World Academy of Science, Engineering and Technology

International Journal of Electrical and Computer Engineering

Vol:8, No:2, 2014

Energy Management System in HEV Using PI

Controller
S. Saravanan, G. Sugumaran

solution with the accuracy and speed of simulation for large

Abstract—Nowadays the use of Hybrid Electric Vehicles (HEV) signal analysis. Thereafter, a simulation platform is developed
is increasing dramatically. The HEV is mainly dependent on in MATLAB/Simulink for system-level studies of hybrid
electricity and there is always a need for storage of charge. Fuel Cell electric vehicles. As a case study, a hybrid electric vehicle is
(FC), Batteries and Ultra Capacitor are being used for the proposed simulated in different modes of operation. The simulation
HEV as an electric power source or as an energy storage unit. The
aim of developing an energy management technique is to utilize the results of a power sharing control among a fuel cell unit, and
sources according to the requirement of the vehicle with help of an energy storage system show the practical utility of such a
controller. This increases the efficiency of hybrid electric vehicle to controller tool in system studies associated with design,
reduce the fuel consumption and unwanted emission. The Maximum evaluation, power management, etc. HEV has capacity to store
Power Point Tracking (MPPT) in FC is done using (Perturb & the high efficient energy. This energy is typically stored in
Open Science Index, Electrical and Computer Engineering Vol:8, No:2, 2014 waset.org/Publication/9997896

Observe) algorithm. In this paper, the control of automobiles at batteries, Ultra Capacitors (UCs). Fig. 1 shows the overview
variable speed is achieved effectively.
of three sources for the energy management system in hybrid
Keywords—Batteries, Energy Management System (EMS), Fuel electric vehicle.
Cell (FC), Hybrid Electric Vehicles (HEVs), Maximum Power Point
Tracking (MPPT).

I. INTRODUCTION

R APID increase in population, energy consumption,

increasing oil and natural gas prices, and the depletion of
fossil fuels are justifiable reasons for using a hybrid electric
vehicle (HEVs) instead of fossil-fuel vehicles [1]. The interest
in developing the HEVs with clean and renewable energy
sources as a replacement of fossil-fuel vehicles have therefore
steadily increased. The HEVs have been proposed as a
potential and attractive solution for transport applications to
provide environment friendly operation with the use of clean
and renewable energy sources [2]. The FC is operated at
rapidly changing environmental conditions. Since the FC Fig. 1 Proposed System of a hybrid electric vehicle
performs a nonlinear voltage-current curve, its maximum
power point (MPP) must be tracked. A major challenge in II. MODEL OF HYBRID ELECTRIC VEHICLE
using FC system is to tackle its nonlinear characteristics. In There are three sources of proposed HEV they are FC,
order to utilize the FC power the term MPPT (Maximum Battery and Ultra Capacitor.
Power Point Tracker) technique is employed. As these
quantities vary with time, it is essential to develop a maximum A. Fuel Cell
power point tracking (MPPT) algorithm to extract maximum Fuel Cells produce direct current electricity using an
power from the FC module in real time. Over the past decades, electromechanical process similar to battery. As a result,
many MPPT algorithms have been proposed such as, hill combustion and the associated environmental side effects are
climbing method, perturb and observe (P&O) method, avoided. The fuel cell has received a great deal of attention
incremental conduction method etc. In this paper, P&O recently, because of its property of zero emission of
technique is used as it is easy to implement and its cost is less. greenhouse gases and high power density, also have certain
This paper is focused on simulation of hybrid electric unique features such as high efficiency, diversity of fuels and
vehicle power and propulsion systems. The different electrical reusability of the exhaust heat. Proton Exchange Membrane
elements include such as DC/DC converters, Fuel Cell, battery fuel cell is used in the proposed work and in order to have an
and Ultra Capacitor. Power electronic converters are modeled output voltage around 120 V at no load condition, one fuel cell
through nonlinear averaging techniques to give an effective stacks, with the voltage rating of 24 V each with the voltage
profile of 42 V at ‘0’ A and 35 V at ‘1’ A, are connected to the
DC bus.
S.Saravanan and Dr.G.Sugumaran are with Dept. of Electrical and When the fuel cell is delivering power, the flow rate
Electronic Engineering, SKCET (Anna University), Coimbatore, India 641008
(email: [email protected] and [email protected]). controller of the fuel cell is adjusted to control the hydrogen

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 World Academy of Science, Engineering and Technology
International Journal of Electrical and Computer Engineering
Vol:8, No:2, 2014

supply to fuel cell based on the command from the energy

management controller to generate the necessary power to
meet the load demand. FC could be a capable alternative for
the power generation in environment pollution free vehicle
applications. The FC output electric power is expressed by the
following equation [3]:

Cons fc = B fc .PN − fc + A fc .Pfc (1)

where PFC is the output power of FC, PN_FC is the nominal

output power, AFC and BFC are the coefficients of the
consumption.
B. Battery and UC Modeling
The batteries and UCs represent an SOC dependent voltage.
The power constraints, available energy, volume and cost are
directly scaled to the mass [4]. The internal resistance
calculation is dependent on the energy and voltage.
Open Science Index, Electrical and Computer Engineering Vol:8, No:2, 2014 waset.org/Publication/9997896

R factor = ( Rint .E max ) / V 2 max (2)

The Rint for a known amount of battery or UC is determined

by

Rint = ( R factor .V 2 max ) / E max (3)

The Rint is responsible for voltage fluctuations away from

the open-circuit voltage during charging and discharging. The
voltage fluctuations allow UCs to handle large amount of
energy in passively connected system, which can result in
extended battery life.
A battery unit may be short circuited without damaging
itself; it would take a certain amount of time to fully discharge
all of the stored energy, which depends on the energy capacity
of the battery.
C. Control Strategies for EMS Fig. 2 Control Strategy of a hybrid electric vehicle
The control strategy is designed to benefit the fast charge D.Bidirectional DC to DC Converter
and discharge capability of UCs in order to reduce the battery The circuit of a full bridge bidirectional converter is shown
stress due to instantaneous power demands using PI controller. in Fig. 3. High frequency transformer should be necessary in
Fig. 2 shows flowchart of the principle of power this application where the voltage ratio between LV and HV is
distribution between the FC, battery and UCs. The HEV high. There is also an additional degree of freedom [6]. The
follows this condition during variable speed operation in direction of power flow the converter operates in three modes:
propulsion of the vehicle. The battery is subjected to a rising boost mode, capacitor power mode and capacitor recharge
power request by load. A low pass filter is applied to the load mode. When the DC bus charges the battery or UCs, the
current diverting sudden power variably to the UCs [5]. power flow direction is reversed which means the energy is
The fuel cell gives first priority for propelling the vehicle, transferred from HV side to the LV side under capacitor
because the motor is need of high torque to propel the vehicle. recharge mode.
The second priority is given to the battery by using a
bidirectional converter. The third priority is given to UC
which is used when the load is accelerate high speed the high
discharge current carried by ultra capacitor.
The battery and UC are charged by using plug from home
power source. The battery and UC are discharged means it is
automatically energized the charge from the fuel cell during
running condition of the vehicle.

International Scholarly and Scientific Research & Innovation 8(2) 2014 383 ISNI:0000000091950263
 World Academy of Science, Engineering and Technology
International Journal of Electrical and Computer Engineering
Vol:8, No:2, 2014

reduces the oscillation around the MPP. The maximum power

obtained in the Fuel Cell is boosted by boost converter. The
HEV having the environmental change condition, so P&O is
flexible to operate.

III. SIMULATION MODEL

A. Fuel Cell
The fuel cell is used for hybrid electric vehicle is Proton
Exchange Membrane Fuel Cell (PEMFC). The fuel cell is
Fig. 3 A full bridge bidirectional converter
generating 24V by using electrochemical process. The output
E. DC Motor Modeling of the fuel cell is given to the boost converter Fig. 5. The boost
The modeling of the permanent magnet DC motor has been converter is used to step up the voltage to DC bus voltage.
carried out with torque and rotor angle consideration. The This was modeled using the Sim Power System blocks in the
steady state motor torque T is related to armature current I and MATLAB library.
a torque constant K.

Tm = K .I a (4)
Open Science Index, Electrical and Computer Engineering Vol:8, No:2, 2014 waset.org/Publication/9997896

The back emf is related to angular velocity by

Eb = K .ω m = K dθ dt (5)

F. Perturb and Observe

The P&O algorithm is also called “hill-climbing”, but both
names refer to the same algorithm depending on how it is
implemented [7]. Hill climbing involves a perturbation on the
duty cycle of the power converter and P&O a perturbation in
the operating voltage of the DC link the Fuel Cell.
Fig. 5 PEMFC with boost converter

The MPPT unit for this method utilizes the power and the
voltage values instead of the current and voltage values as in
P&O method. The repeating sequence being utilized in the
model has an operating frequency of 10 KHz. This is also the
frequency of the gating signal.
B. Model of EMS in HEV
The proposed HEV system is having an energy
management system. The control strategy is given for FC,
battery and UCs [8]. The output power of the buck convertor
makes the comparables with referent power. If the speed
varies below or above the condition is given in the flowchart
then the PI controller will generate the gate pulse to
bidirectional converter.
The FC, battery and UCs are connected in a DC bus [9]. So
the HEV will operate in every environmental condition. The
speed and current of the 5HP DC motor is sensed and
according to that the pulse is generated for the buck converter.
The FC has used the P&O MPPT technique. The output of
FC is around 24V it is boosted to 120 V using boost converter.
The MPPT technique is used to generate pulses for the boost
Fig. 4 Flowchart for P&O MPPT Technique converter for fuel cell.
The output of the bus 120V is capable for the DC bus
Fig. 4 shows operating point is near to the MPP, the voltage. The components of the Simulink model are tabulated
perturbation size is reduced and if the points far, then it is below:
increased. This technique improves the convergence speed and

International Scholarly and Scientific Research & Innovation 8(2) 2014 384 ISNI:0000000091950263
 World Academy of Science, Engineering and Technology
International Journal of Electrical and Computer Engineering
Vol:8, No:2, 2014

TABLE I provide the controlled voltage for variable speed condition.

COMPONENTS OF HEV
Fig. 9 infers the details about change of power requirement for
Components Rating
different operating modes. The power is sensed from the buck
Fuel Cell PEMFC, 24V
converter is used to select whether battery or UCs sources
Battery Li-ion , 24V
based on the motor load conditions for HEV.
Ultra Capacitor 12F
DC motor 5HP, 240V
Li-ion = Lithium ion, V = Volt, F = Farad, HP = Horse Power, PEMFC =
Proton Exchange Membrane Fuel Cell

C. Model for Bidirectional Boost Converter

The DC/DC bidirectional converter topologies and their
controller are designed and investigated by using
MATLAB/Simulink. Fig. 6 shows the bidirectional boost
converter.
Open Science Index, Electrical and Computer Engineering Vol:8, No:2, 2014 waset.org/Publication/9997896

Fig. 8 Motor speed waveform

B. Battery and Ultra Capacitors
Battery discharges the stored energy by linearly and it is
used in normal speed operation for HEV. When the vehicle
goes beyond the speed limit the battery cannot withstand for
discharging energy. During the high speed operation of the
vehicle the ultra capacitor is under the process. The ultra
Fig. 6 Model of Bidirectional boost converter
capacitor is having sudden charging and discharge in nature
The bidirectional boost converter is used for both battery within 30s. So under the condition of the environmental
and ultra capacitor [10]. The control strategy is used to purpose the sources will charge the battery and ultra capacitor
generate the gate pulse according to the condition. from the DC bus of the hybrid electric vehicle.

IV. SIMULATION RESULTS

A. DC Bus Power and Speed of Motor
In this paper from the signal builder three reference speeds
are given to the PI controller it is shown in Fig. 7, based on the
error speed the required voltage is developed by the converter.

Fig. 9 Power waveform of DC bus

C. Priority of the Sources
The hybrid electric vehicle uses multiple sources for
propulsion of the vehicle using a motor. The electric power is
Fig. 7 Signal builder speed stored using two storage elements such as battery and ultra
capacitor. The renewable source Fuel Cell (FC) is generating
The motor speed same as that of the signal builder speed it electric power according to the environmental conditions. The
is shown in Fig. 8 Variable speed control is experimented and electric power and it is used to store energy in batteries. Each
the waveforms are detailed. The buck converter is used to

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 World Academy of Science, Engineering and Technology
International Journal of Electrical and Computer Engineering
Vol:8, No:2, 2014

source is acting at different conditions to make the motor of REFERENCES

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current characteristic of the DC motor. The speed of the motor
is compared with the reference speed signal in speed controller
and it generates a reference current signal. The current from
the motor is compared with the reference current signal in
current controller. The gate pulse is generated for the buck
converter of the HEV.
The output power of the buck converter compares with the
reference power than by using the PI controller the gate pulse
generates for a bidirectional converter of battery and ultra
capacitors. According to the gate pulse, the battery and ultra
capacitor will get charging or discharging for the speed
condition of the vehicle.

V. CONCLUSION
In this paper, the power flow of several energy sources of
the HEV has been presented. A hybrid arrangement, which is
a parallel combination of FC, battery and UCs, is observed
and their performances are studied using MATLAB/Simulink.
The P&O technique is straightforward, accurate, and easy to
implement for FC. Furthermore, the battery life can be
improved due to decrease in the output current. A hybrid
energy storage arrangement enhances the overall energy
management system and a bidirectional DC/DC converter was
simulated.
Future work in this area can be aimed at addressing
different combinations of system to reduce the size, cost and
also the switching of the converters using various other
techniques.

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