HİBRİD VE ELEKTRİKLİ ARAÇLAR Yrd. Doç. Dr. Abdullah DEMİR «Her tercih bir vazgeçiştir» YAKIT/ENERJİ VE TAHRİK SİSTEMLERİ Tahrik Sistemleri Sıvı Yakıtlar Konvansiyonel ICE: Benzin / Dizel Kömür Doğal Gaz Gaz ICE Gaz Yakıtlar ICE Hibrid Plug-In Hibrid ICE Biokütle Elektrik Diğer Kaynaklar (Güneş, Rüzgar, Hidro) Nükleer Elektrikli Araç Electric Vehicle Hidrojen Yakıt Hücresi/Pili Elektriklenme Petrol (petrol, gaz) Enerji Taşıyıcıları Pil / Akü Enerji Kaynakları EKOLOJİK SORUNLAR KAYNAKLARIN TÜKENMESİ İKLİM DEĞİŞİMİ VE KURAKLIK OZON OLUŞUMU ASİT YAĞMURLARI 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 MEVCUT TEKNOLOJİ İLE YAKIT EKONOMİSİ VE EMİSYON AZALTIMI CO2 emisyonu [g/km] Üzerinde Çalışılan Teknolojiler % • 1996 184 • 1997 182 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% • 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… Kaynak: 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 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 Ortalama Yakıt Verimliliği, Kurumsal Ortalama Yakıt Ekonomisi NHTSA - National Highway Traffic Safety Administration = Ulusal Otoyol Trafik Güvenliği Yönetimi/İdaresi/Komisyonu Chris Mi, M. Abul Masrur, David Wenzhong Gao, “Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives”, ISBN 978-0-470-74773-5, 2011. 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. Honda Insight Hibrid elektrikli araç daha çok hem içten yanmalı motorun (İYM) hem de elektrikli motorun kullanıldığı araç olarak kabul edilmektedir. Chris Mi, M. Abul Masrur, David Wenzhong Gao, “Hybrid Electric Vehicles - Principles And Applications With Practical Perspectives”, ISBN 978-0-47074773-5, 2011. 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 978-0-47074773-5, 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 978-0-47074773-5, 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 front-wheeldrive 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. HİBRİT 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 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. 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-motor673#ixzz2ezsrNvI3 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. 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. İYM, transmisyon aracılığı ile tekerlere doğrudan güç iletir. Bunun yanında bataryalarda depo edilen elektrik enerjisi ise elektrik motoru yolu ile tekerlere iletilir. 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 motordan gelen gücün tahrik tekerlerine düzgün olarak iletilebilmesi için karmaşık mekanik elemanlara ihtiyaç duyulur. • Sessiz çalışma modu sağlamamaktadır Elektrikli Araçlar, Enerji Sistemleri ve Çevre Araştırma Enstitüsü, GEBZE - 2003 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 fourwheel 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 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 ARAÇLAR Figure 2: 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. HİBRİD ARAÇLARA - ÖRNEKLER SERİ HİBRİD ARAÇLARA ÖRNEK KONFİGÜRASYON UYGULAMASI Seri (elektrik bağlantılı) Paralel AÇIKLAMA Tofaş Dublo Elit-1 (mekanik bağlantılı) Fusion parallel HEV, GM EV1, Parallel Hibrid-electric Honda Insight and Civic Seri–paralel (mekanik ve Ford Escape series–parallel Hibrid elektrik bağlantılı) Civic ve Pruis: Permanent magnet Kompleks (mekanik elektrik bağlantılı) ve Toyota Prius hibrid, Honda Civic brushless (PMBL) DC motor [Sürekli Mıknatıslı fırçasız DC Motor] (a) Series (electrically coupling), (b) parallel (mechanical coupling), (c) series– parallel (mechanical and electrical coupling, (d) complex (mechanical and electrical coupling). HİBRİD ARAÇLARDA TRANSMİSYON TRANSMİSYON İki modlu ya da değişken transmisyon Tek modlu UYGULAMASI Sonata Hibrid, 2011 Camry Hibrid – CVT, 2010 Altima Hibrid – CVT, 2011 Fusion Hibrid – CVT, Honda Civic Hibrid –CVT, ML450 Blue-Hibrid- İki modlu transmisyon Toyota Prius – ECVT, bir modlu AÇIKLAMA Sonata: Tork konverterli/konvertersiz otomatik transmisyon, elektrikli yağ pompası ECVT: Elektronik sürekli değişken transmisyon (Electronic continuously variable transmission) İki modlu transmisyon iki elektrik motoruna sahiptir. Şehir içi ve şehirlerarası yollarda yakıt ekonomisi sağlar. Düzenli bir modlu hibrid düşük hızlarda taşıtın tahriki için bir elektrik motoru kullanır ve hızlanmalarda benzin motoruna yardımcı olur. 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 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 Bosch Automotive Handbook, 2002 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.
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