Star) at the greatest conditions and (Right) at the lowest stoppingStar) in the greatest conditions

Star) at the greatest conditions and (Right) at the lowest stopping
Star) in the greatest conditions and (Ideal) in the lowest stopping time (beginning at star and then on blue line), each beginning at 75 km/h. starand then on blue line), both starting at 75 km/h. then on blue line), each starting at 75 km/h.Energies 2021, 14, x FOR PEER REVIEW13 ofFigure Speed/torque trajectory around the electric generator map during braking forces the most beneficial conditions (Left) and and Figure 13.13. Speed/torque trajectory around the electricgenerator map in the course of braking forces at at the best situations (Left) at at Figure 13. Speed/torque trajectory on the electric generator map during braking forces in the best circumstances (Left) and at the the lowest stopping time (Right),beginning at 75 km/h. lowest stopping time (Suitable), starting at 75 km/h. the lowest stopping time (Proper), beginning at 75 km/h.The next C2 Ceramide site graphs present the entire set of results at several starting speeds and stopThe next graphs present the whole set of benefits at many starting speeds and stopping times. Figure 14 shows the fraction of recovered power, in percent with respect to ping occasions. Figure 14 shows the fraction of recovered power, in % with respect for the vehicle kinetic energy. It may be observed that ideal power recovery is achieved as a the automobile kinetic energy. It may be observed that very best energy recovery is accomplished as a compromise involving two situations: when braking is as well intense, the contribution of compromise in between two conditions: when braking is too intense, the contribution of electric brakes is low since braking occurs inside the upper part of the braking area (Figelectric brakes is low simply because braking happens in the upper part of the braking region (Figure 6). Conversely, when braking action is as well low, most of the automobile energy is dissipated ure 6). Conversely, when braking action is too low, a lot of the car energy is dissipated by passive forces: this result is evident at beginning speed of 25 km/h, where energy recovery by passive forces: this result is evident at beginning speed of 25 km/h, where power recovery VBIT-4 Cancer reaches its maximum value at stopping time of 10 s and falls to zero when stopping time reaches its maximum worth at stopping time of 10 s and falls to zero when stopping time is increased to about 38 s. The same trend may also be observed at other speeds. The maxis elevated to about 38 s. Exactly the same trend can also be observed at other speeds. The maximum recovery (about 40 ) might be reached at intermediate starting speeds, from about 50 imum recovery (about 40 ) is usually reached at intermediate starting speeds, from about 50 km/h to one hundred km/h, though at larger speeds, the increasing aerodynamic losses tend to rekm/h to 100 km/h, though at larger speeds, the increasing aerodynamic losses have a tendency to reduce the recovered power. The second graph (Figure 15) reports the braking distance for duce the recovered energy. The second graph (Figure 15) reports the braking distance for the instances analysed, evidencing the situations of best energy recovery for every single starting the circumstances analysed, evidencing the circumstances of ideal power recovery for every starting speed. The black points show that the stopping Figure 14.14. Recovered energy fractionversus stopping time at is accomplished at speeds. at numerous starting speeds. Figure Recovered power fraction versus ideal recovery is accomplished at intermediate braking speed. The black points show that the most effective recovery many starting intermediate braking distances for each beginning speed. Optimal.