HİBRİD VE ELEKTRİKLİ ARAÇLAR GİRİŞ TEMEL BİLGİLER Abdullah DEMİR, Yrd. Doç. Dr. «Her tercih bir vazgeçiştir»
DERSİN İÇERİĞİ Genel Bilgiler ve Sektörel Bilgiler Alternatif yakıtlı ve/veya tahrikli araçlar Hibrid araç konfigürasyonları: Seri, paralel, seri paralel ve kompleks Atkinson çevrimi Hibrid araçların hibridleşme oranları Start-stop sisteminin yapısal unsurları Menzili arttırılmış elektrikli araçlar (ReEV ya da EREV) Harmanlanmış/Karışık plug-in hibrid elektrikli araçlar (Blended PHEV) Bataryalar ve depolama sistemleri: Lityum iyon bataryalar, NiMH bataryalar, yakıt hücresi, süper kapasitör, volanlar (flywheels) ve akışkanla sıkıştırma (fluid compression) Hibrid ve elektrikli araçlarda verimlilik Hibrid araçlarda güç dağıtım tertibatları (power split device) Şarj üniteleri ve konuşlandırılması AC ve DC motorların özellikleri Elektrikli araçların diğer komponenetlerinin incelenmesi
ÖDEV KONULARI Konvansiyonel bir aracın hibrid bir araca dönüştürülmesi Konvansiyonel bir aracın elektrikli bir araca dönüştürülmesi Depolama sistemleri Atkinson çevrimi Start-stop sisteminin yapısal unsurları
SEKTÖRÜN DURUMU - DÜNYA British Petroleum (BP), çevre dostu elektrikli araçların sayısının dünya genelinde 2035 yılına kadar 100 milyonu bularak, küresel araç filosunun %5,5'ini oluşturacağını açıkladı. BP'nin Enerji Görünümü raporunda, 2015'te 1,2 milyon olan elektrikli araç sayısının 2035 yılına kadar yaklaşık 100 milyonu bulacağı öngörüldü. Raporda, bu rakamın dörtte birini hibrit araçların, geri kalanını ise sadece elektrikle çalışan araçların oluşturacağına dikkat çekildi. Dünyadaki toplam otomobil filosunun 2035'e kadar gelir artışı ve altyapıdaki iyileştirmelerle 1,8 milyar adete çıkacağının belirtildiği raporda, elektrikli araç sayısının aynı dönemde toplam filonun yüzde 5,5'ini oluşturacağı ifade edildi. Raporda, "Artan refah seviyesinin gelişmekte olan ülkelerdeki araç sahibi olma oranının artırdığı ve verimlilik hedefleriyle düşen batarya maliyetlerinin elektrikli araca geçişi teşvik ettiği" değerlendirmesinde bulunuldu. Raporda, elektrikli araçların petrol talebindeki büyümeyi az da olsa yavaşlattığına dikkat çekilerek, 2015'te trafikteki araçların günlük 19 milyon varil akaryakıt talebi olduğu ve bu rakamın küresel petrol talebinin beşte birine denk geldiği kaydedildi. http://www.trthaber.com/haber/ekonomi/elektrikli-arac-sayisi-17-yilda-100-kat-artacak-295954.html / Elektrikli araç sayısı 17 yılda 100 kat artacak / 27 Ocak 2017
SEKTÖRÜN DURUMU - DÜNYA Dünya genelinde elektrikli araç satışı geçen yıl bir önceki yıla göre %70 arttı. AA muhabirinin Uluslararası Enerji Ajansının (IEA) "2016 Dünya Enerji Yatırımı Raporu'ndan" derlediği bilgilere göre, benzinle çalışan araçlara göre daha verimli olduğu kabul edilen elektrikli otomobil satışının artması, enerji verimliliği alandaki yatırımlara da olumlu yansıdı. Bu kapsamda geçen yıl bu alana 4 milyar dolar yatırım yapıldı. Bu yatırımın büyük bölümünü içten yanmalı motorlar ve elektrikli araçlar arasındaki fiyat farkını kapatmak için ülkelerin verdiği yatırım teşvikleri oluşturdu. Geriye kalan kısmı ise elektrikli araç kullanıcıları tarafından gerçekleştirildi. Geçen yıl dünyada elektrikli araç satışı bir önceki yıla kıyasla %70 artarak 550.000 yükseldi. Söz konusu dönemde yapılan elektrikli araç satışlarıyla günlük küresel petrol talebinin 10 bin varil gerilediği ifade edildi. Dünya genelinde geçen yıl en fazla elektrikli aracın satıldığı ülke Çin oldu. Bu dönemde Çin'de 200.000 elektrikli araç satışı yapıldı. Dünya genelinde en fazla elektrikli aracın satıldığı ikinci ülke ise ABD oldu. Geçen yıl ABD'de 110 bin elektrikli otomobil satıldı. Ayrıca raporda, dünyada elektrikli araç sayısının artmasıyla birlikte geçen yıl 190.000 araç şarj istasyonunun kurulduğu belirtildi. Dünyada elektrikli araç satışı arttı, http://www.hurriyet.com.tr/dunyada-elektrikli-arac-satisi-artti- / 28 Eylül 2016
SEKTÖRÜN DURUMU - TÜRKİYE Türkiye Elektrikli ve Hibrid Araçlar Platformu (TEHAD) raporuna göre 2016'da, 44'ü elektrikli 950'si hibrit olmak üzere toplam 994 otomobil satıldı. Bir önceki yıl ise 119'u elektrikli 106'sı hibrid olmak üzere 225 otomobil satılmıştı. 2016'daki elektrikli ve hibrid araç satışları 2015'in neredeyse dört katına ulaştı. "2017'de satışlar daha da artacak mı?" Ayrıca otomobil kullanıcısının, elektrikli araç sahipliğindeki psikolojik eşiği henüz atlatamadığı da bir diğer etken olarak gösterilebilir. Her ne kadar Şarj İstasyonlarının sayısı günümüz elektrikli otomobil pazarına göre daha hızlı artış gösterse de, yetersiz tanıtım sorunu burada da karşımıza çıkmaktadır. 2016 yılı Ekim ayında Hibrid motorlu araçlara gelen ÖTV indirimi satış rakamlarında pek hissedilmese de, 2017 yılında çok daha yüksek satış rakamlarına ulaşacağını gösteriyor. Özellikle Toyota nın hibrid modelleri Yaris ve C-HR, bu ÖTV indiriminden en büyük faydayı sağlayan modeller oldular. Yaris satışlarında olduğu gibi C-HR de, Avrupa'ya ayrılan miktar kadar yurtiçi pazarında da aynı satış rakamlarını yakalayacaktır. Elektrikli otomobil bazında ise 400 km lik menzillere sahip modeller 2017 yılı itibariyle Türkiye pazarında yer almaya başlayacak. BMW i3, Renault Zoe, Opel Ampera ve Hyundai Ioniq gibi modeller 2017 yılı ikinci yarısından itibaren pazarı hareketlendirecektir. Bu noktada psikolojik eşik olarak belirttiğimiz 200 km menzil sınırı aşılarak, otomobil kullanıcısının elektrikli otomobile bakışı %3 ten başlayan ÖTV desteği ile de birlikte artarak olumlu yönde değişmeye başlayacaktır. http://www.cnnturk.com/otomobil/2016da-elektrikli-ve-hibrit-otomobil-satislari-artti; 2016'da elektrikli ve hibrit otomobil satışları arttı; 20.01.2017
SEKTÖRÜN DURUMU - TÜRKİYE
Pil / Akü Elektriklenme YAKIT/ENERJİ VE TAHRİK SİSTEMLERİ Enerji Kaynakları Enerji Taşıyıcıları Tahrik Sistemleri Petrol (petrol, gaz) Sıvı Yakıtlar Konvansiyonel ICE: Benzin / Dizel Kömür Gaz ICE Doğal Gaz Gaz Yakıtlar ICE Hibrid Biokütle Diğer Kaynaklar (Güneş, Rüzgar, Hidro) Elektrik Plug-In Hibrid ICE Elektrikli Araç Electric Vehicle Nükleer Hidrojen Yakıt Hücresi/Pili
EKOLOJİK SORUNLAR KAYNAKLARIN TÜKENMESİ İKLİM DEĞİŞİMİ VE KURAKLIK ASİT YAĞMURLARI In 2014, average new car emissions in the European Union were 123.4 g CO2/km. http://www.acea.be/industry-topics/tag/category/co2- emissions/p32 ACAE - European Automobile Manufacturers Association OZON OLUŞUMU
PARİS İKLİM ZİRVESİ - COP21 Paris teki iklim konferansı yeni bir küresel anlaşmayla sona erdi. Anlaşma, iklim değişikliğiyle mücadele için yol haritası niteliğinde. 2020 yılında yürürlüğe girmesi beklenen anlaşma sanayi devriminden bu yana gerçekleşen ortalama sıcaklıktaki artışın 1,5 ile 2 C arasında sınırlandırılmasını kabul ediyor. Bu konuda iklim bilimcilerinin uyarıları dikkate alındı. Anlaşmanın tüm dünya ülkelerini iklim için yeniden bir araya getirmesi de bir başka olumlu sonuç oldu. Birleşmiş Milletler in çağrısıyla seragazı emisyonlarını azaltmak için 180 den fazla ülke tarafından verilen taahhütler ise bu amaca ulaşmak için yeterli değil. Mevcut taahhütler yerine getirildiği takdirde, bizleri yüzyıl sonunda 2,7 C ila 3,7 C arasında daha sıcak bir dünya bekliyor. 1,5 C hedefinin tutturulması için ise 2020 yılına kadar emisyonlarda düşüş eğiliminin başlaması ve ülkelerin taahhütlerini geliştirmesi gerekiyor. Note: Conference of Parties (COP) / COP21, also known as the 2015 Paris Climate Conference http://www.atlasdergisi.com/gundem/paris-iklim-zirvesi-sona-erdi.html
Okuma Parçası: KÜRESEL ISINMA VE İKLİM DEĞİŞİKLİĞİ Ne kadar çok karbondioksit o kadar çok sıcaklık demektir. KÜRESEL ISINMA, sera gazı olan karbondioksitin salınımının artmasından dolayı dünyanın ortalama sıcaklığının yükselmesi demektir. Güneşteki patlamalar, dünyanın yörüngesindeki sapmalar, volkanik patlamalar ve tektonik hareketler nedeniyle Dünya 150 bin yılda bir yaklaşık 1 derece ısınıyor ya da soğuyordu. Böylece iklimler değişiyordu. Oysa 1850 den sonra 150 bin yılda yaşanan 1 derecelik artış 150 yılda gerçekleşti. Yani dünya 1000 kat hızlı ısındı. Bunun adı ANİ İKLİM DEĞİŞİKLİĞİ. Ekolojik sistem bu duruma ayak uyduramıyor. Havadaki karbon miktarı ve kalış süresi giderek artıyor. Dedemin dedesinin yaktığı çöpün karbondioksiti hâlâ havada! Yani küresel ısınma ile yağışlar azalmayacak yere düşüş şekli ve bölgesi değişecek. Havanın hafızası yok, 7 yıl oldu Türkiye ye bir kuraklık yapayım demiyor! Kuraklık başka bir şey su kıtlığı başka... Türkiye gibi yarı kurak bir coğrafyada, İstanbul gibi daracık bir bölgede su havzalarının kapasitesinin 5-6 katı nüfus yerleştirirseniz, 2 kat yağış olsa bile su kıtlığı yaşanır. İklim değişikliği ve hava durumu su kıtlığının son nedenidir. Yanlış arazi planlaması, sanayi bölgelerinin yanlış seçilmesi, su havzalarının yerleşime açılması ya da kirletilmesi su kıtlığının asıl nedenidir. Yağmurlar iklim değişikliğinden dolayı azaldı, yağan yağmuru da hasat edemiyoruz. Mikdat Kadıoğlu: Kanal, 3. köprü ve havalimanı İstanbul'un iklimini etkilemez!, Kübra Par/Habertürk Gazetesi, 17 Şubat 2014, Pazartesi
Okuma Parçası: KÜRESEL ISINMA VE İKLİM DEĞİŞİKLİĞİ 1960 lı yıllarla 2000 li yılları karşılaştırdığımız zaman Dünyada meteorolojik felaketlerin 3 kat arttığını görüyoruz. İstanbul da, o kadar çok beton yüzey var ki dev projelerin iklim değişikliğine etkisi fazla olmaz. Şehirlerin iklimini 3 şey etkiler. Aşırı tozlar, şehir ısı adası ve yağmur. İstanbul da klasik hava kirliliği yok, inşaatlardan çıkan tozların ve egzozlardan çıkan fotokimyasalların etkisiyle modern hava kirliliği var. Binaların çektiği ısıyla şehrin üstünde bir kubbe oluşuyor ve kar yağdığında aşağı inemeden eriyor. Ayrıca şehrin üstüne gelen yağmur bulutları havadaki toz partiküllerinin etkisiyle aşırı tohumlanıyor, yağmur taneleri küçülüyor ve yağış azalıyor. Mikdat Kadıoğlu: Kanal, 3. köprü ve havalimanı İstanbul'un iklimini etkilemez!, Kübra Par/Habertürk Gazetesi, 17 Şubat 2014, Pazartesi
MEVCUT TEKNOLOJİ İLE YAKIT EKONOMİSİ VE EMİSYON AZALTIMI Üzerinde Çalışılan Teknolojiler % Optimize edilmiş motorlar 3-10 Düşük yuvarlanma direncine sahip lastik teknolojisi 2 Aerodinamik 2 Hacim küçültme 10 Termodinamik yönetimi 5-7 Start stop sistemi 3-10 Toplam 25-40 2010 98% CO2 emisyonu [g/km] 1996 184 1997 182 1998 179 1999 174 2000 170 2001 166 2008 140 2012 130 2015 120 ACAE (European Automobile Manufacturers Association) hedefi 2035 de Hala araçlardaki motorların %50 sinden fazlası içten yanmalı motor Fehre, N., Schneider, H., Hybrids and Electric Vehicles: Hype or sustainable investment? The truth about market potential and investment ideas, Industrials/Global Autos Equities, 13 October 2009.
The mass-specific and volume-specific heat values and densities of various fossil fuels Bernd Heißing Metin Ersoy (Eds.); Chassis Handbook - Fundamentals, Driving Dynamics, Components, Mechatronics, Perspectives With 970 figures and 75 tables; 1st Edition 2011
Notlar: MPG = mil/gal 1 gal = 4,54 litre (UK) 1 gal = 3,78 litre (US) 1 barrel petroluen = 42 gal = 158,99 litre (ham petrol) [US] 1 mil= 1609 m
Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011. In 2009, the US government announced its new CAFE standard, requiring that all car manufacturers achieve an average fuel economy of 35 MPG by 2020. This is equivalent to 6.7 l/100 km. CAFE - Corporate Average Fuel Economy = Birleşik Ortalama Yakıt Verimliliği, Kurumsal Ortalama Yakıt Ekonomisi NHTSA - National Highway Traffic Safety Administration = Ulusal Otoyol Trafik Güvenliği Yönetimi/İdaresi/Komisyonu www.popularmechanics.com
Conditions What is an EPA rating? Drive cycle: e.g. city or highway cycle, realworld, or constant speed Test temperature Start: (warm or cold) Fuel: convert to gasoline-equivalent Test mass: (accounts for passengers and cargo) MPGe rating Kaynak: Dan Lauber, Electric Vehicles 101, Nov 13, 2009
Combined Fuel Economy The fuel economy of conventional vehicles is evaluated by fuel consumption (liters) per 100 km, or miles per gallon. In the United States, the Environmental Protection Agency sets the methods for fuel economy certification. There are usually two numbers, one for city driving and one for highway driving. There is an additional fuel economy number that evaluates the combined fuel economy by combining the 55% city and 45% highway MPG numbers [6 8]: For pure EVs, the fuel economy is best described by electricity consumption for a certain range, for example, watt hour/mile or kwh/100 km. For example, a typical passenger car consumes 120 250 Wh/mile. In order to compare the fuel efficiency of EVs with conventional gasoline or diesel vehicles, the energy content of gasoline is used to convert the numbers. Since 1 gallon of gasoline contains 33.7 kwh energy (http://www.eere.doe.gov), the equivalent fuel economy of an EV can be expressed as Hybrid Electric Vehicles: Principles and Applications with Practical Perspectives, First Edition. / Chris Mi, M. Abul Masrur and David Wenzhong Gao. / 2011 John Wiley & Sons, Ltd. Published 2011 by John Wiley & Sons, Ltd.
Combined Fuel Economy Therefore, a passenger car that consumes 240 Wh/mile will have an equivalent gasoline mileage of 140 MPG from the energy point of view. Notlar: MPG = mil/gal 1 gal = 4,54 litre (UK) 1 gal = 3,78 litre (US) 1 barrel petroluen = 42 gal = 158,99 litre (ham petrol) [US] 1 mil= 1609 m Hybrid Electric Vehicles: Principles and Applications with Practical Perspectives, First Edition. / Chris Mi, M. Abul Masrur and David Wenzhong Gao. / 2011 John Wiley & Sons, Ltd. Published 2011 by John Wiley & Sons, Ltd.
HATIRLATMA: Yakıt Tüketimi Yakıt tüketim testleri/değerleri, genellikle 2004/3/EC ile düzeltilmiş AB Direktifi 80/1268/EEC'ye göre yapılmaktadır. Ayrıca AB nin RL 1999/100/CE normuna göre de değerler verilmektedir. Araçların teknik özelliklerinin belirtildiği broşür ya da kullanıcı el kitaplarındaki şehir içi, şehir dışı ve ortalama yakıt tüketim değerlerinin hangi direktiflere göre tespit edildiği genellikle ilgili bölümde dipnot olarak belirtilmektedir. 80/1268/EEC direktifi yakıt tüketimi değerleri: Laboratuar ortamında ve belirli koşullarda yapılan testlerde elde edilen, l/100 km mertebesinde sonuçları göstermektedir. Bu direktife göre: Şehir içi yakıt tüketimi, laboratuar ortamında soğuktan çalıştırılmış motor ile 4 km'lik teorik bir mesafe boyunca maksimum 50 km/h ve ortalama 19 km/h hızla ölçülmüş yakıt tüketim değerlerdir. Şehir dışı yakıt tüketimi ise şehir içi ölçümünden hemen sonra gerçekleştirilen, 7 km'lik teorik bir mesafe boyunca maksimum 120 km/h hıza ulaşacak şekilde, yarı zamanlı sabit hız ve yarı zamanlı değişken hızla ölçülmüş yakıt tüketim değerleridir. Karma/Birleşik tüketim değeri ise şehir içi ve şehir dışı testlerinin kat edilen mesafe ölçüsüyle ağırlıklı ortalaması alınarak hesaplanmaktadır. Karma yakıt tüketimi; otomobil yaklaşık %37 normal şehir içi trafikte ve yaklaşık %63 şehir dışı trafikte kullanılarak elde edilir.
TAŞIT TEKNOLOJİLERİNDEKİ ARAYIŞLAR Dünyamızın doğal yapısının korunmasına yönelik zorlamalar, otomobil üreticilerini performanstan ödün vermeden daha çevreci arayışlara doğru itmektedir. Bu arayışlar içerisinde; daha küçük silindir hacmi ile daha az sürtünme ve ağırlık, daha az hareketli kütleler, turbo besleme sayesinde torkun geniş devir bandına yayılması, çift beslemeyle (turbo ve kompresör) turbo boşluğunun azaltılması ya da tamamen yok edilmesi, değişken supap zamanlaması, dur-kalk sistemleri, farklı malzemelerle ağırlık azaltılması, gelişmiş direk enjeksiyon sistemleri, motorda sürtünmelerin azaltılması, düşük sürtünmeli yağlayıcılar, silindirlerin devre dışı bırakılması, kamsız supap işletimi, otomatikleştirilmiş manüel şanzıman uygulamaları ve 8-10 ileri kademeli manüel vites kutularının kullanımı, entegre marşalternatör üniteleri, ultra fakir karışımlı direk enjeksiyonlu motorlar, araçta uzman/akıllı ısı yönetimi, dizel motorlarda piezo-enjektör kullanımı ve bir çevrimde birden çok enjeksiyon (split injection) gibi konular üzerinde yoğun çalışmalar yürütülmektedir [1].
ALTERNATİF YAKITLI ARAÇLARIN BAŞARISINDAKİ KISITLAR Alternatif teknolojili taşıtlar için yüksek ilk yatırım maliyeti (High first cost for vehicle) Sınırlı yakıt depolama durumları [On-board fuel storage issues (i.e. Limited range)] Emniyet ve yükümlülük konuları (Safety and liability concerns) Yüksek yakıt dolum maliyetleri [High fueling cost (compared to gasoline)] Sınırlı dolum/şarj istasyonları [Limited fuel stations: chicken and egg problem] Mevcut trendlerdeki gelişmeler [better, cleaner gasoline vehicles]. Kaynak: Joseph Romm, The car and fuel of the future, Energy Policy 34 (2006) 2609 2614.
GELİŞMİŞ ARAÇ TAHRİK TEKNOLOJİ STRATEJİSİ Geliştirilmiş Yakıt Ekonomisi ve Emisyonlar 2009-2020 Hidrojen Yakıt Pili - Elektrik Batarya-Elektrikli Araçlar (E-Flex) Hibrid-Elektrikli Araçlar (Plugin Araçlar dahil) İçten Yanmalı Motor ve Şanzıman Gelişmeleri Zaman Enerji Çeşitliliği Petrol (Konvensiyonel ve Alternatif Kaynaklar) Biyoyakıtlar (Ethanol E85, Biyodizel) Elektrik (Konvensiyonel ve Alternatif Kaynaklar) Hidrojen
HİBRİD ARAÇLAR 2020 de tüm yeni araçların %10 plug-in fonksiyonlu olacak Şekil 3: 2025 Vizyonu bağlamında elektrikleştirme derecesi.
HİBRİD ARAÇLAR Uluslararası Elektroteknik Komisyonunun Teknik Komitesi (Elektrikli yol araçları) tarafından verilen tanıma göre: Hibrid elektrikli araç, enerjinin iki ya da daha fazla enerji deposundan sağlandığı ve bu enerji depolarından en az bir tanesinin elektrik enerjisi verdiği bir araç olarak ifade edilmiştir. Hibrid elektrikli araç daha çok hem içten yanmalı motorun (İYM) hem de elektrikli motorun kullanıldığı araç olarak kabul edilmektedir. Honda Insight
HİBRİT ARAÇLAR Interdisciplinary Nature of HEVs HEVs involve the use of electric machines, power electronics converters, and batteries, in addition to conventional ICEs and mechanical and hydraulic systems. The interdisciplinary nature of HEV systems can be summarized as in Figures. The HEV field involves engineering subjects beyond traditional automotive engineering, which was mechanical engineering oriented. Power electronics, electric machines, energy storage systems, and control systems are now integral parts of the engineering of HEVs and PHEVs. In addition, thermal management is also important in HEVs and PHEVs, where the power electronics, electric machines, and batteries all require a much lower temperature to operate properly, compared to a non-hybrid vehicle s powertrain components. Modeling and simulation, vehicle dynamics, and vehicle design and optimization also pose challenges to the traditional automotive engineering field due to the increased difficulties in packaging the components and associated thermal management systems, as well as the changes in vehicle weight, shape, and weight distribution. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR - Interdisciplinary Nature of HEVs The general nature and required engineering field by HEVs Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR When compared to gasolinepowered cars, EVs and HEVs: were more expensive than gasoline cars due to the large battery packs used; were less powerful than gasoline cars due to the limited power from the onboard battery; had limited range between each charge; and needed many hours to recharge the onboard battery. / Chapter -1 Honda Insight Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR A short history of hybrid & electric cars 1825 Steam Engine Car, British inventor Goldsworthy 85 miles round trip took 10 hours (14 km/h) 1870 First electric car was build in Scotland 1897 The London Electric Cab Company used a 40-cell battery and 3 horsepower electric motor, Could be driven 50 miles between charges 1898 The German Dr. Porsche, at age 23, Built the world's first frontwheel-drive Porsche's second car was a hybrid, using an internal combustion engine to spin a generator that provided power to electric motors located in the wheel hubs. On battery alone, the car could travel nearly 40 miles Heydar Ali Palizban PhD, Hybrid and Electric Vehicles - An overview, Feb 28, 2009
HİBRİD ARAÇLAR History: The world s automotive history turned to a new page in 1997 when the first modern hybrid electric car, the Toyota Prius, was sold in Japan. This car, along with Honda s Insight and Civic HEVs, has been available in the United States since 2000. These early HEVs marked a radical change in the types of cars offered to the public: vehicles that take advantage of the benefits of both battery EVs and conventional gasoline-powered vehicles. At the time of writing, there are more than 40 models of HEVs available in the marketplace from more than 10 major car companies. / [Chapter 1] Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0- 470-74773-5, 2011.
HİBRİD ARAÇLAR State of the Art of HEVs In the past 10 years, many HEVs have been deployed by the major automotive manufacturers. It is clear that HEV sales have grown significantly over the last 10 years. In 2008, these sales had a downturn which is consistent with conventional car sales that dropped more than 20% in 2008 from the previous year. Another observation is that most HEV sales belong to Toyota, which manufactured the earliest modern HEV, the Prius, and also makes most of the models available (including the Lexus). In the case of the Toyota Prius, the comparison is made to the Toyota Corolla. It can be seen that the price of HEVs is generally 40% more than that of their base models. The increase in fuel economy in HEVs is also significant, in particular for city driving. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLARIN SINIFLANDIRILMASI
HİBRİD ARAÇLARIN SINIFLANDIRILMASI Hibridleşme Sınıfları: Mikro Hibrid 12 V Mild (Hafif) Hibrid 100 200 V Tam Hibrid 200 300 V Plug-in Hibrid 250 650 V For example, a HEV with a motor rated at 50 kw and an engine rated at 75 kw will have a hybridization ratio of 50/(50+75) kw= 40%. A conventional gasoline-powered vehicle will have a 0% hybridization ratio and a battery EV will have a hybridization ratio of 100%. A series HEV will also have a hybridization ratio of 100% due to the fact that the vehicle is capable of being driven in EV mode.
HİBRİD ARAÇLARIN SINIFLANDIRILMASI Elektrikli Hibrid Araç Tipi Mikro hibrid Yarı hibrid Tam/Ful hibrid Plug-in hibrid (PHEV) Gerilim Tipi Düşük Gerilim Düşük Orta Gerilim Yüksek Gerilim Yüksek Gerilim Diğer Açıklamalar/Özellikleri Yakıt tasarrufu için işlevsiz durumda motorun kapatılması Dur-Kalk. AGM Mikro Hibrid Uygulama. Dur-Kalk motora ek olarak, rejeneratif fren ve ivmelenme (itki) desteği. Tüm Yarı HEV özelliklerine ek olarak yalnız elektrikli çalışma mesafesi ve opsiyonlu elektrikli sürüş. Tüm Ful hibrid özelliklerine ilaveten 40 km yalnız elektrikli sürüş. 120 V elektrik çıkışı ile batarya şarjı. Araç tipi Mikro hibrid Yarı hibrid Elektrikselleşme derecesi Güçlü hibrid Tam elektrikli <~%5 <~%15 >~%15 =%100
ATKINSON CYCLE ENGINE
MILLER CYCLE ENGINE Otto motorlardan farkı olarak, Miller çevrimi motorlarda, 4 zamanlı motorlardaki sıkıştırma sürecinde ortaya çıkan enerji kaybı daha düşüktür. Patenti Amerikalı mühendis Ralph Miller tarafında 1940 yılında alınmıştır. İlk örnekleri gemilerde ve güç üretim istasyonlarında kullanılmıştır.
ÖRNEK UYGULAMA: MILLER CYCLE ENGINE Mazda s naturally-aspirated MZR 1.3L Miller-cycle engine delays the closure of the intake valves to improve the thermal efficiency (high expansion ratio). Sequential-valve timing (S- VT) is also employed to optimize intake valve timing and ensure sufficient torque for cruising and accelerating. Miller Cycle Sequential Valve Timing (S-VT) Continuously Variable Transmission (CVT) http://www.mechanicalengineeringblog.com/982-miller-cycle-sequential-valve-timing-s-vt-continuously-variable-transmission-cvt/
MILLER CYCLE ENGINE Miller Cycle Sequential Valve Timing (S-VT) Continuously Variable Transmission (CVT) http://www.mechanicalengineeringblog.com/982-miller-cycle-sequential-valve-timing-s-vt-continuously-variable-transmission-cvt/
ATKINSON CYCLE ENGINE http://m.searchautoparts.com/motorage/training/old-engine-designs-are-new-again
ATKINSON CYCLE ENGINE http://m.searchautoparts.com/motorage/training/old-engine-designs-are-new-again
ATKINSON CYCLE ENGINE http://liquidpiston.com/technology/hehc-cycle/ Note: High Efficiency Hybrid Cycle (HEHC)
ATKINSON CYCLE ENGINE The Atkinson cycle engine is definitely not a new design having been invented in 1882. Because the cycle has advantages when applied to hybrids, the 1882 invention is enjoying a period of popularity. See Figure, which shows the various strokes of a four-stroke engine with intermediate positions as well. Key features of Atkinson cycle are a long expansion stroke which allows extraction of more energy. The short compression stroke reduces pumping losses. The design allows retaining and designing any compression ratio desired. The results are improved engine efficiency which is provided at the expense of power. Hybrid Vehicles and the Future of Personal Transportation
ATKINSON CYCLE ENGINE That is the good news; now for the bad news. Due to the reduced charge, discussed presently, the power is reduced compared to the same engine of equal displacement. Charge is the maximum mass of fuel plus air in the cylinder; usually this mass occurs when the piston is at TDC and all valves are (nearly) closed ready for expansion stroke. Some relevant definitions: as crankshaft angle passes through 0, the piston pauses and stops; hence the word dead to describe top dead center (TDC). Closing all valves for improved regenerative braking. Engine operation is analogous to lowloss motion of a spring with a mass, m. The minimum loss for an engine is attained with all valves closed. Lowloss: Az kayıplı Hybrid Vehicles and the Future of Personal Transportation
ATKINSON CYCLE ENGINE Hybrid Vehicles and the Future of Personal Transportation An open intake valve is like leaving the door open; the charge leaks out. Compression is delayed creating a shortened compression stroke, which is one feature of the Atkinson cycle (see sketch C). Sketch F shows full expansion stroke, which is another feature of the Atkinson cycle. Figure provides an excellent way to understand reduced pumping losses from the Atkinson cycle as applied to a four-stroke engine. The pressure traces enclose two areas, I and II.
ATKINSON CYCLE ENGINE Analysis shows that the area enclosed in I is proportional to the energy produced by the engine. Since the test equipment that yields the pressure volume curves is known as an indicator, the energy of I is termed indicated energy. Area II involves moving the gases in and out of the cylinder; this is called pumping. Hence, the term pumping loss is applied to II. The net output of energy from the engine is Net energy = Indicated energy - Pumping loss Considerable confusion exists in the popular press about pumping loss. Hybrid Vehicles and the Future of Personal Transportation
ATKINSON CYCLE ENGINE FIGURE: Pressure shown as function of volume within cylinder as piston moves from TDC to BDC. The four strokes are D E, compression; E A B, expansion; B C, exhaust; and C D, intake. Pressures within a cylinder are measured as engine is operating at part throttle. The magnitude of pumping loss depends on the throttle setting. Consider the ratio of pumping loss divided by net work done by the engine. At full throttle, the pumping loss ratio is 1% 3%. At partial throttle, the pumping loss ratio is much larger being 30% 40%. Hybrid Vehicles and the Future of Personal Transportation
ATKINSON CYCLE ENGINE Hybrid Vehicles and the Future of Personal Transportation In Figure, pa is the ambient pressure. Point D, which is below ambient pressure, is a partial vacuum. Also point D is equal to manifold pressure. In the Otto cycle, the intake valve closes at D, and the charge is being compressed. Notice the pressure curve going upward toward point E. However, with the Atkinson cycle the intake valve remains open. As the piston moves toward TDC from BDC, the pressure remains equal to that at point D. When the intake valve closes, the pressure increases and the curve heads off toward E. Area II is reduced in size by the slice, which is gray shaded. Pumping losses are less. Figure also shows the shortened compression stroke and the comparatively long expansion stroke. The long expansion stroke yields a greater extraction of energy from the fuel.
ATKINSON CYCLE ENGINE Biggest disadvantage is reduction in power density (power/unit volume) arising from the reduction in air intake Jacob Reagan, Atkinson Cycle Engines
ATKINSON CYCLE ENGINE OZETLE: Atkinson çevriminin temel özelliği uzun iş ve kısa sıkıştırma stroklarıdır. İş strokunun uzun olması daha fazla enerjinin açığa çıkmasına sebep olurken, kısa sıkıştırma stroke ise pompalama kayıplarını azaltmaktadır. Emme supabının geç kapanması termik verimi arttırmaktadır (the thermal efficiency (high expansion ratio). Bu çevrimin en büyük dezavantajı ise emme havasındaki azalmadan kaynaklanan güç yoğunluğundaki (power density, power/unit volume) düşmedir.
ATKINSON CYCLE ENGINE
Architectures of HEVs
HİBRİD ARAÇLAR Architectures of HEVs A HEV is a combination of a conventional ICE-powered vehicle and an EV. It uses both an ICE and an electric motor/generator for propulsion. The two power devices, the ICE and the electric motor, can be connected in series or in parallel from a power flow point of view. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Architectures of HEVs (cont.) When the ICE and motor are connected in series, the HEV is a series hybrid in which only the electric motor is providing mechanical power to the wheels. When the ICE and the electric motor are connected in parallel, the HEV is a parallel hybrid in which both the electric motor and the ICE can deliver mechanical power to the wheels. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Architectures of HEVs (cont.) In a HEV, liquid fuel is still the source of energy. The ICE is the main power converter that provides all the energy for the vehicle. The electric motor increases system efficiency and reduces fuel consumption by recovering kinetic energy during regenerative braking, and optimizes the operation of the ICE during normal driving by adjusting the engine torque and speed. The ICE provides the vehicle with an extended driving range therefore overcoming the disadvantages of a pure EV. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Architectures of HEVs (cont.) In a series HEV or PHEV, the ICE drives a generator (referred to as the I/G set). The ICE converts energy in the liquid fuel to mechanical energy and the generator converts the mechanical energy of the engine output to electricity. An electric motor will propel the vehicle using electricity generated by the I/G set. This electric motor is also used to capture the kinetic energy during braking. There will be a battery between the generator and the electric motor to buffer the electric energy between the I/G set and the motor. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Architectures of HEVs (cont.) In a parallel HEV or PHEV, both the ICE and the electric motor are coupled to the final drive shaft through a mechanical coupling mechanism, such as a clutch, gears, belts, or pulleys. This parallel configuration allows both the ICE and the electric motor to drive the vehicle either in combined mode, or separately. The electric motor is also used for regenerative braking and for capturing the excess energy from the ICE during coasting. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
http://www.plugin.org.nz/faqs
http://www.plugin.org.nz/faqs
SERİ HİBRİD ELEKTRİKLİ ARAÇLAR Series HEV In this HEV, the ICE is the main energy converter that converts the original energy in gasoline to mechanical power. The mechanical output of the ICE is then converted to electricity using a generator. The electric motor moves the final drive using electricity generated by the generator or electricity stored in the battery. The electric motor can receive electricity directly from the engine, or from the battery, or both. Since the engine is decoupled from the wheels, the engine speed can be controlled independently of vehicle speed. This not only simplifies the control of the engine, but, most importantly, can allow operation of the engine at its optimum speed to achieve the best fuel economy. It also provides flexibility in locating the engine on the vehicle. There is no need for the traditional mechanical transmission in a series HEV. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Güç Çevirici (İnvertör): İnvertör, doğru akımı (DC) alternatif akıma (AC) çeviren elektriksel bir güç çeviricisidir. İnvertör çıkışında üretilen AC güç, kullanılan transformatörlere, anahtarlama ve kontrol devrelerine bağlı olarak herhangi bir gerilimde ve frekansta olabilir. Fig. 1: The architecture of a series HEV The alternator actually produces alternating current. The vehicle's electrical system, on the other hand, requires direct current to recharge the battery and operate the electrical equipment. Ref. Bosch Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Series HEV (Cont.) Based on the vehicle operating conditions, the propulsion components on a series HEV can operate with different combinations: Battery alone: When the battery has sufficient energy, and the vehicle power demand is low, the I/G set is turned off, and the vehicle is powered by the battery only. Combined power: At high power demands, the I/G set is turned on and the battery also supplies power to the electric motor. Engine alone: During highway cruising and at moderately high power demands, the I/G set is turned on. The battery is neither charged nor discharged. This is mostly due to the fact that the battery s state of charge (SOC) is already at a high level but the power demand of the vehicle prevents the engine from turning, or it may not be efficient to turn the engine off. Power split: When the I/G is turned on, the vehicle power demand is below the I/G optimum power, and the battery SOC is low, then a portion of the I/G power is used to charge the battery. Stationary charging: The battery is charged from the I/G power without the vehicle being driven. Regenerative braking: The electric motor is operated as a generator to convert the vehicle s kinetic energy into electric energy and charge the battery. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Series HEV (cont.) In this case, as shown in Figure 2, there are four electric motors, each one installed inside each wheel. Due to the elimination of transmission and final drive, the efficiency of the vehicle system can be significantly increased. The vehicle will also have all-wheel drive (AWD) capability. However, controlling the four electric motors independently is a challenge. Fig. 2: Hub motor configuration of a series HEV Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Parallel HEVs In this configuration, the ICE and the electric motor can both deliver power in parallel to the wheels. The ICE and the electric motor are coupled to the final drive through a mechanism such as a clutch, belts, pulleys, and gears. Both the ICE and the motor can deliver power to the final drive, either in combined mode, or each separately. The electric motor can be used as a generator to recover the kinetic energy during braking or absorbing a portion of power from the ICE. Figure 3: The architecture of a parallel HEV Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Parallel HEVs (cont.) The parallel hybrid needs only two propulsion devices, the ICE and the electric motor, which can be used in the following mode: Motor-alone mode: When the battery has sufficient energy, and the vehicle power demand is low, then the engine is turned off, and the vehicle is powered by the motor and battery only. Combined power mode: At high power demand, the engine is turned on and the motor also supplies power to the wheels. Engine-alone mode: During highway cruising and at moderately high power demands, the engine provides all the power needed to drive the vehicle. The motor remains idle. This is mostly due to the fact that the battery SOC is already at a high level but the power demand of the vehicle prevents the engine from turning off, or it may not be efficient to turn the engine off. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Parallel HEVs (cont.) Power split mode: When the engine is on, but the vehicle power demand is low and the battery SOC is also low, then a portion of the engine power is converted to electricity by the motor to charge the battery. Stationary charging mode: The battery is charged by running the motor as a generator and driven by the engine, without the vehicle being driven. Regenerative braking mode: The electric motor is operated as a generator to convert the vehicle s kinetic energy into electric energy and store it in the battery. Note that, in regenerative mode, it is in principle possible to run the engine as well, and provide additional current to charge the battery more quickly (while the propulsion motor is in generator mode) and command its torque accordingly, that is, to match the total battery power input. In this case, the engine and motor controllers have to be properly coordinated. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
Elektrikli Araçlar, Enerji Sistemleri ve Çevre Araştırma Enstitüsü, GEBZE - 2003 Seri hibrid sistemde tekerlere tahrik gücünü sağlayan bir elektrik motoru vardır. İYM generatöre bağlıdır ve elektrik enerjisinin oluşturulmasını sağlayarak bataryalarda enerji depolanmasına katkıda bulunur. Bataryalarda depo edilen elektrik enerjisi ise elektrik motoruna verilir ve tahrik tekerlerine gerekli olan güç iletilir. İYM ve tekerlekler arasında mekanik bir güç iletimi mevcut değildir. Paralel hibrid sistemde ise tahrik için gerekli olan güç, birden fazla enerji kaynağından sağlanır. Hem İYM, transmisyon aracılığıyla hem de bataryalarda depo edilen elektrik enerjisi ise elektrik motoruyla ayrı ayrı ya da birleşik tekerlere güç iletilebilir. Seri sistemin dezavantajları: Bu sistemde İYM, jeneratör ve elektrik motoru olmak üzere üç tahrik ekipmanına ihtiyaç duyulur: Elektrik motoru gerekli olan azami gücü karşılayacak şekilde, özellikle yüksek eğimler için tasarlanır. Fakat araç çoğunlukla azami gücün altında çalışmaktadır. Tahrik ekipmanları, batarya kapasitesinin birinci seviyede dikkate alınarak menzil ve performans için azami gücü karşılayacak şekilde boyutlandırılır. Güç sistemi ağır ve maliyeti daha yüksektir. Paralel hibrid sistemin dezavantajları: Gerekli olan güç iki farklı kaynaktan sağlandığı için burada enerji yönetimi önem arz eder. İYM ve elektrik motorundan gelen gücün tahrik tekerlerine düzgün olarak iletilebilmesi için karmaşık mekanik elemanlara ihtiyaç duyulur. Sessiz çalışma modu sağlamamaktadır.
HİBRİD ARAÇLAR Series Parallel HEVs In comparison to a series HEV, the series parallel HEV adds a mechanical link between the engine and the final drive, so the engine can drive the wheels directly. When compared to a parallel HEV, the series parallel HEV adds a second electric motor that serves primarily as a generator. Because a series parallel HEV can operate in both parallel and series modes, the fuel efficiency and drivability can be optimized based on the vehicle s operating condition. The increased degree of freedom in control makes the series parallel HEV a popular choice. However, due to increased components and complexity, it is generally more expensive than series or parallel HEVs. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Series Parallel HEVs Figure 4: The architectures of a series parallel HEV Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Complex HEVs Complex HEVs usually involve the use of planetary gear systems and multiple electric motors (in the case of four/all-wheel drive). One typical example is a four-wheel drive (4WD) system that is realized through the use of separate drive axles, as shown in Figure 5. The generator in this system is used to realize series operation as well as to control the engine operating condition for maximum efficiency. The two electric motors are used to realize all-wheel drive, and to realize better performance in regenerative braking. They may also enhance vehicle stability control and antilock braking control by their use. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Complex HEVs Figure 5: The electrical four-wheel drive system using a complex architecture Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Hybridization Ratio Some new concepts have also emerged in the past few years, including full hybrid, mild hybrid, and micro hybrid. These concepts are usually related to the power rating of the main electric motor in a HEV. For example, if the HEV contains a fairly large electric motor and associated batteries, it can be considered as a full hybrid. On the other hand, if the size of the electric motor is relatively small, then it may be considered as a micro hybrid. Typically, a full hybrid should be able to operate the vehicle using the electric motor and battery up to a certain speed limit and drive the vehicle for a certain amount of time. The speed threshold is typically the speed limit in a residential area. The typical power rating of an electric motor in a full hybrid passenger car is approximately 50 75 kw. The micro hybrid, on the other hand, does not offer the capability to drive the vehicle with the electric motor only. The electric motor is merely for starting and stopping the engine. The typical rating of electric motors used in micro hybrids is less than 10 kw. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Hybridization Ratio A mild hybrid is in between a full hybrid and a micro hybrid. An effective approach for evaluating HEVs is to use a hybridization ratio to reflect the degree of hybridization of a HEV. In a parallel hybrid, the hybridization ratio is defined as the ratio of electric power to the total powertrain power. For example, a HEV with a motor rated at 50 kw and an engine rated at 75 kw will have a hybridization ratio of 50/(50+75) kw= 40%. A conventional gasoline-powered vehicle will have a 0% hybridization ratio and a battery EV will have a hybridization ratio of 100%. A series HEV will also have a hybridization ratio of 100% due to the fact that the vehicle is capable of being driven in EV mode. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Different vehicle manufacturers use various hybrid technologies. Micro Hybrid Mild Hybrid Medium Hybrid Full Hybrid A mild hybrid with a lower voltage system (36 50 volts) is capable of increasing fuel economy and reducing exhaust emissions but is not capable of using the electric motor alone to propel the vehicle. A medium hybrid uses a higher voltage than a mild hybrid (140 150 volts) and offers increased fuel economy over a mild hybrid design but is not capable of operating using the electric motor alone. A full or strong hybrid uses a high-voltage system (250 650 volts) and is capable of operating using the electric motor(s) alone and achieves the highest fuel economy improvement of all types of hybrids. Hybrid Electric Vehicle Fundamental, Pearson Automotive, 2010.
HİBRİD ARAÇLAR autocaat.org
Reading Text State of Charge (SOC) A key parameter in the electric vehicle is the SOC of the battery. The SOC is a measure of the residual capacity of a battery. To define it mathematically, consider a completely discharged battery. Typically, the battery SOC is maintained between 20 and 95%. A common mistake that people may make about a battery s charge is that when a battery goes dead, the voltage goes from 12 to 0 V (for a 12 V battery). In reality a battery s voltage varies between 12.6 V with a SOC of 100% to approximately 10.5 V with a SOC of near 0%. It is advised that the SOC should not fall below 40%, which corresponds to a voltage of 11.9 V. All batteries have a SOC vs. voltage curve which can be either looked up from the manufacturer s data or determined experimentally. An example of an SOC vs. voltage curve of a lead acid battery is shown in Figure. Note that for a lithium-ion battery, the curve may be much flatter, especially for the mid-soc range of 40 80%. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
Figure: Example SOC vs. voltage curve for a 12 V battery Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
Reading Text What is the difference between an AC motor and a DC motor? / July 29, 2011 Q&A While both A.C. and D.C. motors serve the same function of converting electrical energy into mechanical energy, they are powered, constructed and controlled differently. 1 The most basic difference is the power source. A.C. motors are powered from alternating current (A.C.) while D.C. motors are powered from direct current (D.C.), such as batteries, D.C. power supplies or an AC-to-DC power converter. D.C wound field motors are constructed with brushes and a commutator, which add to the maintenance, limit the speed and usually reduce the life expectancy of brushed D.C. motors. A.C. induction motors do not use brushes; they are very rugged and have long life expectancies. The final basic difference is speed control. The speed of a D.C. motor is controlled by varying the armature winding s current while the speed of an A.C. motor is controlled by varying the frequency, which is commonly done with an adjustable frequency drive control. 2 1.Saeed Niku. Introduction to Robotics: Analysis, Control, Applications. 2nd ed. John Wiley & Sons, Inc., 2011. Page 280 2.Robert S. Carrow. Electrician s technical reference: Variable frequency drives. Delmar Thomson Learning, 2001. Page 45 Published by Ohio Electric Motors: http://www.ohioelectricmotors.com/what-is-the-difference-between-an-ac-motor-and-a-dc-motor- 673#ixzz2ezsrNvI3
ÖN BİLGİ: ELEKTRİK MOTORLARI Topologies for electric wheel drives in road vehicles R. Fischer, Schaeffler s wheel hub drives, 2014
ÖN BİLGİ: ELEKTRİK MOTORLARI Traction motors integrated into the transmission dominate in the hybrid and electric vehicles currently produced. Conventional electric drives are currently designed as center drives. The electric motor can be used in combination with a lightweight differential to control the distribution of torque to individual wheels. This type of electric axle is particularly suitable for sporty electric vehicles and vehicles suitable for covering long distances with a plug-in hybrid drive. R. Fischer, Schaeffler s wheel hub drives, 2014
ÖN BİLGİ: Wheel Hub Drive Wheel hub drives are particularly attractive for small, highly maneuverable city vehicles with battery-electric drive. The use of a wheel hub drive has various advantages for drivers: Usable space is gained in the vehicle body. No engine compartment is required, which means new body designs are possible. The wheel turning angle can be increased because drive shafts are not required. Maneuverability is significantly improved from the customer s perspective. This also applies when the vehicle has a driven rear axle because targeted assisted steering with torque vectoring can be operated on road surfaces with a low friction coefficient. Driving pleasure and safety are increased because the control quality of the drive is higher than that of central drive systems because power is transmitted directly without a transmission and side shafts. These conventional target values of automobile development will be decisive for achieving customer acceptance of small city cars. In our opinion, electric vehicles will not be marketable on solely rational grounds small traffic area and a good CO2 footprint. Driving will be significantly simpler: For example, when starting on ice only the maximum transmissible torque is applied even if the accelerator pedal is fully depressed. Last but not least, passive safety is also increased because conventional drive units with high masses fitted in the engine compartment will no longer enter the vehicle interior if a frontal impact occurs [2]. R. Fischer, Schaeffler s wheel hub drives, 2014
ÖN BİLGİ: ELEKTRİK MOTORLARI Cross-section through the drive positioned close to the wheel from the FAIR project Design of Schaeffler s wheel hub drive R. Fischer, Schaeffler s wheel hub drives, 2014
ÖN BİLGİ: ELEKTRİK MOTORLARI Elektrikli araç tahrik sistemlerinde başlıca 4 elektrik motoru kullanılmaktadır. DC motor Asenkron motor Sürekli mıknatıslı motor Anahtarlamalı relüktans motoru Induction machines permanent magnet (PM) synchronous machines PM brushless DC machines and switched reluctance machines (SRMs) EV lerde Kullanılan Elektrik Motorları Asenkron Motor (Induction Motor) Sürekli Mıknatıslı Fırçasız Senkron Motor (BLSM) Sürekli Mıknatıslı Fırçasız DA Motoru (BLDCM) Anahtarlamalı Relüktans Motoru (SRM) Özgür ÜSTÜN, Elektrikli Otomobiller, İstanbul Teknik Üniversitesi
HİBRİD VE ELEKTRİKLİ ARAÇLAR Hibrid Elektrikli Araç Uygulamalarına Örnekler Abdullah DEMİR, Yrd. Doç. Dr. «Her tercih bir vazgeçiştir»
HİBRİD ARAÇLAR Table 1: Partial list of HEVs available in the United States Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLARA - ÖRNEKLER
HİBRİT ARAÇLAR Figure: The powertrain layout of the Toyota Prius (EM, Electric Machine; PM, Permanent Magnet) Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİT ARAÇLAR The Toyota Prius Toyota produced the world s first mass-marketed modern HEV in 1997, the Prius, as shown in Figure. The worldwide sales of the Prius exceeded 1 million units in 2009. It uses a planetary gear set to realize continuous variable transmission (CVT). Therefore, conventional transmission is not needed in this system. As shown in Figure, the engine is connected to the carrier of the planetary gear while the generator is connected to the sun gear. The ring gear is coupled to the final drive, as is the electric motor. The planetary gear set also acts as a power/torque split device. During normal operations, the ring gear speed is determined by the vehicle speed, while the generator speed can be controlled such that the engine speed is in its optimum efficiency range. The 6.5 Ah, 21 kw nickel metal hydride battery pack is charged by the generator during coasting and by the propulsion motor (in generation mode) during regenerative braking. The engine is shut off during low-speed driving. The same technology has been used in the Camry hybrid, the Highlander hybrid, and the Lexus brand hybrids. However, the Highlander and the Lexus brand hybrids add a third motor at the rear wheel. The drive performance, such as for acceleration and braking, can thus be further improved. E (Wh) = V C = 201.6 V 6.5 Ah = 1310 Wh = 1.31 kwh Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİT ARAÇLAR Figure: The Toyota Prius (2010 model) Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
Hybrid 2010 Model 3rd Generation, 2009 Toyota Motor Corporation
HİBRİD ARAÇLAR The Honda Civic The Honda Civic hybrid has an electric motor mounted between the ICE and the CVT, as shown in Figure. The electric motor either provides assistance to the engine during high power demand, or splits the engine power during low power demand. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Figure: The powertrain layout of the Honda Civic hybrid Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR
HİBRİD ARAÇLAR The Ford Escape The Escape hybrid from the Ford Motor Company (Figure) is the first hybrid in the SUV category. The Escape hybrid adopted the same planetary gear concept as the Toyota system. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Figure 11: The Ford Escape Hybrid SUV Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR The Two-Mode Hybrid The GM two-mode hybrid transmission was initially developed by GM (Alison) in 1996, and later advanced by GM, Chrysler, BMW, and Mercedes-Benz with a joint venture named Global Hybrid Cooperation in 2005. The GM two-mode hybrids use two planetary gear sets and two electric machines to realize two different operating modes, namely, high-speed mode and low-speed mode. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Figure: The Chrysler Aspen Two-mode Hybrid
HİBRİD ARAÇLAR Diesel Hybrids HEVs can also be built around diesel vehicles. All topologies explained earlier, such as series, parallel, series parallel, and complex HEVs, are applicable to diesel hybrids. Due to the fact that diesel vehicles can generally achieve higher fuel economy, the fuel efficiency of hybridized diesel vehicles can be even better when compared to their gasoline counterparts. Vehicles such as delivery trucks and buses have unique driving patterns and relatively low fuel economy. When hybridized, these vehicles can provide significant fuel savings. Hybrid trucks and buses can be series, parallel, series parallel, or complex structured and may run on gasoline or diesel. Diesel locomotives are a special type of hybrid. A diesel locomotive uses a diesel engine and generator set to generate electricity. It uses electric motors to drive the train. Even though a diesel locomotive can be referred to as a series hybrid, in some architectures there is no battery for the main drive system to buffer energy between the I/G set and the electric motor. This special configuration is sometimes referred to as simple hybrid. In other architectures, batteries are used and can help reduce the size of the generator, and can also be used for regenerative energy capture. The batteries, in this case, can also be utilized for short-term high current due to torque needs, without resorting to a larger generator. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Other Approaches to Vehicle Hybridization The main focus of this presentation is on HEVs, that is, electric gasoline or electric diesel hybrids. However, there exist other types of hybridization methods that involve other types of energy storage and propulsion, such as compressed air, flywheels, and hydraulic systems. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011. HİBRİD ARAÇLAR Other Approaches to Vehicle Hybridization (Cont.) A typical hydraulic hybrid is shown in Figure 6. Hydraulic systems can provide a large amount of torque, but due to the complexity of the hydraulic system, a hydraulic hybrid is considered only for large trucks and utility vehicles where frequent and extended period of stops of the engine are necessary. Figure 6: A parallel hydraulic hybrid vehicle (LP, Low Pressure)
HİBRİD ARAÇLAR Challenges and Key Technology of HEVs HEVs can overcome some of the disadvantages of battery-powered pure EVs and gasoline powered conventional vehicles. These advantages include optimized fuel economy and reduced emissions when compared to conventional vehicles, and increased range, reduced charging time, and reduced battery size (hence reduced cost) when compared to pure EVs. However, HEVs and PHEVs still face many challenges, including higher cost when compared to conventional vehicles; electromagnetic interference caused by high-power components; and safety and reliability concerns due to increased components and complexity, packaging of the system, vehicle control, and power management: Power electronics and electric machines: The subject of power electronics and electric motors is not new. However, the use of power electronics in a vehicle environment poses significant challenges. Environmental conditions, such as extreme high and low temperatures, vibration, shock, and transient behavior are very different from what electric motors and power electronic converters have been used to. Challenges in power electronics in a HEV include packaging, size, cost, and thermal management. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Challenges and Key Technology of HEVs (Cont.) Electromagnetic interference: High-frequency switching and highpower operation of power electronics and electric motors will generate abundant electromagnetic noise that will interfere with the rest of the vehicle system if not dealt with properly. Energy storage systems: Such systems are a major challenge for HEVs and PHEVs. The pulsed power behavior and energy content required for the best performance are typically difficult for conventional batteries to satisfy. Life cycle and abuse tolerance are also critical for vehicle applications. At the present time, nickel metal hydride batteries are used by most HEVs and lithium-ion batteries are targeted by PHEVs. Ultracapacitors have also been considered in some special applications where power demand is a major concern. Flywheels have also been investigated. The limitations of the current energy storage systems are unsatisfactory power density and energy density, limited life cycle, high cost, and potential safety issues. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
HİBRİD ARAÇLAR Challenges and Key Technology of HEVs (Cont.) Regenerative braking control: Recovering the kinetic energy during braking is a key feature of HEVs and PHEVs. However, coordinating regenerative braking with the hydraulic/frictional braking system presents a major challenge as far as safety and braking performance are concerned. Power management and vehicle control: HEVs involve the use of multiple propulsion components that require harmonious coordination. Hence, power management is a critical aspect of vehicle control functions in a HEV. A optimized vehicle controller can help achieve better fuel efficiency in a HEV. Thermal management: Power electronics, electric machines, and batteries all require a much lower operating temperature than a gasoline engine. A separate cooling loop is necessary in a HEV. Modeling and simulation, vehicle dynamics, vehicle design, and optimization: Due to the increased number of components in a HEV, packaging of the components in the same space is a challenge. Associated vehicle dynamics, vehicle design, and modeling and simulation all involve major challenges. Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives, ISBN 978-0-470-74773-5, 2011.
EK OKUMA İNCELEME KISMI
Reading Text The main difference among the various configurations is the series, parallel or mixed interconnection of the power sources. In the series configuration (1) the individual drive components are connected in series, whereas in the parallel configuration (2) the drive power of both drive sources is mechanically added. The letters M and G indicate whether the electric drive is operating in "motor" or "generator" mode. Because the diesel engine in the series configuration is mechanically decoupled from the vehicle drive, the diesel engine can be operated at a constant speed, i.e. at its optimum operating point in terms of efficiency and emissions. Despite the advantages of the series configuration, its disadvantage is that energy must be converted several times. Including battery storage efficiency, the mechanical efficiency between the diesel engine and the powered axle is hardly greater than 55 %. The parallel hybrid configuration (2) has the advantage that when operated in the mode which incorporates an IC engine, it is just as efficient as the engine in a conventional vehicle. In configuration 2, the change-speed transmission required by the diesel-engine drive is also part of the electric drive branch. In this type of drive the speed of the electric motor therefore must be varied only within a specific range above a basic speed, in a manner similar to the way in which the diesel engine is operated. Moreover, in this configuration the electric drive also profits from the torque conversion by the downstream transmission, as a result of which the electric motor must only be dimensioned for low drive torque. This leads to an equivalent reduction in motor mass which is roughly proportional to motor torque. Bosch Automotive Handbook, 2002
Bosch Automotive Handbook, 2002 The mixed configuration (3) represents a combination of configurations 1 and 2, and corresponds to a splitter transmission with an infinitely-variable transmission ratio. On the one hand, the power of the IC engine is mechanically transmitted directly to the driving wheels, while on the other, the rotation of the IC engine is decoupled from the rotation of the driving wheels by the speed overlay in the planetary gear. Hybrid drive configurations 1 Series configuration, 2 Parallel configuration, 3 Mixed configuration VM - IC engine, EL - Electric drive (operated as a motor or alternator/generator), BA - Battery or external power supply, SG - Manually shifted transmission. M and G indicate whether the electric drive is operating in "motor" or "generator" mode
ÖZETLE: HİBRİD ARAÇLARIN KONFİGÜRASYONU (a) Series (electrically coupling), (b) parallel (mechanical coupling), (c) series parallel (mechanical and electrical coupling, (d) complex (mechanical and electrical coupling).
ÖZETLE: HİBRİD ARAÇLARIN KONFİGÜRASYONU Hybrid Electric Vehicle Fundamental, Pearson Automotive, 2010. FIGURE: A drawing of the power flow in a typical series hybrid vehicle.
ÖZETLE: HİBRİD ARAÇLARIN KONFİGÜRASYONU FIGURE: This diagram shows the components included in a typical series hybrid design. The solid-line arrow indicates the transmission of torque to the drive wheels. The dotted-line arrows indicate the transmission of electrical current. Hybrid Electric Vehicle Fundamental, Pearson Automotive, 2010.
ÖZETLE: HİBRİD ARAÇLARIN KONFİGÜRASYONU FIGURE: The power flow in a typical parallel hybrid vehicle. Hybrid Electric Vehicle Fundamental, Pearson Automotive, 2010.
ÖZETLE: HİBRİD ARAÇLARIN KONFİGÜRASYONU FIGURE: Diagram showing the components involved in a typical parallel-hybrid vehicle. The solid-line arrows indicate the transmission of torque to the drive wheels, and the dotted-line arrows indicate the flow of electrical current. Hybrid Electric Vehicle Fundamental, Pearson Automotive, 2010.
ÖZETLE: HİBRİD ARAÇLARIN KONFİGÜRASYONU FIGURE: A series-parallel hybrid design allows the vehicle to operate in electric motor mode only or in combination with the internal combustion engine. Hybrid Electric Vehicle Fundamental, Pearson Automotive, 2010.