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High mobility has been a standard in the modern world for decades. This has resulted in high energy consumption, diminishing fossil energy reserves and rising levels of greenhouse gases. By recovering the energy lost in deceleration of vehicles the total energy consumption can be decreased and exhaust emissions reduced. This can be done with a kinetic energy recovery system (KERS) that converts kinetic energy to electric energy during deceleration, which then can be used for acceleration. KERS requires an electrical storage device with high power density, due to the high power levels generated at heavy braking. Batteries does not generally meet these requirements, especially in the cost-effective point of view, but different types of capacitors can be used to obtain a cheap and effective system. To get such an energy storage device small, lightweight and inexpensive while the technology is sustainable requires avoidance of rare metals and hazardous materials. In this master thesis energy and power levels for KERS has been modelled, based on standardized measurements techniques and small paper-based supercapacitors have been built and tested in order to model size, weight and price for a full-scale energy storage device to a KERS-application. The models showed that energy consumption in urban traffic could be reduced with 18% and with an electrode material for the energy storage device with a capacitance of about 1500 F/m2 a reasonable size and weight is obtained. To reach these values of capacitance in paper-based supercapacitors further testing is required on area and layer dependence and for different electrodes.

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Rapid adoption of battery electric vehicles means improving energy consumption is a top priority. Regenerative braking converts kinetic energy to electrical energy stored in the battery pack while the vehicle is decelerating. Coasting is an alternative strategy that minimizes energy consumption by decelerating the vehicle using only road load. This work refines a battery electric vehicle model to assess regen, coasting, and other deceleration strategies. A road load model based on public test data calculates tractive effort based on speed and acceleration. Bidirectional Willans lines are the basis of the powertrain model simulating battery energy consumption. Regen braking tractive and powertrain power are modeled backward from prescribed linear velocity curves, and the coasting trajectory is forward modeled given zero tractive power. Decel modes based on zero battery and motor power are also forward modeled. Multi-Mode decel (using a low power mode with regen) is presented as an intermediate strategy. An example vehicle is modeled in fixed-route simulations using these strategies and is scored based on travel time, energy consumption, and bias towards minimizing one of those metrics. Regen braking has the lowest travel time, and coasting the lowest energy consumption, but such bias increases overall cost. Multi-mode strategies lower overall cost by balancing reductions in travel time and energy consumption. The model is sensitive to grade and accessory load fluctuation, making this work adaptable to different vehicles and environments. This work demonstrates the utility of regen braking alternatives that could enhance connected and automated vehicle systems in battery electric vehicles. / Master of Science / As battery electric vehicle adoption accelerates, reducing energy consumption remains a priority. While regenerative braking saves energy by recharging the battery pack using kinetic energy, coasting (deceleration caused only by road load) has potential as well. This work focuses on refining a battery electric vehicle model and assessing various deceleration strategies. A road load model calculates wheel tractive effort, and Willans lines are used to model powertrain energy consumption. Coasting and other deceleration modes based on zero system power are modeled to produce speed trajectories, and regenerative braking power is modeled using prescribed linear velocity curves. Strategies that use multiple decel modes are also considered. An example battery electric vehicle is assessed using these strategies in fixed-route simulations. Vehicle performance is scored based on battery energy consumption and travel time. Regenerative braking has the lowest travel time, and coasting the lowest energy consumption, but those strategies also have the highest overall cost. Multi-mode strategies lower cost by balancing energy consumption and travel time. The strategies are sensitive to changes in road grade and accessory power, meaning the model can be used with different vehicles and environments. This work demonstrates the utility of alternatives to regenerative braking and how such strategies could enhance battery electric vehicles with autonomous capabilities.

A vehicle has several rotating components such as a traction electric motor, the driveline, and the wheels and tires. The rotating inertia of these components is important in vehicle performance analyses. However, in many studies, the rotating inertias are typically lumped into an equivalent inertial mass to simplify the analysis, making it difficult to investigate the effect of those components and losses for vehicle energy use. In this study, a backward-tracking model from the wheels and tires to the power source (battery or fuel cell) is developed to estimate the effect of rotating inertias for each component during propulsion and regenerative braking of a vehicle. This paper presents the effect of rotating inertias on the power and energy for propulsion and regenerative braking for two-wheel drive (either front or rear) and all-wheel drive (AWD) cases. On-road driving and dynamometer tests are different since only one axle (two wheels) is rotating in the latter case, instead of two axles (four wheels). The differences between an on-road test and a dynamometer test are estimated using the developed model. The results show that the rotating inertias can contribute a significant fraction (8 -13 %) of the energy recovered during deceleration due to the relatively lower losses of rotating components compared to vehicle inertia, where a large fraction is dissipated in friction braking. In a dynamometer test, the amount of energy captured from available energy in wheel/tire assemblies is slightly less than that of the AWD case in on-road test. The total regenerative brake energy capture is significantly higher (> 70 %) for a FWD vehicle on a dynamometer compared to an on-road case. The rest of inertial energy is lost by inefficiencies in components, regenerative brake fraction, and friction braking on the un-driven axle. / Master of Science

One of the benefits of electric vehicles (EVs) and hybrid vehicles (HVs) is their potential to recuperate braking energy. Regenerative braking (RB) will minimize duty levels on the brakes, giving advantages including extended brake rotor and friction material life and, more significantly, reduced brake mass and minimised brake pad wear. In this thesis, a mathematical analysis (MATLAB) has been used to analyse the accessibility of regenerative braking energy during a single-stop braking event. The results have indicated that a friction brake could be downsized while maintaining the same functional requirements of the vehicle braking in the standard brakes, including thermomechanical performance (heat transfer coefficient estimation, temperature distribution, cooling and stress deformation). This would allow lighter brakes to be designed and fitted with confidence in a normal passenger car alongside a hybrid electric drive. An approach has been established and a lightweight brake disc design analysed FEA and experimentally verified is presented in this research. Thermal performance was a key factor which was studied using the 3D model in FEA simulations. Ultimately, a design approach for lightweight brake discs suitable for use in any car-sized hybrid vehicle has been developed and tested. The results from experiments on a prototype lightweight brake disc were shown to illustrate the effects of RBS/friction combination in terms of weight reduction. The design requirement, including reducing the thickness, would affect the temperature distribution and increase stress at the critical area. Based on the relationship obtained between rotor weight, thickness and each performance requirement, criteria have been established for designing lightweight brake discs in a vehicle with regenerative braking.

All electric machines have two mechanical operations, motoring and braking. The nature of braking can be regenerative, where the kinetic energy of the rotor is converted into electricity and sent back to the power source or non-regenerative, where the source supplies electric power to provide braking. This thesis investigates several critical issues related to regenerative braking in both DC and AC electric machines, including the determination of boundaries in the torque-speed plane defining the regenerative braking capability region and the evaluation of operating points within that capability region that result in maximum regenerative braking recharge current. Electric machines are used in the powertrains of electric and hybrid-electric vehicles to provide motoring or braking torque in response to the driver's request and power management logic. Since such vehicles carry a limited amount of electrical energy on-board their energy storage systems (such as a battery pack), it is important to conserve as much electrical energy as possible in order to increase the range of travel. Therefore, the concept of regenerative braking is of importance for such vehicles since operating in this mode during a braking event sends power back to the energy storage system thereby replenishing its energy level. Since the electric machine assists the mechanical friction braking system of the vehicle, it results in reduced wear on components within the mechanical friction brake system. As both mechanical friction braking and electric machine braking are used to provide the requested vehicle braking torque, braking strategies which relate to splitting of the braking command between the two braking mechanisms are discussed. The reduction in energy consumption of a test vehicle along different driving schedules while using different braking strategies is also studied.

Hybrid electric vehicle technology has become a preferred method for the automotive industry to reduce environmental impact and fuel consumption of their vehicles. Hybrid electric vehicles accomplish these reductions through the use of multiple propulsion systems, namely an electric motor and internal combustion engine, which allow the elimination of idling, operation of the internal combustion engine in a more efficient manner and the use of regenerative braking. However, the added cost of the hybrid electric system has hindered the sales of these vehicles. A more cost effective design of an electro-hydraulic braking system is presented. The system electro-mechanically controlled the boost force created by the brake booster independently of the driver braking force and with adequate time response. The system allowed for the blending of the mechanical and regenerative braking torques in a manner transparent to the driver and allowed for regenerative braking to be conducted efficiently. A systematic design process was followed, with emphasis placed on demonstrating conceptual design feasibility and preliminary design functionality using virtual and physical prototyping. The virtual and physical prototypes were then used in combination as a powerful tool to validate and develop the system. The role of prototyping in the design process is presented and discussed. Through the experiences gained by the author during the design process, it is recommended that students create physical prototypes to enhance their educational experience. These experiences are evident throughout the thesis presented.

Hybrid electric vehicle technology has become a preferred method for the automotive industry to reduce environmental impact and fuel consumption of their vehicles. Hybrid electric vehicles accomplish these reductions through the use of multiple propulsion systems, namely an electric motor and internal combustion engine, which allow the elimination of idling, operation of the internal combustion engine in a more efficient manner and the use of regenerative braking. However, the added cost of the hybrid electric system has hindered the sales of these vehicles. A more cost effective design of an electro-hydraulic braking system is presented. The system electro-mechanically controlled the boost force created by the brake booster independently of the driver braking force and with adequate time response. The system allowed for the blending of the mechanical and regenerative braking torques in a manner transparent to the driver and allowed for regenerative braking to be conducted efficiently. A systematic design process was followed, with emphasis placed on demonstrating conceptual design feasibility and preliminary design functionality using virtual and physical prototyping. The virtual and physical prototypes were then used in combination as a powerful tool to validate and develop the system. The role of prototyping in the design process is presented and discussed. Through the experiences gained by the author during the design process, it is recommended that students create physical prototypes to enhance their educational experience. These experiences are evident throughout the thesis presented.

Electric and hybrid vehicles uses regenerative braking, where application of the brake triggers the electric motor to work as a generator to produce electricity, which in turn charges the battery. This results in much less use of the friction brake, changing the corrosion and wear behavior of the rotor surface. There is a need for research on this topic, since fully electric or hybrid vehicles are replacing combustion engines due to concerns about global warming and climate change. Here the corrosion behavior of coated cast iron vehicle rotors in 3.5wt% NaCl is studied. The corrosion study has been performed using electrochemical methods such as cyclic voltammetry (CV) and electrochemical impedance spectroscopy (EIS). All the coated samples were provided by Pure Forge Rotors. Based on the results from SEM and EDX, the coating is atomic forge proprietary coating, and the base material is gray cast iron. Our primary objective is to study the corrosion behavior of coated, non-coated and friction-tested samples. CV experiments indicate a shift in the corrosion potential and corrosion current density due to changes in the nature of the exposed surface. Cross-sectional SEM showed the thickness of the coating to be 16-23 µm. After friction testing, the friction layer created by rubbing the brake pad over the rotor plays a role in corrosion resistance, but this depends on the type of brake pad material (i.e. semi-metallic, non-asbestos organic and low metallic). Results showed that friction film that forms after testing against non-asbestos organic pads provides the highest corrosion resistance amongst the three brake pad materials.