A NEW DESIGN OF SEPIC CONVERTER BASED MULTI ENERGY

CHARGING SYSTEM FOR ELECTRIC VEHICLES

A THESIS

Submitted by

K.KIRUTHIKA

(620718415003)

for the partial fulfillment of the award of the degree of

Master of Engineering

in

Power Electronics & Drives

DEPARTMENT OF POWER ELCTRONICS AND DRIVES

GNANAMANI COLLEGE OF ENGINEERING, NAMAKKAL
ANNA UNIVERSITY, CHENNAI 600 025.
SEPTEMBER 2020

i
 BONAFIDE CERTIFICATE

Certified that this project report titled “A NEW DESIGN OF SEPIC

CONVERTER BASED MULTIENERGY CHARGING SYSTEM

FOR ELECTRIC VEHICLES ”, for the phase-I of the project, is a bona fide work
of Ms. K. KIRUTHIKA (620713815001), who carried out the project work under
my supervision. Certified further that to the best of my knowledge and belief, the
work reported herein does not form part of any other project report or dissertation on
the basis of which a degree or an award was conferred on an earlier occasion on this
or any other candidate.

Dr.R.GANDHI,M.E.,(Ph.D).,
Head of the department,
Department of EEE,
Gnanamani College of Engineering,
Namakkal-637018.
Dr.R.GANDHI,M.E.,(Ph.D).,
Head of the department,
Department of EEE,
Gnanamani College of Engineering,
Namakkal-637018.

Submitted for the THESIS Viva-Voce Examination held on 22.09.2020

INTERNAL EXAMINER EXTERNAL EXAMINER

ii
 DECLARATION

I affirm that the project work “NEW DESIGN OF SEPIC

CONVERTER BASED MULTIENERGY CHARGING SYSTEM

FOR ELECTRIC VEHICLES ”, being submitted in partial fulfillment for the award
of MASTER OF ENGINEERING (POWER ELECTRONICS AND DRIVES) is the
original work carried out by me. It has not formed the part of any other project work
submitted for award of any degree or diploma, either in this or any other University.

KIRUTHIKA.K
(620718415003)

I certify that the declaration made above by the candidate is true.

Dr.R.GANDHI,M.E.,(Ph.D).,
HEAD OF THE DEPARTMENT,
Department of EEE,
Gnanamani College of Engineering, Namakkal-637018.

iii
 ABSTRACT

The main objective of Wireless Power transfer System, solar, and Dynamo is to
charge the Electric vehicle battery. The dream of Advanced Hybrid charging system
is just to be able to plop your electric vehicle have it fully charged when you pick it
up again on your way out. This technology will replace cables and standardize on one
interface, potentially being able to adjust power settings to charge different types of
batteries in electric vehicles.
Battery charging: equipment is small compared to car systems integrate into vehicle.
Alternate energy sources such as thermoelectric generator, dynamo and wireless
charging used to improve charging speed. Even a modest charger, 2 kW, can recharge
a modest plug-in hybrid in a few hours. Minimal infrastructure implications.

iv
 ACKNOWLEDGEMENT

At the outset, I express my heartfelt gratitude to PARENTS and GOD, who

has been my strength to bring this project to light.

At this pleasing moment of having successfully pursuing my project, I wish to

convey my sincere thanks and gratitude to our beloved Chairman
Dr.T.ARANGANNAL and beloved Chairperson Smt.P.MALALEENA,
GNANAMANI EDUCATIONAL INSTITUTIONS, PACHAL who have provided
all the facilities to me.

I would like to express my sincere thanks to our Chief Executive Officer

Dr.K.VIVEKANANDAN and our Chief Administrative Officer
Dr.P.PREMKUMAR, GNANAMANI EDUCATIONAL INSTITUTIONS,
PACHAL for their support to bring the best in myself.

I would like to convey my sincere thanks to our Principal

Dr.R.SOWMEYAN, M.E., Ph.D., F.I.E., M.I.S.T.E, and our Vice Principal
Dr.K.CHANDRAMOHAN, GNANAMANI COLLEGE OF ENGINEERING,
for forwarding me to do my project and offering adequate duration to complete my
project.

I solemnly express my gratitude to our Head of the Department/EEE,

Dr.R.GANDHI,M.E.,(Ph.D), for his encouragement my Project Supervisor
Dr.R.GANDHI,M.E.,(Ph.D), Head of the Department/EEE for his kind guidance
and encouragement during this project.

I would also like to express my thanks to all the staff members of my

department, friends who helped me directly and indirectly in all aspects of the project
work to get completed successfully.

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 TABLE OF CONTENTS

CHAPTER NO TITLE PAGE NO

ABSTRACT iv
LIST OF FIGURES vii
LIST OF ABBREVIATIONS viii

1. INTRODUCTION 1
1.1 Objective 2
1.2 Scope 2
2. LITERATURE SURVEY 3
3. EXISTING SYSTEM 6
3.1 PID controller 6
3.2 Simulink implementation 7
4. PROPOSED SYSTEM 10
4.1 Block diagram 10

4.2 Solar system 10

4.3 PV installation connected to the 11
grid

4.4 Wireless power transfer 13

4.5 Sepic converter 17

4.6 Operation of sepic converter 18

4.7 LCD display 19

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CHAPTER NO TITLE PAGE NO

5. MATLAB SIMULATION 23
5.1 Matlab simulation 23
5.2 Simulation of fuzzy logic 25
5.3 Simulation results 28
CONCLUSION 31
REFERENCE 32

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 LIST OF FIGURES

FIGURE NO TITLE PAGE NO

3.1 PID Controller 6

3.2 Simulink model of PID Controller 8

3.3 Step response of the system 8

4.1 Block diagram 10

4.2.1 Schematic representation of solar system 11

4.3.1 Schematic representation of a PV 12

Installation
4.6.1 SEPIC operation 18
4.6.2 SEPIC simulation 18

4.6.3 Graph of Vout and pulse 19

4.7.1 LCD Display 21

5.1 Fuzzy rules 26

5.2 Simulation diagram 11

5.3.1 Simulation waveform of dynamo 28
5.3.2 Simulation waveform of solar 28

5.3.3 Current simulation for wireless 29

5.3.4 Voltage simulation for wireless 29
5.3.5 Output waveform of current 30
5.3.6 Output waveform of voltage 30

viii
 LIST OF ABBREVIATIONS

EV Electric vehicle

PV Photo Voltaic

BES Battery Energy Storage

PID Proportional Integral Derivative

FLC Fuzzy Logic Controller

CC Constant Current

EIS Electrochemical Impedance Spectrum

LCD Liquid Crystal Display

CRT Cathode Ray Tubes

BF Busy Flag

PWM Pulse Width Modulation

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 CHAPTER 1

INTRODUCTION

The UK government announced plans to ban the sale of internal combustion

propelled vehicles by 2040 in an attempt to decarbonise the transport sector. Countries
including France have already announced plans to remove petrol and diesel vehicles from
the road with the intention of reducing fumes released and improving air quality. The air
quality issue is one of the largest environmental health risks currently facing the UK. It is
anticipated that electric vehicles (EVs) will provide the main alternative to these vehicles.
One of the potential charging infrastructures for this uptake of EVs is wireless charging.
Wireless charging will aid in mitigating issues faced by existing EV users. These issues
include the users need to plug the vehicle in, the vast array of adapters required for the
number of different chargers across GB, the number of different smartphone applications
and the diminished need for large, valuable cables to be installed in public areas.

Wireless charging may also pay a large role in the development autonomous
vehicles. These vehicles should not need a user to plug in the vehicle when an operator is
not required for the operation of the vehicle. In this scenario, automated cars will simply
park directly over a wireless charger and begin. Wireless charging may also aid in street
charging. This is an issue that worries a number of potential users without a personal
driveway. Without the access to a private driveway, for example in city’s or flats, the
plugging in of an EV can become a difficult challenge. With the growing interest in
decreasing the fossil fuel utilization and pollution, electric vehicles (EVs) have emerged
as an applicable alternative to conventional gas engine vehicles. The development and
increasing utilization of EVs requires widely distributed charging stations due to the
limited EV battery capacity. However, large scale of directly grid-connected charging
stations, especially fast and super- fast charging stations, stress power grid stability and
reliability with peak demand overload, voltage sag, and power gap issues. Some
researchers have been integrating photovoltaic (PV) generation with EV charging
infrastructure however, the PV integration is still considered as a minor portion of power
source for EV charging stations in researches. As for the higher demand of fast-speed

1
charging during daytime, the rapid development of PV generation optimizes power
consumption at peak hours with its adequate daytime generations. With respect to the
intermittency of solar energy, a battery energy storage (BES) can be employed to
regulate the DC bus or load voltage, balance power gap, and smooth PV power.
Considering the high power density and high efficiency merits of the multiport power
converters, a multiport DC/DC converter is employed in this paper for the EV charging
station instead of using three separate DC/DC converters. Among the above mentioned
research, the charging station architectures can be classified into two topologies: using
AC bus or DC bus. Compared with isolated multiport converters, nonisolated multiport
converters that are usually derived from buck or boost converters may feature a more
compact design, higher power density, and higher efficiency compared with isolated
multiport converters. Accordingly, a DC bus nonisolated structure with SiC switches is
leveraged in this paper, to improve efficiency and minimize the power losses.

1.1 PROJECT OBJECTIVES

The objectives of this project are as follows:

i) To design a fuzzy logic controller as another type of controller that can be used
on to control speed of the DC motor.
ii) To analyze the performance comparison between PID and Fuzzy Logic
Controller in order to control speed of the DC motor by simulation.
iii) To evaluate and validate performance of the design FLC defuzzification output
by using sepic converter.

1.2 PROJECT SCOPES

The scope of the project including of the following:

i) Validate performance of the PID and Fuzzy Logic Controller by simulation.

ii) The fine tuning for the each type of controller to optimize the result.

2
 CHAPTER 2

LITERATURE SURVEY

2.1 Modelling of Static Wireless Electric Vehicle Charging and its Impact on a
Typical GB Distribution Network

Year: 2019

Author: Seward, Huxtable, Beynon and Zvirblys

Abstract : This project set out to model and build a prototype wireless charger and to
investigate the impact of wide spread uptake of wireless EV charging in the UK. A
network model network was created and a number of charging scenarios defined. On
street, car park and home charging scenarios were modelled. The voltage, current and
power losses were found using a defined charging behaviour characteristic. It was found
that novel charging method that can take place using a wireless charger reduced the
impact of EVs. Initially, a 500 W wireless charger was modelled. Subsequently, a smaller
(prototype) coil was investigated in order to compare the COMSOL model to the
prototype coil. A test frame with movement in X, Y and Z planes was designed and built
in order to effectively and accurately test the wireless charging coil. The results of the
COMSOL and prototype investigation showed similarities in the field characteristics.
However, the model showed higher levels of magnetic field density.

2.2 Experimental Study on A Semi-active Battery-Supercapacitor Hybrid Energy

Storage System for Electric Vehicle Application
Year: 2018
Author: Li and Zhang

Abstract : This paper presents an experimental study on a semi-active hybrid energy

storage system consisting of a battery pack and a supercapacitor pack for electric vehicle
application. First, a real-time energy management control strategy based on a
combination of filtering and fuzzy logic controller is proposed. The main advantage of
the proposed control strategy is that the peak current of the battery can be obviously

3
reduced while ensuring the voltage of the supercapacitor fluctuates within certain desired
range. Second, a 30kW rated power experimental platform is constructed, in which only
one DC/DC converter is used to regulate the power flow between the battery and the
supercapacitor. Finally, a corrected battery fade model, which can accurately match the
studied battery, is used to analyze the battery fade behavior. The results reveal that the
battery capacity fade cost of the hybrid energy storage system can be reduced by 44.42%,
30.44% and 57.16% compared with the sole battery storage under new European drive
cycle, highway driving cycle and Indian urban driving cycle three driving cycles
respectively.

2.3 Modeling and Control of a Multiport Converter based EV Charging Station

with PV and Battery
Year: 2019
Author: Yibin Zhang, Jiangbiao H, and Dan M. Ionel

Abstract : As an environmental friendly vehicle, the increasing number of electrical

vehicles (EVs) leads to a pressing need of widely distributed charging stations, especially
due to the limited on-board battery capacity. However, fast charging sta- tions, especially
super-fast charging stations may stress power grid with potential overload at peaking
time, sudden power gap and voltage sag. This paper discusses the detailed modeling of a
multiport converter based EV charging station integrated with PV power generation, and
battery energy storage system, by using ANSYS TwinBuilder. In this paper, the control
scheme and combination of PV power generation, EV chargingstation, and battery
energy storage (BES) provides improved stabilization including power gap balancing,
peak shaving and valley filling, and voltage sag compensation. As a result, the influence
on power grid is reduced due to the matching between daily charging demand and
adequate daytime PV generation. Simulation results are presented to confirm the benefits
at different modes of this proposed multiport EV charging circuits with the PV-BES
configuration. Furthermore, SiC devices are employed to the EV charging station to
further improve the efficiency.

4
For different modes and functions, power losses and efficiency are investigated and
compared in simulation with conventional Si devices based charging circuits.

2.4 Dual input–dual output DC–DC converter for solar PV/battery/ultra-capacitor

powered electric vehicle application
Year: 2017
Author: Sundaramoorthy Kumaravel, Ravishankar Narayanankutty and Vemparala
Seshagiri Rao1

Abstract: Utilisation of more than one energy source in the electric vehicle (EV) ensures
the reliable riding of the vehicle without range anxieties. Solar PV, battery and ultra-
capacitor are viable sources to power the EV. A novel dual input–dual output dc–dc
converter is proposed for the integration of the above sources for the EV application. The
converter can be used to transfer power between the input sources and loads/utility
grid/other EVs. The proposed converter can be operated in ten different modes using the
same structure by controlling the appropriate switches. The equivalent circuits with the
analytical waveforms of significant modes of operation of the converter are discussed in
this study. The output equations of all ten modes are derived. The theoretical analysis of
the converter is verified experimentally using a 1 kW laboratory prototype and the
observed experimental results are shown in the study. A strategy for selecting a mode
according to the status of the vehicle, grid, battery etc. is developed. The loss breakdown
analysis and efficiency profile of the converter are presented. Finally, the performance
comparisons of the proposed converter with the reported converters are carried out in
terms of component counts, a number of operating modes etc.

5
 CHAPTER 3
EXISTING SYSTEM

3.1 PID CONTROLLER

Although the modern control technique have taken considerable attention during
the last several years, PID controllers are still one of the best known controllers used in
many industrial processes. Their important and impressive properties such as fast and
efficient control action, simple but functional structure, ease of application and robust
performance are among the reasons for their preferences.
During the design phase of a PID controllers, there is a crucial and challenging
task, in that, three controller parameter Kp, Ki and Kd which have a significant
controller success, should be determined properly.
Practically, this determination or say ‘tuning process’ is performed by an
experienced operator based on trial and error method through the some practical rules.
It is apparent that this method is time consuming and accordingly needs for relatively
more time.
A PID controller with fixed parameter set cannot provide a moderate performance
over wide a range of operating condition.
A proportional- integral- derivative controller (PID Controller) widely used in
industrial control system. A PID controller attempts to correct the error between a
measured process variable and a desired set point. The response of PID controller and
Fuzzy Logic controller will be compared.

Fig.3.1 PID Controller

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 The Fig.3.1 shows PID controller calculation (algorithm) involves three separate
parameters; the proportional, the integral and the derivative values. The proportional, the
integral and the derivative term is in the form of equation is given:

𝑷 = 𝑲𝒑. 𝒆(𝒕)

𝑰 = 𝑲𝒊∫𝒆(𝒕)𝒅𝒕

𝒅𝒆(𝒕)
𝑫 = 𝑲𝒅
𝒅𝒕

𝑷𝑰𝑫 = 𝑲𝒑. 𝒆(𝒕) + 𝑲𝒊∫𝒆(𝒕)𝒅𝒕 + 𝑲𝒅 𝒅𝒆(𝒕)/𝒅𝒕

3.1.1 Proportional Gain (Kp)

Larger values typically mean faster response since the larger the error, the larger
the Proportional term compensation. An excessively large proportional gain will lead
to process instability and oscillation.
3.1.2 Integral Gain (Ki)
Larger values imply steady state errors are eliminated more quickly. The trade-off
is larger overshoot any negative error integrated during transient response must be
integrated away by positive error before we reach steady state.

3.1.3 Derivative Gain (Kd)

Larger values decrease overshoot, but slows down transient response and may lead
to instability due to signal noise amplification in the differentiation of the error.

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3.2 SIMULINK IMPLEMENTATION AND RESULTS

The results of the system with using PID controllers are shown here. The responses
of the system with PID controller was being applied here.

In this section transfer of the permanent magnet DC motor is used as a system and
find out the response of the system applying the step function as an input.

3.2.1 Simulink model of PID controller

Fig.3.2 shows the PID control system designed in the MATLAB/Simulink where
controller parameters are adjusted using (Z-N) method. The step was the input for the
2nd order system. The simulation output of the PID Controller for 2nd order system is
represented. The output was displayed in the monitor by clicked the scope in the
MATLAB.

Fig.3.2 MATLAB/Simulink Model of PID Controller

3.2.2 Step responses

The simulation output of the PID Controller for System is represented in Fig.3.3.

Fig.3.3 Step Response of the System with PID Controller

8
 As can be seen from the Fig.3.3, the PID controlled response of the system has
considerably high overshoot and larger settling time values. Hence, an attempt is made
to further improve the response of the system using fuzzy logic controller.

9
 CHAPTER 4

PROPOSED SYSTEM

4.1 BLOCK DIAGRAM

WIRELESS
POWER
CHARGER
Battery motors
solar converter

Piezo
DYNAMO Electric
Transducer

PWM

V,I
Controller LCD
measurement DISPLAY

Fig.4.1 Block Diagram

4.2 SOLAR SYSTEM

Off grid (or Stand-alone) PV systems are designed in a way to be independent
of the electric grid. Since PV panels cannot store energy and is able to generate
electricity only during daylight hours, for a continuous flow of power they need to

10
generate excess of the energy that has to be stored somewhere. Generally, this
excess of energy is stored in the batteries.

If the off grid home has no other power source, the design of both the PV and
the battery have to be meaningfully oversized to account for possibly 4-5 days of
inclement weather.

To reduce the size of the battery and the panels, off-grid homes uses solar
systems that are often supplemented with wind turbines that are able to produce
electricity during cloudy periods and at night.

The other auxiliary source that is often used are which simplifies the isolated
system's sizing. Another reason batteries should be used off-grid is to operate the
PV cells near their maximum power point.

Fig.4.2.1 Schematic representation of an off-grid solar system

4.3 PV INSTALLATION CONNECTED TO THE GRID

In the case of a photovoltaic installation connected to the network, the direct
current produced by the solar cells is converted by an AC inverter which is

11
injected into the customer's internal network or the electrical distribution network
through one (or two ) counter (s).

There are two coupling variants, which have economic consequences for the
investor (whether an individual, a company or a project developer):

1. According to a system of "feed-in tariff" (with premium rates set by the

state), as presented in more than 40 countries, all of the electricity generated by the
PV system is injected into the network. The amount injected is measured by an
"injection counter" to determine the amount of electricity to remunerate. The
producer gets paid by the operator of the electricity grid at a premium rate, and
funds through this investment.

The amount consumed by the consumer is reviewed by another "supply

meter" (Figure bellow) and the customer pays its consumption according to the
usual tariff conditions.

Fig.4.3.1 Schematic Represenation of a PV installation with a feed-in tarrif system

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4.4 WIRELESS POWER TRANSFER

Wireless power transfer is becoming more and more popular in our daily life. It is
widely used in medical implantation, industrial and consumer electronics, and wireless
sensor networks and it is particularly suitable for vehicular power battery charging as it
can remove the troublesome plug-in process, provide an inherent electrical isolation and
adapt to harsh environments. The wireless power transfer technique discussed in this
paper is based on electromagnetic induction, which conforms to Faraday’s and Ampere’s
laws. Other wireless power transfer methods, like the capacitively coupled power
transfer, are not considered.

The issues of concern include principle elaboration, impedance matching,

frequency splitting, system architecture , circuit topology, coil optimization , magnetic
structure design, dynamic online charging as well as power control and efficiency
analysis. Recently, metamaterial has become a new hot spot in wireless power transfer
systems, which acts as a “superlens” to increase the mutual inductance, and hence, the
transfer efficiency.

Up to now, the design of wireless charging systems for electric vehicles has not
paid attention to battery characteristics; thus, this paper aims to put forward some design
considerations for wireless charging systems with an analysis of batteries. CC/CV
(constant-current/constant-voltage) is a traditional charging strategy which is initially
used to charge the lead-acid battery. However, the lead-acid battery is usually replaced
by the lithium-ion battery in practice, for the latter has high energy and power density. As
the lithium-ion battery characteristics are obviously different from those of the lead-acid
battery, the CC/CV strategy may be not the best charging technique for the lithium-ion
battery. So, a comparison between CC (constant current) strategy and CC/CV strategy is
made based on three criteria which include the charging time, the charging capacity and
the charging energy efficiency. The results indicate that a CC strategy is better than a
CC/CV strategy. Additionally, a CC strategy is easier to be implemented in wireless
charging systems, for most resonant topologies have the CC characteristic.

Dynamic characteristics are very important for online control, however, the analysis
method based on laplace phasor transform is a little complicated. Instead, a state space
model is built to study the systematic characteristics in this paper, and we further propose
a new design without the output filter capacitors to reduce the volume and weight of the

13
receiver. An electrochemical impedance spectrum (EIS) based analysis method is
employed to study whether the design without output filter capacitors has negative
effects on the battery characteristics, since EIS curve corresponds to the internal
polarization processes of the battery, which can describe the electrochemical mechanism
of the battery. At last, a prototype is achieved to validate our research results.

Wireless Charging Strategy

Topologies are very important for wireless charging systems, for they are the major
power transfer carrier and affect the system transfer characteristics. LC series and LC
parallel are the basic two topologies, and their combinations derive four topologies,
including LC series-LC series, LC series-LC parallel, LC parallel-LC series and LC
parallel-LC parallel. To ensure the reflected impedance of LC parallel topology is purely
resistive, an additional inductor is employed to compensate the imaginary part, which
derives the LCL-LCL topology [11]. According to the Norton’s law, we can easily
deduce that the LC parallel topology and LCL topology have the CC characteristic.
Additionally, LC series-LC series topology also has a CC characteristic when the load is
a strong voltage source, like the battery. So, we can use these topologies to charge the
battery directly, which can remove the cascade DC/DC part in the receiver, and thus
improve the efficiency. CC/CV strategy is widely used due to the requirements of many
commercial power batteries. The battery is at first charged by a constant current. Once its
terminal voltage arrives at a predesigned value, the CV stage begins. At this time, the
charging instrument works as a voltage source to clamp the terminal voltage of the
battery.

Then, the internal resistance and OCV (open circuit voltage) of the battery increase
continually until the charging current reduces to a threshold, which indicates that the
charging process is over. Obviously, we can find that the CC stage is realized easily in
wireless charging systems, but for the CV stage, it needs an additional control algorithm
as well as some other sensors at high speed. Initially, CV stage is used to charge the lead-
acid battery, which aims to avoid the electrolysis of the water at the end of the charge,
and hence, to prevent excessive gaseous emissions. As we know, both the component
material and electrochemical mechanism of the lithium-ion battery is apparently different
from that of the lead-acid battery; thus, we are going to study whether the CV stage is
necessary for the lithium-ion battery charging.

14
 First, the contributions of CV stage to the battery are studied, then the CC/CV
strategy is compared with the CC strategy, and three evaluation criterions, including the
charging time, the charging capacity and the charging energy efficiency, are adopted in
order to evaluate them. The specific parameters of the test battery.

The charging current rates and temperatures often affect the battery characteristics, for
they influence the electrochemical reaction speed; thus, we consider their effects on the
three criteria in the following experiments. The charging and discharging equipment is
MACCOR model 4300 (MACCOR, Tulsa, OK, USA), and the thermostatic equipment is
Votsch C4-180 (VötschIndustrietechnik, Stuttgart, Germany).

The experimental procedures are elaborated as follows:

(1) Capacity and resistance calibration

Six batteries in the same batch are selected, and their capacities and resistances are
calibrated to make sure that their characteristics are almost the same. They, in turn, are
numbered as No.1, No.2, No.3, No.4, No.5 and No.6, and each of them is discharged
with 1 C (current rate) until it reaches minimum allowed voltage (2.5 V).

(2) Different charging current rate tests for CV stage

Set the temperature in the Votsch C4-180 to be 30 °C, and the CC/CV strategy is used
to charge battery No.1. First, CC charging is applied at 0.5 current rate (4 A) until its
voltage reaches the cut-off value (3.65 V). Then, the CV charging begins, the battery
current decreases until it reaches below 0.01 current rate (0.08 A). The charging times
and charging capacities of CV stage and the whole process can be shown by MACCOR
model 4300. After recording the raw experimental data, the battery No.1 needs to be fully
discharged with 1 current rate (8 A), then we repeat the experimental processes above,
but only change the charging current in the CC stage to 1 current rate (8 A), 1.5 current
rate (12 A), 2 current rate (16 A) as well as 2.5 current rate (20 A), respectively.

(3) Different temperature tests for CV stage

CC/CV strategy is used to charge battery No.2, but not in the same way outlined above
in. The CC charging current is unchanged, which is set as 1 current rate (8 A). Instead,

15
the charging tests under different temperatures (−10, 10, 30 and 50 °C) are considered,
and the other test conditions are the same as those in (2).

(4) Different charging current rate tests for the charging time and charging capacity
comparison between CC and CC/CV strategy

Set the temperature in the Votsch C4-180 to be 30 °C, CC strategy is used to

charge battery No.3, and CC/CV strategy is used to charge battery No.4. In CC
strategy, CC charging is applied at 0.5 current rate (4 A) until its voltage reaches the
cut-off value (3.65 V), then the charging process is over. In CC/CV charging, battery
No.4 is first charged with a constant current rate (0.5A) until its voltage reaches 3.65
V, then the CV stage begins, and the battery current decreases until it goes below 0.01
current rate (0.08 A). After recording the experimental data, the tests should be
repeated under different charging current rates (1 current rate (8 A), 1.5 current rate
(12 A), 2 current rate (16 A) as well as 2.5 current rate (20 A)).

(5) Different temperature tests for the charging time and charging capacity comparison
between CC and CC/CV strategy.

The test contents are similar to those in (4), but the charging current rate is fixed as
1 current rate (8 A), and the test temperatures are −10, 10, 30 and 50 °C, respectively.

(6) Different charging current rate and temperature tests for the charging energy
efficiency comparison between CC and CC/CV strategy

Set the temperature in the Votsch C4-180 to be 30 °C, CC strategy is used to charge
battery No.5, and CC/CV strategy is used to charge battery No.6, and the charging
energy efficiencies of CC strategy and CC/CV strategy are recorded under different
charging current rates (0.5 current rate (4 A), 1 current rate (8 A), 1.5 current rate (12 A),
2 current rate (16 A) as well as 2.5 current rate (20 A)). Then, the charging current rate is
set to be unchanged, which is 1 current rate (8 A), and the charging energy efficiencies of
CC strategy and CC/CV strategy are recorded under different test temperatures (−10, 10,
30 and 50 °C).

Then, we further compare the characteristics of CC strategy and CC/CV strategy

based on the charging time, the charging capacity as well as the charging energy
efficiency. It is worth mentioning that the cut-off voltage should be the same in the two
charging strategies. In Figure 3, the blue curve represents the ratio between the time

16
taken by CC strategy and that taken by CC/CV strategy, and the red curve represents the
ratio between the capacity charged in CC strategy and that charged in CC/CV strategy.

It clearly shows that the total capacity charged in the CC strategy is almost identical to
that charged in the CC/CV strategy, and the ratio between them is higher than 96%
despite different charging rates. Additionally, the charging time taken by the CC strategy
is much smaller than that taken by the CC/CV strategy, especially under high charging
rate conditions.

Another two batteries in the same batch are used to test the same, but with different
temperatures. It shows that the capacity charged in CC strategy is nearly the same as that
charged in CC/CV strategy when at a high temperature range. At low temperatures, the
charging capacity differences between CC strategy and CC/CV strategy become obvious
due to the slower electrochemical reaction speed. Thus, the CV stage is necessary for the
battery charging at low temperatures, but it takes an extremely long time. Fortunately,
charging at low temperatures does not happen too often in practice.

4.5 SEPIC CONVERTER

Converters only need to buck or boost the voltage and can simply use the
corresponding converters. However, sometimes the desired output voltage will be in the
range of input voltage. When this is the case, it is usually best to use a converter that can
decrease or increase the voltage. Buck-boost converters can be cheaper because they only
require a single inductor and a capacitor. However, these converters suffer from a high
amount of input current ripple. This ripple can create harmonics; in many applications
these harmonics necessitate using a large capacitor or an LC filter. This often makes the
buck-boost expensive or inefficient. Another issue that can complicate the usage of buck-
boost converters is the fact that they invert the voltage. Cúk converters solve both of
these problems by using an extra capacitor and inductor. However, both Cúk and buck-
boost converter operation cause large amounts of electrical stress on the components, this
can result in device failure or overheating. SEPIC converters solve both of these
problems.

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4.6 OPERATION OF SEPIC CONVERTER
All dc-dc converters operate by rapidly turning on and off a MOSFET, generally
with a high frequency pulse. What the converter does as a result of this is what makes the
SEPIC converter superior.

For the SEPIC, when the pulse is high/the MOSFET is on, inductor 1 is charged by
the input voltage and inductor 2 is charged by capacitor 1. The diode is off and the output
is maintained by capacitor 2. When the pulse is low/the MOSFET is off, the inductors
output through the diode to the load and the capacitors are charged. The greater the
percentage of time (duty cycle) the pulse is low, the greater the output will be. This is
because the longer the inductors charge, the greater their voltage will be. However, if the
pulse lasts too long, the capacitors will not be able to charge and the converter will fail as
shown in figure.

Fig.4.6.1 SEPIC operation

Fig.4.6.2 SEPIC Simulation

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 Fig.4.6.3 Graph of Vout and Pulse

This graph shows the output ripple as a function of the input square wave.

Fig.4.6.4 Graph of ICout, IL1 and Pulse

This graph shows the ripple in the inductors and how the output capacitor charges and
discharges based on the pulse.

4.7 LCD DISPLAY

Liquid crystal displays (LCDs) have materials which combine the properties
of both liquids and crystals. Rather than having a melting point, they have a
temperature range within which the molecules are almost as mobile as they would
be in a liquid, but are grouped together in an ordered form similar to a crystal.

19
 An LCD consists of two glass panels, with the liquid crystal material sand
witched in between them. The inner surface of the glass plates are coated with
transparent electrodes which define the character, symbols or patterns to be
displayed polymeric layers are present in between the electrodes and the liquid
crystal, which makes the liquid crystal molecules to maintain a defined orientation
angle.

One each polarisers are pasted outside the two glass panels. These polarisers
would rotate the light rays passing through them to a definite angle, in a particular
direction

When the LCD is in the off state, light rays are rotated by the two polarisers
and the liquid crystal, such that the light rays come out of the LCD without any
orientation, and hence the LCD appears transparent. When sufficient voltage
is applied to the electrodes, the liquid crystal molecules would be aligned in a
specific direction. The light rays passing through the LCD would be rotated by the
polarisers, which would result in activating / highlighting the desired characters.

The LCD’s are lightweight with only a few millimeters thickness. Since the
LCD’s consume less power, they are compatible with low power electronic
circuits, and can be powered for long durations. The LCD’s don’t generate light
and so light is needed to read the display. By using backlighting, reading is
possible in the dark. The LCD’s have long life and a wide operating temperature
range. Changing the display size or the layout size is relatively simple which makes
the LCD’s more customer friendly. The LCDs used exclusively in watches,
calculators and measuring instruments are the simple seven-segment displays,
having a limited amount of numeric data. The recent advances in technology have
resulted in better legibility, more information displaying capability and a wider
temperature range. These have resulted in the LCDs being extensively used in
telecommunications and entertainment electronics. The LCDs have even started

20
replacing the cathode ray tubes (CRTs) used for the display of text and graphics,
and also in small TV applications.

Inspite of doing the above mentioned, if the problem continues, latch both
the data and control information and then activate the ‘E’ signal.

When the controller is performing an internal operation he busy flag (BF)

will set and will not accept any instruction. The user should check the busy flag or
should provide a delay of approximately 2ms after each instruction.The module
presents no difficulties while interfacing slower MPUs.The liquid crystal display
module can be interfaced, either to 4-bit or 8-bit MPUs.

For 4-bit data interface, the bus lines DB4 to DB7 are used for data
transfer, while DB0 to DB3 lines are disabled. User should check the busy flag or
should provide a delay of approximately 2ms after each instruction. The module
presents no difficulties while interfacing slower MPUs. The liquid crystal display
module can be interfaced, either to 4-bit or 8-bit MPUs.

The data transfer is complete when the 4-bit data has been transferred twice. busy
flag must be checked after the 4-bit data has been transferred twice.

Fig.4.7.1 LCD Display

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 The Fig.4.7.1 shows liquid crystal display (LCD) is a thin, flat electronic
visual display that uses the light modulating properties of liquid crystals (LCs).
LCs do not emit light directly.

They are used in a wide range of applications including: computer monitors,

television, instrument panels, aircraft cockpit displays, signage, etc. They are
common in consumer devices such as video players, gaming devices, clocks,
watches, calculators, and telephones. LCDs have displaced cathode ray tube (CRT)
displays in most applications. They are usually more compact, lightweight,
portable, less expensive, more reliable, and easier on the eyes. They are available
in a wider range of screen sizes than CRT and plasma displays, and since they do
not use phosphors, they cannot suffer image burn-in.LCDs are more energy
efficient and offer safer disposal than CRTs. Its low electrical power consumption
enables it to be used in battery-powered electronic equipment. It is an
electronically-modulated optical device made up of any number of pixels filled
with liquid crystals and arrayed in front of a light source (backlight) or reflector to
produce images in colour or monochrome. The earliest discovery leading to the
development of LCD technology, the discovery of liquid crystals, dates from 1888.
By 2008, worldwide sales of televisions with LCD screens had surpassed the sale
of CRT units.

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 CHAPTER 5
MATLAB SIMULATION
5.1 MATLAB SIMULATION
Simulink, developed by Math Works, is a graphical programming environment for
modeling, simulating and analyzing multi domain dynamic systems. Its primary interface is
a graphical block diagramming tool and a customizable set of block libraries. It offers tight
integration with the rest of the MATLAB environment and can either drive MATLAB or be
scripted from it. Simulink is widely used in automatic control and digital signal processing for
multi domain simulation and Model based design. Simulink, developed by Math Works, is a
graphical programming environment for modeling, simulating and analyzing multi
domain dynamic systems. Its primary interface is a graphical block diagramming tool and a
customizable set of block libraries. It offers tight integration with the rest of
the MATLAB environment and can either drive MATLAB or be scripted from it. Simulink is
widely used in automatic control and digital signal processing for multi domain simulation
and Model based design.
Math Works and other third-party hardware and software products can be used with
Simulink. For example, State flow extends Simulink with a design environment for
developing state machines and flow charts. Math Works claims that, coupled with another of
their products, Simulink can automatically generate source code for real-time implementation
of systems. As the efficiency and flexibility of the code improves, this is becoming more
widely adopted for production systems, in addition to being a tool for embedded system design
work because of its flexibility and capacity for quick iteration. Embedded Coder creates code
efficient enough for use in embedded systems.
Simulink Real-Time (formerly known as xPC Target), together with x86-based real-time
systems, is an environment for simulating and testing Simulink and Stateflow models in real-
time on the physical system. Another Simulink Verification and Validation enables systematic
verification and validation of models through modeling style checking, requirements
traceability and model coverage analysis. Simulink Design Verifier uses formal methods to
identify design errors like integer overflow, division by zero and dead logic, and generates test
case scenarios for model checking within the Simulink environment.
The systematic testing tool TPT is marketed as a way to perform a formal verification and
validation process to stimulate Simulink models but also for use during the development phase
where the developer generates inputs to test the system.

23
 The efficiency and flexibility of the code improves, this is becoming more widely adopted
for production systems, in addition to being a tool for embedded system design work because
of its flexibility and capacity for quick iteration. is widely used in automaticcontrol and digital
signal processing for multi domain simulation and Model based design.
Embedded Coder creates code efficient enough for use in embedded systems.
By the substitution of the Constant and Signal generator blocks of Simulink, MathWorks
claim that the stimulation becomes reproducible.SimEvents is used to add a library of
graphical building blocks for modeling queuing systems to the Simulink environment, and to
add an event-based simulation engine to the time-based simulation engine in Simulink.
Therefore in Simulink any type of simulation can be done and the model can be simulated at
any point in this environment. Different type of blocks can be accessed using the simulink
library browser.
And therefore the benefit could be taken out from this environment efficiently.It allows
you to incorporate MATLAB algorithms into models as well as export the simulation results
into MATLAB for further analysis.
Simulink supports

• System-level design
• Simulation
• Automatic code generation
• Testing and verification of embedded systems

There are several other add-on products provided by MathWorks and third-party hardware
and software products that are available for use with Simulink.
The following list gives brief description of some of them −
• Stateflow allows developing state machines and flow charts.
• Simulink Coder allows the generation of C source code for real-time
implementation of systems automatically.
• xPC Target together with x86-based real-time systems provide an environment to
simulate and test Simulink and Stateflow models in real-time on the physical system.
• Embedded Coder supports specific embedded targets.
• HDL Coder allows to automatically generate synthesizable VHDL and Verilog.
• Simulation Events provides a library of graphical building blocks for modelling queuing
systems.

24
• Simulink is capable of systematic verification and validation of models through
modelling style checking, requirements traceability and model coverage analysis.
• Simulink Design Verifier allows you to identify design errors and to generate test case
scenarios for model checking.
• Simulink library browser shown in Fig..10 On the left side window pane, you will find
several libraries categorized on the basis of various systems, clicking on each one will display
the design blocks on the right window pane.

5.2 SIMULATION OF FUZZY LOGIC CONTROLLER

By the substitution of the Constant and Signal generator blocks of Simulink, MathWorks
claim that the stimulation becomes reproducible.SimEvents is used to add a library of
graphical building blocks for modeling queuing systems to the Simulink environment, and to
add an event-based simulation engine to the time-based simulation engine in Simulink.
Therefore in Simulink any type of simulation can be done and the model can be simulated at
any point in this environment. Different type of blocks can be accessed using the simulink
library browser.
The triangular membership functions for input variable speed error and control output i.e.
change in PWM input are shown in Fig.6.1. If the error is growing then change the control
signal output depending on the magnitude and sign of error to force the error towards zero.

25
 Fig.5.1 Fuzzy Rules

These results confirmed that the Fuzzy PID controller demonstrates robustness under
various operating conditions and shows a very satisfactory performance. It can be easily seen
that the overshoot has been considerably reduced with fuzzy logic controller as compared to
the PID controllers. Comparative step response for PID regulated system and FLC controlled
system.
The fuzzy inference diagram is the composite of all the smaller diagrams presented so far
in this section. It simultaneously displays all parts of the fuzzy inference process we have
examined. It’s solve problem rise from mathematical model, also in some plant to design the
approaches mathematical model you must neglect some parameter.

26
 Fig 5.2 Simulation diagram
The proportional integral derivative controller is very much useful as it improve steady
state response of the system, and it time of response is high but there are some
disadvantageous of PID controller is tuning of PID controller, it give high ripple in torque and
current , and high peak overshoot and when sudden load is applied over it, the speed is drop
very much, these disadvantageous are very much improve by using rule base fuzzy logic
controller, as tuning is not required in fuzzy logic controller it reduces the ripple in torque and
current very much and there is no peak over shoot in the system, by comparing both the
controller fuzzy logic controller is proved to be much superior then PID controller.

27
5.3 SIMULATION RESULTS

The voltage and current waveform of DC motor has been successfully displaced by using
fuzzy logic controller technique.

Fig 5.3.1 voltage and current simulation waveform of dynamo

Fig 5.3.2 voltage simulation waveform of solar

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 Fig 5.3.3 current simulation waveform of dynamo

Fig 5.3.4 current simulation waveform of dynamo

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 Fig 5.3.5 simulation output waveform of current

Fig 5.3.6 Simulation output waveform of voltage

30
 CHAPTER 6

CONCLUSION

In this paper, a real-time energy management control strategy based on a combination of

fuzzy logic controller has been developed for a hybrid energy storage. A multi input to the dc–
dc converter for the EV application is proposed in this paper. The proposed converter can be
used to integrate solar PV/battery/ultra-capacitor hybrid energy system to provide reliable
power to the EV. The proposed structure of the converter can be used to operate the converter
in ten different modes. According to the status of EV, battery, solar PV etc. the converter can
be operated in a suitable mode. The simulation results are obtained using MATLAB/Simulink
environment. The fuzzy logic response is compared with that of PID controller. The results
show that the overshoot, settling time, peak time and control performance has been improved
greatly by using fuzzy logic controller.

31
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