Linear Combination Of EV Drive Using Battery

And Supercapacitors To Enhance The Battery Life

Santosh Muradi1 Praveen Goudanavar1 Chaitra Kadebagil1
Dept.Electrical & Electronics Dept.Electrical & Electronics Dept.Electrical & Electronics
KLE Technological University KLE Technological University KLE Technological University
Hubballi, India Hubballi, India Hubballi, India
santoshimuradi@gmail.com praveengoudanavar20@gmail.com chaitrakadibagil011@gmail.com

Astami Dharigoudar1 Kiran R Patil1 Anoop Kumar Patil1

Dept.Electrical & Electronics Dept.Electrical & Electronics Dept.Electrical & Electronics
KLE Technological University KLE Technological University KLE Technological University
Hubballi, India Hubballi, India Hubballi, India
astamidharigoudar02@gmail.com krpatil@kletech.ac.in anupkumar@kletech.ac.in

Abstract—The recent focus on battery technology and electric serve multiple functions, including regenerative braking, meet-
vehicle (EV) production highlights significant advancements, yet ing drive cycle requirements for acceleration and performance,
there remain challenges in meeting EVs’ energy requirements. A and enhancing energy dissipation, battery lifespan, system
notable issue is the non-linear energy consumption of batteries,
leading to frequent recalibrations over their lifespan, which efficiency, and dynamic performance. When developing an
can effect both the battery and the electrochemical processes optimal energy management strategy for EVs using HESS,
involved. To mitigate this, integrating a supercapacitor with the factors like total weight, volume, and cost are critical consid-
battery system presents a viable solution. Supercapacitors are erations.
electrochemical cells but with faster charging capabilities and HESS combines two complementary ESS to optimize prop-
enhanced cycle durability, can supply additional energy when
the battery underperforms. This combination not only safeguards erties including cost, life cycle, energy density, power density,
against energy deficits but also necessitates a thoughtful design and discharge rate , these features ensure the best possible
of the hybrid device, taking into account electrical engineering performance of the ESS.The power demand of the vehicle is
principles. Ultimately, pairing a battery with a supercapacitor non-uniform due to general traffic conditions in towns and
can extend battery life and improve the overall performance of cities. In this instance, a vehicle’s hybrid system is the only
electric vehicles.
Index Terms—Electric vehicle, Super capacitor,Battery,Load
way to fix the driving distance. The electrical load profile
torque,Battery life. includes steep depths and a high drop, which has an effect
on demand and raises it[1]. They lead to head creation, which
I. I NTRODUCTION raises internal battery temperature. Internal resistance also
rises, decreasing battery efficiency and ultimately leading to an
Currently, vehicles play a significant role in enhancing early battery failure. Batteries do not accept any regeneration
mobility and transportation efficiency. The rise in popularity of energy when they are fully charged.
Electric Vehicles (EVs) is largely attributed to the escalating The supercapacitor is a recently invented form of energy
concern over greenhouse gas emissions, which contribute to storage technology. Putting supercapacitors in there better
health issues and environmental effects. The transportation replaces current power sources and application of supercapac-
sector is a major contributor to carbon dioxide emissions, itor offers a wide range of job opportunities. Supercapacitor
accounting for about a third of the total, with vehicle traffic linkage Because of its quick dynamic response, the battery
responsible for over 70 percent of these emissions in the is helpful when high voltage is required[2]. In order to use
sector. Electric vehicles, in contrast to traditional internal the most regenerative braking energy possible, it helps to
combustion engine (ICE) vehicles, are increasingly seen as a reduce battery stress. When employing supercapacitors, the
viable solution for achieving zero emissions in transportation, battery sustains considerable harm as long as there are no
thereby addressing global pollution challenges. chemical reactions connected to energy storage on the scale
However, electric cars face substantial hurdles in energy of the technology. Thus, the number of circuits for charging
storage, such as limitations in range, battery capacity, charging and discharging is infinite. Supercapacitors do, however, aid
time, and issues related to weight. These challenges have led in reducing current surges; still, controlling the energy within
to the adoption of hybrid energy storage systems (HESS), them is a good way to utilize their power storage. Depending
which combine batteries and supercapacitors (SC), for electric on the battery’s level of charge, power split regulates the power
vehicles and other electrical transportation applications. HESS stored in supercapacitors. The actual system simulation and the
battery are closely linked by the battery performance analysis. III. S UPERCAPACITOR FOR E LECTRIC VEHICLES
Electrochemical energy storage is essential Part of the clean
II. BATTERY FOR E LECTRIC V EHICLES energy portfolio. These devices include supercapacitors (SCs)
and electrochemical double layer capacitors or ultracapaci-
Electric vehicle batteries are the most well-known and tors. Common name for energy storage devices with storage
widely used power system applications because they can mechanisms based on Faraday processes. SC is used for fast
convert chemical energy sources into electrical energy and vice charging and fast discharging. However, SC is listed between
versa. Batteries are rated by their energy and performance ca- traditional capacitors and batteries . Similar to batteries, they
pacity. Therefore, the most important characteristic to consider exhibit high power density. Similar to capacitors, they are
when designing a HESS is the capacity of the battery(Ah) , characterized by fast charging and discharging rates and long
with values ranging from 0.02 to 80 according to BEv type[3] service life.[5] SC charge/discharge cycles can exceed 100,000
and the battery’s available state of charge (SOC) represents cycles at high currents for short periods of 1 to 10 seconds.
the amount of energy available in battery. Depending upon It exceeds several hundred amperes . This property has found
the chemical structure, number of battery variations on the a variety of applications, including smart grids , electric and
market. Presently, Lead-acid batteries, Nickel metal hydride hybrid electric vehicles , uninterruptible power supplies, and
batteries, and Li-ion batteries are the three most commonly wireless sensor networks. SC is often used to recover energy
used batteries in electric vehicles. during vehicle braking.
Battery modelling refers to the process of developing model supercapacitor is modelled as series resistance Rsc, a leak-
that describe the behaviour of a battery system, including its age resistance Rf and a storage capacitor Csc, where Rf
electrical, chemical, and thermal characteristics. These models describes the behavior of the component during the self-
can be used to simulate and predict the performance of the discharge. The RC two-branch model is used to describe the
battery with various operating conditions, and to design and behavior of the system [6].
optimize BMS and control strategies.[4]

Fig.3 Simulink model of Supercapacitor

IV. E LECTRIC VEHICLE MODELLING

Fig.1 Simulink model of Battery Electric vehicle (EV) modeling is a multidimensional pro-
cess encompassing the development and analysis of math-
ematical representations and computational simulations that
mimic the behavior and performance of electric vehicles. This
modeling involves a comprehensive understanding of diverse
aspects such as battery dynamics, powertrain behavior, ther-
mal considerations, and charging infrastructure interactions.
Battery models, ranging from electrochemical intricacies to
thermal responses, are integral, providing insights into en-
ergy storage and distribution. Vehicle dynamics simulations
examine the response to various driving scenarios, aiding
in energy consumption predictions and range estimations.
Through sophisticated numerical simulation tools, such as
MATLAB/Simulink electric vehicle modeling serves as a
pivotal tool for design optimization, performance analysis, and
the advancement of sustainable transportation solutions.
Fig.2 Battery Subsystem

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 velocity, the three forces described above are sufficient to
form a basic model of the vehicle’s behavior. But much of
the time (and nearly all of the fun times!) a vehicle is also
accelerating.The linear acceleration of a vehicle (along the
road) is defined by the basic force law: Fla = ma
Angular Acceleration While it’s clear that a force is
required to accelerate a vehicle down the road, there’s another
kind of acceleration going on that’s a bit less obvious. Every
time the vehicle accelerates, there are a variety of rotational
Fig.4 Forces acting on EV parts inside the vehicle that need to be spun up, which also
Fad – Aerodynamic drag force requires a force (or more accurately, a torque). Given that
Frr – Rolling resistance force the force required for angular acceleration within the vehicle
Fhc – Hill climbing force is usually much smaller than the force required for linear
Fla – Linear acceleration force acceleration of the vehicle itself, and the calculations involved
Fwa – Angular acceleration force are significantly more difficult, requiring numbers that are
Fte – Tractive effort force much less readily available, we will use a fudge factor that
Tractive Effort is the force propelling the vehicle forward, assumes Fwa is around 5 percent of Fla
transmitted to the ground through the drive wheels. It has to Therefore, we have Fla + Fwa ≈ 1.05Fla [8] If the vehicle
overcome Aerodynamic drag,Rolling resistance, Hill climbing is slowing down, Fla + Fwa will be negative, as a negative
force , and Accelerate the vehicle if the velocity is not force is required to reduce both the linear momentum of the
constant. vehicle and the angular momentum of its rotating parts.
The total tractive force Fte required to move a vehicle is
Fte =Fad + Frr + Fhc + Fla + Fad
Aerodynamic Drag This part of the force is due to the
friction of the vehicle body moving through the air. It is a
function of the frontal area, shape, protrusions such as side
mirrors, ducts and air passages, spoilers and many other
factors. Fad = (1/2)ρACd V 2
whereρ is the density of the air (Kg/m3 ), A is the frontal
area (m2 ), Cd is a constant called the ‘drag coefficient’ and
V is the velocity of the vehicle (m/s).
Rolling Resistance Vehicles must contend with rolling
resistance, a type of energy loss that occurs when the
wheels interact with the road. This resistance is mainly due
to hysteresis. As the vehicle moves, the wheels, and to a Fig.5 Simulink model of EV
lesser extent the road, continually undergo deformation. This
deformation process leads to energy being dissipated as heat,
contributing to rolling resistance. V. E NERGY M ANAGEMENT S YSTEM
Frr = µrr mg A energy management system must be created to ensure
W here, ‘Frr ’ represents the rolling resistance coefficient, ‘m’ the greatest possible advantage of each Energy Storage System
is the vehicle mass (in Kg) including passenger loads, ‘g’ is (ESS) in the Hybrid Energy Storage System (HESS). The ESSs
the acceleration due to gravity (9.81m/s2 ). • Typical values is be protected from harsh environment conditions like high
of “Frr ’ are 0.015 for a radial ply tyre, down to about 0.005 Temperature, have robust system operations under different
for tyres developed especially for electric vehicles [7]. loading circumstances, and increased lifetimes of ESS. For
Hill Climbing Aerodynamic drag and rolling resistance the HESS to operate consistently, effectively, and safely, an
are the two major forces opposing a vehicle traveling at a appropriate EMS is required.
constant velocity on a flat surface, but if you’re traveling up In our electric vehicle model, the motor propels the vehicle
a hill, you’ll also need to account for gravity. Hill climbing and draws current from the battery based on the vehicle’s load
force is given by torque. Under various circumstances, the current drawn from
Fhc = mgsinθ ≈ mgθ the battery can be non-uniform, which can affect the battery’s
Where m is the mass of the vehicle (in Kg ), g is gravity, life[9]. To address this, our system incorporates a SC linearly
and θ is the vertical angle of the road relative to flat (in connected to the battery. During peak load, when the current
radians). In most cases, the hill climbing force equation can exceeds 70 amps, the supercapacitor is activated to share the
be simplified by using the small angle approximation, which energy burden with the battery. This setup not only helps in
states that for small angles (in radians): sinθ ≈ 0 managing the high-load current demands but also extends
Linear Acceleration If the vehicle is traveling at constant the battery’s lifespan. Our battery has a capacity of 80Ah,

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and the supercapacitor comes into play effectively during the power requirements. To mitigate the risks associated with
high current demands. Additionally, during deceleration, these fluctuating demands, especially the high initial load, we
the supercapacitor gets recharged, thereby utilizing the have innovatively integrated a supercapacitor in linear with
regenerative braking energy efficiently and enhancing the the battery[11]. This configuration is pivotal in our energy
overall energy management of the vehicle [10] . management strategy.
The energy management system, a sophisticated part of our
model, dynamically allocates energy between the battery and
VI. S YSTEM C ONFIGURATION AND O PERATION
the supercapacitor based on real-time load demand. When
the load current exceeds a predetermined reference level,
indicative of high power demand, the system activates the
supercapacitor. This activation allows the supercapacitor to
contribute energy, working in tandem with the battery to meet
the increased load requirements. In scenarios where the load
current is within or below the reference threshold, the battery
solely manages the power supply, ensuring efficient use of
stored energy.
Fig.6 Simulink model of the system
This dual-source energy approach not only enhances the
vehicle’s performance under varying operational conditions
but also plays a crucial role in preserving battery health. By
reducing the frequency and intensity of peak currents drawn
from the battery, our system extends the battery’s operational
lifespan and maintains its efficiency. The integration of a
supercapacitor, therefore, is not just an auxiliary measure but
a strategic component that significantly elevates the overall
efficacy and sustainability of our electric vehicle model[11].
Fig.7 BLDC motor subsystem
VII. R ESULTS AND D ISCUSSIONS
comprehensive analysis of the system, which will be con-
ducted in two distinct parts: one focusing on the system’s
performance with the integration of a supercapacitor alongside
the battery, and the other examining the system’s functionality
when it operates solely with the battery, without the superca-
pacitor .

Fig.8 Power split subsystem

Figure 6 illustrates MATLAB/Simulink model of the pro-

posed HESS, where the system is composed of a battery, Super
capacitor, Vehicle model, and an brushless direct current motor
(BLDC). ”In our MATLAB/Simulink model, we have metic-
ulously designed an electric vehicle system that intricately
balances power demands and delivery.electric vehicle model, is
engineered to precisely calculate the total load torque, a critical Fig.9 Load torque
factor that significantly impacts the vehicle’s performance.
This calculation is vital, as the torque generated by the motor,
which is integrally connected to the vehicle, varies throughout
the journey due to diverse driving conditions. These variations
often result in fluctuating and sometimes peak load currents
at the battery, a situation that could potentially compromise
battery integrity and shorten its lifespan.
One of the most demanding scenarios for the system occurs
during the vehicle’s start-up phase. Here, the torque demand
at the motor spikes sharply, requiring a substantial power draw
to reach the desired speed. However, once the vehicle attains Fig.10 Load current
this speed, the torque demand notably decreases, stabilizing

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 Battery without Supercapacitor - In the first part, the
focus shifts to assessing the system’s performance when it
relies solely on the battery. This scenario will likely expose
the battery to higher stress during peak power demands, which
could illuminate the limitations of a battery-only system in
terms of energy efficiency, peak current handling, and overall
longevity of the battery.

VIII. C ONCLUSIONS
Our comprehensive analysis of the system, examining the
performance with and without a supercapacitor, has yielded
insightful conclusions. When the system includes a superca-
pacitor, we observed a significant improvement in handling
peak power demands and load variations. This configuration
Fig.11 Soc and Voltage of Battery without SC effectively reduced the stress on the battery during high-
Battery with supercapacitor - In the Second part of the demand scenarios, such as vehicle acceleration and uphill
analysis, where the battery is augmented with a supercapacitor, drives. Consequently, this not only enhanced the overall ef-
evaluate how this dual-component setup enhances the system’s ficiency of the electric vehicle but also projected a potential
ability to handle load variations and peak power demands. extension in the battery’s lifespan due to reduced wear and
The supercapacitor’s rapid charge and discharge capabilities degradation.
are expected to play a crucial role in managing sudden In contrast, the system operating solely on the battery
spikes in power requirement, particularly during high torque exhibited limitations under similar conditions. The absence of
demands like vehicle start-up or uphill driving. This setup is the supercapacitor led to the battery experiencing higher stress
hypothesized to reduce the stress on the battery, potentially levels during peak demands, which could accelerate battery
leading to a longer battery life and more efficient energy degradation and reduce its overall efficiency and lifespan.
utilization. These findings underscore the importance of integrating a
supercapacitor in electric vehicle systems for better energy
management, improved performance, and extended battery
health. Our project demonstrates that while adding a superca-
pacitor introduces additional complexity and potential costs,
the long-term benefits in terms of battery life and vehicle
performance offer a compelling case for its inclusion. Moving
forward, this research can serve as a foundation for further
development of more efficient and durable electric vehicle
power systems, paving the way towards more sustainable and
reliable electric transportation solutions.

Fig.12 Soc and Voltage of Battery with SC

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