This estimator calculates the electricity cost avoided when regenerative braking returns energy to the battery. It combines distance, vehicle consumption, braking-energy share, regeneration efficiency, charging losses, and electricity price. The result can support fleet operating-cost comparisons, route evaluation, and annual budgeting.
The estimate values recovered battery energy at the equivalent grid electricity needed to replace it. It does not include maintenance savings from reduced friction-brake wear.
1. Set the distance
Enter the mileage for the trip, month, or year being evaluated.
2. Enter energy consumption
Use average traction energy per mile for the same operating period.
3. Describe regenerative recovery
Enter braking-energy share and the efficiency of converting it to battery energy.
4. Add charging losses and price
Provide plug-in charging efficiency and the electricity rate paid.
5. Review avoided cost
Use total savings and savings per 1,000 miles to compare routes or vehicles.
Recovered battery energy = Distance × Consumption × Braking share × Regeneration efficiency
Avoided grid energy = Recovered battery energy ÷ Charging efficiency
Avoided electricity cost = Avoided grid energy × Electricity price
The electricity price should match the energy charge relevant to the charging site. Demand charges and time-of-use effects are not separately modeled.
The primary result is estimated electricity cost avoided based on the values entered above.
Use the result as a scenario estimate. Validate material assumptions with operational data, technical documentation, or qualified advisers as appropriate.
Given:
15,000 miles, 0.32 kWh/mi, 18% braking share, 70% regeneration efficiency, 90% charging efficiency, and $0.18/kWh.
Calculation:
Traction energy = 15,000 × 0.32 = 4,800 kWh. Recovered battery energy = 4,800 × 0.18 × 0.70 = 604.8 kWh. Avoided grid energy = 604.8 ÷ 0.90 = 672 kWh. Savings = 672 × $0.18 = $120.96.
Result:
Estimated electricity cost avoided: $120.96.
Interpretation:
The recovery is worth about $8.06 per 1,000 miles at the entered rate.
Use the marginal rate that applies to additional charging energy. A blended bill rate may be acceptable for a simple estimate.
No. It values only avoided electricity; brake-pad and rotor savings would be a separate benefit.
No, because valid recovery percentages and nonnegative electricity prices produce zero or positive savings.
Run separate scenarios using the rate for the hours when replacement charging would occur.
It reduces net energy demand, but it originates from vehicle motion and cannot recover all losses.