## 4 Simulation and Analysis
### ADVISOR Simulation Environment  
The ADVISOR program was developed by the National Renewable Energy Laboratory (NREL) in the late 1990s [56]. The ADVISOR program is used in the analysis of conventional, hybrid, and EVs. Since it is an open-source software, many researchers have contributed to the program's library. In addition, because it works as a Matlab Simulink module, it offers the flexibility to create a control strategy. ADVISOR makes agreements with commercial automobile manufacturers and universities to ensure that the algorithms reach minimum uncertainty. There are 59 different driving configurations in the program. Each configuration parallels real-life situations and is recognized by international institutions [57]. In this paper, the proposed HESS and conventional storage system are designed in the ADVISOR program. The designed fuzzy logic controller is integrated into the HESS and analyzed. Before the blog diagram is created, the researcher is first presented with the vehicle data entry screen in the ADVISOR program. On this screen, the researcher enters the relevant data and is transferred to the next stage, the blog diagram design. Based on the data entered on the vehicle data entry screen, a blog diagram is automatically created for the EV, while a new blog diagram is created for the HESS. In the automatically generated diagram, data can be obtained from all the important units of the EV, such as the brakes, wheels, engine, and battery. In the HESS, the battery and SC are connected in parallel, and a fuzzy logic controller is added as the control system. Figure 12 shows the blog diagram of the EV, and Figure 13 shows the blog diagram of the EV with the hybrid storage system. Figure 12: EV’s blog diagram. Figure 13: Blog diagram of an EV with HESS. Among the driving cycles in the ADVISOR program, the two cycles most frequently used by automobile manufacturers are the New European Driving Cycle (NEDC) and the Worldwide Harmonised Light Vehicle (WLTC) [58]. The NEDC cycle was preferred until 2018, but the WLTC cycle was switched to WLTC driving because fuel consumption in conventional vehicles was lower in this cycle than in real life [59]. The WLTC driving cycle was deemed unsuitable for this study because of the excessive regenerative braking. The NEDC driving cycle includes both urban and non-urban data. The amount of regenerative braking is more in line with real driving. Figure 14 shows the speed-time graph of the NEDC cycle. The NEDC driving cycle is carried out at an ambient temperature ranging from 20 \({}^{\circ}\)C to 30 \({}^{\circ}\)C and a driving cycle distance of 10.93 km. The maximum speed during the cycle is 120 km/h, and the average speed is 33.21 km/h. In addition, the total duration of this drive is 1184 s, and the maximum acceleration is 1.06 m/s\({}^{2}\). The majority of driving occurs within the city (Figure 14). Because this driving cycle includes both urban and non-urban driving, it is a suitable driving technique for EVs in terms of application. Figure 15 shows the speed ratios of the driving cycle in percentages. In the simulation environment, the vehicle's road conditions in Europe (NEDC) were simulated, and the current values drawn from the battery and HESS were analyzed. The neg  
Figure 14: NEDC driving cycle. Figure 15: Vehicle speed percentiles used in the NEDC driving cycle. ative values represent the charging current from regenerative braking, and the positive values represent the current drawn from the battery during the driving cycle. The current values are calculated as the C value per battery and are given in Figure 16. When the current values drawn from the battery and the current values from regenerative braking are analyzed, the battery in the HESS is exposed to 29.1% lower current values than the battery storage system. This will contribute to the battery's health and help the battery to be used longer. The ADVISOR program does not support a SC storage system.