INTERNATIONAL JOURNAL OF INTEGRATED ENGINEERING VOL. 14 NO.

7 (2022) 94-107

© Universiti Tun Hussein Onn Malaysia Publisher’s Office

The International
Journal of
IJIE Integrated
http://penerbit.uthm.edu.my/ojs/index.php/ijie
Engineering
ISSN : 2229-838X e-ISSN : 2600-7916

Hybrid Energy Management System Consisting of Battery

and Supercapacitor for Electric Vehicle
Jiten K Chavda1*, Smit Prajapati2, Ronak Babariya2, Chirag Vibhakar3, Nikunj
Patel4, Varsha A Shah5

Electrical Engineering Department

1

LDCE, Ahmedabad, 380015 Gujarat, INDIA

P.G. Scholar, Electrical Engineering Department

2

LDCE, Ahmedabad, 380015 Gujarat, INDIA

Department of Electrical Engineering

3

Gujarat Power Engineering Camp; Research Institute, Mehsana, 382710, Gujarat, INDIA

Electrical Engineering Department

4

SSASIT, 395006 Surat, Gujarat, INDIA

Electrical Engineering Department

5

SVNIT, Surat, 395007 Gujarat, INDIA

*Corresponding Author

DOI: https://doi.org/10.30880/ijie.2022.14.07.008
Received 4 April 2022; Accepted 8 May 2022; Available online 31 December 2022
Abstract: This paper is mainly focused on Hybrid Energy Management System (HEMS) consisting of Battery
(BT) and Super capacitor (SC). Two energy sources connected in with same DC link in parallel manner with the
help of Bidirectional DC-DC converter, which is used to separate control of power flow of each source. Here
Permanent magnet dc motor (PMDC) motor used as a load and speed control of PMDC motor can be done by
PWM method for this purpose chopper circuit is used. Input of chopper circuit is DC link and output of the
chopper is given to PMDC motor. This method of energy management gives power splitting between two sources
based on State of Charge (SOC) of each individual source during different state of vehicle such as acceleration,
constant running and deceleration. Improved filter-based power splitting techniques is implemented. Three
acceleration reference points were taken for power splinting at different SOC levels of both energy sources.
Objective of this proposed method is best use of both the sources i.e. battery and supercapacitor and maximum use
of supercapacitor energy at the time of transient conditions. Battery supply energy during normal running condition
or very less load condition. Hence during transient condition SC directly react with system and gives peak power
requirement, so stress on battery is reduces hence lifetime of battery is increase, also power available during
braking is store in SC and battery, so independence of Electric Vehicle (EV) is increases. Because of less peak
power requirement, batteries with less peak output power is used so it is reduced size and cost of batteries. Matlab-
Simulink software is used for simulation and also small scale hardware is also implemented of proposed method.

Keywords: Electric vehicle (EV), Hybrid energy management system (HEMS), Battery (BT), Super capacitor
(SC), State of charge (SOC), topology, DC-DC bidirectional converter

*Corresponding author: jiten.chavda@gmail.com 94

2022 UTHM Publisher. All rights reserved.
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Jiten K Chavda et al., Int. Journal of Integrated Engineering Vol. 14 No. 7 (2022) p. 94-107

1. Introduction
Sustainable transportation is a vital component for maintaining an environmental and ecological balance.
According to an international agency, the concentration of CO2 has increased by 45 to 50% in 2020 compared to the
previous year and will continue to rise. The high carbon emission from the transportation sector has prompted various
authorities to focus on zero-emission vehicles. Electric vehicles are an essential component for achieving zero-emission
vehicles. Many energy sources, such as batteries, fuel cells, ultracapacitors, and flywheels, have been reported. The
selection of a proper energy storage system should satisfy the vehicle's dynamic characteristics. The vehicle
characteristics comprise mainly two areas: peak and average power requirements. The presently available energy
sources do not meet both high energy and power requirements by prompting hybridization of energy sources. The
system developed by this hybridization is referred to as Hybrid Energy Storage System (HESS)[1-3]. In this paper, a
combination of ultracapacitor and battery is considered as HESS. The peak power requirements of the vehicle will be
managed with the aid of the ultracapacitor because of its high-power density characteristics, and the average power
requirement will be met with the aid of the battery because of its high energy density characteristics.
At present time demand of electric vehicle (EV) is increases very rapidly because of problem of environmental
pollution and continuously increasing prize of fuel, so interest in EV is constantly increases. EVs are recommended
solutions given by vehicle manufacturers and research organization to replace with convention vehicle. Main challenge
in EV is energy storage issue and low driving range as compared to conventional vehicle. So increase driving range,
improve efficiency and decrease cost become necessary to make EV competitive with conventional vehicle [4-5]. Thus,
development of EV with well-defined control strategy has become very necessary. Control strategy of EV is that the
solution between performance of vehicle and fuel economy. There are many reliable energy sources available in
market, such as Super capacitor (SC), battery, fuel cell. But any source alone is not sufficient to meet all the
requirements of electric vehicle (EV), like fuel cell able to provide clean energy with high energy density but it has
very poor time response to sudden power demands, and it is also very costly and not able to absorb energy during
braking of EV [6]. Battery consists of anode and cathode system which is takes part in electrochemical reaction and
because of this battery has less power density and high energy density. Where in case of Super capacitor (SC) there is
not any electrochemical reaction it is consistent with movement of ions in electrolyte medium. Supercapacitor is very
high value of capacitor which has capacity is 10 to 100 times more than normal capacitors. Which can be able to
sustain a greater number of charging and discharging cycle as compared to battery. SC has able to provide peak power
requirement in very short interval of time [7]. SC has a high-power density and low energy density. So, we can say that
available any energy source is alone not sufficient to provide high energy density and high-power density at same time,
in EV we need both qualities, they are not found in single energy source. In EV high energy density require for entire
driving range and high-power density allows to rapid acceleration and hill climbing. Hence, we need to use
combination different type of energy source for proper energy management (EMS) [8], combination of more than two
energy source is called Hybrid energy management system (HEMS). In this paper we focus on combination battery and
Supercapacitor. Power splitting between SC and battery is solution for improve system performance because very fast
dynamic behavior of SC and their long-life cycle is help to reducing battery burden and improve lifetime of the battery.
Kinetic energies are available during braking period which can be converted into electrical energy and supply back to
energy storage system, thus independence of EV is increase.
Many types of research have been carried out with basic rule-based energy management for sizing the HESS. It
helps to provide a common energy management strategies platform for comparison of all sizing strategies. The previous
chapter covers basic rule-based EMS, which decomposes the energy requirement or power splitting with fixed
frequency component or time constant τ of the low pass filter (LPF) of demand power for a given drive cycle. It mainly
depends on acceleration function, which leads to low and medium frequency current components stress on the battery.
Improved rule-based energy management is proposed in this chapter to overcome this problem. Improved rule-based
energy management strategy provides more than one value of τ for decomposing power and energy for battery and
ultracapacitor. This helps to reduce the current stress on the battery as optimized energy management compared to
basic rule-based energy management. It also provides fast switching between battery and ultracapacitor converters
which helps to reduce the transition period from one source to another.
Low and medium frequency current is drawn from energy sources as the vehicle accelerates; also, speed
fluctuations are experienced in traffic. Filter-based EMS only applied one acceleration point for reference, responsible
for the sudden rise in source current and considered a high-frequency current. And average speed correction variation
takes nearly average current, which is considered in low-frequency current. Improved filter-based EMS considers three
filter frequency as acceleration variation, which help to distinguish three levels of current spike or sudden current rise.
Supercapacitor supplies or absorbs all current fluctuations without giving more current stress to the battery. Overall
current fluctuations experienced by batteries can be reduced using proposed method and more regeneration and peak
power supply are given by supercapacitors.

2. Different Type of Topology

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Figure 1 shows different type of topology

Fig. 1 - Different topology

2.1. Passive Topology

This type of topology is simplest structure with no control mechanism or control algorithm. This is shown in fig1.
In this type of topology scheme charging and discharging control energy source achieved according to their internal
resistance values. In this way SC cannot be effectively utilized. In this type of HESS, two energy sources that are
battery and SC are directly connected in same DC link without any interfacing and without any power electronics
converter (Fig.1).one of the main benefit of this type structure is less cost and less complexity. While design is quite
simple and easy to implement, this type topology suffers from the lack of effective utilization of energy stored in
supercapacitor, thus reducing its efficiency [9].

Fig. 2 - Passive topology

2.2. Semi Active Topology

According to connection of DC- DC converter Semi active topology can be classified into two types.
(1) DC- DC converter connected with battery and Supercapacitor is directly connected to the DC link.
(2) DC-DC converter connected with Supercapacitor and battery directly connected to the Dc link.

Detail discussion of both type of semi active topology given as under.

DC-DC Converter Connected with Battery and Supercapacitor Directly Connected to the DC
Link
Circuit diagram of this type of topology is shown in fig 2.A, in this topology the DC/DC converter is used to
connect the battery with DC link and SC is directly connected with DC link. In this structure, the power controlling is
achieved by using controlling power supplied by the battery with a supervision of its voltage. However, disadvantage in
this topology is that the voltage of the DC bus fluctuates in a wide range, which may become affected motor supply.
The Supercapacitor is directly connected across the DC-link without any power electronic converter. This type of
topology is used to improve the control of battery current irrespective of the fluctuation in load demand. Also, the
appropriate size of battery pack can be reducing because battery voltage needs not to be same as DC link voltage. The
linear charging and discharging characteristics of the SC causes sharp fluctuations in the DC-link voltage which causes
reduction system performance. Thus, to maintain the dc-link voltage within limit, supercapacitor with higher capacity is
required and hence the cost of the system is increased.

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rB iB(t) ηDCDC,BAT( iL,AVE(t)

t)
+ +
DC
vBAT(t) vL (t)
vB(t) iL (t)

DC
- -

iC(t)
rC

+
C vC(t)
-

Fig. 2A - DC-DC converter connected with battery

DC-DC Converter Connected with Supercapacitor and Battery Directly Connected to the Dc
Link
Circuit diagram of this type of topology is shown in Fig. 2.B In this type of topology the power electronics
converter is used to connect the SC and battery is directly connected with the DC link. In this structure, the power
splitting is achieved by controlling the current supplied by the supercapacitor with a supervision of its voltage. Since
the SC is completely decoupled from the DC link, thus it can be effectively utilized. Fig.2. B. shows the semi-active
structure where the SC interfaced with DC link by means of a bi-directional dc-dc converter while the battery is
connected directly across the dc-link. Thus, a stable DC voltage can be obtained in this type of topology configuration.
This topology also provides in the improvement of the efficiency of the SC [10].

rB iB(t)
+ +

vBAT(t) vL (t)
vB(t) iL (t)

- -

iC(t) ηDCDC,UC iL,DYN(t)

rC
+
DC
vUC(t)
+
C vC(t)
-
-
DC

Fig. 2B - DC-DC converter connected with SC

2.3. Active Topology
Circuit diagram of active topology is shown in Fig-3, In this type of topology structure two bi directional DC/DC
converters are used. Here both battery and SC can be controlled independently; therefore, it can be achieve best control
performance. But in this type of control strategy cost is higher than that of the passive and semi- active topology
because of the additional DC/DC converter cost. For better utilization of battery and SC in HESS, power electronic
converters are usually employed for interfacing them with the DC bus. The control of these two energy sources
enhances the system performance. It is also expected to considerable improvement in the life cycle of the battery.
Power losses are more in this type of topology because of involvement of more power electronics devices [11].

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rB iB(t) ηDCDC,BAT iL,AVE(t)

+ +
DC
vBAT(t) vL (t) iL (t)
vB(t)

DC -
-

iL,DYN(t)
iC(t) ηDCDC,UC

rC +
DC
+
vC(t) vUC(t)
C
-

-
DC

Fig. 3 - Fully Active topology

3. Methodology
The proposed method of Hybrid energy management system (HEMS) shown in fig. 4. in block diagram form, It
consist of battery, supercapacitor, two DC-DC bidirectional converter, PMDC motor and chopper for motor speed
control. Here battery and supercapacitor connected with same DC link through DC-DC converter. Here bidirectional
DC-DC converter is used for power flow in either direction i.e., source to load and load to source. When power flow
from source to load converter increases output voltage i.e., boost operation and during braking period power flow from
load to source converter decreases its output voltage i.e., buck operation [12]. One bidirectional converter is used
between DC link and PMDC motor for speed control of motor. In many electrical applications PMDC motor is used
because its speed torque characteristics are superior to AC motor. Unlike DC shunt motor PMDC motor is free from
interaction between main magnetic field and armature magnetic field, so it can develop high momentary starting and
acceleration torque. This makes PMDC motor suitable and acceleration torque. This makes PMDC motor suitable in
application required high starting torque. In this work PWM method is used for motor speed control [13].

Fig. 4 - Block Diagram of Proposed HEMS system

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4. MATLAB Simulation of Battery and Supercapacitor Hybrid System

Simulation of Battery and Supercapacitor Hybrid energy management system (HEMS) is done in
MATLAB/SIMULINK 2016 version. To maintain DC link voltage 42 V constant, 24 V. Battery and 24V
supercapacitor is interfaced to DC link through bidirectional DC-DC converter. PMDC motor is connected to DC link
through bidirectional converter. Closed loop PWM method is used for motor speed control.

Fig. 5 - Matlab Simulation of Battery and Supercapacitor Hybrid System

Battery and Supercapacitor specification is given below table 1 and 2.

Table 1- Battery Specification

Battery Type Nickel- Metal - Hydride

Nominal Voltage (V) 24

Rated Capacity (Ah) 400

Initial State of Charge (%) 80

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Table 2 - Supercapacitor specification

Rated capacitance (F) 30

Rated Voltage (V) 26

Initial Voltage (V) 24

4. 1 DC-DC Converter
Bidirectional DC-DC converter is used to interface battery and Supercapacitor with DC link. Converter transfers
power from source to load and load to source.
Fig. 6 shows battery and Dc-Dc converter system. Switching pulses (S1 and S2) is given from HEMS control.
When Q2 is ON, converter acts as a boost converter and transfer power from battery to DC link. When Q1 is ON,
converter acts as a buck mode and transfer power from DC link to battery (Charging of battery). For controlling
converter and generate switch pulse (S1 and S2) PI controller with hysteresis current controller is used. Actual DC link
voltage (Vdc) is compared with 42 V constant DC bus voltage and generated error is given to PI controller. Output of
PI controller and battery current is compared and given to Hysteresis current controller. Based on values of comparison
Hysteresis current controller generate switching pulse S1 and S2.

Fig. 6 - Battery and DC-DC converter system

Fig. 7 shows supercapacitor and DC-DC converter system. Switching Pulse S3 and S4 given from HEMS control.
When Q4 is ON, converter acts as boost converter and transfer power from SC to DC link. When Q3 is ON, converter
acts as a buck mode and transfer power from DC link to SC (Charging of SC). For controlling converter and generate
switch pulse (S3 and S4) PI controller with hysteresis current controller is used. Actual DC link voltage (Vdc) is
compared with 42 V constant DC bus voltage and generated error is given to PI controller. Output of PI controller is
given to saturation to limit oscillation and produced PI output within limit. Output of saturator and supercapacitor
current is compared and given Hysteresis current controller. Based on values of comparison Hysteresis current
controller generate switching pulse S3 and S4.

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Fig. 7 - Supercapacitor and DC-DC converter system

4.2 PMDC Speed Control

Supply of PMDC motor is feed by Bidirectional DC- DC converter. Pulse width modulation (PWM) technique is
used for motor speed control. PWM method for speed control of motor has advantage is that the amplitude of motor
voltage is remain constant, so motor is always at rated supply. Also switching power loss in this method is very less
because switch fully ON of fully OFF, thus high efficiency can be achieved.
Fig.7. shows PMDC motor with DC-DC converter. Switching pulse S1 and S2 is given by PWM controller which
is shown in fig. 8. When switch S4 is ON converter operate in boost mode and switch S3 is ON converter operate in
buck mode. In fig.8. Reference speed and actual speed of motor is compared. Reference speed is given like a drive
cycle of vehicle i.e., different time instant different value of speed in RPM is given in this block. Comparison result is
given to PI controller. PI controllers minimize error and output of PI controller is further compare with motor current
(Im), comparison results are further given to PI controller and after minimizing error by PI controller output of PI
controller is given to Saturation block. Saturation block output and carrier signal is compared and switch pulses S1 and
S2 is generate. Here frequency of carrier wave is taken 10 KHz.

Fig. 8 - Motor and DC-DC converter system

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Fig. 9 - Motor PWM speed control

4. 3 Control Strategy
In EMS Energy conservation low is used for control strategy. It is assumed that there is no loss in system than total
load power is equal to source power. I.e. load power is equal to battery power plus supercapacitor power.

(1)

Different operation of motor is depending on load. If acceleration and load torque is positive, vehicle is in
motoring mode. If deceleration or negative load toque, vehicle operates in braking mode. During motoring mode
battery and SC supply power to the load. Very fast dynamic behaviour of SC, at the time of any transient condition SC
react fast and gives necessary power demand in very less instant of time. Power splitting between SC and battery
decide based on their SOCs [13,14]. Battery will provide power if SOCbt > 20%, Otherwise battery will not supply
power and vehicle is stop. Similarly for supercapacitor will supply power if SOCsc > 20%. During braking period SC
react fast with system and charge from load power. If SOCsc >95 % SC cannot charge. Otherwise, Supercapacitor
become overcharge and reduces their life and efficiency. Similarly, battery will not charge if SOCbt > 95%. Otherwise,
battery become overcharge and life and efficiency of battery become reduced.

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Fig. 10 - Flow chart of control strategy

5. Matlab Simulation Results and Interpretation

To verify control of the proposed method, a simulation model was developed in MATLAB/SIMULINK software.
Simulation parameter and simulation circuit are also given in previous section.
Vehicle is passed by three phases namely acceleration phase, constant speed phase and deceleration phase [15-17].
Behaviour of battery and supercapacitor clearly analyse by wave form. At time t= 0 vehicle start accelerating. During
t=0 to t=1second load torque is positive it is called acceleration phase. During this phase motor start taking power from
source. Vehicle start from 0 rpm speed and reaches speed 600 RPM at 1 sec. At initially vehicle takes high power from
source in very short time interval, from the wave from we can observe that at stating instant SC react very quickly and
provide high power requirement in very short time interval and battery power is gradually increases, after transient
period load power demand is gradually increases which supply by battery and supercapacitor power is nearly constant
(Fig.13). From the load current wave form (Fig.11) it clear that during acceleration phase load current is positive which
is indicate motoring mode of operation. During t= 0 to t= 1 sec. Load current increases. Battery SOC and Battery
voltage wave form also shown in fig 14. At t= 0 battery become fully charge. Approx. battery initial voltage is 26.1V
and initial SOC is 79.16 % during acceleration phase Battery Voltage and SOC start decreasing and end of the
acceleration phase (at t= 1sec) battery voltage become 26.08V and battery SOC is 79.159%. SC voltage and SOC wave
form is also shown in fig.15. At t=0 SC charge at 24V and initial SOC is 92.2 % , During acceleration phase SC voltage
and SOC start decreasing fast as compare to battery and at the end of the phase SC voltage is 23.7V (approx) and SOC
is 91.2% (approx.).
During t = 1 sec to t= 1.5 sec load power is constant, and speed become constant at 600 RPM. This phase is called
constant speed phase in this phase load torque and load current constant and positive (Fig. 11 and Fig. 12). Load takes
power from the source from the power comparison wave form (Fig.13) required load power demand supply by battery
and Supercapacitor power become start decreasing and reaches to zero during constant speed phase. Hence during

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transient condition Supercapacitor will supply required load and during constant speed condition battery will supply
required load power.
At time t = 1.5 sec load torque become negative till t = 3 sec. at t = 2 sec. speed become reduces to 250 RPM and
goes to less than 600 RPM because of deceleration of vehicle. So at t= 1.5 sec to t =3 sec is called deceleration phase or
braking period. At t= 1.5 sec load power become negative till 3 sec. from the fig.13. At t= 1.5 supercapacitor power
become quickly goes to positive value to negative value. Hence supercapacitor absorbs power surges without affecting
battery. It is also seen that at t = 1.5 sec. battery power start decreasing gradually and approx. t = 1.8 sec. it become
negative. Negative power of battery and supercapacitor indicates charging of battery and supercapacitor, during this
phase load current is also become negative (Fig.11.). This period is also called regenerative braking period because
load gives power back to source. During this phase battery voltage goes from 26.08V to 26.105V(approx) and SOC
goes from 79.158% to 79.1585% (fig.14) . At t= 1.5 sec SC voltage suddenly goes from 23.7V to 26V and finally
reaches to 24V at the end of the phase and supercapacitor SOC increases from 91.2% to 92.4 %. after t= 3sec load
torque and load current become positive and again motoring mode start and battery and supercapacitor start giving
power to the load.
During all the three phases DC link voltage become maintain constant 42V, however there are some peaks during
quick transition of the load power.

Fig. 11 - Load current waveform

Fig. 12 - Speed and load torque waveform

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Fig. 13 - Power comparison wave form

Fig. 14 - Battery voltage and battery SOC waveform

Fig. 15 - Supercapacitor voltage and SOC wave form

6. Hardware Implementation

Fig. 16 - Small scale hardware implementation of HESS

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Figure 16 shows the hardware Implementation of HESS with the 150-Watt universal motor. The system comprises
of Battery of 24 V and an ultracapacitor of 16 V. The DC to DC converter for the battery will boost the voltage from 24
to 38 V and the DC to DC converter for the ultracapacitor will boost the voltage from 16 V to 38 V. The motor rating is
of 150 W.

Fig. 17 - Voltage and current waveforms of battery pack

Fig. 18 - Voltage and current waveforms of ultracapacitor

Figure 17 and figure 18 show the voltage and current waveform of the battery and ultracapacitor, respectively.
These waveforms are 50-60 second portions of the complete drive cycle. Drive cycle duration is much larger than the
DSO time frame window, so the voltage and the current reading are taken in lab-developed computer-based DSO. This
lab-based DSO is developed with Texas Instruments Chip ADS8686EVM with ten channel input and data logging with
a continuous sampling DSO time frame window.

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This low-scale lab setup is developed to demonstrate the energy-sharing capabilities of li-ion battery and
ultracapacitor in conjunction with DC-DC converters. A pre-programmed speed profile is taken for estimating power
requirements. Power-sharing between battery and ultracapacitor is also done by controlling DC-DC convertors with
firing pulses as par required power which was pre-calculated from speed profile data. Switching of source for supplying
power like battery supplies the power or ultracapacitor will have decided by improved filter-based EMS to demonstrate
the effectiveness of the newly developed EMS scheme.

7. Conclusion
This work is mainly focused Hybrid energy management system (HEMS) consisting of battery and supercapacitor
for electric vehicle. Objective of this work is that increase lifetime of battery by integration of supercapacitor with
battery. During transitions of the load power, Supercapacitor quickly respond to the system by providing or absorbing
power peaks. Thus, power stress of the battery is reducing, and lifetime of battery become increases. Other objective is
that increase independence of electric vehicle recovering energy during phase of decelerations or regenerative braking
period. Other advantage is requirements of high rated batteries are avoided. Less peak output power is required which
is reduces bulkiness and cost of the battery. Small scale hardware implementation is developed to demonstrate prefix
drive cycle as input and power sharing between battery and supercapacitor as total power demanded as output with
newly developed EMS.

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