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1. Introduction
Battery technology is one of most
important areas of research pertaining to the
reliability and commercial popularity of this
alternative form of transportation.
The battery forms a very crucial
component of the drive train [3]. It provides
the desired electric power to the traction
motor in accordance with the driver's
requirement.
The battery properties widely vary with
the chemistry. The battery should be capable
of storing sufficient energy, offer high energy
efficiency, high current discharge, and good
charge acceptance from regenerative
braking, high cycle time and calendar life
and abuse tolerant capability It should also
meet the necessary temperature and safety
requisites.
Nickel metal hydride (NiMH) batteries
have dominated the automotive application
since 1990's due to their overall performance
and best available combination of energy
and power densities, thermal performance
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Problem formalization
State of charge (SOC) symbols the
residual capacity of battery and it written as
the residual capacity percent by nominal
capacity the estimation of SOC of any
battery its a key point of energy in EV
management system, in this paper we study
the NiMH ability to became an energy source
candidate for the next future electric vehicle
by testing his power state changes
performances under several speed driver
consigns [2,3].
2. Electric Vehicle description
According to Figure 1, the opposition
forces acting to the vehicle motion are: the
rolling resistance force Ftire due to the
friction of the vehicle tires on the road; the
aerodynamic drag force Faero caused by the
friction on the body moving through the air ;
and the climbing force Fslope that depends on
the road slope [1,2 3].
(1)
ch arg e
dech arg e
MH + NiOOH
(2)
18
Q
.
1
.
05
SOC = 100 1
i.dt
(3)
240
Voltage [V]
Fully charged
220
Exponentiel
Nominal 200
Discharge curve
Nominal area
Exponential area
180
160
140
0
1
Exponentiel
5
Nominal
6
7
Maximum
Capacity [Ah]
Rated capacity
Nominal Voltage
Maximum Capacity
Nominal Discharge Current
Exponential Voltage
Internal Resistance
Rated Capacity
Fully Charged voltage
6.5 Ah
1.18 V
7 Ah
1.3 A
1.28 V
2 m
6.5 Ah
1.39 V
6.25 Ah
1.3 Ah
1.28 V
ds =
0 (Vds R s i ds )dt
qs =
0 (Vqs R s i qs )dt
(4)
(5)
3
p( ds i qs qs i ds )
2
19
2
2
s = ds
+ qs
(6)
Tem =
qs
s = tan 1
ds
(7)
Figure 5. Bloc diagram for DTC strategy based space vector modulation
(8)
20
Phases
Phase 1
Phase 2
Phase 3
80
90
Refrence speed
Linear vehicle speed
Linear speed of the right wheel
Linear speed of the left wheel
80
Vehicle speed [Km/h]
70
60
50
Phase 2
Phase 1
40
Phase 3
30
20
10
0
3
Time [s]
Acceleration
Bridge, Break
Acceleration and climbing a
slope 10%
Vehicle Speed
[km/h]
60
30
6. Simulation Results
In order to characterize the driving wheel
system behavior, simulations were carried
using the model of Figure 6.
The following results were simulated in
MATLAB and its divided in two phases .the
first one deal with the test of the EV
performances controlled with DTC-SVM
strategy under several speed variation in the
other hand we show the impact of this
controller on vehicle performance power
electronics. Only the right, the motor
simulations are shown. The assumption that
the initialized Nickel metal hydride battery
SOC is equal to 60 %.
Event information
400
Distance traveled
Vehicle speed
80
300
60
200
40
100
20
Phase 2
Phase 1
0
Time [s]
Phase 3
4
0
-10
Phase current[A]
300
Phase 2
Phase 1
Phase 3
0
-100
Phases
Current of the
right motor [A]
Driving force of
the right motor
[N]
50.71
44.21
70.78
329.30
228.50
563.00
3
Time [s]
200
100
21
800
Phase 3
Phase 2
Phase 1
600
400
Phases
the Vehicle resistive torque
[N.m]
the globally vehicle resistive
torque Percent compared with
nominal motor torque of 476
Nm
95.31
68.53
168.00
20.02
14.39
35.29
200
30
0
3
Time [s]
Power [Kw]
20
Phase 1
10
Phase 2
Phase 3
0
-10
0
3
Time [s]
22
80
60
(a)
Vehicle speed
40
20
Phase 2
Phase 1
0
600
Phase 3
400
200
(c)
0
400
Battery current [A]
200
0
60
60
State-Of-Charge [%]
58
0
3
Time [s]
State-Of-Charge [%]
(d)
State-Of-Charge [%]
59
59.5
59
58.5
58
Phase 1
57.5
Time [s]
1
10.07
2
4.12
3
25.60
32.48
13.29
82.58
State of charge
59.5
SO C [% ]
Phase
Battery power [Kw]
Percentage of the battery
power compared with
globally motor power [%]
Phase 3
Phase 2
59
Phase 1
Phase 3
Phase 3
58.5
58
57.5
50
100
150
200
250
300
1
2
3
Phase
1
2
3
Speed
[Km/h]
60
30
80
SOC begin
60.00
59.51
59.34
Begin Phase
[s]
0
2
4
SOC end
59.51
59.34
57.81
End Phase
[s]
2
4
6
SOC diff
0.49
0.17
1.53
+ 0.058746
+ 0.072173t
t + -0.1674t + 59.978
(13)
Phases
Distance traveled [m]
SOC Difference [%]
Total distance traveled
Initial SOC [%]
Final SOC [%]
1
81.57
0.49
2
3
82.63
145.80
0.17
1.53
310.00 m
60
57.81
Phase 1
Phase 2
Phase 3
D traveled [ m ]
81.57
82.63
145.80
0.49
0.17
1.53
Pconsumed [ Kw ]
10.07
4.12
25.60
Phase 1
(11)
60 Km / h 30 Km / h 80 Km / h
(10)
Phase 3
460
V oltage [V ]
Phase
23
450
440
DC busVoltage
Reference voltage
430
1
3
Time [s]
Phases
The voltage ripple [V]
1
0.93 %
2
0.55%
3
1.03%
7. Conclusions
The power propulsion system studied in
this paper has demonstrated that the Nickel
metal hydride battery behavior controlled by
buck boost DC-DC converter for utility EV
which utilize tow rear deriving wheel for
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9. Biography
Brahim GASBAOUI received the
electric engineering diploma from
the University Ibn-Khaldoun of
TIARET (UIT), in 1993 and the MS
degree in 2008 from Bechar
University University-Algeria and
the Ph.D. degree from the Faculty of the
Sciences and the Technology of the Bechar
University Currently he is a teacher of electric
engineering at Bechar University. His research
interests include power electronics robust
control for electric vehicle and propulsion
system, power electronics, antilock brake
systems, anti-skid control for electric vehicles
drive.
Abdelfatah NASRI was born in
Bchar (Algeria), on April 5, 1978.
He
received
the
electric
engineering diploma from Bechar
Center University-Algeria in 2002,
and the Master
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