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Improving The Energy Management of A Solar Electric Vehicle
Improving The Energy Management of A Solar Electric Vehicle
1
Abstract—A solar electric vehicle (SEV) is an electric to charge batteries. Batteries also stored energy supplied by
vehicle (EV) with onboard photovoltaic cells charging a set of the electric motor running on regenerative mode, during
batteries for extended driving range. This study aimed to braking and downhill motion of the vehicle [3, 5, 9].
improve the energy management system of a SEV, called
The control system shares electrical energy between the
YILDIZ, using a fuzzy logic control system (FLC). A MATLAB
based simulation model of three basic components of a solar battery and the drive system, and commands the inverter.
car: solar cell modules, batteries and motor drive system was The speed of the traction motor is regulated by the Field
performed. An original FLC was developed. For proving its Oriented Control (FOC) method [6].
applicability, the performances of the SEV were tested by
simulation, in accordance with the standard test drive cycle
ECE-15. The characteristics obtained with the original
Proportional Integral Fuzzy Logic Control (PI-FLC) were
compared with those obtained with a classical Proportional
Integral (PI) controller. Using the designed model, we calcu-
lated the range of YILDIZ with and without PV feeding which
gave us an opportunity to study and compare both SEV and
EV models on real race-track situation. Then the optimum
speed, at any time, which enabled the vehicle to reach a chosen Figure 1. The block diagram of solar electric vehicle
destination as quickly as possible, while fully using the
available energy, was calculated. Proposed solutions tested on Solar cars can be designed for car races, considering the
YILDIZ. Results of simulations were compared with YILDIZ special driving rules of that race [1]. The pilot, striving to
run on the Formula-G race track in Izmit, Turkey. reach destination as soon as possible, needs to consider the
remaining energy stored in batteries, the level of solar cells
Index Terms—batteries, energy management, induction charging and the remaining distance to destination. Further-
motor, motion control, photovoltaic cells, solar energy. more, the track conditions such as up- and down-hill, and
turns that effect energy consumption rate of a SEV need
I. INTRODUCTION
consideration [3, 5, 6]. For example, since the acceleration
A solar electric vehicle (SEV) is an electric vehicle (EV) causes a higher rate of energy consumption, the pilot needs
with onboard photovoltaic cells charging a set of batteries to keep speed constant as long as possible without sacri-
for extended driving range [1]. ficing the spirit of the race [10-11]. Solar vehicles can also
In this study, we developed a special fuzzy logic control be designed for transportation on short distances, as between
system aimed to improve the energy management of a solar departments of an organization or golf areas.
electric vehicle for extending its travelling range. In prin- This paper proposes an original Proportional-Integral
ciple, it is possible to use directly energy produced by solar Fuzzy-Logic controller that increases the range of the solar
modules to drive a solar car, but using batteries as a stored car by improving the energy management, assuming that the
energy supply is a better and more efficient choice [2-3]. meteorological conditions are relatively favorable. The
Basic components of a solar electric vehicle are [1-8]: system automatically optimizes the speed at short intervals,
solar cell modules; based on the total available energy i.e. the stored energy
rechargeable energy storage system with batteries; remaining in the batteries, the energy produced by the solar
electric drive motor and gear box; cells, taking in account the distance to destination. So it will
control system, which includes a maximum power maximize the range. The proposed solution was tested on
point tracker (MPPT); our solar car on the Formula-G race track in Izmit.
electrical distribution system; The elaborated model of solar electric vehicle also can be
wheels and tires; used to calculate the range of an electric vehicle with and
body, chassis, suspension. without PV feeding.
The block diagram of a typical SEV is shown in Fig. 1.
Solar modules and a Li-ion battery are used as energy II. MATHEMATICAL MODELING
sources, via MPPT; the output voltage is compatible for Modeling of certain parameters is required for describing
charging the battery and for supplying the electric motor behavior and evaluating parameters of an electric vehicle.
drive. Excess energy produced by solar modules is diverted Hence, the vehicle motion could be described by motion
equations and the power required moving the electric vehic-
1
le could be calculated with these equations. The retarding
This work was supported in part by TUBITAK under Grant KBÜ-BAP-
13/1-DR-004.
forces: rolling resistance, aero-dynamic drag, uphill and
acceleration forces, all being dependent on road conditions, B. Field Oriented Control and Fuzzy Logic Controller
need to be modelled. The electric motor and the battery- The control system shares electrical energy between the
bank have to be also modelled. Simulation helped to ensure battery and the drive system, and commands the inverter.
that equations were compatible with each other [3, 6]. The speed of the traction motor is regulated by the Field
Certain factors that could affect the motion of the vehicle, Oriented Control (FOC) method [6].
such as uphill-downhill slopes were considered. Additio- The energy management was optimized through a control
nally, the relationship between the electric machine, drive- system that used a Proportional Integral Fuzzy Logic Con-
train system, torque of the motor and the force transferred to troller (PI-FLC). We compared the performances of chosen
the wheels were modeled. control method with those that uses a Proportional Integral
The rolling resistance force F rr is directly proportional to (PI) controller. For this system PI-FLC was applied on FOC
the tire friction and the mass, as shown below as seen on Fig. 2.
Frr rr m g , (1)
where μ rr is rolling resistance's coefficient.
The aero-dynamic drag force F ad caused by air friction is
Fad 0,5 Ac Cd v2 , (2)
where ρ is the air density, A c is the cross-section area, v is
the speed, and C d represents the constant drag coefficient.
The hill climbing force F hc is given by:
Fhc m g sin () , (3) Figure 2. The block diagram of PI-FLC for FOC
where m is mass of the vehicle, g is the gravity constant, and
Where V d and V q are the applied voltages to the stator and
α is the slope angle.
i d and i q are the corresponding d and q axis, stator current
The traction force F la is:
and rotor currents. According to the working principle of
Fla m a , (4)
FOC, two PI controllers calculate the voltage references V d
where a represents the linear acceleration. and V q from the reference currents. The third PI controller
The total traction force F te is: calculates the angular speed from reference values. The
Fte Frr Fhc Fad Fla . (5) rotor speed ω r is compared to rotor demand speed ω r * and
The total traction torque T te can be calculated by the resulting error is processed in the PI speed controller.
r , (6) But in this survey we replaced FLC instead of PI controller,
Tte Fte
G which was speed controller, as seen on Fig. 2. The block
where r represents the wheel radius and G the gear ratio (a diagram of PI controller is seen on Fig. 3.
fixed one, in this paper).
The minimum traction power P te required to move the
vehicle with velocity v is given by
Pte Fte v . (7)
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The membership functions were the speed error (eν), the TABLE III. SPECIFICATIONS OF LITHIUM-ION BATTERIES [1]
difference of the speed error (d eν) and desired torque ( Te*). Capacity 12Ah
Nominal Voltage: 3,7 V
The membership functions are shown in Fig. 4 and Fig. 5.
Charge Max. Current 36 A
The membership of the fuzzy consisted of five triangular Condition Max. Voltage 4.2V ±0.03 V
functions that were named NL (Negative Large), NS
Continuous Current 60 A
(Negative Small), ZO (Zero), PL (Positive Large), and PS Discharge
Peak Current 240 A
Condition
(Positive Small) [22]. Cut-off Voltage 2,7 V
Exponential area
ZE T2 11 T2 12 T3 13 T4 14 T4 15 80
70
PS T2 16 T3 17 T4 18 T4 19 T5 20
60
PL T3 21 T4 22 T4 23 T5 24 T5 25 0 0.5 1 1.5 2 2.5 3
Time (hours)
E0 = 88.1869, R = 0.067833, K = 0.038291, A = 6.9156, B = 5.0885
TABLE II. DATA OF DIFFERENT BATTERY TYPES [1] 100 6.5 A
Max. Battery Energy Density
Battery Chemistry 13 A
Mass (kg) (kW/kg) 90
Voltage
32.5 A
NiMH 70 80 70
55
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e V I s Rs .
@1000W/m2 Model-70°C
12
I s I L I0 1 exp (16)
Current [A]
10
nKT
8
6
TABLE IV. CHARACTERISTICS OF YILDIZ'S SOLAR CELLS
Unit Description Value 4
Ps Power 3,51 W 2
Power [W]
geneous strings (P mp =470 W) each and connected to three 200
4
@1000W/m2 Model-25°C
2
@1000W/m2 Model-40°C required.
@1000W/m2 Model-55°C
@1000W/m2 Model-70°C
Several driving cycle models are offered in the literature;
0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 we chosen the widely used standard test drive cycle ECE-15
Voltage [V]
PV CELL POWER-VOLTAGE
[32] (Fig. 9). It has a significant advantage since it involves
4
periods of deceleration during which energy can be
@1000W/m2 Data-25°C
3
@1000W/m2 Model-25°C recovered. It has a maximum speed of 120 km/h, a duration
Power [W]
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SPEED OF ELECTRIC VEHICLE AND REFERENCE SPEED OF ELECTRIC VEHICLE AND REFERENCE
Speed [km/h]
Speed [km/h]
20 20
0 0
0 50 100 150 200 250 0 50 100 150 200 250
Time [s] Time [s]
ERROR SPEED FOR PI CONTROL ERROR SPEED FOR PI-FUZZY CONTROL
0.8 0.015
0.6
0.01
0.4
0.005
0.2
0 0
0 50 100 150 200 250 0 50 100 150 200 250
Time [s] Time [s]
(a) (c)
STATE OF CHARGE STATE OF CHARGE
80 80
75 75
70 70
0 50 100 150 200 250 0 50 100 150 200 250
Time [s] Time [s]
CHANGE OF ENERGY CONSUMPTION ON BATTERY PACKAGE CHANGE OF ENERGY CONSUMPTION ON BATTERY PACKAGE
850 850
800 800
750 750
0 50 100 150 200 250 0 50 100 150 200 250
Time [s] Time [s]
(b) (d)
Figure 10. Control Performance and Error Speed of PI on the Driving Cycle (a); State of Charge (SoC) and Change of Energy Consumption on the Driving
Cycle (b); Control Performance and Error Speed of PI-Fuzzy on the Driving Cycle (c); State of Charge (SoC) and Change of Energy Consumption on the
Driving Cycle (d).
BATTERY-ELECTRIC MOTOR-PV PANEL CURRENT BATTERY-ELECTRIC MOTOR-PV PANEL CURRENT
60
40
50
38
40
36
30
34
Current [A]
Current [A]
20
32
10
30
0
28
-10
Battery Current 26
-20 Electric Motor Current
PV Panel Current 24
-30 39.5 40 40.5 41 41.5 42 42.5 43 43.5 44 44.5
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Time [s]
Time [s]
(a) (c)
BATTERY-ELECTRIC MOTOR-PV PANEL CURRENT BATTERY-ELECTRIC MOTOR-PV PANEL CURRENT
60 22
20
50
18
40
16
30
Current [A]
14
Current [A]
20 12
10
10
8
0
6
-10 4
92 94 96 98 100 102 104 106
0 10 20 30 40 50 60 70 80 90 100
Time [s]
Time [s]
(b) (d)
Figure 11. DC Currents of PV modules, battery outputs and motor inputs by speed of 52 km/h (a); DC currents of PV and battery outputs and motor inputs
while first acceleration (b); DC currents of battery outputs and motor inputs at tracking point of demanded speed (c); DC currents of battery outputs and
motor inputs at top of hill (d).
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50
40
Battery Current [A]
30
0
0 200 400 600 800 1000 1200
20 Time [s]
CHANGE OF ENERGY CONSUMPTION ON BATTERY PACKAGE
1000
0
500
-10
-20 0
0 200 400 600 800 1000 1200 0 200 400 600 800 1000 1200
Time [s] Time [s]
(a) (b)
SPEED OF ELECTRIC VEHICLE AND REFERENCE STATE OF CHARGE
100
Reference Speed
50
20
0 0
0 200 400 600 8001000 1200 1400 1600 1800 2000 0 200 400 600 800 1000 1200 1400 1600 1800 2000
Time [s] Time [s]
ERROR SPEED FOR PI-FUZZY CONTROL CHANGE OF ENERGY CONSUMPTION ON BATTERY PACKAGE
0.02 1000
0.015
0.01 500
0.005
0 0
0 200 400 600 800 1000 1200 1400 1600 1800 2000 0 200 400 600 800 1000 1200 1400 1600 1800 2000
Time [s] Time [s]
(c) (d)
RANGE OF EV (w/o PV Panel) RANGE OF EV (w/o PV Panel)
16
25
14
12 20
10
Range [km]
Range [km]
15
8
6 10
4
5
2
0 0
0 200 400 600 800 1000 1200 0 200 400 600 800 1000 1200 1400 1600 1800
Time [s] Time [s]
(e) (f)
Figure 12. Battery current of EV with the speed of 52 km/h (a); State of Charge (SOC) and Change of Energy Consumption with maximum speed -
minimum range of EV (b); Control Performance and Error Speed of 52 km/h of SEV (c); State of Charge (SoC) and Change of Energy Consumption with
maximum speed - minimum range of SEV (d); The range of EV with the speed of 52 km/h (e); The range of SEV with the speed of 52 km/h (f).
Both, PI and PI-FL control systems were used in the same seen on Fig. 11(b). Having reached the maximum speed at
driving cycle, as seen on Fig. 10, respectively, to record per- the 40th second, the control system stopped accelerating and
formance of YILDIZ with these simulation models. the load current decreased from 58 A to 38 A as shown on
Considering the SOC, which reflects consumption rate, Fig. 11(c). At the 93th s, it arrived top of the hill and the load
performance of both systems were good. But for the PI-FL current decreased to 19 A. During downhill stage, regenera-
control system, error speed values, i.e. instantaneous change tive braking charged battery-bank while PV modules partly
in speed, were very small. Small error speed indicates good supplied the motor. As seen on Fig. 11(d), the battery-bank
performance of the PI-Fuzzy controller to track the supplied only 6 A to complement PV production. All
reference speed. Hence PI-FLC was selected for this survey changes occurred in less than 0,1 seconds.
due to its high performance on tracking any speed change Detailed performance of PI-FLC is seen on Fig. 11(c) and
almost instantaneously. We applied PI-FLC simulation to Fig. 11(d) which are enlargements of Fig. 11(a). From the
Formula – G racetrack with maximum speed as 52 km/h and expanded views on Fig. 11(c) and Fig. 11(d) it can be seen
tried to observe, whether the controller could catch desired that that PI-FLC accurately controlled the speed changes
speed uphill and downhill. while driving uphill and downhill. So PI-FLC system was
The electric motor consumed more energy and drew 58 A performing well on ECE-15 driving cycle and Formula-G
current while first accelerating to reach speed to 52 km/h, as racetrack simulations as well.
58
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50
50
45
40
40
30
35
Speed [km/h]
Current [A]
30 20
25 10
20
0
15
-10
10
(a) (c)
ELECTRIC MOTOR CURRENT BATTERY, ELECTRIC MOTOR and PV PANEL CURRENTS of SEV
70 70
60 60
50 50
40 40
Current [A]
Current [A]
30 30
20 20
10 10
0 0
Electric Motor Current
-10 Model Electric Motor Current -10 Battery Current
SEV Electric Motor Current PV Panel Current
-20 -20
0 200 400 600 800 1000 1200 1400 1600 1800 2000 0 200 400 600 800 1000 1200 1400 1600 1800
Time [s] Time [s]
(b) (d)
Figure 13. Acceleration and speed control comparison of MATLAB model and real-race tracks of SEV (a); Electric motor current comparison of MATLAB
model and real-race tracks of SEV (b); Battery current comparison of MATLAB model and real-race tracks of SEV (c); PV-Battery-Motor currents of real-
racetrack of SEV (d).
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30
30
20
25
Range [km]
Current [A]
10
20
0 15
-10 10
-20 5
-30 0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Time [s] Time [s]
(a) ( c)
STATE OF CHARGE RANGE OF EV (w/o PV Panel)
100
State of Charge [SOC %]
39
50 38.98
38.96
0
Range [km]
0 500 1000 1500 2000
2500 3000 3500 4000 4500 5000
Time [s] 38.94
CHANGE OF ENERGY CONSUMPTION ON BATTERY PACKAGE
1000
Change of Energy [Wh]
38.92
500 38.9
38.88
0
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 4720 4725 4730 4735 4740
Time [s] Time [s]
(b) (d)
Figure 14. DC Currents of PV modules, battery outputs and motor inputs during race cycle with constant speed (steady speed for desired range) (a); State of
Charge (SoC) and Change of Energy of SEV Consumption with constant speed (b) ; Stopping time and range value of the scenario steady speed for desired
range (c); Stopping time and range value (d).
SPEED OF SOLAR ELECTRIC VEHICLE AND REFERENCE BATTERY-ELECTRIC MOTOR-PV PANEL CURRENT
60 100
Solar Electric Vehicle Speed Battery Current
Reference Speed Electric Motor Current
Speed [km/h]
40 80
PV Panel Current
20 60
0 40
Current [A]
1 0
0.5 -20
0 -40
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Time [s] Time [s]
(a) (c)
STATE OF CHARGE RANGE OF SEV (w/o PV Panel)
100 40
State of Charge [SOC %]
35
50 30
25
0
Range [km]
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 20
Time [s]
CHANGE OF ENERGY CONSUMPTION ON BATTERY PACKAGE 15
1500
Change of Energy [Wh]
10
1000
5
500
0
0 -5
0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000 0 500 1000 1500 2000 2500 3000 3500 4000 4500 5000
Time [s] Time [s]
(b) (d)
Figure 15. Acceleration and speed control of SEV with PI-FLC (a): State of Charge (SoC) and Change of Energy of SEV Consumption with variable speed
(optimum speed – desired range) (b) ; DC Currents of PV modules, battery outputs and motor inputs during race cycle with variable speed (c); Stopping
time and range value of variable speed (d).
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61
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