A two degree-of-freedom linear vibration energy harvester for tram applications

•A description of the vibratory environment of the tram.•Especially the power spectral density measured on the bogie.•The analysis and optimization of a two degree-of-freedom inertial device.•A comparison with one degree-of-freedom devices.•The equations associated with the electromagnetic conversio...

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Bibliographic Details
Published in:Mechanical systems and signal processing 2020-06, Vol.140, p.106657, Article 106657
Main Authors: Perez, M., Chesné, S., Jean-Mistral, C., Billon, K., Augez, R., Clerc, C.
Format: Article
Language:English
Subjects:
Computer simulation
Degrees of freedom
Electromagnetic conversion
Energy harvesting
Frequency hopping
Inertial linear generator
Linear vibration
Mathematical models
Mechanics
Optimization
Permanent magnets
Physics
Prototypes
Q factors
Structural health monitoring
Structural mechanics
Vibration energy harvesting
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Summary:•A description of the vibratory environment of the tram.•Especially the power spectral density measured on the bogie.•The analysis and optimization of a two degree-of-freedom inertial device.•A comparison with one degree-of-freedom devices.•The equations associated with the electromagnetic conversion.•The optimization based on FEM calculations.•The experimental results obtained with a two DoF electromagnetic device. This paper presents an innovative two degree-of-freedom (DoF) electromagnetic vibration energy harvester used in a railway environment and its optimization based on complete multi-physics modeling, coupling an analytical model, numerical magnetic flied simulations and experimental data used as input parameters. It highlights that the resonance frequencies of the harvester must not be equal to the predominant frequencies of the input signal, which differs greatly compared to the optimization of a one DoF device. Characteristic frequency hopping dependent on the mechanical quality factors linked to the two DoF is also observed. Two prototypes were designed and tested with real tram acceleration signals. An average electrical power of 6.5 mW was obtained experimentally with a prototype of 710 g and 141 cc, validating the multi-physics model and the optimization process.
ISSN:0888-3270
1096-1216
DOI:10.1016/j.ymssp.2020.106657