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I. INTRODUCTION
The increasing concerns on energy conservation and
environmental protection throughout the world result in the
revival of the electric vehicles (EVs) [1]. EVs have a number of
advantages including low exhaust emissions, low operation
noise and reasonably good energy efficiency. However, limited
life cycle of the battery and limited range of the vehicle after
each battery charge become the major obstacles for the
commercialization of EVs. The supercapacitor is an
electrochemical device that can supply a large burst of power,
but cannot store much energy [2]. By connecting the two
energy sources together in parallel configuration, the benefits
of both can be achieved as a complete energy source. A novel
electric vehicle using the dual-sources is proposed recently [3].
And the power distribution between the dual-sources becomes
a tough and promising issue.
Much research work has been done in recent years to design
proper control strategy for dual-source energy management. In
[4], a dynamic variable K is defined as the power taken from
the battery and the power taken from the supercapacitor is the
difference when K is subtracted from the vehicles power
1-4244-0655-2/07/$20.002007 IEEE
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1.1 u 10 7 E
(2)
L
where, L is the drive distance in km, E is the consumed energy
during the drive cycle in J, and can be got by power integral in
time domain, 1.1u10-7 is the conversion factor.
In order to establish the mathematic model of dual-source
energy management, the power and constraints in energy
Fd 0.5UC d Av 2
(4)
where, Cd is the aerodynamic drag coefficient, U is the air
density in kg/m3, A is the frontal area in m2, v is the vehicle
velocity in km/h.
The rolling resistance force is due to the work of
deformation on the wheel and road surface. The deformation
on the wheel heavily dominates the rolling resistance while the
deformation on the road surface is generally insignificant. This
rolling resistance force is normally expressed as:
Fr MgC r
(5)
where M is the vehicle mass in kg, g is the gravitational
acceleration, Cr is the rolling resistance coefficient.
The climbing force is simply the climbing resistance or
downward force for a vehicle to climb up an incline. This force
is given by:
(6)
Fr Mg sin D
where, D is the angle of incline in radian or degree.
So, the road load power Pload can be computed by
multiplying (2) by the vehicle velocity. In that case:
ECR
(7)
(8)
B. Constraints in ESS
On one hand, to ensure that the vehicle can effectively run,
ESS should provide enough energy for meeting the required
vehicle power Preq at any time, as shown in (8). Suppose the
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Psc (t ) K sc (t ) PESS (t )
(10)
where, the sum of Kbat(t) and Ksc(t) is 1. So, adjusting the Kbat(t)
and Ksc(t) consequently results in the change of Pbat and Psc.
On the other hand, as the battery and supercapacitor are
concerned, if their SOC is too high, the ability to recuperate
braking energy would decrease, and result in the desert of the
surplus energy. Conversely, if the SOC is too low, ESS may not
supply enough power to meet the vehicle requirement when
accelerating. In order to extend lifecycle of battery and
supercapacitor, their SOC should operate in proper range as
much as possible, that is,
(11)
SOC bat min d SOC bat (t ) d SOC bat max
(12)
SOC sc min d SOC sc (t ) d SOC sc max
In this paper, the battery SOC is set to vary in [0.5, 0.8], and
supercapacitor SOC in [0.3, 0.8].
Pload (t ) , t [0, T ]
K
K bat (t ) K sc (t ) 1
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Preq
SOCbat
SOCsc
Inference
mechanism
Rule-base
Defuzzification
s.t. PESS (t )
Fuzzification
t[ 0,T ]
Inputs scaling
Kbat
(Preq)
NB
NM
NS
ZE
PM
PS
TABLE I
INITIAL RULES WHEN SOCSC=LE
Kbat
NB
NM
NS
ZE
PS
PM
PB
Preq
NB
NM
NS
ZE
PS
PM
PB
Preq
(SOCbat)
(SOCsc)
3
h104
GE
0.2
0.9
0.6
SOCbat
GE
ME
LE
0.5
0
0.2
LE
0.9
0.6
SOCsc
ML
ME
MB
GE
ME
ML
LE
MB
ML
MB
LE
ML
LE
ML
LE
LE
ME
ME
MB
Kbat
PB
0.6
(Kbat)
ME
LE
0
Preq
SOCbat
ME
LE
LE
LE
MB
GE
GE
TABLE III
INITIAL RULES WHEN SOCSC=GE
0
-1
LE
LE
LE
GE
GE
GE
LE
Kbat
Preq
-2
GE
LE
TABLE II
INITIAL RULES WHEN SOCSC=ME
0.5
-3
SOCbat
ME
ML
ML
LE
LE
GE
GE
GE
LE
ME
ME
ML
LE
MB
MB
MB
NB
NM
NS
ZE
PS
PM
PB
LE
SOCbat
ME
GE
GE
MB
ME
GE
ML
GE
LE
LE
LE
LE
LE
LE
LE
ML
ME
LE
LE
LE
LE
ME
MB
GE
NM
NS
ZE
PS
-z1-z2
-z1
z1
PM
PB
1
0.5
0.5
0
0
0.2
0.4
0.6
Kbat
0.8
-z1-z2-z3
z1+z2 z1+z2+z3
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1
z1
2
z2
7
z7
8
3
9
3
10
2
68
1
69
3
70
4
TABLE V
ECR COMPARISION USING TWO CONTROLLERS
Controller type
ECR (kWh)
13.6
PSO-fuzzy controller
12.3
VI. CONCLUSION
In this paper, dual-source energy management modeling
and optimal control are discussed in detail. After the systematic
analysis of objective function and constraints in ESS, the
energy management model is established. From the model, we
get that how to distribute the power between battery bank and
supercapacitor modules to obtain good performance is the vital
to implement optimal control of energy management. Fuzzy
controller is the conventional method to handle this problem,
but it is easy to trap into sub-optimal performance. Thereby, the
swarm based method -Particle Swarm Optimization is used to
optimize the rules and memberships of the conventional fuzzy
controller. The simulation results show that the vehicle using
PSO-fuzzy controller have a better fuel economy performance
than that of conventional fuzzy controller.
V. SIMULATION RESULTS
To validate the performance of the energy management
fuzzy controller based on PSO, compared to conventional
fuzzy controller, simulations are taken on the typical drive
cycle JA1015 using ADVISOR software [9]. The hypothetical
small car is roughly based on a 1994 Saturn SL1 vehicle with
the main data listed in Table IV.
Fig.6 and Fig.7 show the SOC trends of battery and
ACKNOWLEDGMENT
This work was supported and funded by the National Natural
Science Foundation of China under Grant (50477042) and
Nature Science Foundation of Shandong Province (Z2004G04).
TABLE IV
MAIN PARAMETERS OF DUAL-SOURCE ELECTRIC VEHICLE
Vehicle parameter
Motor parameter
592
0.012
Frontal area(m2)
2.03
0.19
Type
IM
60
Rated power(kW)
20
3600
Type
Saft Li-ion
Module number
30
0.7
Supercapacitor
Type
MaxwellPC2500
Number of cells
120
parameter
2.5
(-225, 225)
Battery parameter
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0.805
PSO-fuzzy
fuzzy
0.8
Battery SOC
0.795
0.79
0.785
0.78
0.775
0.77
300
400
500
600
time (s)
Figure 6. Diagram of battery SOC trend
100
200
supercapacitor SOC
0.8
0.75
700
PSO-fuzzy
fuzzy
0.7
0.65
0.6
0.55
0.5
0.45
0.4
0.35
100
200
300
400
500
600 700
time (s)
Figure 7. Diagram of supercapacitor SOC trend
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