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Suspension Performance and Energy Harvesting Property Study of a Novel Railway Vehicle Bogie with The Hydraulic-Electromagnetic Energy-Regenerative Shock Absorber
“…Mi et al. ( 2017 ) studied a hydraulic-electromagnetic mechanism-based train regenerative shock absorber, as shown in Figure 25 . The simulation results demonstrate that the proposed energy harvester can output high power.…”
Section: Energy Harvesting Mechanism For Train-induced Vibrationmentioning
confidence: 99%
“… (D) Prototype. Figure 25 Hydraulic-electromagnetic mechanism-based train regenerative shock absorber ( Mi et al., 2017 ). …”
Section: Energy Harvesting Mechanism For Train-induced Vibrationmentioning
confidence: 99%
“…Electromagnetic and piezoelectric VEH are the two most popular regenerative vibration strategies in railway systems. In addition, triboelectric and hydraulic mechanism-based VEH have been studied by a small number of researchers (Geng et al, 2017;Mi et al, 2017;Nelson et al, 2011). Usually, triboelectric VEHs need to introduce a nanogenerator to convert the micro-vibration of the rail into electricity for monitoring sensors.…”
“…Mi et al. ( 2017 ) studied a hydraulic-electromagnetic mechanism-based train regenerative shock absorber, as shown in Figure 25 . The simulation results demonstrate that the proposed energy harvester can output high power.…”
Section: Energy Harvesting Mechanism For Train-induced Vibrationmentioning
confidence: 99%
“… (D) Prototype. Figure 25 Hydraulic-electromagnetic mechanism-based train regenerative shock absorber ( Mi et al., 2017 ). …”
Section: Energy Harvesting Mechanism For Train-induced Vibrationmentioning
confidence: 99%
“…Electromagnetic and piezoelectric VEH are the two most popular regenerative vibration strategies in railway systems. In addition, triboelectric and hydraulic mechanism-based VEH have been studied by a small number of researchers (Geng et al, 2017;Mi et al, 2017;Nelson et al, 2011). Usually, triboelectric VEHs need to introduce a nanogenerator to convert the micro-vibration of the rail into electricity for monitoring sensors.…”
“…The structure of regenerative energy suspension is different such as making reforms on traditional active suspensions [17] [18] [19] [20]. In this paper, we recover the vibration energy of the vehicle caused by uneven road surface, a liquid-electric energy-sensing damper for vehicles are designed on LMS AMESim.…”
According to the composition and the principle of the liquid-electric energy-sensing damper, the corresponding hydraulic regenerative model is designed. In this paper, an advanced type of shock absorber combined with the mechanical and electromagnetic hydraulic structure has been proposed that recycles the energy dissipated by shock absorber in the driving process. In addition, the damping characteristics of the conventional mechanical vehicle and the advanced hydraulic regenerative mechanical vehicle have been analyzed by using AMESim simulation. The regenerative suspension is reformed from the traditional hydraulic and pneumatic suspension. The suspension absorbs kinetic energy converts it into hydraulic potential and pneumatic power to be stored in the accumulator. The kinetic energy is then converted into electricity instead of heat by using the hydraulic suspension and Power-Generating Shock Absorber (PGSA). The AMESim simulation results have efficiently verified the displacement characteristics curves and flow rate of hydraulic fluid in the body. Finally the conversion of energy produced by advanced hydraulic regenerative mechanical vehicle transferred into electrical energy. The designed hydraulic shock absorber allows a significant fuel saving of 1.5% to 4% depending on the vehicle and driving conditions.
“…[1][2][3] As for the rotary-based electromagnetic PTO systems, the backand-forth linear oscillations are converted to unidirectional rotational motion through transmission systems, motion converters, and rectifiers so as the rotary generator could be driven. [4][5][6][7] Several linear-to-rotary transmissions along with a rotary generator have been proposed including mechanical-based transmissions, such as ball-screw assembly [8][9][10] and rack-pinion assembly, [11][12][13] and the hydraulic-based transmissions. [14][15][16] Characteristically, for example, Galluzzi et al 17 investigated the hydraulic-based PTO regenerative absorbers with and without motion rectifier.…”
As the articulated trucks are mainly used for long distance transportations, the design of the suspension system became a major concern and a research hotspot not only for ride comfort and driving safety but also for energy consumption. Therefore, the objective of this study is to conduct a comprehensive parametrical–based conflict analysis between the ride comfort and road holding together with the potential power of the shock absorbers. The simulation analysis is performed using a 23 degree-of-freedom full truck semi-trailer mathematical model with random road surface model. The bounce and combined excitation modes for the truck model are applied to present the pro and contra of the simplified and realistic analysis. The bounce mode is applied for a road Class C and truck driving speed of 20 m/s, while the combined mode is performed with the same truck-speed but considering a Class C road for the left track and Class D road for the right track considering the time delay between the truck axles. The truck dynamics including the mean potential power, average dynamic tire load and bounce, and pitch and roll accelerations is comprehensively combined in the conflict analysis–based suspension and driving parameters. The obtained simulation results showed that the articulated truck suspension should be designed considering a realistic excitation condition. In contrast to the bounce mode, under the combined road input, the tractor ride quality and road handling performances are improved when a heavily damped suspension is considered. Furthermore, the otherwise dissipated energy through the damping events can reach an overall value between 2 and 4 kW.
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