Friction and Regenerative Braking Shares Under Various Laboratory and On-Road Driving Conditions of a Plug-In Hybrid Passenger Car
Although particulate matter (PM) pollution from vehicles’ exhaust has decreased significantly over the years, the contribution from non-exhaust sources (brakes, tyres) has remained at the same levels. In the European Union (EU), Euro 7 regulation introduced PM limits for vehicles’ brake systems. Reg...
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| Format: | Article |
| Language: | English |
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MDPI AG
2025-08-01
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| Series: | Energies |
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| Online Access: | https://www.mdpi.com/1996-1073/18/15/4104 |
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| _version_ | 1849766021841289216 |
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| author | Dimitrios Komnos Alessandro Tansini Germana Trentadue Georgios Fontaras Theodoros Grigoratos Barouch Giechaskiel |
| author_facet | Dimitrios Komnos Alessandro Tansini Germana Trentadue Georgios Fontaras Theodoros Grigoratos Barouch Giechaskiel |
| author_sort | Dimitrios Komnos |
| collection | DOAJ |
| description | Although particulate matter (PM) pollution from vehicles’ exhaust has decreased significantly over the years, the contribution from non-exhaust sources (brakes, tyres) has remained at the same levels. In the European Union (EU), Euro 7 regulation introduced PM limits for vehicles’ brake systems. Regenerative braking, i.e., recuperation of the deceleration kinetic and potential energy to the vehicle battery, is one of the strategies to reduce the brake emission levels and improve vehicle efficiency. According to the regulation, the shares of friction and regenerative braking can be determined with actual testing of the vehicle on a chassis dynamometer. In this study we tested the regenerative capabilities of a plug-in hybrid vehicle, both in the laboratory and on the road, under different protocols (including both smooth and aggressive braking) and covering a wide range of driving conditions (urban, rural, motorway) over 10,000 km of driving. Good agreement was obtained between laboratory and on-road tests, with the use of the friction brakes being on average 7% and 5.3%, respectively. However, at the same time it was demonstrated that the friction braking share can vary over a wide range (up to around 30%), depending on the driver’s behaviour. |
| format | Article |
| id | doaj-art-646d8fefa7554951b7e00f0b66cba4d0 |
| institution | DOAJ |
| issn | 1996-1073 |
| language | English |
| publishDate | 2025-08-01 |
| publisher | MDPI AG |
| record_format | Article |
| series | Energies |
| spelling | doaj-art-646d8fefa7554951b7e00f0b66cba4d02025-08-20T03:04:42ZengMDPI AGEnergies1996-10732025-08-011815410410.3390/en18154104Friction and Regenerative Braking Shares Under Various Laboratory and On-Road Driving Conditions of a Plug-In Hybrid Passenger CarDimitrios Komnos0Alessandro Tansini1Germana Trentadue2Georgios Fontaras3Theodoros Grigoratos4Barouch Giechaskiel5Joint Research Centre (JRC), European Commission, 21027 Ispra, ItalyJoint Research Centre (JRC), European Commission, 21027 Ispra, ItalyJoint Research Centre (JRC), European Commission, 21027 Ispra, ItalyJoint Research Centre (JRC), European Commission, 21027 Ispra, ItalyDirectorate-General for Environment (DG-ENV), European Commission, 1040 Brussels, BelgiumJoint Research Centre (JRC), European Commission, 21027 Ispra, ItalyAlthough particulate matter (PM) pollution from vehicles’ exhaust has decreased significantly over the years, the contribution from non-exhaust sources (brakes, tyres) has remained at the same levels. In the European Union (EU), Euro 7 regulation introduced PM limits for vehicles’ brake systems. Regenerative braking, i.e., recuperation of the deceleration kinetic and potential energy to the vehicle battery, is one of the strategies to reduce the brake emission levels and improve vehicle efficiency. According to the regulation, the shares of friction and regenerative braking can be determined with actual testing of the vehicle on a chassis dynamometer. In this study we tested the regenerative capabilities of a plug-in hybrid vehicle, both in the laboratory and on the road, under different protocols (including both smooth and aggressive braking) and covering a wide range of driving conditions (urban, rural, motorway) over 10,000 km of driving. Good agreement was obtained between laboratory and on-road tests, with the use of the friction brakes being on average 7% and 5.3%, respectively. However, at the same time it was demonstrated that the friction braking share can vary over a wide range (up to around 30%), depending on the driver’s behaviour.https://www.mdpi.com/1996-1073/18/15/4104brakesfriction braking share coefficientplug-in hybridenergy recuperationregenerative brakingGTR 24 |
| spellingShingle | Dimitrios Komnos Alessandro Tansini Germana Trentadue Georgios Fontaras Theodoros Grigoratos Barouch Giechaskiel Friction and Regenerative Braking Shares Under Various Laboratory and On-Road Driving Conditions of a Plug-In Hybrid Passenger Car Energies brakes friction braking share coefficient plug-in hybrid energy recuperation regenerative braking GTR 24 |
| title | Friction and Regenerative Braking Shares Under Various Laboratory and On-Road Driving Conditions of a Plug-In Hybrid Passenger Car |
| title_full | Friction and Regenerative Braking Shares Under Various Laboratory and On-Road Driving Conditions of a Plug-In Hybrid Passenger Car |
| title_fullStr | Friction and Regenerative Braking Shares Under Various Laboratory and On-Road Driving Conditions of a Plug-In Hybrid Passenger Car |
| title_full_unstemmed | Friction and Regenerative Braking Shares Under Various Laboratory and On-Road Driving Conditions of a Plug-In Hybrid Passenger Car |
| title_short | Friction and Regenerative Braking Shares Under Various Laboratory and On-Road Driving Conditions of a Plug-In Hybrid Passenger Car |
| title_sort | friction and regenerative braking shares under various laboratory and on road driving conditions of a plug in hybrid passenger car |
| topic | brakes friction braking share coefficient plug-in hybrid energy recuperation regenerative braking GTR 24 |
| url | https://www.mdpi.com/1996-1073/18/15/4104 |
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