REGENERATIVE BRAKING SYSTEM

A Project Report
Submitted in partial fulfilment of the requirements for the award of the degree of

BACHELOR OF TECHNOLOGY
IN
Mechanical Engineering with Specialisation in Automotive
Engineering
(Batch: 2015-2019)

Submitted By:
Rahul (2K15/AE/046)
Shashi Bhushan Sah (2K15/AE/060)
Sunil Kumar (2K15/AE/071)

Under the Supervision of

Prof. Mukesh S. Dadge
Assistant Professor

Department of Mechanical, Production & Industrial and Automotive Engineering,

DELHI TECHNOLOGICAL UNIVERSITY
(Formerly Delhi college of Engineering)
Bawana Road, Delhi-110042
MAY, 2019
Department of Mechanical, Production & Industrial and Automotive Engineering
DELHI TECHNOLOGICAL UNIVERSITY
(Formerly Delhi college of Engineering)
Bawana Road, Delhi-110042
MAY, 2019

DECLARATION

We declare that the work presented in this report titled “REGENERATIVE

BRAKING SYSTEM”, submitted to the Department of Mechanical and Production &
Industrial and Automotive Engineering, Delhi Technological University, for the award
of the Bachelor of Technology degree in Mechanical Engineering with
Specialisation in Automotive Engineering, is our original work. We have not
submitted the same work for the award of any other degree. In case, this undertaking is
found incorrect, we accept that our degree may be unconditionally withdrawn.
Place:
Date:

Rahul (2K15/AE/046)

Shashi Bhushan Sah (2K15/AE/060)

Sunil Kumar (2K15/AE/071)

Department of Mechanical, Production & Industrial and Automotive Engineering
DELHI TECHNOLOGICAL UNIVERSITY
(Formerly Delhi college of Engineering)
Bawana Road, Delhi-110042

CERTIFICATE

This is to certify that this project report entitled “REGENERATIVE BRAKING

SYSTEM ” submitted by Rahul (2K15/AE/046), Shashi Bhushan Sah (2K15/AE/060)
and Sunil Kumar (2K15/AE/071) in partial fulfilment of the requirements of the award
of “Bachelor of Technology” in “Mechanical Engineering specialisation in Automotive
Engineering” is an authentic work carried out by them under my supervision and
guidance. To the best of my knowledge, the matter embodied in this report has not been
submitted to any other university and Institute for the award of any degree.

Place:
Date:

(Signature of Project Guide)

Prof. Mukesh S. Dadge
Assistant Professor, Department of Mechanical and Production Engineering,
Delhi Technological University
Department of Mechanical, Production & Industrial and Automotive Engineering
DELHI TECHNOLOGICAL UNIVERSITY
(Formerly Delhi college of Engineering)
Bawana Road, Delhi-110042

ACKNOWLEGDEMENT

We would like to express our warmest gratitude for the inspiration, encouragement and
assistance that we received from our esteemed guide Prof. Mukesh S. Dadge, Assistant
Professor, Department of Mechanical and Production Engineering, Delhi Technological
University, New Delhi, throughout the research work. It is because of her continuous
guidance, encouragement and valuable advices at every aspect and strata of the problem
from the embryonic to the developmental stage, that our thesis has seen the light of this
day. We are very much indebted to her and express our sincere gratitude to her.
We are grateful to Dr. Vipin, Professor & Head of the Department, Department of
Mechanical and Production Engineering, Delhi Technological University, for
encouraging our efforts to complete this work successfully. Further, we wish to express
sincere gratitude to all the faculty members for their moral support, immense help and
co-operation during the course of this thesis work.
We feel pleased and privileged to fulfil our parent’s ambition and we are greatly
indebted to them for bearing the inconvenience during our B.Tech. course. We
gratefully acknowledge the support of all those people, not mentioned above but also
have directly or indirectly rendered their help at different stages of this work. Finally,
we would like to express our appreciation to all who have one way or another extended
their support and assistance in completing this project work.

Rahul (2K15/AE/046)
Shashi Bhushan Sah (2K15/AE/060)
Sunil Kumar (2K15/AE/071)
 ABSTRACT

Writing a report on technical aspect is indeed a very challenging task. The student has
to possess not only expertise in the subject matter but also the technique of selecting
appropriate material from the vast fund of knowledge they have to have regarding the
subject of project and present it in a way which the readers can easily understand.
Judging from the remarks of the experts who reviewed the report and also on the basis
of earlier projects by these students in the Mechanical field. I have no doubt in my mind
that they had done an excellent job.

The institute will, therefore fell amply rewarded if the other students and teachers may
go through this report for enlarging their knowhow of the “SMART BRAKING
SYSTEM”. Any suggestions for the improvement of this project and the report from all
quarters will be most welcome.
 Contents

1.Certificate…………………………………3

2.Acknowledgement………………………...4

3.Abstract.…………………………………...5

4.Chapters………………………………8 to 31

4.1. Chapter 1
4.1.1
4.1.2
4.1.3

4.2 Chapter 2
4.2.1
4.2.2
4.2.3
4.2.4

4.3 Chapter 3

4.3.1
4.3.2
 4.4 Chapter 4

4.4.1
4.4.2
4.4.3

4.5 Chapter 5

4.5.1
4.5.2

5.Conclusion…………………………………34

6.Reference…………………………………..35
 CHAPTER 1
INTRODUCTION

1.1 BACKGROUND:

Smart braking means reduce losses and regenerate power by using mechanical structure.
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.
1.2 WORKING:

In regenerative braking system, the motor; which drives an electric vehicle, also
performs the function of braking. The system consists of an electric motor with dual
function. It works as a motor, in one direction and also as a generator, in the opposite
direction. When it runs as a motor, it converts electrical energy into mechanical energy
and drives the wheels. However, while braking; it runs in the opposite direction and
becomes an electric generator. Applying the brakes of an electric or hybrid vehicle
causes the electric motor to run in reverse direction i.e. in generator mode, thereby;
slowing down the wheels. Regenerative braking is implemented in conjunction
with Anti-locking braking system (ABS), so the regenerative braking controller is
similar to an ABS controller, which monitors the rotational speed of the wheels and the
difference in that speed from.

Fig.1.1

During this time, the wheels transfer the kinetic energy or momentum; back to the
generator. While rotating, the generator converts this kinetic energy into electrical
energy. Later, it transfers the electricity generated back to the batteries, thereby;
charging them.
 Fig.1.2

Electric motor when used in reverse function as generators, convert mechanical energy
into electrical energy. Vehicles propelled by electric motors use them as generators
when using regenerative braking, braking by transferring mechanical energy from the
wheels to an electrical load.
In electric vehicle there is an induction motor works when rotor speed is less than r.m.f
speed when regenerative brakes comes into action electrical supply to the armature is
stopped but electric to the stator is still continuous which cause in the generation of
e.m.f.
But because wheel are still moving provides rotary action to the rotor which provide
rotation to the armature and this cut of the magnetic field generated by the stator back
e.m.f is generated. According to the law of electromagnetic induction voltage starts to
develop in the armature. The developed current is not of the same quality that is been
transferred by the battery system. So before storing to the battery it needs to be purified.
REGENERATIVE BRAKING DIAGRAM:

This simple diagram shows how a regenerative braking system is able to recapture some
of the vehicle's kinetic energy and convert it into electricity. This electricity is then used
to recharge the vehicle's batteries.

Fig.1.3
 Fig. 1.4

THE MOTOR AS A GENERATOR

Vehicles driven by electric motors use the motor as a generator when using regenerative
braking: it is operated as a generator during braking and its output is supplied to an
electrical load; the transfer of energy to the load provides the braking effect.

Early examples of this system were the front-wheel drive conversions of horse-drawn
cabs by Louis Antoine Krieger (1868-1951). The Krieger electric landaulet had a drive
motor in each front wheel with a second set of parallel windings (bifilar coil) for
regenerative braking.

An Energy Regeneration Brake was developed in 1967 for the AMC Amitron.This was
a completely battery powered urban concept car whose batteries were recharged by
regenerative braking, thus increasing the range of the automobile.

Many modern hybrid and electric vehicles use this technique to extend the range of the
battery pack. Examples include the hybrids Toyota Prius, Honda Insight, and the
Vectrix electric maxi-scooter.

LIMITATIONS

Traditional friction-based braking is used with mechanical regenerative braking for the
following reasons:

 Despite the amount of research and development that has been placed into
regenerative braking there are still various issues to tackle. For one, regenerative
braking is limited the physical capabilities of various parts of the braking
system. For example, if the drive motor is used to regenerate power, then it is
still restricted by the same limits as if it were acting as a motor. Another issue is
it that it is virtually impossible and actually impractical to recover all braking
energy at high speeds or high deceleration rates. Imagine cars driving on a
highway. When these cars need to brake quickly, high amounts of energy is
required to get the cars to safely stop. In turn, some of the braking energy must
be applied directly to the brakes and not into the regenerative system.

 A third issue is that issue of variable control. The amount of energy recouped
from regenerative braking is highly dependent on various variables such as
wind, motor torque variations, temperature changes, vehicle age, terrain, weight
transfer, rolling resistance, etc. Motor torque variations cause another issue for
regenerative braking. Drivers tend to vary the amount of braking. For example,
driver might increase their pressure on the brake as they slow down. This
variation in torque causes inefficiencies since the regenerative braking must take
 into account the variations in torque as it calculates the amount of energy to
recoup.

 A more serious issue arises when regenerative braking is applied to a two-

wheel-drive brake system. When regenerative brakes kick in, negative torque is
applied to the drive wheels. Therefore, in a two-wheel- drive vehicle, negative
torque is applied to the wheels with brakes while the wheels with no brakes are
able to spin freely. This uneven distribution of negative torque cases uneven tire
and brake wear. This could potentially cause skidding on the wheels with
brakes.
 The regenerative braking effect drops off at lower speeds, therefore the friction
brake is still required in order to bring the vehicle to a complete halt, although
malfunction of a dynamo can still provide resistance for a while. Physical
locking of the rotor is also required to prevent vehicles from rolling down hills.
 The friction brake is a necessary back-up in the event of failure of the
regenerative brake.
 Most road vehicles with regenerative braking only have power on some wheels
(as in a 2WD car) and regenerative braking power only applies to such wheels,
so in order to provide controlled braking under difficult conditions (such as in
wet roads) friction based braking is necessary on the other wheels.
 The amount of electrical energy capable of dissipation is limited by either the
capacity of the supply system to absorb this energy or on the state of charge of
the battery or capacitors. No regenerative braking effect can occur if another
electrical component on the same supply system is not currently drawing power
and if the battery or capacitors are already charged. For this reason, it is normal
to also incorporate dynamic braking to absorb the excess energy.
 Under emergency braking it is desirable that the braking force exerted be the
maximum allowed by the friction between the wheels and the surface without
slipping, over the entire speed range from the vehicle's maximum speed down to
zero. The maximum force available for acceleration is typically much less than
this except in the case of extreme high-performance vehicles. Therefore, the
power required to be dissipated by the braking system under emergency braking
conditions may be many times the maximum power which is delivered under
acceleration. Traction motors sized to handle the drive power may not be able to
cope with the extra load and the battery may not be able to accept charge at a
sufficiently high rate. Friction braking is required to absorb the surplus energy in
order to allow an acceptable emergency braking performance.

For these reasons there is typically the need to control the regenerative braking and
match the friction and regenerative braking to produce the desired total braking output.
The GM EV-1 was the first commercial car to do this. Engineers Abraham Farag and
Loren Majersik were issued two patents for this 'Brake by Wire' technology.
ELECTRIC RAILWAY VEHICLE OPERATION:

During braking, the traction motor connections are altered to turn them into electrical
generators. The motor fields are connected across the main traction generator (MG) and
the motor armatures are connected across the load. The MG now excites the motor
fields. The rolling locomotive or multiple unit wheels turn the motor armatures, and the
motors act as generators, either sending the generated current through onboard resistors
(dynamic braking) or back into the supply (regenerative braking).

For a given direction of travel, current flow through the motor armatures during braking
will be opposite to that during motoring. Therefore, the motor exerts torque in a
direction that is opposite from the rolling direction.

Braking effort is proportional to the product of the magnetic strength of the field
windings, times that of the armature windings.

Savings of 17% are claimed for Virgin Trains Pendolinos.There is also less wear on
friction braking components. The Delhi Metro saved around 90,000 tons of carbon
dioxide (CO2) from being released into the atmosphere by regenerating 112,500
megawatt hours of electricity through the use of regenerative braking systems between
2004 and 2007. It is expected that the Delhi Metro will save over 100,000 tons of CO2
from being emitted per year once its phase II is complete through the use of
regenerative braking.

Many stations on the London Underground are built so that the tracks entering the
platform are on a slight incline, and those leaving it on a decline. These saves energy by
letting gravity slow the train on its entry to the station without expending (as much)
energy and, help it accelerate on departure. This could be seen as a form of regenerative
braking where the energy is stored as potential energy (using gravity) instead of
electrical energy.

COMPARISON OF DYNAMIC AND REGENERATIVE BRAKES:

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 3-phase
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.

KINETIC ENERGY RECOVERY SYSTEMS:

Kinetic Energy Recovery Systems (KERS) are currently in use for the motor sport
Formula One's 2009 season, and under development for road vehicles. The Formula
One Teams that used Kinetic Energy Recovery Systems in the 2009 season are Ferrari,
Renault, BMW Sauber and McLaren. One of the main reasons that not all cars use
KERS is because it adds an extra 25 kilograms of weight, while not adding to the total
car weight, it does incur a penalty particularly seen in the qualifying rounds, as it raises
the car's center of gravity, and reduces the amount of ballast that is available to balance
the car so that it is more predictable when turning. FIA rules also limit the exploitation
of the system. Eventually, during the season, Renault and BMW stopped using the
system. Williams is developing KERS based on flywheel. The concept of transferring
the vehicle’s kinetic energy using Flywheel energy storage was postulated by physicist
Richard Feynman in the 1950s and is exemplified in complex high end systems such as
the Zytek, Flybrid, Torotrak and Xtrac used in F1 and simple, easily manufactured and
integrated differential based systems such as the Cambridge Passenger/Commercial
Vehicle Kinetic Energy Recovery System (CPC-KERS)

Xtrac and Flybrid are both licensees of Torotrak's technologies, which employ a small
and sophisticated ancillary gearbox incorporating a continuously variable transmission
(CVT). The CPC-KERS is similar as it also forms part of the driveline assembly.
However, the whole mechanism including the flywheel sits entirely in the vehicle’s hub
(looking like a drum brake). In the CPC-KERS, a differential replaces the CVT and
transfers torque between the flywheel, drive wheel and road wheel.
KERS FLYWHEEL:

The energy of a flywheel can be described by this general energy equation, assuming
the flywheel is the system:

E¿ −E out =ΔE system

Where:
 Ein is the energy into the flywheel.
 Eout is the energy out of the flywheel.
 Esystem is the change in energy of the flywheel.

An assumption is made that during braking there is no change in the potential energy,
enthalpy of the flywheel, pressure or volume of the flywheel, so only kinetic energy will
be considered. As the car is braking, no energy is dispersed by the flywheel, and the
only energy into the flywheel is the initial kinetic energy of the car. The equation can be
simplified to:

m v2
= ΔE fly
2

Where:
 m is the mass of the car.
 v is the initial velocity of the car just before braking.

The flywheel collects a percentage of the initial kinetic energy of the car, and this
percentage can be represented by fly efficiency. The flywheel stores the energy as
rotational kinetic energy. Because the energy is kept as kinetic energy and not
transformed into another type of energy this process is efficient. The flywheel can only
store so much energy, however, and this is limited by its maximum amount of rotational
kinetic energy. This is determined based upon the inertia of the flywheel and its angular
velocity. As the car sits idle, little rotational kinetic energy is lost over time so the initial
amount of energy in the flywheel can be assumed to equal the final amount of energy
distributed by the flywheel. The amount of kinetic energy distributed by the flywheel is
therefore:

ηfly mv2
KE fly =
2
REGENERATIVE BRAKES:

Regenerative braking has a similar energy equation to the equation for the mechanical
flywheel. Regenerative braking is a two-step process involving the motor/generator and
the battery. The initial kinetic energy is transformed into electrical energy by the
generator and is then converted into chemical energy by the battery. This process is less
efficient than the flywheel. The efficiency of the generator can be represented by:

W out
η gen=
W¿

Where:
 Win is the work into the generator.
 Wout is the work produced by the generator.

The only work into the generator is the initial kinetic energy of the car and the only
work produced by the generator is the electrical energy. Rearranging this equation to
solve for the power produced by the generator gives this equation:

ηgen mv2
Pgen =
2T

Where:
 T is the amount of time the car brakes.
 m is the mass of the car.
 v is the initial velocity of the car just before braking.

The efficiency of the battery can be described as:

Pout
ηbatt =
P¿

Where:
 Pin = Pgen
 Pout = Wout / T

The work out of the battery represents the amount of energy produced by the
regenerative brakes. This can be represented by:

ηbatt η gen mv 2
W out =
2
CARS:

Fig. Energy efficiency of cars in towns and on motorways according to the DoE

In the case of internal combustion engines, the sketch of the DoE shows that average car
efficiency amounts to less than 20%. We can see for ourselves that braking in
proportion to the useful mechanic energy amounts to 6/13 i.e. 46% in towns, and 2/20
i.e. 10% on motorways.
In regards to electric cars, the DoE explains that the efficiency between the electric
motor and the wheels amounts to 60%.
Let us consider, the electric motor efficiency and the braking proportion in towns and
on motor ways.
Let us introduce which is the recuperated proportion of braking energy. Theoretically, it
can reach up to 80%. Thus in the best case.
 Fig. Description of the energy flux in the case of regenerative braking.

Under these circumstances, E being the energy flux arriving at the electric
engine, Braking the energy flux lost while braking and Recup the recuperated energy
flux, an equilibrium is reached according to the equations:

Braking=( E+ Recup )∗ηeng∗p

Recup=ηrecup∗Braking

Thus,
E∗ηeng∗P
Braking=
1−(η eng∗P∗ηrecup )

 It is as though the old energy flux E was replaced by a new one

E {1−( ηeng∗P∗η recup ) }
 The expected gain amounts to ηeng.p. ηrecup
 The higher the recuperation efficiency, the higher the recuperation.
 The higher the efficiency between the electric motor and the wheels, the higher
the recuperation.
 The higher the braking proportion, the higher the recuperation.
USE IN MOTOR SPORT:

Fig.2.1 A KERS flywheel

F1 teams have said they must respond in a responsible way to the world's environmental
challenges, and the FIA allowed the use of 60 kW KERS in the regulations for the 2009
Formula One season. Teams began testing systems in 2008: energy can either be stored
as mechanical energy (as in a flywheel) or as electrical energy (as in a battery or
supercapacitor).Due to high cost, FOTA teams agreed to drop KERS from the 2010
season onwards, but this is still an open issue as Williams F1 said it will use KERS in
2010 and changes to the regulations must be agreed by all teams. Vodafone McLaren
Mercedes became the first team to win a F1 GP using a KERS equipped car when
Lewis Hamilton won the Hungarian Grand Prix. Their second KERS equipped car
finished fifth. At the following race Lewis Hamilton became the first driver to take pole
position with a KERS car, his team mate qualifying second. This was also the first
instance of an all KERS front row. Kimi Räikkönen won the Belgium Grand Prix with
his KERS equipped Ferrari. It was the first time that KERS contributed directly to a
race victory, with second placed Fisichella claiming "Actually, I was quicker than Kimi.
He only took me because of KERS at the beginning".

MOTORCYCLES

KTM racing boss Harald Bartol has revealed that the factory raced with a secret Kinetic
Energy Recovery System (KERS) fitted to Tommy Koyama's motorcycle during the
2008 season-ending 125cc Valencian Grand Prix. This was illegal and against rules.

RACES:

Automobile Club de l'Ouest, the organizer behind the annual 24 Hours of Le Mans
event and the Le Mans Series is currently "studying specific rules for LMP1 which will
be equipped with a kinetic energy recovery system. "Peugeot was the first manufacturer
to unveil a fully functioning LMP-1 car in the form of the 908 HY at the 2008
Autosport 1000 km race at Silverstone.

AUTOPART MAKERS:

Bosch Motorsport Service (part of the subsidiary Bosch Engineering GmbH) is

developing a KERS for use in motor racing. Hybrid systems by Bosch Motorsport
comprise an electricity storage system (a lithium-ion battery with scalable capacity or a
flywheel), the electric motor (weigh between four and eight kilograms with a maximum
power level of 60 kW) and the KERS controller, containing the power electronic,
battery management, and management system for hybrid and engine functions. The
Bosch Group offers a range of electric hybrid systems for commercial and light-duty
applications.

Fig.2.2

CARMAKERS:

BMW and Honda are testing it. At the 2008 1000 km of Silverstone, Peugeot Sport
unveiled the Peugeot 908 HY, a hybrid electric variant of the diesel 908, with KERS.
Peugeot plans to campaign the car in the 2009 Le Mans Series season, although it will
not be capable of scoring championship points.
Vodafone McLaren Mercedes began testing of their KERS in September 2008 at the
Jerez test track in preparation for the 2009 F1 season, although at that time it was not
yet known if they would be operating an electrical or mechanical system. In November
2008 it was announced that Freescale Semiconductor would collaborate with McLaren
Electronic Systems to further develop its KERS for McLaren's Formula One car from
2010 onwards. Both parties believed this collaboration would improve McLaren's
KERS system and help the system filter down to road car technology.

Toyota has used a supercapacitor for regeneration on Supra HV-R hybrid race car that
won the 24 Hours of Tokachi race in July 2007.

Use in compressed air cars Regenerative brakes are being used in compressed air cars to
refuel the tank during braking.
 Chapter

INTRODUCTION:

In this project we are using our vehicle momentum force into electric energy at the time
of applying braking system.

Fig.2.3

CONSTRUCTION:

STEP-1
We are using simple wheel in our project and fixed on wooden frame with help of
bearing.

Fig.2.4
STEP-2
We fix one electromagnatic clutch on the side of wheel shaft and one gear on other side
of shaft as shown below diagram.

Fig.

STEP-3
Now we fix one dynamo attach with electromagnatic clutch as shown below.
 Fig.

STEP-4
On the other side of wheel we attach one dc gear motor with chain assembly. We use dc
gear motor as engine in our model.

Fig.

STEP-5
We control dc motor with simple sliding two way switch (sliding switch can stopand
play two device at the same tine) as shown below.
 Fig.

STEP-6
SYSTRM DRIVE
Dc motor drive wheel with the help of gear assembly.

Fig.

STEP-7
POWER REGENERATE AT THE TIME OF BRAKING
When we sliding switch off to motor supply then switch on electromagnatic clutch
power supply.
Electromagnetic clutch engages with wheel shaft and transfure wheel rotation in the
dynamo for stopping wheel rotation.
When dynamo rotates it applied brake to the wheel shaft and produce energy, which is
storing in battery as shown below.

Fig.

Fig.2.5
WORKING BLOCK DIAGRAM

Fig.3.1
 Fig.3.2

COMPONENT USED:

1. ELECTROMAGNATIC CLUTCH
2. DYNAMO
3. DC GEAR MOTOR
4. TRANSFORMER
5. MANUAL WOODEN HANDLE
6. BEARING
7. WHEEL
8. CHAIN ASSAMBLY
9. WOODEN FRAME

SPECIFICATIONS (Material Used)

 TRANSFORMER - STEPDOWN TRANSFROMER (220V TO 12V)

 RECTIFIER- BRIDGE TYPE

 CLUTCH- MAGNETIC (12V)

 SWITCH- LEAF
  DYNAMOMOTOR- 1V-35V

 METER- VOLTMETER

HOW ELECTROMAGNETIC CLUTCH WORK?

 Fig.3.3

Fig.3.4

Electromagnetic clutch (EMC) – When we provide power to EMC, it perform as a

magnet and attract iron gear as shown below pix.

Step-2
 Fig.3.5

As we see above gear is fixed with iron dice, when we provide power supply to emc it
attract iron dice when dick attach with electromagnatic it tranfore shaft rotation to the
attached device

1. ELECTROMAGNETIC CLUTCH:

Electromagnetic clutches operate electrically, but transmit torque mechanically. This is

why they used to be referred to as electro-mechanical clutches. Over the years EMC
became known as electromagnetic versus electro mechanical, referring more about their
actuation method versus physical operation. Since the clutches started becoming
popular over sixty years ago, the variety of applications and clutch designs has
increased dramatically, but the basic operation remains the same.

Single-face clutches make up approximately 90% of all electromagnetic clutch sales.

This article mainly deals with this type of clutch.

When considering torque, is dynamic or static torque more important? For example, if a
machine is running at a relatively low rpm (5 – 50 depending upon size) then dynamic
torque is not a consideration since the static torque rating of the clutch will come closest
to where the application is running. However, if a machine is running at 3,000rpm and
the same full torque is required the result will not be the same because of the difference
between static and dynamic torques. Almost all manufacturers put the static rated torque
for their clutches in their catalog. If a specific response time is needed the dynamic
torque rating for a particular clutch at a given speed is required. In many cases, this can
be significantly lower. Sometimes it can be less than half of the static torque rating.
Most manufacturers publish torque curves showing the relationship between dynamic
and static torque for a given series of clutch. (T-1).
 Fig. 4.1

2. DC MOTOR

A simple DC electric motor. When the coil is powered, a magnetic field is generated
around the armature. The left side of the armature is pushed away from the left magnet
and drawn toward the right, causing rotation. The armature continues to rotate.

Fig. 4.3
 Fig.4.2

When the armature becomes horizontally aligned, the commutator reverses the direction
of current through the coil, reversing the magnetic field. The process then repeats.

3. DYNAMO

Fig. 4.4
DESCRIPTION

The dynamo uses rotating coils of wire and magnetic fields to convert mechanical
rotation into a pulsing direct electric current through Faraday's law. A dynamo machine
consists of a stationary structure, called the stator, which provides a constant magnetic
field, and a set of rotating windings called the armature which turn within that field. On
small machines the constant magnetic field may be provided by one or more permanent
magnets; larger machines have the constant magnetic field provided by one or more
electromagnets, which are usually called field coils.

4. TRANSFORMER

A transformer is an electrical device that transfers energy from one circuit to another by
magnetic coupling with no moving parts. A transformer comprises two or more coupled
windings, or a single tapped winding and, in most cases, a magnetic core to concentrate
magnetic flux. A changing current in one winding creates a time-varying magnetic flux
in the core, which induces a voltage in the other windings. Michael Faraday built the
first transformer, although he used it only to demonstrate the principle of
electromagnetic induction and did not foresee the use to which it would eventually be
put.

Fig. A historical Stanley transformer.

.
5. BEARING

Have you ever wondered how things like inline skate wheels and electric motors spin so
smoothly and quietly? The answer can be found in a neat little machine called a
bearing.

Fig5.1. A tapered roller bearing from a manual transmission

The bearing makes many of the machines we use every day possible. Without bearings,
we would be constantly replacing parts that wore out from friction. In this article, we'll
learn how bearings work, look at some different kinds of bearings and explain their
common uses, and explore some other interesting uses of bearings.

The Basics:

The concept behind a bearing is very simple: Things roll better than they slide. The
wheels on your car are like big bearings. If you had something like skis instead of
wheels, your car would be a lot more difficult to push down the road.

That is because when things slide, the friction between them causes a force that tends to
slow them down. But if the two surfaces can roll over each other, the friction is greatly
reduced.
Bearings reduce friction by providing smooth metal balls or rollers, and a smooth inner
and outer metal surface for the balls to roll against. These balls or rollers "bear" the
load, allowing the device to spin smoothly.

6. BIKE TIMING CHAIN

Fig5.2
LENTH: 560MM
GROOVE: 84

7. BIKE TIMING GEAR

Fig5.3
TEETH: 28
LENTH: 60MM
CONCLUSION:

Driving is an extremely wasteful process. Large amounts of kinetic energy is turned into
heat and gone from the car. Thankfully, a regenerative braking system makes use of this
heat to regenerate the batteries of the electric vehicle. Despite the amount of research
and development that has gone into regenerative braking, there is still significant room
for improvement. Regenerative braking is still very limited and dependent on
uncontrollable variables. Also, danger can arise if regenerative braking is applied to
two-wheel-drive brake systems. However, regenerative braking does have various
benefits. A proper implementation of regenerative braking system extends driving
range, improves braking efficiency, reduces brake wear, and improves energy
conservation.
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