A

SEMINAR REPORT ON
REGENERATIVE BRAKING SYSTEM

SUBMITTED BY: GUIDED BY: -

ACKNOWLEDGEMENT

This acknowledgement is a humble attempt to earnestly thank all

those who were directly or indirectly involved in preparation of this
seminar report.

In particular I am thankful to my guide Mr. Kalpesh D. Mania

who guide me in my seminar work. I am thankful to him for taking
active part in the preparation of my seminar report. It was impossible
to present this report without his co-operation and suggestion.
 Last but not least I would like to express out deep sense of
gratitude to all the faculty members of Mechanical Engineering
Department and also my friends who help me to accomplish what I have
started for.

DEPARTMENT OF MECHANICAL ENGINEERING

THE SEMINAR REPORT ON :

REGENERATIVE BRAKING SYSTEM

PREPARED BY:

GUIDED BY:

EXAMINER H.O.D
(1) ___________________
(2) ___________________
(3) ___________________
(4) ___________________

ABSTRACT

Regenerative Braking System is the way of slowing vehicle by using

the motors as brakes. Instead of the surplus energy of the vehicle
being wasted as unwanted heat, the motors act as generators and return
some of it to the overhead wires as electricity.
The vehicle is primarily powered from the electrical energy generated
from the generator, which burns gasoline. This energy is stored in a
large battery, and used by an electric motor that provides motive force
to the wheels. The regenerative barking taking place on the vehicle is
a way to obtain more efficiency; instead of converting kinetic energy
to thermal energy through frictional braking, the vehicle can convert a
good fraction of its kinetic energy back into charge in the battery,
using the same principle as an alternator.
LIST OF FIGURES

Fig. 1 G r a p h i c a l r e p r e s e n t a t i o n o f e n e r g y u s a g e b e t w e e n t w o v e h i c l e s.

Fig. 2 Mercury Hybrid Mariner

Fig. 3 Regenerative Braking System Using Nitinol Spring .

 CONTENTS

1. INTRODUCTION

2. NECESSITY OF THE SYSTEM

3. REGENRATIVE BRAKE

4. ELEMENTS OF THE SYSTEM

5. DESCRIPTION & OPERATION

6. RESULTS

7. CONCLUSION
CHAPTER 1: INTRODUCTION

Brake:-
A brake is a machine element and its principle object is to absorb
energy during deceleration. In vehicle brakes are used to absorb
kinetic energy whereas in hoists or elevators brakes are also used to
absorb potential energy. By connecting the moving member to
stationary frame, normally brake converts kinetic energy to heat
energy. This causes wastage of energy and also wearing of frictional
lining material.
Regenerative Braking System:-
Regenerative Braking System is the way of slowing vehicle by
using the motors as brakes. Instead of the surplus energy of the
vehicle being wasted as unwanted heat, the motors act as generators
and return some of it to the overhead wires as electricity.
The vehicle is primarily powered from the electrical energy generated
from the generator, which burns gasoline. This energy is stored in a
large battery, and used by an electric motor that provides motive force
to the wheels. The regenerative barking taking place on the vehicle is
a way to obtain more efficiency; instead of converting kinetic energy
to thermal energy through frictional braking, the vehicle can convert a
good fraction of its kinetic energy back into charge in the battery,
using the same principle as an alternator.
Therefore, if you drive long distance without braking, you’ll be
powering the vehicle entirely from gasoline. The regenerative braking
Regenerative Braking System comes into its own when you’re driving
in the city, and spending a good deal of your time braking.
You will still use more fuel in the city for each mile you drive than on
the highway, though. (Thermodynamics tells us that all inefficiency
comes from heat generation. For instance, when you brake, the brake
pedals heat up and a quantity of heat, or energy, is lost to the outside
world. Friction in the engine produces heat in the same way.
Heat energy, also, has higher entropy than, say, electric,
meaning that it is less ordered.)
Definition:
Braking method in which the mechanical energy from the load is
converted into electric energy and regenerated back into the line
is known as Regenerative Braking. The Motor operates as
generator.
Regenerative Braking For Hybrid Vehicle:
In most electric and hybrid electric vehicles on the road today,
this is accomplished by operating the traction motor as a generator,
providing braking torque to the wheels and recharging the traction
batteries. The energy provided by regenerative braking can then be
used for propulsion or to power vehicle accessories.
CHAPTER 2: NECESSITY OF THE SYSTEM
The regenerative braking system delivers a number of significant
advantages over a car that only has friction brakes. In low-speed, stop-
and-go traffic where little deceleration is required; the regenerative
braking system can provide the majority of the total braking force.
This vastly improves fuel economy with a vehicle, and further enhances
the attractiveness of vehicles using regenerative braking for city
driving. At higher speeds, too, regenerative braking has been shown to
contribute to improved fuel economy – by as much as 20%.
Consider a heavy loaded truck having very few stops on the road.
It is operated near maximum engine efficiency. The 80% of the energy
produced is utilized to overcome the rolling and aerodynamic road
forces. The energy wasted in applying brake is about 2%. Also its
brake specific fuel consumption is 5%.
Now consider a vehicle, which is operated in the main city where
traffic is a major problem here one has to apply brake frequently. For
such vehicles the wastage of energy by application of brake is about
60% to 65%. And also it is inefficient as its brake specific fuel
consumption is high.

Road 80% Rake 65%

Other
18% Road
26%

Brake 2% other 9%

HEAVY LOADED TRUCK CITY BUS

2.1 Graphical representation of energy usage between two vehicles.

Some of the advantages of regenerative braking over
c o n v e n t i o n a l b r a k i n g a r e a s f ol l o w s :
Energy Conservation:
The flywheel absorbs energy when braking via a clutch system slowing
the car down and speeding up the wheel. To accelerate, another clutch
system connects the flywheel to the drive train, speeding up the car and
slowing down the flywheel. Energy is therefore conserved rather than
wasted as heat and light which is what normally happens in the
contemporary shoe/disc system.
Wear Reduction:
An electric drive train also allows for regenerative breaking which
increases Efficiency and reduces wear on the vehicle brakes. In
regenerative raking, when the motor is not receiving power from the
battery pack, it resists the turning of the wheels, capturing some of the
energy of motion as if it were a generator and returning that energy to
the battery pack. In mechanical brakes; lessening wear and extending
brake life is not possible. This reduces the use of use the brake.
Fuel Consumption:
The fuel consumption of the conventional vehicles and regenerative
braking system vehicles was evaluated over a course of various fixed
urban driving schedules. The results are compared as shown in figure.
Representing the significant cost saying to its owner, it has been
proved the regenerative braking is very fuel-efficient.
Braking is not total loss:
Conventional brakes apply friction to convert a vehicle’s kinetic
energy into heat. In energy terms, therefore, braking is a total loss:
once heat is generated, it is very difficult to reuse. The regenerative
braking system, however, slows a vehicle down in a different way.
CHAPTER 3 :REGENERATIVE BRAKING SYSTEM
.

A regenerative brake is an apparatus, a device or system which allows a vehicle to

recapture and store part of the kinetic energy that would otherwise be 'lost' to heat when
braking.

The IMA operating principle

Honda's patented IMA concept is quite simple - use an efficient Otto

engine supplemented by an electric motor when additional power is
needed. Also referred to as a 'hybrid' system because it uses two power
sources, the IMA concept allows the Civic Hybrid to use a smaller
gasoline engine without any significant loss in performance.

This system is especially effective due to the fact that acceleration

requires a significantly higher power than needed for cruising on a level
road (where vehicles spend most of their time). An engine more
powerful than needed has to work under low load most of the time,
condition where its efficiency is lower than under high loads, thus
worsening the vehicle's fuel economy..
The electric motor-generator positioned between the engine and
transmission assists the engine when accelerating and recovers energy to
store in batteries when braking or decelerating (regenerative braking),
allowing it to operate independently without the need for a grid power
supply.

When the Civic Hybrid is coasting or its brakes are applied, its electric
motor becomes a generator, converting forward momentum (kinetic
energy) into electrical energy, instead of wasting it as heat during
conventional braking. Energy is stored in a battery pack located behind
the rear seat in the trunk. If the state of charge of the batteries is low,
the motor-generator will also recharge them while the Civic Hybrid is
cruising.
CHAPTER 4: ELEMENTS OF THE SYSTEM

There are three basic element required which are necessary for the
working of regenerative braking system, these are :
1.Energy Storage Unit (ESU):
The ESU performs two primary functions
1.TO recover & store braking energy
2. TO absorb excess engine energy during light load operation
The selection criteria for an effective energy storage includes
1. High specific energy storage density
2. High energy transfer rate
3. Small space requirement
The energy recaptured by regenerative braking might be stored in one
of three devices: an electrochemical battery, a flywheel, in a
regenerative fuel cell.

Regen and Batteries:

With this system, the electric motor of a car becomes a generator when
the brake pedal is applied. The kinetic energy of the car is used to
generate electricity that is then used to recharge the batteries. With
this system, traditional friction brakes must also be used to ensure that
the car slows down as much as necessary. Thus, not all of the kinetic
energy of the car can be harnessed for the batteries because some of it
is "lost" to waste heat. Some energy is also lost to resistance as the
energy travels from the wheel and axle, through the drivetrain and
electric motor, and into the battery. For example, the Toyota Prius can
only recapture about 30% of the vehicles kinetic energy.

The Honda Insight is another vehicle in addition to the Prius that is on

the market and currently uses regenerative braking. In the Insight there
are two deceleration modes: When the throttle is engaged, but the brake
pedal is not, the vehicle slows down gradually, and the battery receives
a partial charge.

• When the brake pedal is depressed, the battery receives a higher

charge, which slows the vehicle down faster. The further the
brake pedal is depressed, the more the conventional friction
brakes are employed.

In the Insight, the motor/generator produces AC, which is converted

into DC, which is then used to charge the Battery Module. The Insight,
as well as all other regenerative systems, must have an electric
controller that regulates how much charge the battery receives and how
much the friction brakes are used.

Regen and Flywheels:

In this system, the translational energy of the vehicle is transferred

into rotational energy in the flywheel, which stores the energy until it
is needed to accelerate the vehicle. The benefit of using flywheel
technology is that more of the forward inertial energy of the car can be
captured than in batteries, because the flywheel can be engaged even
during relatively short intervals of braking and acceleration. In the
case of batteries, they are not able to accept charge at these rapid
intervals, and thus more energy is lost to friction. Another advantage
of flywheel technology is that the additional power supplied by the
flywheel during acceleration substantially supplements the power
output of the small engine that hybrid vehicles are equipped with.
2. Continuously Variable Transmission (CVT):

The energy storage unit requires a transmission that can handle

torque and speed demands in a steeples manner and smoothly control
energy flow to and from the vehicle wheels. For the flywheel the
continuously variable transmission and vehicle because flywheel
rotational speed increases when vehicle speed decreases and vice versa.
Flywheel can work well with either mechanical or hydrostatic
continuously variable transmission.

3. Control System:
An “ON-OFF” engine control system is used. That means that the
engine is “ON” until the energy storage unit has been reached the
desired charge capacity and then is decoupled and stopped until the
energy storage unit charge fall below its minimum requirement.
C H A P T E R 5 : DESCRIPTION & OPERATION
How regenerative braking system works?
Regenerative (or Dynamic Braking) occurs when the vehicle is in
motion, such as coasting, traveling downhill or braking. And the
accelerator pedal is not being depressed. During “Regent,” the motor
becomes a generator and sends energy back to the batteries.
It is explained as follows, because the wheels of a decelerating
vehicle are still moving forward, they can be made to turn the electric
motor, which then feeds energy to the batteries for storage. The
system becomes, in effect, a generator, which provides braking force
while it converts the vehicle’s kinetic energy into a reusable form-
electrical energy.
When the accelerator pedal is released, the absence of pressure
triggers a response from the Energy Storage Unit (ESU). Regenerative
braking begins, and the batteries are re-charged by the motor, which is
turned by the wheels. In this case, the friction brakes are not engaged.
If more vigorous deceleration is required, and the brake pedal is
depressed, this engages both sets of brakes. However, to maximize
energy efficiency, it is advantageous to apply the regenerative brake as
such as possible – it therefore tends to do more of its total work in the
first part of the braking motion.
There are two deceleration modes:
1. Foot off throttle but not on brake pedal – in this mode, the
charge/assist gauge will show partial charge, and the vehicle will slow
down gradually.
2. Foot on brake pedal - In this mode, a higher amount of regeneration
will be allowed, and the vehicle will slow more rapidly. During light
brake pedal application, only the IMA motor//generator is slowing the
car. With heavier brake pedal application, the conventional friction
brakes also come into play. When decelerating, regeneration will
continue u8ntil engine speed falls to about 1000 rpm. At this point,
the driver will typically shift into neutral.
 EXAMPLE

Mercury Hybrid Mariner

1. Mercury Mariner Hybrid

• Production Pull ahead: Production begins a year
ahead of schedule
• Growing the Mercury Brand: New models and goals
• Distinctive Design: Mariner features clean lines, careful
craftsmanship
• Power Play: Full-hybrid gasoline and electric powertrain
• Dynamic Chassis: Nimble handling and a smooth, quiet ride
• Distinguished Safety: Full array of safety features
• Green Mission: Ford Motor Company's strategy for sustainability
in vehicles

The Mercury Mariner Hybrid offers a uniquely satisfying transportation

choice for an ever-increasing segment of the population concerned
about the environment. It's a stylish, upscale sport-utility vehicle with
nimble handling and impressive performance, as well as ample cargo
and towing capacity. In addition, it's an environmentally conscious
SUV with remarkable fuel economy – an estimated 33 miles per gallon
(mpg) city, 29 mpg highway – and is expected to meet the cleanest
emissions rating achievable by a fossil-fuel vehicle (California's
Advanced Technology Partial Zero Emissions Vehicle standard).
Engineers placed the additional hybrid powertrain components low and
to the rear, to lower the center of gravity and improve the conventional
Mariner's front-rear weight distribution.

The rack-and-pinion steering is electrically assisted, rather than using

the traditional hydraulic steering pump for consistent steering efforts
and control whether the gasoline engine is stopped or running.
Regenerative braking uses the traction motor to assist the four-wheel
disc brakes in slowing Mariner Hybrid while simultaneously generating
electricity for charging the battery.

• Regenerative braking of Toyota Prius:

Toyota realized that one way to achieve longer vehicle range was
to conserve and reuse some of the energy that a vehicle normally loses
as heat caused by braking friction. This idea led engineers to apply the
principles of regenerative braking.
In all Toyota vehicles that feature the regenerative braking
system, the regenerative brake is only responsible for a part of the
deceleration necessary to stop the vehicle. In an EV, this fraction is
determined by the vehicle’s speed when braking is initiated. The
remaining braking force is provided by the vehicle’s friction brakes.
To maximize fuel economy, of course, the regenerative braking system
is made to do as much of the braking work as possible.
Component Used in Toyota Prius for Regenerative Braking System:

Brake Pedal:
It is used to apply braking force by the driver.
Hydraulic Booster Unit:
It is composed of the master cylinder and the regulator, responds in
two steps. First it signals electronically to the brake ECU that braking
force has been demanded. Next, the master cylinder exerts hydraulic
pressure on the pedal stroke simulator, and the regulator feeds
hydraulic fluid to the hydraulic pressure control unit.
Brake ECU:
The brake ECU senses the braking demand and sends a fraction of this
demand to the THSECU for regenerative braking.
It also calculates the force necessary to fulfill remaining braking
demand and instruct the hydraulic pressure control unit to pass on a
corresponding amount of hydraulic fluid
Pedal Stroke Simulator:
It absorbs an amount of hydraulic pressure from master cylinder that
corresponds to the amount of braking force applied by the regenerative
braking system.
As hydraulic pressure is fed back to the pedal, the pedal, the
pedal stroke simulator feeds back to the master cylinder.

THS (Toyota Hybrid System) ECU:

It induces regenerative braking, and returns a signal that indicates
braking force output back to the brake ECU.
Hydraulic Pressure Control Unit:
It passes on a corresponding amount of hydraulic fluid to a four way
cylinder.
CHAPTER 6: RESULT
Regenerative braking technology is one more positive step
forward in Toyota’s quest to realize the ultimate ecocar. By working in
concert with previously developed electric motor technologies, its
application helps Toyota’s electric vehicles and hybrid vehicles
(including the recently released prius) to achieve extended ranges and
to be friendlier to the environment than ever before. At the same time,
this new technology remains unobtrusively in the background; drivers
benefit from regenerative braking while enjoying the same firm braking
feel found in conventionally equipped vehicles.

Wheel
Wheel – A
Rotating Device. Rotating Device – B
Shafts – C.D.
Gearbox –E
Clutch – G
Spring - H
Shafts.

Gearbox Clutch Spring

7.1 Regenerative braking system using Nitinol Spring

 A hydraulic regenerative braking system improves the fuel
economy of Ford's F-350 Tonka 25-35% during stop-and-
go driving. The system provides power during initial
acceleration when demand peaks.
The HLA system consists of a reversible hydraulic pump/motor from
Eaton's Fluid Power Group (Eden Prairie, MN) coupled to the drive
shaft through a clutch and two accumulators. As the driver steps on the
brake, the pump/motor forces hydraulic fluid out of a low-pressure
accumulator and into a high-pressure accumulator, increasing the
pressure of nitrogen gas stored there to 5,000 psi.

During acceleration, the HLA system switches from the pump mode to
the motor mode, the nitrogen gas forces the hydraulic fluid back into
the low-pressure accumulator, and the pump/motor applies torque to the
driveshaft through the clutch. If quick acceleration is required, the F-
350's diesel engine works with the HLA system
The hydraulic launch assist system in the F-350 Tonka functions as a
secondary source of energy during peak power demand. It consists of a
low-pressure accumulator in blue, and a high-pressure accumulator in
red. The system captures energy normally dissipated as heat during
breaking, stores it, and uses it later during periods of peak power
demand.

Eighty percent of the initial kinetic energy is returned to the vehicle.

"The system stores approximately 380 kJ of energy," says Brad
Bohlmann, a mechanical engineer and business development
coordinator in Advanced Technology at Eaton's Fluid Power Group.
"With that much energy, we can accelerate a 10,000-lb vehicle from a
dead stop to between 25 and 30 miles per hour with no assistance from
the vehicle's combustion engine."

"Ford thinks that both electric and hydraulic regenerative systems have
a future," says John Brevick, a Ford mechanical engineer working on
the HLA system. "But for heavy vehicles like our 10,000-lb F-350
trucks, hydraulics are better at capturing lost energy than electric
systems."

Eaton's Bohlmann explains that the real advantage of hydraulics is in

its power density. "Hydraulics is capable of transferring energy very
quickly," says Bohlmann. "The rate of energy transfer is in a hybrid
electric system of a similar size is much lower."

Bohlmann adds that the specific vocation or driving cycle of the

vehicle determines whether a hybrid hydraulic or hybrid electric system
is best suited for the vehicle. "Think of hydraulics as a sprinter,
providing fast bursts of power," he says. "An electric hybrid is more
like a marathon runner."

"The challenge now is to make use of the regenerative braking system

seamless to the customer," says Ford's Brevick. "We still have room for
improvements and feel the HLA system has a lot of potential."

As for the future, Ford, Eaton, and the U.S. Environmental Protection
Agency (EPA) are jointly conducting research on hydraulic hybrid
vehicles, including internal combustion engines that would produce
hydraulic pressure to drive the vehicle. Eaton signed both a technology
license agreement and a cooperative research and development
agreement with the EPA for the development of future generation
systems.

Inertia, Force and Mass

Everything has inertia; if it has a mass, it has inertia. A hybrid
reclaims energy through the fundamentals of physics. Do you remember
any high school or college physics?

You apply a force to move an object. The equation for this is:

F=ma
“F” being the force, “m” being the mass and
“a” being the acceleration

The faster you want an object to accelerate, the more force you have to
apply.

Let’s just look at the electric motor for now. Energy from the battery
(Watts) is applied to the coil windings in the motor. These windings
then produce a magnetic force on the rotor of the motor, which
produces torque on the output shaft. This torque is then applied to the
wheels of the car via a coupling of gears and shafts. When the wheel
turns, it applies a force to the ground, which due to friction between
the wheel and the ground causes the vehicle to move along the surface.
This is like if you were in a boat at a dock, and you grabbed the dock
and pushed with your arm. The force you are generating is moving the
boat relative to the location of the dock. The more force you apply, the
fast you get the boat to move.

Friction in Hybrids
There is friction everywhere in the hybrid system. There is electrical
friction between the atoms and electrons moving in the wires between
the battery and the motor and through the motor itself. There is
magnetic friction in the metal laminations that make up the magnetic
circuit of the motor, as well as in the magnets again on the atomic
level. Then, there is mechanical friction between every moving part,
such as the bearings, seals, gears, chains and so on. The by-product of
friction is heat. Take your hands rub them together and your palms get
warm. The faster you do it, the faster they heat up. Also, the harder
they are pressed together, the faster they will heat. Friction is energy
lost to heat. When all of these losses are added up, that is what
determines the efficiency of the vehicle.

Frictional Losses in Conventional Cars

A standard car generates torque to move the wheels to drive the vehicle
down the road. During this time, it is generating friction and losses.
When you apply standard brakes, it is just another friction device that
has specially designed material to handle the heat from friction, which
is applied to the drums and rotors that stop the wheel from turning. The
friction between the wheel and the ground stops the vehicle. This
standard vehicle has frictional losses to move the vehicle—and uses the
fundamental behind frictional losses to stop the vehicle. So it’s a lose-
lose situation.

Transferring Torque Back to the Motor

This inertia is the fundamental property of physics that is used to
reclaim energy from the vehicle. Instead of using 100% of the
foundation brakes of the vehicle, which are the friction brakes, we now
let the linkages back to the motor such as the drive shafts, chains, and
gears transfer the torque from the wheels back into the motor shaft.
One of the unique things about most electric motors is that electrical
energy can be transferred into mechanical energy and also mechanical
energy can be transferred back into electrical energy. In both cases,
this can be done very efficiently.

Thus, through the technology of the motor and motor controller, the
force at the wheels becomes torque on the electric motor shaft. The
magnets on the shaft of the motor (called the rotor—the moving part of
the motor) move past the electric coils on the stator (the stationary part
of the motor) passing the magnetic fields of the magnets through the
coils producing electricity. This electricity becomes electrical energy,
which is pumped back to the battery. This, in turn, charges the hybrid
battery pack. This is where the comment “regeneration” or “reclaiming
energy” comes from.

That is the basics of how regeneration works. How much energy you
can reclaim depends on a lot of factors. There are different
regeneration theories and designs, which fall into two groups: one
being called parallel regen and the other called series regen, which are
different from the parallel and series hybrids. These regen groups
strictly are design topologies for braking systems. It also matters how
many wheels you are using to reclaim energy. Most vehicles to date are
front wheel drive so you can only reclaim energy from the front
wheels. The back wheels still waste energy to standard friction brakes
unless they are somehow connected back to the electric motor. The
other factor is battery state of charge and how hard can you drive that
energy back into the battery.
C H A P T E R 7 : CONCLUSION

Theoretical investigations of a regenerative braking system show about

25% saving in fuel consumption.
The lower operating and environment costs of a vehicle with
regenerative braking system should make it more attractive than a
conventional one. The traditional cost of the system could be
recovered in the few years only.
The exhaust emission of vehicle using the regenerative braking concept
would be much less than equivalent conventional vehicles as less fuel
are used for consumption.
These systems are particularly suitable in developing countries such as
India where buses are the preferred means of transportation within the
cities.
BIBLIOGRAPHY

1) G e n e r a l M o t o r s W e b s i t e ( w w w . g m . c o m ) .
2) www.sae.org
3) www.google.com