International Journal of Power Electronics and Drive System (IJPEDS)

Vol. 12, No. 2, Jun 2021, pp. 637~649

ISSN: 2088-8694, DOI: 10.11591/ijpeds.v12.i2.pp637-649  637

Driving cycle based battery rating selection and range analysis

in EV applications

Jyothi P. Phatak1, L. Venkatesha2, C. S. Raviprasad3

1,3Department of Electrical and Electronics Engineering, BMS College of Engineering, Bengaluru, India
2 Tarun Technologies, Bangalore, India

Article Info ABSTRACT

Article history: The energy consumption of electric vehicles (EVs) depends on traffic
environment, terrain, resistive forces acting on vehicle, vehicle
Received Jun 8, 2020 characteristics and driving habits of driver. The battery pack in EV is the
Revised Mar 3, 2021 main energy storage element and the energy capacity determines the range of
Accepted Apr 17, 2021 vehicle. This paper discusses the behavior of battery when EV is subjected to
different driving environments such as urban and highway. The battery rating
is selected based on requirement of driving cycle. The MATLAB/Simulink
Keywords: model of battery energy storage system (BESS) consisting of battery,
bidirectional DC/DC converter and electric propulsion system is built. The
Battery simulation is carried out and the performance of BESS is tested for standard
Driving cycle driving cycles which emulate actual driving situations. It has been shown
Electric vehicle that, the amount of the energy recovered by battery during deceleration
Range depends on the amount of regenerative energy available in the driving cycle.
Regenerative energy If the battery recovers more energy during deceleration, the effective energy
consumed by it reduces and the range of the vehicle increases.
This is an open access article under the CC BY-SA license.

Corresponding Author:
Jyothi P Phatak
Department of Electrical and Electronics Engineering
BMS College of Engineering
Bull Temple Road, Basavanagudi, Bengaluru – 560019, India
Email: [email protected]

1. INTRODUCTION
The automobiles used around the world has affected and continues to affect environment and human
life adversely. The problems such as air pollution, global warming, and rapid exhaustion of petroleum
resources are of primary concern [1]. Some of the conditions such as climate change, advances in renewable
energy, quick urbanization, data capture and analysis, battery chemistry have led to the start of electric
vehicle technology in the market [2]. The Indian government under national electric mobility mission plan
(NEMMP), has taken initiatives to promote electric and hybrid electric vehicles in the country [3].
Energy storage system (ESS) is considered as the heart of EV. The energy storage technologies
decide the future development and commercialization of EVs. These technologies are assessed in terms of
parameters and factors of battery such as, voltage, energy capacity, state of charge (SOC), weight/size, cost,
lifetime, charge and discharge current capacity, etc. The battery operating conditions are characterized with
the help of these parameters and factors. These describe the manufacturer specifications. The range of the
vehicle is determined by the wh/km consumed by the vehicle and the energy capacity of battery pack. Sizing
the energy source of hybrid vehicle depending on statistical explanation of driving cycles is discussed in [4].
The battery capacity is computed by considering the average power of driving cycle. A convex optimization

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638  ISSN: 2088-8694

technique is used for power split optimization and then optimal sizing of battery and ultracapacitor (UC) is
carried out in [5].
The performance of bidirectional DC/DC converter is analyzed with pi and sliding mode controller
in the paper [6]. The proposed system can be utilized in electric vehicles and small grids. The THD of EV
motor drive can be minimized with digital signal controllers as compared to conventional control systems.
This is well explained in [7]. The regenerative braking concept is developed experimentally for EV by using
enhanced bidirectional DC/DC converter in [8]. This fundamental experimentation helps to understand the
behavior of battery during vehicle deceleration. The communication and car learing based novel power
management architecture is introduced in [9]. This architecture is based on smart data base concept. The flux
switching machine (FSM) concept is very well explained in [10] as a high torque EV drive. It is having a
double rotating frequency and is an advanced form of synchronous machine. This study helps in the design
on traction drive for EVs. The frequency response method based sliding mode control technique is applied
for DC/DC buck converter in [11]. By integrating the basic converters, non isolated triport converter is built
for renewable energy applications [12]. The power flow between source and load with different switching
patterns can be achieved with the help of this converter. The battery management system adopted for electric
bike monitors individual cell voltage with a minimum average error of 0.824% [13]. This technique helps in
developing energy management strategy for battery energy storage system. A five-level neutral point
clamped inverter which feeds the induction motor (IM) drive is built. The FOC is incorporated by sliding
mode speed regulator. This is very well explained in [14]. The sizing of battery based on the energy
requirement for one charge is explained in [15]. Filter based and optimization-based sizing of battery and
ultracapacitor is discussed in [16]. The procedure to compute the traction motor ratings for EV application is
well explained in [18]-[20]. This forms a foundation to compute the ratings of traction motor for EV. Hybrid
energy storage system (HESS) sizing methodologies consisting of battery and supercapacitor are well
documented in [21]. For demand response based on internet of electric vehicles, efficient and secured energy
trading frame work has been proposed by combining contract theoretical modelling, consortium blockchain
and computational intelligence [22].
The paper is organized into 8 sections. The second section explains about the driving cycles which
are required to test the system to assess its performance. The third section explains the selection of traction
motor which satisfies the driving cycle requirements and performance specifications of vehicle. The EV load
emulation is explained in the fourth section. Selection of battery rating is explained in section five. The sixth
section discusses about simulation of battery energy storage system (BESS) using MATLAB/Simulink. The
results and discussions are explained in section seven. The conclusion and future scope are discussed in
section eight.

2. DRIVING CYCLE
Driving cycles are required to evaluate the performance of EV in various ways. In this work these
cycles are used as test signals to evaluate the performance of BESS. The driving cycles depend on traffic
environment, terrain and driving habits of driver. However certain set of standard cycles are considered in
this work which emulate actual driving environments. The details about few sample cycles among the set are
given in Table 1.

Table 1. Driving cycle details

Driving Distance Time +ve peak -ve peak Average Wh/ Regenerative energy
cycle (km) (sec) current (A) current (A) current (A) km available in the cycle (wh)
Tata 1 1.85 260 65 -81 9 137 83
Tata 2 1.8 200 121 -102 12 145 150
UDDS 4.24 300 93 -63 23 172 80
EUDC 4.41 195 185 -59 47 218 95.3

The “tata1” and “tata2” are practical driving cycles obtained in Bangalore urban area. This is one of
the samples which emulates the real-world driving pattern in the city. Data collection is a significant step in
getting this cycle [17]. Most of the cars have an on-board diagnostic (OBD), a computer-based system which
contains electronic control unit (ECU) which receives inputs from various sensors to control the actuators to
get the desired information. To obtain the data for the driving cycle, the OBD-II adapter is connected to the
OBD -II port in the car. The OBD software communicated with the car via USB and presented the diagnostic
information. The data obtained from the OBD is stored in a readable format such as in MS EXCEL. The
driving cycle obtained is shown in Figure 1. In order to make the simulation faster and easier, this driving

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cycle is split into two parts. “Tata1” and “tata2” driving cycles. The details are shown in Table 1. One of the
samples of driving cycles is shown in Figure 2.

80.00
70.00
60.00
SPEED IN KM/HR
50.00
40.00
30.00
20.00
10.00
0.00
0 100 200 300 400 500 600
TIME IN SEC

Figure 1. Practical driving cycle (tata1 and tata2) (urban driving)

100.00

80.00
speed in Km/hr

60.00

40.00

20.00

0.00
0.0
15.0
30.0
45.0
60.0
75.0
90.0
105.0
120.0
135.0
150.0
165.0
180.0
195.0
210.0
225.0
240.0
255.0
270.0
285.0
300.0

time in seconds

Figure 2. UDDS driving cycle (urban driving)

3. SELECTION OF TRACTION MOTOR

The work has been carried out on selection of traction motor for EV and details about this is
explained in paper [23]. Ratings of the motor computed in [23] are mentioned in Table 2.

Table 2. Specifications of motor

Motor Type Three phase Squirrel Cage IM
Specifications 15 KW, 200 V, 4 pole, 2500 RPM
Torque (Nm) 390 Nm @ 2500 RPM
Power (KW) 100 @ 2500 - 8000 RPM
Moment of Inertia 0.107 Kgm2

4. EV LOAD EMULATION
Electric propulsion system of BESS consists of wheels, mechanical transmission, traction drive and
inverter. It is a complex system consisting of both electrical and mechanical components. It is approximated
by an equivalent current load. This acts as a load to BESS giving feel of virtual electric vehicle. The current
load is obtained as follows.
The dynamic model of 3 phase Induction motor (IM) is constructed with the help of MATLAB
Simulink as shown in Figure 3 [24]. This model considers the specifications of IM mentioned in Table 2
which is computed in paper [23]. Sample driving cycles discussed in section 2 are given as speed references
to input. The V/F technique is applied to generate sinusoidal three phase supply of proper voltage and

Riving cycle based battery rating selection and range analysis in EV applications (Jyothi P Phatak)
640  ISSN: 2088-8694

frequency to excite the motor. The load torque applied to the motor includes the rolling friction force and
aerodynamic drag force of EV assuming a level ground. The product J*dw/dt (J is the effective moment of
inertia of the vehicle and machine together) provides the accelerating force. The open loop simulation is
done. The input power and energy of induction motor are obtained by capturing the instantaneous values of
phase voltage and phase currents. Since the actual inverter model is not considered here, the DC current from
the inverter corresponding to each driving cycle is obtained using the (1). This represents the entire vehicle
load. The graphs representing the speed, load torque and Direct Current (DC) current for one of the sample
driving cycles is shown in Figure 4, Figure 5 and Figure 6 respectively. The efficiency of the inverter is
assumed as 0.9.

√3VL IL cos(phi)
VDC
IDC = ( ) (1)
0.9

where VL = RMS line to line voltage of motor IL = RMS line to line current of motor.
VDC = DC bus voltage , phi = cosine of angle between VL and IL .

Figure 3. Dynamic model of 3 phase induction motor (Simulink model)

Figure 4. Speed v/s time graph

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Figure 5. Torque v/s time graph Figure 6. DC current of the inverter v/s time graph

5. SELECTION OF BATTERY RATING FOR BESS

The battery is connected to vehicle via bidirectional DC DC converter. The bus voltage is selected
as 400V [23]. The converter acts in a boost mode during acceleration of vehicle and steps up the voltage from
250V to 400V. It acts in a buck mode during deceleration and steps down the voltage from 400V to 250V.
The selection of battery ampere-hour for BESS depends on the average and peak current
requirements of driving cycle and the range the vehicle it has to cover. The battery rating is computed with
either of the methods: a) average current method, and b) Wh/km method.

5.1. Average current method

The “tata1” driving cycle is considered for the calculations. The details about this cycle are given in
Table 1.
Distance travelled by “tata1” = 1.85 km
Cycle duration (T) = 260 sec
Range of the vehicle = 250 km
250
Number of cycles required (n) = 1.85 = 135.14
Io
Average battery current = Input current of boost converter (Ibat) = (1−D) = 15 A
I ∗T∗n
Ah of battery = bat = 146 Ah
3600
KWH of battery = 250*146 = 36.5 kwh where, battery voltage is 250V.

5.2. Wh/km method

The watthour/km for “tata1” calculated is shown in Table 1.
The watthour/km for “tata1” = 137wh/km
The total kwh of the battery required to cover a range of 250km = 250 * 137 = 34.3kwh
Ah of the battery = (total wh of battery/battery voltage) = (34.3*1000)/250 = 137Ah
The kilowatt-hour calculated using above two methods give similar values. The rating of battery for
remaining driving cycles are calculated with similar procedure. The ratings are given in Table 3. The “trial
cycle” requires the highest battery capacity among all the values calculated and it is 62.5kwh. If the same
battery is utilized for other driving cycles, the range of the vehicle gets increased.

Table 3. Rating of battery for different driving cycles

Type of driving cycle Battery rating
Tata 1 140Ah, 250V, 35 kwh
Tata 2 150Ah, 250V, 37.5 kwh
UDDS 172 Ah, 250V, 43 kwh
Variable speed cycle 224 Ah, 250 V, 56 kwh
Trial cycle 250Ah, 250V, 62.5 kwh
EUDC 218Ah, 250V, 54.5 kwh
Constant speed cycle 192 Ah, 250 V, 48 kwh

6. SIMULATION OF BESS
The battery energy storage system consists of lithium ion battery, bidirectional DC/DC converter,
controller and current load. The battery is interfaced with DC bus via converter. The inverter, IM, mechanical

Riving cycle based battery rating selection and range analysis in EV applications (Jyothi P Phatak)
642  ISSN: 2088-8694

transmission and vehicle are effectively represented by a equivalent current load. The block diagram and
simulation model are depicted in Figure 7 and Figure 8 respectively. Generic model of battery from simulink
library is considered for simulation. This model considers the battery ratings computed in section 5. The
simulation model has two subsystems, “bidirectional DC/DC converter” block and “controller” block. The
first block operates as a boost converter during acceleration mode and as a buck converter during
deceleration mode. The controller consists of two PID controllers each for boost operation and buck
operation of converter respectively. The PID controller corresponding to boost operation is shown in Figure
9.

Bidirectional
DC/DC Vbus
Battery
converter
Variable
Pulses to current load
IGBT
switches Vbus
Controller
Vref

Figure 7. Block diagram of BESS

Figure 8. Simulink model of BESS

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Figure 9. PID controller and current control

6.1. Control strategy

The controller identifies the modes of operation of vehicle such as acceleration, deceleration, rest
and constant speed by detecting the load current and speed of the vehicle. The controlling parameters of
BESS are, SOC of battery, battery current and DC bus voltage. When the vehicle is at rest, the battery should
be charged to its maximum SOC. The controller makes sure that the SOC is equal to its maximum value.
During acceleration mode, battery supplies energy to the load through boost operation. The PID
controller generates pulses to IGBT by regulating DC bus voltage and battery discharge current. The
“controller” sends these IGBT pulses to boost converter by maintaining the SOC of battery in the safe limits.
The maximum and minimum limits of SOC maintained by controller are 95% and 25% respectively. The
schematic of BESS connected to variable current load during acceleration is shown in Figure 10. During the
time Ton, the IGBT switch SW1 is ON and diode is OFF. The battery current flows through the inductor and
switch SW1. The inductor current rises linearly and energy gets stored in the inductor. The load current is
supplied by filter capacitor. The circuit corresponding to this mode is shown in Figure 11 (a). During Toff,
diode gets forward biased and stored energy in the inductor gets transferred to filter capacitor and load. The
load current is supplied by battery. The circuit corresponding to this mode is shown in Figure 11 (b).
Applying KVL and KCL to the circuit of Figure 11 (a), (SW1 is ON) [25].

VL = Vb − Ib × (R b + R L + R sw1 ) (2)

IL = Ib (3)

Ic = ILoad (4)

Vc = Vbus (5)

Applying KVL to the circuit of Figure 11(b), (SW1 is OFF).

VL = Vb − Vbus − Ib × (R b + R L + R D ) (6)

IL = Ib (7)

Ic = Ib − ILoad (8)

Vc = Vbus (9)

Riving cycle based battery rating selection and range analysis in EV applications (Jyothi P Phatak)
644  ISSN: 2088-8694

Figure 10. Battery Energy Storage System to current Load during acceleration mode

(a)

(b)

Figure 11. Converter in boost operation, (a) when SW1 is OFF & diode is forward biased, (b)when SW1 is
ON & diode is reversed biased)

During deceleration mode, battery absorbs the regenerative energy from the vehicle through buck
operation till the battery reaches its maximum SOC. The PID controller generates pulses to IGBT by
regulating DC bus voltage. The “controller” sends these IGBT pulses to buck converter by maintaining the
SOC of battery in the safe limits. The schematic of BESS connected to variable current load is shown in
Figure 12. During Ton period, SW1 is ON, diode is OFF, the battery absorbs the energy from the load. The
circuit related to this period is shown in Figure 13 (a). During Toff period, SW1 is OFF, diode gets forward

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biased and stored energy in the inductor freewheels through load and diode till the inductor current becomes
zero. The circuit is shown in Figure 13 (b).
Applying KVL and KCL to circuit of Figure13 (a), (SW1 is ON, diode is OFF).

VL = Vbus − Vb − ILoad (R sw1 + R L + R b ) (10)

IL = ILoad (11)

Vc = Vb + Ib R b (12)

Ic = ILoad − Ib (13)

Figure 12. Battery energy storage system connected to current load during deceleration mode

(a)

(b)

Figure 13. Buck operation, (a) SW1 is ON, diode is OFF), (b) SW1 is OFF, diode is ON

Riving cycle based battery rating selection and range analysis in EV applications (Jyothi P Phatak)
646  ISSN: 2088-8694

Applying KVL and KCL to circuit of Figure 13 (b), (SW1 is OFF, diode is ON).

VL = −Vb − ILoad (R sw1 + R L + R b ) (14)

IL = ILoad (15)

Vc = Vb + Ib R b (16)

Ic = ILoad − Ib (17)

Vb=battery voltage; Rb=internal resistance of battery; L=filter inductor; RL=filter resistance; RD=diode
forward resistance; C=filter capacitance; Rsw1=on state resistance of switch SW1; Rsw2=on state resistance of
switch SW2; Vd=diode forward voltage; VL=voltage across the inductor; Ib=battery current; Iload=load
current; Ic=current through filter capacitor; Vc=filter capacitor voltage.

7. RESULTS AND DISCUSSION

The simulation is carried out for different driving modes of vehicle by considering different driving
cycles. The results are tabulated in Table 4. The bus voltage is regulated around 400V and the SOC of battery
is well within the limits. The simulation graphs are shown in Figure 14 and Figure15. The selection of battery
rating depends on the type of driving cycle. If the battery recovers more energy during deceleration, the
effective energy consumed by it reduces. Consequently, the range of the vehicle increases. This is shown in
the Figure 16. The C rating of the battery is maintained 2C during discharge of battery.

Table 4. Simulation results of BESS

Type Range (km) C rate during C rate during Energy recovered
discharge charge (wh)
variable
speed cycle 363 1.4 2.2 252
constant
speed cycle 239 1.35 0 0
Tata1 255 1 0.7 92
Tata2 262 1.9 1.3 128
UDDS 240 1.1 0.4 87
EUDC 237 1.98 0.46 92
Trial cycle 278 1.14 0.88 140

Figure 14. (a) Driving cycle; (b) Bus voltage; (c) Battery current: (d) SOC of battery

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Figure 15. (a) Load current; (b) Battery current; (c) Battery voltage

Figure 16. Graph showing the range covered and energy recovered for different driving cycles

8. CONCLUSION AND FUTURE SCOPE

The behavior of the battery for urban and highway driving conditions is studied. The motor rating is
selected based on the performance requirement of vehicle and its performance is tested for urban and
highway driving cycles. The Simulink model of IM is built and by applying V/f control and the current load
information is obtained. The current load emulates the vehicle load in this work. The battery rating is selected
depending on the peak and average current requirement from the vehicle and the range the vehicle it has to
cover.
The hybrid energy storage system (HESS) can be thought of where battery is interfaced with
ultracapacitor via a power converter. A proper control strategy can be adopted to optimally share the load
between them. The burden on the battery can be reduced and range of the vehicle can be increased.

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BIOGRAPHIES OF AUTHORS

Jyothi P Phatak is a Research Scholar at BMS College of Engineering. She has a Bachelor of
Engineering degree in Electrical and Electronics Engineering in 2003 and M.Tech degree in
Power Electronics in 2010 from VTU University. Presently perusing research in the field of
Electric Vehicles. Her area of interest includes, Power Electronics, Control Systems and
Machines. She has 8 years of teaching experience and taught subjects such as power systems,
electrical machine design, power electronics and control systems

Dr L Venkatesha is presently working as a Professor at BMS College of Engineering, Bangalore.

He has Bachelor of Engineering degree in Electrical Power and M.E degree in Electrical
Machines and Ph. D degree from Indian Institute of Science (IISc). His research interests include,
Power Electronics, Drives and Electric Vehicles. He has more than 30 years of teaching
experience and has taught subjects such as, power electronics, traction drives, electrical machines
and control systems.

C. S Raviprasad, proprietor Tarun Technology Design Consultant, has a pure science Bsc degree
and Electrical Engineering BE degree from Bangalore University. Aged 64 years, has 42 years of
experience in design, analysis, production, quality systems, and application Engineering of
Rotating machines like DC commutator motors, Alteranting Current (AC) motors, Permanent
Magnet AC and DC motors. He has developed special purpose motors in steel, cement,
automobile and traction applications, traction repair and traction coil making. Has earlier worked
in leading companies like M/s BHEL ISG, M/s Kirloskar Electric, Integrated Electric Company
in various capacities.

Riving cycle based battery rating selection and range analysis in EV applications (Jyothi P Phatak)