Bridge Design - PBworkssciclub.pbworks.com/w/file/fetch/52803879/Project 5 Nick... · Web viewVoltage is the potential difference between two points. Voltage is measured by a multimeter

Alternate Energy – A

shocking new find!What is the potential energy available from a

shock absorber?

1/1/2012

Scientific Paper

Teacher: Dr. Marez and Ms. Stewart

Name: Nicholas Hopkins

Grade: 10

Table of Contents

Purpose of the Experiment..........................................................................................................................4

Problem Statement.....................................................................................................................................4

Hypothesis...................................................................................................................................................4

Background Research..................................................................................................................................5

Discussion of Tests and Data Analysis Plans..............................................................................................12

Demonstrate a Reverse Motor Produces Electricity – Test Summaries.................................................12

Develop a Mechanical to Electrical Shock System – Test Summaries....................................................13

Develop a Electromagnetic Field to Electrical Shock System – Test Summaries....................................14

Discussion of Sample Size and Trials..........................................................................................................16

Demonstrate a Reverse Motor Produces Electricity – Test Sample Size and Trials............................16

Develop a Mechanical to Electrical Shock System – Test Sample Size and Trials..............................16

Develop a Electromagnetic Field to Electrical Shock System – Test Sample Size and Trials..............16

Discussion of Variables..............................................................................................................................17

Independent Variable............................................................................................................................17

Dependent Variable...............................................................................................................................17

Control Group........................................................................................................................................17

Constants...............................................................................................................................................18

Procedures................................................................................................................................................19

Demonstrate a reverse motor produces electricity...............................................................................19

Develop a Mechanical to Electrical Shock System.................................................................................21

Develop a Electromagnetic Field to Electrical Shock System.................................................................23

Materials...................................................................................................................................................25

Data...........................................................................................................................................................28

Demonstrate a reverse motor produces electricity...............................................................................28

Copper Wire Resistance Test.............................................................................................................28

2 | P a g e T e a c h e r : M r s . M a r e z a n d M s . S t e w a r t

N a m e : N i c h o l a s H o p k i n s G r a d e : 1 0

Voltage Test.......................................................................................................................................28

Frequency Test..................................................................................................................................28

Resistor Test......................................................................................................................................28

Capacitor Test....................................................................................................................................28

Current Test – 1.5 Volt System..........................................................................................................29

Current Test – 3.0 Volt System..........................................................................................................29

Develop a Mechanical to Electrical Shock System.................................................................................30

Voltage Test – 21 cm.........................................................................................................................30

Voltage Test – 29 cm.........................................................................................................................34

Voltage Test – 41 cm.........................................................................................................................38

Develop a Electromagnetic Field to Electrical Shock System.................................................................43

Demonstrate Voltage Production Test..............................................................................................43

Voltage Test.......................................................................................................................................43

Application Analysis...................................................................................................................................46

Summary Review of Mechanical Conversion Data................................................................................46

Findings.............................................................................................................................................46

Additional Review of Mechanical Conversion Data...............................................................................52

Summary Review of Electromagnetic Conversion Data.........................................................................57

Findings.............................................................................................................................................57

Pictures......................................................................................................................................................64

Observations.............................................................................................................................................66

Conclusion.................................................................................................................................................67

Bibliography...............................................................................................................................................68

Acknowledgements...................................................................................................................................70

Material Safety and Data Sheets (MSDS)...................................................................................................71





Purpose of the Experiment

Shock absorbers absorb mechanical energy, providing a smoother ride in automobiles and trucks.

Mechanical energy can be transformed into electrical energy. Electrical energy can be stored for later

use or fed into an electrical system in the automobile and trucks.

Problem Statement

The purpose of this project is to develop and evaluate methods to convert the absorbed energy by a

shock absorber into an electrical output. The electrical output could be used to charge a battery system

or directly feed an electrical system in the vehicle.

Hypothesis

If I implement a design of a shock absorber to feed a mechanical to electrical conversion system, then

the electricity produced will provide renewable energy for an automobile electrical system reducing the

need of fossil fuels to produce electricity in the same automobile.



Background Research

Voltage is known as electrical potential difference or electric tension. Voltage is measured in volts

(symbol: V) or joules per coulomb. The coulomb (symbol: C) is the SI derived unit of electric charge. It is

defined as the charge transported by a steady current of one ampere in one second. Voltage is the

potential difference between two points. Voltage is measured by a multimeter. Voltage is measured

across a device or circuit. I will be producing voltage from two different designs for a shock absorber. I

will be producing voltage by converting mechanical energy into electrical energy. I will be producing

voltage using magnets.

Electric current is a flow of electric charge through a medium. Current is usually carried through

a wire by electrons. Current is measured in amperes (symbol: A). You can measure amperes using a

multimeter. Current is represented by I, which originates from the French phrase intensité de courant.

Current equals electric charge over time. Current density is a measure of the density of an electric

current. It is defined as a vector whose magnitude is the electric current per cross-sectional area. The

International System of Units (SI) defines the current density as measured in amperes per square meter.

I will be producing current from two different designs for a shock absorber. I will be producing

voltage by converting mechanical energy into electrical energy. I will be producing voltage

using magnets.

Resistance is the opposition to electric current in a circuit. Higher resistance limits current

traveling through a system. Lower resistance allows more flow of current traveling through a system.

Many circuit components have a resistance value. The impact of each component’s resistance on a

circuit depends on how the component is inserted and attached to the circuit. Resistance is measured in

Ohms (symbol: Ω). Resistance is measured across a component. Resistance is measured by a

multimeter. Resistors are components specifically designed to be provide resistance in circuits. I will be

using resistors to provide a load for the output of my shock absorber designs.

Ohm’s Law states that current equals voltage over resistance. More typically, Ohm’s Law is

presented as V = I * R. I will be using Ohm’s Law to verify the performance of my circuits and

components. An increase in resistance or current should produce an increase in voltage. A circuit



producing a constant voltage will produce an inverse relationship between current and resistance. As

current increases, in a constant voltage circuit, resistance will decrease. The opposite holds for a

decrease in current.

Capacitance is the ability for a capacitor to store energy in an electric field. Capacitors are

specifically designed to store energy in circuits. The unit of capacitance is a farad (symbol: f). One farad

is one coulomb per volt. Capacitance is measured with a multimeter. Capacitors by their design are

singular batteries. Capacitors can be used on scale to demonstrate that a circuit is producing energy

that can be stored in a battery system. On scale is a measure of size of the circuit’s potential energy. A

larger potential energy, containing higher voltage, will require a capacitor designed for that voltage.

The terminal voltage is measured across the terminals of an energy storage device. The biggest

drawback of a capacitor used as a battery is the drop time of the terminal voltage. Capacitors drop

terminal voltage very fast. Batteries tend to maintain their terminal voltages. My project will use small

scale circuits and small scale capacitors. The scale will be much smaller than vehicle shock absorber

systems. I will use capacitors to demonstrate that the shock absorber designs can produce storable

energy. Full scale designs based on my project will use battery systems designed to maintain terminal

voltage for long periods of time.

There are two different types of voltage systems based on whether they use direct current

voltage or alternating current. Direct current is used mainly in sockets, switches and fixtures due to the

low amounts of voltage needed. Low voltage applications are mainly what direct current voltage is used

for. Direct Current voltage is the unidirectional flow of electric charge. Direct current is unchanging.

Alternating current voltage is where the movement of electric charge periodically reverses direction.

Alternating current is mainly used in railroads, energy distribution and buildings. Alternating currents

best fit the needs for high voltages.

Batteries store electrical energy. A battery is typically measured by the terminal voltage it sustains.

Batteries by design are direct current voltage devices. Batteries can be connected through series and

parallel voltage circuits. Series circuit is a circuit composed solely of components connected in series. A

Series circuit with two identical batteries in connected in series double the voltage and keeps the same



capacity as compared to a single battery. A parallel circuit is one connected completely in parallel. A

parallel circuit maintains the same amount of voltage and doubles the capacity.

Battery charging is usually preformed by a battery charger. A battery charger works by forcing

electricity into a circuit that contains batteries. The battery charger measures the energy stored in the

battery as feedback to the charging process. Once a battery reaches a desired energy, the charger will

stop charging. A battery charger is essentially an electrical charging circuit and a multimeter enclosed in

a box with switches to set the type of charge. Battery charging is important in my project as the designs

are intended to charge a battery using the energy given off by shocks.

The sine wave or sinusoid is a mathematical function that defines a wave with a repetitive

oscillation. The sinusoidal wave has several characteristics which define it. The amplitude is the peak

offset of the wave from its center position. The units of the amplitude depend on the source of the sine

wave. The angular frequency is the measure of how many oscillations occur in time period. Angular

frequency is typically measured in radians per second. Angular frequency can be measured in other

units depending on the source and application of the sine wave. The phase measures at what time, with

respect to t = 0, where the wave’s oscillation starts. Phase is typically measured in seconds. A negative

value indicates a delay.

Sinusoidal signals are found in many areas including mathematics, physics, signals, electrical

engineering and other areas. Alternating Currents are sinusoidal waves found in electrical engineering.

Ocean waves, sound waves and light waves are sinusoidal waves found in nature. Common sources of

sinusoidal waves in physics are springs. Not all sinusoidal waves continue forever. Commonly,

sinusoidal waves tend to die out. The phenomenon that causes a sinusoidal wave to dies out is called

damping. For example, a spring when compressed or pulled and then let go will oscillate quickly, begin

to oscillate slowly and then die out entirely. The end result is a spring sitting still. How fast a wave dies

out depends on the source which damps the wave down.

Electrical power is a measurement of the rate at which a circuit transfers energy. Electrical power is

measured in watts (symbol : W). Electrical power is calculated by taking the product of voltage and

current (watts = volts x amps.). In a system with constant current, the calculation can be simplified even

further. We can use Ohm’s Law. Given a resistance R and constant current, Voltage equals the product

of resistance and current or V = I * R. Power now can be calculated as the product of resistance and the



square of current or P = I2 * R. This calculation does not apply for circuits with varying currents over

time. In the case of varying currents, power is typically measured as an average power over time. This

calculation involves the use of a mathematical calculation called the root mean square (RMS). The root

mean square is a statistical measure of a varying signal, such as a sinusoidal signal. The name comes

from the fact that the root mean square is the square root of the mean of the squares of the values for a

signal. We can calculate the root mean square of a sinusoidal wave by dividing the amplitude of the

signal by the square root of 2. Other types of waves have similar calculations. One key component of

my testing is that current will be measured in a manner such that we can consider current to be

constant.

Multimeters measure properties of electrical components and circuits. Multimeters combine many

different types of measurements into one device. The most common measurements multimeters can

make are voltage, current and resistance. Some multimeters include other measurements such as

continuity and capacitance. The multimeter design eliminates the need for multiple devices when

measuring electrical components and circuits.

Resistors are produced in varying amounts of resistance. The markings on a resistor indicate the

size of resistance for that resistor. The markings are made in the form of colored bands. Each resistor

is imprinted with at least three and most commonly four color coded bands. The first band indicates the

first digit in the resistance. The second band indicates the second digit in the resistance. The third band

indicates the scale of the resistance. The scale ranges from 1/100th times the first two digits to 1

Million times the first two digits. The fourth band indicates the tolerance of the resistor. Although

manufacturers try to produce resistors with the exact resistance of the markings, they are sometimes

off. The tolerance indicates a percentage of how far off the actual resistance can be from the marked

resistance.

First BandFirst Digit

Second BandSecond Digit

Third BandScale

Fourth BandTolerance

Black: 0 Black: 0 Black: x 1 Gold: 5%Brown: 1 Brown: 1 Brown: x 10 Silver: 10%Red: 2 Red: 2 Red: x 100 None: 20%Orange: 3 Orange: 3 Orange: x 1,000Yellow: 4 Yellow: 4 Yellow: x 10,000Green: 5 Green: 5 Green: x 100,000Blue: 6 Blue: 6 Blue: x 1,000,000



Violet: 7 Violet: 7 Silver: / 100Gray: 8 Gray: 8 Gold: /10 White: 9 White: 9 White:

Wire is measured by a standard called American Wire Gauge or AWG. AWG applies to

conducting wires. Gauge is a measure of the diameter of the wire. This project will be using small AWG,

most commonly found in small electrical circuits. The following list includes common wire sizes found in

electrical circuits.

19 AWG = 0.9 mm (0.0359 in)22 AWG = 0.64 mm (0.0253 in)24 AWG = 0.5 mm (0.0201 in)26 AWG = 0.4 mm (0.0159 in)

Vehicles by nature will tend to bounce up and down while traveling down the road or highway. The

bouncing occurs when the vehicle runs over a bump or a hole in the road. The result is a very

uncomfortable ride for the passengers and less control of the vehicle. The vehicle observes less control

because the bouncing reduces the amount and magnitude of contact the vehicle has to the road. If the

vehicle bounces high enough, the tires will actually leave the surface of the road. Engineers designed

an integrated vehicle component to reduce the bouncing. Struts reduce the bouncing, increase control

and smooth the ride of a vehicle. Struts integrate many components to achieve the goal. Struts include

the coil spring, spring seats, shock absorbers, strut bearings and steering knuckles. The shock absorber

is the most serviced and arguably the most dynamic part of the strut.

Shock absorbers are designed to reduce bouncing or, in physics terms, to reduce excessive spring

motions. Shocks are basically springs with a significant damping component. Most vehicle shock

absorber designs are based on hydraulics. The shock absorber has a two ends. One end is connected to

the axle or wheel of the vehicle. The other end is connected to the main body of the vehicle. The end

connected to the main body is connected to a cylinder filled with fluid. The end connected to the wheel

is connected to a piston that fits in the cylinder. The connection is sealed to not allow the fluid to

escape. When the vehicle hits a bump or hole, the shock compressed the fluid. The natural properties

of the fluid slow the oscillation and return the wheel vehicle to a non-bouncing state. The type and

amount of fluid will determine how quickly and smoothly the shock absorber will absorb the oscillation.

The shock absorption action can be modeled like a spring.



There are two primary types of energy process to consider for this project. Kinetic Energy is the

energy of motion. Kinetic Energy is measured in Joules (J). A Joule is the amount of energy expended

to apply 1 Newton through a distance of 1 meter. Kinetic Energy depends on the mass of an object and

the object’s velocity. Kinetic Energy is calculated with the equation K = ½ mv2. Gravitational Potential

Energy is the energy due to gravity. This type of energy is a potential energy. As an object drops the

object will lose Gravitational Potential Energy and gain Kinetic Energy. Gravitational Potential Energy

depends on the gravitational constant, mass and height above a surface. The general formula of

Gravitational Potential Energy includes consideration of the masses of two objects and the distance of

the two objects from center to center. The special case of an object on earth simplifies the calculation

when calculating the Gravitational Potential Energy. The height of an object above Earth when divided

by the radius of Earth produces a very small number. This helps reduce the formula to be only

dependent on the acceleration due gravity near the Earth’s surface (9.8 m/s), the mass of the object and

the height of the object above the surface of Earth. The resulting equation is E = mgh.

If we consider a vehicle running over a hole in the road, we can quantify the energy produced by

dropping the vehicle in the hole. The vehicle starts at some Gravitational Potential Energy and gains

Kinetic Energy as the vehicle drops. Upon impact at the bottom of the hole, the vehicle compresses the

shock absorber. The shock absorber absorbers the kinetic energy and dampens the oscillation to return

the vehicle to a non-bouncing state. This energy absorption is the focus of my project. I intend to

develop methods to convert the absorbed energy into an electrical output. The electrical output could

be used to charge a battery system or directly feed an electrical system in the vehicle.

There are two conversions this project will test. The mechanical conversion is focused on

harnessing the oscillation of the shock in a lever connected to a rotating pin. The rotating pin will be the

shaft in an energy producing motor. As the pin rotates, the motor will produce energy at the terminals

on the opposite side of the shaft. The motor is typically used in the reverse. Energy is applied to the

two terminals and the motor spins the pin. The pin is connected to a wheel or other rotating device. I

will be reversing the process to produce energy with the motor instead of using energy. The motor

should have some loss to it. The loss will be the absorption of energy by the motor to produce energy.

I am assuming for this project that the loss in one direction is equal to the loss in the opposite direction

of the motor.



The electromagnetic conversion is focused on harnessing the oscillation of the shock by inserting the

piston into a cylinder wrapped in a coil. The piston will contain magnets. If the piston moved rapidly

back and forth inside a coil of insulated copper wire, the electromagnetic force would produce voltage

on the terminals of the coil. This voltage could be attached to a load, which could harness the energy.

One benefit of this conversion is that we are not changing the performance of the shock absorber. We

are using the velocity of the pin and an additional component, which is the cylinder wrapped in a coil, to

produce electricity.

The mechanical conversion would require some modification to the shock absorber design to allow

for the movement of a lever about a piston in a motor. This would change the performance of the

shock and the potential benefit of the shock absorber to the vehicle. Significant consideration of the

shock absorber design would be necessary during implementation of this project on a full scale vehicle.

This project is intended to evaluate the design potential of both mechanisms. Future projects can build

on this project for actual implementation of the design in a full size vehicle. The purpose of this project

is to capture otherwise wasted energy absorbed by the shock absorbers.



Discussion of Tests and Data Analysis Plans

Demonstrate a Reverse Motor Produces Electricity – Test Summaries1. Voltage Test. The purpose of this test is to demonstrate that a simple DC Motor can be used

produce energy instead of use energy. I selected a project size DC motor for this project. The

motor for this particular test has a gear attached to the motor shaft. I will attach another motor

to the gear to produce the spinning effect a lever would create when the lever is attached to a

shock absorber. This test is designed to establish the fundamental function of the motor in the

project. The data analysis for this test involves the observation that the motor produces a

voltage.

2. Frequency Test. The purpose of this test is so assess the waveform produced by the motor

when operated in reverse operation. The frequency test uses the same setup for the motors as

the voltage test above. I will use an oscilloscope to capture the signal from the motor. This test

will help characterize the cycle of the motor signal. This test is designed to establish the

fundamental function of the motor in the project. The data analysis for this test involves the

observation that the motor produces a waveform.

3. Resistor Test. The purpose of this test is to measure the resistors to be used in the test.

Resistors are produced with a tolerance to the desired specifications. I will be using Ohm’s Law

to verify that I am measuring the signal correctly. Understanding the actual resistor resistance is

critical to this task. This test is designed to establish that the resistors are as marked. The data

analysis for this test involves the calculation that the resistors are within tolerance.

4. Capacitor Test. The purpose of this test is to measure the capacitors to be used in the test.

Capacitors are produced with varying capacities. Although I will not be using these

measurements in the basic tests, I anticipate that knowledge of the capacitors’ size will benefit

analysis of the data. The data analysis for this test involves observation of the capacitance of

each capacitor.

5. Current Test. The purpose of this test is to demonstrate that I can use the output of the DC

motor to produce an input electrical signal for a circuit. A rechargeable battery is a circuit that



is normally attached to a charger for replenishment. Capacitors can also serve as a device to

store charge in a circuit. In order to use either of these components, the motor in reverse

mode should be able to produce an electrical signal. This test is designed to establish the

fundamental function of the motor in the project. The data analysis for this test involves the

observation that the motor produces a voltage.

Develop a Mechanical to Electrical Shock System – Test Summaries1. Voltage Test. The purpose of this test is to measure the production of energy by a mechanical

conversion system. The basic concept of this test is to attach a lever to a fifth wheel on a small

scale vehicle. The other four wheels will only be attached to the frame of the vehicle. The fifth

wheel will be allowed to move up and down in the fashion of a shock absorber. The lever

attached to the wheel will be attached to the shaft of a DC Motor. As the wheel moves up and

down in the fashion of a shock absorber, the lever will rotate the shaft. The resulting product

will be an electrical signal on the terminals of the motor. The motor terminals will be attached

to a capacitor. This test will use multiple capacitors and vehicle speeds to produce and store

energy on the capacitors. The vehicle will be placed on a track with bumps placed on the track.

As the vehicle crosses each bump, the mechanical conversion shock wheel will move up and

down. The track will end at ground level. The track starting point will be raised to different

heights to simulate different speeds which directly convert into different frequencies of bumps

impacting the shock system. I will evaluate the potential for energy production at full scale for

this type of system. The data analysis for this test includes the calculation of the following data

characteristics for each data set.

Track Velocity

Bump Frequency, which measures the frequency the test vehicle encounters bumps on

the test track

Average Voltage

Median Voltage

Standard Deviation



Correlation between Track Velocity and Measured Voltage

Slope of the Least Squares Regression Line

Y-Intercept of the Least Squares Regression Line

The data analysis will proceed beyond the individual data sets to three combined data sets. The data

will be combined by common capacitor ratings of 10, 22 and 56.1 microfarads. In addition to the

characteristics above, the data analysis will include the prediction of voltages at track velocities ranging

from 1.341 m/s (3 miles per hour) to 40.234 m/s (90 miles per hour). The predictions will use the Least

Squares Regression Line formula produce from the data characteristic calculations. I will use the

correlation and prediction data to evaluate the performance of the system and the feasibility of

harvesting energy from shock absorbers.

Develop a Electromagnetic Field to Electrical Shock System – Test Summaries

1. Demonstrate Voltage Production Test. The purpose of this test is to demonstrate that I can

produce electricity with a magnet system inserted in a cylinder wrapped in an insulated wire

coil. This is a scaled test the size of the cylinder is not the same size as a shock absorber on a

vehicle. The piston used in the test is not connected to a vehicle. The piston is a rod with

magnet attached to it. I will move the magnet piston in and out of the cylinder to produce the

energy. I will evaluate the effect of an inward motion of the piston and an outward motion of

the piston.

2. The data analysis for this test includes the calculation of the following data characteristics for

each data set.

a. Average Voltage

b. Median Voltage

c. Standard Deviation

2. Voltage Test. The purpose of this test is to measure the production of energy by a mechanical

conversion system. The basic approach of this test is to oscillate a piston with magnets



attached in and out of a cylinder encompassed by an insulated coil of wire. The frequency of

the oscillation will be varied. I will evaluate the magnitude of the energy produced by this type

of system. I will evaluate the impact of frequency to the production of energy. I will evaluate

the potential for energy production at full scale for this type of system. The data analysis for this

test includes the calculation of the following data characteristics for each data set.

Average Voltage

Median Voltage

Standard Deviation

Correlation between Bump Frequency and Measured Voltage

Slope of the Least Squares Regression Line

Y-Intercept of the Least Squares Regression Line

The data analysis will proceed beyond the individual data sets to three combined data sets. The data

will be combined by common stroke procedures of In Stroke, Out Stroke and Absolute Stroke. In

addition to the characteristics above, the data analysis will include the prediction of voltages at higher

frequencies ranging from 3 Hertz to 90 Hertz. The predictions will use the Least Squares Regression Line

formula produce from the data characteristic calculations. I will use the correlation and prediction data

to evaluate the performance of the system and the feasibility of harvesting energy from shock

absorbers.



Discussion of Sample Size and Trials

This project will include multiple tests. The project includes eight total tests. Each test has a different

sample size and trials depending on the test purpose. I have summarized the sample size and trials for

each test below.

Demonstrate a Reverse Motor Produces Electricity – Test Sample Size and TrialsVoltage Test. This test includes two trials and one sample. This is a measurement of output voltage

based on two different input voltages.

Frequency Test. This test includes two trials and one sample. This is a measurement of waveform

characteristics based on two different input voltages.

Resistor Test. This test includes four trials and one sample. This is a measurement of actual resistance

for four resistors based on the markings on the resistors.

Capacitor Test. This test includes five trials and one sample. This is a measurement of actual

capacitance for five capacitors based on the markings on the resistors.

Current Test. This test includes eight trials and three samples per trial. This is a measurement of output

current with two different input voltages and four different load resistors.

Develop a Mechanical to Electrical Shock System – Test Sample Size and TrialsVoltage Test. This test includes nine trials with ten samples per trial. The trials vary by combinations of

three starting track heights and three capacitors.

Develop a Electromagnetic Field to Electrical Shock System – Test Sample Size and TrialsDemonstrate Voltage Production Test. This test includes two trials with ten samples per trial. The first

trial is an inward thrust of the piston into the cylinder with a magnetic coil. The second trial is an

outward pull of the piston into the cylinder with a magnetic coil.



Voltage Test. This test includes three trials with ten samples per trial. The trials vary by the speed of the

oscillating piston.

Discussion of Variables

Independent Variable

The independent variable in this project is the energy observed by each shock absorber system. There

are two shock absorber systems in this project. Both systems produce energy by response to bumps in

the road. By derivation the energy is produced by mechanical motion and is governed by Kinetic Energy

and Gravitational Potential Energy theories. For purposes of discussion, I will define this variable as the

road energy. A considerable note would be that the term produced should be used in context. The

laws of thermodynamics state that energy cannot be created or destroyed. Energy termed as

“produced” in this project is actually a conversion of energy from one form to another.

Dependent Variable

The dependent variables in this system are the measurements of the energy produced by each shock

absorber system. There are two shock absorber systems in this project. Both systems produce energy

by response to bumps in the road. I will be measuring voltages produced by both systems. I will be

measuring frequencies of the waveform and current produced by the mechanical conversion system. A

considerable note would be that the term produced should be used in context. The laws of

thermodynamics state that energy cannot be created or destroyed. Energy termed as “produced” in

this project is actually a conversion of energy from one form to another. In summary, the dependent

variables are measured voltage, measured current and measured waveform frequency. The set of

these variables will be defined as storage energy.

Control Group

The control group in this experiment is the set of tests on motor used in the demonstration tests. This

set of tests does not receive the treatment or the experimental manipulation of the independent

variable. Road Energy is not applied to the motor in this set of tests. The tests serve as a baseline



measure. The motors are identical to those used in the mechanical conversion and electromagnetic

conversion tests.

Constants

The constants in the experiment are those items that stay the same throughout the project. The global

constant is the multimeter, resistors and capacitors used in both designs. Although the multimeter is a

measurement device, it will provide some resistance, capacitive and other electrical qualities to the

circuit during measurement. Although these qualities should be minor in comparison to the values be

measured, I expect that they impact the circuits more as the signal strengths are lower. This project

works with very low signal strength (voltages and currents), which may be impacted by the multimeter.

The localized constants in the mechanical conversion include the vehicle, motors and track. The

localized constants in the electromagnetic conversion include the magnets and cylinder with coil.



Procedures

Demonstrate a reverse motor produces electricity.6. Prepare test assembly

a. Assemble two motors with their gears contacting on a flat platform

b. Cut two strips of the copper wire making 11 centimeters each

i. Strip one centimeter of the sheath off each end

ii. Measure the resistance of the wire

c. Attach a copper wires to the positive terminal of the output motor

d. Attach a different color wire to the negative terminal of the output motor

e. Attach red alligator tip to the positive terminal wire

f. Attach a black alligator tip to the negative terminal wire

7. Prepare the power sources

a. 3 volt battery system

i. Insert two AAA batteries into the battery clip to produce a series volt power source which makes 3 volts

b. 1.5 volt battery system

i. Cut a 11 cm copper wire

ii. Strip 1 cm of the sheath off of the end of the copper wire

iii. Attach the wire to the negative receptors of the battery clip making sure that the wire crosses the chamber

8. Voltage Test

a. Attach the red alligator clip to the multimeter

b. Attach the black alligator clip to the multimeter

c. Set multimeter to two volts DC



d. Attach the positive end of the battery system to the positive receptor of the input motor.

e. Attach the negative end of the battery system to the negative receptor of the input motor.

f. Measure the output voltage

g. Repeat step a through g with a 3 volt system

9. Frequency Test

a. Attach the red alligator clip to the oscilloscope

b. Attach the black alligator clip to the oscilloscope

c. Select the following on the Oscilloscope.

i. Set Volts / Division to .2 volts

ii. Select DC

iii. Select Trigger to CH 1 with Auto-trigger on and .5 millisecond setting.

iv. Adjust wave form to center screen.

v. Attach the positive end of the battery system to the positive receptor of the input motor.

vi. Attach the negative end of the battery system to the negative receptor of the input motor.

vii. Measure the period of the waveform.

viii. Measure the voltage of the waveform.

d. Repeat steps c with a 3 volt system

10. Resistor Test

a. Select four resistors

b. Record specified value

c. Measure Resistor



d. Calculate error

e. Compare with Tolerance

11. Capacitor Test

a. Select two capacitors

b. Measure Capacitor with multimeter

12. Current Test

a. Insert resistor 1 into a project circuit board

b. Attach one end of resistor 1 to the positive terminal of the output motor

c. Attach the other end of resistor 1 to the red alligator clip

d. Attach the other end of the alligator clip to the multimeter

e. Attach the black alligator clip to the multimeter

f. Set multimeter to 2 milliamps DC

g. Attach the positive end of the battery system to the positive receptor of the input motor.

h. Attach the negative end of the battery system to the negative receptor of the input motor.

i. Measure the output current.

j. Attach the alligator clips across the resistor.

k. Measure the output voltage.

l. Repeat steps a through k with a 3 volt system.

m. Repeat steps a through l with each resistor.

Develop a Mechanical to Electrical Shock System1. Build a Mechanical to Electrical Shock Converter

a. Build the wheel

i. Take a wheel and run a shaft through it



ii. Place the wheel and shaft through two parallel structures that have slits in it allowing the wheel to move freely up and down

iii. Attach a straight piece of metal to the shaft.

b. Build the piston

i. Attach the output motor to the second wheel

ii. Attach a screw to a whole in the wheel

iii. Attach the straight piece of metal to the screw

1. Make sure that if the bottom wheel gets pushed up, the top wheel will spin causing the output motor to spin

2. Assemble a model car with the Mechanical to Electrical Shock Converter

a. Create frame

i. Create a rectangular shape with erector set pieces

ii. Connect an axel holder piece to each corner

iii. Stick an axel in each axel holder

iv. Connect the wheels to the axel

b. Create the Mechanical to Electrical Shock Converter to the frame

i. Create a box of erector set pieces

1. Make sure that the Mechanical to Electrical Shock Converter bottom wheel is just touching the ground

ii. Connect the motor to the top of the box

3. Create test tracks for shock car

a. Take floorboard and set flat on ground

b. Get the two ¼ inch shoe moldings (quarter circle) and glue to the board making sure that the two rails are parallel.

i. Glue the boards so that they are two inches apart

c. Set the tresses equally down the eight foot floorboard inside the rails representing the bumps in the road



i. Glue the tresses down

d. Let the glue set from steps a-c

4. Voltage Test

a. Place a Styrofoam block on the car

b. Place three capacitors in the Styrofoam block

c. Attach alligator clips from the positive terminal of the output motor to the positive end of the capacitors

d. Attach the other alligator clip to the negative terminal of the output motor and the negative terminal of the capacitor

e. Run the car down the track

i. Make sure to measure the time so that you can calculate speed

f. Measure the voltage with the multimeter

g. “Zero out the charge” By touching both sides of the capacitor with the same piece of metal, at the same time which gives it no charge

h. Repeat steps a-g 10 times for each capacitor, for each height

Develop a Electromagnetic Field to Electrical Shock System1. Build a Electromagnetic Coil Tube with the Cylinder

a. Take a tube, about an inch thick and cut a whole out of one end

b. Wrap 26 gauge wire around it

i. 6 rolls.

c. Connect the different rolls together

i. Remove 1inch of the insulation off each end of the wire.

ii. Solder the ends together

iii. Install shrink wrap over the connection to re-insulate the wire

2. Build a Magnet Piston



a. Slide iron magnets on a wooden pole and attach 10 neodymium batteries to the end of the magnets

3. Demonstrate Voltage Production Test

a. Begin with the piston outside of the cylinder

b. Push the magnetic piston into the cylinder

c. Measure the voltage

d. Repeat steps a-c 10 times

e. Insert the piston all the way into the cylinder

f. Pull the magnetic piston out of the cylinder

g. Measure the voltage

h. Repeat steps e-g 10 times

4. Voltage Test

a. Begin with the piston outside of the cylinder

b. Set the metronome to 120 beats per second

c. Push and pull the magnetic piston into and out of the cylinder

i. Each beat of the metronome should coincide with either a full push or a full pull

d. Measure the voltage at the end of each push

e. Measure the voltage at the end of each pull

f. Measure a total of 10 pull and 10 push voltages

g. Change the metronome to 140 beats per second

h. Repeat steps c-f

i. Change the metronome to 160 beats per second

j. Repeat steps c-f



Materials

1. Geared motor

a. Voltage Range

i. 1.5-3.0 VDC

ii. .18-.25A at no load

iii. .70A at max efficiency

b. Speed

i. 8700 RPM at no load

ii. 5800 RPM at max efficiency

c. Shaft length

i. 38mm

d. Shaft diameter

i. 0.0787 mm

e. Output

i. .31W

f. Torque

i. 5.3g/cm

2. Non-geared motor

a. Voltage Range

i. 1.5-3.0 VDC

b. Speed

i. 8300 RPM at no load

c. Length

i. 1-1/2” long

d. Diameter

i. 15/16”

3. Multi-meter

4. Wheel

5. Rubber Band



6. Oscilloscope

7. Graphing Calculator

8. 4 x alligator clips with wires attached

9. 23 AWG solid copper wires

10. Wire strippers

11. Erector set

12. 6 AAA Duracell Alkaline batteries

13. Battery clips which hold 2 AAA batteries

14. Project circuit board

15. Floorboard 8’x2’x½” made of plywood

16. ¼” shoe moldings

a. Quarter circle

17. 6 rolls of insulated 26 Gauge magnet wire, each 75 feet for a total of 450 feet

18. 6 neodymium disc magnets with measurements .5 cm thick and 2.5 cm diameter

19. 10 iron metallic oxide ceramic magnets with measurements of 3.175 cm in diameter.

20. 1 wooden dowel 50.8 cm in length

21. 1 Plastic bottle 5 cm in diameter exterior, 4.5 cm in diameter interior with one end cut-off

22. Sand Paper

23. Shrink wrap tubes

24. 25 watt soldering iron

25. Soldering wire



26. Blow dryer

27. 6” Modular IC Breadboard Socket

28. 4 Resistors selected from a bag of 100: 1000, 10000, 100000 and 3900 Ohms.

29. 5 Capacitors selected from a bag of 100: 10, 22, 56.1, 2.39 and .10 microfarads.



Data

Demonstrate a reverse motor produces electricity

Copper Wire Resistance TestWire Resistance

11 cm 23 AWG copper wire resistance test .3 ohm

Voltage TestBattery System Output Voltage

1.5 Volt Battery System 0.765 VDC

3.0 Volt Battery System 1.760 VDC

Frequency TestBattery System Waveform Min Voltage Peak Voltage Period

1.5 Volt Sinusoidal 0.5 VDC 0.8 VDC 2.5 ms

3.0 Volt Sinusoidal 1.0 VDC 1.8 VDC 2.0 ms

Resistor TestResistor Specification Tolerance Resistance Calculated

Tolerance

Resistor 1 10000 Ohms 5% 10080 Ohms 0.8 %




Capacitor TestCapacitor Capacitance

Capacitor 1 10 microfarads



Capacitor 2 22 microfarads

Capacitor 3 56.1 microfarads



Current Test – 1.5 Volt SystemResistor Value Voltage Current

Resistor 1 10080 Ohms .33 VDC

.32 VDC

.40 VDC

.03 mA

.03 mA

. 03 mA


.43 VDC

.44 VDC

.004 mA

.003 mA

.004 mA


.19 VDC

.19 VDC

.03 mA

.03 mA

.03 mA


.25 VDC

.25 VDC

.24 mA

.24 mA

.24 mA

Current Test – 3.0 Volt SystemResistor Value Voltage Current


.34 VDC

.30 VDC

.03 mA

.03 mA

. 03 mA

Resistor 2 100200 Ohms .38 VDC .003 mA



.33 VDC

.40 VDC .004 mA

.003 mA


.15 VDC

.15 VDC

.04 mA

.04 mA

.04 mA


.20 VDC

.20 VDC

.20 mA

.20 mA

.20 mA

Develop a Mechanical to Electrical Shock System

Voltage Test – 21 cmThis test was performed with the starting height (vertical) at 21 cm. The length of the board (track) is 243.84 cm. Using the Pythagorean Theorem for right triangles the horizontal length (horizontal) is

Track MeasurementsDistance Value (cm) Source

Track 243.84 Measurement

Vertical 21.00 Measurement

Horizontal 242.93 Square Root ( Track^2 – Vertical^2)

10 microfarads testSample 10

µFaradTime Track Velocity Horizontal

VelocityVerticalVelocity

Bump Frequency

Number Volts (V) (seconds) m/s m/s m/s Hertz1 0.4 5.2 0.469 0.467 0.040 2.8852 1.5 4.9 0.498 0.496 0.043 3.0613 0.8 5.1 0.478 0.476 0.041 2.941



4 0.7 5.5 0.443 0.442 0.038 2.7275 0.5 5.2 0.469 0.467 0.040 2.8856 0.7 5.1 0.478 0.476 0.041 2.9417 0.1 5.1 0.478 0.476 0.041 2.9418 0.2 5.0 0.488 0.486 0.042 3.0009 0.2 5.4 0.452 0.450 0.039 2.778

10 0.8 4.8 0.508 0.506 0.044 3.125Average 0.59 5.13 0.476 0.474 0.041 2.928Median 0.60 5.10 0.478 0.476 0.041 2.941

StandardDeviation

0.41 0.21 0.019 0.019 0.002 0.120

Analysis of 10 microfarad DataThe chart below includes the calculations for the correlation, slope and y-intercept for the data where track velocity is along the x-axis and measured volts is along the y-axis. These are the parameters used to calculate a Least Squares Regression of the data. The resulting formula will predict voltages for entered values of track velocity.

The prediction formula is a Least Squares Regression line and is as follows

Y = a + b * X

a is the y-intercept

b is the slope

X is the track velocity

Y is the response variable, which is voltage

Correlation 0.41Sx equals

Track Velocity0.019

Sy equals Volts 0.41b is the slope

equals r(sy/sx)8.64 volts per

velocity

y intercepts 0.24




Bump Frequency



Number Volts (V) (seconds) m/s m/s m/s Hertz1 0.7 5.9 0.413 0.412 0.036 2.5422 0.8 5.0 0.488 0.486 0.042 3.0003 0.8 5.0 0.488 0.486 0.042 3.0004 0.8 4.9 0.498 0.496 0.043 3.0615 0.3 5.0 0.488 0.486 0.042 3.0006 0.8 5.9 0.413 0.412 0.036 2.5427 0.7 5.1 0.478 0.476 0.041 2.9418 0.3 5.4 0.452 0.450 0.039 2.7789 0.7 5.1 0.478 0.476 0.041 2.941

10 0.4 5.0 0.488 0.486 0.042 3.000Average 0.63 5.23 0.468 0.467 0.040 2.881

Mean 0.70 5.05 0.483 0.481 0.042 2.971StandardDeviation

0.21 0.38 0.031 0.031 0.003 0.193



Y = a + b * X


b is the slope



Correlation -0.09Sx equals

Track Velocity0.031


equals r(sy/sx)-0.63 volts per

velocity

y intercepts 0.23



56.1 microfarads testSample 56.1



Bump Frequency


10 0.2 5.3 0.460 0.458 0.040 2.830Average 0.99 5.63 0.437 0.436 0.038 2.691


0.71 0.59 0.046 0.046 0.004 0.283

Analysis of 56.1 microfarad DataThe chart below includes the calculations for the correlation, slope and y-intercept for the data where track velocity is along the x-axis and measured volts is along the y-axis. These are the parameters used to calculate a Least Squares Regression of the data. The resulting formula will predict voltages for entered values of track velocity.


Y = a + b * X


b is the slope




Track Velocity0.046

Sy equals Volts 0.71



b is the slopeequals r(sy/sx)

4.69 volts per velocity

y intercepts 0.49

Analysis of Combined Data for 21 cm This analysis combines all thirty measured samples for the test at this height. The calculations include average, median, standard deviation, minimum and maximum.

21 cm Height Track Velocity

HorizontalVelocity

VerticalVelocity

Bump Frequency

30 Samples Volts (V) Time (seconds)

m/s m/s m/s Hertz

Average 0.74 5.33 0.461 0.459 0.040 2.833Median 0.70 5.15 0.474 0.472 0.041 2.913

StandardDeviation

0.50 0.46 0.037 0.037 0.003 0.227

Minimum 0.10 4.70 0.369 0.368 0.032 2.273Maximum 2.40 6.60 0.519 0.517 0.045 3.191

Voltage Test – 29 cmThis test was performed with the starting height (vertical) at 21 cm. The length of the board (track) is 243.84 cm. Using the Pythagorean Theorem for right triangles the horizontal length (horizontal) is calculated in the table below.








Bump Frequency

Number Volts (V) (seconds) m/s m/s m/s Hertz



1 0.4 3.2 0.762 0.757 0.091 4.6882 0.4 3.0 0.813 0.807 0.097 5.0003 0.3 3.1 0.787 0.781 0.094 4.8394 0.0 2.9 0.841 0.835 0.100 5.1725 0.1 2.9 0.841 0.835 0.100 5.1726 0.4 3.2 0.762 0.757 0.091 4.6887 0.0 3.1 0.787 0.781 0.094 4.8398 0.6 2.8 0.871 0.865 0.104 5.3579 0.0 3.3 0.739 0.734 0.088 4.545

10 0.1 3.3 0.739 0.734 0.088 4.545Average 0.23 3.08 0.794 0.788 0.094 4.885Median 0.20 3.10 0.787 0.781 0.094 4.839

StandardDeviation

0.22 0.18 0.046 0.045 0.005 0.282



Y = a + b * X


b is the slope




Track Velocity0.046



velocity

y intercepts 0.16

22 microfarads test



Sample 22 µFarad

Time Track Velocity HorizontalVelocity

VerticalVelocity

Bump Frequency


10 1.5 3.2 0.762 0.757 0.091 4.688Average 1.00 3.20 0.764 0.758 0.091 4.699


1.29 0.16 0.040 0.039 0.005 0.243



Y = a + b * X


b is the slope




Track Velocity0.040



velocity



y intercepts 0.63




Bump Frequency


10 0.8 3.1 0.787 0.781 0.094 4.839Average 0.77 3.18 0.770 0.765 0.092 4.739


0.37 0.22 0.057 0.057 0.007 0.350



Y = a + b * X


b is the slope



Correlation 0.50



Sx equalsTrack Velocity

0.057



velocity

y intercepts 0.19



HorizontalVelocity

VerticalVelocity

Bump Frequency


m/s m/s m/s Hertz

Average 0.67 3.15 0.776 0.771 0.092 4.774Median 0.40 3.20 0.762 0.757 0.091 4.688

StandardDeviation

0.83 0.19 0.048 0.048 0.006 0.296

Minimum 0.00 2.70 0.697 0.692 0.083 4.286Maximum 3.30 3.50 0.903 0.897 0.107 5.556

Voltage Test – 41 cmThis test was performed with the starting height (vertical) at 29 cm. The length of the board (track) is 243.84 cm. Using the Pythagorean Theorem for right triangles the horizontal length (horizontal) is calculated in the table below.





10 microfarads test



Sample 10 µFarad

Time Track Velocity HorizontalVelocity

VerticalVelocity

Bump Frequency


10 0.4 2.6 0.938 0.923 0.158 5.769Average 0.58 2.50 0.980 0.964 0.165 6.027Median 0.45 2.55 0.957 0.941 0.161 5.885

StandardDeviation

0.48 0.18 0.070 0.069 0.012 0.433



Y = a + b * X


b is the slope




Track Velocity0.070



velocity



y intercepts 0.32




Bump Frequency


10 0.5 2.4 1.016 0.999 0.171 6.250Average 0.43 2.41 1.014 0.998 0.171 6.238


0.58 0.12 0.051 0.050 0.009 0.314



Y = a + b * X


b is the slope



Correlation 0.32




0.051



velocity

y intercepts 0.40




Bump Frequency


10 0.1 2.3 1.060 1.043 0.178 6.522Average 0.77 2.42 1.009 0.992 0.170 6.207


0.89 0.09 0.039 0.038 0.007 0.239



Y = a + b * X




b is the slope



Correlation -0.52Sx equals

Track Velocity0.039



velocity

y intercepts 1.35



HorizontalVelocity

VerticalVelocity

Bump Frequency


m/s m/s m/s Hertz

Average 0.59 2.44 1.001 0.985 0.168 6.157Median 0.40 2.45 0.996 0.979 0.167 6.125

StandardDeviation

0.66 0.14 0.055 0.054 0.009 0.340

Minimum 0.00 2.20 0.871 0.857 0.146 5.357Maximum 2.60 2.80 1.108 1.090 0.186 6.818

Develop a Electromagnetic Field to Electrical Shock System

Demonstrate Voltage Production TestThe absolute column is the absolute value of the Out Stroke Column. I realized after the testing that one stroke would produce a positive voltage and the other stroke would produce a negative voltage. Assuming I could construct a circuit to take the absolute voltage of the output, I can use both sides of the stroke voltages.

Sample In Stroke

Out Stroke

Out Absolute

Number Volts (V) Volts (V) Volts (V)1 0.834 -1.030 1.030



2 0.227 -0.993 0.9933 0.257 -1.800 1.8004 0.843 -1.200 1.2005 0.569 -1.096 1.0966 0.417 -1.544 1.5447 0.927 -0.906 0.9068 0.785 -1.400 1.4009 0.900 -1.032 1.032

10 0.995 -1.200 1.200Average 0.6754 -1.2201 1.2201Median 0.8095 -1.1480 1.1480

Standard Deviation 0.2858 0.2812 0.2812Minimum 0.2270 -1.8000 0.9060Maximum 0.9950 -0.9060 1.8000

Voltage Test.

60 Hertz TestSample In

StrokeOut

StrokeAbsolute Current Bump Frequency

Number Volts (V) Volts (V) Volts (V) milliamps (mA) Hertz1 1.51 -1.18 1.18 16.0 602 1.37 -1.09 1.09 20.0 603 1.45 -0.93 0.93 26.0 604 1.34 -1.02 1.02 21.0 605 1.41 -1.40 1.40 28.7 606 1.34 -1.17 1.17 21.2 607 1.42 -1.63 1.63 18.3 608 1.30 -1.47 1.47 24.5 609 1.15 -1.23 1.23 28.6 60

10 1.49 -1.07 1.07 20.7 60Average 1.378 -1.22 1.22 22.50 60Median 1.390 -1.18 1.18 21.10 60

Standard Deviation 0.105 0.22 0.22 4.29 0


StrokeOut

StrokeOut

StrokeCurrent Bump Frequency

Number Volts (V) Volts (V) Volts (V) milliamps (mA) Hertz



1 1.30 -0.81 0.81 16.0 702 1.25 -1.13 1.13 20.0 703 1.15 -1.03 1.03 26.0 704 1.35 -1.28 1.28 21.0 705 1.21 -0.88 0.88 28.7 706 1.23 -0.95 0.95 21.2 707 1.20 -0.94 0.94 18.3 708 1.30 -0.86 0.86 24.5 709 1.00 -1.00 1.00 28.6 70

10 1.04 -0.93 0.93 20.7 70Average 1.203 -0.98 0.98 22.50 70Median 1.220 -0.94 0.94 21.10 70



StrokeOut


Number Volts (V) Volts (V) Volts (V) milliamps (mA) Hertz1 1.30 -1.00 1.00 24.4 802 1.40 -1.50 1.50 26.2 803 1.20 -1.40 1.40 23.1 804 1.10 -1.70 1.70 25.7 805 1.10 -0.97 0.97 22.1 806 1.40 -1.40 1.40 21.6 807 1.20 -1.70 1.70 27.9 808 1.60 -1.00 1.00 26.5 809 1.80 -1.20 1.20 24.3 80

10 1.90 -1.70 1.70 21.7 80Average 1.400 -1.36 1.36 24.35 80Median 1.350 -1.40 1.40 24.35 80


Analysis of Combined Data for all HertzIn Stroke Out


30 Samples Volts (V) Volts (V) Volts (V) milliamps (mA) HertzAverage 1.33 -1.19 1.19 23.11 70.00Median 1.30 -1.11 1.11 22.60 70.00

Standard Deviation

0.20 0.27 0.27 3.70 8.30



Minimum 1.00 -1.70 0.81 16.00 60.00Maximum 1.90 -0.81 1.70 28.70 80.00



Application Analysis

This purpose of this section is to provide analysis of the data, predict application to full scale models and

make a determination on the feasibility of implementing these designs for the capture of otherwise

wasted energy absorbed by shock absorbers.

Summary Review of Mechanical Conversion DataI tested three heights with three different capacitors. Although a capacitor is a good test for storing

energy, it is limited as discussed in the background research. The capacitor will not retain the terminal

voltage for very long. A true battery system should be used in full featured testing.

I combined the data for each capacitor making thirty measurements for each capacitor. There are 10

measurements for each height. This set of data provides me thirty samples at varying speeds with

everything else constant. I calculated a Least Squares Regression Line from this data. I used the Least

Squares Regression Line predictor to predict voltages at higher track velocities ranging from 1.341 m/s

(3 miles per hour) to 40.234 m/s (90 miles per hour).

FindingsFor all three capacitors the following findings apply:

The correlation of the Track Velocity and Measured Voltage is negative.

CorrelationTest Correlation21 cm – 10 microfarad +.4121 cm – 22 microfarad -.0921 cm – 56.1 microfarad +.3129 cm – 10 microfarad +.2829 cm – 22 microfarad +.5129 cm – 56.1 microfarad +.5041 cm – 10 microfarad +.3241 cm – 22 microfarad +.3241 cm – 56.1 microfarad -.52Combined data for 10 microfarad -.01Combined data for 22 microfarad -.03Combined data for 56.1 microfarad -.14

The higher track velocity results in a lower voltage.



This mechanical conversion design does not produce a satisfactory result. It appears we are not capturing all of the energy absorbed by the shock absorber. One consideration is that using a capacitor for energy storage may not be suitable for this design. The correlation seems to varying significantly with capacitor selection and track velocity selection. Further design should include a full battery charging system which includes the ability to equally process positive and negative cycles.

Combined Data for 10 microfaradsThis data includes a scaled prediction for volts using a full size shock absorber. The test shock absorber is approximately 1/10th scale. A measurement of shocks on a Full Size Truck, an All Terrain Vehicle, a Mid Size Truck and a Mini Van resulted in an average shock size of 50 cm.

Test Prediction

10 µFarad Volts Track Velocity Velocity Predicted Volts Scaled to SizeV m/s m/s V V

21 cm 0.4 0.469 1.341 0.383 3.8321.5 0.498 2.682 0.354 3.5360.8 0.478 4.023 0.324 3.2410.7 0.443 5.364 0.295 2.9450.5 0.469 6.706 0.265 2.6500.7 0.478 8.047 0.235 2.3540.1 0.478 9.388 0.206 2.0590.2 0.488 10.729 0.176 1.7630.2 0.452 12.070 0.147 1.4680.8 0.508 13.411 0.117 1.172

29 cm 0.4 0.762 14.752 0.088 0.8770.4 0.813 16.093 0.058 0.5810.3 0.787 17.435 0.029 0.2860.0 0.841 18.776 -0.001 -0.0100.1 0.841 20.117 -0.031 -0.3050.4 0.762 21.458 -0.060 -0.6010.0 0.787 22.799 -0.090 -0.8960.6 0.871 24.140 -0.119 -1.1910.0 0.739 25.481 -0.149 -1.4870.1 0.739 26.822 -0.178 -1.782

41 cm 0.5 0.938 28.163 -0.208 -2.0780.4 1.016 29.505 -0.237 -2.3730.4 1.016 30.846 -0.267 -2.6690.7 0.975 32.187 -0.296 -2.9640.8 0.871 33.528 -0.326 -3.2600.2 0.938 34.869 -0.356 -3.555



0.1 0.938 36.210 -0.385 -3.8511.8 1.060 37.551 -0.415 -4.1460.5 1.108 38.892 -0.444 -4.4420.4 0.938 40.234 -0.474 -4.737

Average 0.47 0.75Median 0.40 0.79

StandardDeviation

0.41 0.22



Y = a + b * X


b is the slope



Correlation -0.01


0.217

Sy equals Volts

0.41


-0.02 volts pervelocity

y intercept 0.41




Test Prediction

22 µFarad Volts Track Velocity Velocity Predicted Volts Scaled to SizeV m/s m/s V V

21 cm 0.7 0.413 1.341 0.717 7.1730.8 0.488 2.682 0.578 5.7790.8 0.488 4.023 0.438 4.3840.8 0.498 5.364 0.299 2.9890.3 0.488 6.706 0.159 1.5950.8 0.413 8.047 0.020 0.2000.7 0.478 9.388 -0.119 -1.1940.3 0.452 10.729 -0.259 -2.5890.7 0.478 12.070 -0.398 -3.9840.4 0.488 13.411 -0.538 -5.378

29 cm 0.2 0.762 14.752 -0.677 -6.7730.0 0.697 16.093 -0.817 -8.1670.3 0.762 17.435 -0.956 -9.5620.1 0.739 18.776 -1.096 -10.9570.2 0.739 20.117 -1.235 -12.3513.2 0.762 21.458 -1.375 -13.7463.3 0.841 22.799 -1.514 -15.1400.0 0.813 24.140 -1.653 -16.5351.2 0.762 25.481 -1.793 -17.9301.5 0.762 26.822 -1.932 -19.324

41 cm 1.9 1.016 28.163 -2.072 -20.7190.0 0.975 29.505 -2.211 -22.1130.0 0.975 30.846 -2.351 -23.5080.0 0.975 32.187 -2.490 -24.9030.2 1.016 33.528 -2.630 -26.2970.5 1.060 34.869 -2.769 -27.6920.1 1.060 36.210 -2.909 -29.0860.3 0.938 37.551 -3.048 -30.4810.8 1.108 38.892 -3.188 -31.8760.5 1.016 40.234 -3.327 -33.270

Average 0.69 0.75Median 0.45 0.76

StandardDeviation

0.83 0.23

Analysis of 22 microfarad Data



The chart below includes the calculations for the correlation, slope and y-intercept for the data where track velocity is along the x-axis and measured volts is along the y-axis. These are the parameters used to calculate a Least Squares Regression of the data. The resulting formula will predict voltages for entered values of track velocity.


Y = a + b * X


b is the slope



Correlation -0.03


0.230

Sy equals Volts

0.83


-0.10 volts pervelocity

y intercept 0.86


Test Prediction

56.1 µFarad Volts Track Velocity Velocity Predicted Volts Scaled to SizeV m/s m/s V V

21 cm 1.5 0.460 1.341 0.262 2.6200.5 0.406 2.682 -0.240 -2.3992.4 0.443 4.023 -0.742 -7.4170.5 0.428 5.364 -1.244 -12.4350.7 0.387 6.706 -1.745 -17.4540.6 0.413 8.047 -2.247 -22.4721.9 0.488 9.388 -2.749 -27.4910.8 0.519 10.729 -3.251 -32.5090.8 0.369 12.070 -3.753 -37.528



0.2 0.460 13.411 -4.255 -42.54629 cm 1.2 0.762 14.752 -4.756 -47.565

1.1 0.903 16.093 -5.258 -52.5830.7 0.762 17.435 -5.760 -57.6011.1 0.762 18.776 -6.262 -62.6200.8 0.717 20.117 -6.764 -67.6380.1 0.762 21.458 -7.266 -72.6570.4 0.739 22.799 -7.768 -77.6750.4 0.697 24.140 -8.269 -82.6941.1 0.813 25.481 -8.771 -87.7120.8 0.787 26.822 -9.273 -92.731

41 cm 0.3 1.060 28.163 -9.775 -97.7490.7 1.060 29.505 -10.277 -102.7681.7 0.975 30.846 -10.779 -107.7861.6 0.975 32.187 -11.280 -112.8040.4 0.975 33.528 -11.782 -117.8232.6 0.975 34.869 -12.284 -122.8410.0 1.016 36.210 -12.786 -127.8600.2 0.975 37.551 -13.288 -132.8780.1 1.016 38.892 -13.790 -137.8970.1 1.060 40.234 -14.292 -142.915

Average 0.84 0.74Median 0.70 0.76

StandardDeviation

0.67 0.24



Y = a + b * X


b is the slope





Correlation -0.14


0.243



velocity

y intercept 0.76

Additional Review of Mechanical Conversion Data I continued the analysis of the data calculating a correlation between bump frequency and voltage.

I combined the data for each capacitor making thirty measurements for each capacitor. There are 10 measurements for each height. This set of data provides me thirty samples at varying bump frequencies with everything else constant. Since bump frequency is directly proportional to the track velocity, I expected the correlations to be the same. I calculated a Least Squares Regression Line from this data. I used the Least Squares Regression Line predictor to predict voltages at higher track velocities ranging from 1.341 m/s (3 miles per hour) to 40.234 m/s (90 miles per hour).


Test Prediction

10 µFarad Volts Bump Frequency Bump Frequency Predicted Volts Scaled to SizeV Hertz Hertz V V

21 cm 0.4 2.885 3 0.402 4.0201.5 3.061 6 0.391 3.9130.8 2.941 9 0.381 3.8050.7 2.727 12 0.370 3.6980.5 2.885 15 0.359 3.5900.7 2.941 18 0.348 3.4830.1 2.941 21 0.338 3.3750.2 3.000 24 0.327 3.2680.2 2.778 27 0.316 3.1600.8 3.125 30 0.305 3.053

29 cm 0.4 4.688 33 0.295 2.9450.4 5.000 36 0.284 2.838



0.3 4.839 39 0.273 2.7310.0 5.172 42 0.262 2.6230.1 5.172 45 0.252 2.5160.4 4.688 48 0.241 2.4080.0 4.839 51 0.230 2.3010.6 5.357 54 0.219 2.1930.0 4.545 57 0.209 2.0860.1 4.545 60 0.198 1.978

41 cm 0.5 5.769 63 0.187 1.8710.4 6.250 66 0.176 1.7630.4 6.250 69 0.166 1.6560.7 6.000 72 0.155 1.5490.8 5.357 75 0.144 1.4410.2 5.769 78 0.133 1.3340.1 5.769 81 0.123 1.2261.8 6.522 84 0.112 1.1190.5 6.818 87 0.101 1.0110.4 5.769 90 0.090 0.904

Average 0.47 4.61Median 0.40 4.84

StandardDeviation

0.41 1.33



Y = a + b * X


b is the slope



Correlation -0.01




1.335



velocity

y intercept 0.41


22 µFarad Volts Bump Frequency Bump Frequency Predicted Volts Scaled to Size

V Hertz Hertz V V21 cm 0.7 2.542 3 0.806 8.061

0.8 3.000 6 0.755 7.5540.8 3.000 9 0.705 7.0470.8 3.061 12 0.654 6.5390.3 3.000 15 0.603 6.0320.8 2.542 18 0.553 5.5250.7 2.941 21 0.502 5.0180.3 2.778 24 0.451 4.5110.7 2.941 27 0.400 4.0040.4 3.000 30 0.350 3.497

29 cm 0.2 4.688 33 0.299 2.9890.0 4.286 36 0.248 2.4820.3 4.688 39 0.198 1.9750.1 4.545 42 0.147 1.4680.2 4.545 45 0.096 0.9613.2 4.688 48 0.045 0.4543.3 5.172 51 -0.005 -0.0530.0 5.000 54 -0.056 -0.5601.2 4.688 57 -0.107 -1.0681.5 4.688 60 -0.157 -1.575

41 cm 1.9 6.250 63 -0.208 -2.0820.0 6.000 66 -0.259 -2.5890.0 6.000 69 -0.310 -3.0960.0 6.000 72 -0.360 -3.6030.2 6.250 75 -0.411 -4.1100.5 6.522 78 -0.462 -4.6170.1 6.522 81 -0.512 -5.125



0.3 5.769 84 -0.563 -5.6320.8 6.818 87 -0.614 -6.1390.5 6.250 90 -0.665 -6.646

Average 0.69 4.61Median 0.45 4.69

StandardDeviation

0.83 1.42



Y = a + b * X


b is the slope



Correlation -0.03


1.417



velocity

y intercept 0.86

Combined Data for 56.1 microfaradsThis data includes a scaled prediction for volts using a full size shock absorber. The test shock absorber is approximately 1/10th scale. A measurement of shocks on a Full Size Truck, an All Terrain Vehicle, a Mid Size Truck and a Mini Van resulted in an average shock size of 50 cm.

Test Predicted

56.1 µFarad Volts Bump Frequency Bump Frequency Predicted Volts Scaled to Size



V Hertz Hertz V V21 cm 1.5 2.830 3 0.581 5.813

0.5 2.500 6 0.399 3.9892.4 2.727 9 0.216 2.1640.5 2.632 12 0.034 0.3390.7 2.381 15 -0.149 -1.4860.6 2.542 18 -0.331 -3.3111.9 3.000 21 -0.514 -5.1360.8 3.191 24 -0.696 -6.9610.8 2.273 27 -0.879 -8.7860.2 2.830 30 -1.061 -10.611

29 cm 1.2 4.688 33 -1.244 -12.4361.1 5.556 36 -1.426 -14.2600.7 4.688 39 -1.609 -16.0851.1 4.688 42 -1.791 -17.9100.8 4.412 45 -1.974 -19.7350.1 4.688 48 -2.156 -21.5600.4 4.545 51 -2.338 -23.3850.4 4.286 54 -2.521 -25.2101.1 5.000 57 -2.703 -27.0350.8 4.839 60 -2.886 -28.860

41 cm 0.3 6.522 63 -3.068 -30.6840.7 6.522 66 -3.251 -32.5091.7 6.000 69 -3.433 -34.3341.6 6.000 72 -3.616 -36.1590.4 6.000 75 -3.798 -37.9842.6 6.000 78 -3.981 -39.8090.0 6.250 81 -4.163 -41.6340.2 6.000 84 -4.346 -43.4590.1 6.250 87 -4.528 -45.2840.1 6.522 90 -4.711 -47.109

Average 0.84 4.55Median 0.70 4.69

StandardDeviation

0.67 1.49

Analysis of 56.1 microfarad DataThe chart below includes the calculations for the correlation, slope and y-intercept for the data where track velocity is along the x-axis and measured volts is along the y-axis. These are the parameters used



to calculate a Least Squares Regression of the data. The resulting formula will predict voltages for entered values of track velocity.


Y = a + b * X


b is the slope



Correlation -0.14


1.494



velocity

y intercept 0.76

Summary Review of Electromagnetic Conversion DataI tested three bump rates (bump frequencies) with measurements on the in stroke and out stroke. I also calculated an absolute voltage for the stroke with the negative polarity.

I combined the data for each stroke making thirty measurements for each stroke. There are 10

measurements for each frequency. This set of data provides me thirty samples at varying speeds with

everything else constant. I calculated a Least Squares Regression Line from this data. I used the Least

Squares Regression Line predictor to predict voltages at higher frequencies ranging from 3 Hertz to 90

Hertz.

FindingsFor all three strokes the following findings apply:

The correlation of the frequency and Measured Voltage is in the same magnitude as the polarity. The in stroke and absolute measurements have positive correlation. The out stroke has a negative correlation and a negative magnitude.

The higher frequency results in a higher voltage.



This electromagnetic conversion design does produce a satisfactory result. We are not really capturing the energy absorbed by the shock absorber. We are applying a phenomenon to the shock absorber to convert energy. The positive side of this design is that we may incur very little changes to the shock absorber which would reduce its performance. We do need to develop a circuit to account for the changing polarity of the voltage as the stroke goes in and out. A more robust battery charging system should accommodate this.

Combined Data for In Stroke MeasurementsThis data includes a scaled prediction for volts using a full size shock absorber. The test shock absorber is approximately 1/6th scale. A measurement of shocks on a Full Size Truck, an All Terrain Vehicle, a Mid Size Truck and a Mini Van resulted in an average shock size of 50 cm.

Test Predicted

In Stroke Bump Frequency Bump Frequency Predicted Volts Scaled to SizeV Hertz Hertz V V

60 Hertz 1.5 60 3 0.195 1.2991.4 60 6 0.198 1.3211.5 60 9 0.201 1.3431.3 60 12 0.205 1.3651.4 60 15 0.208 1.3871.3 60 18 0.211 1.4091.4 60 21 0.214 1.4311.3 60 24 0.218 1.4531.2 60 27 0.221 1.4751.5 60 30 0.224 1.497

70 Hertz 1.3 70 33 0.228 1.5191.3 70 36 0.231 1.5411.2 70 39 0.234 1.5631.4 70 42 0.238 1.5851.2 70 45 0.241 1.6071.2 70 48 0.244 1.6291.2 70 51 0.247 1.6511.3 70 54 0.251 1.6731.0 70 57 0.254 1.6951.0 70 60 0.257 1.717

80 Hertz 1.3 80 63 0.261 1.7391.4 80 66 0.264 1.7611.2 80 69 0.267 1.7831.1 80 72 0.271 1.8051.1 80 75 0.274 1.8271.4 80 78 0.277 1.849



1.2 80 81 0.280 1.8711.6 80 84 0.284 1.8931.8 80 87 0.287 1.9151.9 80 90 0.290 1.937

Average 1.33 70.00Median 1.30 70.00

StandardDeviation

0.20 8.30

Analysis of In Stroke DataThe chart below includes the calculations for the correlation, slope and y-intercept for the data where track velocity is along the x-axis and measured volts is along the y-axis. These are the parameters used to calculate a Least Squares Regression of the data. The resulting formula will predict voltages for entered values of track velocity.


Y = a + b * X


b is the slope

X is the bump velocity


Correlation 0.05


8.305



hertz

y intercept 0.19

Combined Data for Out Stroke MeasurementsThis data includes a scaled prediction for volts using a full size shock absorber. The test shock absorber is approximately 1/6th scale. A measurement of shocks on a Full Size Truck, an All Terrain Vehicle, a Mid Size Truck and a Mini Van resulted in an average shock size of 50 cm.



Test Prediction

Out Stroke Bump Frequency Bump Frequency Predicted Volts Scaled to SizeV Hertz Hertz V V

60 Hertz -1.2 60 3 0.195 1.299-1.1 60 6 0.198 1.321-0.9 60 9 0.201 1.343-1.0 60 12 0.205 1.365-1.4 60 15 0.208 1.387-1.2 60 18 0.211 1.409-1.6 60 21 0.214 1.431-1.5 60 24 0.218 1.453-1.2 60 27 0.221 1.475-1.1 60 30 0.224 1.497

70 Hertz -0.8 70 33 0.228 1.519-1.1 70 36 0.231 1.541-1.0 70 39 0.234 1.563-1.3 70 42 0.238 1.585-0.9 70 45 0.241 1.607-0.9 70 48 0.244 1.629-0.9 70 51 0.247 1.651-0.9 70 54 0.251 1.673-1.0 70 57 0.254 1.695-0.9 70 60 0.257 1.717

80 Hertz -1.0 80 63 0.261 1.739-1.5 80 66 0.264 1.761-1.4 80 69 0.267 1.783-1.7 80 72 0.271 1.805-1.0 80 75 0.274 1.827-1.4 80 78 0.277 1.849-1.7 80 81 0.280 1.871-1.0 80 84 0.284 1.893-1.2 80 87 0.287 1.915-1.7 80 90 0.290 1.937

Average -1.19 70.00Median -1.11 70.00

StandardDeviation

0.27 8.30

Analysis of Out Stroke Data



The chart below includes the calculations for the correlation, slope and y-intercept for the data where track velocity is along the x-axis and measured volts is along the y-axis. These are the parameters used to calculate a Least Squares Regression of the data. The resulting formula will predict voltages for entered values of track velocity.


Y = a + b * X


b is the slope

X is the bump frequency


Correlation -0.21


8.305



hertz

y intercept 0.33

Combined Data for Absolute Stroke MeasurementsThis data includes a scaled prediction for volts using a full size shock absorber. The test shock absorber is approximately 1/6th scale. A measurement of shocks on a Full Size Truck, an All Terrain Vehicle, a Mid Size Truck and a Mini Van resulted in an average shock size of 50 cm.

Test Predicted

Absolute Bump Frequency Bump Frequency Predicted Volts Scaled to SizeV Hertz Hertz V V

60 Hertz 1.2 60 3 0.195 1.2991.1 60 6 0.198 1.3210.9 60 9 0.201 1.3431.0 60 12 0.205 1.3651.4 60 15 0.208 1.3871.2 60 18 0.211 1.4091.6 60 21 0.214 1.4311.5 60 24 0.218 1.4531.2 60 27 0.221 1.4751.1 60 30 0.224 1.497



70 Hertz 0.8 70 33 0.228 1.5191.1 70 36 0.231 1.5411.0 70 39 0.234 1.5631.3 70 42 0.238 1.5850.9 70 45 0.241 1.6070.9 70 48 0.244 1.6290.9 70 51 0.247 1.6510.9 70 54 0.251 1.6731.0 70 57 0.254 1.6950.9 70 60 0.257 1.717

80 Hertz 1.0 80 63 0.261 1.7391.5 80 66 0.264 1.7611.4 80 69 0.267 1.7831.7 80 72 0.271 1.8051.0 80 75 0.274 1.8271.4 80 78 0.277 1.8491.7 80 81 0.280 1.8711.0 80 84 0.284 1.8931.2 80 87 0.287 1.9151.7 80 90 0.290 1.937

Average 1.19 70.00Median 1.11 70.00

StandardDeviation

0.27 8.30

Analysis of Out Stroke DataThe chart below includes the calculations for the correlation, slope and y-intercept for the data where track velocity is along the x-axis and measured volts is along the y-axis. These are the parameters used to calculate a Least Squares Regression of the data. The resulting formula will predict voltages for entered values of track velocity.


Y = a + b * X


b is the slope

X is the bump frequency




Correlation 0.21


8.305



hertz

y intercept 0.21



Pictures

All graphics created by Nick Hopkins, Student and Stephen Hopkins, Supervisor.





Observations

This section is reserved for observations not included in the data, analysis and conclusions sections.

The test track was slightly warped causing the car to swerve left

The voltages are coming out lower than I thought; maybe the power from going up and the

power from coming down are canceling each other out. I could need a diode

The vehicle frame is slightly skewed but has remained constant through all tests

The capacitors cannot touch the metal frame or they will zero out



Conclusion

The mechanical conversion design does not produce a satisfactory result. It appears we are not capturing all of the energy absorbed by the shock absorber. One consideration is that using a capacitor for energy storage may not be suitable for this design. The correlation seems to varying significantly with capacitor selection and track velocity selection. Further design should include a full battery charging system which includes the ability to equally process positive and negative cycles.

The electromagnetic conversion design does produce a satisfactory result. We are not really capturing the energy absorbed by the shock absorber. We are applying a phenomenon to the shock absorber to convert energy. The positive side of this design is that we may incur very little changes to the shock absorber which would reduce its performance. We do need to develop a circuit to account for the changing polarity of the voltage as the stroke goes in and out. A more robust battery charging system should accommodate this.



Bibliography

1. Mastascusa, E. J. "An Introduction To Signals." An Introduction To Signals. Bucknell University,

2010. Web. <http://www.facstaff.bucknell.edu/mastascu/elessonshtml/Signal/Signal1.htm>.

2. Eshbach, Ovid Wallace. Handbook of Engineering Fundamentals. New York: Wiley, 1952. Print.

3. Hoadley, Rick. "Magnet Man - Cool Experiments with Magnets." Magnet Man - Cool Experiments

with Magnets. Coolmagnetman.com, 22 Oct. 2011. Web.

<http://www.coolmagnetman.com/magindex.htm>.

4. “What is AWG”, Cabling-Design.com, 2010. Web.

<http://www.cabling-design.com/interaction/tips/24Jul20001.shtml>

5. “Car Struts - What Are They and How They Work : How Car Stuff Works”, CarJunky.com, 2011,

<http://news.carjunky.com/how_stuff_works/car_struts_what_are_they_abc169.shtml>

6. “MONROE SHOCKS & STRUTS :: F.A.Q.”, Tenneco Inc., 2011. Web.

<http://www.monroe.com/support/FAQ>

7. Dann, James H. & Dann, James. (2010), CK12 People's Physics Book Version 2, Palo Alto, CA : CK-

12 Foundation.

8. “Magnets and Electricity Generation”, U.S. Department of Energy, 2011. Web.

<http://www.newton.dep.anl.gov/askasci/eng99/eng99228.htm>

9. Author Unknown, (2002) Duracell Akaline Batteries, MSDS, Needham, MA: Gillette Medical

Evaluation Laboratories.

10. Halliday, David, and Robert Resnick. Fundamentals of Physics. New York: Wiley, 1981. Print.

11. Ziemer, Rodger E., William H. Tranter, and D. Ronald. Fannin. Signals and Systems: Continuous

and Discrete. New York: Macmillan, 1983. Print.

12. Larson, Ron, and Robert P. Hostetler. Calculus with Analytic Geometry. Lexington, MA: D.C.

Heath, 1982. Print

13. Eshbach, Ovid W., and Mott Souders. Handbook of Engineering Fundamentals,. New York: Wiley,

1975. Print

14. Reynolds, William Craig, and Henry C. Perkins. Engineering Thermodynamics. New York:

McGraw-Hill, 1977. Print

15. Hostetter, G. H. Engineering Network Analysis. New York: Harper & Row, 1984. Print

16. Kreyszig, Erwin. Advanced Engineering Mathematics. New York: Wiley, 1983. Print69 | P a g e T e a c h e r : M r s . M a r e z a n d M s . S t e w a r t


http://www.newton.dep.anl.gov/askasci/eng99/eng99228.htm

http://news.carjunky.com/how_stuff_works/car_struts_what_are_they_abc169.shtml

http://www.cabling-design.com/interaction/tips/24Jul20001.shtml

17. Kreyszig, Erwin. Advanced Engineering Mathematics. New York: Wiley, 1983. Print

18. Krane, Kenneth S. Modern Physics. Toronto: John Wiley & Sons, 1983. Print.



AcknowledgementsI would like to acknowledge several sources of support for this project. Stephen Hopkins acted as my

supervisor and mentor for this project. He taught me about the basics of voltage and topics relating to

shock absorption. He taught me how to measure voltage on a multimeter and an Oscilloscope. He

supervised me during the development of the mechanical conversion vehicle, mechanical conversion

shock absorber and the magnetic conversion shock absorber.

This project has opened a few opportunities for further development. I have learned that there is

potential for harvesting energy otherwise wasted from shock absorbers. I realized that circuit design is

critical to harvesting this energy. The next step of this project would be to create larger scale model

attached to a vehicle and include a more sophisticated storage system other than a simple capacitor.



Material Safety and Data Sheets (MSDS)











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