Regenerative Braking System

REGENERATIVE BRAKING SYSTEM
REGENERATIVE BRAKING IS AN ENERGY

RECOVERY MECHANISM THAT SLOWS DOWN A MOVING
VEHICLE OR OBJECT BY CONVERTING ITS KINETIC
ENERGY INTO A FORM THAT CAN BE EITHER USED
IMMEDIATELY OR STORED UNTIL NEEDED. IN THIS
MECHANISM, THE ELECTRIC TRACTION MOTOR USES
THE VEHICLE'S MOMENTUM TO RECOVER ENERGY THAT
WOULD OTHERWISE BE LOST TO THE BRAKE DISCS AS
HEAT. THIS METHOD CONTRASTS WITH CONVENTIONAL
BRAKING SYSTEMS. IN THOSE SYSTEMS, THE EXCESS
KINETIC ENERGY IS CONVERTED TO UNWANTED AND
WASTED HEAT DUE TO FRICTION IN THE BRAKES, OR
WITH RHEOSTATIC BRAKES, WHERE THE ENERGY IS
RECOVERED BY USING ELECTRIC MOTORS AS
GENERATORS BUT IS IMMEDIATELY DISSIPATED AS HEAT
IN RESISTORS. IN ADDITION TO IMPROVING THE
OVERALL EFFICIENCY OF THE VEHICLE, REGENERATION
CAN SIGNIFICANTLY EXTEND THE LIFE OF THE BRAKING
SYSTEM AS THE MECHANICAL PARTS WILL NOT WEAR
OUT QUICKLY.
General principle
The most common form of regenerative brake involves an electric motor functioning as an

electric generator. In electric railways, the electricity generated is fed back into the traction
power supply. In battery electric and hybrid electric vehicles, the energy is stored chemically
in a battery, electrically in a bank of capacitors, or mechanically in a
rotating flywheel. Hydraulic hybrid vehicles use hydraulic motors to store energy in the form
of compressed air. In a hydrogen fuel cell powered vehicle, the electrical energy generated
by the motor is stored chemically in a battery, similar to battery- and hybrid electric vehicles.
Materials used
1. Wood Pieces (Platform)

2. Bicycle wheel (Tyres)
3. Supporting wheel (Braking system)
4. Main motor 12W (Engine)
5. Alternator (Charger)
6. Metal Rod (Transmission Shaft)
7. Bearing
8. Battery (Storage system)
9. LED’s
Conversion to electric energy: the motor as a generator
Electric motors, when used in reverse, function as generators and will then 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.
Motor
Practical regenerative braking
Regenerative braking is not by itself sufficient as the sole means of safely

bringing a vehicle to a standstill, or slowing it as required, so it must be used in
conjunction with another braking system such as friction-based braking.
 The regenerative braking effect drops off at lower speeds and cannot bring
a vehicle to a complete halt reasonably quickly with current technology.
However, some cars like the Chevrolet Bolt can bring the vehicle to a
complete stop on even surfaces when the driver knows the vehicle's
regenerative braking distance. This is referred to as One Pedal Driving.
 Current regenerative brakes do not immobilize a stationary
vehicle; physical locking is required, for example to prevent vehicles from
rolling down hills.
 Many road vehicles with regenerative braking do not have drive motors on
all wheels (as in a two-wheel drive car); regenerative braking is normally
only applicable to wheels with motors. For safety, the ability to brake all
wheels is required.
 The regenerative braking effect available is limited, and mechanical braking
is still necessary for substantial speed reductions, to bring a vehicle to a
stop, or to hold a vehicle at a standstill.
Regenerative and friction braking must both be used, creating the need to
control them to produce the required total braking. The GM EV-1 was the first
commercial car to do this. In 1997 and 1998 engineers Abraham Farag and
Loren Majersik were issued two patents for this brake-by-wire technology.[3]
[4]
Early applications commonly suffered from a serious safety hazard: in many
early electric vehicles with regenerative braking, the same controller positions
were used to apply power and to apply the regenerative brake, with the
functions being swapped by a separate manual switch. This led to a number of
serious accidents when drivers accidentally accelerated when intending to
brake, such as the runaway train accident in Wädenswil, Switzerland in 1948,
which killed twenty-one people.
Comparison of dynamic and regenerative brakes
What are described as dynamic brakes ("rheostati c brakes" in Briti sh English) on

electric tracti on systems, unlike regenerati ve brakes, dissipate electric energy
as heat rather than using it, by passing the current through large banks
of resistors. Vehicles that use dynamic brakes include forklift trucks, diesel-
electric locomoti ves, and trams. This heat can be used to warm the vehicle
interior, or dissipated externally by large radiator-like cowls to house the
resistor banks.
General Electric's experimental 1936 steam turbine locomoti ves featured true
regenerati on. These two locomoti ves ran the steam water over the resistor
packs, as opposed to air cooling used in most dynamic brakes. This energy
displaced the oil normally burned to keep the water hot, and thereby recovered
energy that could be used to accelerate again. [ 2 2 ]
The main disadvantage of regenerati ve brakes when compared with dynamic
brakes is the need to closely match the generated current with the supply
characteristi cs and increased maintenance cost of the lines. With DC supplies,
this requires that the voltage be closely controlled. The AC power supply and
frequency converter pioneer Miro Zorič and his fi rst AC power electronics have
also enabled this to be possible with AC supplies. [ c i t a ti o n n e e d e d ] The supply
frequency must also be matched (this mainly applies to locomoti ves where an
AC supply is recti fi ed for DC motors).
In areas where there is a constant need for power unrelated to moving the
vehicle, such as electric train heat or air conditi oning, this load requirement can
be uti lized as a sink for the recovered energy via modern AC tracti on systems.
This method has become popular with North American passenger railroads
where head end power loads are typically in the area of 500 kW year round.
Using HEP loads in this way has prompted recent electric locomoti ve designs
such as the ALP-46 and ACS-64 to eliminate the use of dynamic brake resistor
grids and also eliminates any need for any external power infrastructure to
accommodate power recovery allowing self-powered vehicles to employ
regenerati ve braking as well.
A small number of steep grade railways have used 3-phase power
supplies and induction motors . This results in a near constant speed for all
trains, as the motors rotate with the supply frequency both when driving and
braking.
Mechanism Of regeneration
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
Regenerative braking model

Regenerative Braking System

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REGENERATIVE BRAKING SYSTEM

REGENERATIVE BRAKING IS AN ENERGY

The most common form of regenerative brake involves an electric motor functioning as an

1. Wood Pieces (Platform)

Conversion to electric energy: the motor as a generator

Practical regenerative braking

Regenerative braking is not by itself sufficient as the sole means of safely

Comparison of dynamic and regenerative brakes

What are described as dynamic brakes ("rheostati c brakes" in Briti sh English) on

Regenerative braking model

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