Nazenin Güre

Since 2017, initiation of electric metrobuses is projected, especially in USA. Resulted aid in air pollution is also striking drive to switch fuel-sourced metrobusses into electric ones. Therefore, according to Istanbul's promising potential with long Bus Rapid Transit Systems (BRT) and existing problem with high levels of air pollutants, integration of Electric Bus Rapid Transit System (e-BRT) offers a core solution. This study is the preliminary feasibility analysis of e-BRT for the longest round-route of Sogutlucesme-Beylikduzu (SB-BS), Istanbul, Turkey. For e-BRT adaptation, two actively on service metrobus models of Mercedes Benz™ are selected as 18-m-long Conecto G with 150 passenger and 21-m-long CapaCity L with 191-passenger. Real-time 3-axis acceleration, 3-axis magnetometer, latitude, longitude and barometric height measurements on the selected round-route of SB-BS under dynamic passenger load are collected and analyzed. 3D-accelerometer measurements are filtered with 8th order low-pass and high-pass Butterworth filters with respective cut-off frequencies of 4.5 Hz and 100 Hz prior to each integration, FFT, Periodogram, PSD, Welch-PSD and RMS analysis on MATLAB. The major purpose of acceleration measurements is to form a reference energy state of current fuel-sourced BRT so that future e-BRT system can be compared and feasibility of e-BRT can be conducted. Meanwhile, magnetometer measurements are performed to form a comparison with future e-BRT system. This will allow to detect higher existing magnetic field in e-metrobus so that necessary precautions can be taken for passenger safety. Finally, latitude, longitude and barometric height measurements are collected in order to map 3D route, inclines and maneuvering locations and to provide additional information on results of acceleration analyses. Moreover, to detect the most challenging route that e-BRT need to cover, maximum energy consuming route is extracted upon collected and analyzed current BRT measurements. All comparisons are performed upon requested original fuel-sourced BRT on active service durations and on the exact date of the measurements. Results indicate that the energy dissipation is maximum on CapaCity L at rear seat without suspension on Beylikduzu-Sogutlucesme (BS) route direction. Statistically, required energy need to cover SB route is greater than BS due to steep inclines. It is found that 37.5% of displacement power is stored in suspension systems. Reported peak magnetic field of electric vehicles is greater than BRT of Istanbul by only 98 µT.

ÖZETTİCARİ PİEZOELEKTRİK GÜÇ DÖNÜŞTÜRÜCÜLERİ KULLANILARAK TREN GİRDİSİNDEN TİTREŞİM ENERJİ HASADININ İNCELEMESİBu tez çalışması kapsamında klasik titreşim spectral analizi, piezoelektik ve enerji hasadı metodolojileri literatürde yer aldığı üzere incelenmiş olup, tüm bu alanlarda yeni perspektifler sunulmuş olmanın yanı sıra Midé'nin PPA-1011 ve 2011 ticari piezoelektrik güç dönüştürücü, güç çıktısının yüksek doğrulukta hesaplanmasına yönelik özgün teorik hesap yöntemleri aktarılmış olup, tüm bunlara ek olarak özgün 2 ve 3 serbestlik dereceli, ilgili 2 ve 3 dominant frekanslara ayarlanabilen hasat sistemleri önerilmiştir.Tez kapsamındaki incelemeler, hali hazırda yayılmakta olan hasat edilecek titreşim kaynağının tren titreşimi olarak belirlenmesi ile başlamıştır. Test sürüşleri esnasında alınan 16 farklı noktadaki titreşim verilerinden genliği en yüksek olan 4 adet yatay ve dikey titreşim verisi seçilmiş ve spectral analizleri tamamlanılarak, ivme ve pozisyon titreşim girdileri...

As a start, the increase in production and population also brings unavoidable emissions. Since the complete combustion is the ideal case to be achieved with internal combustion engines, emission of CO2 is a must. Therefore each contribution to reduce the pollutant emission source carries great importance. At this point, decreasing the pollution at the source is more desirable instead of air pollution treatment since the emitted pollutants are never vanished by treatment, but separated from the air medium. Expressive emissions belong to transport by 23% of world (IPCC 2007) and 28% of U.S total energyrelated of greenhouse gas (GHG) emissions (U.S.EPA 2011) with about 3/4 coming from road vehicles. Furthermore, vehicle operation produces CO2, CO, NOx, VOC, non-methane organic gases (NMOG), PM, formaldehyde (HCHO), SOx, small amounts of CH4, N2O and fluorinated gases from mobile air conditioning (MAC). Also in heated car cabins, fuel and the refrigerant evaporate and form additional ev...

Aimed Contribution: Via simple and applicable car window filming alternative, it is aimed to reduce vehicle-sourced emissions and fuel consumption; thus, contribute to the economy eventually.  Focused Problem: The exposure of solar radiation especially in summer, rise the car cabin soak temperature so high that the usage of mobile air conditioning (MAC) turns into a must. To cool the cabin down to comfort temperature, MAC uses excess amount of fuel that increases the vehicle emissions. Both of these also bring another economic problem as well. These problems are not just region based but also global based issues as being responsible for the formation of Green House Gases (GHGs), and for the consumption of limited and usually imported energy sources.  Proposed Solution: The application of car window films blocks the considerable amount of radiation. Thus, reduce the parked cabin temperature. Once the rise in soak temperature is reduced, MAC will then consume less energy. This energy saving -valid for electric cars, as well- for diesel, gasoline and hybrid cars also means fuel saving and further means prevented emissions, in other words, economic contribution even after the filming costs are subtracted.  Research Perspective: Passenger car cabin condition is investigated for 1 hour of parking at noon in summer at direct sun exposed. This research also aimed to examine three different types of filming together with tinted and clear (not filmed) car window glasses for clear and 20% shaded windshield, separately. To form the big picture, after calculating every individual possibility only during summer, each application’s total effect on greater territory of Geographic Europe (GE) containing every European country and only European Union (EU) is also researched. This research may bring the reconsideration of visible light transmission laws and tinting limitations regarding the results and invisible film applications.  Solution Benefits: Once the pollutant is emitted, none of the treatment procedure vanishes the pollutant but separates from the medium. Hence, reduction at the source occupies the highest hierarchy in pollution management. More tragically, the vehicle-sourced emissions cannot be treated even with exhaust filters, which increase the fuel consumption and faith to be emitted to the atmosphere. Each solution that helps to reduce the vehicle emissions while saving fuel and increasing economy plays one of the major and significant roles. Window-filming application is preferable for being easily applicable, cheaper when compared to treatment, and a quick solution. Other potential benefits are for both reducing the cabin soak temperature and blocking the sun rays, reducing the child deaths caused by being left unattended in heated car cabins, vehicle air pollution related health problems such as cancer, cardiovascular and respiratory diseases, skin cancer due to solar radiation while driving, driver fatigue, shrinking MAC size due to decreased peak load and for the cabin interior materials, increasing their life-span, preventing their aging and decreasing their damage.  Results: Among film types, classic-dark Film C gives the best performance especially when applied on tinted rear and side windows with 20% shaded windshield. Regarding GE and EU, the best possibility has potential to increase sum of diesel and gasoline fuel economy by 3.6 and 2.8 billion liters reduce the passenger car sourced total GHG emissions by 34 and 27 billion kg and contribute the economy with 5-year net savings of 270 and 226 billion $, respectively.  Conclusion: Three different types of film effects separately analyzed on clear and tinted windows with clear and 20% shaded windshield around GE, 50 countries, and EU, 28 member countries. It has seen that film application prevents massive amount of vehicle emissions due to saved MAC fuel consumption and eventually increase the economy both by fuel savings, emission sourced costs savings and prolonging lifetime of the cabin interiors.

Abstract: Aimed Contribution—Fuel economy via car window film implementation will also reduce vehicle-sourced emissions,
health and welfare impacts associated with those emissions; thus, contribute to the economy. Focused Problem—During summer, solar
irradiation heats up the car and Mobile Air Conditioning (MAC) usage becomes essential. Moreover, MAC usage raises the fuel
consumption and vehicle emissions. Eventually, imported energy sources for MAC and vehicle emissions lead global economic and
health impacts. Proposed Solution—For a parked car under blazing sun in summer, car window film application limits the entrapped
radiation in car cabin and reduces peak cabin temperature. Hence, MAC energy consumption will be reduced. Under consideration of
film implementation costs, it is seen that MAC energy savings for diesel, gasoline and hybrid cars still contribute to the economy.
Research Perspective—The physical and economic effects of several car window film and tinting applications are researched. Clear
and tinted rear and side windows covered with three unique film types separately and analyzed for a parked passenger car with clear and
20 % shaded windshield. The overall impact in WA, NY, NC, USA and Istanbul, Turkey is also examined. Results—Regarding USA
and Istanbul, the widespread deployment of the best possibility has potential to decrease the sum of diesel and gasoline fuel
consumption by 1.7 and 0.06 billion liters, reduce the passenger car sourced total vehicle emissions by 10.5 and 0.4 billion kg and
contribute to the economy by 5-year net savings of 21.3 and 1.4 billion $, respectively.

This thesis study covers classic vibration spectral signal analysis, piezoelectricity and energy harvesting methodologies in literature, and offers a new perspective in all those field as well as presenting an accurate novel theoretical estimation of power output methodology for Midé’s PPA-1011 and 2011 commercial piezoelectric vibration energy harvester (VEH) models, in addition to proposed alternatives of novel 2 DOF and 3 DOF configurations that can be adjusted relative 2 and 3 dominant frequencies of input excitation. Investigations begin with the selection and analysis of train vibration as an input dissipated energy source. Among 16 vibration measurements of train test runs, spectrum analysis of 4 vertical and lateral acceleration data having maximum vibration amplitudes are analyzed, and dominant frequencies of acceleration and displacement excitations are detected for each. As a distinct consideration, it is seen that input displacement dominant frequency is suitable for efficient energy harvesting and thus, it is also taken as tuning frequency of Midé piezoelectric VEHs (PPA-1011 and 2011). Last of all, existing estimation procedures in literature on piezoelectric energy generation, single DOF VEH modelling and optimum load are covered in detail and new methodologies with high precision that is inline with Midé’s experiment data are expressed in this research. Additionally, to better visualize and investigate the vibration behavior, ANSYS (PPA-1021) and SAP2000 (PPA-1011) simulations are analyzed. Finally, further models and research complementary ideas that arose from the conducted examinations are represented.

In this millennium, the methodologies to harvest existing dissipated powers not only supply input energy to our sophisticated devices, but also contribute the current technological researches and developments. Single harvester generator or harvesting single power source may remain insufficient for the energy feed into the systems like electronic devices, biosensors, human, structural and machine health monitoring, and wireless sensor nodes. To overcome this problem, hybridization of energy harvesters (EHs) takes place to increase the limited energy generation of stand-alone EHs. In this chapter, piezoelectric and electromagnetic generators are compared and classic as well as novel hybrid energy harvester (HEH) designs are reviewed by considering fixed-frequency; broadband including linear, nonlinear and tunable HEHs; multimode; and multisource powered configurations. This review covers two-, three-, four-multi source powered HEHs in micro-, meso- and large-scales. Overall comparisons of classic and novel HEHs are tabulated and discussed in detail in order to guide potential researchers. In the scope of this chapter review, it is seen that HEHs generate greater power outputs than its single harvester components. The most promising power and energy generations are 315 mW by four-source powered novel HEH in meso-scale, 215 μW by tunable broadband classic HEH in microscale and 440 kW h/day by partially three-source powered HEH in large scale. This chapter indicates that HEHs not only increase the output powers and power densities, but also enables endless configurations to maximize harnessing existing power sources.

http://dpi-proceedings.com/index.php/dtetr/article/view/14773/14288

This study investigates and compares Harmonic Control Array (HCA) and Simple Harmonic Oscillator (SHO), or namely Internal Modal Principle (IMP),methodologies for tip damping of the commercial piezoelectric transducer (Mide, Volture PPA-1011) via voltage control under two conditions: (1) Tip displacement at different amplitudes (input) without base vibration input (no disturbance) and (2) by exact opposite of the fist condition; in the presence of base vibration at resonance frequency of the transducer with zero initial condition for tip displacement. Results indicated that HCA is capable to damp both cases and for the first case, with proportional controller alone and for the latter case, via proportional-integral (PI) controller regarding voltage boundary condition at different input and disturbance amplitudes, whereas SHO is unable to control the damping of the transducer tip for the first condition. Alternatively, for the second case, SHO damps remarkably faster than HCA. As an advantage, for both HCA and SHO, optimum gain constants for each case remain unchanged as the amplitude of initial conditions and disturbance vary.