Renewable Energy-Based Electric Drive with a Novel Control
Technique for Smooth Power-Sharing
RAKESH BABU BODAPATI*, R. S. SRINIVAS, P. V. RAMANA RAO
1Department of Electrical and Electronics Engineering,
Acharya Nagarjuna University,
Guntur, Andhra Pradesh-522510,
INDIA
*Corresponding Author
Abstract: - Energy management between different power sources, which are used to feed Electric vehicles
(EVs) is one of the complex scenarios. Normally, power management is done based on the Electric vehicle load
requirements. In this work, three different energy sources are considered, in that one is an active energy source
and two are passive energy storage elements. The Photo Voltaic (PV) based energy source is considered an
active element, on the other hand, the Battery sand supercapacitor (SCap) is treated as a passive type of
element. To manage the power flow between two energy sources, a novel control technique is adopted by
considering the speed and current of the electric motor as major input parameters known as the Measurement of
the parameter-based controller (MPBC). The Measurement of a parameter-based controller is used to control
the pulse signals of the Bidirectional converters connected at the battery and supercapacitor ends, and the
required pulse signals can be generated by the Conventional Proportional Integral (PI) controller. The main
circuit is implemented with a novel hybrid controller which is used to provide controlled pulse signals to the
bidirectional converters connected to the battery and supercapacitor. Finally, the MATLAB/Simulink model
was developed with the novel hybrid controller and examined the performance at different load conditions of
the motor by considering three different states of power delivered by the PV array.
Key-Words: - Electric vehicle, Battery, Photo Voltaic (PV) energy, Energy Management (EMGT), Proportional
Integral (PI) controller, Hybrid controller (HC), Measurement of parameter-based controller
(MPBC).
Received: March 17, 2024. Revised: August 9, 2024. Accepted: September 9, 2024. Published: October 22, 2024.
1 Introduction
In the coming days, Renewable energy (RE) sources
become the main source to develop electricity rather
than other conventional energy sources. Since the
conventional energy-based electricity generation
becomes costlier and will affect badly on the
environment due to huge emissions. To produce
energy cheap and environment-friendly, the main
alternating solution is solar-based power generation.
Here solar-based power can be produced by taking
sunlight and irradiance as an input which is
available abundantly, without paying any cost to
nature. During the production of power using solar-
based plants, no considerable emission will be
generated in the atmosphere, which shows the
environmentally friendly nature.
Nowadays a major part of transport is done by
using the conventional vehicle system only.
However, this conventional vehicle system-based
transport system needs to be changed based on the
input energy storage system used. Normally in a
conventional transport system vehicle’s energy
source is petrol or diesel which are limited in nature
and also produce a huge number of exhaustive gases
during the operation of the vehicle. To overcome
future scarcity in conventional fuels, need to switch
to another alternating source-based vehicle. Battery-
based electric vehicles are developed instead of
Internal combustion engine-based vehicles, to
reduce petrol/diesel usage. Generally, to charge the
Battery we need to plug in the vehicle for complete
charging of the energy source. This factor again
leads to putting the burden on the local power grid.
To avoid a burden on the local grid separate power
generation station is made within the vehicle itself
using a solar-based power plant. This will reduce
the load burden on the local power grid.
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1.1 Literature Review
Renewable energy sources like solar, biomass, and
wind are generating power by taking input from
abundantly available sources. For example, sunlight
is available all the way in day times with this,
increasing load demand can easily be met without
any dependency. As per the standard survey results,
more than 70% of power generation can be done
using conventional methods. On the other, max 30%
of power is only generated using a renewable
resource. This is not a good sign for the
environment. This non-conventional power
generation should be increased to the maximum
possible extent by educating the people in society.
This effort will increase the use of EVs from a
transportation point of view and reduce the burden
on the local grid, [1].
Since fossil fuels are being depleted rapidly,
alternative sources of energy are needed urgently to
meet the current load demand. The use of fossil
fuels is also accountable for global warming trends,
[2]. To address this global energy crisis, renewable
energy sources are the most viable option. RE
sources are expected to play a pivotal role in
supplying the future's electricity, [3], [4].
Study of combined real-time load development
and energy storage management at grid-associated
solar EVs. Deprived of any earlier expertise, a finite
time method has been considered with subjective
dynamics of structure inputs. The purpose is to
reduce a standard aggregated system price through
combined optimization of EV’s energy ordering
amount, load planning delays, photovoltaic
abundance in times of nearby produced renewable
energy, and battery deprivation. Because of
successive adjustment and reformulation of the
combined optimization challenge, the model of one-
slot look-ahead queue stability to solve the difficulty
by utilizing the Lyapunov optimization method
(LOM), [5].
For enhanced energy consumption, the selection
of HEVs in transport systems is more attractive and
more pronounced. The HEVs are achieving vast
growth due to their eco-friendly implementation and
support of the smart grid concept. The difference of
ESS in HEV with several control approaches creates
variant in HEV types. This enables, selecting an
applicable control strategy for HEV uses to become
difficult. A thorough review of the vital information
of ESS related to HEVs and obtainable optimization
topologies based on different control schemes and
vehicle tools, [6].
In this, as a part of the investigation and
analysis, the transformation of the traditional
vehicle system is converting into self-sustainable
EVs. During this process, reach out to several ESS
devices like lead-acid batteries and lithium-ion (Li-
ion) batteries. MATLAB/Simulations have been
carried out utilizing three driving cycles that
correspond to the conditions of moving in: a
highway with a climb of mountain and city, a
highway, all requirements being based on roads in
the Vale do Paraíba Paulista region, [7], [8].
In this work, to diminish the power density
scarcity of current ESS in EVs and HEVs, which
comprises a battery and a supercapacitor, is
respected. Energy management has to be taken out
for the HESS due to the presence of the two ESSs.
By considering, Pontryagin's minimum principle the
finest energy management approach is developed,
which immediately allocates the mandatory
impulsion power to the two ESS during the vehicle's
propulsion and also immediately assigns the
regenerative braking energy to the two ESS, [9].
Developing a supervisory control technique, for
HESS-based EVs is the main challenge for
optimized energy management. Multi objectives-
based optimization model is formulated for
improved power exchange between the battery and
the supercapacitor. This technique works optimally
and resolves in a systematic way of approach, [10],
[11].
Using a nonlinear control system method, a
real-time combined speed control and power flow
supervision system is created for an EV powered by
supercapacitors. This work adopts a controller
design for HESS sizing to determine optimally the
size of HESS to serve an EV given the coupling
between energy management and HESS sizing. To
decrease battery stress, the controller traces the
vehicle's set speed with universally exponential
stability and wisely uses the HESS to diminish
power utilization. A composite controller is required
by utilizing the physical origin of the vehicle's
power demand. A full-size EV's driving cycle is
simulated on a standard urban dynamometer driving
program to determine the usefulness of the
controller and HESS sizing system, [12]. This work
aim of this work is to identify 2n − 1 stage
rearrangeable banyan-type networks that are not
isomorphic to each other. This is accomplished by
creating alternative networks and using the
satisfiability issue to assess how well they can be
rearranged. Due to the large number of candidates,
this approach's low scalability is a disadvantage. It
is demonstrated that the possibilities can be reduced
to a smaller set of networks known as pure banyan
networks to get rid of this problem. Network
isomorphism analysis is used to accomplish this,
[13], [14]. By thoroughly reviewing the Moroccan
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hydrogen roadmap, this study aims to bring insight
into fuel cell electric vehicles and investigate the
prospects for FCEV use in Morocco. A SWOT
analysis was also conducted to identify the critical
success element for promoting FCEV adoption in
the Kingdom, [15], [16]. The study presented
application scenarios, including power output
fluctuations reduction, output plan acceptance at the
renewable energy generation side, power grid
frequency adjustment, power flow optimization at
the power transmission side, and a distributed and
mobile energy storage system at the power
distribution side, based on an analysis of the
development status of a BESS, [17], [18], [19], [20].
2 Configuration of the Existed Model
Figure 1 shows the existing model configuration
with two sources in that one will act as a main
source and the other will act a main source. In this
battery used as the main source, the supercapacitor
is used to meet the sudden power requirements. Two
Bidirectional converters are used here for two
energy sources. The speed (W), load torque (T), and
driver commands are the main inputs to the central
control to develop the pulse signals to the convert
based on the load requirement. The main drawback
of this model is no permanent setup is available at
the vehicle end to charge the energy sources. Hence
this type of configuration requires standalone
charging station, which again will cause trouble on
the local grid system during the charging period of
the electric vehicle. Overall system setup requires
two converters, and two energy sources which leads
to more cost during real-time implementation.
The supercapacitor used in this system is not a
cost-effective device compared to the battery, but
this is required as per the designed configuration to
supply peak power during abnormal conditions like
cold start, sudden stop, and start conditions on the
electric vehicle.
Fig. 1: Existed model of Electric vehicle with
multiple sources and converters
In this arrangement single central controller is
used to provide the controlled signals to the
converters due to this there is a delay happens
during giving signals to the drive command.
The present work used only one energy source
with inbuilt power generation with solar energy to
generate power vehicle itself without depending on
the local power grid. With this arrangement, the EV
can develop power with solar panels when sunlight
is available and parallelly able to charge the battery.
Which is used full during nighttime driving
situations, which means the battery will provide the
necessary power to the load for continuous
operation.
2.1 Battery Model
Figure 2 shows the Parameter auto partner
Programme PNGV Model of the battery. a large
capacitor C1 is added in the main Thevenin’s circuit
model.
The differential equations related to the PNGV
battery model are represented as, R1 is the ohmic
resistance of the battery, VLoad is the terminal
voltage, Vopen ideal voltage source, I(t) charge
discharge current, R2 is the nonlinear contract
resistance, C2 is electrode plate equivalent
capacitance, IR2(t) current through nonlinear
resistance R2, IC2(t) Current through electrode plate
capacitor, V1 Voltage across capacitor C1, V2
Voltage across capacitor C2.
1 2 1
(t)
Load Open
V V i R V V    
(1)
2
2
1 1 1
(t)
Vi
VRC C


(2)
11
(t)V C i dt
(3)
Fig. 2: PNGV Model of the Battery
2.2 Modeling of Practical PV Module and
Array with PV Cell
All cells are simultaneously connected to series and
shunt resistances in practice since there is no ideal
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cell. Parallel resistance is caused by leakage current,
while series resistance is caused by hindrance in
electron flow from n to p junctions. The model is
generalized to consider the losses due to series,
shunts, and recombination. A photovoltaic cell in
practice is shown in Figure 3.
Fig. 3: Equivalent electric model of the PV array
Kirchhoff's current law (KCL) says that PV cells
produce an output current of IM
M PVCELL D SH
I I I I  
(4)
Where:
PV output current is expressed in amps as IM
The diode current in amps is called ID and Shut
resistance is the resistance across which ISH is
measured.
Since the practical cell contains additional
resistances, the effects of the resistances must also
be considered. Modules are made up of PV cells,
and arrays are made up of modules and arrays are
made up of PV cells. PV modules are constructed by
connecting 60 PV cells in series and parallel.
Therefore, 10 cells are linked in series, and these six
combinations are linked in parallel. For charging a
12 V battery, a 36 cell PV module provided the
required voltage, and similarly for charging a 24 V
battery, a 72-cell solar PV module was used.
Photovoltaic systems are commonly used with
batteries to provide backup power. In this case,
however, 60-cell PV modules are used.
3 PI+MPBC Energy Management
Strategy
In this, a novel control technique is proposed to
make the switching between charging and
discharging states of the battery, and SCap based on
the speed and current values of the electric motor.
To achieve the proposed control technique two
different controllers are selected in that, PI is a
traditional controller that is used to generate the
pulse signals to the converter. An MPBC controller
is used to regulate those signals based on the speed
and current values of the electric motor. Finally, this
combination of MPBC+PI provides a way to meet
the proposed methodology.
3.1 Main Circuit with Novel Control Strategy
In the proposed model the main circuit includes a
PV array, Battery, SCap, two bidirectional
converters, Boost converter, and the electric motor
represented in Figure 4. Here battery is used to
provide backup power to the EV during unavailable
Solar power generation situations on the other hand
SCap is used for to meet the peak power
requirement. Whereas a PV array is used to meet the
EV requirement and also for battery and SCap
charging depending upon the load applied to the
EV. All the controlled signals of the two
Bidirectional converters are controllers based on the
Proposed control technique which includes two
individual controller combinations named as MPBC
plus PI. Here PI controller is used to generate the
pulse signal to the converter at the battery and SCap
end based on the actual and reference voltage values
of the converter. On the other hand, MPBC works
based on the current and speed values of the EM,
and this can be done with math functions which will
generate three different types of signals based on the
current and speed values of the EM. Finally, the
combination of MPBC and PI works to provide
controlled pulse signals to the converter at battery
and SCap ends, which leads to providing proper
power supply to the EV as per the applied load.
PV Array with
input Temperture
and Irradiance
Battery
DC-DC Boost
Converter
DC-DC Buck-
Boost Converter
Electric
Drive
MPBC Controller
with input Speed
and Current of
Electric Motor
PI Controller Generates pulse
to Bidirectional converter
based on applied actual and
Reference voltages
DC
B
U
S
SCap
Fig. 4: Main circuit with a Proposed control
technique
Here three different load conditions are
considered and based on these, the controlled
signals will be generated to the EV. This will
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happen as per the proposed controlled technique
which is the combination of MPBC plus PI.
The math functions generation related current
and speed of the EM as discussed.
1. If the speed is greater than or equal to 1500 rpm
and the current is less than 6A then MPBC
generates a signal as 1 for Y1 and zero for remain
two functions Y2 and Y3. Due to this the converter
at the battery end and SCap will work under buck
mode and the battery, SCap (shot period) gets
charged from solar energy. The current will flow
from the PV array to the battery, SCap (for a short
period), and Load. Even SCap will discharge the
same amount of energy if the load on the motor is
huge during starting.
2. When the speed is between 1400rpm and
1499rpm and the current value lies between 6A to
8A then the proposed controller MPBC will
generate signals as one for math function Y2 and
zero for the remaining two functions. In this case,
there is no operation required from the converter at
the battery end and SCap will provide the necessary
peak power to the motor in a short period with this
the converter at SCap will work under boost mode.
The current will flow from the PV array plus SCap
(short period) to the load and no current will flow to
the battery. This means in this case battery neither
charged nor discharged.
3. If the speed of the EM is less than 1400 rpm and
the current is greater than 8A the MPBC will
generate signal as one for Y3 and zero for the other
two functions. With this the converter at the battery
and SCap end worked under boost mode, hence the
current flows from the battery, SCap (for a short
period), and PV array to load. This indicates that
during huge load conditions, Battey is assisting the
PV array along with the SCap till the end of the
charging.
1
(t) Y When,Speed 1500RPM& &Current 6 AX  
(5)
2
(t) Y When,Speed 1400 RPM,& 1499RPM&&Current 6 A& 8AX    
(6)
3
(t) Y When,Speed 1400RPM&&Current 6AX  
(7)
Here
X(t) is the final output function of the MPBC
controller
Y1 is the math function 1 output of the MPBC
controller
Y2 is the math function 2 output of the MPBC
controller
Y3 is the math function 3 output of the MPBC
controller
All three modes of operation of the circuit with
proposed model is represented in Figure 5.
3.2 Power Calculations Related to Energy
Sources
These calculations are done based on the two
passive elements used in this work and the PV array
is the active and main source of producing the
energy.
3.2.1 Battery
Before calculating the specific application-related
rating of the motor needs to consider and know the
cell voltage, ampere hour rating, and the C rate of
the battery. Normally cell voltage means the
nominal voltage only comes under consideration,
the AH of the battery determines how much current
can be delivered within one hour, and the C rating
of the battery denotes the charging and discharging
time.
For a maximum speed 1600 rpm the current drawn
by the motor is calculated by using
KwityMotorcapac
AHV1
1000
*
(8)
AmpAH 25.6
160
1000 
(9)
To get the fruitful operation of the Motor in all
road conditions need to consider the acceleration
current (consider 5% more than the actual one) and
then the effective current value as:
Ieffective=6.25*0.05+6.25=6.5625Amp
Then we know that the power equation:
BattBattBatt IVP *
(10)
Then the power required at 1600 rpm of the motor
is:
WattsPBatt 10505625.6*160 
(11)
3.2.2 Supercapacitor
The power capacity of the supercapacitor is given
as:
BattTSCap PPP 
(12)
Here PScap is the power capacity of the SCap
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PT is the total power demand
PBatt is the battery capacity
From the equivalent series resistance model of the
SCap we know the equation:
 
dPVVC SCapSCapNomSCap SCap  22
min min
2
1
(13)
Generally, VSCapmin is chosen as
VSCapmax/2 from equation xx which shows that
75% of energy is utilized from the full charge.
When the SCap voltage reaches to bottom limit
VSCapmin stops working and gets charged to
maintain SOC to avoid stress:
WattstitVtP SCapSCapSCap 1000)(*)()( 
(14)
VVSCapnom 36
VVV SCapnomSCap 18
2
1
min 
The continuous discharge time is
sec10
d
t
Then
2
min
2
min
2
SCap
dSCap
SCap VV
tP
C
SCapnom 

(15)
Read Motor all
Parameters
If speed is in between
1400rpm and 1499rpm and
current value lies between
6A to 8A
Start
If speed is greter than or
equal to 1500rpm &&
current is less than 6A
If the speed of the EM is
less than 1400 rpm and
current is greater than 8A
MPBC Will
produce Math
Function Y1
as 1 and
converter at
Battery end
worked under
buck mode,S3
is in ON state
MPBC Will
produce Math
Function Y2 as
1 and
converter at
Battery end no
operation
required mode
MPBC Will
produce Math
Function Y3 as 1
and converter at
SCap end worked
under boost
mode,S4 in ON
state (For short
time)
Stop
Yes Yes Yes
No No No
MPBC Will
produce Math
Function Y3 as 1
and converter at
Battery end
worked under
boost mode, S2
in ON state (For
short time)
MPBC Will
produce Math
Function Y1 as 1
and converter at
SCap end worked
under boost
mode,S4 in ON
state (For short
time)
MPBC Will
produce Math
Function Y2 as 1
and converter at
SCap end worked
under boost
mode, S4 in ON
state (For short
time)
Fig. 5: Represents how the proposed control
technique works
3.3 Modes of Operation of the Main Circuit
Model
The complete operation of the main circuit is
divided into three modes based on the load applied
to the EV. Figure 6, Figure 7 and Figure 8 are
related to different modes of operation of the main
circuit about the applied load.
PV Array with
input Temperture
and Irradiance
Battery
DC-DC Boost
Converter
DC-DC Bi-
Directional
Converter
Electric
Drive
MPBC Controller
with input Speed
and Current of
Electric Motor
PI Controller Generates pulse
to Bidirectional converter
based on applied actual and
Reference voltages
DC
B
U
S
SCap
SCap Provides power to the
load during peak power
requirement only for short
period
SCap Discharging
Battery Charging
Fig. 6: The main circuit with load and battery power
meet from the PV array and SCap short time
Figure 6 shows the main circuit with normal
load conditions on the EV. In this case, the PV array
is capable of supplying power to load as well as the
battery for its charging. This indicates that, based on
the speed and current values of the EV, the
controlled pulse signals are generated to the
converter at the battery end to work under the buck
mode of operation. Here the converter at the PV
array end always works under the boost mode of
operation. This shows that the MPBC controller will
be able to generate the signals as 1 for math function
Y1 and zero for remaining two functions. Along
with this, the SCap supports the PV array during
peak power conditions on the electric motor, which
means the SCap is exclusively meant for peak
power requirements.
PV Array with
input Temperture
and Irradiance
Battery
DC-DC Boost
Converter
DC-DC Bi-
Directional
Converter
Electric
Drive
MPBC Controller
with input Speed
and Current of
Electric Motor
PI Controller Generates pulse
to Bidirectional converter
based on applied actual and
Reference voltages
DC
B
U
S
SCap
SCap Provides power to the
load during peak power
requirement only for short
period
SCap Discharging
Battery No Charging No Discharing
Fig. 7: The main circuit with load power meet from
the PV array and SCap for a short time
Figure 7 represents the main circuit power flow
from the PV array to EV only due to the rated load
applied to the EM. In this case, the pulse signals
generated by the PI are controlled by the MPBC
controller as per the proposed control technique.
Hence the MPBC will develop Y2 function as 1 and
zero for remaining math functions. In this mode of
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operation, the converter at the battery is under no
working zone, which means the battery is neither
charged nor discharged. Along with this, the SCap
supports the PV array during peak power conditions
on the electric motor.
PV Array with
input Temperture
and Irradiance
Battery
DC-DC Boost
Converter
DC-DC Bi-
Directional
Converter
Electric
Drive
MPBC Controller
with input Speed
and Current of
Electric Motor
PI Controller Generates pulse
to Bidirectional converter
based on applied actual and
Reference voltages
DC
B
U
S
SCap
SCap Provides power to the
load during peak power
requirement only for short
period
SCap Discharging
Battery Discharing
Fig. 8: The main circuit with load power meets from
the PV array and battery
Figure 8 demonstrates the Main circuit current
flow from the PV array plus the battery to the load.
This shows the high load applied to the EV, because
to battery supports the PV array by providing extra
power to the power to load as per the requirement.
The MPBC controller can generate the signal as 1
for math function Y3 and zero for the remaining two
functions Y1, Y2 due to which the PI generated
pulses are controlled and provided to the converter
at the battery end to perform the boost operation
only. Along with this, the SCap supports the PV
array during peak power conditions on the electric
motor, and converter works under boost mode.
4 Simulation Result and Analysis
Fig. 9: Speed curve representation of electric motor
at different load conditions
The speed curve response of EM with different
loads are represented in Figure 9. Here three
different loads are applied at different periods to the
EV to verify the effectiveness of the proposed
control technique. At 0.2 sec normal load is applied
to the EM, which leads to a decrease the speed of
the EM approximately equal to 1500rpm, at 0.4 sec
rated load is applied due to this the speed of the
motor reduces further to 1400rpm and at 0.6 sec
more that rated load is applied this causes speed
reduction further less than 1400rpm. Corresponding
to all corresponding applied loads the current also
increases.
Fig. 10: Back EMF of the electric motor at different
load conditions
Figure 10 shows the Back EMF curve of the
electric motor with different load conditions. This
will follow the speed curve at 0.2 sec the curve
seems to decrease and after some time reaches the
steady state, thereafter at 0.4 sec rated load
condition on the EM the back emf reduces for some
time and reaches again steady state. Finally at 0.6
sec again the back emf value is reduced drastically
due to more than rated load applied to the motor, it
will continue for some time thereafter it will reach
again a steady state value, all this happens because
of the proposed control technique.
Fig. 11: Electric motor current changes related to
load
Electric motor current at different load
conditions can be represented in Figure 11. Initially,
the current drawn by the motor is huge and, after
reaching a steady state that value becomes nominal
which means, the motor is working under no load
condition. At 0.2, 0.4,0.6 sec different kinds of load
are applied to the EM which leads to an increase the
current drawn by the motor as per the applied load,
those values are 6A,8A, and more than 8A. For the
first two cases, the PV array only meets the load
requirement, and in the third case PV array and
battery together supply power to the load. In all the
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modes of operation, SCap will provide power during
the peak power requirement, especially at sudden
load changing conditions on the electric motor.
Fig. 12: Load changes representation on the Electric
Motor
Figure 12 shows the load curve representation
on the EM. Before reaching a steady state, the motor
is with huge load due to which EM will take more
current than regular intervals. At 0.1 sec onwards
the motor reaches a steady state so no load will
appear in the motor which is very clear from Figure
12. To know the performance of the proposed
control technique different loads are applied at
0.2,0.4 and 0.6 sec due to which the current drawn
by the EM increases parallelly the speed of the
motor decreases.
Fig. 13: Pulse signals representation of Switches S1,
S2, S3, S4, and S5 corresponds to load conditions
on the electric motor
Pulse signals representation corresponding to
the three switches present in two converters at the
battery, PV array ends shown in Figure 13. The
switches S2, and S3 are related to the converter at
the battery end which will perform both boost and
buck operations depending upon the load
requirement as per the proposed controlled
technique. At the same time, S1 is the only switch
related to the converter at the PV array end which is
used to work the converter under boost operation
always. Figure 13 clearly shows that the pulse
signals to the S1 are always in ON state which
indicates that the PV array is always providing
power to the load some to the battery also
depending upon the load applied condition. For S3
the pulses will be present from 0 to 0.41 sec which
indicates the charging period of the battery from the
PV array. From 0.41 to 0.6 sec no pulses are
provided to the S2 and S3 this indicates that the
converter at the battery is not required during this
period. From 0.6 sec to 1 sec the pulses of S2 and
S1 are present which shows that the battery and PV
array combine meeting the load requirement of the
EM. In addition to that the SCap is capable of
providing peak power to the electric vehicle,
especially at sudden load change conditions and
starting of the motor. Here Switches S4 and S5 are
related to the converter connected at the
supercapacitor end. These two switches are useful
for the charge and discharge of the SCap as per the
load requirements and power availability from the
source. From Figure 13 it is clear that switch S4 is
for discharging the power to the load during sudden
load changing on the motor whereas switch S5 is
used for buck mode of operation.
Fig. 14: Power curve representation of the PV array,
Load, battery, and SCap
Figure 14 shows the, power curves of the PV
array, Load, SCap, and the battery. Here the PV
array can develop the power continuously to the
load as per the available temperature and irradiance
as input to the PV array. From 0 to 0.4 sec the
power required by the load is supplied by the motor
and battery charging is supplied by the PV array.
From 0.4 to 0.6 sec the also PV array alone provides
power to the load and zero power absorbed by the
battery. From 0.6 sec onwards the power required
by the load is met by the PV array and the battery.
In addition to that the SCap provides power to the
load at 0.01 to 0.1 sec, 0.2 sec, 0.4 sec, and 0.6 sec
during sudden load changes on the electric motor.
Fig. 15: Battery parameters representation
WSEAS TRANSACTIONS on SYSTEMS
DOI: 10.37394/23202.2024.23.26
Rakesh Babu Bodapati, R. S. Srinivas, P. V. Ramana Rao
E-ISSN: 2224-2678
239
Volume 23, 2024
Battery Voltage, current, %SOC, and Power
curve of the battery are shown in Figure 15. The
voltage curve shows that the value is in a decreasing
manner depending upon the applied load on the EM.
From 0 to 0.4 sec battery is in charging modes
which clearly shows from the current curve of the
battery indicating a negative value and in the same
way %SOC of the battery also increased to 0.4 sec
there after maintained a flat value up to 0.6 sec.
From 0.6 sec on words the current value becomes
positive and SOC value decreases and the Power
value, all this happens as per the load applied to the
EM.
Fig. 16: Supercapacitor parameters representation
The SCap related parameters are shown in
Figure 16, which indicates that the voltage value
drops at 0.2 sec, 0.4, and o.6 sec corresponding to
this the current value of SCap also raised and the
power also obtained for a short period which is
required to during sudden load changing on the
electric motor.
Fig. 17: PV array parameters representation
Figure 17 shows the PV array curves which
include Power, current, and voltage values. This
shows that all values related to the PV array
maintain the content value throughout the operation.
5 Conclusion
A novel control technique was developed to meet
the electric vehicle requirement as per the applied.
The speed current condition-based controller was
developed with three math functions Y1, Y2, and
Y3. There the modeled controller is combined with
proportional integral is combined with to achieve
the proposed control technique. The three math
functions output will decide the operation of the
converter at the battery and SCap end, if the Y1
value becomes 1 then the converter at the battery
works under buck mode, in the same way, if Y3
becomes 1 the same converter works under boost
mode and finally if Y2 becomes 1 then no operation
is required from the bidirectional converter, all this
happens based on the load applied to the Electric
vehicle. To verify the effectiveness of the proposed
control technique three different load cases are
considered, in the first case normal load is applied
due to which the speed of the motor reduces up to
1500rpm parallel current increases to 6A, due to this
the speed current condition-based controller
produces signal as 1 for Y1 and zero for Y2 and Y3,
which makes the operation of the converter at
battery end as a buck. In the same way, the motor
speed reduces to up to 1400rpm due to the rated
load applied to the motor in the second mode of
operation. This leads to generating the math
function Y2 as 1 from the speed current condition-
based controller due to this no operation is required
from the bidirectional converter. Finally, in the last
case more than the rated load is applied to the motor
due to which the speed of the electric motor reduces
to less than 1400rpm, and the current value is more
than 8A which leads to producing Y3 as 1 from
speed current condition-based controller, due to this
the converter at battery end works under boost mode
of operation. In addition to that the SCap side
converter works under boost mode during all sudden
load changes happens on the electric motor, to
provide the required peak power of the load. In this
way, the effectiveness of the proposed control
technique using speed current condition based on
proportional integral derivative controller was
verified with different load conditions on the
electric vehicle in MATLAB/Simulink
Environment.
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Rakesh Babu Bodapati, R. S. Srinivas, P. V. Ramana Rao
E-ISSN: 2224-2678
240
Volume 23, 2024
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WSEAS TRANSACTIONS on SYSTEMS
DOI: 10.37394/23202.2024.23.26
Rakesh Babu Bodapati, R. S. Srinivas, P. V. Ramana Rao
E-ISSN: 2224-2678
241
Volume 23, 2024
Contribution of Individual Authors to the
Creation of a Scientific Article (Ghostwriting
Policy)
The authors equally contributed to the present
research, at all stages from the formulation of the
problem to the final findings and solution.
Sources of Funding for Research Presented in a
Scientific Article or Scientific Article Itself
No funding was received for conducting this study.
Conflict of Interest
The authors have no conflicts of interest to declare.
Creative Commons Attribution License 4.0
(Attribution 4.0 International, CC BY 4.0)
This article is published under the terms of the
Creative Commons Attribution License 4.0
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WSEAS TRANSACTIONS on SYSTEMS
DOI: 10.37394/23202.2024.23.26
Rakesh Babu Bodapati, R. S. Srinivas, P. V. Ramana Rao
E-ISSN: 2224-2678
242
Volume 23, 2024