DESIGN OF REGENERATIVE BRAKING SYSTEM

A PROJECT REPORT
Submitted to

RAJIV GANDHI PROUDYOGIKI VISHWAVIDYALAYA, BHOPAL (M.P)

BACHELOR OF ENGINEERING
With Specialization in
AUTOMOBILE ENGINEERING
Submitted by

DEEPAK CHANDRA
0902AU111049
Under The Guidance of
Mrs. Beena Mishra
Asst. Professor
Automobile Engineering Department,
RJIT, Tekanpur

Session: 2014-2015

Department of Automobile Engineering

RUSTAMJI INSTITUTE OF TECHNOLOGY, B.S.F. ACADEMY,
TEKANPUR-475005 (M.P.)

2014-2015
RECOMMENDATION
We are pleased to recommend that work submitted by DEEPAK CHANDRA,
entitled: DESIGN OF REGENERATIVE BRAKING SYSTEM may be
accepted toward the partial fulfillment of the degree of Bachelor of Technology in
Automobile Engineering.

Mrs. Beena Mishra

Dr. Ajay Tripathi

Asst. Professor

Head of the Department

Automobile Engineering

Automobile Engineering

Mr. Mukesh Tyagi

Principal
B.S.F. ACADEMY,
TEKANPUR

CERTIFICATE
This is to certify that the thesis entitled DESIGN OF REGENERATIVE
BRAKING SYSTEM is being submitted in the partial fulfillment of the
requirement for the award of the degree of Bachelor of Engineering in Automobile
Engineering, is a record of own work carried out by DEEPAK CHANDRA, under
the supervision and guidance of Mrs. Beena Mishra, Asst. Professor, Automobile
Engineering, Rustamji Institute of Technology, BSF Tekanpur, Gwalior.
It is an authentic work carried out by him under my supervision and guidance. To the
best of my knowledge, the matter embodied in this Dissertation has not been
submitted to any other university/institute for award of any Degree or Diploma.

Mrs. Beena Mishra

Asst. professor
Automobile Engineering Department

ACKNOWLEDGEMENT
I avail this opportunity to extent my hearty indebtedness to my guide Mrs. Beena

Mishra Asst. Professor Automobile Engineering Department, for his valuable

guidance, constant reinforcement and kind help at different stages for the execution
of the thesis work.
I am also grateful to Mr. Gaurav Saxena Asst. Professor Automobile
Engineering Department, for assisting me and guiding me throughout the thesis. I am
also extent my thanks to the supportive staffs of the Automobile engineering
department for providing me all the necessary facilities to accomplish this work.
DEEPAK CHANDRA

DECLARATION
I hereby certify that the thesis entitled DESIGN OF REGENERATIVE BRAKING
SYSTEM is being submitted in the partial fulfillment of the requirement for the
award of the degree of Bachelor of Engineering in Automobile Engineering, is a
record of my own work carried out under the supervision and guidance of Mrs.
Beena Mishra, Asst. Professor, Automobile Engineering, Rustamji Institute of
Technology, BSF Tekanpur, Gwalior.
The matter presented in this thesis has not been submitted elsewhere for the award of
any degree/diploma.

DEEPAK CHANDRA

ABSTRACT
Regenerative Braking System (RBS) is an efficient system to reduce vehicle
emission and fuel consumption. RBS is a system which converts mechanical energy
to electrical energy during braking action. It will become an important system for
future vehicle such as hybrid and electric car.
When riding a vehicle, a great amount of kinetic energy is lost when braking, making
start up fairly strenuous. The goal of our project was to develop a product that stores
the energy which is normally lost during braking, and reuses it to help propel the
rider when starting. This was accomplished with a Generator fitted with rubber wheel
whose parameters were optimized based on engineering, consumer preference, and
manufacturing models. The resulting product is one which is practical and potentially
very profitable in the market place.
In this project we use the heat energy by lightening the LED which is lost by
applying brakes. After applying brake on the wheel the kinetic energy of wheel is
transferred to the rubber wheel attached to the generator which is then transformed in
the electrical energy. This electrical energy is used to lightening the LED. We can
also use this energy for other purpose by storing in the battery

CONTENTS
CHAPTER

CHAPTER 1

CHAPTER 2

CHAPTER 3

TITLE

PAGES

RECOMMENDATION

ii

CERTIFICATE

iii

ACKNOWLEDGEMENT

iv

DECLARATION

ABSTRACT

vi

1.1

Project Introduction

1.2

What is regenerative braking system?

1.3

how regenerative braking works

1.4

Problem Statement

2.1

Literature Review

2.2

Introduction to how of Regenerative Braking

2.3

Brake

2.4

Brakes as an Electrical Generator

2.5

Dynamic and Regenerative Electrical Brakes

3.1

Construction and Operation

10

3.2

Electrical Generator

10

3.3

Regenerative Braking Efficiency

14

3.4

Future work

15

3.5

Conclusion

16

CHAPTER-1
INTRODUCTION
A regenerative brake is an apparatus, a device or system which
allows a vehicle to recapture part of the kinetic energy that would
otherwise be lost to heat when braking and make use of that power
either by storing it for future use or feeding it back into a power
system for other vehicles to use.

Fig 1.1: Diagram of Regenerative braking

Reference[1]
Regenerative braking should not be confused with dynamic braking, which dissipates
the recaptured electrical energy as heat. In that respect, dynamic braking behaves
much like an electromagnetic brake, which employs eddy current losses to produce
the braking effect. None of these methods of braking are capable of completely
stopping a vehicle, and therefore are not a substitute for friction brakes.

What is Regenerative Braking System?

Regenerative braking is used on hybrid gas/electric automobiles to recoup some of
the energy lost during stopping. This energy is saved in a storage battery and used
later to power the motor whenever the car is in electric mode.
Understanding how regenerative braking works may require a brief look at the
system it replaces. Conventional braking systems use friction to counteract the
forward momentum of a moving car. As the brake pads rub against the wheels (or a
disc connected to the axle), excessive heat energy is also created. This heat energy
dissipates into the air, wasting up to 30% of the car's generated power. Over time, this
cycle of friction and wasted heat energy reduces the car's fuel efficiency. More
energy from the engine is required to replace the energy lost by braking.
Hybrid gas/electric automobiles now use a completely different method of braking at
slower speeds. While hybrid cars still use conventional brake pads at highway speeds,
electric motors help the car brake during stop-and-go driving. As the driver applies
the brakes through a conventional pedal, the electric motors reverse direction. The
torque created by this reversal counteracts the forward momentum and eventually
stops the car.
But regenerative braking does more than simply stop the car. Electric motors and
electric generators (such as a car's alternator) are essentially two sides of the same
technology. Both use magnetic fields and coiled wires, but in different configurations.
Regenerative braking systems take advantage of this duality. Whenever the electric
motor of a hybrid car begins to reverse direction, it becomes an electric generator or

dynamo. This generated electricity is fed into a chemical storage battery and used
later to power the car at city speeds.
Regenerative braking takes energy normally wasted during braking and turns it into
usable energy. It is not, however, a perpetual motion machine. Energy is still lost
through friction with the road surface and other drains on the system. The energy
collected during braking does not restore all the energy lost during driving. It does
improve energy efficiency and assist the main alternator

Introduction to How Regenerative Braking Works

Every time you step on your car's brakes, you're wasting energy. Physics tells us that
energy cannot be destroyed. So when your car slows down, the kinetic energy that
was propelling it forward has to go somewhere. Most of it simply dissipates as heat
and becomes useless. That energy, which could have been used to do work, is
essentially wasted.
Is there anything that you, the driver, can do to stop wasting this energy? Not really.
In most cars it's the inevitable byproduct of braking and there's no way you can drive
a car without occasionally hitting the brakes. But automotive engineers have given
this problem a lot of thought and have come up with a kind of braking system that
can recapture much of the car's kinetic energy and convert it into electricity, so that it
can be used to recharge the car's batteries. This system is called regenerative braking.

At present, these kinds of brakes are primarily found in hybrid vehicles like the
Toyota Prius, and in fully electric cars, like the Tesla Roadster. In vehicles like these,
keeping the battery charged is of considerable importance. However, the technology
was first used in trolley cars and has subsequently found its way into such unlikely
places as electric bicycles and even Formula One race cars.
In a traditional braking system, brake pads produce friction with the brake rotors to
slow or stop the vehicle. Additional friction is produced between the slowed wheels
and the surface of the road. This friction is what turns the car's kinetic energy into
heat. With regenerative brakes, on the other hand, the system that drives the vehicle
does the majority of the braking. When the driver steps on the brake pedal of an
electric or hybrid vehicle, these types of brakes put the vehicle's electric motor into
reverse mode, causing it to run backwards, thus slowing the car's wheels. While
running backwards, the motor also acts as an electric generator, producing electricity
that's then fed into the vehicle's batteries. These types of brakes work better at certain
speeds than at others. In fact, they're most effective in stop-and-go driving situations.
However, hybrids and fully electric cars also have friction brakes, as a kind of backup system in situations where regenerative braking simply won't supply enough
stopping power.

Problem Statement
At the 21th century, the automotive industry has post a great
challenge in order to reduce the vehicle fuel consumption and
emission, these is due to the shortage of fuel resources and worsen
air pollution problem. According to figures released by the US
Environmental Protection Agency (EPA), conventional ICE vehicles
currently contribute 40-50% of ozone, 80-90% of carbon monoxide,
and 50-60% of air toxins found in urban areas. A study shows that,
4

one third (21 to 24%) energy is consumed during brake. The

invention of Regenerative Braking System is viewed as a solution to
these 4 problems, as it recovered wasted energy and restored to
become another form of useful energy. Although we realize the
beneficial and positive effect bring by Regenerative Braking
System, but it still has its issue or problem to be solved; one of the
major problems is regarded as the suitable battery to be used in
this type of vehicle. Today, most Hybrid car batteries are one of
these two types: 1. Nickel metal hydride 2. Lithium ion Both are
regarded

as

more

environmentally

friendly

than

lead-based

batteries, but both battery are very expensive and still can cause
environmental damage due to the toxic content.

CHAPTER-2
LITERATURE REVIEW
Introduction of Regenerative Braking System (RBS)

Figure 2.1: Regenerative Braking System (RBS)

Reference[2]
The Figure 2.1 above show the basic design for RBS. RBS is an important
and useful system to reduce the environment pollution and shortage of the fuel
resources problem. According to the conservation of energy, energy cannot be created
or destroyed but it can change the type of energy. RBS is a system which can convert
mechanical energy to electrical energy. This system is used in a vehicle to recuperate
the waste energy during braking and converting it to a useful energy for conventional
hydraulic brake vehicle. The waste energy was produced when conventional brake is
applied.
In RBS, the DC motor is used as a generator to recover kinetic energy from
the wheel of the vehicle into electrical energy. The conventional hydraulic brake will
continue to be used as an emergency brake. Because the RBS is only able to stop the
vehicle in a relatively long distance and time. This situation would cause accident to
occur. The RBS efficiently reduces the waste energy and regenerate energy during
braking as shown in Figure 2.2.

Generated energy stored in power

Kinetic energy /waste energy

storage

from wheel

Figure 2.2: Energy conversion in RBS

Reference[3]
Nowadays, many modern hybrid and electric vehicles use this Regenerative
Braking System (RBS). Examples include the hybrids such as Toyota Prius (Figure a)
Honda Insight (Figure b), and the Vectrix electric maxi-scooter.

(a)

(b)

Figure 2.3: modern hybrid and electric vehicles

a) Toyota Prius
b) Honda Insight
Reference[4]

Brake
A brake is a device for slowing or stopping the motion of a machine or
vehicle, and to keep it from starting to move again. The kinetic energy lost
by the moving part is usually translated to heat by friction. Alternatively,
in regenerative braking, much of the energy is recovered and stored in a
flywheel, capacitor or turned into alternating current by an alternator,
then rectified and stored in a battery for later use.
Brakes of some description are fitted to most wheeled vehicles, including
automobiles of all kinds, trucks, trains, motorcycles, and bicycles.
Baggage carts and shopping carts may have them for use on a moving
ramp. Some aeroplanes are fitted with wheel brakes on the undercarriage.
Some aircraft also feature air brakes designed to slow them down in flight.
Notable examples include gliders and some WWII-era fighter aircraft.
These allow the aircraft to maintain a safe speed in a steep descent. The
Saab B 17 dive bomber used the deployed undercarriage as an air brake.
Deceleration and avoiding acceleration when going downhill can also be
achieved by using a low gear.
Friction brakes on cars store the heat in the rotating part (drum brake or
disc brake) during the brake application and release it to the air gradually.

Brakes as an Electrical Generator

Regenerative

brakes

are

form

of

dynamo

generator,

originally

discovered in 1832 by Hippolyte Pixii. The dynamo's rotor slows as the

kinetic energy is converted to electrical energy through electromagnetic
induction. The dynamo can be used as either generator or brake by
converting motion into electricity or be reversed to convert electricity into
motion.
7

Using a dynamo as a regenerative brake was discovered co-incident with

the modern electric motor. In 1873, Znobe Gramme attached the wires
from two dynamos together. When one dynamo rotor was turned as a
regenerative brake, the other became an electric motor.
It is estimated that regenerative braking systems in vehicles currently
reach 31.3% electric generation efficiency, with most of the remaining
energy being released as heat; the actual efficiency depends on numerous
factors, such as the state of charge of the battery, how many wheels are
equipped to use the regenerative braking system, and whether the
topology used is parallel or serial in nature.
The system is no more efficient than conventional friction brakes, but
reduces the use of contact elements like brake pads, which eventually
wear out. Traditional friction-based brakes must also be provided to be
used when rapid, powerful braking is required, as well as to hold the
vehicle stationary.

Dynamic and Regenerative Electrical Brakes

Convert the electric energy back into heat by passing the current through large banks of
variable resistors. Vehicles that use dynamic electrical brakes include forklifts, Diesel-electric
locomotives, and streetcars. If designed appropriately, this heat can be used to warm the
vehicle interior. When the energy is meant to be dissipated externally, large radiator-like
cowls can be employed to house the resistor banks.
Regenerative brakes in electric railway vehicles feed the generated electricity back into the
grid. In battery electric and hybrid electric vehicles, the energy is stored in a battery or bank
of capacitors for later use.
The main disadvantage of regenerative brakes when compared with dynamic brakes is the
need to closely match the electricity generated with the supply. With DC supplies this
requires the voltage to be closely controlled, and it is only with the development of power
electronics that it has been possible with AC supplies, where the supply frequency must also
8

be matched (this mainly applies to locomotives where an AC supply is rectified for DC

motors).
It is usual for vehicles to include a 'back-up' system so that friction braking is applied
automatically if the connection to the power supply is lost. Also, in a DC system or in an AC
system that is not directly grid connected via simple transformers, special provision must also
be made for situations where more power is being generated by braking than is being
consumed by other vehicles on the system.
A small number of mountain railways have used 3-phase power supplies and 3-phase
induction motors and have thus a near constant speed for all trains as the motors rotate with
the supply frequency both when giving power or braking.
This technology, having been around in many forms for many years, is now part of the future
technical regulations of the Formula One racing. The governing body of motorsport, the FIA,
has included the use of regenerative braking systems, known as "Kinetic Energy Recover
Systems" (KERS) in the regulations for the 2009 Formula One season.

CHAPTER-3
CONSTRUCTION AND OPERATION

(a)

(b)
Fig-3.2: Regenerative Braking System
a) Layout 1
b) Layout 2
Reference[5]

Electromagnetic brakes, also called eddy current brakes, seek to retard

motion or cause deceleration in a moving system. Unlike conventional
brakes, which operate by causing friction between moving parts, in an
electromagnetic brake kinetic energy is converted to heat without contact
between the moving parts.
A typical electromagnetic brake is composed of a metal disc (rotor)
attached to a rotating axis and electromagnets or permanent magnets
positioned to generate a magnetic field intersecting the disc. The
electromagnet allows control of the braking action by varying the strength
of the magnetic field; to produce a braking force, electric current is passed
through the electromagnets. As the metal disc rotates inside the magnetic
field, electric currents, called eddy currents are induced inside it. Those
10

currents then generate a magnetic field in opposition to the original field

thus creating a force which acts to decelerate the rotating disc.
Heat is created in the disc as a direct result of the electrical resistance of
the disk material and the current induced in it; this heat represents the
kinetic energy being dissipated and is analogous to the heat generated by
a conventional friction brake.
Because the induced current is proportional to the speed of the disc, the
braking torque decreases as the disc decelerates resulting in a smooth
stop. Electromagnetic brakes of this fashion are therefore unable to
completely stop a moving part or to keep it still. A small friction brake
might be coupled for that purpose. Exception is used to slow an engine, as
once below a certain speed (engine specific) the engine will stall.
Regenerative braking is not used with brakes of this type since the
induced current is dissipated as heat and is not practical to recover.
A similar type of braking is used in modern roller coasters, which differs
only in that permanent magnets are used instead of electromagnets (and
that the brakes are linear rather than rotary). This means that the brakes
require no electricity and that the braking force cannot be adjusted. It
doesn't need to be adjusted, since it is engineered into the design of the
coaster
A regenerative braking system and method for a batteriless fuel cell vehicle includes a fuel
cell stack, an ancillary load, and a regenerative braking device that is coupled to at least one
wheel of the vehicle. The regenerative braking device powers the ancillary load when the
vehicle is coasting or braking. The fuel cell powers the ancillary load when the vehicle is
accelerating or at constant velocity.
In other features of the invention, the regenerative braking system includes an air compressor.
The regenerative braking device dissipates power in the air compressor when the vehicle is
travelling downhill to provide brake assistance. A bypass valve has an inlet connected to the
air compressor. When the vehicle is travelling downhill, the air compressor is run at high
airflow and high pressure to create an artificial load. The bypass valve is modulated to adjust
the artificial load of the air compressor.
11

In still other features of the invention, the regenerative braking device is an electric traction
system. A back pressure valve is connected to a cathode of the fuel cell stack. The back
pressure valve protects the fuel cell stack from the high airflow and pressure. A controller
controls a brake torque of the regenerative braking device as a function of vehicle speed and
modulates the bypass valve to vary the artificial load.
Further areas of applicability of the present invention will become apparent from the detailed
description provided hereinafter. It should be understood that the detailed description and
specific examples, while indicating the preferred embodiment of the invention, are intended
for purposes of illustration only and are not intended to limit the scope of the invention.
The regenerative braking device generates power when the vehicle coasts (causing slight
deceleration), is travelling downhill, and/or when the driver applies the brakes (to decelerate
the vehicle). A power distribution device such as a high-voltage bus distributes the power that
is generated by the regenerative braking device. The power distribution device distributes
power directly to one or more loads and/or recharges the storage battery depending upon the
circumstances.
When the driver depresses the accelerator, an internal combustion engine generates power
from air and fuel that is supplied to the engine. When the vehicle is coasting or braking to
reduce speed, the regenerative braking device generates power that can be used to charge the
storage battery and/or to power the loads. Oftentimes, the storage battery provides power to
the accessories at lower speeds and when the vehicle is stopped to improve fuel efficiency of
the vehicle.
A regenerative braking system for a batteriless fuel cell vehicle. The regenerative braking
system includes a regenerative braking device that is coupled to at least one wheel of the fuel
cell vehicle. The regenerative braking device is preferably an electric traction system. The
regenerative braking system includes a fuel cell stack that includes an anode flowline with an
inlet and an outlet. The fuel cell also includes a cathode flowline with an inlet and outlet.
The regenerative braking system further includes an air compressor, a back pressure valve
and a bypass valve. The bypass valve is connected to an outlet of the air compressor, a
cathode of the fuel cell stack and to the environment. A power output of the regenerative
braking device is connected to a power distribution device that is connected to loads. The
loads preferably include fans, pumps, an air conditioning compressor, heaters, 12 volt battery,
and other devices. The brake torque (and energy) provided by the regenerative braking device
is preferably set as a function of vehicle speed.

12

The air compressor pressurizes supply air and outputs the pressurized air to the bypass valve.
A controller is connected to the back pressure valve, the bypass value, the compressor, and a
vehicle data bus. The controller modulates the bypass valve to selectively divert the air to the
inlet of the cathode flow line, to exhaust the air and/or to direct the air to another device.
During normal driving when the vehicle's speed is greater than zero and the vehicle is not
accelerating or when the vehicle is at constant velocity, the regenerative braking device
produces power and the loads dissipate the energy. During braking and coasting, air and fuel
to the fuel cell stack are preferably shut off and no fuel consumption occurs. As a result, the
output of the fuel cell stack is 0 kW during braking and coasting.

When driving downhill (detected by monitoring vehicle acceleration and

the position of the accelerator pedal through the vehicle data bus), the
regenerative braking device powers the ancillary loads. In a highly
preferred mode, the controller runs the compressor with high airflow and
high pressure to create an artificial loss. During this condition, the back
pressure valve is either closed or partially opened (if additional power is
required from the fuel cell stack). The controller controls the back pressure
valve to prevent the high pressure air that is generated by the air
compressor from reaching the fuel cell stack. The controller modulates the
bypass valve to regulate a compressor load of the air compressor and to
regulate the brake torque of the regenerative braking device.

Electrical Generator
An electrical generator is a device that converts mechanical energy to
electrical energy, generally using electromagnetic induction. The source of
mechanical energy may be a reciprocating or turbine steam engine, water
falling through a turbine or waterwheel, an internal combustion engine, a
wind turbine, a hand crank, or any other source of mechanical energy.

13

Comparison of Dynamic and Regenerative brake

Dynamic brakes ("rheostatic brakes" in the UK), unlike regenerative
brakes, dissipate the electric energy as heat by passing the current
through large banks of variable resistors. Vehicles that use dynamic
brakes

include forklifts, Diesel-electric locomotives and streetcars.

If

designed appropriately, this heat can be used to warm the vehicle interior.
If dissipated externally, large radiator-like cowls are employed to house
the resistor banks. The main disadvantage of regenerative brakes when
compared with dynamic brakes is the need to closely match the
generated current with the supply characteristics. With DC supplies, this
requires that the voltage be closely controlled. Only with the development
of power electronics has this been possible with AC supplies, where the
supply frequency must also be matched (this mainly applies to
locomotives where an AC supply is rectified for DC motors).A small
number of mountain railways have used 3-phase power supplies and 3phase induction motors. This results in a near constant speed for all trains
as the motors rotate with the supply frequency both when motoring and
braking.

Regenerative Braking Efficiency

The energy efficiency of a conventional car is only about 20 percent, with the remaining 80
percent of its energy being converted to heat through friction. The miraculous thing about
regenerative braking is that it may be able to capture as much as half of that wasted energy
and put it back to work. This could reduce fuel consumption by 10 to 25 percent. Hydraulic
regenerative braking systems could provide even more impressive gains, potentially reducing
fuel use by 25 to 45 percent [source: HybridCars.com]. In a century that may see the end of
the vast fossil fuel reserves that have provided us with energy for automotive and other
14

technologies for many years, and in which fears about carbon emissions are coming to a
peak, this added efficiency is becoming increasingly important.

FUTURE WORK
Future work would consist of a redesign of this model to see exactly how much data
we may be missing with the assumption that we made with low price, weight and capacity.
Despite all the assumptions, we still have realized that this product can be very marketable
and that the demand is extremely large which means this is a viable design that will yield a
high return on an investment.

CONCLUSION
The beginning of the 21st century could very well mark the final period in which internal
combustion engines are commonly used in cars. Already automakers are moving toward
alternative energy carriers, such as electric batteries, hydrogen fuel and even compressed air.
15

Regenerative braking is a small, yet very important, step toward our eventual independence
from fossil fuels. These kinds of brakes allow batteries to be used for longer periods of time
without the need to be plugged into an external charger. These types of brakes also extend the
driving range of fully electric vehicles. In fact, this technology has already helped bring us
cars like the Tesla Roadster, which runs entirely on battery power. Sure, these cars may use
fossil fuels at the recharging stage -- that is, if the source of the electricity comes from a fossil
fuel such as coal -- but when they're out there on the road, they can operate with no use of
fossil fuels at all, and that's a big step forward.
Regenerative braking allows for a vehicle to recover its kinetic energy when braking. Up to
now, there have been no systems that fully rely on regenerative, braking, however this paper
presents a method to use regenerative braking for all kinds of deceleration. The energy
gathered during the deceleration can then be used again during acceleration. The proposed
system allows a smooth braking experience while also dealing with full stop and emergency
brake situations. The smooth braking experience is achieved by controlling the connection
between the generator and its load. Full braking is achieved by using multiple generators,
each connected to the shaft with a different gear ratio. This setup ensures that there is always
one generator working efficiently and therefore extracting kinetic energy from the system.
The overall goal was to design the Regenerative Braking System while keeping the
engineering, producer and customer models in check.

References
[1] BrakeByWire.com. (Jan. 13, 2009) http://www.brakebywire.com/

16

[2] Cantwell, Katie. "Regeneration Overview." Rockwell Automation Allen-Bradley. May

7, 2002. (Jan. 13, 2009) http://www.ab.com/drives/techpapers/RegenOverview01.pdf
[3] Chen, Jason. "Panasonic Makes Electric Bike with Regenerative Braking." Gizmodo.
July 7, 2008. (Jan. 13, 2009) http://gizmodo.com/5022587/panasonic-makes-electricbike-with-regenerative-braking
[4] Continental Corporation. "ISAD and EHB Make Cars More Economical and More
Environmentally Friendly." March 17, 2002. (Jan. 13, 2009) http://www.contionline.com/generator/www/com/en/continental/portal/themes/press_services/press_rel
eases/products/automotive_systems/brakesystems/pr_2002_03_17_7_en.html
[5] Gitlin, Jonathan M. "McLaren and Freescale partner up for regenerative braking." Ars
Technica. Nov. 5, 2008. (Jan. 13, 2009)
http://arstechnica.com/news.ars/post/20081113-mclaren-and-freescale-partner-up-forregenerative-braking.html
[6] HybridCars.com. "Hydraulic Hybrids." April 3, 2006. (Jan. 13,
2009)http://www.hybridcars.com/related-technologies/hydraulic-hybrids.html
[7] Torrens, Richard. "Regen Braking." 4QD. Nov. 3, 2008. (Jan. 13, 2009)
http://www.4qd.co.uk/fea/regen.html
[8] Tur, Okan, et al. "Application Note on Regenerative Braking of Electric Vehicles as
Anti-Lock Braking System." Ansoft, LLC. April 11, 2006. (Jan. 13,
2009)http://www.ansoft.com/news/articles/RegenBrakingAsABS.pdf

17