PROJECT REPORT ON

REGENERATIVE ELECTRICITY
Submitted in Partial Fulfillment of Diploma in

ELECTRICAL ENGINEERING
CHHATTISGARH SWAMI VIVEKANAND TECHNICAL UNIVERSITY, BHILAI (C.G.)

SESSION-2013 BY

Mr. ALOK ADHIKARI.

Mr. PUSHPRAJ. (PROJECT GUIDE) Miss. ARKAJA AGRAWAL (H.O.D. ELECT. ENGG.)

DEPARTMENT OF ELECTRICAL ENGINEERING MANSA POLYTECHNIC COLLEGE, BHILAI (C.G.)

ACKNOWLEDGEMENT
Accomplishing this project has been a source of great practical experience & personal pride for us & we take this opportunity to thank all those who have helped us in our endeavor.

We extend our thanks to MR. SANJEEV SAXENA (Director) for his support, encouragement & facilitation. We are also graceful to Miss. ARKAJA AGRAWAL (Head of Department of Electrical Engineering) for her guidance that she shared with us throughout our project.

We wish to acknowledge our profound sense of gratitude to our project guide Mr. PUSHPRAJ for always providing us the much needed through his vast array of knowledge. We gave the heart soul thanks to our project guide for always being there for us, wherever we needed him.

CERTIFICATE
This is to certify that the project work entitled REGENERATIVE ELECTRICITY has been completed under the guidance of Mr. PUSHPRAJ. The project is submitted in partial fulfillment for THE DIPLOMA IN ELECTRICAL ENGINEERING from MANSA POLYTECHNIC COLLEGE, BHILAI (C.G.) AFFILIATED TO CHHATTISGARH SWAMI VIVEKANAND TECHNICAL UNIVERSITY, BHILAI (C.G.).

BY

Mr. ALOK ADHIKARI.

Mr. PUSHPRAJ

Mr. S.M. THAKRE (PRINCIPAL)

Miss. ARKAJA AGRAWAL

POROJECT GUIDE

(H.O.D. ELECT.ENGG.)

SESSION-2013

CERTIFICATE BY EXAMINER
THIS IS TO CERTIFY THAT THE PROJECT WORK ENTITLED

REGENERATIVE ELECTRICITY

SUBMITTED BY

NAME
Mr. ALOK ADHIKARI.

ROLL NO. 2742411004

ENROLLMENT NO.

Has been examined by the under signed as part of examination for the award of diploma engineering in MANSA POLYTECHNIC COLLEGE, BHILAI.

INTERNALEXAMINER

EXTERNAL EXAMINER

OBJECTIVESS
Reading comprehension is when you try to understand or comprehend an article when you are reading it, and afterwards, you are asked questions about the article to see how much you understand. But have you tried comprehending an experiment? That is, when you experienced a scientific experiment, you try to comprehend the design and the results of the experiment and afterwards answer questions to see how much you understand. In this activity, you will have the chance to experience an experiment either by performing it yourself or by watching a video of the experiment. After the experience, you have to demonstrate your comprehension of the experiment through answering questions.

CONTENTS
Chapter 1 Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Chapters7 Chapter 8 Chapter 9 Introduction
General components

1 2 3-9 10 11 12-16 17 18-20 21 22

Apparatus Block diagram Procedure Conversion of energy.

Block diagram

Limitations. Conclusion

Chapter 10 References

CHAPTER1 INTRODUCTION

INTRODUCTION
Regenerative brakes used in hybrid cars are advanced technology that requires complicated designs and electronic controls. But the basic principle behind regenerative braking is quite understandable to a secondary school student. You may have read about how regenerative braking works, now you have the chance to see its principles at work with your own eyes through a simple experiment. A regenerative brake is an energy recovery mechanism which slows a vehicle or object down by converting its kinetic energy into another form, which can be either used immediately or stored until needed. This contrasts with conventional braking systems, where the excess kinetic energy is converted to heat by friction in the brake linings and therefore wasted

CHAPTER2 GENERAL COMPONENTS

GENERAL
The most common form of regenerative brake involves using an electric motor as an electric generator. In electric railways the generated electricity is fed back into the supply system, whereas 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 and store energy in form of compressed air.

CHAPTER3 APPARATUS

APPARATUS 1) Flywheel. 2) Light-bulbs. 3) Rubber belt. 4) Power supply. 5) 12 V motor. 6) 2-way switch.

FLYWHEEL
A flywheel is a rotating mechanical device that is used to store rotational energy. Flywheels have a significant moment of inertia and thus resist changes in rotational speed. The amount of energy stored in a flywheel is proportional to the square of its rotational speed. Energy is transferred to a flywheel by applying torque to it, thereby increasing its rotational speed, and hence its stored energy. Conversely, a flywheel releases stored energy by applying torque to a mechanical load, thereby decreasing its rotational speed. Three common uses of a flywheel include:

They provide continuous energy when the energy source is discontinuous. For example, flywheels are used in reciprocating

engines because the energy source, torque from the engine, is intermittent. They deliver energy at rates beyond the ability of a continuous energy source. This is achieved by collecting energy in the flywheel over time and then releasing the energy quickly, at rates that exceed the abilities of the energy source. They control the orientation of a mechanical system. In such applications, the angular momentum of a flywheel is purposely transferred to a load when energy is transferred to or from the flywheel.

Flywheels are typically made of steel and rotate on conventional bearings; these are generally limited to a revolution rate of a few thousand RPM. Some modern flywheels are made of carbon fiber materials and employ magnetic bearings, enabling them to revolve at speeds up to 60,000 RPM.

INDUSTRIAL FLYWHEEL

2-WAY SWITCH

CONNECTION DIAGRAM

12 VOLT MOTOR
DC Permanent Magnet Motor - 12 Volt 10 Watt Speed Controllable and Reversible. 10 Watts Continuous Output Power. 2000 Hour Brush life. No-load RPM: 2500. Enclosed Motor Body. Quiet operation. Shaft: 6 mm x 24 mm with milled Flat. Face Mounting Centers - Radial: 35 mm @ 90 (49.5 mm) Tangential Square) with 4 x 5 mm Holes Weight: 0.7 Kg. Overall Dimensions excluding Shaft - L88mm x W60mm x H60mm.

DC MOTOR

CHAPTER4 BLOCK DIAGRAM

CONNECTED TO FLYWHEEL

MOTOR

2 WAY SWITCH

LIGHT BULB

C
B A

DC POWER SUPPLY

CIRCUIT DIAGRAM

CHAPTER5 PROCEDURE

PROCEDURE
Experience the experiment by doing one of the following:

1. Set up the apparatus as shown in Fig. 1. Make sure you understand how the circuit is connected (Fig. 2). 2. Turn the switch to position A, and set the supply voltage to 10 V. Wait until the flywheel reaches a steady rotation. 3. Turn the switch to position B to disconnect the motor from the power supply. Start timing immediately, wait until the flywheel stops completely and record the time elapsed. 4. Repeat step 2, but this time turns the switch to position C instead of B so that the rotating motor is connected to the light bulbs. Start timing immediately. Record the time required for the flywheel to stop completely.

CHAPTER6 CONVERSION OF ELECTRICAL ENERGY

CONVERSION OF ELECTRICAL ENERGY: THE MOTOR AS AGENERATOR

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.

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.

Early examples of this system were the front-wheel drive conversions of horsedrawn cabs by Louis Antoine Krieger (18681951). The Krieger electric landaulet had a drive motor in each front wheel with a second set of parallel windings (bifilar coil) for regenerative braking. In England, the Raworth system of "regenerative control" was introduced by tramway operators in the early 1900s, since it offered them economic and operational benefits as explained by A.Raworth of Leeds in some detail. These included tramway systems at Devonport (1903), Rawtenstall, Birmingham, Crystal PalaceCroydon (1906) and many others. Slowing down the speed of the cars or keeping it in hand on descending gradients, the motors worked as generators and braked the vehicles. The tram cars also had wheel brakes and track slipper brakes which could stop the

tram should the electric braking systems fail. In several cases the tram car motors were shunt wound instead of series wound, and the systems on the Crystal Palace line utilized series-parallel controllers. Following a serious accident at Rawtenstall, an embargo was placed on this form of traction in 1911. Twenty years later, the regenerative braking system was reintroduced.

Regenerative has been inextensive use on railways for many decades. The Baku-Tbilisi-Batumi railway (Transcaucasus Railway or Georgian railway) started utilizing regenerative braking in the early 1930s. This was especially effective on the steep and dangerous Surami Pass.[8] In Scandinavia the Kiruna to Narvik railway carries iron ore from the mines in Kiruna in the north of Sweden down to the port of Narvik in Norway to this day. The rail cars are full of thousands of tons of iron ore on the way down to Narvik, and these trains generate large

amounts of electricity by their regenerative braking. From Riksgrnsen on the national border to the Port of Narvik, the trains use only a fifth of the power they regenerate. The regenerated energy is sufficient to power the empty trains back up to the national border.s Any excess energy from the railway is pumped into the power grid to supply homes and businesses in the region, and the railway is a net generator of electricity.

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 Toyota Prius,

Honda Insight, the Vectrix electric maxi-scooter, the Tesla Roadster, the Nissan Leaf, and the Chevrolet Vol.

CHAPTER7 LIMITATIONS

LIMITATIONS
Traditional friction-based braking is used in conjunction with mechanical regenerative braking for the following reasons: 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. 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 two-wheel drive car) and regenerative braking power only applies to such wheels because they are the only wheels linked to the drive motor, 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. Regenerative braking can only occur if no other electrical component on the same supply system is drawing power and only if the battery or capacitors are not fully 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 dissipate 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 with technology.

CHAPTER8 CONCLUSION

CONCLUSION
After this practical we come to a conclusion that if we store the energy generated by electricity after its used can be used again as electrical energy.

CHAPTER9 REFERENCES

REFERENCES
1. POWER SYSTEM ENGINEERING V.K. MEHTA. 2. POWER PLANT ENGINEERING G.D. RAI. 3. POWER PLANT ENGINEERING P.K. NAG.

WEBSITES
1. WWW.ASK.COM. 2. WWW.ELECTRICALPROJECTS.COM.