ELECTROMAGNETIC SHOCK ABSORBERS

Dr. Abhijit Gupta

Northern Illinois University
Mechanical Engineering Department
DeKalb, IL 60115

ABSTRACT
Automobiles and trucks have shock absorbers to damp out
the vibration experienced due to roughness of the roads.
However, energy in conventional shock absorbers gets
dissipated as heat and not used in any way. Regenerative
electromagnetic shock absorbers provide means for
recovering the energy dissipated in shock absorbers.
Electromagnetic shock absorbers for potential use in
vehicles are fabricated and tested for their performance.
NOMENCLATURE
Bi = Magnetic flux in tesla
f
= Frequency in Hz
F = Force in N
h = Height of pole ring in mm
I
= Current in amp
K = Constant (nhBi) in volt-s/m
L = Length in mm
n = Number of turns / mm
P = Power generated in watts
Rc = Total resistance of coils in ohms
Rl = Resistance of external load in ohms
v
= Velocity in m/s
V = Voltage in volt
INTRODUCTION
Goldner et. al [1] proposed electromagnetic shock absorbers
to transform the energy dissipated in shock absorbers into
electrical power. Gupta [2] has studied the available energy
from shock absorbers as cars and trucks are driven over
various types of roads. Graves et. al [3] studied
electromagnetic regenerative damping. They mention that
energy regeneration is small and may be relevant only for
electric vehicles. They also propose ways to amplify the
motion of the shock in order to increase recoverable energy
which on the other hand may have a negative effect on
vehicle dynamics. Another interesting observation made by
them is that device output voltage must be large enough to
overcome the barrier potential of the storage device.

Dr. T. M. Mulcahy and

Dr. J. R. Hull
Argonne National Laboratory
Energy Technology Division
Argonne, IL 60439

Suda and Shiba [4] studied a hybrid suspension system

where active control is adopted at low frequency and passive
control by energy regenerative damper is adopted at high
frequency.
Fodor and Redfield [5] tried to design a regenerative
damper. However, they came across the design limitation of
amplifying mechanical devices input force which is
necessary because available energy is low and a threshold
for energy storage exists.
Karnopp [6] studied the electromagnetics involved in
designing permanent magnet linear motors used as variable
mechanical dampers.
However, until now no practical electromagnetic shock
absorbers have been designed for automotive or truck
usage.
EM SHOCK
An EM Shock has been fabricated. The shock consists of
three assemblies: the permanent magnet assembly, the coil
assembly, and the case assembly. Voltage is induced in the
shock windings when the coil assembly moves relative to the
magnet assemblies. The case assembly aligns and enables
the piston-like motion between the coil and magnet
assemblies.
Generator Design
The magnet assembly consists of an inner magnet stack
surrounded concentrically by a larger diameter outer magnet
stack. Each stack consists of three axially magnetized ring
magnets separated by two iron-pole rings and two additional
pole rings located at the ends of the stack. Sintered
anisotropic NdFeB permanent magnets are used. The
polarity of the magnets is chosen such that radial magnetic
flux emanates from both sides of each iron pole and the flux
of the inner pole rings adds to that of the outer rings. Note
that the radial direction of the flux from the pole rings is
opposite at opposite ends of each magnet ring. Also, the

flux through the two end pole rings is about half that in the
interior pole rings. For purposes of estimating performance,
a 1 Tesla (T) radial flux density is assumed to emanate from
the interior pole rings and 0.5 T from the end rings.
The coil assembly consists of an inner coil surrounded
concentrically by a larger diameter outer coil. Each coil
consists of four continuously wound layers of #25 magnet
wire with approximately 800 turns. However, each coil is
broken into four sections, separated by insulators. In
assembly, each coil section is centered on a different iron
pole ring. The winding direction is reversed in adjacent
section of each coil to accommodate the reversal in radial
flux of adjacent pole rings. In other words, the induced
voltage in each section of the coil has the same polarity.
Voltage Generation
To first order, the magnetic flux from the magnet assembly
radially penetrates each coil section over the height of the
pole ring, h = 10 mm. Thus, for coils with n = 8.26 turns/mm
moving axially with a velocity v past a stationary pole
emanating flux density, Bi, a voltage,
V = n h v Bi,

where the impedance of the external load is assumed to be

entirely resistive, Rl. The power developed in the shock coil
is given by
2
2
2
P = K v Rc / (Rl + Rc)

(5)

The maximum damping force is developed when the

external load is zero, Rl = 0. Maximum power occurs at the
external load when Rl = Rc, and is equal to the power that
occurs at the coil of the EM shock.
Results
EM shock fabricated at ANL was tested on a 300 lb
electrodynamic shaker. The base of the shock was
supported from a stand and the moving rod was attached to
a stinger through an impedance head as shown in Fig 1.
The shaker was run using sine dwell at certain frequencies.
One end of the inner coil and one end of the outer coil were
connected such that combined voltage can be measured.
The other ends were connected with various resistances (0.1
, 30 , 50 or open circuit). The EM shock was excited at
two different levels 0.5g and 1 g at frequencies ranging from
10 Hz to 100 Hz.

(1)

is generated in each section of the coil. Assuming Bi = 1 T

and the coil is at 0.01 m/s, then each middle section of the
outer coil will generate an open-circuit voltage of 0.169 volts.
Each middle section of the inner coil will produce, in
proportion to its smaller diameter, a smaller voltage of 0.062
volts. The bottom and top sections of each coil will generate
only half these voltages, since their Bi = 0.5 T. For both coils
the total voltage is
V = K v(m/s) = 68.9v = 0.69 volts.

(2)

Damping Force
When a straight wire of length L(m) conducts a current, I(A),
and is subject to a magnetic field, Bi(T), normal to the wire, a
force, F(N), is exerted on the wire of magnitude
F = I L Bi

(3)

The direction of the force is normal to the wire and field. The
damping force developed on the coil assembly of the EM
shock is the sum of the forces exerted on each section, i, of
the coil, and (3) is applicable because of the coil geometry
and the radial directions of the flux. Already, L = n h and
Bi = 0.5 T or 1 T are known for each section of the coils.
The current I will be the same in all sections of the coils, but
its magnitude depends on the impedance of the coil and the
external load.
For the frequency range of interest, 0<f<100 Hz, the
inductive reactances of the EM coils are negligible in
comparison to its resistance. The resistance of the inner coil
is 9 ohms and the outer coil has a resistance of 22 ohms, for
a total of Rc = 31 ohms. By combining (2) and (3) for every
section of the coils, the total damping force is
2
F = K v / (Rl + Rc)

(4)

Fig. 1 Shaker set up

The EM shock was tested at 1 g level with a 33-ohm external
resistance (close to optimum resistance) and results are
shown in Table 1. All values are RMS values.

Frequency
in Hz
10

Velocity
in mm/sec
110.38

Displacement
in mm
1.757

Voltage across 33 ohm

in volt
3.082

Power Generated
in watts
0.2878

11

100.35

1.452

2.276

0.1570

12

91.99

1.22

2.09

0.1324

15

73.59

0.781

1.47

0.0655

20

55.19

0.439

1.333

0.0538

30

36.79

0.195

0.883

0.0236

40

27.60

0.11

0.673

0.0137

50

22.08

0.07

0.553

0.0093

60

18.40

0.049

0.475

0.0068

70

15.77

0.036

0.417

0.0053

80

13.80

0.027

0.372

0.0042

90

12.26

0.022

0.34

0.0035

100

11.04

0.018

0.31

0.0029

Table 1. Results for 33-ohm external resistance

Figure 2 shows power as function of velocity for the 33-ohm case.

Power in watts

Velocity vs power for 33 ohm case

0.3500
0.3000
0.2500
0.2000
0.1500
0.1000
0.0500
0.0000
0.00

20.00

40.00

60.00

80.00

100.00

Velocity in mm/sec

Figure 2. Velocity and power for 33-ohm external resistance

120.00

Measurements of open-circuit voltage were made for

comparison to predictions shown in Table 2.
Velocity
in m/s
0.01
0.05

Predicted
Voltage
0.69
3.44

Measured
Voltage
0.707
2.52

Table 2. Open circuit voltage (at 33 )

Next, power generated was measured, by measuring the
voltages across a known resistance (in this case 33 ) and
compared with predictions. See Table 3.
Velocity
in m/s
0.01
0.05

Predicted Power
in watts
0.0038
0.095

Measured Power
in watts
0.003
0.054

Table 3. Power generated with optimum resistance

(at 33 )
Conclusion
The fabricated electromagnetic shock performed as
expected. A larger magnetic field will be necessary if more
power needs to be generated.
Acknowledgment
This work was supported by the Summer Faculty Research
Participation Program of Argonne National Laboratory and
by the U.S. Department of Energy, Office of Heavy Vehicle
Technologies and Office of Advanced Automotive
Technologies, under Contract W-31-109-Eng-38.

References
1. Goldner, R.B., Zerigian, P., and Hull, J.R., A Preliminary
Study of Energy Recovery in Vehicles by Using
Regenerative Magnetic Shock Absorbers, SAE
Transactions J. Commercial Vehicles, Vol. 110. 2001,
pp. 53-59.
2. Gupta, A., Various internal communications with Argonne
National Laboratory.
3. Graves, K.E., Iovenitti, P.G., and Toneich, D., Electronic
Regenerative Damping in Vehicle Suspension Systems,
International Journal of Vehicle Designs, Vol. 24, Nos. 2/3,
2000, pp. 182-197.
4. Suda, Y. and Shiba, T., A New Hybrid Suspension
System with Active Control and Energy Regeneration,
Vehicle System Dynamics Supplement, Vol. 25, 1996, pp.
641-654.
5. Fodor, M.G., and Redfield, R., The Variable Linear
Transmissions for Regenerative Damping in Vehicle
Suspension Control, Vehicle System Dynamics, Vol. 22,
1993, pp. 1-20.
6. Karnopp, D., Permanent Magnet Linear Motors Used as
Variable Mechanical Dampers for Vehicle Suspensions,
Vehicle System Dynamics, Vol. 18, 1989, pp. 187-200.