Professional Documents
Culture Documents
3,MARCH2013
1065
ElectromagneticEnergyHarvestingShock
Absorbers:Design,Modeling,andRoadTests
ZhongjieLi,LeiZuo,GeorgeLuhrs,LiangjunLin,andYixianQin
I.INTRODUCTION
Fig.1.Schematicoftheregenerative
suspensionsystem.
State Energy Research and Development Authority and in part by the State Energy dissipated by shock
UniversityofNewYorkResearchFoundationTechnologyAcceleratorFund.The absorbers is calculated and
reviewofthispaperwascoordinatedbyDr.M.Kazerani.
modeled by a number of
The authors are with the State University of New York at Stony Brook,
researchers. Segel and Lu [4]
StonyBrook,NY11794USA(email:lei.zuo@stonybrook.edu).
Colorversionsofoneormoreofthefiguresinthispaperareavailableonline didsomesimulation,indicating
athttp://ieeexplore.ieee.org.
that approximately 200 W of
DigitalObjectIdentifier10.1109/TVT.2012.2229308
dc
generator.
00189545/$31.002013IEEE
1066
IEEETRANSACTIONSONVEHICULARTECHNOLOGY,VOL.62,NO.3,MARCH2013
(20mi/h).
TA
BL
EI
MEASUREDSUSPENSION
VIBRATIONVELOCITY
AND
CALCULATE
DPOWER
[14] patentedaregenerativeshockabsorberwithahydraulic
piston,ahydraulicmotor,andanelectricalgenerator.Zuoetal.
[15] designedanelectromagneticenergyharvesterandbuilta1
:2scaleprototypetoverifyitscapabilitiesofgeneratingpower Fig. 2. Experiment setup for
undervibration.Li etal. [16]proposedarackpinionbased suspension vibration tests. The laser
of the displacement sensor
design and analyzed its characterizations with a nonlinear head
(MicroEpsilonILD1401)ismounted
dynamicmodel.
ontheinnercylinderoftheabsorber,
This paper aims at introducing the design principles of a andthetargetismountedontheouter
cylinder.
regenerative shock absorber, modelingthe dynamics, charac
terizing it with laboratorybased experiments, and eventually
demonstratingitinvehicleroadtests.Thecontributionofthis
paperisthreefold.Wefirstpresentatrulyretrofitabledesignof
an energyharvesting shock absorber. Second, we create
physicalbasedmodeling,whichcanbeusedtoguidethedesign
and parameter selection. Third, we characterize the damping
property and demonstrate energyharvesting capacity in road
tests. It should be noted that although this work has been
featuredinsomepopular newmedia, suchasPhysOrg[17],
R&D 100 Award [18], and Newsday [19], none of these
journalistshavereportedthetechnicaldesign,modeling,bench
test,androadtestdata.
Thispaperisorganizedasfollows:SectionIIdescribesthe
design principles. Section III introduces the modeling and
analysisoftheenergyharvestingshockabsorber.InSectionIV,
theprototypeischaracterizedwithbenchtests.InSectionV,
road tests are conducted to verify the capabilities of energy
harvestinginaChevroletfullsizeSUV.Conclusions,including Fig. 3. Suspension velocity between
designguidelines,arethengiveninSectionVI.
the sprung and unsprung masses
recordedonalocalroadat32km/h
35.
REGENERATIVE SHOCKBrook University,
ABSORBERDESIGN
Stony Brook, NY,
andtheLongIsland
A.SuspensionVibrationInput
Expressway(I495).
To evaluate the suspensions vibration The suspension
induced by road roughness, we performedvibration highly
someexperimentalstudyusingaChevrolet
depends on road
Suburban (2002 model). A laser
conditions and
displacement sensor (MicroEpsilon
vehicle speed. Fig.
ILD1401, 1000 Hz, resolution 50 m) is
3showsarecorded
mountedonthetraditionalshockabsorberof
relative vibration
therearsuspensiontodirectlymeasurethe
compression/extension of the shock velocity between
absorber,asshowninFig.2.Thesuspension the sprung and
velocity is calculated from the measured unsprung masses
relativedisplacementbytakingaderivativeobtainedinthetest
and applying a fourthorder Butterworthatthevehiclespeed
filter of bandwidth 0.1100 Hz [5]. The of 32 km/h (20
vehicle is driven on different roads, mi/h). The instant
including Stony Brook Road near Stony peaktopeak
velocity can be
0.15 m/s, but the
rootmeansquare
(RMS)valueofthe
velocity data is
only0.026m/s.
Table I shows
the measured
relative velocities
of the suspension
whentheSUVwas
driven at different
vehicle speeds. In
TableI,itisshown
power
dissipatedbythesuspensionsystemwithfour shocks, as
showninTableI.
LIetal.:ENERGYHARVESTINGSHOCKABSORBERS:DESIGN,MODELING,ANDROADTESTS
1067
Fig.4.Overallstructureoftheregenerativeshockabsorber.
B.DesignPrinciple
energyharvesterdesignsincewewouldliketomaketheresonant
frequencythesameastheexcitationfrequency.However,themain
excitation to vehicle suspension is road roughness, which is
generally random and, often, can be modeled as whitenoise
velocity input to the tires [5]. In addition, retrofit design is
important for economic implementation without changing the
suspensionstructureorsuspensionstiffness.Therefore,wewould
liketodesignregenerativeshockabsorbersthatcandirectlyreplace
the traditional oil damper to achieve the desired damping while
harvesting the energy. There are generally two types of
configurationsofregenerativeshockabsorbers,i.e.,lineardesign
and rotary design. The lineartype shock absorbers utilize the
relative motion between magnetic field and coils to directly
generate power based on Faradays law of electromagnetic
induction. The rotary shock absorbers transfer linear motion of
suspensionvibrationtorotarymotiontodrivepermanentmagnetic
dc generators. Usually, rotary shock absorbers are capable of
generatingmorepowerandgettingalargerdampingcoefficientfor
thegivenspace[20].
Fig.5.Threedimensionalmodeland
photooftheshockabsorber
prototype.
A.DCMotorandDC
Generator
Permanent magnetic dc
motorscanbedirectlyusedas
generators. Although the
modelingofadcmotoriswell
known, it is a very common
mistake that people may
directlytakea100W
1068
IEEETRANSACTIONSONVEHICULARTECHNOLOGY,VOL.62,NO.3,MARCH2013
B.DynamicsModeling
motortobea100Wgenerator.Inthissession,weanalyzethe TheanalysisinSectionIII
characteristics of motors and generators and illustrate the A is the capacity of steady
differenceofdcmachinesasageneratorandasamotor(see power generation when an
Fig.6).
electrical motor is used as a
wherektrepresentsthetorque
constant. Based on Newtons
secondlaw,wecanget
=J
m
wheremistheinputmechanicaltorqueon
thegenerator,and Jm istheinertiaofthe
rotor.
BasedonKirchhoffsvoltagelaws,wehave
di
U L
emf
dt iR = 0
(8)
wherebackEMFvoltageUemf=ke(d/dt),Lrepresentsthe
generatorsinternalinductance,andRisthesumofgenerator
internalresistanceriandelectricloadresistanceRe.
(3)
Take(6)(8)intoconsideration,theoverallexpressionofthe
generatorsdynamicscanbewrittenas
From(1)and(2),weseethatwhenthemotorisusedasa
2
d
d
Uemf = ken.
generator,atthesamespeednandcurrentIn,outputvoltage
Ld
d
ke dt
Ug maybemuchsmallerthanthenominalinputvoltage Um of
d
m Jm dt2
= kt t
m Jm dt2
+ kt
(9)
ThisequationcanbewrittenintheLaplacedomainwith
Laplaceoperators,i.e.,
themotor.Thus
Ug = Uemf Inri = Um 2Inri
(4)
Tm
andthenominaloutputpowerPgasageneratorisalsosmaller
thanthenominalpowerPmofthemotor,i.e.,
2
2
= ktkes + Jms .
(10)
R + Ls
Ifweexpressthetorqueinmassspringdampingform,i.e.,
2
Tm = Jms + cms + km
(5)
(11)
Equations(4)and(5)indicatehowweshouldtakethe thenwecanobtaintheequivalenttorsionaldampingofcoeffi
internalresistanceandthenominalcurrentintoaccountinthe cientcm(frequencydependent),i.e.,
ktkeR
generatorselection.Inthisprototype,weselectadcmotor
c
=
(MaxonMotor,model218010)asagenerator.Theparameters
m
R +L
areshowninTableII.Pluggingthemotorparametersinto(4)
and(5),weseethattheoutputvoltageattheratedrotational andtheequivalenttorsionalstiffnesskm,i.e.,
2
speedandratedcurrentwillbe38.9V,andtheoutputpower
ktktL
km =
isonly41.1W,muchsmallerthantheratedpower48V
2
(12)
(13)
R2 + L22
1.38A=66Wasamotor.Onemaythinkthatthemaximal
outputpowerhappenswhentheexternalresistoristhesame Equations(12)and(13)indicatethatthecoilresistancecon
2
astheinternalresistor:(48V/2) /6.6 =87.3W.However, tributestotorsionaldamping,andthecoilinductorappearsto
asimplecalculationindicatesthatthecurrentintheelectrical beastiffness.
Consideringthatthevibrationinducedbyroadirregularities
machineinsuchacasewillbe3.6A=48V/(26.6),
whichismuchlargerthantheratedcurrent1.38A,whichis isusuallyinthefrequencyrange110Hz,andtheinductance
LIetal.:ENERGYHARVESTINGSHOCKABSORBERS:DESIGN,MODELING,ANDROADTESTS
TABLEII
PARAMETERSOFTHEDCMOTORUSEDINTHEPROTOTYPE
Fig.7.Dynamicsmodelingoftheelectromagneticgenerator,whereRecanbe
theequivalentresistanceofthepowerchargecircuit.
1069
Jp kp kb + Jb kb + Jr,where
Jp, kp, and p represent the ro
tation inertia, transmission ratio,
andefficiencyoftheplanetary
D.LinearModelUnder
SinusoidalVibration
ThebacklashandCoulombfrictioninthisdesignaremuch
smallerthanthoseinthepreviousprototype[16].Therefore,a
linear model can be obtained with the equivalent mass,
where kg , g ,and Jg arethe
stiffness,anddampingcoefficient.
overall transmission ratio, ef
Basedonthemodelsofthegeneratorandgeartransmission, ficiency,androtationinertiaof
the gear transmission system
the pinion gear to the
wecanobtaintherelationshipbetweenthedrivingforceandthe from
generatorrotor,asexplainedin
SectionIIIC;r
istheradiusof
motiondisplacement,i.e.,
J
F=
J k
g
r2
piniongears;mrandmcarethe
masses of the rack and the
moving casing; ke and kt are
thevoltageandtorqueconstants
of the generator; R is the
electrical loop resistance; and
kv is the viscous damping
between the inner and outer
cylinders.
m g
+ mc)
+ (mr
d x
dt
dx
kg kekt
2
+r
g R
+ kv
dt
(14)
Therefore,theequivalent
canbeobtainedas
meq =
kg k
Ceq =
We see that the equivalent
damping coefficient is mainly
determined by generator
constants
ke
and
kt,
transmission ratio kg from the
pinion gear to the generator
rotor,loopresistance R = ri +
Re, and viscous friction
coefficient kv between the
inner and outer cylinders.
Equation (16) can be used to
guide the selection of the
generator, gearbox ratio, and
piniongeardiameter.
Equation (16) also indicates
thatelectricalresistance R = ri
+ Re is important to the
damping coefficient. As a
result, the damping coefficient
can be controlled with
resistance Re of external load
orchargingcircuit.Itshouldbe
notedthatanelectricalcharging
circuit is very important for
energyharvesting suspension,
whichisoutofthescopeofthis
paper.However,itisusefulto
note that the charging circuit
with a dc/dc converter can be
modeled as a pure resistor Re
controlled with pulsewidth
modulation under moderate
assumption[22],[23].
x = A cos(0t + 0) + x0
2
d x
2
dt = A0 cos(0t + 0) = 0 x.
Hence,theforcecanbeexpressedas
J
F=
J k
2
m g
r2 g
(17)
+ (mr + mc)
dx
kg kekt
0 2x +
r g R
+ kv
dt . (18)
1070
IEEETRANSACTIONSONVEHICULARTECHNOLOGY,VOL.62,NO.3,MARCH2013
Fig.10.Forcedisplacementloopfor
different frequencies with 30
external load and 30mm
displacement input, where the
negativeslopeisduetotheeffectof
massinertias.
Fig.8.Equivalentdynamicmodeloftheshockabsorber.(a)Forgeneralinput
excitation.(b)Forharmonicexcitation.
The
force
displacement
Fig.9.Benchtestsetupfortheregenerativeshock damping loops are
absorber.
shown in Figs. 10
Thecoefficientofxisanegative
and 11 at different
stiffness.Thus
frequencies and
external electrical
2
Jmkg
loads.
J
+
g
+(
K =
m
=
eq
eq
2
0
ItisshowninFig.
10 that the
orientation of the
We will see this phenomenon as aloop is not
negative slope in theforcedisplacement horizontal, and the
loopsinSectionIVA.
slope changes when
Hence,thewholesystemcanbeviewedas the frequencies
mass meq and damper Ceq in series or aincrease.Thiscanbe
negativespringelement Keq anddamper Ceqexplained using
inparallel,asshowninFig.8.
(19). The slope is
mainly caused by
IV.BENCHTESTS
theinertiaofmoving
parts, and the
Theexperimentsetupforthelaboratoryorientation
test of the energy harvester prototype is represents the
shown in Fig. 9. The bench tests are negative stiffness
conducted on an 858 Mini Bionix II Keq of the system,
material testing system from MTS. A where
r2
calculated as Pin =
W
0/2.
Moreover, the
equivalent damping
coefficient can be
calculatedas
where 0 means
theinputfrequency,
and X means the
displacement
magnitude.
The force
displacement loops
in Figs. 10 and 11
arenotsmooth.The
fluctuating waves
on the force
displacement loops
are due to the
imperfect
engagement of the
gear teethof bevel
gears and rack
pinion gears. This
problem may be
taken care of by
more precise
machining and
tolerancecontrol.
Fig. 12 shows
the relationship
between force and
velocity. We can
see that the
relationship is
almost linear, and
the
slopes
correspond to the
damping
coefficients. In
addition,theslopes
increase when the
electrical load
decreases, which
means we attend
largerdamping.
Fig.11.Forcedisplacementloopsfor
different electrical loads at displace
ment input of 0.1Hz frequency and
30mmamplitude.
LIetal.:ENERGYHARVESTINGSHOCKABSORBERS:DESIGN,MODELING,ANDROADTESTS
1071
inputof0.5Hzfrequencyand30mm
vibrationamplitude.
Fig.12.Forcevelocityrelationshipfordifferentelectricalloadsatdisplace
mentinputof0.5Hzfrequencyand30mmamplitude.
recorded
voltageandresistor
value Pout = V
2
/Re, as shown in
Fig. 14. The peak
output power
attains 22 and 12
W,respectively,on
42 and 94
external loads and
at 0.5Hz and 30
mm vibration
amplitude.
It should be
noted that the
energyconverting
efficiency is an
important index of
the harvester
Fig.13.Dampingcoefficientswithdifferent
performance.
electricalloads.
However, we have
Equation(16)predictsthatthedampingrarely seen such a
coefficient of the regenerative shocknumber in the
absorberdependsontheelectricalloads: published papers.
2
2
Ceq = (kh kekt/r g R) + kv .SuchaAfterweobtainthe
prediction very well matches with the
experiment, as shown in Fig. 13.input mechanical
Therefore, the shock absorber can be power and output
controlledinalargerangebycontrolling
theexternalresistancesorthePMWoftheelectrical power,
circuit circuitry [22], [23]. In thiswe can then
prototype, a 30 electrical loadcalculate the total
corresponds to a damping coefficient of
around5000Ns/m,whichisclosetotheefficiency of the
value of the commercial shock absorber regenerative shock
usedinthetestSUV.Inaddition,a94
electrical loadcorrespondstoadampingabsorbers.Thetotal
coefficientof1800Ns/m,whichisgoodefficiencyisfurther
foratypicalpassengercar.
We also recorded the voltage of the
Fig.14.Outputelectricalpowerfor
differentresistorsatdisplacement
efficiency ranges
from 33% to 63%
with different
vibration
frequencies (see
Fig. 15) and
different electrical
loads(seeFig.16).
Itisshownthatthe
mechanical
efficiency achieves
the maximum at
around 1Hz
frequency input,
and the efficiency
decreases at high
frequency. The
mechanical
Fig. 15. Mechanicalefficiencyat0.5Hz
efficiency under different
vibrationfrequencieswithincreasesfrom47%
94resistiveload,where
thevibrationamplitudeisto 60% when the
10mm.
vibration ampli
deconvoluted intotudeincreasesfrom
mechanical and10 to 30 mm. In
electrical
addition, the
efficiencies. Themechanical
electricalefficiencyefficiency also
is the ratio of thevaries with the
external resistancechangeinelectrical
and the loopload, as shown in
resistance (sum ofFig.16.
the
external
resistance and the
B.Asymmetryin
generator internal
theJounceand
resistance,6.6in
theprototype).TheRebound
mechanical
Asymmetric
dampingcoefficients
are essential for the
vehicle suspension
systembecausethey
can help vehicles
keep good contact
with roads and
reduce shock to the
vehicle body. The
regenerative shock
absorber
is
symmetrically
designed; however,
the asymmetric
characteristics can
be achieved by
shunting
the
regenerative shock
absorber with
different electric
loads during the
jounce and rebound
motions.
Considering
1072
IEEETRANSACTIONSONVEHICULARTECHNOLOGY,VOL.62,NO.3,MARCH2013
Fig.18.Forcevelocityrelationshipoftheregenerativeshockabsorber.
Fig. 16. Mechanical efficiency for different external resistances under har
monicvibrationof30mmamplitude.
Fig.17.Controlcircuitforasymmetriccharacteristics.
thattheupwardanddownwardmotionswillgeneratevoltages
withoppositepolaritiesinthedcgenerator(i.e.,positiveand
negativevoltages),asimplecircuitcanbebuilttoachievethe
asymmetry,asshowninFig.17.
Suchacircuitconnects R2inpositivevoltagedirectionand
R1 innegativevoltagedirection.Hence,thedampingcoeffi
cientoftheregenerativeshockabsorberis
2
kg kekt
2
r g R 2
asym
(21)
V.ROADTESTS
TAB
LE
III
VEHICLE
INFORMATI
ON
+ kv , positivevoltagedirection
kg kekt + kv ,
r2g R 1
laserdisplacementsensorfromMicroEpsilonwithasampling 30and20mi/h(or48and32
rate of 1000 points/s. The output voltage is recorded with a km/h). The recorded voltages
onanexternalelectricalloadof
digitalsignalanalyzerHP35670A.
The road tests were conducted on the campus road of Stony 30 generated from the
shock
BrookUniversity,StonyBrook,NY,atdifferentspeeds,including energyharvesting
LIetal.:ENERGYHARVESTINGSHOCKABSORBERS:DESIGN,MODELING,ANDROADTESTS
1073
analyzed.
powers are 67.558.2 W. The
average power values are 4.8
and 3.3 W,respectively,at48
and32km/h(30and20mi/h),
or 19.2 and 13.2 W can be
harvested on four shock
absorbers at 48 and 32 km/h.
RecallinTable I, we estimate
54.1 and 13.5W energy
dissipationonalocalroadat48
and32km/h.Theresultsfrom
theroadtestsareencouraging,
although the harvesting
efficiency in road tests cannot
be drawn from these values
since the suspension vibration
highly depends on the road
conditions.
Fig.20.Setupoftheroadtests.(Top)Vehicle.(Bottomleft)Instruments.
(Bottomright)Mountingofsensorsandtheregenerativeshockabsorber.
VI.
CONCLU
SION
A retrofit rackpinion
based
electromagnetic
regenerativeshockabsorberis
developed and tested, which
can generate electric power
from the roadinduced
suspension vibration of
vehicles. The working
principle and design are
presented. A dynamic
modeling for a rackpinion
type shock absorber system
has been derived and
Roadtestswerecarriedout
to verify the performance of
thenewdesignedregenerative
shock absorber. The
experiment results indicate
that the generated voltage
reflectstheroadirregularities
well.Apeakpowerof67.5W
andanaveragepowerof19.2
Wcanbeobtainedfromfour
energyharvesting shock
absorbers when the vehicle
travels at 48 km/h (30 mi/h)
on a fairly smooth campus
road.
ACKNOWLEDGMENT
Fig.21.Displacementandvoltagemeasuredat48
Fig.22.Displacement
km/h(30mi/h)onapavedcampusroad.
andvoltagemeasured
at32km/h(20mi/h)
onapavedcampus
road.
The authors
would like to
thank the people
who helped
greatly with this
project, including
Mr. D. McAvoy
and J. T.
OConnor of the
Stony Brook
University
Transportation
Department, for
providing the test
vehicles, and X.
Tang, P. Li, T.
Lin,andW.Zhou,
forassistancewith
theroadtest.
[1]
Energy
Inf
or
m
ati
on
A
d
mi
nis
tra
tio
n
Ba
sic
Pe
tro
le
u
m
St
atistics. [Online].
Available:
http://www.eia.g
ov/energyexplain
ed/index.cfm?
page=oil_
home#tab2
[2]
Advanced
Technologiesand
Energy
Efficiency.
[Online].
Available:
http://www.fuele
conomy.gov/FEG
/atv.shtml
[3]
M.
Donahue,
Implementation
of an active
suspension
preview
controller for
improved ride
comfort, M.S.
thesis, Univ.
California,
Berkeley, CA,
2001.
[4]
L. Segel
and X. P. Lu,
Vehicular
resistance to
motion
as
influenced by
road roughness
and highway
alignment, Aust.
Road Res., vol.
12, no. 4, pp.
211222, Dec.
1982.
[5]
L. Zuo and
P.Zhang,Energy
harvesting, ride
comfort, and road
handling
of
regenerative
vehicle
suspensions,in Proc.DSCC,2012,pp.295
302.
[6]
applications of
thermoelectric
materials,
J.
Electron.
Materials,vol.38,
no. 7, pp. 1245
12
51,
Jul
.2009.
[7]
Automotive
Handbook, p.
813, Stuttgart,
Germany: Robert
Bosch GmbH,
1996.
1074
IEEETRANSACTIONSONVEHICULARTECHNOLOGY,VOL.62,NO.3,MARCH2013
[8]
42.
[9]
187200,1989.
42.
[10]
619634,1998.
Y.Suda,S.Nakadai,andK.Nakano,Hybridsuspensionsystemwith
skyhookcontrolandenergyregeneration,Veh.Syst.Dyn.,vol.28,no.S1,
[11]
[12]
S.B.Choi,M.S.Seong,andK.S.Kim,Vibrationcontrolofanelec
trorheological fluidbased suspension system with an energy regenerative
mechanism,Proc.Inst.Mech.Eng.D,J.Autom.Eng.,vol.223,no.4,
42.
[13]
459469,Apr.2009.
C.ChenandWH.Liao,Aselfsensingmagnetorheologicaldamper
withpowergeneration,SmartMater.Struct.,vol.21,no.2,pp.025014
102501414,Feb.2012.
[14]
S.Avadhany,P.Abel,V.Tarasov,andZ.Anderson,Regenerative
shockabsorber,U.S.Patent0260935,2009.
[15]
L.Zuo,B.Scully,J.Shestani,andY.Zhou,Designandcharacterization
ofanelectromagneticenergyharvesterforvehiclesuspensions,SmartMater.
Struct.,vol.19,no.4,pp.10071016,Apr.2010.
[16]
[17]
[18]
2011R&D100AwardWinners.[Online].Available:http://www.
rdmag.com/Awards/RD100Awards/2011/06/RD1002011Winners
Overview/
[19]
Zhongjie Li
was born in
China in
1988.Here
ceived the
B.S. degree
in
mechanical
engineering
from Harbin
Institute of
Technology,
Harbin,
China, in
2010. He is
currently
working
toward the
M.S. degree
with the
Department
of
Mechanical
Engineer
ing, State
University
of New
York at
Stony
Brook.
His
current
research is
in the areas
of design,
modeling,
and testing
of
regenerative
shock
absorbers.
[20]
[21]
[22]
[23]
X.TangandL.Zuo,Simultaneousenergyharvestingandvibration
controlofstructureswithtunedmassdampers, J.Intell.Mater.Syst.
Struct.,vol.23,no.18,pp.21172127,Dec.2012.
Lei Zuo
receivedthe
B.S. degree
in
automotive
en
gineering
from
Tsinghua
University,
Beijing,
China, in
1997 and
two M.S.
degrees in
electrical
and
mechanical
engineering
and the
Ph.D.
degree in
mechanical
engineering
from
Massachuse
tts Institute
of
Technology
,
Cambridge,
in2005.
In 2008,
after
working
four years
in industry,
he joined
the State
University
of New
York at
Stony
Brookasan
Assistant
Professor
and
foundedthe
Energy
Harvesting
and
Mechatroni
csResearch
Lab
oratory.His
research is
currently
supported
bythe
U.S.NationalScienceFoundation,the
U.S.DepartmentofEnergy,theU.S.
Department of Transportation, the
New York Energy Research and
Development Authority, and
industry. His research interests
include vibration and thermoelectric
energy harvesting, mechatronics
design, control systems, smart
structures,andbiosensors.
Dr. Zuo received an R&D 100
AwardbyR&D100Magazineforhis
work on energyharvesting shock
absorbers.
YixianQin,photographandbiography
notavailableatthetimeofpublication.