Günümüzde araçların çoğu petrol ürünü yakıtlarla çalışmaktadır. Petrol ürünü yakıtların zamanla azalması, çevreyi kirletmesi gibi dezavantajları olması nedeniyle yenilenebilir enerji kaynakları üzerinde yapılan çalışmaların sayısında bir artış olmaktadır. Yenilenebilir enerji kaynakları ile çalışan araçlarda hem egzoz emisyon değerlerinin sıfıra düşürülmesi hem de enerjinin devamlılığı istenmektedir. Bu amacı karşılayabilmek için elektrikli araçlar üzerine çalışmalar yoğunlaşmıştır.
Elektrikli araçlarda enerji depolama birimi olarak bataryalar kullanılmaktadır. Bataryalar farklı çeşitlerde olup elektrikli araçlarda genellikle Li-ion bataryalar kullanılmaktadır.
Çünkü Li-ion bataryalar diğer batarya çeşitlerine göre daha yoğun enerjiyi depo edebilmektedir. Sadece batarya ile çalışan araçlarda ise enerjinin batarya depo edilme süresinin uzun olması, batarya ömrünün kısa olması gibi dezavantajları mevcuttur. Bu dezavantajları ortadan kaldırmak ya da bu olumsuz durumların etkisini azaltma amaçlı olarak ikinci bir enerji kaynağı kullanılmaktadır. Bu ikinci kaynağı ultra-kapasitör, flywheel v.b. enerji kaynaklarıdır. Flywheel, kinetik enerjiyi depo edebilen bir sistemdir. Frenleme enerjisi gibi kısa süreli yüksek enerjileri hızlıca depolayabilme özelliğine sahiptir. Ayrıca araçlar ilk kalkınma anında oldukça yüksek akım çekmektedir ve bu yüksek akımı karşılama da Flywheel’ler önemli avantajlar sağlamaktadır. Bunun yanı sıra Flywheel’ler bakımları yapıldığı sürece uzun ömürlü enerji depolama sistemleridir.
Yapılan bu tez çalışmasında, li-ion batarya ve flywheel ile hibrit olarak çalışan elektrikli bir aracın benzetim modeli yapılmıştır. Benzetim modeli ADVISOR ortamında gerçekleştirilmiştir. ADVISOR, Matlab / Simulink ortamında çalışan ve NREL tarafından oluşturulan geçerliliği olan bir benzetim modelidir. Flywheel modeli Simulink ortamında oluşturularak ADVISOR programı içerisinde ilgili aracın yapısına eklenmiştir. Benzetim modelindeki araç dört farklı güzergâhta çalıştırılmış olup elde edilen deneysel sonuçlar incelenmiştir. Deneysel sonuçlar arasındaki farkların ortaya konulabilmesi için ilgili araç iki farklı enerji kaynağı ile çalıştırılmıştır. Bunlardan ilki sadece li-ion batarya ile çalıştırılması ve ikincisi ise li-ion ve flywheel ile hibrit enerji depolama sistemi ile çalıştırılmasıdır.
Benzetim modeli gerçekleştirilen araç CYC_5_PEAK, CYC_HL07, CYC_UDSS ve CYC_UD06 olmak üzere dört farklı güzergâhta sürülmüştür. Benzetim modeli aynı araç için önce sadece li-ion batarya ile çalıştırılarak deney sonunda bataryada kalan enerji miktarı olan SOC değeri kaydedilmiştir. Sonra aynı araç aynı güzergâhta li-ion batarya ve flywheel ile çalıştırılarak deney sonunda batarya kalan SOC değeri kaydedilmiştir. Buna göre sürüş güzergâhları için batarya SOC değeri sırasıyla CYC_5_PEAK için 0.596’dan 0.649’ya, CYC_HL07 için 0.224’ten 0.255’e, CYC_UDSS için 0.256’dan 0.331’e ve son olarak CYC_UD06 için 0.074’ten 0.142’ye yükselmiştir. Deneysel sonuçlardan görülebileceği gibi li-ion bataryanın SOC değerinin iyileştirildiği görülmektedir. Ayrıca aracın kalkınma esnasında bataryaya destek olduğundan dolayı bataryanın ömrünü de uzatmış olmaktadır.
Bunun yanı sıra aracın toplam gideceği menzil de artış sağlanmaktadır.
Elektrikli araçlar üzerine yapılan çalışmalarda birçok yeni uygulama zamanla geliştirilerek uygulanacaktır. Bu çalışmalar özellikle batarya teknolojisi üzerine yoğunlaşacak olsa da batarya sistemlerine destek olarak kullanılacak olan flywheel enerji depolama sistem teknolojisi de gelişecektir. Hem yapısında değişiklikler olabileceği gibi enerji girişi ve çıkışına eklenecek olan kontroller sayesinde sistem veriminin arttırılması ve etkin kullanımı sağlanabilir. Ayrıca kullanılacak olan yapay zekâ, bulanık mantık gibi kontrol metotları sayesinde enerji yönetim sistemleri de etkin bir şekilde kullanılabilecektir.
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