University,
Surrey, BC V3T 0A3, Canada
e-mail: mmoallem@sfu.ca

According to the JIS standards (JIS B 1192-1997).

1Corresponding author.

Contributed by the Technical Committee on Vibration and Sound of ASME for publication in the JOURNAL OF VIBRATION AND ACOUSTICS. Manuscript received September 5, 2014; final manuscript received May 11, 2015; published online June 16, 2015. Assoc. Editor: Paul C.-P. Chao.

J. Vib. Acoust 137(5), 051014 (Oct 01, 2015) (11 pages) Paper No: VIB-14-1336; doi: 10.1115/1.4030631 History: Received September 05, 2014; Revised May 11, 2015; Online June 16, 2015

This paper proposes a systematic methodology for predicting and optimizing the performance of an energy regenerative suspension system to efficiently capture the vibratory energy induced by the road irregularities. The method provides a graphical design guideline for the selection of stiffness and damping coefficients aimed at either best ride comfort or maximum energy harvesting. To achieve energy regeneration capability, a low-power electronic circuit capable of providing a variable load resistance is developed and fabricated. The circuit is controlled to provide an adjustable damping coefficient in the real-time. A test-bed is utilized to experimentally verify the proposed techniques. The results indicate that the analytical and simulation results concerning the optimal values for dynamic control and power regeneration match the experimental results.

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References

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Figures

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Fig. 1

1DOF quarter-car suspension model

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Fig. 2

Model of DC machine connected with SMR in electrical domain

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Fig. 3

Flowchart of the optimization procedures

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Fig. 4

Contour curves for functions RMSa¯ and AVGp¯ in terms of (k,c), and optimization points for ride comfort and power generation

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Fig. 5

Local optimization for ride comfort performance versus damping coefficient for various spring constants

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Fig. 6

Local optimization for power generation performance versus damping coefficient for various spring constants

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Fig. 7

Configuration of switch-mode boost rectifier

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Fig. 8

Modeling of variable resistance synthesis

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Fig. 9

Double-band three-level HCC

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Fig. 10

State diagram of DB-HCC

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Fig. 11

Equivalent circuit operating in (a) zero state, (b) positive state, and (c) negative state

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Fig. 12

Experimental test setup for the regenerative suspension system

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Fig. 13

Experimental configuration of the SMR prototype coupled to the regenerative suspension system

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Fig. 14

Frequency response of the experimental system

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Fig. 15

RMS of absolute acceleration transmissibility versus damping coefficient

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Fig. 16

Average of power generation transmissibility versus damping coefficient

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Fig. 17

(a) Motor terminal voltage and current waveforms synthesizing Rload = 10 Ω by sweeping excitation frequencies from 5 to 10 Hz in 50 s with 5 mm excitation amplitude; (b) detailed instantaneous waveform indicating Rload= 10 Ω at vibration frequency ≈ 7.4 Hz; and (c) ≈ 9.7 Hz

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Fig. 18

(a) Time-domain waveform between Vin and it indicating desired resistance swept from Rload= 10 to 400 Ω in 30 s; detailed instantaneous waveform indicating tuning Rload from (b) 10 Ω to 30 Ω, (c) 30 Ω to 50 Ω, (d) 50 Ω to 100 Ω, (e) 100 Ω to 200 Ω, and (f) 200 Ω to 400 Ω

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Fig. 19

Mechanical efficiency of the system with 30 Ω load resistance, for different excitation frequencies

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Fig. 20

Electrical efficiency of the system with 30 Ω load resistance, for different excitation frequencies

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Fig. 21

Power regeneration efficiency of the system

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