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Development of Battery/Supercapacitor Hybrid Energy 2016-01-1242

Management System for Electric Vehicles Based on a Power Published 04/05/2016

Sharing Strategy Using Terrain Information

Zhang Qiao, Weiwen Deng, Jian Wu, Feng Ju, and Jingshan Li
Jilin University

CITATION: Qiao, Z., Deng, W., Wu, J., Ju, F. et al., "Development of Battery/Supercapacitor Hybrid Energy Management System for
Electric Vehicles Based on a Power Sharing Strategy Using Terrain Information," SAE Technical Paper 2016-01-1242, 2016,
doi:10.4271/2016-01-1242.
Copyright © 2016 SAE International

Abstract storage system with both high energy density and power density,
where energy is stored in the battery and peak power is supplied by
Since road electric vehicles typically require a significantly variable
the supercapacitor [1, 2, 3, 4, 5].
and random load power demand in response to traffic conditions,
such as frequent sequences of acceleration and deceleration and
In order to encourage the development of battery and supercapacitor
uphill followed by downhill runs. In this context, the energy
hybridization energy storage system, mounting research efforts have
management system of electric vehicle must ensure an effective
been devoted to improving hybrid energy storage system(HESS)
power distribution between battery and supercapacitor to satisfy load
performance from both low level topology structure[6, 7, 8, 9] and
demand. In this paper, the power management control strategy of
high level energy management. In the literature, a number of
hybrid energy storage system is developed by introducing terrain
hybridization topology structures where the supercapacitor have been
information to optimize system efficiency and battery lifetime. In this
implemented in combination with battery systems. These topologies
presented research, we aim at developing a power management
can be categorized into passive, semi-active and fully active
control strategy considering the influence of the terrain information
topologies according to the control pattern of each energy source. The
on system efficiency and battery lifetime. In order to avoid rapid
passive hybrid system is simple in structure and more cost effective,
changes of power demand and achieve high efficiency without
but the fully active hybrid system offers the best performance.
degrading the mechanism performance, a Haar wavelet transform
Therefore, a semi-active hybrid system is often a good trade off
algorithm is proposed to decompose different frequencies
among them in terms of the performance, the structure complexity
components of the load power demand. In addition, the dynamic
and the cost[10].
relationships are also established between the desired supercapacitor
voltage and vehicle velocity and terrain to guide the power
Development of various high level energy management control
distribution. Finally, the hybrid system models are developed using
strategies for battery and supercapacitor HESS has been proposed in
MATLAB/Simulink simulation software and validated using
the literature. In Reference [11], an ADVISOR-based battery and
experiment data. Simulation results have shown that the proposed
supercapacitor HESS is developed, the control rule between battery
control strategy is valid and effective in improving system efficiency
and supercapacitor is determined based on a experiment test.
and battery lifetime.
Reference [12] presents an optimization frame for computing the
suboptimal current flow of the HESS in electric vehicle to ensure that
Introduction the supercapacitor is well charged for the possible upcoming
acceleration when traveling at slower speed. They all required
Power demands for battery and supercapacitor are often dependent on
deterministic power demand with known driving patterns and
each other because of their different dynamic characteristics.
scenarios [13]; While they are easy to implement and computationally
Batteries with high energy density have poor power density. In
efficient, comprehensive understanding of the physical system and
addition, large charge and discharge currents cause losses and heating
driving environment is typically hard, if not impossible, to obtain.
of the battery, which significantly decreases the battery lifetime. For
Other similar research can be found from papers listed in [14, 15, 16].
these reasons, batteries must be oversized in terms of energy capacity
to meet the power requirements of an electric vehicle. In contrast to
Reference [17] adopted the idea of neural networks and developed an
batteries, supercapacitor has high power density and poor energy
efficient energy-management system for the HESS in hybrid electric
density. Furthermore, it has almost negligible losses and a
vehicles with closed form approaches. Reference [18] defined a new
comparably long lifetime. Consequently, a combination of these two
quantity called the battery working state (BWS) by utilizing fuzzy
types of energy storage systems will yield an equivalent energy
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logic controller to make a decision on the power split between the
battery and the engine. Reference [19-20] introduced a wavelet-
transform-based power management strategy. While they were
non-deterministic nature and typically did not need any prior
information about the driving conditions, the performance may vary
depending on the particular driving patterns and historical data used
in training, which can hardly guarantee optimality. Other similar
research can be found in the following papers [21, 22, 23].
The strategies mentioned above are used to regulate peak and valley
power of the power demand calculated from some a priori driving
condition or based on predicted driving condition irrespective of the
terrain conditions. However, a lack of information about terrain
conditions is one of the limitations of achieving the optimization
distribution between battery and supercapacitor, this is because the
power demand distributed to battery and supercapacitor is not only
affected by the driving condition but also terrain conditions. From the
present literatures, some research on terrain conditions can be
found[24, 25, 26, 27]. Hellstrom et al. [24] used road geometry
information ahead to minimize trip time and fuel consumption.
Huang et al. [25] proposed the use of preview road information in
heavy trucks for improving fuel economy. Johannesson et al. [26]
explored possible improvement to fuel economy when preview
terrain information was used. Chen et al. [27] quantified the
potentials of 3-D road terrain maps to improve the fuel economy of a
parallel hybrid vehicle.
From prior research, we can find that the system efficiency and
battery lifetime are effected by both driving conditions and terrain
conditions. However, there has been little research found that the
power distribution control strategy is designed based on the two
factors consideration jointly. Road electric vehicles typically require
a significantly variable and random load power demand in response
to unsteady traffic condition (frequent sequences of acceleration and
deceleration) and random terrain condition variation (up-hill followed
by down-hill runs). Therefore, power management control designed
based on the both driving conditions and terrain conditions
consideration is able to avoid the any adverse impacts on the system
efficiency and battery lifetime, further to improve the performance of
electric vehicles.
In this presented research, we aim at developing such a power
management control strategy considering the influence of the terrain
information on system efficiency and battery lifetime. In order to
avoid rapid changes of power demand and achieve high efficiency
without degrading the mechanism performance, a Haar wavelet
transform algorithm is proposed to decompose different frequencies
components of the load power demand. The results demonstrate that
the proposed algorithm is able to ensure the major portion of the
low frequency components of power demand can be dealt with the
battery. The supercapacitor can provide all the remainder high
frequency components which could yield adverse influence on
battery lifetime.
In addition, in order to overcome the disadvantage of Haar wavelet
transform algorithm in reduction of the global peak power demand in
the whole driving cycle, the variation of supercapacitor voltage is
adjusted by using a fuzzy-logic controller. The desired supercapacitor
voltage is associated to vehicle velocity. However, this relationship
can be affected by terrain variation largely, thus yield an important
influence on the effectiveness of power management control strategy.
Therefore, the influence relationship is first analyzed, based on the
basis of the analysis, dynamic relationships are established between
the desired supercapacitor voltage and vehicle velocity and terrain to
guide the power distribution. Finally, the hybrid system models are
developed by using MATLAB/Simulink simulation software and
validated by using experiment data. Simulation results have shown
that the proposed control strategy is valid and effective in improving
system efficiency and battery lifetime.
The remainder of this paper is organized as follows: Section II mainly
discusses models of a HESS with battery and supercapacitor. A power
management strategy considering the influence of the terrain
information on system efficiency and battery lifetime is presented in
Section III. MATALB/Simulink simulation results of the proposed
control strategy are described and discussed in Section IV. Finally the
research is concluded in Section V.
Modeling of the HESS
In order to present and verify the proposed power management
strategy, each model of battery and supercapacitor is established in
this section.
Dynamic Model of the Battery
Lithium-ion batteries have higher energy density than any other type
batteries, roughly twice as much energy density as NiMH batteries
do. Therefore it is the ideal candidate for the application in electric
vehicles. Some commercial applications have demonstrated its
advantage, such as Tesla. In the research, commercial lithium-ion
battery is considered as the main energy storage unit capable of
coping with the base load and the low-dynamic variation driving and
regenerative energy.
Compared with other battery models, the Partnership for a New
Generation of Vehicles (PNGV) model has more high voltage
accuracy and is more suitable for modeling lithium-ion battery [28],
and its equivalent electrical schematic is shown in Figure 1.
The model consists of one RC pair that describes the double layer
effect, which is a fast dynamic process with a time constant ranging
from hundreds of milliseconds to several seconds. Where Uoc
represents an ideal voltage source, which describes the battery
open-voltage; R0 is ohm resistance; Cb describes the open-voltage
fluctuation results from the time accumulation of load current;
Polarization resistance Rp and polarization capacitance Cp describe
the battery’s over-voltage Up, is used to describe the dynamic
characteristic of the battery; IL and UL are the load current and load
voltage of the battery respectively.
Figure 1. PNGV battery equivalent electrical schematic
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State Of Charge (SOC) is traditionally used to indicate the residual The charge and discharge experiment of a maximum voltage 300V
electricity of the battery. Its definition is usually expressed by Eq. (1): Lithium-ion battery pack is carried out to validate the develop battery
model, and the charge /discharge input power is shown in Figure 3.
Figure 4 illustrates the experimental results compared to the
simulation carried out using MATLAB/Simulink for the charge /
(1) discharge test at given input power, which describes a good
correlation between each other.
where SOC0 represents the initial value of SOC; kch and kdis describes
the influence coefficients on the current integration from charging
current (IL < 0) and discharging current(IL > 0 ) respectively, if the
battery is charging, kdis = 1, if the battery is discharging, kch = 0.9. Cbat
represents the nominal capacity of battery; ε is the coulomb
efficiency(including charging efficiencyεch and charging efficiency εdis).

The main state equations for the PNGV battery model are given by
Eqs. (2), (3) and (4).

(2)

(3)
Figure 2. PNGV battery dynamic model

(4)

where the terminal voltage of capacitor Cb can be calculated by load

current integration:

(5)

The polarization voltage and current can be written as follows

respectively

(6) Figure 3. Battery input charge and discharge power

and

(7)

where , and Δt represents the sample time, τ represents the

battery time constant.

Then the available load power can be calculated using the

multiplication of load current and load voltage:

(8) Figure 4. Voltage comparison curves of the battery

The model of a PNGV battery is developed in the Simulink

environment of MATLAB using the relations in Eqs. (1), (2), (3), (4),
(5), (6), (7), (8), which is shown in Figure 2.
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Dynamic Model of the Supercapacitor

Supercapacitor has wider working range, higher working efficiency
and longer cycle life than that of the battery. On the other hand, as the
power-assisted energy storage system, it has the characteristics of
high-power density and relatively low internal resistance compared
with battery. So it is available for providing high power bursts to
meet the power demand of electric vehicles.

In this subsection, the mathematical modeling of the supercapacitor

system used in the simulation is presented. Figure 5 shows one
branch RC equivalent circuit of the supercapacitor. The model
consists of a capacitance C and an equivalent parallel resistance Repr
representing the self- discharging losses, an equivalent series
resistance Resr representing the charging and discharging resistance.
The Repr models the leakage effects and only impacts the long term Figure 6. Supercapacitor input charge and discharge power
energy storage performance of the supercapacitor system [29].

Figure 5. Supercapacitor equivalent electrical schematic

Based on Figure 5, the load voltage of supercapacitor can be written

by Eqs.(9) and (10). Figure 7. Voltage comparison curves of the supercapacitor

Power Sharing Strategy Using Terrain

(9)
and
(10)
In order to indicate the residual electricity of the supercapacitor, The
State Of Voltage of the supercapacitor is used to describe as a
percentage of the rated energy capacity, which depends on the
terminal output voltage and is defined as in Eq. (11):
(11)
where Umax, Umin are the maximum and minimum terminal voltage of
the supercapacitor respectively.
The charge and discharge experiment of a maximum voltage 240V
Maxwell supercapacitor pack is carried out to validate the develop
supercapacitor model, and the charge /discharge input power is
shown in Figure 6. Figure 7 illustrates the experimental results
compared to the simulation carried out using MATLAB/Simulink for
the charge /discharge test at given input power. We can observe that
the supercapacitor model is in very good agreement with the
experimental results.
Information
Since battery cycle life is typically less than two thousand times,
frequent and deep charge-discharge processes will result in a sharp
attenuation in battery cycle life. In order to solve this problem and
cope with load power demand effectively while avoiding the
rapid-variation and large-differential power demand for battery, the
use of a frequency decoupled algorithm that extract the high-low
frequency components from the total power demand based on the
different dynamic characteristics of battery and supercapacitor is
quite essential for power management of the HESS. For the
development frequency decoupled algorithms, the wavelet transform
is a relatively new and powerful tool in the analysis of the power
transformer transient phenomenon because of its ability to extract
information from the transient signals simultaneously in both the time
and frequency domain by employing the long windows at low
frequencies and short windows at high frequencies, rather than
conventional Fourier Transform which can only give the information
in the frequency domain [30]. Moreover, wavelet transform can
narrows the correlation in different features tremendously and
decomposes an original signal into components at different positions
and scales with the smallest loss of important edge information
compared to conventional filtering techniques [19, 20].
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There are many types of mother wavelets used in signal process,

such as Haar, Meyer, Gaussian, and Mexican hat wavelets. So the
question of how to choose appropriate type of mother wavelet plays
a significant role in detecting and localizing different types of fault
transients, which depends on the specific characteristics of each
wavelet and a particular application. In all types of mother
wavelets, Haar wavelet has the shortest filter length in the time
domain and is the simplest possible wavelet compared to other
wavelets. Besides, it has the same characteristics between forward
direction function and its inverse function, which is a convenient
application in signal process and can improve the code execution
efficiency. Therefore, in this study, a Haar wavelet transform
algorithm is employed to determine the location of different
frequency components in the load power demand, as a result of
using Haar wavelet transform algorithm, the efficiency and life
expectancy of the HESS can be increased and extended.

The definition of a Haar wavelet can be written by

Figure 9. Haar decomposition and reconstruction schematic

In this study, the number of wavelet decomposition level has been

(12)
Figure 8. Approximations of the wavelet
Figure 8 shows the approximations of the Haar wavelet according to
Eq.(12). From the knowledge of multiple resolution analysis, Haar
wavelet transform can be equivalent to a set of mirror filtering
process, namely when a high-low pass filters are applied to the signal,
the high and low frequent coefficients of load signal are obtained
naturally according to the corresponding filters. However, the gained
frequent sequences only through filters may have twice sample points
than original signal. To overcome this problem, the down-sampling
method is employed in the decomposition processes, and the data size
is reduced to a half. Although the data lengths of decomposed
frequent coefficients are only half of that of original signal, it
contains all the information without any loss.
When the high and low frequent coefficients are available, a
reconstruction is needed to gain the high and low frequent
components. Similar to the decomposition process, oversampling
(up-sampling) and high-low pass filters are placed for signal
reconstruction. The Haar decomposition and reconstruction schematic
is described in Figure 9.
considered to be three [19], a UDDS is employed to verify the
proposed wavelet transform algorithm. The main parameters of the
tested vehicle are listed in Table 1, and the calculated power demand
of the UDDS according to vehicle parameters is shown in Figure 10.
Based on Haar decomposition and reconstruction schematic
mentioned above, the load power demand is decomposed into the
high and low frequent parts, which are shown in Figure 11 and Figure
12. To take full advantage of each energy storage system, the high
frequent power is distributed to supercapacitor and the low frequent
power is distributed to battery. From Figure 12 we can see, the power
demand for battery has the low frequency parts in the whole driving
cycle, although fast transient power demand still exists at some time
instants, these transient phenomena in power demand have been
reduced dramatically. Accordingly, it is also observed from Figure 11,
the power demand for supercapacitor has the complete high
frequency parts in whole driving cycle. Therefore, by introducing this
loading sharing algorithm, each energy storage system can be utilized
effectively based on the different dynamic characteristics in power
demand and the life expectancy of the HESS can be extended.
Table 1. Main parameters of the tested vehicle
A power management strategy based on wavelet-transform based
algorithm has been proved to be effective in dealing with transient
phenomena in the load power demand. However, a power
management strategy based on only wavelet-transform algorithm may
not be always effective in adjusting the appropriate power
distribution between battery and supercapacitor, which can be
observed from Figure 11 and Figure 12. Although the power demand
for battery has a global low frequency, the amplitude of power
demand is still large at time of both driving power and braking power.
On the one hand, when the energy of supercapacitor is sufficient
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enough for regulating the power flow, more power demand should be
distributed to supercapacitor because of the higher efficiency than
that of battery. On the other hand, supercapacitor should have enough
capacity to be adequately charged to assistant the imminent
acceleration or uphill, and vice versa, it also should have enough
capacity to recover a maximum quantity of the generated energy.
Therefore a controller is also needed to ensure a reasonable and safe
SOC fluctuation range. Literature [20] propose a fuzzy logical
controller to supply a safe operating condition for FC and battery
while controlling the overall system power flow with considering the
SOC values of battery and supercapacitor should be applied in order
to raise the effectiveness of the hybrid vehicular structure. The
nonlinear relationships between vehicle velocity and SOV of
supercapacitor are established to optimize system efficiency and
improve stability and robustness in literature [31]. In this study, the
relationships are further extended, the terrain information is
introduced, and the dynamic relationships are established between the
desired supercapacitor voltage and vehicle velocity and terrain to
guide the power distribution.
of SOV is described in Figure 22. It can be observed that when the
velocity is the same, if the velocity is lower than 60km/h, which is
the preset velocity for both acceleration and deceleration, then the
desired SOV increases as road slope increases, namely velocity
variation range from 0km/h to 60km/h represents vehicle acceleration
period when road slope is positive(or uphill); if the velocity is bigger
than 60km/h, then the desired SOV decreases as road slope increases,
namely velocity variation range from 60km/h to 120km/h represents
vehicle deceleration period when road slope is positive(or uphill), and
vice versa. The Desired SoV surfs with the road slope that changes
from 0rad to 0.11rad (or -0.11 to 0) and velocity that changes from
0km/h to 110km/h are shown in Figure 23 and Figure 24 respectively.

According to basic physics principles, the vehicle power balance

equation can be written by:

(13)

where Fres is the driving resistance force, and vveh is vehicle velocity. Figure 10. Calculated power demand of the tested vehicle
Here the driving resistance force Fres is the combination of
aerodynamic drag force Faero, rolling resistance force Froll and
acceleration initial force Facc. The specific expressions of which can
be given in [32].

Then we can obtain relationships between vehicle velocity and SOV

of supercapacitor during the period of both acceleration and braking
based on vehicle power balance equation and developed system
model, which are shown in Figure 13 and Figure 14.

To determine the maximum and minimum bound of SOV based on

the simulation curves, two design objectives are given as follows:

1. Supercapacitor can guarantee vehicle accelerates from 0

to 60km/h with the SOV that is not lower than 50% of its Figure 11. Power demand for supercapacitor
maximum value;
2. Supercapacitor has enough capacity to recuperate energy during
braking period when velocity change from 110km/h to 60km/h,
namely its maximum velocity is set to 110km/h, and half is limited.

Then the maximum and minimum bound of SOV can be determined

according to the design objectives set forth. In order to ensure a safe
operation range of supercapacitor, the desired SOV is set as the
median of the maximum and minimum bound of SOV, which is
shown in Figure 15.

However, the desired SOV can be affected by the terrain variation,

namely the desired SOV would be changed as the terrain variation
when the other conditions are invariable. Two example illustrations
are shown in Figure 16, 17, 18, 19, 20, 21. The general change trend
Figure 12. Power demand for battery
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Figure 13. Nonlinear relationships between SoV and velocity when vehicle is Figure 16. Nonlinear relationships between SoV and velocity when vehicle is
accelerating and road slope is zero. accelerating and road slope is 0.01rad.

Figure 14. Nonlinear relationships between SoV and velocity when vehicle is Figure 17. Nonlinear relationships between SoV and velocity when vehicle is
braking and road slope is zero. braking and road slope is 0.01rad.

Figure 15. Desired nonlinear relationships between SoV and velocity when Figure 18. Desired nonlinear relationships between SoV and velocity and road
road slope is zero. slope is 0.01rad.
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Figure 22. Desired nonlinear relationships between SoV and velocity with the
road slope that changes from 0rad to 0.11rad.
Figure 19. Nonlinear relationships between SoV and velocity when vehicle is
accelerating and road slope is 0.11rad.

Figure 20. Nonlinear relationships between SoV and velocity when vehicle is Figure 23. Desired SoV surf with the road slope that changes from 0rad to
braking and road slope is 0.11rad. 0.11rad and velocity that changes from 0km/h to 110km/h.

Figure 24. Desired SoV surf with the road slope that changes from -0.11rad to
Figure 21. Desired nonlinear relationships between SoV and velocity and road 0rad and velocity that changes from 0km/h to 110km/h.
slope is 0.11rad.
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Vehicle state data and altitude information are collected in

Changchun. The measurements were done with a high accuracy
GPS-base(the positioning accuracy radius is less than 0.01m) which
logged velocity and position information at 10Hz frequency. The
vehicle velocity trajectories and the altitude profile are shown in
Figure 25 and Figure 26 respectively. Since a GPS receiver provides
a 3D position (latitude, longitude, and altitude) together with a signal
indicating the number of satellites used for the position fix. The
vehicle velocity and the road slope are used to calculate the time
derivative of the altitude and thus provide a link between the GPS
and the vehicle model[33]. Using this relationship, the estimated road
slope is shown in Figure 27. The available road slope will
subsequently be used to calculated power demand and the desired
SOV of supercapacitor. Figure 27. Road grade in Changchun.

The power demand is shared by battery and supercapacitor, and the

distribution gain is used to adjust the distribution proportion between
battery and supercapacitor, which can be expressed as:

(13)

where kbat and kSC are distribution gain coefficients of battery and
supercapacitor respectively. In this study, a fuzzy logic controller is
designed to calculate the distribution gain coefficients. The inputs of
fuzzy logical controller are SOV error deviation and battery SOC, the
output is distribution gain coefficients. A schematic diagram about the
proposed power management strategy is shown in Figure 28.
Figure 25. Measured vehicle velocity.
In case of the SOV error is less than zero, which represents the SOV
value of supercapacitor is lower than the desired value set forth, then
more load power should be distributed to battery. On the contrary, if
the SOV error is more than zero, which represents the SOV value of
supercapacitor is higher than the desired value set forth,
supercapacitor should share more load power. Figure 29 shows
triangular membership functions of input-output variables, and the
relationship surface of input-output variables is shown in Figure 30.

Figure 26. Measured relative elevation in Changchun.

Figure 28. Schematic of the developed power management algorithm

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Figure 29. Membership functions of the input-output variables
Figure 30. The relationships surface of the input-output variables
a.
b.
c.
Figure 31. Simulation results when terrain information is available. (a) battery
distribution coefficient; (b) power distributed to battery; (c) battery voltage
variation; (d) battery current variation; (e) battery SOC; (f) supercapacitor
distribution coefficient; (g) power distributed to supercapacitor; (h)
supercapacitor current variation; (i) supercapacitor SOV.
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d.
g.

e.
h.

f. i.

Figure 31. (cont.) Figure 31. (cont.) Simulation results when terrain information is available. (a)
battery distribution coefficient; (b) power distributed to battery; (c) battery
voltage variation; (d) battery current variation; (e) battery SOC; (f)
supercapacitor distribution coefficient; (g) power distributed to supercapacitor;
(h) supercapacitor current variation; (i) supercapacitor SOV.
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a. d.

b. e.

f.
c.
Figure 32. (cont.) Simulation results when terrain information is not
Figure 32. considered. (a) battery distribution coefficient; (b) power distributed to
battery; (c) battery voltage variation; (d) battery current variation; (e) battery
SOC; (f) supercapacitor distribution coefficient; (g) power distributed to
supercapacitor; (h) supercapacitor current variation; (i) supercapacitor SOV.
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g.
h.
i.
Figure 32. (cont.) Simulation results when terrain information is not
considered. (a) battery distribution coefficient; (b) power distributed to
battery; (c) battery voltage variation; (d) battery current variation; (e) battery
SOC; (f) supercapacitor distribution coefficient; (g) power distributed to
supercapacitor; (h) supercapacitor current variation; (i) supercapacitor SOV.
Figure 31 shows the simulation results for battery distribution
coefficient, power distributed to battery, battery voltage variation,
battery current variation, battery SOC, supercapacitor distribution
coefficient, power distributed to supercapacitor, supercapacitor
current variation, and supercapacitor SOV when the terrain
information is available compared with that when the terrain
information is not considered in Figure 32.
The gain coefficients of battery and supercapacitor indicate that the
adjustment magnitude and frequency for the power demand
distributed to battery and supercapacitor respectively, which can be
found in (a) and (f) of both Figure 31 and Figure 32. Compared with
Figure 32(a), it can be observed that the battery gain coefficient
fluctuate more largely in Figure 31(a). The result indicates that more
peak power is transferred to the supercapacitor. Correspondingly, the
supercapacitor gain coefficient fluctuates more drastically, which
indicates that the supercapacitor participates in the distribution more
frequently. As a result, the more big and peak power should be shared
by supercapacitor, and small and average power can be shared by
battery. The specific power distribution for battery and supercapacitor
can be seen in (b) and (g) of both Figure 31 and Figure 32. By
comparison, it is obvious that both have a global low frequency and
slow variation charging and discharging power demand for battery,
while the high frequency and fast variation charging and discharging
power demand is distributed to supercapacitor. Besides, it can also be
further observed that the proposed power sharing strategy is able to
guarantee the lower magnitude of the power demand for battery
system during the most of the drive condition when terrain
information is available. The battery system only increases the power
at high power demand time point.
Since the fast dynamic response and high specific power of the
supercapacitor system, burst discharge current and the regenerative
braking energy is handled by supercapacitor quickly, and thus the
impact of the big charging and discharging current on the battery
system can be avoided, which can be found in (d) and (h) of both
Figure 31 and Figure 32. It can also be further observed that the
advantage of proposed power management strategy is obvious in
regulating peak and valley current for the power system when terrain
information is available.
The voltage variation of battery is illustrated Figure 31(c) and Figure
32(c). In the first 300s, the fluctuation of battery voltage is relatively
large, which results from a big battery power fluctuation. In the rest
of the simulation time, the battery shows a good voltage stabilization
performance. The maximum voltage drop fluctuation from Figure
31(c) is from 287V to 261V, the corresponding voltage difference is
26V. For a 72 series battery cells, each cell assumes an average
0.361V voltage fluctuation. Compared with Figure 32(c), the
corresponding voltage difference is 39V and each cell assumes an
average 0.542V voltage fluctuation. Therefore, it is obvious that the
battery system is operated in more suitable voltage range and the
potential battery cell balancing problem can be avoided to prevent
individual cell voltages from a big drifting apart over time, which
leads to rapid decreases of the total pack capacity, or even complete
system failure.
Figure 31(e) and Figure 32(e) show the variation of battery SOC with
respect to the load power changes respectively. At about 200s
simulation instant, since battery system has a big load power demand,
thus the battery SOC has a large capacity drop. However, benefiting
from the terrain information, battery SOC consumption is decreased
by 8% compared with the system without considering the terrain
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information, which should be very helpful to extend electric vehicle’s
driving range. The variation of supercapacitor SOV is described in
Figure 31(i) and Figure 32(i) respectively. It is obvious that the
proposed power management strategy can ensure the SOV of
supercapacitor to fluctuate within desired range set forth in the whole
driving cycle. Moreover, the proposed energy management system
enables supercapacitor SOV fluctuate within more effective operation
range and thus better cope with dynamic nature of supercapacitor to
adapt power demand variation.
Conclusions
Hybrid energy storage systems would paly a central role in the future
transportation because of its advantage and promising solution to the
problems that the electric vehicles have faced. In this paper, battery and
supercapacitor hybrid energy management system for electric vehicles
based on a power sharing strategy using terrain information is proposed
and described. A Haar wavelet transform algorithm is proposed to
decompose different frequencies components of the load power
demand. The dynamic relationships are established between the desired
supercapacitor voltage and vehicle velocity and terrain to guide the
power distribution. Finally, the hybrid system models are developed by
using MATLAB/Simulink simulation software and validated by using
experiment data. Simulation results have shown that the proposed
power management control strategy enables battery system to share the
low frequency and small magnitude power demand, thus the battery
lifetime can be extended. Compared with the hybrid energy
management system without terrain information, the SOC consumption
of the battery system in the hybrid system is decreased by 8%, which is
significant in improving electric vehicle’s driving range. The results
thus suggest the fact that the driving environment information, such as
terrain information would be beneficial for the further system efficiency
improvement of battery and supercapacitor hybrid energy management
system and thus need be considered and properly utilized in the power
management control strategy.
Since the typical terrain information is obtained from commercially
available GIS database, along with commercial low-quality GPS
device for positioning, the terrain information with respect to vehicle
position is in general full of errors and uncertainties. Depending on
the quality of the GIS data and GPS signals in terms of accuracy and
update rate, terrain data can be very coarse with such large errors that
may introduce large inaccuracy and delay on the power demand. This
may further negatively influence on the performance of the battery
and supercapacitor hybrid energy management system. Therefore, the
performance of the battery and supercapacitor hybrid energy
management system is difficult to be guaranteed based on the
proposed and unmodified power management control strategy when
the terrain information is from the measure results of the combination
of commercial low-quality GPS and GIS. However, the proposed
energy management system frame is still feasible and only the desired
SOV curve need be redesigned based on error characteristics
consideration and thus recommend it for future research topic.
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Contact Information
*Prof. Weiwen Deng
State Key Lab of Automotive Simulation and Control
Jilin University, China 130025
kdeng@jlu.edu.cn