IET Electrical Systems in Transportation

Research Article

Analysis of the resilience of an electric-based ISSN 2042-9738

Received on 14th November 2018
Revised 26th February 2019
transportation system Accepted on 17th May 2019
E-First on 20th August 2019
doi: 10.1049/iet-est.2018.5087
www.ietdl.org

Krishnarti De1 , Suman Majumder1, Praveen Kumar2

1Department of Electrical and Electronics Engineering, NIT Mizoram, Mizoram, India
2Department of Electronics and Electrical Engineering, IIT Guwahati, Assam, India
E-mail: dekrishnarti@gmail.com

Abstract: The increasing pollution due to vehicular emissions demands a quick review of the present transportation structure.
Replacing the present transportation system with an electric-based public transportation system is a possible solution. This
system will use high-capacity storage devices that will be placed at the bus stops to store energy from the electric grid and then
charge the buses. The implementation of such a system will require a systematic energy flow between entities such as the grid,
energy storage systems, and buses. This energy flow may get interrupted due to failures between the entities and thus cause
failures in the system. The objective of this work is to investigate various failures that can occur and propose strategies to
minimise the impact of the failures on the operation of the system. In order to achieve this objective, a simulation model of the
transportation system is developed for the analysis of different issues, which exist in the system and the fuzzy logic controller
has been designed to provide solutions to these issues. The results show that with the proper working of the controller it is
possible to mitigate failures that are caused due to critical energy flow disruptions.

1 Introduction
In the last decade, major cities around the world have experienced
a significant rise in air pollution [1]. Recently, New Delhi, capital
of India, was in news for unprecedented levels of air pollution and
very poor air quality [2]. The primary factor for the deteriorated air
quality in mega cities is road transport based on the internal
combustion engine vehicles. One of the potential solutions is to
expand the network of the multimodal public transportation system
(TS) powered by electricity such as trolley buses, electric buses,
electric car-based taxis etc. These electricity-based TSs (EBTS)
can be made sustainable by use of renewable energy sources such
as wind energy and solar photovoltaic (PV) systems, and many
cities around the world have deployed or are in the process of
deploying such solutions [3–5].
The success of such electricity-based vehicles primarily
depends on three factors, namely
a. The ability of the distribution grid to meet the energy
demand of the EBTS.
b. Proper energy management between the grid, renewable
generation, and EBTS to ensure reliable operation.
c. Understanding of possible failures and strategies to address
failures and contingencies, and to minimise their impact on
the EBTS.
The point (a) is especially important for Indian cities because the
electricity distribution network in Indian cities is overburdened [6,
7] and will not be able to sustain any additional load of EBTS. To
address this issue, an EBTS was proposed in [8, 9]. This EBTS
uses a high-capacity storage device (HCSD) as a buffer between
the grid and the EBTS, and also enables large-scale integration of
renewable energy. A smart energy management system is used in
this EBTS and it ensures that the grid is not overburdened and the
e-buses have access to uninterrupted energy. The issue of energy
management between the grid, renewable generation, and EBTS
has been discussed in [10]. The focus of this work is to address
point (c) that is possible failures and strategies to minimise the
impact of these failures with respect to the system shown in Fig. 1.
Literature review shows that though there has been quite a
remarkable work on vehicle-to-grid and grid-to-vehicle
technologies [11, 12], no such appreciable work has been found on
failure analysis and hence on possible solutions. The primary
question that will be addressed in this work is ‘what are the
potential failures that can occur in the system and what failure
management issues can be addressed to ensure unhindered
service?’
The failures and contingencies that the EBTS can experience
are as follows:
i. failure between the grid and the electric bus stop (charging
station),
ii. traffic congestion, and
iii. unbalance between energy demand and resources.
Referring to Fig. 1, it can be seen that the above issues will result
in disruption of energy flow between the grid, HCSD and
supercapacitor in the E-bus.
An intelligent strategy should ensure minimum disruption in
service due to the failures. The strategy proposed in this work is
based on the fuzzy rule base, and it is shown, through simulations,
that the proposed strategy ensures that the bus services are not
interrupted in the event of above-mentioned failures. The reason
for opting FLC over other control techniques is due to its linguistic
representation of rules and mode of approximate reasoning, which
resembles the decision-making process of humans. In addition to
this, an FLC is not based on mathematical modelling and can solve
problems under uncertain and highly non-linear conditions. Thus,
in this work using FLC to formulate the charging and discharging
rate of a large number of E-buses becomes easier. To demonstrate
the efficacy of the proposed strategy, it was tested for different
months (to take into account seasonal variations in renewable
generation). All the simulations are done for the Guwahati city,
India, and to keep the simulations as realistic as possible, the
electricity consumption profiles are taken from Assam Power
Distribution Company Limited (APDCL).
The paper is organised as follows: Section 2 describes the
system layout and the structure of the entities. Section 3 explains
the system modelling and energy calculation of the EBTS. Section
4 presents the contingency analysis of the proposed EBTS. The
results and discussion are given in Section 5 and Section 6 presents

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Fig. 1  System architecture presenting few EBSs on the ring road and the entire system network. E-buses carrying supercapacitors will stop at each EBS to
charge from the HCSDs placed there
Fig. 2  Interconnection between entities representing the energy pathways
in the system using three main subsystems, i.e. HCSD, TCC, and FLC
the analysis of the system under severe contingency conditions.
The conclusion is presented in Section 7.
2 System layout and description
In this section, an overview of the EBTS, as proposed in [13, 14],
is given. The architecture of the system is shown in Fig. 1 and the
understanding of the architecture of the system will enable to
identify the potential failure modes. From Fig. 1 it can be seen that
the system has two sources of energy, viz., the grid and the solar
PV system. The system also has HCSD at each E-bus stop (EBS).
The HCSD stores energy from the grid and solar PV panels to
support the EBTS for 24 h. The E-buses are equipped with
supercapacitors as a primary source of energy. The advantages of
using supercapacitors inside the E-buses are
i. These are light in weight [15] and hence do not increase the
overall weight of the E-bus.
ii. The supercapacitor has faster charging properties [16], which
enables the E-buses to charge during the boarding and
deboarding of the passengers. Hence, no extra time is used for
charging the supercapacitors.
Thus, whenever an E-bus stops at an EBS, the supercapacitor bank
in the bus gets flash charged from HCSD with energy which will
be enough to travel 4–5 km. This ensures smooth and continuous
flow in E-bus services even if an E-bus is not capable of charging
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at any particular stop (the distance between consecutive bus stops
is 1–2 km apart).
The functions of the main subsystems are elaborated using the
detailed architecture of a node, which is shown in Fig. 2. The three
main subsystems in this figure are as follows.
2.1 High-capacity storage device (HCSD)
The HCSD placed at each EBS is the vital subsystem of the
architecture because it acts as a buffer between the grid and the
EBTS. The energy flows from the grid through the distribution
node to the load connected to it and to the HCSD during grid off-
peak hours (GOHs) to support the EBTS. Additionally, the solar
energy from the distributed solar plant is also stored in the HCSD
to support the EBTS. The vanadium redox battery presents a
feasible option to HCSD in comparison with any other high-
capacity battery [17]. It gives the system some flexibility to
enhance the energy storage capacity and can provide an efficiency
of 80% to the system [18]. VRBs can be fully discharged without
reducing life expectancy and the self-discharge rate is very low
[19].
The control algorithm of the system ensures that the HCSD
charges during the off-peak hours of the grid, and during daytime
from the solar PV system. This arrangement ensures that the
electricity distribution network of the city is not burdened.
Furthermore, the stored energy in the HCSD can also be utilised
to support the grid during peak hours (GPHs) [20].
2.2 Transportation communication centre (TCC)
TCC is the heart of the system and is connected to the EBSs, E-
buses and SCADA centre of the grid through a communication
network. The type of communication network to be used depends
upon the type of information, the speed with which it is to be
transferred and the types of entities (static or dynamic). The links
below can be considered accordingly [13]
i. Optical fibre, local area network etc. for communication
between static entities.
ii. Wireless, web, walkie-talkie etc. for communication between
dynamic entities.
For example: for the communication between the bus and EBSs
wireless communication is used. The speed of data is transmitted
every 10 s. These rates of data transmission are fast enough to
ensure that latency in communication does not impact the working
of the controller. These issues have also been investigated in [21].
The detailed schematic of TCC is given in Fig. 3. The E-bus
sends traffic congestion data, and the TCC can further convey this
information of traffic congestions to the EBSs and other E-buses.
EBSs will send the HCSD status [state of charge (SOC)] and
energy flow status to the TCC. Using this information, the TCC
can inform the other EBSs about the SOC of particular EBSs and
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Fig. 3  TCC and its communication links with E-buses, EBSs, and SCADA centre of the grid
Fig. 4  Fuzzy controller steps
hence, can initiate command for any support required by that
particular EBS. The SCADA centre will send the grid information
to the TCC, and this information is then conveyed to the fuzzy
logic controller (FLC). The contingency management algorithm is
also located in the TCC; the TCC uses these data to identify the
congestion that may have occurred at a particular location and then
initiate the FLC for control signals. Thus, it can be noted that TCC
only sends and receives information (both in normal and fault
condition) and therefore does not have any impact of the faults
occurring on the system.
2.3 Fuzzy logic controller (FLC)
FLC, which is based on the rule base and membership functions
(MFs), will decide the control action, which is the direction of
power flow from/to the HCSD. A rule base is hence designed
based upon the basic necessity of the proposed system which is
• 24 h of energy support to the EBTS.
• HCSD to be charged from the grid during off-peak hours of the
grid.
• The energy stored in the HCSD from the grid and solar energy
will be utilised firstly for EBTS support and then for grid
support.
The control strategy uses three steps:
i. Fuzzification: convert the classical data or crisp data into fuzzy
data or MFs, then
ii. Fuzzy inference process: which combine the MFs with the
control rules to derive the fuzzy output.
iii. Defuzzification: converts the fuzzy variables into a binary
output.
The inputs to the FLC presented in Fig. 4 are the bus frequency
(Bf), SOC and the per unit voltage (Vp.u). The output of the FLC is
the power flow to-n-from the HCSD.
Thus, these three subsystems together ensure the smooth
operation of the entire system. Furthermore, from Figs. 1 and 2, it
can be seen that there are three critical energy pathways, as shown
in Fig. 5, and they are
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• Grid to HCSD: The HCSDs placed at the EBSs are connected to
the grid (33/11 kV) via a distribution network of 11/0.420 kV.
Furthermore, a bidirectional converter is used for the energy
flow between these two entities. The amount of energy thus
stored in the HCSD depends upon the thorough analysis of the
energy requirement of the proposed system, which is presented
in the next section.
• PV to HCSD: Distributed solar PV panels are used in the
proposed work as an additional source of energy to the EBTS.
Therefore, any interruption between PV and HCSD will not
cause disruption in the system as the HCSD is connected to the
grid and thus it can charge the E-buses. Considering the future
TS demand solar PV can also be used to provide full support to
the TS. Thus replacing the energy requirement (for TS) from the
city distribution grid. In that case, an interruption between PV
and HCSD will result in energy disruption and hence the
possible scenarios have been studied here.
• HCSD to E-bus: Each E-bus has a supercapacitor as a primary
source of energy. These supercapacitors are charged from the
HCSDs when the E-bus stops at a particular EBS. The energy
from the HCSD to the supercapacitor flows through a converter
and the supercapacitor is charged using the flash charging
method.
A fault in any of the above three pathways can result in
disruption of the system. The possible energy disruptions that can
occur are shown in Fig. 6
a. Energy flow between the grid and the HCSD is disrupted.
b. Energy flow between the solar PV and the HCSD is
disrupted.
c. Energy flow between the HCSD and E-bus is disrupted.
In this section, the elaboration of the system architecture has
been presented along with the functions of the main subsystems.
This gives a clear idea of the critical energy pathways and therefore
the energy disruptions that can possibly occur. The brief
description is necessary to understand and analyse the faults in the
system due to these energy disruptions. Although analysis of these
cases requires data of the proposed system, energy requirements
along with the grid profile of locations where the EBSs are placed.
Hence, the system model and major data (grid and EBTS) analysis
25

Fig. 5  Schematic diagram presenting the E-bus and EBS configurations.
Supercapacitor placed inside the E-bus acts as a primary source of energy
for the bus to drive from one EBS to the next one. Each EBS has HCSD to
store the required energy for the E-buses and charges the supercapacitors
using flash charging technique
Fig. 6  Energy disruptions that can occur between the different entities of
the system and hence can disrupt the smooth operation of the system are
(a) Between grid and HCSD, (b) Between HCSD and E-bus, (c) Between solar PV and
HCSD
has been presented in the next section and followed by the analysis
of different energy disruption cases.
3 System model
In the previous section, the system architecture gives a brief
description of the functions of the subsystems and critical energy
pathways. This section presents data analysis required to calculate
energy requirements and to further analyse the energy disruption
between the system entities. The first sub-section presents the grid
and solar profile which are collected for Guwahati city, India. The
next sub-section presents the detailed calculations involved to
evaluate the value of energy required by the EBTS and specify the
magnitude of energy that should be stored in HCSD to ensure
uninterrupted service of the system.
3.1 Grid and solar profile
The proposed TS is intended for Guwahati city ring road shown in
Fig. 7. The A, B,…, K markers present sections of locations where
a number of EBSs are placed.
• A–C present residential locations.
• C–G presents commercial locations, and
• G–K industrial locations.
To develop a robust energy management strategy that will
ensure uninterrupted bus service, it is necessary to understand the
load profile of the grid, the solar insolation pattern, and the energy
consumption pattern of the buses. The load profile at various
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Fig. 7  Ring road of Guwahati city which is considered for a case study in
this work. Length of the ring road is 47.5 km
Fig. 8  Weekly grid profile for
(a) Industrial, (b) Residential, (c) Commercial location grid demand
substations along the route shown in Fig. 7 and the solar insolation
profile are explained in this subsection.
The weekly grid profile of three locations residential,
commercial and industrial of Guwahati city has been collected
from APDCL [22, 23] for 2012. Figs. 8a–c presents the grid profile
for (a) an industrial location, (b) a residential location, and (c) a
commercial location.
The following are the observations from the above figure:
• For G–K, industrial location, the GPH is from 10:00 to 16:00 h
and the value of peak load is 550 kW and similar to the
commercial location, the grid profile on Sunday is
comparatively much less than the week days.
• For A–C, residential location, the peak load occurs during
16:00–20:00 h at around 500 kW for almost all the seven days
of the week.
• For section C–G, which has a high concentration of commercial
establishments, the GPH seems to occur during 15:00–20:00 h
with 600 kW load for all the days of the week except Sunday.
This is because Sunday is a weekend and therefore, the peak
load on this reaches 300 kW only.
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i. The peak duration of solar irradiation is from 10:00 to 15:00 h.
ii. The peak of solar irradiation is in the month of March.

In this work, the sizing of the solar PV panel and HCSD is

considered to be 300 kWp and 1.1 MWh, respectively. For the
system analysis, the size of these subsystems is considered
according to the energy requirements of the EBTS and the
requirement of storage for the system.
The following factors have been considered for size
considerations:

Fig. 9  Solar radiation data for an entire year presenting the monthly i. Connection of HCSD and solar PV with EBTS: HCSD is
variation in solar irradiation, i.e. variation in solar radiation season wise placed in between the grid and EBTS and the solar PV module
are placed in a way that it is directly connected to the grid and
Table 1 Specification of an E-bus considered for this study HCSD as well.
[24] ii. Basis of energy flow from grid to HCSD: The system is so
Parameters Values designed that the EBTS will be given support for 24 h. This
mass 10,000 kg support is taken from the grid, i.e. EBTS takes energy from the
length 10 m grid during GOHs only and this energy flow via the HCSD.
width 2 m iii. Basis of energy flow between solar PV panel, HCSD and the
height 3 m
grid: The solar energy is utilised in the system in order to
maintain a constant voltage profile of the grid. Hence, the solar
frontal area 6 m2 PV panel is connected directly to the grid. Additionally, it is
passenger capacity 35–40 connected to the HCSD so that the EBTS can be supplied by
an additional source of energy.

The energy flow between these subsystems will depend upon the
following factors:

a. Energy requirements of the EBTS (depends upon bus

frequency).
b. Per unit voltage profile (Vpu) of the grid for loads (actual
load and EBTS load).
c. Available solar energy.

3.2 Energy requirement of the TS

Fig. 10  Speed versus time graph of Guwahati city cycle that represents the
driving pattern, average speed etc. of the vehicles driving on the ring road The second subsection discusses the energy consumption estimates
for the TS. The energy requirement of EBTS has been calculated
Table 2 Total energy required by E-bus using the following steps:
Force Energy, kWh
rolling resistance 0.7990 i. Using the E-bus specifications, which are given in Table 1: The
aerodynamic force 0.0971 calculation is done assuming the road angle is zero. The
stepwise energy calculations require analysis of the movement
acceleration resistance 4.3160
of the E-bus between two stops in city traffic conditions. The
total work done by engine (WA) 5.2121 driving cycle of Guwahati city is used for analysis and is
energy recovered during braking (WB) 1.0498 presented in Fig. 10, which is drawn from the actual
total energy required to travel 4.58 km (WA–WB) 4.1623 measurements of the ring road. From the driving cycle, the
average speed of the bus obtained is 23.54 km/h, the duration
of the one cycle is 700 s and the length of the cycle is 4.53 km.
ii. Next step is the calculation of various resistive forces
mentioned below, which opposes the motion of the E-buses
[25]. The work done against various resistive forces are given
in Table 2. In the calculation, it is considered that 30% of the
kinetic energy, which is lost in braking is also recovered [26].
Hence, the energy required by an E-bus to travel 1 km is 0.91 
kWh.
iii. The next step is the calculation of total energy required by the
EBTS over 24 h for which the bus frequency is required.
Fig. 11 presents the bus frequency for a usual day (UD) and a
festival day (FD; as considered an issue for resilience
Fig. 11  Bus frequency for UD EBTS load and FD/special day EBTS load. analysis).
It can be observed how the frequency of passenger flow shifts towards the
later hours of the day which represents that more people move during this The bus frequency graph for UD is drawn using real-time data
time and that of FD is assumed. It can be observed that on UD, the peak
of EBTS occurs in two time durations: from 08:00 to 11:00 h and
The EBTS uses solar energy as an additional source to the system. from 16:00 to 18:00 h. This indicates the time durations when
The solar energy is determined from the solar irradiation data passengers use TS to reach office, school, colleges etc. from home
which is collected from the meteorological department and is (08:00–11:00 h) and back to home (16:00–18:00 h). Using the
shown in Fig. 9. value of bus frequency (Bf), the total energy required by EBTS for
From the solar irradiation graph, it can be observed that a particular stop can be calculated with the following
consideration:

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i. The distance between two E-bus stops is 0.8–1 km.
ii. The supercapacitor placed inside the E-buses can charge with
enough energy in one charging to travel up to 1–2 km. Hence,
the energy required by EBTS for a particular stop can be
calculated as:
EEBTS = T NB × 0.908 kWh (1)
where TNB is the total number of buses through that stop.
Hence, in this section, the data analysis required to calculate
the energy requirement has been presented. This analysis will
help to size the system entities accordingly, although this work
does not present system sizing and can be a part of future
work. Next section is the analysis of the possible contingencies
that can be caused by energy disruption between entities which
are mentioned in Section 2. A Simulink is modelled using the
distribution network, the grid and the EBTS electrical network
to analyse the feasibility of the system under these contingency
conditions.
4 Contingency analysis of the proposed EBTS
In the previous two sections, the critical energy pathways and
possible energy disruption between entities along with data
analysis required to calculate the energy requirements of the
subsystems have been presented. In this section, the contingency
analysis caused due to the energy disruption mentioned in the
earlier section of the EBTS has been discussed in brief. The first
sub-section elaborates the different contingency conditions based
on the energy disruption between various components. The next
sub-section discusses the control algorithm strategy used to control
energy flow as per contingency condition in different sections of
the system.
4.1 Contingencies in the proposed system
The smooth operation of the EBTS requires the systematic
operation of all the components associated. Some of the critical
issues which may create disturbance in the operation of the system
are stated in the earlier section. The ring road presented in Fig. 7
and the bus stops are marked alphabetically and the type of
location is also mentioned in Section 3. In this section, the possible
causes of the contingencies, their cause is presented in Fig. 12. It is
considered that all the problems occur at the kth stop and (k − 1)th
and (k + 1)th stop are the ones which are earlier and next to the kth
stop. These stops can be of any combinations of the three locations,
i.e. residential, industrial and commercial. The combinations are
considered as cases and presented in the results section.
4.1.1 C-I: energy flow disruption between entities: Between the
grid and HCSD: The E-buses are charged from the HCSDs placed
in the EBSs. Each HCSD is connected to the grid via a transformer
(DN) and a converter, and the HCSD stores energy from the grid.
Hence, the transformer/converter failure at the kth stop will restrict
the HCSD to store energy from the grid. Meanwhile, the system
energy from solar PV is also stored in HCSD. This energy can be
utilised to drive the E-buses. Here, in this work, the contingency
analysis has been done considering that there is no solar energy
available. As a result, the E-buses which will stop for boarding and
deboarding of the passenger at the kth stop will not be able to
Fig. 12  Possible contingencies in the system and their causes
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charge. Thus, if an E-bus is unable to charge at the kth stop, it will
not be able to reach the next stop. This will disturb the continuity
of service.
Between the solar PV and HCSD: According to the system
model given in Fig. 1, a distributed solar PV panel is connected to
the HCSD and the grid. This provision provides the EBTS with an
advantage to using renewable energy source in order to supply the
EBTS and also to support the grid as and when required. The
energy flow between the solar PV and HCSD may get disrupted
due to two major reasons: no energy generation from solar PV
panel and secondly converter failure through which solar PV panel
and HCSD are connected. The first one may be due to a cloudy/
rainy day. In this case, the system will not be able to take additional
support from the solar energy and will have to rely on the support
obtained from the grid for that particular day.
Between the HCSD and E-bus: The E-buses are installed with
supercapacitors that act as the primary source of energy and stores
charge from the HCSD while the passengers move in/out of the E-
buses at each EBS. This energy is enough to drive the E-bus to the
next EBS. Hence, in this case, an E-bus is unable to charge from
that particular stop.
4.1.2 C-II. Surge in EBTS demand: Congestion/traffic issues:
This issue is concerned with a sudden increase in demand of the
EBTS at a particular stop say the kth stop. This issue presents a
scenario where the number of passengers at the kth stop increases
due to traffic condition or any local issue. As the energy required
by the E-buses to run through the ring road is a function of the
number of passengers, hence, the requirement of the number of
buses to transport people from the kth stop to other places will also
increase. Thus, this issue will lead towards a condition where the
frequency of bus flow through this stop will increase and therefore,
the energy requirement of the particular stop will also increase.
More people using transport on special days: It is considered
that due to festive seasons (such as Beehu, Holi and Diwali)
number of people will transport for shopping/travelling is more.
Transporting this increase in the number of passengers will require
increase frequency of buses and hence the energy requirement for
the EBTS will also increase.
4.1.3 C-III. Unbalance between energy demand and
resources: High energy demand: This issue represents the
condition when demand on the grid increases due to the festival
season or any special day. Moreover, the decorations on the road
and commercial areas will increase the load on the grid as well.
Table 3 presents the set of solutions to all these contingency
conditions. C-I has three sets (S-1, S-2, and S-3) of the solution.
S-1: in this, as the kth stop HCSD is not able to store energy from
the grid, energy towards the E-buses cannot be supplied until the
failure exists. In S-1, energy towards the E-bus that is to be
supplied by the kth stop will be supplied now by the (k + 1)th stop
in addition to its energy demand.
S-2: in this case, the energy requirement of the kth stop will be
delivered by the (k − 1)th stop in addition to its energy demand, i.e.
the E-buses will charge more from the (k − 1)th stop to store the
required energy to travel to the next charging stations.
According to both S-1 and S-2, the (k − 1)th and (k + 1)th stop
HCSDs will have to store energy more than the daily requirement
under C-I. This indicates that the grid has to provide twice the
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Table 3 Set of solutions for different contingencies
Contingencies Description Solutions
C-I energy flow 1. between the grid and HCSD at the kth stop (solar PV will support the TS in S-1 (k − 1)th stop will support
disruption case of the shiny day but if the day is a rainy/cloudy day) TS of kth stop
2. between the solar PV and HCSD at the kth stop (grid can support TS but S-2 (k + 1)th stop will support
normally grid and TS peak period are same, in that case following are the TS of kth stop
solutions) S-3 (k − 1)th and (k + 1)th
3. between the HCSD and E-bus at the kth stop (this problem can be due to both will support TS of
the induction charger failure, hence following are solutions) kth stop
C-II surge in EBTS 1. congestion/traffic issues at the kth stop (due to any local issue the number S-1 kth stop HCSD will
demand of passengers at the kth stop has increased) support to TS more and
2. more people using TS on special days at the kth stop [increased number of less to grid
passengers at a particular stop in a special day (e.g. Beehu, Holi and S-2 (k − 1)th stop HCSD will
Diwali)] support the only extra
demand in kth TS
S-3 (k + 1)th stop HCSD will
support the only extra
demand in kth TS
C-III unbalanced 1. high energy demand at the kth stop S-1 increasing the rate of
between energy charge of HCSD
demand and resources

regular demand, but this does not create many effects. This is
because the energy to be stored in the kth stop, due to C-I, will now
be used to charge the HCSD of the (k − 1) / (k + 1)th stop.
S-3: in this case, both the (k − 1)th and (k + 1)th stop share the
load of the kth stop under C-I, i.e. the energy to be stored in HCSD
of the (k − 1)th stop and the (k + 1)th stop can be given as (see (2)
and (3)) . Similarly (see (3)) . Next is C-II for which again three
sets of the solution are given (S-1, S-2, and S-3). S-1: under C-II,
the energy requirement at the kth stop increases due to the sudden
traffic conditions. Hence, the kth stop HCSD has to store more
energy to compensate for the change in demand. The sizing of the
HCSD for the proposed EBTS is such that after supporting it can
also support the grid during GPHs. Even if the HCSD stores energy
from the grid during GOHs, this demand may create a burden on
the grid. Therefore, in this solution, the stored energy in HCSD
from the grid and from solar (as in the regular days) as well will be
utilised more for EBTS support and less towards the grid. Thus,
even with the increase in demand, the demand on the grid will not
increase.
S-2: this solution gives an option to the E-buses to charge more
from the (k − 1)th stop to compensate for the increased demand of
energy raised due to the traffic condition at the kth stop. This can
be done by utilising most of the HCSDs(k+1) stored energy for
supporting the EBTS and less towards the grid for grid support
until the issue exists.
S-3: this option is similar to the earlier solution and will give an
option to the E-buses to charge more from the (k + 1)th stop.
The last one C-III is the condition when the EBTS requirements
at the kth stop increases due to a festive season. The solution for
this issue can be given by increasing the rate of charge of the
HCSD placed at the kth stop during the GOHs. Thus, the HCSD
can store enough energy required during the time for supporting the
increased demand for EBTS.
All these actions will be decided by the controller discussed in
the next sub-section.
4.2 Control algorithm
In this work, the purpose of the FLC is to decide the control actions
based upon variations of the system parameters viz., voltage profile
of the grid (Vpu), SOC of the HCSD and the bus frequency (Bf).
Here, it is considered that all the issues appear at the kth stop only
and hence the parameters of the kth stop are subjected to decision
making. Every EBS includes an FLC and hence represented
likewise.
Fig. 13 presents the control algorithm based on which the FLC
will work. The system will first check for the values of the system
parameters for the kth, (k − 1)th and (k + 1)th stop. For this, the
following standards are considered:
i. Vpu = 1 is the standard per unit voltage value and therefore the
condition when Vpu ≪ 1 indicates that the load on the grid is
quite large.
ii. The standard SOC variation of HCSD is considered to be 20–
80%. Here, the SOC value of <50% is considered to represent
the condition where the stored energy in HCSD is less.
iii. EG represents the grid energy, and here, +EG indicates energy
flow from the grid to HCSD.
iv. In the case of the bus frequency (Bf), the UD bus frequency is
the standard and FD bus frequency is compared with the
earlier.
The FLC compares the system parameter values for the present
scenario with the standard ones. Based on the variation of the
system parameter values, the FLC identifies the particular issues
that have occurred. According to the issue, the FLC of the
corresponding EBS responds. The response of each FLC at EBSs
follows the set of solutions discussed in this section.
The inputs to the FLC are therefore Vpu, SOC and Bf and the
output are P+/– and SP+/–. P+ indicates energy flow from the grid
towards HCSD and P− indicates energy flow towards the grid.
Similarly, SP+ indicates energy flow from the solar PV panel to
HCSD, whereas SP− indicates energy flow from the solar PV panel
to grid. The inputs Vpu and SOC are classified into three MFs high,
medium and low (H, M, L) and Bf into five: very high, high,
medium, and very low (VH, H, M, L, VL). The output is defined
by nine: positive very high, positive high, positive low, positive
very low, zero, negative very low, negative low, negative high and

Energy in HCSD(k − 1) = Energy required to be stored in HCSD(k − 1)

(2)
+1/2 The energy required to be stored in HCSDk .

Energy in HCSD(k + 1) = Energy required to be stored in HCSD(k + 1)

(3)
+1/2 The energy required to be stored in HCSDk .
IET Electr. Syst. Transp., 2020, Vol. 10 Iss. 1, pp. 23-34 29
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Fig. 13  Control algorithm
negative very high (PVH, PH, PL, PVL, Z, NVL, NL, NH, and
NVH). The inputs to the FLC are presented in Fig. 2.
The proposed EBTS constitutes E-buses, which will drive
through the ring road of Guwahati city using electric energy from
the grid. The energy from the grid is stored in the low HCSDs
placed at each EBS. This indicates that the HCSD is directly
connected to the grid via a DN of 11/0.420 kV.
To reduce the dependency of the system on the grid, HCSD is
considered to store charge from the grid only during the GOHs and
from the solar PV during the daytime. The controller, under normal
operational conditions, thus has to perform the control actions
based on the following points:
i. Energy from the grid to HCSD will flow during the GOHs
only.
ii. Energy from solar PV will be stored directly in the HCSD.
iii. Energy from solar PV will be utilised for grid support during
the GPHs.
iv. Energy from HCSD will be utilised to support the EBTS for
the entire day.
v. Energy from HCSD will be utilised to support the grid during
the GPHs after supporting the EBTS.
Now under contingency conditions (described in the earlier sub-
section), the control actions will be based on the following: support
to the EBTS to maintain continuous service is of most priority and
hence based on the contingency conditions either of the two
sources (grid and solar) will support the EBTS requirement.
i. The controllers placed at each EBS (k − 1, k and k + 1) will first
collect the inputs from solar PV panel, grid, HCSD, and TCC.
The type of contingency will then be identified by the failure
sensor.
ii. Based on the type of contingency, the control actions will be
decided and control signals will be sent to the individual sub-
systems for further actions.
Table 4 presents the rule base for the decision making of the FLC
based on the above normal operating and contingency conditions.
The effects of the contingencies and their solutions on the
operation of the entire system can be observed in the results
section.
5 Results and discussion
The analysis of the contingencies (discussed in Section 4) of the
proposed EBTS is done in this work. A simulation model of the
system is designed, and an FLC is implemented for control actions.
The results of the analysis are presented in this section. The results
include the changes in demand on the grid due to different issues
and the per unit voltages of the corresponding issue. The per unit
voltage of the grid represent the effects of the changes in demand
on the voltage profile of the grid. The analysis is done considering
30
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two conditions, i.e. maximum solar energy (bright sunny day) and
minimum solar energy (cloudy/rainy day).
5.1 Analysis of the solutions of C-I
S-1: due to transformer/converter failure at the kth stop, the HCSD
is unable to store energy from the grid to support the EBTS. The
solution is that the (k + 1)th stop HCSD will supply the combined
load of the (k + 1)th stop and kth stop. The graphs below show the
per unit voltage concerning the (k + 1)th stop.
Fig. 14 presents the voltage profile of the grid for three
conditions represented using different colours. Black colour
represents the per unit voltage of the grid for the actual load on it.
Red colour represents the per unit voltage profile when the (k + 
1)th load is combined with that of the kth load. The blue line
represents the voltage profile when this combined load is supplied
by the HCSD placed at the (k + 1)th stop.
When the grid supplies the (k + 1)th stop load (black line) only,
per unit voltage maintains at 0.995 during GOHs and comes down
to 0.985 during GPHs. The red line comes down to a minimum
value of 0.975 when the kth stop load is combined with that of the
(k + 1)th stop. When this load is supplied by the HCSD (blue line),
per unit voltage is seemed to be maintained at a value of 0.985
(approx.). While during the GOHs, when the HCSD stores energy
from the grid per unit voltage comes down to 0.987 from 0.995.
S-2: similar to S-1, when the HCSD of the kth stop is unable to
store energy from the grid, the (k − 1)th stop HCSD supports the
load of the kth stop and thus maintains the systematic operation of
the EBTS. In Fig. 15, the black line represents the voltage profile
when the (k − 1)th load is supplied by the grid. During the GOHs,
the voltage seems to be at around 0.99 and 1, and during GPHs the
voltage comes down at 0.98. When the kth stop load is combined
with that of the (k − 1)th load, the voltage comes down to 0.96 (red
line). The blue line represents the voltage profile when the HCSD
supplies the combined load by storing energy from the grid during
GOHs. The voltage, in this case, is maintained at 0.99 during
GOHs and at 0.98 during GPHs.
S-3: Fig. 16 presents the voltage profile showing the effect on
the grid voltage when the kth stop load is shared by the (k + 1)th
and (k − 1)th stop. The black and blue line represents the per unit
voltage profile when the (k + 1)th and (k − 1)th stop the grid
supplies load. The red line presents the condition when the HCSD
supplies the (k + 1)th stop load and half of that of the kth stop load.
Similarly, the purple line presents the condition when the HCSD
supplies the (k − 1)th stop load and half of that of the kth stop load.
5.2 Analysis of the solutions of C-II
S-1: C-II is the case where a sudden transient appears due to
congestion in the kth stop. Fig. 17 presents the scenario where in
order to compensate the sudden rise in energy demand of the
EBTS, the energy stored in the HCSD from the grid and solar is
utilised more towards the EBTS and for the time being, less
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Table 4 Fuzzy rule base
Input Output Input Output
Sl no Vpu SOC Bf ESP P+/− SP+/− Sl no Vpu SOC Bf EG P+/− SP+/−
1 H L H H PL PH 33 M M M L NH NL
2 H L H M PL PH 34 M M L H NH NH
3 H L H L PL PM 35 M M L M NH NM
4 H L M H PL PH 36 M M L L NH NL
5 H L M M PL PH 37 M H H H NH NH
6 H L M L PL PM 38 M H H M NH NM
7 H L L H PL PH 39 M H H L NH NL
8 H L L M PL PH 40 M H M H NH NH
9 H L L L PL PM 41 M H M M NH NM
10 H M H H Z PH 42 M H M L NH NL
11 H M H M Z PM 43 M H L H NH NH
12 H M H L Z PL 44 M H L M NH NM
13 H M M H Z PH 45 M H L L NH NL
14 H M M M Z PM 46 L L H H Z PH
15 H M M L Z PL 47 L L H M Z PM
16 H M L H Z PH 48 L L H L Z PL
17 H M L M Z PM 49 L L M H Z PH
18 H M L L Z PL 50 L L M M Z PM
19 M L H H Z NH 51 L L M L Z PL
20 M L H M Z NM 52 L L L H Z PH
21 M L H L Z NL 53 L L L M Z PM
22 M L M H Z NH 54 L L L L Z PL
23 M L M M Z NM 55 L M H H NM NH
24 M L M L Z NL 56 L M H M NM NM
25 M L L H Z NH 57 L M H L NM NL
26 M L L M Z NM 58 L M M H NM NH
27 M L L L Z NL 59 L M M M NM NM
28 M M H H NH NH 60 L M M L NM NL
29 M M H M NH NM 61 L M L H NM NH
30 M M H L NH NL 62 L M L M NM NM
31 M M M H NH NH 63 L M L L NM NL
32 M M M M NH NM — — — — — — —

Fig. 14  Vpu of the grid for the (k + 1)th stop during S-1

Fig. 15  Vpu of the grid for the (k − 1)th stop during S-2
support is given to the grid. The red line presents the condition of
C-II due to which the Vpu has a value of 0.96 during 15:00–17:00 h
which is the peak duration for both EBTS and grid. The purple line
presents the condition when the demand is supplied by the HCSD
and solar. As the condition is to support more to the EBTS and less
to the grid, hence the grid profile could not be improved during the
GPHs, which appear during 16:00–18:00 h.
Fig. 18 presents the S-2 to the issue of congestion in the kth
stop where the (k + 1)th stop HCSD will support the sudden rise in
energy demand in the kth stop. It can be seen from the weekly grid
profile of the (k + 1)th stop (Fig. 4a), which is a residential
location, the energy demand is similar throughout the day. Since,
due to the occurrence of C-II, less support is given towards the
grid, the grid Vpu does not seem to improve during the GPHs
(purple line).

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Fig. 16  Vpu of the grid for the [(k + 1) / (k − 1) + 1/2k]th stop during S-3
Fig. 18  Vpu of the grid for the (k + 1)th stop during S-2

Fig. 17  Vpu of the grid kth stop during S-1

S-3: Fig. 19 presents the S-3 to issue C-II where the sudden
increase in EBTS demand is supplied by the kth stop HCSD along
with that of the (k + 1)th stop HCSD. The black and red line
presents the Vpu for actual load on the kth and (k + 1)th stop,
Fig. 19  Vpu of the kth and (k + 1)th stop during S-3
respectively. To study the Vpu of S-3, the Vpu for the following
conditions are checked:

i. The effect on the Vpu of the kth stop when half of the kth stop
EBTS load is supplied by the kth stop grid (blue line).
ii. The effect on the Vpu of the (k + 1)th stop when half of the kth
stop EBTS load is supplied by the (k + 1)th stop grid (pink
line).
iii. The effect on the Vpu of the kth stop when half of the kth stop
EBTS load is supplied by the kth stop HCSD (green line).
iv. The effect on the Vpu of the (k + 1)th stop when half of the kth
stop EBTS load is supplied by the (k + 1)th stop HCSD (dark
blue line).
v. The effect on the Vpu of the kth stop when half of the kth stop Fig. 20  Vpu of the grid for the kth stop on a FD
EBTS load is supplied by the kth stop HCSD and solar (violate
line). reason that more people use EBTS during this interval. Lastly, the
vi. The effect on the Vpu of the (k + 1)th stop when half of the kth purple line presents the condition when the combined load of the
stop EBTS load is supplied by the (k + 1)th stop HCSD and grid and EBTS is supplied by the HCSD of the kth stop. It can be
solar (dark purple line). observed that the Vpu, in this case, seems to maintain at 0.990
during the GOHs and at 0.985 during the GPHs.
The dark purple line seems to maintain a constant Vpu Hence, with the control algorithm and rule-base proposed in the
comparing to that of the other conditions. earlier section, the FLC seems to compensate for the sudden
changes in demand raised due to various issues present in the
5.3 Analysis of the solutions of C-III system. The next section presents the sustainability analysis of the
system in case of severe contingency condition.
C-III presents the issue when the demand on EBTS as well as grid
increases due to FD. The variation of load on EBTS due to the 6 System sustainability in case of severe
festival season is presented in Fig. 20. The black line presents the
Vpu for the actual load on the kth stop grid. contingency conditions
It can be observed that the value of Vpu decreases to 0.975 In the previous sections, contingency analysis of the system
during 15:00–20:00 h. The red line presents the Vpu when a huge towards various energy disruptions that may occur between the
rise in grid demand occurs during 15:00–21:00 h. The Vpu, in this critical energy pathways as mentioned in the earlier sections has
been presented. The proposed system constitutes 60 EBSs and each
case, seems to reduce from 1 to 0.975 (from 15:00 to 21:00 h)
EBS is connected to the grid. The energy disruption conditions
which indicates a huge demand on the grid due to decorations in a
were considered for a particular EBS and therefore the support
locality during this time the FD. The blue line presents the Vpu
required to drive the E-buses from the particular EBS can be
when the EBTS load during the FD is supplied by the kth stop grid. provided from the stored energy at the EBS that is nearest.
The Vpu, in this case, seems to reduce from 1 to 0.970 (from 15:00 Furthermore, the sources (grid energy and solar energy) are also
to 21:00 h), which indicates a huge demand on EBTS due to the available in the nearest stop and so energy compensation is easier.

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Table 5 Results of the analysis
Fault condition Number of Interval at Energy that can be Bus trip in Energy Support that can be
bus stop which fault has utilised from the the fault required by provided using the
functionals, occurred HCSD duration the TS energy in the HCSD
% during that during the fault
Winter, Summer, duration, Winter, % Summer, %
kWh kWh kWh
solar PV and grid both are 20 06.00 am–12.00 10,128 12,948 253 10,402 97 100
disconnected from 80% HCSD pm
20 12.00 pm–06.00 10,099 7392 290 11,067 91 67
pm
20 06.00 pm–12.00 6106 6048 90 3942 100 100
pm
20 12.00 am–06.00 6144 5616 24 1045 100 100
am
20 06.00 am–06.00 10,099 7392 543 21,467 47 34
pm
20 06.00 pm–06.00 6106 6048 114 4987 100 100
am
20 06.00 am–06.00 18,564 18,756 657 26,456 70 71
am
solar PV disconnected from 20 06.00 am–12.00 7680 6000 253 10,402 74 58
100% HCSD (rainy/cloudy day) pm
20 12.00 pm–06.00 5578 4284 290 11,067 50 39
pm
20 06.00 pm–12.00 1901 1236 90 3942 48 31
pm
20 12.00 am–06.00 518 588 24 1045 50 56
am
20 06.00 am–06.00 7680 6000 543 21,467 36 28
pm
20 06.00 pm–06.00 1901 1236 114 4987 38 25
am
20 06.00 am–06.00 7680 6000 657 26,456 29 23
am
the entire grid is disconnected 20 06.00 am–12.00 3564 8892 253 10,402 34 85
(energy from solar PV gets pm
stored in 20% of the HCSDs) 20 12.00 pm –06.00 2790 8280 290 11,067 25 75
pm
20 06.00 pm –12.00 0 0 90 3942 0 0
am
20 12.00 am–06.00 0 0 24 1045 0 0
am
20 06.00 am–06.00 6354 9712 543 21,467 30 45
pm
20 06.00 am–06.00 6354 9712 657 26,456 24 37
am

In this section, the sustainability of the system in the case where
80% of the EBSs are disconnected from the sources (grid energy
and solar energy) for the entire day and for blocks of periods all
over the day has been analysed and the results are presented.
The following case scenarios have been considered for this
analysis:
1 The solar PV and grid are disconnected from 80% of the EBSs:
The HCSDs placed at each EBS, store energy from the grid and
solar PV to charge the supercapacitors placed at each E-bus. 80%
of the EBSs disconnected from the grid and solar PV indicates that
out of 60, 48 HCSDs are incapable of supplying the E-buses with
the required energy. Only the remaining 12 HCSDs are connected
to the sources and can supply the TS with energy. To observe the
effects of monthly variations, the following were considered:
i. When the grid is stressed and PV generation is available.
ii. When the grid is stressed and PV generation is unavailable or
poor.
iii. When the grid is not stressed and PV generation is available.
iv. When the grid is not stressed and PV generation is unavailable.
2 Solar energy is poor and hence no support from solar energy in
case of 80% of the EBSs: 48 HCSDs have no energy support from
solar PV and this analysis has been done considering:
i. When the grid is stressed.
ii. When the grid is not stressed.
3 The grid is disconnected from 100% of the EBSs: The HCSDs
store energy from the grid during the GOHs and this amount of
energy is the main support to the TS (if solar energy is not
available which depends upon the availability of solar radiation
that may vary based upon conditions of the sky). The following has
been considered under this case:
i. PV generation is good.
ii. PV generation is poor.
Table 5 presents the result of the analysis for the sustainability of
the proposed system during conditions of severe contingency
conditions that are described in this section.

IET Electr. Syst. Transp., 2020, Vol. 10 Iss. 1, pp. 23-34 33

© The Institution of Engineering and Technology 2019

The energy calculations have been done using the expressions
given in Section 3.2. The energy calculation of winter season
presents the condition when solar PV is poor whereas grid energy
is available. Similarly, summer season values present the condition
when the grid is stressed and solar PV is good. Thus the system
reliability has been tested for severe contingency condition with
seasonal variations. Further different blocks of time intervals have
been considered to observe the response of the system towards
such fault conditions during the peak and off-peak intervals of the
TS.
The results show that with the given parameter sizing and
control strategies, even in severe contingency condition which may
exist for an entire day, the system is capable of supporting the TS
to some extent. In the meantime, the system may be worked for
maintenance and 100% service of TS can be resumed. The next
section presents the conclusion section.
7 Conclusion
In this work, a solar-based EBTS has been presented along with its
failure analysis. The system architecture of solar-based EBTS
presented here shows that the operation of the system includes a
number of critical energy pathways. These critical energy pathways
are grid to HCSD, PV to HCSD and HCSD to E-bus. The TCC acts
as a bridge for the communication network and control signals
between the EBSs, E-buses, HCSD, and the grid. The TCC also has
the contingency management algorithm and is connected to the
FLC. TCC collects information from EBSs, E-buses, and the grid
about the SOC of the HCSD, traffic conditions, and grid status. All
these information are used as parameters to investigate various
failures in the energy pathways which may cause an interruption in
the operation of the EBTS. After investigating various parameters,
the TCC communicates with the FLC to take necessary actions
based on the rule base. To check the feasibility of the system, a
simulink model constituting the electrical parts of the system has
been developed with the FLC. Furthermore, the proposed system is
also analysed for severe contingency conditions and the response
under seasonal variations was checked. The results of the
simulation and analysis show that with the given system sizing and
control strategies that have been proposed work towards
maintaining uninterrupted supply to the EBTS and a percentage of
support can also be provided even during severe contingency
situations.
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IET Electr. Syst. Transp., 2020, Vol. 10 Iss. 1, pp. 23-34
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