An Economical Approach with Urban Driving
Cycle Based Control Technique for Light Electric
Vehicle with Regeneration
Avanish Pandey, Shailendra Kumar, Senior Member,
Department of Electrical Engineering
MANIT-Bhopal, India Department of Electrical Engineering,
2022 IEEE International Conference on Power Electronics, Drives and Energy Systems (PEDES) | 978-1-6654-5566-4/22/$31.00 ©2022 IEEE | DOI: 10.1109/PEDES56012.2022.10080415
MANIT-Bhopal, India
Abstract— In this paper, the performance of a bidirectional
DC-DC converter fed light electric vehicles (LEVs) is examined
with extra urban driving cycle based approach. On the input
side, a DC-DC bidirectional converter fed battery is used. In
addition, the bidirectional DC-DC converter offers a regulated
DC bus voltage to the voltage source inverter (VSI), which
supplies variable frequency currents to the field-oriented
controlled induction motor drive. The speed controller is used
with anti-windup technique, which offers smooth control and
energy conservation. The closed-loop control structure uses the
sensed speed and sensed winding currents as a feedback signals.
The drive cycle based LEVs is simulated in MATLAB/Simulink
based platform. Simulated results depict the steady state and
dynamic performances of the light electric vehicle in various
modes of operation.
Keywords—Bidirectional DC-DC converter (BDDC), field-
oriented control-induction motor (FOC-IM), Regenerative
braking, Extra urban driving cycle (EUDC).
I. INTRODUCTION
Fossil fuels based internal combustion (IC) vehicles have
serious impacts on the environment like global warming and
high carbon emissions. Therefore, electric vehicles (EVs) are
receiving lots of attention these days than the vehicles with
internal combustion engines (ICEs). These EVs are mainly
battery operated and require a power interface like DC-DC
converter and DC-AC inverter to control the electric drives.
Recent advancements in electric car technology also suggest
that energy can be recovered during the braking of electric
vehicles, which may increase energy efficiency and extend the
driving range of the vehicles [1]. Moreover, a bidirectional
DC-DC converter is used in such a way that the converter
discharges the vehicle battery during the motoring mode and
acts as boost converter. Whereas, during the regenerative
braking, the power is fed back to the battery and converter
works in a buck mode. The discharging/charging current and
DC bus voltage are controlled using a proportional-integral
(PI) controller [2].
The propulsion is an important part of the drive, the motor
choice for propulsion has a significant impact on the cost of
the vehicle and efficiency. Currently, permanent magnet (PM)
and induction machines (IM) are the most common traction
machine drives. The PM machines are more efficient but IMs
are gaining popularity due to their robust developing design
and affordable cost [3]. Easy to use, compact size, good
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!
Bhim Singh, Fellow IEEE
IEEE
Department of Electrical Engineering,
IIT Delhi, India
efficiency and dependability, and ease of maintenance are the
most desired attributes of the drives, which is use in the light
electric vehicles. Moreover, AC machines are more efficient,
reliable, and require less maintenance despite the fact that the
control algorithms for AC machines are more complex than
the DC machines. The demerits with the DC drives, such as
high initial cost, maintenances needed for commutators,
brushes, and brush holders, etc., lead to the usage of IM drives
in the electric vehicles. Therefore, the IM drives also appear
to be a viable option for ordinary urban use [4].
The EVs provide advantages for urban transportation of short
driving range with low speed [5]. Traction drives in an electric
vehicle seldom work at rated conditions or in steady state for
long duration. Moreover, dynamic control is essential to
match the performance to the operating circumstances [6]. In
the electric drives, the field oriented control (FOC) of three-
phase induction machines operating in various modes have
been a fascinating research area. Hence, a good dynamic
performance with FOC provides advantage over various other
speed control methods. Due to the advancements in power
electronics and high-speed processors, such control
techniques are now possible to model the complexities of the
control structure of FOC [7]-[11].
Indirect vector control method is used to generate the
decoupled reference torque and field components. With the
help of inverse park transformation, the reference currents are
converted in three phase quantities and compared with the
sensed stator currents to give the command to the current
controlled VSI. Moreover, a field weakening control is
applied to operate the vehicle above the base speed. LEV is
modelled in MATLAB/Simulink platform and also verify the
performance for Indian urban drive cycle.
II. SYSTEM DESCRIPTION
Fig.1 shows the schematic diagram of light electric vehicles
(LEVs) controlled through field oriented control with wheel
axle and gear box. The battery is used to power the LEV,
which is connected via bi-directional DC-DC converter.
Battery voltage Vbat and currents are considered as per the
SOC limit for the given configuration. The DC link voltage
is maintained constant by using BDDC. For switching pulses
of the VSI, a hysteresis current controller is employed and is
regulated by a hysteresis controller.
Fig.1 Schematic diagram of BDDC fed FOCIM drive
B. Speed Controller with Integral Anti-Wind-Up
III. CONTROL TECHNIQUES Technique
This section describes the control techniques for an induction
motor drive based LEV. A bidirectional DC-DC converter is Fig. 2 shows the speed controller with integral anti-wind-up
used to maintain DC link voltage and anti-windup method is technique which is used in the LEV drive system. An anti-
used to regulate the speed of LEV. During regenerative wind-up based PI controller with proportional gain Ka and
braking, the energy is fed back to the battery, which extends Integral gain Kb is used as a speed controller. The anti-wind-
the range of the electric drive based LEV. Indirect vector up PI controller offers various stability advantages over the
control is used to generate and control the reference flux and existing PI controller. As the anti-wind-up PI controller
torque quantities. Flux weakening control is applied for allows independent control of the zeros of the system while
above the rated speed operation. estimating the Ka and Kb values. The values of Ka and Kb can
be obtained as follows,
A. Flux Weakening Control
Flux weakening control is used for estimation of reference
rotor flux λr* below and above the rated speed operations.
Hence, the reference rotor flux is a function of the speed. The
rated flux λrated is taken as reference input below rated speed,
which is given as,
λr * = λrated (1)
The above rated speed operation field weakening is applied, Fig. 2 Speed controller with integrator anti-windup technique
ωrated
λr* = λ 1
which is estimated as,
ωr rated (2)
Ka = (4)
δ kτ r
Where the rated flux of the drive is calculated as the product
1
of the mutual inductance Lm and the rated d-axis current Idrated Kb = 2
(5)
(at no load and nominal voltage and frequency), which is δ τr
λrated = Lm × I drated Here δ is damping ratio and normally its value is varied from
given as,
(3) 3 to 10 in case of induction motor drive, whereas τ r is rotor
The rotor flux of the drive is equal to back EMF constant. time constant Lr/Rr. Moreover, constant k is given as,
3 L2
k = P m Id (6)
4 JLr

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Integral anti-wind-up technique is used in order to limit the
output value of the speed controller, which is derived as a
reference torque. Equations used for calculating integral anti-
windup upper and lower limit are given as,
L ≤ PI OUT ≤ H (7)
I m in = Min( L − Pout , 0) (8)
I max = Max ( H − Pout , 0) (9)
Where H and L are upper and lower limits of the torque.
IV. RESULTS AND DISCUSSION
The presented LEV is simulated in MATLAB/SIMULINK
based platform. A 3.7 kW, 1500 rpm induction motor drive is
used for validating drive cycle based control structure. The
DC link voltage is maintained by BDDC at 700V. The initial
SoC of the battery is considered 50%. Bidirectional converter
is fed by a lithium-ion battery of 560V and current capacity
of 50Ah. The detailed parameters are listed in Appendices.
The LEV is simulated for five different operating modes:
acceleration, cruising, deceleration, negative torque, and
negative speed. These operating conditions are exactly Fig. 3(b) Battery performance indices in acceleration mode
matching with the requirement of LEV. The acceleration
mode of operation is shown in Fig. 3(a). At load torque
TL=3N-m, the LEV is accelerated from zero speed at time
t=0.2s to speed Nr=104 rad/s. During this time, the starting
current is maintained. Fig. 3(b) depicts the battery current,
voltage, and SoC (%) during the acceleration mode of
operation. Fig. 4(a) presents the constant speed or cruise
mode of operation. The speed of the LEV is kept constant at
104rad/s, and the applied load torque TL is 3 N-m. During
this mode, the electromagnetic torque and load torque are
equal, and the LEV draws a steady current. The rotor flux of
the machine is constant at 1.32 wb. Fig. 4(b) shows that the
battery is in discharging mode as the SoC of the battery is
decreasing.

Fig. 4(a) Cruise Operation of LEV

Fig. 3(a) Acceleration Operation of EV

Fig. 4(b) Battery performance indices in cruise mode

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Battery delivers a power of 3.8 kW with a battery current of
4 A. Fig.5 (a) depicts the decelerating mode of operation,
while Fig. 5(b) depicts the battery parameters. The LEV
speed is reduced from Nr=104 rad/s at time t=1s to
Nr=73rad/s. During this period, the battery current becomes
negative and the battery starts charging due to regenerative
braking and this are indicated by an increase in SoC. The
charging of the battery is flagged in Fig. 5(b).
The drive system presented here is simulated using the
MATLAB/SIMULINK software. The control structure is
validated using a 1.5 kW, 1500RPM IMD. BDDC keeps the
the LEV is used to demonstrate the battery charging and
discharging as presented in Fig 6(b).
To investigate the benefits and performance of the presented
LEV on drive cycles, the Indian urban drive cycle is
considered [12]. The drive cycle is developed from chassis
dynamometer test and gear ratio of 6:1 is considered.
Maximum speed achieved in Indian urban drive cycle is 42
kmph. The drive cycles are simulated for low speed and urban
driving with frequent braking. The indirect vector controlled
LEV perfectly tracks the drive cycles as shown in Fig. 7. The
regenerative energy due to applied brake during drive cycle
operation is calculated and shown in Table-I.

TABLE-I REGENERATION ENERGY

Regeneration Energy harnessed % Regeneration of
Energy during one drive cycle Energy
36 sec brakes are Eb
applied in 108sec of ( × 100 )
Ebat
Eb =  tt12 (vb ib − rb ib )Indian
dt
cycle.
urban drive
Where
Energy recovered Eb , E = V × Ah × DOD
bat bat bat
during regeneration
braking is
3485W*(36/108)sec= Eb = 560 × 50 × 0.70
1162Wh. =19.6kWh
Regenerative Energy 6
%.

*Depth of discharge considered here 70%.

Fig. 5(a) Deceleration operation of LEV

Fig. 6(a) Speed Reversal operation of LEV

Fig. 5 (b) Battery performance indices at deceleration mode

DC link voltage constant at 400V. The battery's initial SOC

is considered to be 50%. A lithium-ion battery with a capacity
of 42Ah powers the bidirectional converter. The detailed
parameters of the integrated system are listed in the
Appendices. In Fig 6(a), the speed reversal operation is
performed on LEV and the reference speed Nref is changed
from 100 rad/s to -50rad/s. Due to negative speed
electromagnetic torque becomes negative and braking
condition is applied to the LEV. Negative speed applied to
Fig. 6(b) Battery performance indices at speed reversal

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Fig. 7 Performance of LEV in Indian urban drive
V. CONCLUSION
A battery fed light electric vehicles (LEV) has been presented
with the harnessed regenerative operation. The stored kinetic
energy of the LEV during regenerative braking has been fed
back to charge the battery and thus has increased the driving
range of the battery and increment in life of the battery. This
has been led to decrease in cost of EVs, making it more
affordable for masses. The LEV performance has been
satisfactory at various operating modes encountered in Indian
urban drive cycle. The indirect vector control of LEV has the
dynamic requirement of urban drive cycle i.e. speed range or
good torque control.
ACKNOWLEDGMENT
This work is supported by the Indian Government with
projects SERB NSC chair scheme, Start up research
(2020/SRG/1742) grant and MPCST (A/RD/RP-2/310).
APPENDICES
A. Induction Machine parameter:
3.7 kW, 3-Phase, 415V (L-L), 2Pole, Rs=1.9Ω, Ls =
0.00967H, Rr = 1.8Ω, Lr= 0.00967 H, Lm= 0.2105H,
J=0.012Kg-m2,
B. BDDC parameters: LBDDC=5.6 mH and Cdc = 4000 µ F ,
C. Rotor flux rated λrated = 1.32Wb ,
D. Battery Parameters: Vbat=560 V, Rating=50Ah, Lithium
ion Battery
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