HİBRİD ARAÇLAR - abdullahdemir.net · commonly done with an adjustable frequency drive control. 2 1.Saeed Niku. Introduction to Robotics: Analysis, Control, Applications. 2nd …

HİBRİD ARAÇLAR

«Her ter ih ir vazgeçiştir»

BİREY“EL ULAŞIM - GELECEĞİN OTOMOBİLİ - TANIMLAYICI FAKTÖRLER

Source: Bundesverband Freier Tankstellen

Değişe üşteri talepleri Arta tıka ıklık pro le i

Arta yakıt fiyatı Kaynaklar/tahrik teknolojilerinin mevcudu

MEVCUT TEKNOLOJİ İLE YAKIT EKONOMİ“İ VE EMİ“YON A)ALTIMI

Üzeri de Çalışıla Tek olojiler %

Optimize edil iş motorlar 3-10

Düşük yuvarlanma direncine sahip lastik teknolojisi 2

Aerodinamik 2

Hacim küçült e 10

Termodinamik yö eti i 5-7

Start stop sistemi 3-10

Toplam 25-40

Kaynak: Fehre, N., Schneider, H., Hy rids and Electric Vehicles: Hype or sustainable investment? The truth about market potential and investment ideas , Industrials/Global Autos – Equities, 13 October 2009.

2035’de

Hala araçlardaki otorları % ’si de

fazlası içte ya alı otor…

2010 98%

YAKIT/ENERJİ VE TAHRİK “İ“TEMLERİ

Electric Vehicle

Enerji Kay akları E erji Taşıyı ıları Tahrik Sistemleri

Yakıt Hü resi/Pili Hidrojen

Gaz Yakıtlar

Gaz ICE

Biokütle

Doğal Gaz

Kö ür

Nükleer

Diğer Kay aklar (Gü eş, Rüzgar, Hidro)

Elektrik

Elektrikli Araç

Pil

Ele

ktr

ikle

nm

e

Plug-In Hybrid ICE

Konvansiyonel ICE: Benzin / Dizel

Petrol (petrol, gaz) “ıvı Yakıtlar

ICE Hibrit

ALTERNATİF YAKITLI ARAÇLARIN BAŞARI“INDAKİ KI“ITLAR

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.

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

CAFE - Corporate Average Fuel Economy = Birleşik Ortala a Yakıt Veri liliği, Kuru sal Ortala a Yakıt Eko o isi NHTSA - National Highway Traffic Safety Administration = Ulusal Otoyol Trafik Güve liği Yö eti i/İdaresi/Ko isyo u


Dü ya ızı doğal yapısı ı koru ası a yö elik zorlamalar, otomobil

üreti ileri i performanstan ödü vermeden daha çe re i arayışlara doğru

itmektedir. Bu arayışlar içerisi de; daha küçük silindir hacmi ile daha az

sürtü e ve ağırlık, daha az hareketli kütleler, turbo besleme sayesinde

torkun ge iş devir a dı a yayıl ası, çift beslemeyle (turbo ve ko presör) turbo oşluğu u azaltıl ası ya da tamamen yok edilmesi, değişke

supap za a la ası, dur-kalk sistemleri, farklı malzemelerle ağırlık

azaltıl ası, geliş iş direk enjeksiyon sistemleri, motorda sürtü eleri

azaltıl ası, düşük sürtü eli yağlayı ılar, silindirlerin devre dışı ırakıl ası, ka sız supap işleti i, oto atikleştiril iş a üel şa zı a

uygula aları ve 8-10 ileri kademeli a üel vites kutuları ı kulla ı ı, entegre arş-alter atör ü iteleri, ultra fakir karışı lı direk enjeksiyonlu

motorlar, araçta uz a /akıllı ısı yö eti i, dizel motorlarda piezo-e jektör kulla ı ı ve bir çe ri de birden çok enjeksiyon (split injection) gibi

konular üzeri de yoğu çalış alar yürütül ektedir [1].


Kaynak: Joseph Ro , The car and fuel of the future , E ergy Poli y 9–2614.

Alternatif teknolojili taşıtlar içi yüksek ilk yatırı maliyeti (High first

cost for vehicle)

“ı ırlı yakıt depolama duru ları [On-board fuel storage issues (i.e.

Limited range)]

Emniyet ve yükü lülük ko uları (Safety and liability concerns)

Yüksek yakıt dolum maliyetleri [High fueling cost (compared to gasoline)]

“ı ırlı dolu /şarj istasyo ları [Limited fuel stations: chicken and egg

problem]

Mevcut trendlerdeki geliş eler [better, cleaner gasoline vehicles].

GELİŞMİŞ ARAÇ TAHRİK TEKNOLOJİ “TRATEJİ“İ

Geliştiril iş Yakıt Ekonomisi ve

Emisyonlar

E erji Çeşitliliği

Hidroje Yakıt Pili - Elektrik

Batarya-Elektrikli Araçlar

(E-Flex)

Hibrid-Elektrikli Araçlar Plug-

i Araçlar dahil)

İçte Ya alı Motor ve Şa zı a Geliş eleri

Zaman

Petrol (Konvensiyonel ve Alternatif Kaynaklar)

Biyoyakıtlar (Ethanol E85, Biyodizel)

Elektrik (Konvensiyonel ve Alternatif Kaynaklar)

Hidrojen

2009-2020

Şekil : Vizyo u ağla ı da elektrikleştir e dere esi [ ].

0 0’de tü ye i araçları

%10 plug-in

fonksiyonlu olacak

HİBRİD ARAÇLAR

HİBRİD ARAÇLAR


74773-5, 2011.

Uluslararası Elektroteknik Komisyonunun

Teknik Komitesi (Elektrikli yol araçları

tarafı da verilen ta ı a göre: Hibrid elektrikli

araç, enerjinin iki ya da daha fazla enerji

deposundan sağla dığı ve bu enerji

depoları da en az bir tanesinin elektrik

enerjisi verdiği bir araç olarak ifade edil iştir.

Honda Insight

Hibrit elektrikli araç daha çok

hem içte ya alı motorun

İYM hem de elektrikli

motorun kulla ıldığı araç

olarak kabul edilmektedir.

HİBRİD ARAÇLAR


74773-5, 2011.

When compared to gasoline-powered 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

HİBRİD ARAÇLAR

Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid

Electric Vehicles - Principles And Applications With Practical Perspectives , ISBN 978-0-470-74773-5, 2011.

History: The orld’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 Ho da’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]

HİBRİD ARAÇLAR

İçte Ya alı Motor

Ara ı Elektrikle e Dere esi

Elektrik Motoru

Ko figürasyo

Transmisyonun Kademelendirilmesi

Güç Yö eti i

HİBRİD ARAÇLAR

Chris Mi, M. Abul Masrur, David Wenzhong Gao, Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives ,

ISBN 978-0-470-74773-5, 2011.

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.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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 moor is also used for

regenerative braking and for

capturing the excess energy from

the ICE during coasting.

SERİ HİBRİD ELEKTRİKLİ ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

Fig. 1: The architecture of a series HEV

Güç Çeviri i (İ vertör): İ ertör, doğru akı ı (DC) alternatif akı a (AC) çe ire

elektriksel bir güç çe iri isidir. İ ertör çıkışı da üretile AC güç, kulla ıla

tra sfor atörlere, anahtarlama ve kontrol devrelerine ağlı olarak herhangi bir

gerilimde ve frekansta olabilir.

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

http://www.ohioelectricmotors.com/what-is-the-difference-between-an-ac-motor-and-a-dc-motor-673#fn-673-1

http://www.ohioelectricmotors.com/what-is-the-difference-between-an-ac-motor-and-a-dc-motor-673#fn-673-2

http://www.ohioelectricmotors.com/what-is-the-difference-between-an-ac-motor-and-a-dc-motor-673#fnref-673-1

http://www.ohioelectricmotors.com/what-is-the-difference-between-an-ac-motor-and-a-dc-motor-673#fnref-673-2

HİBRİD ARAÇLARA - ÖRNEKLER

“ERİ HİBRİD ARAÇLARA ÖRNEK

(a) Series (electrically coupling), (b) parallel (mechanical coupling), (c) series–parallel

(mechanical and electrical coupling, (d) complex (mechanical and electrical coupling).

KONFİGÜRA“YON UYGULAMASI AÇIKLAMA

Seri (elektrik ağla tılı Tofaş Dublo Elit-1

Paralel (mekanik ağla tılı

Fusion parallel HEV, GM EV1,

Parallel Hibrid-electric Honda

Insight and Civic

Seri–paralel (mekanik ve

elektrik ağla tılı

Ford Escape series–parallel Hibrid

Kompleks (mekanik ve

elektrik ağla tılı Toyota Prius hibrid, Honda Civic

Civic ve Pruis: Permanent magnet

brushless (PMBL) DC motor

[“ürekli Mık atıslı fırçasız DC

Motor]

HİBRİD ARAÇLARDA TRAN“Mİ“YON

TRAN“Mİ“YON UYGULAMASI AÇIKLAMA

İki modlu ya da

değişke transmisyon

Sonata Hibrid, 2011 Camry

Hibrid – CVT, 2010 Altima

Hibrid – CVT, 2011 Fusion

Hibrid – CVT, Honda Civic

Hibrid –CVT, ML450 Blue-

Hibrid- İki modlu

transmisyon

Sonata: Tork konverterli/konvertersiz

oto atik tra s isyo , elektrikli yağ po pası ECVT: Elektro ik sürekli değişke transmisyon (Electronic continuously

variable transmission)

İki modlu transmisyon iki elektrik

motoruna sahiptir. Şehir içi e şehirlerarası yollarda yakıt eko o isi sağlar.

Tek modlu

Toyota Prius – ECVT, bir

modlu

Düze li ir modlu hibrid düşük hızlarda taşıtı tahriki içi ir elektrik

otoru kulla ır e hızla alarda e zi otoru a yardı ı olur.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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 attery’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

ehi le’s kinetic energy into electric energy and charge the battery.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

Figure 2: Hub motor configuration of a series HEV

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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 ehi le’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.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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 ehi le’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.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

Series–Parallel HEVs

Figure 4: The architectures of a series–parallel HEV

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

Complex HEVs

Figure 5: The electrical four-wheel drive system using a complex architecture

Bosch Automotiv Handbook, 2002

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.

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.

Bosch Automotiv Handbook, 2002

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.

Seri hibrid sistemde tekerlere tahrik gü ü ü sağlaya bir elektrik motoru ardır. İYM

ge eratöre ağlıdır ve elektrik enerjisinin oluşturul ası ı sağlayarak bataryalarda enerji

depola ası a katkıda bulunur. Bataryalarda depo edilen elektrik enerjisi ise elektrik

motoruna verilir ve tahrik tekerlerine gerekli olan güç iletilir. İYM ve tekerlekler arası da

mekanik bir güç iletimi mevcut değildir. Paralel hibrid sistemde ise itki içi gerekli olan güç, birden fazla enerji kay ağı da

sağla ır. İYM transmisyon ara ılığı ile tekerlere doğruda güç iletir. Bunun ya ı da

bataryalarda depo edilen elektrik enerjisi ise elektrik motoru yolu ile tekerlere iletilir.

Seri sistemin dezava tajları: Bu sistemde İYM, je eratör ve elektrik motoru olmak üzere üç tahrik ekip a ı a ihtiyaç

duyulur:

• Elektrik motoru gerekli olan azami gü ü karşılaya ak şekilde, özellikle yüksek eği ler

içi tasarla ır. Fakat araç çoğu lukla azami gü ü altı da çalış aktadır. • Tahrik ekip a ları, batarya kapasitesinin birinci seviyede dikkate alı arak menzil ve

performans içi azami gü ü karşılaya ak şekilde oyutla dırılır. • Güç sistemi ağır ve maliyeti daha yüksektir. Paralel hibrid sistemin dezava tajları: • Gerekli olan güç iki farklı kaynaktan sağla dığı içi burada enerji yö eti i ö e arz

eder.

• İYM ve motordan gelen gü ü tahrik tekerlerine düzgü olarak iletilebilmesi içi

kar aşık mekanik elemanlara ihtiyaç duyulur.

• Sessiz çalış a modu sağla a aktadır

Elektrikli Araçlar, Enerji Sistemleri ve Çevre Araştırma Enstitüsü, GEBZE - 2003

ATKINSON CYCLE ENGINE

Hybrid Vehicles and the Future of Personal Transportation

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.



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.



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.



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.



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%.



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.



http://m.searchautoparts.com/motorage/training/old-

engine-designs-are-new-again

MILLER CYCLE ENGINE

Otto motorlardan farkı olarak, Miller

çevri i motorlarda, 4 za a lı motorlardaki sıkıştır a süre i de otaya

çıka enerji kay ı daha düşüktür. Patenti

A erikalı ühe dis Ralph Miller tarafı da

1940 yılı da alı ıştır. İlk ör ekleri gemilerde ve güç üreti istasyo ları da

kulla ıl ıştır.

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/

Mazda’s aturally-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 ENGINE

Miller Cycle | Sequential Valve Timing (S-VT) | Continuously Variable Transmission (CVT)





HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

PHILEAS – HYBRID / Reading Text



HİBRİD ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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)

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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 7. 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 ehi le’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.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

Figure 7: The general nature and required engineering field by HEVs

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

The Toyota Prius Toyota produced the orld’s first mass-marketed modern HEV in 1997, the Prius, as

shown in Figure 8. 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 9, 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.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

Figure 8: The Toyota Prius (2010 model)

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

Figure 9: The powertrain layout of the Toyota Prius (EM, Electric Machine; PM,

Permanent Magnet)


ISBN 978-0-470-74773-5, 2011.

Table 1: Partial list of HEVs available in the United States

a Comparison to Corolla.

b Comparison to Civic.

c Saturn Brand vehicle

including Vue and Saturn

Aura are not offered.

d Chrysler Aspen uses

similar platform as

Durango but is no longer

offered.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

The Honda Civic The Honda Civic hybrid has an electric

motor mounted between the ICE and

the CVT, as shown in Figure 10. The

electric motor either provides

assistance to the engine during high

power demand, or splits the engine

power during low power demand.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

Figure 10: The powertrain layout of the Honda Civic hybrid

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

The Ford Escape The Escape hybrid from the Ford

Motor Company (Figure 11) is

the first hybrid in the SUV

category. The Escape hybrid

adopted the same planetary

gear concept as the Toyota

system.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

Figure 11: The Ford Escape hybrid SUV

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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

(Figure 12) use two planetary

gear sets and two electric

machines to realize two different

operating modes, namely, high-

speed mode and low-speed

mode.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

Figure 12: The Chrysler Aspen two-mode hybrid

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

Challenges and Key Technology of HEVs (Cont.) • Electromagnetic interference: High-frequency switching and high-power

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.

HİBRİT ARAÇLAR


ISBN 978-0-470-74773-5, 2011.

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.

Ö)ETLE: HİBRİD ARAÇLARIN KONFİGÜRA“YONU

(a) Series (electrically coupling), (b) parallel (mechanical coupling), (c) series–parallel

(mechanical and electrical coupling, (d) complex (mechanical and electrical coupling).

ÖNEMLİ NOTLAR

ÖNEMLİ NOTLAR

A rectifier is an electrical device that

converts alternating current (AC),

which periodically reverses direction,

to direct current (DC), which flows in

only one direction. The process is

known as rectification.

Güç Çeviri i (İ vertör): İ ertör, doğru

akı ı (DC) alternatif akı a (AC)

çe ire elektriksel bir güç çe iri isidir. İ ertör çıkışı da üretile AC güç, kulla ıla tra sfor atörlere, anahtarlama ve kontrol devrelerine

ağlı olarak herhangi bir gerilimde ve

frekansta olabilir.

ÖNEMLİ NOTLAR – Doğru Akım

Doğru Akı : Zamanla yö ü ve şiddeti değiş eye akı a doğru akı denir. İ giliz e

Dire t Current kelimelerinin kısaltıl ası DC ile gösterilir.

DC ürete kaynaklar şu şekilde sırala a ilir:

Pil: Kimyasal enerjiyi elektrik enerjisine

dö üştüre araçlara pil adı verilir.

Akü: Kimyasal yolla elektrik enerjisi ürete

araçtır. Dinamo: Hareket enerjisini DC elektrik

enerjisine çe ire ü itelerdir. Doğrult aç devresi: Alternatif akı elektrik

enerjisini DC elektrik enerjisine

çe ire araçlardır. Gü eş pili: Gü eş enerjisini DC elektrik

enerjisine çe ire elemanlara gü eş

pili denir.

Doğru akı ı yaygı olarak

kulla ıldığı alanlar:

• Ha erleş e ihazları da

teleko ü ikasyo da

• Radyo, teyp, televizyon, gibi

elektronik cihazlarda

• Redresörlü kaynak

makinelerinde

• Maden arıt a (elektroliz) ve

maden kapla a ılığı da

(galvonoteknik )

• Elektrikli taşıtlarda (tren,

tramvay, metro)

• Elektro- ık atıslarda

• DC elektrik otorları da

ÖNEMLİ NOTLAR – Alternatif Akım

Alternatif Akı ı Ta ı ı Zaman içerisi de yö ü ve şiddeti belli bir düze

içerisi de değişe akı a alternatif akı denir.

Alternatif Akı ı Elde Edilmesi

Alternatif akı ya da gerilimin elde edilmesinde

alter atör denilen aygıtlar kulla ılır.

Not: Bili diği gibi DC akı /gerili değeri sabittir. Ör eği 1 V DC dediği izde DC

gerilimin 1 V olduğu a laşıl aktadır. Fakat

AC’de akı / e gerilim değerleri sürekli değiş ektedir. Bu yüzde AC’yi ifade etmek içi

çeşitli değerler kulla ıl aktadır. Bunlar ani

değer, maksimum (tepe) değer, tepeden tepeye

değer, ortalama değer ve etkin değerdir.

Frekans: Freka s, si üs si yali i ir saniyede tekrarlanan saykıl sayısıdır. Periyot: Bir saykılı gerçekleş esi içi geçe süreye periyot de ir. Periyot birimi saniye (s) dir e T ile gösterilir.

ÖNEMLİ NOTLAR – Alternatif Akım

“i üs dalgası da alternans

“i üs dalgası da periyot

ELEKTRİK MOTORLARI

ELEKTRİK MOTORLARI

Alternatif 1 Alternatif 2 Alternatif 3 Alternatif 4 Alternatif 5 Alternatif 6 Alternatif 7 Üretici Firma UQM UQM Ansaldo Ansaldo Solectria Enova MES

Model Numarası SR 218N SR 286 A1H207C A1H256B AC55 EDM90 MES 200-250

Tip Fırçasız PM Fırçasız PM Asenkron Asenkron Asenkron Asenkron asenkron Sürekli Güç [kW] 30 55 30 70 34 30 30 Maksimum Güç [kW] 75 100 60 140 78 90 94,8 Sürekli Tork [Nm] 150 130 220 55 100 Maksimum Tork [Nm] 240 550 260 450 369 239 Maksimum Hız [rpm] 8000 5000 9000 9000 8000 10000 9000 Maksimum Verim [%] 94 90 95 Çap [mm] 280 405 230 300 343 270 235 Uzunluk [mm] 216 241 400 500 447 362 391 Ağırlık [kg] 40 86 80 130 106 65 61 Kontrolcü Ağırlığı [kg] 15,9 15,9 14 14 14,7 35 10 Kontrolcü Boyutları [mm]

380x365x119

380x365x119

430x330x145 420x320x180 450x235x240 606x518x201 326x212x11

5 Voltaj [VDC] 250-400 250-400 260-300 300-600 100-400 250-425 185-400 Tırmanma Kabiliyeti % 15lik Egim [E/H] H E H E H E %15 lik Eğimde 10km/h Hıza Çıkma Süresi [s] -- 8.6 s -- 3.5 s -- 27 s Maksimum Tırmanma Kabiliyeti 11% 29% 12% 23% 11% 15% Maksimum Eğimde

İvmelenme Zamanı [s] 10 km/h @

36 s 5 km/h @

32 s 10 km/h @ 31

s 5 km/h @ 27

s 10 km/h @ 40

s 10 km/h @

27 s Düz Yolda 40km/h Hıza Çıkana Kadar Geçen Zaman [s] 10 s 4 s 9 s 5 s 10 s 7.2 s

ELEKTRİK MOTORLARI

Senkron ve Asenkron Kavra ı Alternatif akı makinelerinin isimlendirilmesi ürettikleri dö er manyetik ala ı (stator

manyetik ala ı , dö er mekanik kısı (rotor) ile eş za a lı oluşu yada ol ayışı a

göredir. Senkron: Uyumlu Olan, Eş za a lı olan

Asenkron: Uyumlu Olmayan, Eş za a lı olmayan

Senkron Makine: Stator manyetik ala ı dö er kısı devrine eşit olan makine.

Asenkron Makine: Stator manyetik ala ı dö er kısı devrinden her zaman üyük olan

makine.

Asenkron Makine

ELEKTRİK MOTORLARI

ELEKTRİK MOTORLARI

ELEKTRİK MOTORLARI

Table: Typical Electric Motors 20 – 200 kW Parameters

ELEKTRİK MOTORLARI

Table: Electric Motors Properties Comparison

ELEKTRİK MOTORLARI

Table 1. BEV and PHEV parameters comparison

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HİBRİD ARAÇLAR - abdullahdemir.net · commonly done with an adjustable frequency drive control. 2 1.Saeed Niku. Introduction to Robotics: Analysis, Control, Applications. 2nd …