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Power management for electric vehicle with PID and Fuzzy logic controllers

Conference Paper · April 2017

DOI: 10.1109/ICECA.2017.8212731

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 Power Management for Electric Vehicle with PID
and Fuzzy Logic Controllers
S. K. Jha Anil Kumar Yadav
Division of ICE, NSIT, Dwarka, Department of Electronics, Banasthali
New Delhi, India University, Tonk, Rajasthan, India
E-mails: jhask271@gmail.com anilei007@gmail.com
Abstract - Electric vehicle technology is becoming
increasingly important as it takes care of the
environmental issues related to ICE vehicle and
reduces the dependency on oil. Electric vehicle being
greatly dependent on the limited electrical energy
provided by a battery, the power flow efficiency is very
important in this context. The major contribution of
this work is to propose a power management strategy
using PID controller and Fuzzy logic controller so that
the performance of electric vehicle is comparable to
that of an IC engine vehicle. This has been achieved for
two processes, forward driving and regenerative
braking using the principle of voltage matching. The
system parameters observed are, namely: vehicle
power, vehicle torque, vehicle speed, efficiency
achieved, demand voltage, which have been simulated
in time domain for input road torque and road speed.
The result obtained from PID controlled system is
compared to that of Fuzzy Logic controlled system.
Index Terms- Electrical Vehicle, PID Control, Fuzzy
Logic Control, Power Management,
I. INTRODUCTION
Burgeoning requirement to reduce the fuel consumption
and carbon emissions in the transportation sector has
inspired to explore and adopt the advance technologies for
electric drive system. Hence obvious choice is found to be
electric vehicles that are being explored as a means of
reducing carbon emissions, improving fuel economy, and
reducing the operation and maintenance costs [1]. An
electric vehicle is seen to reduce fuel consumption,
improve overall drive system efficiency along with
improving the drivability [2]. In addition to all these facts
other important issue is to have a proper model of the
electric vehicle in order to be able to estimate the actual
energy consumption which is very well carried out in [3]-
[5]. Different driving control methods of electric vehicle
with robust strategy of driving control have also been
implemented by simulation and experiment of driving
control system where the comparison between PID control
and robust control method is made. Not with standing all
these, electric vehicles still have many critical issues
worthy to be pondered over and solved. Among the major
Prerna Gaur
Division of ICE, NSIT, Dwarka, New
Delhi, India
prernagaur@yahoo.com
challenges of electric vehicles, one is the limitation of the
battery package of the car. The battery package is required
to simultaneously possess two attributes, first it should
contain sufficient energy for having a certain driving
range and secondly it should also possess a sufficient
power capability for the continuous accelerations and
decelerations. Power being the major parameter needs to
be controlled for efficient working of the electric vehicle;
hence there is the concept of the battery management
system (BMS) [6]-[8].
Another method to improve vehicle performance
is through the design of vehicle propulsion systems which
maximizes the power to weight ratio and hence
performance, in particular, acceleration. With increasing
concern for the environment, a requirement for energy
efficiency and pollution abatement is being overlaid on
performance targets, often leading to conflicting
objectives. Here, the author describes how with modern
developments in electric vehicle technology, such
conflicts can be resolved through the optimal design of the
primary power source and energy storage facility. As the
conventional PID controllers cannot provide solutions to
all general systems because for this, the transfer function
of the process should be known [9]. Hence Fuzzy Logic
control has become popular for various applications where
transfer function approach fails. For example, designing
the DC-DC converters for providing power electronic
interfaces for hybrid electric vehicles is a very herculean
task. A detailed design analysis; and comparison studies of
several non-isolated and bi-directional DC-DC converter
topologies to ascertain potential candidates for the power
electronic interference of HEV power sources. The
application of PID and fuzzy logic based controllers for
various systems such as hybrid electric vehicle [3], [7],
[10], [11]; unmanned aerial vehicle [12] and sun seeker
[13] systems are presented in literature.
The main aim of this work is to develop an electric
vehicle model, simulate it, and analyze the effect of power
management strategy used for the two processes, forward
driving and regenerative braking. The design technique
involves voltage matching between the demand voltage
corresponding to inputs and the battery voltage available
in the electric vehicle. This is achieved through PID
control and Fuzzy control. The output parameters namely
the vehicle torque, vehicle speed, output efficiency have
been observed for both the controllers. The performance
of the two controllers is compared.
II. ELECTRIC VEHICLE MODELING
A. EV System Model
The basic operation of an electric vehicle is depicted in fig
1. It comprises of a battery bank which is used to supply
power to the vehicle. Next the electric energy from the
battery is transformed into mechanical energy by an
of time continues to move at the same angular speed and
motor will now work in generating mode which will cause
a motor voltage to be generated. This voltage when
applied to the resistor Rl, the current gets further limited
by the armature resistance of the motor and given by the
formula as given below:
 ∗

=    (1)

The torque so developed is known as negative torque
which will slow the motor down, and is given by the
equation:
electric motor. Since the battery is a DC source, we use an
inverter to convert it into AC power in case an AC driven
motor is used. In this paper, modeling is done using a DC
motor; hence an inverter is not needed. The battery power
should be sufficient enough to provide the required road
torque and road speed. During high road speed, the battery
should be capable of providing the necessary power to
accelerate the vehicle. Hence power management of the
electric vehicle is very essential.
B. Forward Driving
The torque required for the forward movement of the
vehicle is provided by the battery via the electric motor.
The current from the battery is fed to the motor. Hence the
motor provides the mechanical torque for movement of
( ∗ )∗
= (2)
 
The value of the negative torque declines further in an
exponential way to zero as the speed ω decreases. This
method of slowing down of an electric motor is known as
dynamic braking. Thus the entire kinetic energy of the
motor (and the vehicle connected to it) is finally converted
into heat, just akin to the functioning of normal friction
brakes. The electrical energy generated by the motor is not
wasted rather it is stored in a battery or capacitor and is
fed back into the supply battery of EV thereby recharging
it through the process of regenerative breaking. If the
voltage of the battery is  and the motor speed is ω, then
the current generated will be given by the equation:


= (3)
the car through its wheels. The rotation of the motor that is
motor torque is transferred to the vehicle wheel through a
gear system to provide the required power.
Fig. 1 Components of an electric vehicle
C. Regeneration
In EVs, regeneration part is also very important feature
wherein an electric motor is used to transform kinetic
energy again into electrical energy and is schematically
shown in fig. 2.
Fig. 2 Motor circuit for braking
In fig. 2, A DC motor is shown connected to a battery. The
battery provides the torque T at a speed ω. When the
switch S is connected to the right, the motor at that point
  

= (4)

The decreasing down torque will be directly proportional
to this current. When the value of voltage generated by the
motor (= K*m*ω) becomes equal to the battery voltage,
there will be no more braking effect.
D. Concept of Voltage Matching
The design technique involves voltage matching between
the demand voltage corresponding to inputs and the
battery voltage available in the electric vehicle. The
solution to the above stated problem of large currents can
be obtained by using voltage converter circuit. The
converter unit better known as a DC/DC converter draws a
current Im from the electric motor which is generated at
voltage Vm. This generated voltage Vm will change
according to the speed of motor. The DC/DC converter
takes this electrical power (= Vm×Im) and send it at an
increased voltage (and reduced current) so that it matches
the rechargeable battery or capacitor that is storing the
energy. The main point here is that even as the motor
voltage is considerably lower than the battery voltage, it
can still be supplying charge to the battery.
E. Power Flow
The fig. 3 shows the block diagram of the power flow in
an electric vehicle. The cycle starts with the battery
supplying the necessary power to the DC motor, which in
turn produces the road torque required for the movement
of the vehicle via a gear box system. This process is the Power and efficiency calculation
normal forward driving mode. When the brakes are 8 = I)*+ ∗ V)*+ (13)
applied, the vehicle is forced to stop, meaning a reverse ?
Ef:iciency = ? ?@AB CDEE ?FGHIJ IDEE KL/./7L).M NLOO
(14)
acting torque is applied to the DC motor. Hence, now the
electric motor acts like an electric generator. Current starts
B. PI Controller Technique
flowing in the opposite direction. It now flows into the
The demand road torque and road speed are the inputs
supply battery, thereby charging it. This reverse process is
given to the system. The motor model evaluates the
known as the regeneration process. Extra power needed
corresponding voltage and current demands according to
for accessories like automatic window shield opening,
the required road speed and torque. The Block diagram of
lighting, music system or air conditioning in the car can be
Electric Vehicle System with PID Controller is shown in
provided by the same supply battery or a separate one
fig. 4.
could be used to take care of these needs.

Fig. 4 Block diagram of Electric Vehicle System with PID Controller

This demand voltage is then compared to reference

voltage to calculate the error, i.e. the difference of the two
Fig. 3 Block diagram showing Forward Driving and Regeneration
voltages. The error signal is then given to the PID
controller, whose output is the correction factor ‘k’ which
III. POWER MANAGEMENT STRATEGY
decreases the voltage and increases the current
The strategy of power management adopted in this paper
accordingly to meet the high power demand. The model is
is based on the concept of voltage matching. Voltage
implemented using Matlab Simulink. The PID controller
matching is achieved between the demand voltage
is auto tuned using the auto tune feature in the simulink
corresponding to input road torque/speed and the battery
platform.
voltage available in the electric vehicle. The high voltage
demand is met by decreasing the voltage and increasing
C. Realization of Control Strategy Based on Fuzzy Logic
the current by a factor in order to keep the power constant.
Control Strategy
This factor ’k’ (as used in the model) is the variable under
The same model is used to implement Fuzzy Logic as
consideration for the controllers. The control action is
well. The PID block is replaced by the fuzzy logic
carried out to manipulate k to achieve optimized control
controller block and an integrator. The same correction
action. Thus the power management is achieved by
factor ‘k’ is now manipulated with this controller which
manipulating and controlling this factor through PID and
decreases the voltage accordingly to meet the demand
Fuzzy Logic Controllers.
voltage. The forward driving action and regeneration
A. Equations used for Designing of Model
mode have been separately experimented upon on two
Motor voltage and current calculations:
different models with each mode having same set of fuzzy
 =  (5)
 rules but with different ranges of the membership
The voltage demand V and current I, is calculated by functions.

 =
∗  +  ∗ +  (6)


= (7)

Controller gives the new adjusted voltage and current:

!" = ;
!" =
∗ # (8)

New torque and speed calculations is given as
Fig. 5 Block diagram of EV System with Fuzzy Logic Controller
!" =  ∗
!" (9)
$
= (10) In our study, the fuzzy logic controller scheme consists of
Error calculation two inputs namely, the voltage error (‘error’) and the error
error = I)*+ R -./ + V)*+ − E- (11) derivative voltage (‘δ error’) and one output, the
PI calculation correction factor ‘k’. The input variable error (e) consists
k = (K5 + s ∗ K 7 ) ∗ error (12) of three membership functions: PL, PM, PH; input
variable δe also consists of three membership functions:
“negative low” (NL), “negative medium” (NM), “negative
high” (NH). And the output variable δK consists of five
membership functions: “positive very low” (PVL),”
positive low” (PL), “positive medium” (PM), “positive
high” (PH), and “positive very high” (PVH). The range of
the δK depends on the value of road speed and road torque
given to the system and is calculated from the respective
PID system. The membership functions of the inputs are
shown in fig. 6-8.
model are taken as: Road Torque=160N and Road
Speed=5000rpm, supply battery voltage is 200V, which is
our reference voltage (Vref). Our objective is to minimize
the error in minimum time and hence supply an optimum
voltage from supply battery to meet the demand. Same
parameters are used with both PID and FL Controllers.
The results of PID controller and FLC are compared
together in one plot for forward driving mode and
regeneration mode. The two modes are tested upon two
separate models. For the regeneration mode the applied
torque becomes negative. The simulation results are given
in figs. 9 to16.

Forward driving mode:

Fig 6.membership functions for input “error”
Fig. 7 Membership functions for input “derivative of error (δe)
Fig. 8 Membership functions for output “correction factor: k”
The rule base is made for the above mentioned
membership functions. A PID based rule base is created,
i.e. the range of the error and its derivative are first
calculated on the PID controller and then these ranges are
used to define the ranges of the membership functions in
the fuzzy rules. The rule base is summarized in a two
dimensional matrix table is given below. Centroid method
• Error: The difference of battery voltage and demand
voltage shoots to a very high value, near 6.5x105 and
then reduces to zero for both the cases.
• Correction Factor ‘k’: ‘k’ is the output of the PID
controller and FLC respectively and approaches the
steady state value. As seen from the plot the FLC attains
the steady state value at faster rate as compared to the
PID controller.
• Vehicle speed: It was observed that the speed of the
electric vehicle decreases to a very low value according
to the demand road speed to maintain the power
constant.
• Voltage: The high voltage demand is taken care off as
the correction factor appropriately decreases the voltage
keeping it below the capacity of the supply battery
(200volts) and increases the current by the same factor
to keep the power constant. The FLC attains the steady
state voltage at a faster rate as compared to the PID
controller. Moreover FLC attains a voltage value much
less than that of PID as seen from the graph.
x 10
5

FLC
used as the defuzzification strategy. 6
PID Controller
Value of Error

4
Table 1 Fuzzy Logic Rules
δe e PL PM PH 2

NL PVL PL PM
0
NM PL PM PH
NH PM PM PVH 0 2 4 6 8 10 12 14 16 18 20
Time (sec)

Fig. 9 Forward driving – error

IV. SIMULATION RESULTS AND DISCUSSION
Value of correction factor'k'

The simulation was carried out for both forward driving 10 FLC
PID Controller
mode and regeneration mode of the electric vehicle with 8

6
PID and Fuzzy Logic Controllers. Various values of road
4
speed and road torque were tested upon. Different
2
combinations of road torque and road speed correspond to
0
a different voltage error range. Hence in order to set the 0 50 100 150 200
Time (sec)
250 300 350 400

range of error membership function for the FLC, we have

Fig. 10 Forward driving – correction factor ‘k’
to set a different range altogether from the result of PID
controller simulation. The inputs of the electric vehicle
 6
x 10
4
FLC

Vehicle Speed (rpm)

PID Controller
3

0
0 0.2 0.4 0.6 0.8 1 1.2 1.4 1.6 1.8 2
Time (sec)
Fig.11 Forward driving – speed
600
FLC
Value of voltage (Volts)
500 PID Controller

400

300

200

100

0
0 50 100 150 200 250 300 350 400
Time (sec)
Fig. 12 Forward driving – Voltage

Regeneration mode: The model for the regeneration • Vehicle speed: The speed reduces at faster rate for the
remains the same. Only the input road torque is inverted. FLC as compared to PID.
The results observed are shown below. • Value of ‘V’: The value of ‘V’ reduces to the battery
• Error: The difference of battery voltage and demand voltage (200volts) so that voltage matching is achieved
voltage shoots to a very high value and ultimately and error reduces to error for the PID. FLC achieves a
reduces to zero. lower voltage value thereby reducing the battery charge
• Value of ‘K’: ‘K’ is the output of the PID controller further.
which approaches the steady state value of 2.2. The
FLC approaches the steady state value of 10 faster.
5
x 10
8
PID Controller
FLC
6
value of Error

0
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1
Time (sec)
Fig. 13 Regeneration – error
10
value of correction factor 'k'

FLC
8 PID Controller

0
0 5 10 15 20 25 30 35 40 45 50
Time(sec)
Fig. 14 Regeneration – value of ‘k’
3500
FLC
Vehicle Speed(rpm)

3000 PID Controller

2500

2000

1500

1000

500
5 5.5 6 6.5 7 7.5 8 8.5 9 9.5 10
Time (sec)
Fig. 15 Forward driving vehicle speed
 600
value of Voltage (volts)
500
400
300
200
100
0
0 50
V. Conclusion and Future Scope
In this paper, we have implemented an electrical vehicle
system model using brushed DC motor and formulated a
technique for power management using two controllers,
PID and Fuzzy Logic controller. The models ensure that
the high power requirement is fulfilled through our
control technique of voltage matching and takes into
account the various losses incurred by the motor. The
voltage fed to the motor is so adjusted by the converter so
that it matches the rechargeable battery. The current is
then adjusted so that the power remains the same. The
simulation results showed better results when fuzzy logic
controller technique was used. The PID controller resulted
in a higher settling time as compared to that of fuzzy logic
controller. Further the efficiency achieved by the electric
vehicle was improved when Fuzzy Logic Controller was
used. The model can be extended further and improved.
The efficiency of the electric vehicle using DC motor was
quite low. Moreover it is heavy and bulky. To overcome
these limitations, a brushless DC motor or a Switched
Reluctance motor can be used. The complex circuitry is
used for these motors and can be achieved using power
electronics. Instead of using a rechargeable battery for
energy storage, capacitors or flywheels could be used in
future work. The gear ratio has not been considered in the
models designed. A suitable gear ratio can be used to
transfer the power from motor to the drive wheel.
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FLC
PID Controller
100 150 200 250 300 350 400 450 500
Time (sec)
Fig. 16 Regeneration – value of Vehicle voltage
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