N the maximum possible regeneration, though any additional in crease does
N the maximum possible regeneration, even though any further in crease does not present substantial improvements. Couple of oscillations in the benefits are du 9 of 15 to numerical approximations with the optimization process.Figure Fraction of power recovered with ML-SA1 Purity & Documentation stopping time of of 20 s, starting 25 km/h to Figure eight. eight. Fraction of energy recoveredwith a a stopping time 20 s, starting fromfrom 25 km/h to ten 100 km/h. km/h.Figures 9 and ten report the simulation outcomes, respectively, for 50 km/h and 7 km/h, initial speeds and stopping times from 10 to 40 s. The results show that, in each situations, the recovered power depends upon the stopping time and that the added benefits of th braking modulation can have a strong impact, especially for non-optimal stoppin instances, i.e., for all those which imply a non-maximum power recovery.Energies 2021, 14, x FOR PEER REVIEWFigure 9. Fraction of power recovered, starting at 50 km/h for stopping occasions from ten to 40 s.11 ofFigure 9. Fraction of energy recovered, starting at 50 km/h for stopping occasions from ten to 40 s.Figure ten. Fraction of power recovered, beginning at 75 km/h for stopping from from 10 Figure 10. Fraction of energyrecovered, starting at 75 km/h for stopping times times10 to 40 s. to 40 s.Figure 11 shows the simulations when the braking force is modulated in eight measures and reports the braking forces vs the vehicle’s speed for different stopping occasions and 75 km/h initial speed. It may be observed that when the stopping time is set to 20 s, the braking force remains constant roughly at 1200 N along the complete speed variety (significant purple star).Figure 10. Fraction of energy recovered, beginning at 75 km/h for stopping times from 10 toEnergies 2021, 14, 6835 ten ofFigure 11 shows the simulations when the braking force is modulated in 8 ste reports the braking forces vs the vehicle’s speed for unique stopping times and 7 Figure 11 It may be observed that when the stopping time is steps 20 initial speed.shows the simulations when the braking force is modulated in 8set to and s, the b reports the braking forces vs the vehicle’s speed for diverse stopping instances and 75 km/h purp force remains continual roughly at 1200 N along the entire speed variety (big initial speed. It might be observed that when the stopping time is set to 20 s, the braking force When aconstant severe braking along the entire speed rangestopping times reduce than two extra roughly at 1200 N is required by setting (large purple star). When remains braking force is elevated provided that the speed decreases, than 20 for moderate to mil a additional severe braking is needed by setting stopping instances lower although s, the braking force is improved so long as the speed decreases, though the deceleration is as a consequence of ing manoeuvres, it decreases toward zero considering the fact that for moderate to mild braking aerod manoeuvres, it decreases toward and rolling passive forces. zero because the deceleration is as a consequence of aerodynamic androlling passive forces.Figure 11. Braking forces vs speed at a variety of stopping instances, beginning at 75 km/h. The highes recovery is obtained by stopping the vehicle in 20 s (substantial purple star). recovery is obtained by stopping the auto in 20 s (large purple star).Figure 11. Braking forces vs speed at many stopping instances, beginning at 75 km/h. The highest energyTwo C2 Ceramide site conditions, referring for the optimal and towards the most serious braking manoeuvre are shown in Figure 12, exactly where the braking forces are reported for two unique scenarios, man Two conditions, referring for the optim.