DESIGN AND FABRICATION

OF REGENERATIVE BRAKING SYSTEM

A PROJECT REPORT

Submitted by

ASAITHAMBI.E 212017114004
PRADEEP. J 212017114301
PRAKASH.M 212017114703
SAASWATH UPENDRAN.P.R 212017114030

ME-8682 DESIGN AND FABRICAITON PROJECT

VI SEMESTER
BACHELOR OF ENGINEERING
IN
MECHANICAL ENGINEERING

SKR ENGINEERING COLLEGE, CHENNAI - 600123

ANNA UNIVERSITY: CHENNAI - 600 025
APRIL 2020

i
 ANNA UNIVERSITY: CHENNAI - 600 025
SKR ENGINEERING COLLEGE, CHENNAI - 600123
BONAFIDE CERTIFICATE

Certified that this project report “DESIGN AND

FABRICATION OF REGENERATIVE BREAKING
SYSTEM”
is the Bonafide work of “ASAITHAMBI.E (212017114004),
PRADEEP.J (212017114301), PRAKASH.M (212017114703),
SAASWATH UPENDRAN.P.R (212017114030)” who carried
out the ME8682 – DESIGN AND FABRICATION PROJECT
work under my supervision.

SIGNATURE SIGNATURE
Mr S. VELLADURAI, M.E., Mr P. KUBENDHIRAN, M.E.,
HEAD OF THE DEPARTMENT SUPERVISOR
DEPT. OF MECHANICAL ENGINEERING DEPT. OF MECHANICAL ENGINEERING
S.K.R ENGINNERING COLLEGE S.K.R ENGINNERING COLLEGE
CHENNAI - 600123 CHENNAI - 600123

Certified that the candidates were examined viva voice in the

examination held on.................at S.K.R Engineering college.

INTERNAL EXAMINER EXTERNAL EXAMINER

 ACKNOWLEDGEMENT

We place in record our profound respect, sincere and heartful

gratitude to the chairman of our college Mr K. RAMADOSS for
having provided us an opportunity and facilities to pursue our
studies and project in this institution.

We wish to place on this record our heartful thanks to principal

of our college Dr P. SENTHIL KUMAR, M.E, Ph.D. for this kind
cooperation in this work.

I express my immense thanks to S. VELLADURAI, M.E, Head

of department of mechanical engineering for his kind inspiration
and encouragement.

Our sincere thanks to Mr P. KUBENDHIRAN M.E., assistant

professor, project co-ordinator of Mechanical Engineering, S.K.R
Engineering college for permitting us to work on this project and for
the constant guidance and encouragement they provided while
doing the project.

We express our heartful gratitude and thanks to our guide

Mr P. KUBENDHIRAN, M.E., associate professor, Department of
Mechanical Engineering for his constant encouragement and
guidance to work on this project. Our special thanks to all faculty
members and other staff members of our department who have
helped us in the great way.

We are very much to thankful to our beloved parents who helped

us financially and successful completion of this project.
 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 braking 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.

iv
 CONTENTS

Page No
Chapter 1 01
Introduction
1.1 Conventional Braking Systems in Automobiles
1.2 Regenerative Braking Systems in Automobiles
Chapter 2 05
Necessity of the System
Chapter 3 06
Working Principle
3.1 Regenerative Working
3.2 How Does a Motor/Generator Work in a Hybrid Cars
3.3 Propelling the Vehicle with the Motor/Generator
3.4 Slowing the Vehicles and Generating Electricity
Chapter 4 10
Mode of Power Generation
Chapter 5 11
Parts of Regenerative Braking System
5.1 Alternator
5.2 Inverter
5.3 Convertor
5.4 Storage Battery
 5.5 DC Motor
Chapter 6 16
Types of Braking
6.1 Drum Brakes
6.2 Hydraulic Brakes
6.3 Disc Brakes
6.4(a) Before contact
6.4(b) After contact
Chapter 7 20
Future of Regenerative Braking System
7.1 Scope in Metro
Chapter 8 23
Advantage, Disadvantage & Applications
8.1 Advantage
8.2 Disadvantage
8.3 Applications
Conclusion 25
Reference 26
 LIST OF FIGURES

Particulars Page No.

Fig.1.1 Conventional Braking System 2

Fig.3.1 Regenerative Brakes 7

Fig.5.1 Lead Acid Battery 13

Fig.6.1 Drum Brakes 17

Fig.6.2 Hydraulic Brakes 18

Fig.6.3 Disc Brakes 19

Fig.6.3 (a)(b) Before / After Contact 19

Fig.6.4 Regenerative in metro 22

viii
 CHAPTER 1
INTRODUCTION
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 braking 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. 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.
In most electric and hybrid electric vehicles on the road today, this
is accomplished by operating the traction motor as a generator,

1
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.

1.1 Conventional Braking Systems in Automobiles

In conventional braking, brakes are applied using a foot pedal

which when pressed transfers the hydraulic pressure from master
cylinder to brake pads with help of fluid lines, brake pads in turn
presses against the brake disc to stop the vehicle. In this way the
kinetic energy change of vehicle is completely lost in the form of
heat between brake pads and disc as well as some amount between
tyre and road. This heat is not recovered and is lost to atmosphere.so
today there is need of more efficient braking system.

Fig.1.1: Conventional Braking System

1.2 Regenerative Braking Systems in Automobiles

In Regenerative braking system instead of wasting the kinetic

energy of vehicle in the form of heat it is converted into electrical
energy to be stored in batteries and capacitors or as mechanical energy
of a flywheel having large moment of inertia. In this way a large
proportion of energy of vehicle is saved only to be used later for either
accelerating the vehicle or for different electrical purpose.

1.2.1 Motor Based Regenerative Braking

This type of regenerative system is used in electrical or hybrid

electrical vehicles as it makes use of electric motors. The drive shaft
of vehicle is connected to a motor, when current is supplied to motor it
starts rotating and in turn rotates the drive shaft of vehicle. When
brakes are to be applied, the driver presses the brake pedal which cuts
off the current supply to motor. Now motor is no longer providing
torque to the driving shaft, instead the inertial kinetic energy and
momentum of vehicle drives the motor, electric motor now starts
acting as a generator resisting the inertial rotational motion of vehicle
to slow down the vehicle besides producing electricity. This electricity
can be stored in battery or capacitor.

1.2.2 Flywheel Based Regenerative Braking

This regenerative braking system consists of a flywheel having a

large moment of inertia, so that it requires a large torque for rotational
acceleration. There is a provision for engagement and disengagement
of flywheel with the drive shaft. When driver needs to slow down or
stop the vehicle, the flywheel is engaged with the drive shaft with the
help of gears. As flywheel gets engaged power now goes divided
between driving shaft and flywheel, flywheel having a large moment
of inertia absorbs the power from engine in the form of rotational
kinetic energy and brings the vehicle to halt and this rotational kinetic
energy of flywheel can be used further to accelerating the vehicle.
Since it has huge momentum so it takes a great deal of stopping and
changing its speed takes a lot of effort. If an engine supplies power
intermittently, the flywheel compensates for surplus or deficit power.
So, flywheel helps to smooth out the power wheel receives. The main
drawback of using flywheels in moving vehicles is their heavy weight.
 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.
In regenerative braking system both these problems are solved that
is storage of energy and efficient brake specific fuel consumption.
 CHAPTER 3
WORKING PRINCIPLE
3.1 Regenerative Working
Hybrids and all electric vehicles create their own power for battery
recharging through a process known as regenerative braking. We have
explained what regenerative braking is and how the process works in
general terms, but many folks are interested in the deeper nuts and
bolts of electricity generation. They understand that in a hybrid or all
electric vehicle the word "regenerative" in terms of regenerative
braking, means capturing the vehicle's momentum (kinetic energy)
and turning it into electricity that recharges (regenerates) on board
battery as the vehicle is slowing down and/or stopping. It is this
charged battery that in turn powers the vehicle's electric traction
motor. In an all-electric vehicle, this motor is the sole source of
locomotion.
Any permanent magnet motor can operate as either a motor or
generator. In all electrics and hybrids, they are more precisely called a
motor/generator. But the technologically curious want to know more,
and it is often asked “How”, and by what mechanism or process, is the
electricity created?, It's a good question, so before we get started
explaining how motor/generator and regenerative braking work in
hybrids and electric vehicles, it is important to have basic knowledge
about how electricity is generated and how a motor/generator
functions. Fig.3.1 showing the working principle of regenerative
brakes.
 Fig.3.1: Regenerative Brakes

Fig.3.2: Working Principle of Regenerative Brakes

3.2 How Does a Motor/Generator Work in Hybrid Cars

No matter the vehicle design, there must be a mechanical

connection between the motor/generator and the drive train. In an all-
electric vehicle, there could be an individual motor/generator at each
wheel or a central motor/generator connected to the drive train
through a gearbox. In a hybrid, the motor/generator could be an
individual component that is driven by an accessory belt from the
engine, it could be a pancake motor/generator that is bolted between
the engine and
transmission, or it could be multiple motor/generator mounted inside
the transmission (this is how the two modes work). In any case, the
motor/generator has to be able to propel the vehicle as well as be
driven by the vehicle in regen mode.

3.3 Propelling the Vehicle with the Motor/Generator

Most, if not all, hybrids and electrics use an electronic throttle
control system. When the throttle pedal is pushed, a signal is sent to
the onboard computer, which further activates a relay in the controller
that will send battery current through an inverter/converter to the
motor/generator causing the vehicle to move. The harder the pedal is
pushed, the more current flows under direction of a variable resistance
controller and the faster the vehicle goes. In a hybrid, depending upon
load, battery state of charge and the design of the hybrid drive train, a
heavy throttle will also activate the internal combustion engine for
more power. Conversely, lifting slightly on the throttle will decrease
current flow to the motor and the vehicle will slow down. Lifting
further or completely off the throttle will cause the current to switch
direction moving the motor/generator from motor mode to generator
mode and begin the regenerative braking process.
3.4 Slowing the Vehicles and Generating Electricity

This is really what the regen mode is all about. With the electronic
throttle closed and the vehicle still moving, all of its kinetic energy
can be captured to both slow the vehicle and recharge its battery. As
the onboard computer signals the battery to stop sending electricity
(via the
controller relay) and start receiving it (through a charge controller),
the motor/ generator simultaneously stops receiving electricity for
powering the vehicle and starts sending current back to the battery for
charging.
Remember from our discussion on electromagnetism and motor/
generator action: when a motor/generator is supplied with electricity it
makes mechanical power, when it's supplied with mechanical power, it
makes electricity. But how does generating electricity slow the
vehicle? Friction. It's the enemy of motion. The armature of the
motor/ generator is slowed by the force of inducing current in the
windings as it passes over the opposing poles in the magnets in the
stator (it's constantly battling the push/pull of the opposing polarities).
It is this magnetic friction that slowly snaps the vehicle's kinetic
energy and helps to brake it.
 CHAPTER 4

MODE OF POWER GENERATION

Electromagnetism

Motor power and electricity generation begin with the property of

electromagnetism the physical relationship between a magnet and
electricity. An electromagnet is a device that acts like a magnet, but its
magnetic force is manifested and controlled by electricity. When wire
made of conducting material (copper, for example) moves through a
magnetic field, current is created in the wire. Conversely, when
electricity is passed through a wire that is wound around an iron core,
and this core is in the presence of a magnetic field, it will move and
twist (a very basic motor).
 CHAPTER 5
PARTS OF REGENERATIVE BRAKING
SYSTEM

The followings are the parts of regenerative brake system

a. Alternator
b. Inverter
c. Convertor
d. Storage Battery
e. DC Motor
5.1Alternator
Principle:

A.C. generators or alternators (as they are usually called) operate

on the same fundamental principles of electromagnetic induction as
D.C. generators.
Alternating voltage may be generated by rotating a coil in the
magnetic field or by rotating a magnetic field within a stationary coil.
The value of the voltage generated depends on
1.The number of turns in the coil.
2.Strength of the field.
3.The speed at which the coil or magnetic field rotate.

5.2 Inverter
An inverter is an electrical device that converts electricity derived
from a DC (Direct Current) source to AC (Alternating Current) that
can be used to drive an AC appliance. The theory of operation is
relatively
simple. DC power, from a hybrid battery for example, is fed to the
primary winding in a transformer within the inverter housing.
Through an electronic switch (generally a set of semiconductor
transistors), the direction of the flow of current is continuously and
regular broken (the electrical charge travels into the primary winding,
then abruptly reverses and flows back out). The in/out flow of
electricity produces AC current in the transformer's secondary
winding circuit. Ultimately, this induced alternating current electricity
flows into and produces power in an AC load (for example an electric
vehicles electric traction motor). A rectifier is a similar device to an
inverter except that it does the opposite, converting AC power to DC
power.
5.3 Convertor
More properly called a voltage converter, this electrical device
changes the voltage (either AC or DC) of an electrical power source.
There are two types of voltage converters, one is step up (which
increases voltage) and other is step down (which decreases voltage).
The most common use of a converter is to a take relatively low
voltage source and step it up to high voltage for heavy duty work in a
high power consumption load, but they can also be used in reverse to
reduce voltage for a light load source.

5.4 Storage Battery

5.4.1 Lead Acid Battery

A lead acid battery is an electrical storage device that uses a

reversible chemical reaction to store energy. It uses a combination of
lead plates or grids and an electrolyte consisting of a diluted sulphuric
acid to convert electrical energy into potential chemical energy and
back again. The electrolyte of lead acid batteries is hazardous to your
health and may produce burns and other permanent damage if you
come into contact with it.

Fig.5.1: Lead Acid Battery

5.5.1. DC Motors

A DC motor is designed to run on DC electric power. Two

examples of pure DC designs are Michael Faraday's homo polar
motor (which is uncommon), and the ball bearing motor, which is (so
far) a novelty. By far the most common DC motor types are the
brushed and brushless types, which use internal and external
commutation respectively to create an oscillating AC current from the
DC source so they are not purely DC machines in a strict sense.

5.5.2. Brushed DC electric motor

The classic DC motor design generates an oscillating current in a
wound rotor with a split ring commutator, and either a wound or
permanent magnet stator. A rotor consists of one or more coils of wire
wound around a core on a shaft; an electrical power source is
connected to the rotor coil through the shaft, causing current to flow
in it, producing electromagnetism. The commutator causes the current
in the coils to be switched as the rotor turns, keeping the magnetic
poles of the rotor from ever fully aligning with the magnetic poles of
the stator field, so that the rotor never stops (like a compass needle
does) but rather keeps rotating indefinitely (as long as power is
applied and is sufficient for the motor to overcome the shaft torque
load and internal losses due to friction, etc…).
Many of the limitations of the classic commutator DC motor are
due to the need for brushes to press against the commutator. This
creates friction. At higher speeds, brushes have increasing difficulty
in maintaining contact. Brushes may bounce off the irregularities in
the commutator surface, creating sparks. (Sparks are also created
inevitably by the brushes making and breaking circuits through the
rotor coils as the brushes cross the insulating gaps between
commutator sections. Depending on the commutator design, this may
include the brushes shorting together adjacent sections and hence coil
ends momentarily while crossing the gaps. Furthermore, the
inductance of the rotor coils causes the voltage across each to rise
when its circuit is opened, increasing the sparking of the brushes.)
This sparking limits the maximum speed of the machine, as too rapid
sparking will overheat, erode, or even melt the commutator. The
current density per unit area of the brushes, in combination with their
resistivity, limits the output of the motor. Brushes eventually wear
out and require replacement, and
the commutator itself is subject to wear and maintenance (on larger
motors) or replacement (on small motors).
The commutator assembly on a large machine is a costly element,
requiring precision assembly of many parts.

Large brushes are desired for a larger brush contact area to

maximize motor output, but small brushes are desired for low mass to
maximize the speed at which the motor can run without the brushes
excessively bouncing and sparking (comparable to the problem of
"valve float" in internal combustion engines). (Small brushes are also
desirable for lower cost.) Stiffer brush springs can also be used to
make brushes of a given mass work at a higher speed, but at the cost
of greater friction losses (lower efficiency) and accelerated brush and
commutator wear. Therefore, DC motor brush design entails a trade-
off between output power, speed, and efficiency/wear.
 CHAPTER 6
TYPES OF BRAKING
1.The different types of braking are
i. Drum Brakes
ii. Hydraulic Brake
iii. Disc Brake

6.1 Drum Brakes

The drum brake has been more widely used than any other brake
design. Braking power is obtained when the brake shoes are pushed
against the inner surface of the drum which rotates together with the
axle. Drum brakes are used mainly for the rear wheels of passenger
cars and trucks while disc brakes are used exclusively for front brakes
because of their greater directional stability.
The backing plate is a pressed steel plate, bolted to the rear axle
housing. Since the brake shoes are fitted to the backing plate, all of
the braking force acts on the backing plate. Drum Brakes are now
used mainly for the rear wheels of passenger cars and trucks. When
the brake pedal is depressed while the vehicle is moving backward,
the brake shoes expand and contact the drum.
 Fig.6.1: Drum Brakes

6.2 Hydraulic Brakes

The hydraulic brake system used in the automobile is a multiple

piston system. A multiple piston system allows forces to be
transmitted to two or more pistons in the manner indicated in Fig.6.2.
Note that the pressure set up by the force applied to the input piston
(1) is transmitted undiminished to both output pistons (2 and 3), and
that the resultant force on each piston is proportional to its area. The
multiplication of forces from the input piston to each output piston is
the same as that explained earlier.
The hydraulic brake system from the master cylinders to the wheel
cylinders on most automobiles operates in a way similar to the system
illustrated in Fig.6.2.
 Fig.6.2: Hydraulic Brakes

6.3 Disc Brakes

The disc brake is a device for slowing or stopping the rotation of a
wheel. A brake disc as shown in Fig.6.3 (or rotor in usually made of
cast iron or ceramic composites (including carbon and silica), is
connected to the wheel and or the axle. To stop the wheel, friction
material in the form of brake pads (mounted on a device called a
brake caliper) is forced mechanically, hydraulically, pneumatically or
electromagnetically against both sides of the disc. Friction causes the
disc and attached wheel to slow or stop.
Fig.6.3: Disc Brakes

Fig.6.3(a) Before contact

Fig.6.3(b) After contact

 CHAPTER 7
FUTURE OF REGENERATIVE BRAKING SYSTEM
Regenerative braking system will be used further in all the cars,
trucks, electric cars and in electric locomotive also. Besides regaining
the electrical energy, it is also increasing the effort of braking to
control the wheel from skid.

7.1 Scope in Metro

Traction accounts for about 60-80% of total energy consumption in
a Metro system. The quantity of energy consumed by trains is
influenced by a wide range of factors, design of train being one of
them. Hence, optimization of overall system design in order to control
consumption of electricity becomes essential. The modern design of
Metro Rolling Stock incorporating three phase induction motors and
Converter Inverter enables recovery of a major portion of consumed
electricity by way of using regenerative braking. Metro railways
worldwide have reported an average of about 20% saving in traction
energy on account of regeneration. It also helps to reduce heat load
inside tunnel and thus reduce Air Conditioning load. With increased
awareness and commitment for environment metros have also taken it
as Green House Gas reduction initiative. Regenerated energy is mostly
used by other trains powering in the network. The quality of
regenerated power is important since the injected harmonics effect
signalling, communication system and other loads connected on the
grid.
With smaller inter-station distances, Metro operation is essentially
of start/stop nature. Due to frequent acceleration & de-acceleration
requirements, energy demand is very high. Traction accounts for about
60-80% of total energy consumption in a Metro system. The quantity
of energy consumed by trains is influenced by a wide range of factors,
which can be grouped as
1.Design of trains &
2.Design of network,
3.Service planning operation.
Hence, optimization of overall system design in order to control
consumption of electricity becomes essential. The scope of this paper
is limited to one of design aspect of trains i.e. regenerative braking.
The modern design of Metro Rolling Stock incorporating three phase
induction motors and Converter Inverter enables recovery of a major
portion of consumed electricity by way of using regenerative braking.
Metro railways worldwide have reported an average of about 20%
saving on account of regeneration. By using intelligent blending of
regenerative and pneumatic braking, optimization of energy recovery
as well as accurate control of train movement can be achieved. In
addition to saving of electricity, regenerative braking provides
additional benefits in form of lesser wear of wheel and brake pads. In
Metro applications, there is likelihood of having a considerable area of
underground operation. An efficiently employed regenerative braking
system helps to reduce heat load inside tunnel and thus reduce Air
Conditioning load. Needless to mention that regenerative braking
helps in mitigating Global Warming by way of reducing carbon
emissions due to reduced electricity requirements from grid.
Energy cost is 5 to 15% of operating cost in Metros and traction
power consumption accounts for 60-80% of this energy cost saving
achieved through regenerative braking is an average of about 20% and
hence this is acknowledged as most significant step for energy saving.
Besides energy saving, regenerative braking has indirect benefits in
terms of reduction in maintenance, increase in train availability and
reduced heat load generation in underground corridors

Fig.7.1: Regenerative Braking System in Metro

 CHAPTER 8

ADVANTAGE, DISADVANTAGE & APPLICATION

8.1 Advantages

1. Improved Performance.
2. Improved Fuel Economy.
3. Reduction in Engine wears.
4. Reduction in Brake Wear Reducing cost of replacement brake
linings, cost of labour to install them, and vehicle down time.
5. Engine emissions reduced by engine decoupling, reducing total
6. engine revolutions and total time of engine operation.
7. Operating range is comparable with conventional vehicles a
problem not yet overcome by electric vehicles.

8.2 Disadvantages

1. Added weight extra component can increase weight.

2. Friction brakes are still necessary.

3. Safety primary concern with any energy storage unit of high
energy density.

4. Added maintenance requirements dependent on the complex of

design.
8.3 Applications

1.For recovering Kinetic energy of vehicle lost during braking

process.
2. One theoretical application of regenerative braking would be in a
manufacturing plan that moves material from one workstation to
another on a conveyer system that stops at each point.
3. Regenerative braking is used in some elevator and crane hoist
motors.
 CONCLUSION

The regenerative braking system used in the vehicles satisfies the

purpose of saving a part of the energy lost during braking. It can be
operated at high temperature range and are efficient as compared to
conventional braking system. The results from some of the test
conducted show that around 30% of the energy delivered can be
recovered by the system.
Regenerative braking system has a wide scope for further
development and the energy savings. The use of more efficient
systems could lead to huge savings in the economy of any country.
 REFERENCES
1. S.J.Clegg, “A Review of Regenerative Braking System”, Institute
of Transport Studies, University of Leeds, Working paper of
471, 1996.
2. Chibulka.J, “Kinetic Energy Recovery System by means of
Flywheel Energy Storage”, Advanced Engineering, Vol. 3, No. 1,
2009, pp. 27-38.
3. Regenerative braking boosts green credentials". Railway Gazette
International. 2 July 2007. Retrieved 11 March 2014.
4. Transport World the Tramway and Railway World XX. Carriers
Publishing. July December 1906. p. 20. Retrieved 11 March 2014.
5. Wikipedia.org/wiki/Regenerative brakes
6. Auto.howstuffworks.com/auto-parts/brakes/brake-
types/regenerative-braking.