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Power Management of Electric Vehicle Equipped with Battery and

Supercapacitor Considering Irregular Terrain

Conference Paper · March 2019

DOI: 10.1109/REEPE.2019.8708770

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 Power Management of Electric Vehicle Equipped
with Battery and Supercapacitor Considering
Irregular Terrain
Hamed Farhadi Gharibeh1
1 Renewable
Energy Research Center
1 Electrical Engineering Faculty
Sahand University of Technology
1 Tabriz, Iran
1 h_farhadi@sut.ac.ir
Leyla Mokhtari Khiavi2
2 Electrical
and Computer Engineering
Faculty
2 University of Tabriz
Tabriz, Iran
2 leyla.mokhtari@yahoo.com
Meisam Farrokhifar3, Arman Alahyari4,
David Pozo5
3, 4, 5 Center for Energy Science and
Technology
3, 4, 5 Skolkovo Institute of Science and
Technology
3, 4, 5 Moscow, Russia
3 m.farrokhi@skoltech.ru
4 arman.alahyari@skoltech.ru
5 d.pozo@skoltech.ru

Abstract—Development of transportation fleet based on
electric vehicles (EVs) is one of the most important approaches
proposed for preserving environmental sustainability.
Therefore, considering the efficiency of EVs has become to one
of the hot topics in energy management systems. In this regard,
electric energy storage systems might have the most significant
impact on increasing the efficiency of EVs as well as the traveled
distance. Using a supercapacitor as an auxiliary source supports
the batteries in proper power management. Among the
important features of supercapacitors, less internal resistance
and higher power density compared to batteries can be
mentioned. However, their energy density is lower than
batteries. Also, supercapacitors have a sufficient lifetime with
high efficiency and fast response for electrostatic
charge/discharge. In this paper, a combination of
supercapacitors and batteries is used to improve the EV’s
performance and mileage. In addition, an online power
management method based on the fuzzy logic is proposed
considering terrain inaccuracy. The simulations are done using
MATLAB to validate the energy efficiency improvement of the
EV’s battery.
Keywords—Electric vehicle, supercapacitor, power management,
energy storage system, terrain inaccuracy.
I. INTRODUCTION
The main objective of manufacturers and consumers of
electric vehicles (EVs) is to increase the lifetime of the
batteries and reduce their costs [1]. The optimal power and
energy management strategy in hybrid energy storage systems
is a fundamental step towards the development of EV
industry. The battery energy management can be proposed
and implemented considering various objectives including
increasing the battery’s lifetime, reducing the initial cost,
increasing the vehicle’s mileage and improving total
efficiency [2]. Currently, the energy density of the best
batteries in the market used in EVs is about 10% of
conventional petroleum cars. So, the batteries used in EVs are
not able to provide the energy required by the vehicle for long
roads despite the recent technical developments. The EVs are
compared together with the following features: how long the
EV can be driven by one cycle charge and how clean it is. In
EV, adding electric equipment like supercapacitor and
photovoltaic along with energy management might be the
most important point in increasing competency of these
vehicles [3-6]. The various electric energy storage systems
have been investigated for EVs in [6], where, Li-ion battery
has been used as the main supply beside the auxiliary devices
such as supercapacitors and flywheels. The outcomes indicate
that using auxiliary sources with high power density increases
energy delivery and absorbed the regenerative braking energy
of EV which increases battery lifetime. In Ref [7], transient
state of an electric vehicle equipped with Li-ion battery and
supercapacitor has been improved using power management
optimization algorithm based on fuzzy logic, and output
results show that the proposed algorithm reduces battery use
by 30%, knowing a prior driving cycles. In fact, this algorithm
can reduce required volume of the battery and improve energy
efficiency by knowing some information about the road. It
should be mentioned that in this reference, battery lifetime has
been ignored. In Ref [8], power management strategy in 3
steps has been proposed. In the first step, charge and discharge
commands of storage sources (battery and supercapacitor)
have been presented. In the second step, the dynamic model
of the vehicle has been presented, and the third step has
investigated power division laws. Finally, this strategy has
reduced the battery discharge current. Energy management in
hybrid EV is very important for increasing the power of the
vehicle and reducing costs. In Ref [9], fuzzy logic has been
used for managing hybrid supply sources considering
inaccurate terrain information. A fuzzy logic power
management strategy based on Markov prediction has been
proposed for a battery in parallel with a supercapacitor in
which battery power is limited to a specific range and
maximum discharge power of the battery and complete
discharge of the battery are limited to reduce battery loss [10].
An energy management strategy based on adaptive fuzzy logic
has been proposed in [11] for dividing power between battery
and supercapacitor. The purpose of this method is to maximize
system efficiency, minimize current variations of the battery
and charge variations of the supercapacitor [12]. Li-ion
batteries which are mainly used in electric and hybrid vehicles
have been investigated for various driving cycles such that
battery lifetime, number of charge and discharge cycles of the
battery and performance improvement [13].
This paper presents an online power management based on
the fuzzy logic that uses the demanded power of the vehicle,
the SoC of the battery and supercapacitor, as well as the
vehicle speed as inputs. In this process, the energy
management of the EV is determined, and the supercapacitor
can instantaneously support the battery in providing the
average power to the EV. This scheduling prevents battery’s
charging and discharge fluctuations. This paper is presented
in four sections. In the second part, theories are discussed. The
simulation results are presented in the third section, and the
conclusion is the final section.

IEEE International Youth Conference on Radio Electronics,

Electrical and Power Engineering (REEPE), March 14-15, 2019,
Moscow, Russia.
 Rbat
II. SYSTEM MODELLING
A. Dynamic Equations of the Vehicle U OC IL UL
The first step in modelling performance of the vehicle is
determining equations of dissident and compliant forces.
Thus, the dynamic of the vehicle is investigated in Figure 1
[14]. Fig. 2. Battery equivalent circuit.

=
U L U OC − Rbat I bat (6)
v
U OC − U OC
2
− 4 RPL
Faero I bat = (7)
Faccel 2R
Fgrad PL = U L I bat (8)
In which UL is load voltage, Ibat is battery current, Rbat is
internal resistance of the battery, R is the Rint parameter
Froll which equals to 8.314, and PL is load power losses associated
mg θ ( to Rbat. A supercapacitor is used to reduce battery fluctuations
Fig. 1. Review of forces in vehicle. and increase battery lifetime. Battery lifetime can be estimated
through calculating number of charge cycles. The following
Fwheel = Faero + Froll + Fgrad + Faccel (1) empirical formula determines the number of charge cycles of
the battery [13].
In which Faero is aerodynamic drag force, Froll is the rolling 1.41
resistance force, Fgrad is the gravitational force, and Faccel is the  3.01Rd−0.37 
Ld =   (9)
acceleration force. The aerodynamic drag force is a part of the  0.1Rd + 67.8 
8.48

opposing force along the movement of the vehicle which is

Where Rd indicates the battery discharge amplitude. The
the result of the coincidence of opposing air while moving.
following formula can be used to obtain the number of charge
This opposing force is a function of the area of the front
cycles. The battery discharge cycles can be controlled through
section of the vehicle, front bulges like side mirrors, air gaps,
calculation and determination of various parameters for
and many other factors. Aerodynamic force is calculated using
improving the lifetime of the battery.
the following equation.
1.41
Fareo = 0.5 ρ Cd Af V 2 (2)  3.01Rc−0.37 
Lc =   (10)
 74.13 R 0.9311
+ 28.97 
Where ρ is air density (kg/m2), Cd is drag coefficient, Af is c

the area of the front section of the vehicle (m2), and V is the Where Rc indicates the battery charge amplitude. In
speed of the vehicle. Rolling resistance is mainly caused by addition, the output power of the Li-ion battery and charge
friction of tire and road surface. Friction in ball-bearings and state of the battery can be obtained using the following
power transmission system comprises a part of the rolling equations.
resistance. In fact, rolling resistance is proportionate to the 1
weight of the vehicle. Rolling resistance force equation in the = SOC0 −
SOC .kch .kdis .∫ ε I bat dt (11)
horizontal road is as follows. Cbat
Where SOC is charge state, SOC0 is the initial charge, kch
Froll = Crr mg cos α (3) kdis is the impact on integration coefficient, ε is a constant
In which Crr is rolling resistance coefficient, m is mass of coefficient, Ibat is battery current, and Cbat is the apparent
the vehicle (kg), and g is the gravitational acceleration of the capacity of the battery.
earth (m/s2). Gravitational force and the force required for C. Supercapacitor Model
acceleration and passing gradients is obtained as in Eq. (4) and
The equivalent circuit and the mathematical model of the
Eq. (5).
Maxwell supercapacitor can be seen in Figure 3 and the next
Fgrad = mg sin(α ) (4) equation [12].

Facc = ma (5) U=LSC U SC − RSC I SC (12)

Where ULSC is the terminal voltage of the supercapacitor,
USC is the voltage of the supercapacitor, RSC is the internal
B. Battery Model resistance and ISC is current of the supercapacitor (positive for
The accurate analysis and simulation of the performance charge and negative for discharge).
of the battery require a circuit model of the Li-ion battery as
shown in Figure 2. The electrochemical characteristics of the
battery during charge and discharge are described using a
mathematical model of the Li-ion battery as follows [2,15].
 RSC 1
Min Medium Max

0.8

U SC CSC I SC 0.6

Membership Function
U SC
0.4

0.2

0
Fig. 3. Supercapacitor equivalent circuit. 0 10 20 30 40 50 60 70 80 90 100

speed (km/h)

D. Modelling Input and Output Membership Function of

Fig. 7. Membership of vehicle speed (input).
Fuzzy Logic
Fuzzy Logic Controller (FLC) operates with inappropriate TABLE I. RULE BASE OF FUZZY CONTROL (ONLY FOR SPEED IS MAX)
inputs which do not require an accurate mathematical model,
Input Output
and it can show good nonlinear behavior. FLC operations Pload SoCbat SoCsc Speed Pbat Psc Weight
include four steps of fuzzification, fuzzy rules, inference, and Min Min Min Max Min Min 1
defuzzification. The inputs of FLC are SoC of the battery, the Min Min Med Max Min Min 0.75
power required by the vehicle, the speed of the vehicle, and Min Min Max Max Min Med 1
SoC of the supercapacitor. The fuzzy logic method using Min Med Min Max Med Max 1
fuzzy rules generates the desired output (power of the battery Min Med Med Max Med Med 1
and supercapacitor). The Gaussian membership functions are Min Med Max Max Min Max 0.75
defined using three linguistic variables as follows. The rules Min Max Min Max Max Min 1
Min Max Med Max Med Min 0.75
are defined for maximum speed variable (for example) such Min Max Max Max Med Med 1
as Table I. Med Min Min Max Med Med 0.75
Med Min Med Max Min Max 0.75
Min Medium Max
1 Med Min Max Max Min Max 1
Med Med Min Max Med Max 0.5
0.8
Med Med Med Max Min Max 0.75
0.6 Med Med Max Max Min Max 1
Membership Function

0.4
Med Max Min Max Med Max 0.75
Med Max Med Max Med Max 1
0.2 Med Max Max Max Min Max 1
0
Max Min Min Max Max Max 1
-100 -50 0 50 100 150 Max Min Med Max Med Max 0.75
P
L oad
(kW)
Max Min Max Max Med Max 1
Max Med Min Max Med Max 0.75
Fig. 4. Membership of load power (input). Max Med Med Max Max Max 0.75
Max Med Max Max Med Max 1
Min Medium Max
Max Max Min Max Med Max 0.75
1
Max Max Med Max Med Max 1
0.8 Max Max Max Max Max Max 1
0.6
Membership Function

0.4
Min Medium Max
1
0.2

0.8
0
0 10 20 30 40 50 60 70 80 90 100
0.6
Membership Function

SoC
bat
0.4

Fig. 5. Membership of battery SoC (input). 0.2

Medium Max 0
Min
1 -50 0 50 100 150

P (kW)
bat
0.8

0.6 Fig. 8. Membership of battery power (output).

Membership Function

0.4
Min Medium Max
1
0.2

0.8
0
0 10 20 30 40 50 60 70 80 90 100
0.6
Membership Function

SoC
sc

0.4

Fig. 6. Membership of supercapacitor SoC (input). 0.2

0
-100 -80 -60 -40 -20 0 20 40 60 80 100

P (kW)
sc

Fig. 9. Membership of supercapacitor power (output).

 In this paper, the proposed battery power is being In this simulation, the real model of the supercapacitor is
calculated by fuzzy logic, then the state of the charge or used where its main advantage is its low volume and storage
discharge of the battery is calculated by the flowchart shown capacity which reduces weight. The capacity of the
in Figure 10. If the vehicle would be in a regenerative braking supercapacitor should provide the main fluctuations required
mode, the supercapacitor will absorb the regenerative braking by the vehicle in the simulated roads. It should be mentioned
energy in feasible conditions. Thus the cycle of recharging and that, the capacity of the both energy storage devices has been
discharging of the battery will be reduced. Besides that, the selected according to the values taken from Ref [2].
stresses on the battery will be reduced. The critical power of
the battery (Pcr) is calculated based on the power density and A. Results obtained from driving cycle in a city in Europe
battery weight. The installed capacity of the battery is 16.8 In this paper, US06 standard driving cycle [16] which is
kWh, weighs about 16 kilograms and can provide about -40 widely applicable for investigating the performance of
kW of power in critical condition. vehicles and their pollutant emissions is used to determine the
efficiency of the proposed strategy. This driving cycle is
Start plotted in Figure 11. The average speed of US06 driving cycle
is 77.9 km/h, and mileage/cycle is 12.899 km. This cycle has
Input data: 20 acceleration points, and five full stops and its average
Load Power and Speed acceleration is 0.541 m/s2. The obtained results for the first
300 seconds simulation of the US06 driving cycle on a random
Initial SoC of Initial SoC of the terrain are shown in Figures 12 to 16. At the first 300 seconds,
the Battery Super Capacitor there are eight acceleration points and two full stop points. The
battery continues supplying a large part of the vehicle’s
average demand power as shown in Figure 13. In addition, the
Power of the state of charge of the battery is also shown in Figure 14. The
Fuzzy Logic
Battery and the
Super Capacitor
Controller supercapacitor provides the required power fluctuations as
shown in Figure 15. Also, the state of charge of the
supercapacitor is illustrated in Figure 16. The frequent
Pbat=Pcr,
accelerations and stops in this cycle make the supercapacitor
Pbat > 0 No Pcr<Pbat < 0 No to charge and discharge continuously, but the battery supplies
Psc= Psc+Pbat-Pcr
more power with fewer fluctuations.
Yes Yes
TABLE IV. CHARACTERISTICS OF SUOERCAPACITOR [2]
Pbat=Pbat, Pbat=0,
Psc=Psc Psc= Pbat+Psc Parameters Value Unit
Super-Capacitor type Maxwell -
BMO3000
SoC Calculation
Nominal Voltage of the Pack 24 Volt
Nominal Capacity of the Pack 85 Faraday
Number of Cells 89 -
Pbat: Power of the battery, Psc: Power of the supercapacitor, Pcr: Critical Power Parallel Number 1 -
Nominal Voltage of the Cell 2.7 Volt
Fig. 10. The flowchart of fuzzy logic-based power management. Nominal Capacity of the Cell 3000 Faraday

III. SIMULATION RESULTS

A dynamic model of SAMAND electric vehicle [4] 100
Speed (km/h)

including a Li-ion battery and a supercapacitor is simulated in 50

MATLAB. The parameters of the simulated dynamic model 0

of SAMAND are given in Table II. The characteristics of Li- 0 100 200 300 400 500 600
Time (s)
ion battery and supercapacitor are shown in Table III and IV,
respectively. Fig. 11. US06 driving cycle.

TABLE II. TYPICAL PARAMETERS OF SAMAND [4] 100

𝑨𝑨𝒇𝒇 𝝆𝝆 𝑪𝑪𝒅𝒅 𝑪𝑪𝒓𝒓𝒓𝒓 50

Power (kW)

2 𝑘𝑘𝑘𝑘
2 𝑚𝑚 1.202 3 0.51 0.009 0
𝑚𝑚
-50
0 50 100 150 200 250 300
Time (s)

TABLE III. CHARACTERISTICS OF LI-ION BATTERY [2]

Fig. 12. Power demand of SAMAND EV (first 300 seconds of US06).
Parameters Value Unit
Nominal Voltage of the Pack 280 Volt
20
Nominal Capacity of the Pack 60 Ampere hour
Power (kW)

10
Number of Cells 144 -
0
Parallel Number 2 -
0 50 100 150 200 250 300
Nominal Voltage of the Cell 3.7 Volt Time (s)

Nominal Capacity of the Cell 30 Ampere hour

Fig. 13. Battery charging/discharging power.
 which increases battery lifetime and improves mileage.
0.5
Therefore, by managing power based on the proposed fuzzy
0.49
logic, an online strategy is obtained which makes passing
0.48 longer distances with less charge possible and improves
SoC (pu)

0.47 battery lifetime.

0.46
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0.45
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IV. CONCLUSION
The long lifetime for the battery can be provided through
reduced numbers of charge and discharge cycles. Also, the
power supply capability in irregular terrains (uphill-downhill)
can be increased using high-density power of the
supercapacitor in uphill roads and power reception capability
of the regenerative braking energy. Thus, alongside increasing
battery lifetime, the above operations can increase the distance
a vehicle may pass with one charge cycle. In order to
accomplish the above goals, online power management-based
on the proposed fuzzy logic is simulated. The proposed
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vehicle, the SoC of the battery, the vehicle speed and the SoC
of the supercapacitor. Also, its programming logic is designed
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